700 McGlincey Ln. (86-06)
P.W. FILE' NO.
TO: CITY CLERK
PLEASE COLLECT AND RECE I PT
FCR 'I1-IE FOLLOW I NG MON I ES
~CCT . ITEMS
ENVIRON\.IENTAL ASSESSMENT ($420)
STaat DRAINAGE AREA FEE PER A~ I .875 ;
MULTI-RES., $2,060; ALL O'I'HER,~2.t1r7At....
PLAN EXAM I NAT I C>>l AND CQllSTRUCT I C>>l I NSPECT I C>>l FEE
(7'%. OF VALUE)
3372 TENTATIVE PARCEL MAP FILING FEE ( $300)
3372
@
~
3372 TENTATIVE TRACT MAP FILING FEE (.290)
3372 FINAL PARCEL MAP FILING FEE ( .US)
3372 FINAL TRACT MAP FILING FEE ($275)
3372 VACATIC>>l OF PUBLIC STREETS AND EASEMENTS ('455)
3372 ASSESSMENT SEGREGATIC>>l CR REAPPORTION.ENT( .420
FCR FIRST PLUS. $130 EACH ADDITIONAL)
e
3395
3373
3373
3373
3373
3372
3373
(";;y)
3521
3521
3520
3510
NAME
LOT LINE ADJUSmENT FEE / CERT I F I CATE OF COMPL lANCE ($ 3 0 0 )
PARK DEDICATION IN-LIEU FEE PER UNIT ('I,097.00!)
COP I ES OF ENG I NEER I NG MAPS AND PLANS ('.50 PER SQ. FT.)
WORK AREA TRAFF I C CC>>lTROL HANDBOOK (' 2 ); ADD I T I C>>lAL( . t . 50 1
PROJECT PLANS AND SPECIFICATIONS ($10)
MAP REVISIC>>lS TO MAP COMPANI ES .('10)
EXCAVATIC>>t PERMIT APPLICATIC>>l FEE ('35)
GFNERAL CamlTIQIIS, STD. PROVISIONS & DETAILS
('10; CR 'I/PG)
CASH DEPOS I T
FAITHFUL PERFORMANCE DEPOSIT
MA I NTENANCE BOND DEPOS I T
FIRE HYDRANT MAINTENANCE ($195/EA)
POSTAGE
O'l1-lER
TOTAL
PHONE
ADDRESS
FOR
CITY CLERK
QIlLY
RECEIPT NO.
AMOUNT PAID
RECEIVED BY
DATE'
AMOUNT
ro
~V
4/0
J c:> 0 F...a-
$
ZIP
.JULY 1984
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70 NORTH FIRST STREET
CAMPBELL. CALIFORNIA 95008
(408) 866-2100
Department: Planning
September la, 1987
Mr. William Chalmers
700 McGlincey Ln.
Campbell, CA 95008
RE: R 87-05 (S 86-06)
700 McGlincey Ln.
Dear Mr. Chalmers:
Please be advised that the Planning Commission, at its meeting of
September 8, 1987, granted a one-year extension of its approval for
your project, and conditionally approved the phasing of this project.
A copy of the red-lined plans and the conditions of approval is
enclosed for your records.
A review of this application indicates that the following conditions
of approval must be satisfied prior to a Planning Department clear-
ance to issue buildiqg permits: 1, 3, 4, 5, 6, 7, 8, 29, 30 - per
approval of August 12, 1986.
A checklist for the submittal of landscape plans is enclosed for
your consideration.
This approval grants an extension of the previous approval and approval
to phases of this project.
If you have questions regarding this matter, please do not hesitate
to contact the ~ndersigned at 866-2140.
Sincerely,
ARTHUR A. KEE
PLANNING DIRECTOR
~
TIMJ. HA~
PLANNER II
ld
cc: Public Works Department
Fire Department
ADDITIONAL CONDITIONS OF APPROVAL: R 87-05 & S 86-06
SITE ADDRESS: 700 McGLINCEY LN.
APPLICANT: CHALMERS, W.
P.C. MTG.: 9-8-87
1. All Conditions of Approval to be satisfied in Phase I and all on-site
and off-site improvements to be completed in Phase I with the
following exceptions to be completed in Phase II:
A. Construction of buildings #1 and '4 as indicated on plans dated
August 27, 1987.
B. Small landscape area to the east and west of building #1 as
indicated on plans dated August 27, 1987. All other landscape
areas to be installed in Phase I.
C. Parking and driveways for building #1 and #4 as indicated on
plans dated August 27, 1987.
2. All areas not covered by buildings, paved driveways and parking, and
landscaping in Phase I shall be oiled and screened and made available
for additional auto parking. Oiled and screened areas shall not be
used for outside storage of materials, supplies, heavy equipment and
trucks or similar vehicles.
3. All previously existing buildings and structures on the site to be
removed prior to final inspection and occupancy of any portion of
Phase I construction.
4. Plans approved Augus~ 12, 1986 by the Planning Commission, including
all redlining, shall remain in effect except for phasing detail dated
August 27, 1987.
RECOMMENDED FINDINGS: R 87-05 & S 86-06
SITE ADDRESS: 700 McGLINCEY LN.
APPLICANT: CHALMERS, W.
P.C. MTG.: 9-8-87
Recommended findings for Reinstatement and Approval of Phasing
1. There have been no changes in the General Plan or the zoning for the
area since the project was approved on August 12, 1986.
2. There have been no changes in the overall project.
3. Adequate parking and circulation is provided in each phase of the
project.
(
,/
///
.
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CONDITIONS OF APPROVAL: S 86-06
APPLICANT: Chalmers, W. L.
SITE ADDRESS: 700 McGlincey Ln.
P.C. HTG. July 22, 1986
The applicant is notified as part of this application that he/she is required
to meet the following conditions in accordance with the Ordinances of the City
of Campbell and the Laws of the State of California.
1. Revised elevations and/or site plan indicating items discussed in Staff
Comment Sheet to be submitted to the Planning Department and approved by the
Planning Director upon recommendation of the Architectural Advisor prior to
application for a building permit.
2. Property to be fenced and landscaped as indicated and/or added in red on
the plans. Landscaping and fencing shall be maintained in accordance with the
approved plans.
3. Landscaping plan indicating type and size of plant material, and location
of irrigation system to be submitted to the Planning Department and approved by
the Site and Architectural Review Committee and/or Planning Commission prior to
issuance of a building permit.
4. Fencing plan indicating location and design details of fencing to be
submitted to the Planning Department and approved by the Planning DiL.ector
prior to issuance of a building permit.
5. Applicant to either (1) post a faithful performanr.~ bond in the amount of
$7000 to insure landscaping, fencing, and stripir.~ of parking areas within 3
months of completion of construction; or (~j file written agreement to complete
landscaping. fencing, and striping rf parking areas_ Bond or agreement to be
filed with the Planning' Department prior to application for a building permit.
6. Applicant to 6ubm1t a plan to the Planning Department. prior to
installation of P~&E utility (transformer) boxes. indicating the location of
the boxes c~d screening (if boxes are above ground) for approval of the
PlaT'.;.ing Director.
7. Applicant to submit a letter to the Planning Department, satisfactory to
the City Attorney, prior to application for building permit, limiting the use
of the property as follows:. 740 sq. ft. office; 12,718 sq. ft.
varehousing/manufacturing and 132,386 sq. ft. mini-storage.
8. All mechanical equipment on roofs and all utility meters to be screened as
approved by the Planning Director.
9. Building occupancy will not be allowed until public improvements are
installed.
10_ All parking and driveway areas to be developed in compliance with Chapter
21.50 of the Campbell ~1un1cipal Code. All parking spaces to be provided with
appropriate concrete curbs or bumper guards.
11. Underground utilities to be provided as required by Section 20.16.070 of
the Campbell Municipal Code.
/
/
-
/
CONDITIONS OF APPROVAL: S 86-06
APPLICANT: CHALMERS. W. L.
ADDRESS: 100 MCGLINCEY LN_
PAGE 2
12. Plans submitted to the Building Department for plan check shall indicate
clearly the location of all connections for underground utilities including
water. Bewer. electric. telephone and television cables, etc.
13. Sign application to be submitted in accordance with provisions of the Sign
Ordinance for all signs. No sign to be installed until application is approved
and permit issued by Planning and Building Departments (Section 21.68.030 of
the Campbell Municipal Code).
14. Ordinance No. 782 of the Campbell Municipal Code stipulates that any
contract for the collection and disposal of refuse, garbage, wet garbage and
rubbish produced within the limits of the City of Campbell shall be made with
Creen Valley Disposal Company. This requirement applies to all single-family
dwellings, multiple apartment units, to all commercial, business, industrial,
manufacturing, and construction establishments.
c
15. Trash container(s) of a size and quantity necessary to serve the
deyelopment shall be located in area(s) approved by the Fire Department.
Unless otherwise noted, enclosure(s) shall consist of a concrete floor
surrounded by a Bolid wall or fence and have self-clOSing doors of a size
specified by the Fire Department. All enclosures to be constructed at grade
level and have a level area adjacent to the trash enclosure area to service
these containers.
o
16. Applicant shall comply with all appropriate State and City requirements
for the handicapped.
17. The applicant is hereby notified that the property is to be maintained
free of any combustible trash, debris and weeds, until the time that actual
construction commences. All existing structures shall be secured by having
windows boarded up and doors sealed shut, or be demolished or removed from the
property. Sect. 11.201 & 11.414, 1979 Ed. Uniform Fire Code.
FIRE DEPARTMENT
18. Automatic sprinklers shall be provided for all buildings.
19. A 20 ft. wide Fire Dept. emergency access roadway shall be provided and
maintained in place during all future development of the surrounding property.
20. On-site fire hydrants shall be designed to supply the required fireflow of
2,600 gpm.
21. All access driveways shall be designated as fire lanes. All-parking. other
than loading and unloading of mini-storage units, shall be prohibited.
//
/
/.
CONDITIONS OF APPRoVAL: S 86-06
APPLICANT: CHALMERS, W. L.
ADDRESS: 700 MCGLINCEY LN.
PAGE 3
'-
FIRE DEPARTMENT
22. All gates in the project shall have lOCking mechanisms which are compatible
with Fire Dept. master key.
PUBLIC WORKS DEPARTMENT
23. Complete the processing of Tract No. 7823 to create the proposed lot and
dedicate the right of way on McGlincey Ln. to provide 60 feet in width.
(ALREADY COMPLETED.)
24. Install standard street improvements in McGlincey Ln.
_25. Pay storm d~ainage area fee.
)6. Obtain an excavation permit, pay fees and post surety for all work in the
right of way.
27. Widen Onion Ave. at McGlincey Ln. as required by City Engineer to provide
turning lane.
28. Process a lot line adjustment.
c
BUILDING DEPARTMENT
No comments at this time.
PLANNING DEPARTMENT
29. Prior to issuance of building permit, applicant to provide evidence
satisfactory to the City Attorney, that a 20' emergency access easement is
provided between McGlincey Ln. and the mini-storage faCility.
3D. Applicant to provide an agreement satisfactory to the City Attorney that in
the event a parking problem is determined to exist by the Planning Commission,
that the applicant and/or subsequent owners will designate parking spaces as
delineated on the presented plans.
31. Applicant is hereby notified that the Planning Commission approval of this
project does not provide for any approved outside storage areas. The paved
areas of this project are provided for the parking and access of vehicles and
the loading/unloading of materials. Said paved areas may not be leased or
rented for vehicle or outside storage purposes.
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EXHIBIT nAn
1. No grading, cuts or fills may be made without first obtaining approval
of PGandE. This is necessary to prevent loss of ground cover around
the tower legs and/or excess fill under the overhead wires.
2. unobstructed access to and from the existing tower must be provided for
at all times.
3. No trees nor shrubs which could exceed fifteen (15) feet in height at
maturity may be planted under the overhead wires. Nor shall any trees
or large shrubs be planted within fifteen (15) feet of the existing
tower.
4. Any light standards installed within the easement must first be
approved by PGandE, but in no event shall they exceed fifteen (15) feet
in height.
5. Appropriate barriers or other protective devices, approved by PGandE,
must be installed around the existing tower.
6. Only transient type vehicular parking will be allowed within the
easement. There shall be no parking or storage of -'recreational,
blocked-up, or wrecked vehicles.
7. Any metal fencing must be grounded to PGandE specifications.
fl/~: Me-C, (247)
PACIFIC GAS AND ELECTRIC COMPANY
]P)@~IE
+
111 ALMADEN BOULEVARD . P. O. BOX 15005 . SAN JOSE, CALIFORNIA 95115-0005 . (408) 298-3333
october 29, 1986
Re: Tentative Development of Lands of
Chalmers off McGlincey Lane,
Santa Clara County
File 607/652 (SJ-LE1015-0)
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Mr. James Penoyer
Engineering Technican
City of Campbell
70 North First Street
Campbell, CA 95008
Dear Mr. Penoyer:
Attached are copies of plans for the residential and/or commercial
development of land belonging to Mr. James Chalmers off McGlincey Lane in
Campbell. As indicated on these plans PGandE maintains an easement for the
Metcalf-El Patio 115 KV tower line.
This electric transmission tower line was installed on this property by
virtue of the easement granted to PGandE by John N. Stojanovich and others
by deed dated October 26, 1956, and recorded in Book 3687 of Official
Records at page 156, Santa Clara County Record's Office.
The easement is an eighty (80) foot wide strip of land and, among other
conditions detailed in the document, stipulates that the property owner may
use the area within the easement for any purpose not inconsistent with
PGandE's use, but the easement is building restricted and does not allow
for any buildings or other structures.
Some potential compatible uses which may be made of this easement would be
driveways, public streets, vehicular parking and landscaping. Some
restrictions which may be placed on these uses are detailed on the attached
Exhibit "A". Written consent for uses within the easement must, of course,
first be obtained. Therefore, please submit final design plans to this
office when they are prepared and submitted for approval.
If you have any questions regarding this matter, you may telephone me on
(408) 282-7105. The actual handling of this project has been assigned to
Mr. C. Earl Nelson, who may be contacted on (408) 282-7449.
Sincerely,
_\p~ /2 C ?,>l
r)ames R. Capel
Regional Land Superintendent
Attachment
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CITY OF CAMPBELL
70 NORTH FIRST
CAMPBELL, CALIFORNIA
(408) 866-2100
STREET
95008
Department:
Planning
August 14, 1986
Mr. W. L. Chalmers
700 McGlincey Ln
Campbell, CA 95008
Architectural Design Structure, Inc.
719 Stierlin Rd.
Mountain View, CA 94043
RE: OUR FILE NO.: S 86-06
SITE ADDRESS: 700 McGlincey Ln.
APPLICANT: Mr. W. L. Chalmers
Conditions attached to "s" approval of the above-referenced project are
attached as Exhibit A - Conditions of Approval.
section 21.42.090 of the Campbell Municipal Code provides that any
approval granted under this section shall expire one (1) year after the
date upon which such approval was granted, unless an extension or
reinstatement is approved.
Approval is effective ten (10) days after decision of approval of the
Planning Commission, unless an appeal is filed.
GRANTED BY THE CITY OF CAMPBELL PLANNING COMMISSION AT A REGULAR MEETING
HELD ON: August 12, 1986.
CITY OF CAMPBELL
PLANNING COMMISSION
c( d. 7~
ARTHUR A. KEE
SECRETARY
ld/lj
Attachment: Conditions of Approval
FILE NO.: S 86-06
APPLICANT: CHALMERS, W. L.
ADDRESS: 700 MCGLINCEY LN.
P.C. MTG.: JULY 22, 1986
RECOMMENDED FINDINGS
1. The proposed light industrial uses of material storage and handling
and mini-storage are permitted uses in the M-1-S (Light Industrial)
Zoning District.
2. The presented site plan indicates the provision of an adequate number
of parking spaces to satisfy the code requirement of 1:225 for
proposed office uses, 1:400 for the proposed light industrial uses and
1:1645 for the proposed mini-storage use.
3. The proposed project design with the modifications as red-lined and
the required conditions of approval will be compatible with the
General Plan designation of Industrial and will be a harmonious
development in this area.
4. The provision of pre-cast concrete walls, landscape buffers and a
lower profile building design minimize the visual impact of this
project on adjacent residential uses.
(
~
CONDITIONS OF APPROVAL: S 86-06
APPLICANT: Chalmers, W. L. .
SITE ADDRESS: 700 McGlincey Ln.
P.C. MTG. July 22, 1986
The applicant is notified as part of this application that he/she is required
to meet the following conditions in accordance with the Ordinances of the City
of Campbell and the Laws of the State of California.
1. Revised elevations and/or site plan indicating items discussed in Staff
Comment Sheet to be submitted to the Planning Department and approved by the
Planning Director upon recommendation of the Architectural Advisor prior to
application for a building permit.
2. Property to be fenced and landscaped as indicated and/or added in red on
the plans. Landscaping and fencing shall be maintained in accordance with the
approved plans.
3. Landscaping plan indicating type and size of plant material, and location
of irrigation system to be submitted to the Planning Department and approved by
the Site and Architectural Review Committee and/or Planning Commission prior to
issuance of a building permit.
4. Fencing plan indicating location and design details of fencing to be
submitted to the Planning Department and approved by the Planning D{Lector
prior to issuance of a building permit.
(-
5. Applicant to either (1) post a faithful performanr.~ bond in the amount of
$7000 to insure landscaping, fencing, and stripir.~ of parking areas within 3
months of completion of construction; or (~j file written agreement to complete
landscaping, fencing, and striping ~f parking areas. Bond or agreement to be
filed with the Planning Department prior to application for a building permit.
6. Applicant to subm1t a plan to the Planning Department, prior to
installation of PG&E utility (transformer) boxes, indicating the location of
the boxes ~~d screening (if boxes are above ground) for approval of the
Plan~ing Director.
7. Applicant to submit a letter to.the Planning Department, satisfactory to
the City Attorney, prior to application for building permit, limiting the use
of the property as follows:. 740 sq. ft. office; 12,718 sq. ft.
warehousing/manufacturing and 132,386 sq. ft. mini-storage.
8. All mechanical equipment on roofs and all utility meters to be screened as
approved by the Planning Director.
9. Building occupancy will not be allowed until public improvements are
installed.
10. All parking and driveway areas to be developed 1n compliance with Chapter
21.50 of the Campbell Municipal Code. All parking spaces to be provided with
appropriate concrete curbs or bumper guards.
11. Underground utilities to be provided as required by Section 20.16.070 of
the Campbell Municipal Code.
,
CONDITIONS OF APPROVAL: S 86-06
APPLICANT: CHALMERS, W. L.
ADDRESS: 700 MCGLINCEY LN.
PAGE 2
12. Plans submitted to the Building Department for plan check shall indicate
clearly the location of all connections for underground utilities including
water, sewer, electric, telephone and television cables, etc.
13. Sign application to be submitted in accordance with provisions of the Sign
Ordinance for all signs. No sign to be installed until application is approved
and permit issued by Planning and Building Departments (Section 21.68.030 of
the Campbell Municipal Code).
14. Ordinance No. 782 of the Campbell Municipal Code stipulates that any
contract for the collection and disposal of refuse, garbage, wet garbage and
rubbish produced within the limits of the City of Campbell shall be made with
Green Valley Disposal Company. This requirement applies to all single-family
dwellings, multiple apartment units, to all commercial, business, industrial,
~anufacturing, and construction establishments.
(~
15. Trash container(s) of a size and quantity necessary to serve the
development shall be located in area(s) approved by the Fire Department.
Unless otherwise noted, enclosure(s) shall consist of a concrete floor
surrounded by a solid wall or fence and have self-closing doors of a size
specified by the Fire Department. All enclosures to be constructed at grade
level and have a level area adjacent to the trash enclosure area to service
these containers.
16. Applicant shall comply with all appropriate State and City requirements
for the handicapped.
17. The applicant is hereby notified that the property is to be maintained
free of any combustible trash, debris and weeds, until the time that actual
construction commences. All existing structures shall be secured by having
windows boarded up and doors sealed shut, or be demolished or removed from the
property. Sect. 11.201 & 11.414, 1979 Ed. Uniform Fire Code.
FIRE DEPARTMENT
18. Automatic sprinklers shall be provided for all buildings.
19. A 20 ft. wide Fire Dept. emergency access roadway shall be provided and
maintained in place during all future development of the surrounding property.
20. On-site fire hydrants shall be designed to supply the required fireflow of
2,600 gpm.
21. All access driveways shall be designated as fire lanes. All-parking, other
than loading and unloading of mini-storage units, shall be prohibited.
CONDITIONS OF APPROVAL: S 86-06
APPLICANT: CHALMERS, W. L.
ADDRESS: 700 MCGLINCEY LN.
PAGE 3
FIRE DEPARTMENT
22. All gates in the project shall have locking mechanisms which are compatible
with Fire Dept. master key. I
PUBLIC WORKS DEPARTMENT
23. Complete the processing of Tract No. 7823 to create the proposed lot and
dedicate the right of way on McGlincey Ln. to provide 60 feet in width.
24. Install standard street improvements in McGlincey Ln.
25. Pay storm drainage area fee.
26. Obtain an excavation permit, pay fees and post surety for all work in the
right of way.
27. Widen Union Ave. at McGlincey Ln. as required by City Engineer to provide
turning lane.
28. Process a lot line adjustment.
BUILDING DEPARTMENT
No comments at this time.
PLANNING DEPARTMENT
29. Prior to issuance of building permit, applicant to provide evidence
satisfactory to the City Attorney, that a 20' emergency access easement is
provided between McGlincey Ln. and the mini-storage facility.
30. Applicant to provide an agreement satisfactory to the City Attorney that in
the event a parking problem is determined to exist by the Planning Commission,
that the applicant and/or subsequent owners will designate parking spaces as
delineated on the presented plans.
31. Applicant is hereby notified that the Planning Commission approval of this
project does not provide for any approved outside storage areas. The paved
areas of this project are provided for the parking and access of vehicles and
the loading/unloading of materials. Said paved areas may not be leased or
rented for vehicle or outside storage purposes.
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DRAFT
Focused Environmental Impact Report
Prepared For:
Project:
Prepared By:
The City of Campbell
California
Industrial Buildings
700 McGlincey Lane
Campbell, CA
Files S 86-06, EIR 86-02
Creegan &: D'Angelo
Consulting Engineers
San Jose, CA
May 1986
List of Figures
Section I -
Section II -
Section III -
Section IV -
Section V -
Section VI -
Section VII -
Section VIII -
Section IX -
Section X -
Section XI -
Section XII -
Section XIII -
Section XIV -
Section XV -
Section X VI -
Section XVII -
Section XVIII -
Appendix A -
Appendix B -
Appendix C -
TABLE OF CONTENTS
PAGE
ii
Sum mary
Introduction
Background
The Proposed Action
Project Description
The Present Situation
Operations of the Proposed Development
Runoff and Drainage
Noise Generation
Parking
Visual Impact
Hazardous Materials
Traffic Impacts
Cumulative Effects
Potential Impacts of the Proposed Action
Alternatives to the Proposed Action
Recommended Mitigation Measures
Identification of Authors and Sources
Environmental Impact Assessment
Traffic Impact Analysis
Preliminary Project Drawings
1
1
2
4
4
9
9
12
13
13
15
18
22
22
25
27
28
29
A-I thru A-6
B-1 thru 8-10
C-l thru C-6
FIGURES PAGE
1. Existing Si te 3
2. Proposed Site Plan 5
3. Regional Setting 6
4. Neighborhood Setting 7
5. Immediate Neighborhood 8
6. Site Plan 10
7. Elevations 11
8. Sections 16
9. Project Viewed from South 17
10. Project Viewed from East 19
11. Project Viewed from Dry Creek Court 20
12. Project Viewed from Regas Drive 21
13. McGlincey/Union Intersection 24
TABLES
Table 1
23
ii
Section I - Summary of Project and Consequences
The owners of the Bay Cities Recycling Center (710 McGlincey Lane) and the Pipeyard
(700 McGlincey Lane) are proposing construction of two industrial buildings and a 1,600
unit mini-storage facility on 2.8 acres on the south side of McGlincey Lane in the City
of Campbell, CA. The two existing business will occupy one of the new buildings.
The second will be available for lease. The owners will operate the proposed mini-
storage facility.
The potential for the impact of noise on the adjacent proposed residential subdivision
can be mitigated by limiting hours of operation between 7 am and 10 pm and relocation
of the trash enclosure away from the residential neighborhoods.
Security lights will be positioned to avoid intrusion into the residential areas. On-
site parking proposed is similar to that found adequate for other mini-storage facilities.
There is adequate water and storm drainage for the development. With the traffic
generated by this project, a new free-right turn lane at Union and McGlincey will
bring the level-of-service to IICII or better.
Hazardous materials used at the industrial buildings will be stored and handled in
conformance with the City of Campbell Fire Department permit. Hazardous materials
will be excluded from the mini-storage facility.
Section II - Introduction
This report describes the probable environmental effects associated with development
of a 2.8 acre parcel on the south side of the 700 block of McGlincey Lane, Campbell.
The initial environmental impact assessment was prepared by City staff on March 14,
1
1986. Based on this assessment it was determined that a focused environmental impact
report should be prepared with particular attention to the following items:
1. Changes in the absorption rates and drainage patterns and the adequacy of
the existing storm drainage system.
2. Noise generation and its impact on the neighboring residential properties.
3. An analysis of the proposed on-site parking.
4. An analysis of the visual impact of this project on neighboring residential
areas.
5. Potential for storage and/or handling of hazardous material.
6. Discussion of the adequacy of the existing water supply.
7. An analysis of the project's traffic impact at the intersections of McGlincey
and Union and McGlincey and Curtner.
The environmental impact assessment is included as Appendix "A".
Section ill - Background
Mr. & Mrs. W. L. Chalmers have owned the property at 700 McGlincey Lane since
1978. There are several buildings on the site which presently operates as a recycling
center and pipe yard. The recycling business is conducted in the area immediately
adjacent to McGlincey. The business consists of customers coming to drop off materials
which are purchased by the recycling center and transferred to bulk handling containers.
At the present time only paper and aluminum is recycled.
The existing buildings were formerly part of a fruit cutting and processing operation.
The largest structure is constructed of sheet metal (roof and walls) and formerly housed
the dehydrator operation. The other structures are a former cutting shed and smaller
agricultural buildings. The pipe yard occupies the westerly portion of the site and
consists of open storage of plastic pipe and a small office. (Please refer to Figure 1)
2
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The Pacific Gas & Electric Company has a 80 foot easement along the easterly side
of the property which accommodates overhead transmission lines.
The McGlincey Lane frontage of the site is unimproved and runoff from the street is
collected wi th the on-site drainage. A t the present ti me the only disposal of surface
runoff is by percolation. The north side of McGlincey Lane is improved with curb
and gutter.
Section IV - The Proposed Action
It is proposed that the existing recycling operation which presently operates mostly
out of doors or under sheds be moved indoors to one of the two new industrial buildings.
The rear portion of the site will be used for a three-story mini-storage operation to
be housed in two separate buildings. These mini-storage buildings will be the closest
construction to the existing residential condominiums which take frontage from
McGlincey Lane and Union A venue and the proposed residential subdivision on the
southerly portion of Chalmers property for which a tentative map has been approved.
Both the proposed residential and the proposed industrial development respect the
existing general plan and zoning districts.
Section V - Project Description
There are two distinct zones in the proposed project, two industrial buildings near
McGlincey Lane and the two mini-storage buildings in the area at the rear of the
property (please refer to Figure 2). The industrial buildings are proposed at 6,418
square feet and 7,514 square feet. They will be located near McGlincey Lane with
landscaping along the frontage and parking at the rear. A 26-foot wide drive opposite
Foreman Drive will serve as the primary access for the two industrial buildings.
Secondary access to the industrial buildings, which will also serve as primary access
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to the mini-storage buildings, is located along the western property line. The mini-
storage buildings are set 21 feet from the rear property line and 25 feet from the
westerly property line. On the east they respect the existing 80 foot PG&E easement.
The existing residential unit closest to the proposed mini-storage is the Chalmers
residence at 750 McGlincey which is approximately' 50 feet north of the mini-storage
buildings. The closest condominium unit is approximately 100 feet to the east of the
proposed mini-storage buildings. The area between the condominiums and the proposed
building will be used for uncovered parking.
McGlincey Lane is located in the eastern portion of the City of Campbell and is a
main collector street for the industrial neighborhood east of Highway 17. Access from
McGlincey is from Union Ave on the east and Camden Ave via Curtner on the southwest
(ref er to Figures 3 and 4 for the regional
and neighborhood settings). Immediately
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property will allow construction of 12
new single-family residences six, of
which will back on the portion of the
industrial lot proposed for the mini-
storage buildings. A total of 23 existing
residences are located within 200 feet
of the project site (please refer to Figure
5).
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The proposed industrial buildings near McGlincey will be constructed of precast concrete
panels with textured paint. Tile facing will be used for architectural accents along
the parapet and over the window and door assemblies. The mini-storage buildings will
be 33.5 feet to the parapet and will be constructed of precast concrete panels. Finish
will be textured paint with a redwood facia below the parapet line. Exterior first-
floor storage units will have direct access via overhead doors located along the north
and south sides of both buildings. Access to the interior storage units and all second
and third floor storage units will be via truck docks located opposite each other in
the drive-aisle between the two proposed buildings (see Figure 6 for details for the
proposed layout and Figure 7 for proposed architectural features),
Section VI - The Present Situation
The existing recycling center operates from 8 am to 5 pm Monday through Saturday
and presently employs nine workers. These incl ude 4 in the management/clerical
category and 5 in the materials handling section. The majority of the recycling
activities are located within approximately 100 feet of I\IIcGlincey Lane. The rear
portion of the site is used for miscellaneous storage activities which include storage
of inoperable vehicles and surplus construction equipment and materials. There are
nine trees on the property, eight of which will be removed by the proposed construction.
The trees consist of four walnuts, one pepper and four sycamores. One of the sycamore
trees located near McGlincey Lane will be retained. Additional landscape trees are
proposed along the McGlincey frontage.
Section vn - Operations of the Proposed Development
It is proposed that the mini-storage building be operated between the hours of 7 am
and 10 pm with limited accessibility over the weekends. In addition to the usual do-
it-yourself storage operations, it is proposed that this mini-storage building offer pick-
9
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up service for individuals and businesses which do not have the time or transportation
necessary to move items to storage. A pallet or pallet-box would be delivered to the
client, then picked up and returned to the storage facility and secured. The client
will also be able to call for delivery of stored materials. An operator will be on duty
at all times during the hours when the mini-storage facility is open. Forklift service
will be available for the unloading of trucks and transportation of materials to the
second and third story storage units.
The proposed industrial buildings along McGlincey will be accessible at all hours.
There are no specific plans for the operation of the business which will locate in
these buildings however it should be expected that usual hours of business will be
limited to 7 am and 6 pm, five or six days a week.
Section vm - Runoff and Drainage
A t the present time, only the portion of the site used in the recycling business is
paved. Drainage from the northerly half of McGlincey Lane, the paved area on-site,
and the general surface drainage from the unpaved area drain to the northeast corner
of the site where it crosses on to the Chalmers residential parcel and percolates into
the ground water. With the proposed development the majority of the parcel will be
covered with impervious materials resulting in a significant increase in the runoff from
the site.
The existing 18" storm line in McGlincey was designed to accommodate runoff from
this site. The existing storm system terminates immediately west of the site, this
being the high end of the system which drains easterly along McGlincey to Union,
there joining the larger storm system which flows northerly along Union and thence to
an outfall into the Los Gatos Creek. Upon development there will be an on-site storm
12
drainage system with on-site inlets which will carry the water directly to the storm
system in McGlincey Lane.
Section IX - Noise Generation
Noise generation at the existing operation is primarily associated with the recycling
activities near McGlincey Lane and occasional truck traffic in the rear portion of the
storage yard. The proposed industrial buildings are on the same portion of the site as
the existing recycling facili ty. A ny noise impact on the neighborhood from activities
at these buildings will be less then similar activities at the existing recycling center
in that they will be within the buildings. The existing residential areas to the south
and the proposed residential neighborhood on the south end of Chalmers property will
be in the acoustical shadow of the mini-storage building for any noises from the
industrial area. The three-story mini-storage building will provide an effective sound
barrier for this residential neighborhood.
Noise generated by the mini-storage facility will be primarily concentrated to that
associated with the first floor storage operation. These noises would generate from
the opening and closing of overhead doors, and motor noises associated wi th delivery
trucks or forklift machinery. The proposed hours of operation (7 am to 10 pm) and
the small number of storage units directly opposite the residential units will limit the
potential for noise and will restrict any noises to hours when they would be generally
compatible with residential activities.
Section X - Parking
It is proposed that fifty-one parking spaces be provided for the mini-storage project.
These are distributed as follows: Three outside the security gate, near the office;
twelve along the north side of the project; fourteen along the south side of the project;
13
and twenty-five at the east end of the project, within the PG&E easement. The
loading bays provide an additional two spaces for each of the two buildings (please
refer to Figure 6).
Based on this proposal, parking is provided at a ratio of one space for 2,280 gross
square footage of storage building; or one space for 1,700 net square footage of
storage space; or one space for each 30 storage units.
The City of San Jose on-site parking requirements for Warehouse establishments
(including mini-storage) would require no more than ten spaces "regardless of the
total area of the warehouse" (Zoning Ordinance, Section 20.32.400). The city's site
development review process provides an opportunity for staff to recommend additional
spaces based on review of specific proposals.
The City of Santa Clara zoning ordinance bases its parking req uirements on the zone
district rather than the use. In the ML (light industrial) zone district one space for
each seven hundred fifty (750) square feet of gross floor area is required. In the MH
(Heavy Industrial) zone district, the requirement is one space for each two thousand
(2,000) square feet of floor area. Requests for less parking have been approved by
the planning commission. A recent 3-story mini-storage in ML zoning was approved
with a parking ratio of 1 space per 2,500 square feet of gross floor area.
Based on the experience of these other jurisdictions, the proposed parking should be
adequate.
It will be important that the one-way lanes to the south and north of the mini-storage
buildings be adequately marked and that the one-way traffic restriction be enforced.
14
Section XI - Visual Impact
The interface between residential and industrial zone districts can be a very sensitive
issue because of the different setback and heights restrictions in the two districts.
The R-l single-family district allows a maximum heights of 35 feet and for a two-
story building would require a rear yard of approximately 12 feet. More typically a
single-family residential rear yard will be twenty to thirty feet. The M-l light
industrial district the maximum allowable height is 75 feet and no rear yard is required
except where the property abuts a R-zoned property, in which case a 10 foot yard may
be required. This could result in an industrial building which might overwhelm the
adjacent residential neighborhood.
A t the interface between the proposed single-family homes and the mini-storage facility,
the height of the industrial buildings will be 33.5 feet. The set back from the property
line will be 21 feet. North-south and east-west sections through the project are shown
in Figure 8. The view from the southside of the Regas Drive extension, looking north,
is shown in Figure 9. The mini-storage building will be visible between the homes
where not hidden by the trees that will be planted in the residential backyards.
Since both the proposed residential subdivision and the mini-storage project are in a
common ownership, the responsibility for establishing a suitable buffer can be more
easily defined than might otherwise be the case. The masonry wall along the common
property line will be erected and maintained by the industrial development. In addition,
a row of trees will be planted along the rear of the residential back yards, which will
be incorporated into the residential landscaping. The residential properties will be
responsible for the landscape maintenance.
15
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The northerly mini-storage building will be visible from the condominium project at
the corner of McGlincey and Union, beyond the open space area of the PG&:E easement.
The three-story buildings have a minimal impact on any views from that neighborhood
(please refer to Figure 10). Similarly from Dry Creek Court and Regas Drive, the
project will be visible, but not be a significant feature. (Figures 11 and 12).
Section xn - Hazardous Materials
The City of Campbell has enacted a hazardous materials ordinance which requires any
individual or business which handles or stores hazardous materials to register the
materials with the Campbell Fire Department. The fire department is presently
reviewing a policy for the storage of hazardous materials in small quantities in the
mini-storage type facility proposed for this site. The Cities of San Jose and Santa
Clara prohibit the storage of hazardous materials in the mini-storage facilities in their
jurisdictions. The mini-storage managers are encouraged to cite the City Ordinances
as demanding and supporting whatever prohibitions the storage facilities include in the
agreements with their tenants. The management of this mini-storage will provide each
prospective tenant with a statement of policy including any information provided by
the fire department. It is to everyone's best advantage that hazardous and/or flammable
materials be excluded entirely for the mini-storage operation.
Materials used or stored at the industrial buildings would be subject to the City of
Campbell hazardous materials ordinance which requires registration of materials with
the fire department, establishes standards for storage containers, and provides for
regular inspections.
18
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Section xm - Traffic Impacts
The proposed 13,932 square feet of industrial buildings can be expected to generate
an average of 112 trip ends per day; of these 17 will occur during both the A M and
PM peak hours.
The 123,146 square foot, 1,600 unit mini-storage facility will generate 448 trip ends
per day of which 18 will occur during the AM peak and 36 during the PM peak.
Together, the entire project will generate 35 peak hour trips in the morning and 53
peak hour trips in the evening.
The inbound morning traffic will split 12 from the west and 9 from the east. Outbound
morning traffic will split 8 westbound and 6 eastbound.
The inbound evening traffic will split 13 from the west and 10 from the east. Outbound
evening traffic spli t 17 westbound and 13 eastbound.
The nearest controlled intersections of Curtner/McGlincey and McGlincey/Union
presently operate at level-of-service "A" and "0" respectively. No mitigation measures
are needed at Curtner/McGlincey which will continue to operate at level-of-service
"A". McGlincey/Union presently operates at level-of-service "0" during both the AM
and PM peaks. (See Table 1) With the addition of a free-right turn from southbound
Union Avenue the intersection will be at level-of-service "B", through the morning
peak and at level-of-service "C" during the evening peak. (Please see Figure 13)
Section XIV - Cumulative Effects
The majority of the McGlincey Lane neighborhood is already developed to the full
potential of the land. The development of this site will leave only one smaller lot,
22
LEVELS OF SERVICE
Intersection: Camden/McGlincey
E E+A E+A+P
AM Critical Movements 637 643 655
AM V/C 0.45 0.45 0.46
AM LOS A A A
PM Critical Movements 757 759 772
PM V/C 0.53 0.53 0.54
PM LOS A A A
Intersection: McGlincey IUnion, Present Geometry
E E+A E+A+P
AM Critical Movements 1157 1159 1167
AM V/C 0.81 0.81 0.82
A ,\1 LOS 0 0 0
PM Critical Movements 1169 1171 1194
PM V/C 0.82 0.82 0.82
PM LOS 0 0 0
Intersection: McGlincey I Union, Mitigated
E E+A E+A+P
AM Critical Movements 924 928 938
AM V/C 0.64 0.65 0.66
AM LOS B B B
PM Critical Movements 1115 1117 1127
PM V/C 0.78 0.78 0.79
PM LOS C C C
E = Existing Traffic
A = Traffic From Approved Projects
P = Project Traffic
T A BL E 1
23
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24
MC~~IHC~Yi UttlON
INT~R?~110H
FI~UR~ 1-;'
immediately to the west, and the Winchester drive-in site in an undeveloped state.
The West Valley Construction Company yard, could be further developed, but at the
present time appears to be firmly committed to its existing use.
Within the past few years there was an effort to develop a business park on the site
of the former Winchester Drive-in, but this is no longer considered an active project.
Development of the drive-in site is expected to have a significant environmental impact.
This project and development of the other remaining open sites will have no significant
cumulative effect.
Section XV - Potential Impacts of the Proposed Action
1. Noise
The proposed mini-storage will be approximately 50 feet from the closest homes
in the new subdivision, separated by an eight foot high masonary wall. The only
openings in the mini-storage building are on the ground floor and any noise would
be originating within a few feet of the ground. The wall will be between the
possible noise source and the residences.
2. Light and Glare
Security lights at the mini-storage facility could intrude into the adjacent
residences. Security lights should be mounted below the elevation of the top of
the perimeter masonary wall, and hooded so as to shine downward only.
3. View from Residential Neighborhoom
The proposed buildings are adequately distant from the existing neighborhoods to
the east and south that they will not obstruct any significant views. With regard
25
to the homes proposed immediately south of the new mini-storage units, it is
important that the buyers of the lots or homes be fully informed of the existing
industrial zoning and proposed mini-storage project. If the mini-storage is built
prior to the first sale of the lots or homes, the situation will be evident to the
buyer, and there should be no claim of surprise. If the residential sales take
place prior to the industrial construction, special efforts should be made to ensure
full understanding of the proposed construction.
4. Traffic
The proposed development will result in some increase in traffic over that
generated by the existing operations. The traffic impact analysis (Appendix B)
concludes that with mitigation the adjacent intersections of McGlincey/Union and
McGlincey/Curtner will continue to operate at level-of-service (LOS) "C" or
better. This analysis gives no credit for traffic generated by the existing
operations at this site.
5. Public Service
There will be no significant increase on the demand for police or fire protection
at the proposed facilities. The mini-storage building will be sprinklered and
subject to on-site security.
6. Water
There is a 6-inch water main in McGlincey Lane which is fed from the west
(Curtner) and the east (Union). This line is in the northern (lower) portion of
the Belgatos zone of the San Jose Water Company system. Flows will be
approxima tely 2,000 gallons per minute.
26
This system should serve the proposed development with no significant impact on
the water available to other users in the neighborhood
7. Drainage
The site presently drains to a pit in the neighborhood's front yard. After
development, runoff will be collected on-si te and piped to the existing public
storm drain in McGlincey. This system is sized to handle runoff from this site.
8. Hazardous Materials
The City of Campbell has established criteria for the storage and use of hazardous
materials. The occupants of the industrial buildings will be required to comply
with the City's ordinance which is administered by the fire department.
It is recommended that no hazardous materials be allowed in the mini-storage
portion of the site.
Section XVI - Alternates to the Proposed Action
Alternates to the proposed action can be grouped as follows:
A. No project, the existing operations will continue.
B. Industrial development wi th no mini-storage, the mini-storage buildings would
be replaced with some other type of industrial buildings. This would
introduce an unknown, and almost surely less compatible use in close
proximity with the future residential neighborhood.
27
C. Mini-storage with no industrial, the entire site would be dedicated to mini-
storage. This would require relocation of the existing business which plan
to occupy portions of the proposed industrial buildings. There would be no
significant change in other impacts.
D. The proposed industrial buildings, wi th a smaller, one or two-story mini-
storage facility. This would reduce the potential visual impact on the
proposed residential subdivision to the south of the mini-storage building.
Other impacts would be unchanged. Loss of some storage units may affect
the feasibility of the project.
E. The proposed industrial buildings with a different orientation of the mini-
storage. The project as presently proposed, places the loading operations
between the two buildings, thereby sheltering the residential neighborhoods
from the major source of potential noise. Presently only 33 units face the
residential neighborhoods. Any change will most likely increase this number.
Section XVII - Recommended Mitigation Measures
1. Relocate the trash enclosure, presently shown at the south-east corner of the
project, to the north-west. This will place the trash enclosure near the office
and at a maximum distance from the surrounding residential neighborhoods.
2. The security lighting shall be located so that the residential neighborhoods are
protected from light or glare. The lights should be mounted no higher than the
top of the perimeter masonary wall and directed downward from the horizon.
28
3. Control hours of operation between 7 am and 10 pm to minimize possibility of
adverse impacts on the residential neighborhoods during the night hours.
4. Hazardous materials in the industrial buildings shall be stored in compliance with
state law and the City of Campbell Hazardous Materials Ordinance. Hazardous
materials shall be prohibited from the mini-storage facility.
5. Restripe intersection of Union and McGlincey to accommodate a new free-right
turn from southbound Union onto McGlincey Lane. (Please see Figure 13 on
page 24.)
Section xvm - Identification of Authors and Sources
Creegan & D'Angelo staff involved in preparation of this report:
Lorri Field
Barbara Hale
George C Heeg, PE
Text Preparation
Graphics
Project Manager & Traffic Engineer
Individuals consulted in preparation of this report:
Jim Chalmers
W.L. Chalmers
Tim J Haley
Don King
Ray Larson
Kei th Manley
Fred Skamoto
Wayne Warren
Michael Young
Bay Area Recycling Center
Owner
City of Campbell, Planner II
City of Campbell, Public Works Department
City of Santa Clara, Planning Department
City of Campbell, Traffic Engineer
Design & Engineering Systems, Inc., Architect
San Jose Water Company
City of Campbell, Fire Marshall
Other sources consulted:
1. City of Campbell Zoning Ordinance (1985)
2. City of San Jose Zoning Ordinance (1984)
3. City of Santa Clara Zoning Ordinance (1984)
29
APPENDIX A
ENVIRONMENTAL IMPACT ASSESSMENT
::::NVlRO:~NTAL iMPACT ASSESSMENT
ENVIRONMZNiAL CHECKLIST TO aE USED BY THE CITY OF CAMPBE~L IN MAKING INTiTA~ STUDY
aAc.~~Ol.'ND
N.WE OF PROPONENT:
W. L. and Betty Chalmers
-,
/.DDRESS OF PROPONENT:
75\.- McGlincey Ln.
TELEPHONE: ( 408)
Campbell, CA 95008
377-7431
DATE OF CHECKLIST SUBMITTED:
March 14, 1986
AGENCY REQUIRING CHECKLIST:
City of Campbell
NA~E OF PROPOSAL (IF APPLICABLE):
Light industrial buildings
(13,932 sq. ft. anQ 123,146 sq. ft. mini-storage facility)
L ~
I J . El'o.'VI r.1ONMENTAl. IMPACTS
(EXPt..ANATIONS OF ALL ~ AND ~ ANSWERS ARE: REQUIRZO ON ATTJo.CHED SHEEiJ
YE:5
MAYDE
NO
1. ~;~TH. W~ll the proposal r2~ult in:
a..
Vr:.st::___'_~e eartj, condi tions or in changes in
geologic substructures? c ...; :"~:
Disr!';p-:ions, displacements, compaction or
over::overing of the soil ? 0 ::J :0:
Change in topography or ground surface re:lief
features? 0 ::: \--.."
The destruction, covering or modification of
any unique geologic or physical features? C 0 -=-(
Any increase in wind or water erosion of
soils. either on or off the si te? 0 ::J ;a
b.
d.
f. Changes in deposition or erosion of beach
sands, or char.]8s in siltation, deposition
or erosion whi~h may modify the channel of
a riVEr or str2~~ or the: bed of the ocean
or any bay, inlet or l~ke? .
g. Exposure of people or prJperty to g201og~c
hazards suet as earthq:;3.J.:es, lar.dslides,
mudslides, gre.md fail~:r:e, or s~.'7'il3.r
hazards?
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A -1
2. ll.IR. Will proposal result in:
i.t..
Substantial air emissions or deterioration of
ambient air quality?
The creation of objectionable odors?
Alteration of air movement, moisture or tempera-
ture, or any change in climate, either locally
or regionally?
D.
....
3. WATER. will the proposal result in:
a.
Changes in currents, or the course or direction
of water movements, in either marine or fresh
waters?
Changes in absorption rates, drainage patterns,
or the rate and amount of surface water runoff?
Alterations to the course or flow of flood
waters?
/
), b.
if
c.
Change in the amount of surface water in any
water body?
e. Discharge into surface waters, or in any altera-
tion of surface water q~ality, including b~t not
limited to temperature, dissolved oxygen or
'turbidity?
d.
f. Alteration to the direction or rate of flow
of grc~nd waters?
g. Change in the ~Jantity of ground waters, either
through direct additions or withdrawals, or
through interception of an aquifer by cut~ or
excavations?
h. Substantial reduction in the amount of water
otherwise available for public water supplies?
i. Exposure of people or property to water related
hazards such as flooding or tidal waves?
4. PLANT LIFE. Will the proposal resul t in:
d. Cr~nge in the diversity of species or number
of any species of plants (including trees,
shrubs, grass, crops, microflora and aquatic
plants)?
~. Reduction of the numbers of any unique, ~are
or endangered species of pla~ts?
c. Introduction of new species of plants inco an
area, or in a barrier to the normal replenishment
of existing species?
d. Reduction in acreage of any agricultural crop?
; '".
A-2
YES
MAYBE
NO
o
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5. A.VIMAL LIFE. Will the proposal result in:
u. Change in the diversity of species, or numbers
of .any species of animals (birds, land animals
including reptiles, fish and shellfish, benthic
organisrrs, insects or ~icrofauna)?
b. Reduction of the numbers of any unique, rare
or endangered species of animals?
c. Introduction of new species of animals into an
area, or result in a barrier to the migration
or movement of animals?
d. Deterioration to existing fish or wildlife
habitat?
6. NOISE. Will the proposal result in:
a. Increases in existing noise levels?
b. Exposure of people to severe noise levels?
7. LIGHT AND GLARE. Will the proposal produce new
:Light or glare?
IS. LAND uSE. Will the proposal result in a substantial
alteration of the presen~ or planned land use of an
:::rea?
9. NATURAL RESOURCES. Will the proposal resul t in:
a. Increase in the rate of use of any natural
resources?
b. Subscantial depletion or any nonrenewable
natural resource?
10. RISK OF UPSET. Does the proposal involve a risk
of an explosion or the release of hazardous sub-
stances (including, but not limited to, oil,
pesticides, chemicals or radiation) in the event
of an accident or upset conditions?
11. POPULATION. will the proposal alter the location,
distribution, density, or growth rate of the human
population of an area?
12. HOUSING. Will the proposa.l affect exisdn~; hO'.lsing,
or create a demand for additional housing?
<i ~.
.-
A-3
YES
MA YBE
NO
o
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13. TRANSPORTl.TION/CIRCULATION. will the proposal
result in:
a. Generation of substantial additional vehicular
movement.
b. Effects on existing parking facilities, or
demand for new parking?
c. Substantial impact upon existing transportation
systems?
d. Alterations to present patterns of circulation
or movement of people and/or goods?
e. Alterations to waterborne, rail or air traffic?
f. Increase in traffic hazards to motor vehicles,
bicyclists or pedestrians?
14. PUBLIC SERVICES. will the proposal have an effect
upon, or result in a need for new or altered
governmental services in any of the following areas:
a. Fire protection?
b. Police protection?
c. Schools?
d. Parks or other recreational facilities?
~. Maintenance of public facilities, includinq
roads?
f. Other governmental services?
15. ENERGY. will the proposal result in:
/
a. Use of substantial amounts of fuel or energy?
b. Substantial increase in demand upon existinq
sources of energy, or require the development
of new sources of energy?
\ /
16.
UTILITIES. will the proposal result in a need
for new systems, or substantial alterations to
the following utilities:
a. Power or natural gas?
b. Communications systems?
c. Water?
c. Sewer or septic tanks?
e. Storm water drainage?
f. Solid waste and disposal?
; ""
A-4
YES
MAYBE
o
o
o
o
o
o
o
o
o
o
o
o
D
FKx
;{x
o
o
C!
o
o
o
o
o
o
o
o
o
o
o
~
o
o
o
o
o
~
o
o
o
~
o
o
NO
:J
o
o
o
[Xx
rxx
o
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OX
OX
~x
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~x
o
~x
~x
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4 of 6 p;;.7:::::
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17. EUMAN HEALTH. will the proposal result in:
a. Creation of any health hazard or potential
health hazard (excluding mental health)?
b. Exposure of people to potential health hazards?
,
,
18. AESTHETICS. will the proposal result in the
obstruction of any scenic vista or view open to the
public, or will the proposal result in the creation
of an aesthetically offensive site open to public
view?
19. RECREATION. Will the proposal result in an impact
upon the quality or quantity of existing recreational
opportunities?
20. ARCHEOWGICAL!HISTORICAL. Will the proposal result
in an alteration of a significant archeological or
historical site, structure, object or building?
21. MANDATORY FINDINGS OF SIGNIFICANCE.
a. Does the project have the potential to degrade
the quality of the environment, substantially
reduce the habitat of a fish or wildlife species,
cause a fish or wildlife population to drop below
self sustaining levels, threaten to eli~r.~te a
plant or animal co~nity, reduce the number or
restrict the range of a rare or endangered plant
or animal or eliminate important examples of the
major periods of California history or prehistory?
b. Does the project have the potential to achieve
short-term, to the disadvantage of long-term,
environmental goals? (A short-term impact on
the environment is one which occurs in a rela-
tively brief, definitive period of time while
long-term impacts will endure well into the
future. )
c. Does the project have impacts which are indiv-
idually limited, but cumulatively considerable?
(A project may impact on two or more separate
resources where the impact on each resource
is relatively small, but where the effect of
the total of those impacts on the environ~ent
./ is significant.)
"J
d. Does the project have environmental effects
which will cause substantial adverse effects
on hUff-an beings, either directly or indirectly?
. ~.
A-5
YES, MAYBE NO
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o
~
o
o
o
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5 of 6
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III. DISCUSSION OF ENVIRONMENTAL EVALUATICN
r
-,
SEE ATTACHED SHEET
L
.J
IV. CET""-RldINATICN
AF~R REVIEWI~~ THE ENVIRONMENTAL INFORMAY10N SUBMITTEO BY TH~
APPL,CANT. ~D AFTER COMPLETING THE ENVIRONMENTA~ CHECK~IST USE
BY THE CITY OF CAMPBELl.. IN MAKING AN ENVIRONMENTAl.. ASSESSMENT
o ~ find the proposed project COULD NOT have a significant
effect on the environment, and a NEGATIVE DECLARATION
will be prepared.
o I find that although the proposed project could have a
significant effect on the environment, there will not
be a significant effect in this case because the miti-
gation measures described on an attached sheet have
been added to the project. A NEGATIVE DECLARATION
;-,TILL BE PREPARED.
;QC I find the proposed project MAY have a significant effect
on the environment, and an ENVIRONMENTAL IMPACT REPORT
is required.
/1
:";' ,'::' /,.-'j
", I
DATE
~'k.::ch 14, 1086
SIGNATURE
.' '- .:.....
.~ c" '-_
TITLE Planner II
P'OR A. A. Kee
. ~-~
5 ::;f ~ ;;a_ c, _
A-6
APPENDIX B
TRAFFIC IMPACT ANALYSIS
;I~
.
TRANSPORTATION
RESEARCH
CIRCULAR
Number 212, January 1980
ISSN 0097.8515
Transportation Research Board, National Academy of Sciences, 2101 Constitution Avenue, Washington, D.C. 20418
INTERIM MATERIALS ON
HIGHWAY CAPACITY
modes
1 highway transportation
2 public transit
5 other
subject areas
12 planning
21 facilities design
54 operations and traffic control
55 traffic flow, capacity, and measurements
.
.
Critical Movement Analysis
DISCUSSION
Introduction
Critical Movement Analysis is a procedure which
allows for capacity and level of service
determination for signalized intersections. The
analysis incorporates the effects of geometry and
traffic signal operation and results in a level of
service determination for the intersection as a
whole operating unit.
The ability of a line of vehicles to discharge
past a point is the key principle involved. Rarely
can a discharge rate of 2000 passenger cars per hour
of green be surpassed. Because of time lost due to
queue start up and signal change intervals the
maximum discharge of a single lane at signalized
intersections typically varies from 1500 to 1800
passenger cars per hour of green. The 1965 Highway
Capacity Manual (HCM) (1) states that a single lane
at a traffic signal can accommodate 2000 and 1500
passenger cars per hour of green respectively, for a
perfectly coordinated signal where all vehicles pass
through without stopping, and for a signal where all
vehicles must stop.
Definitions
Approach - The portion of an intersection leg
which is used by traffic approaching the
intersection.
Capacity - The maximum number of vehicles that
has a reasonable expectation of passing over a given
roadway or section of roadway in one direction
during a given time period under prevailing roadway
and traffic conditions.
Change Interval - Yellow time plus all red time
occurring between two phases.
Critical Volume - A volume (or combination of
volumes) for a given street which produces the
greatest utilization of capacity (e.g., needs the
greatest green time) for that street. Given in
terms of passenger cars or mixed vehicles per hour
per lane.
Cycle Time - The period in seconds required for
one canplete sequence of signal indications.
Delay - Stopped time delay per approach vehicle,
in seconds per vehicle.
Green Time - The length of a green phase plus
its change interval, in seconds.
Hourly Volume - The number of (mixed) vehicles
that pass over a given section of a lane or roadway
during a time period of one hour.
Level of Service - A measure of the mobility
characteristics of an intersection, as determined by
vehicle delay and a secondary factor,
volume/capacity ratio.
Local Bus - A bus having a scheduled stop at
the intersection under analysis.
Passenger Car Equivalency - For a given vehicle,
the number of through moving passenger cars it is
equivalent to, based on its headway and delay
creating effects.
Passenger Car Volumes - The volumes expressed in
terms of passenger cars, following the application
of passenger car equivalency factors to vehicular
volumes.
Period Volume - A design volume, based on the
flow rate wi thin the peak 15 minutes of an hour, and
converted to an equivalent hourly volune.
5
Peak Hour Factor - A measure of peaking
characteristics within the peak hour, equal to:
PHF = Peak Hour Volume .
4(Highest 15 minute Volume)
Phase - A part of the cycle allocated to any
traffic movement or combination of traffic movements
receiving right of way simultaneoQsly during one or
more intervals.
Probable Phase - A phase within the probable
sequence of phases which represents the sequence of
a multi-phase signal controller lOClSt likely to ocelli'
under given traffic conditions.
Through Bus - A bus not having a designated stop
at the intersection under analysis.
Truck - A vehicle having six or more tires on
the [Xtvement.
G/C Green time/Cycle time ratio
HV Hourly Volume
LB Local Bus (Number per hour)
LOS Level of Service
L T Left Turn
PCE Passenger Car Equivalency
pch Passenger cars per hour
PCV Passenger Car Volume, in pch
PHF Peak Hour Factor
PV Period Volume
RT Ri ght Turn
T Truck and Through Bus (Percentage of HV)
TH Through Traffic
U Lane Utilization Factor
v/c Volume/Capacity ratio
VL Left Turn Volume, in vph
Va Volume Opposing a VL, in vph
vph Vehicles per hour (mixed traffic)
W Lane Width factor
Background
The development of Critical Movement (then called
"cri tical lane") Analysis was first reported in 1961
by Capelle and Pinnell (2) in a study of diamond
interchanges. In 1971, Mcinerney and Petersen (~)
explained the technique as applied to traffic
planning work. In 1975, Trout and Lautzenheiser (4)
reported on field tests and questionnaire results
related to application of the method. Messer and
Fambro (5) proposed a detailed procedure for
critical movement analysis to assess design
al ternati ves. In 1978, it was determined by NCHRP
Project 3-28 (6) that many planners and engineers
were usng the-method, both for detailed traffic
signal and geometric design, and for planning
studies. The technique seans to be gaining greater
acceptance, not only in North America but also
overseas. For example, the Swedish Capacity Manual
(7) contains a form of critical movement analysis in
its chapter on intersections.
~
;,J;n.
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6
Critical Movement Analysis
Figure 1. Critical Movements, PLANNING Applications
200-
:.._500
: (incllOO LT)
o
o
co
I
I
o 10
2 l~ !J
+ I + ~
_417
-417
lincl. 60 L Tl
...-166
(incl. 50 L T)
280-
460-
460-----.
.- tit
-' 810
o 10
<t ...
I
I
I
I
I
g,g\g
1:1 ~
-200
'.
-200
(No L Tl
(No LT)
200-
300- ................:
'I'i d
g gig
- W1t.D
I
I
I
I
- Single Lane Approaches
_ Two Phase Si gna 1
- Crit i ca 1 Movements:
500 and 600 vph
_ Sum of Critical Volumes:
500 + 600 = 1100 vph
-Two and Three Lane Approaches
-Two Phase Signal
-Critical Movements, by lane:
400 and 460 + 50 vph
- Sum of Critical VolufTIes:
400 + 510 = 910 vph
-Two and Three Lane Approaches
. Fi ve Phase Actuated Signa 1
. Note:
For the east-west street, the critical
volume is 300 vph. For the north-south
street the greatest demand for green time
will occur with the conflicting movement
totaling 800 vph (600 + 200 LT). The con-
flicting movement totaling 500 vph (400 +
100 LT) would require less green time and
will be satisfied if the 800 vph critical
volume is satisfied.
t
N
.Sum of Critical Volumes:
300 + 800 = 1100 vph.
Note:
The above examples relate to PLANNING applications of Critical Movement Analysis. OPERATIONS AND DE-
SIGN applications of the method use a somewhat different procedure for combining critical volumes, and
express volumes in tenns of passenger cars per hour (pch) instead of in terms of vehicles per hour (vph)
Analytical Base
There is at each signalized intersection a
combination of conflicting movements which must be
accomnoda ted. Figure 1 shows several examples of
critical movemant combinations. Regardless of the
complexity of the intersection and its traffic
signal operations, the critical volunes (when placed
on a per lane basis) cannot physically be
accomncdated beyond the 2000 passenger cars per hour
of green (pchg) limit, and in practice cannot be
accomncdated beyond about 1500 to 1800 pchg. The
latter values take into account the time headway
between successive vehicles, the starting delay for
a queue of vehicles, and the lost time due to signal
change intervals.
Time headway (average headway, once the initial
queue start-up time has been experienced), starting
delay, and the arrount of lost time due to yellow and
red intervals must be considered in order to assess
the capacity of a single lane. NlIIIerous researchers
have proposed formulae for calculating capacity of a
single lane based on these factors. Table 1 gives
several of the more prominent formulae for
Critical Movement Analysis
Table 1. Capacity Calculation Techniques
Reference
F onnul a
Calculated Capacitya
,
1. Be rry-Gandh i (~)
Method
2. Capelle-Pinnell (2)
Critical Lane Method
3. Messer-Fambro (~)
)
4. Bell is-Reilly 01., 11.,
ll) Method
5. Bri t ish (11.) Method
6. 1965 Highway Capacity
Manual (1)
a
Ca p (i n vph)
3600(G + ^Y - 0 + H)
CH
3600 [40 + (0. 5 ~ ~ 4) - 3 + 2. I ]
(80 2.1)
where:
881 vehicles per hour
Cap = Capacity of the signalized approach
0= Starting time delay, in seconds, elapsing from beginning of
g",en indication to the instant the rear wheels of the first
vehicle cross the refe",nce line (usually, the stop line)
H = Average headway time, in seconds, for all vehicles in a com-
pact platoon that cross the refe",nce line.
A = Proportion of the length of yellow indication, for a loaded
cycle, which is utilized up to the time the last vehicle in
a compact platoon crosses the ",fe",nce line
C = Length of signal cycle, in seconds
G = Length of g",en indication, in seconds
Y = Length of yellow indication, in seconds
vph = Vehicles per hour
pch = Passenger cars per hour
Cap (in vph)
(~+ 2)(3600)
H C
(40 - 5.0 + 2)(3600)
2.1 80
where :
= 840 vehicles per hour
o = Starting delay--the time for the first two vehicles to enter
H = Average time headway for the third, fourth, fifth, etc.
vehi cles to enter
G = Length of g",en indication, in seconds
C = Cycle length, in seconds
Cap (in pch) = SG/C
[1800(40 + 4.0 - 4.0)]/[80]
where: 900 oassenger cars per hour
C = Cycle length, in seconds
S = Saturation flow, in passenger cars per hour of green, measured
empirically as in the Australian Method (9, 10) and assuned as
1000 passenger cars per hour of green in thiS-example (a typi-
cal value for a through lane)
G = Effective 9",en time, in seconds
= green + yellow - 4.0 seconds
Cap (in pch) = (36g0)(G ~ 3)
whe re:
G = Length of g",en indication, in seconds
C = Cycle length, in seconds
H = Average time hea~aYt in seconds
(3~gO)(4Q / /)
921 passenger cars per hour
. 160WG
Cap (1n pch) = --c--
whe re :
W = Wi dth 0 f lane, in fee t
G = Effective g",en time, in seconds
= g",en + yellow - 4.0 seconds
C = Cycle length, in seconds
(160) (12) (42)
80
1000 passenger cars per hour
USE: Figure 6.8, p. 135. Use a 24 ft. width to place the analysis in a more
representative section of the charts. Assume no turns and no trucks or
through buses, and no local buses. Also, assume PHF = 0.85 and Metro
Area population = 500,000.
THEN: Cap (in pch)
(2100 vphg)(G/C)(PHF/Pop)(Location)(Left Turns)(Right Turns)(Trucks and Buses)
(2100)( 40/80)( 1.06) (1. 25) (1.10) (1.10) (1.05)
1610 passenger cars per hour oer approach
805 passenger cars per hour
aproblems based on suburban arterial street with 12 ft. lanes, headway average = 2.1 seconds, starting delay
for first vehicle only = 3.0 seconds, G/C = 40/80 seconds, yellow tine = 4 seconds, with 2 seconds used for
tra ffi c movement. All results are on a per-lane basis. (1 foot = .305 meter)
7
~
8
Critical Movement Analysis
estimating capacity,and includes a numerical
example.
The computations in Table 1 indicate that very
little variation exists in the value used for
capacity of a standard 12 foot wide (3.7 m) lane at
an urban signalized intersection with ideal traffic
cond i t ions (no trucks, buses, or turning root ions ) .
Three of the models shown give capacities of
approximately 900 pch for a green time/cycle time
(G/C) ratio of 0.5. The British method, which has
been known to give considerably higher computed
values for capacity than North America methods,
shows a computed capacity 12 percent higher. The
1965 HCM yields a capacity value of 805 pch (G/C =
0.50), or alx>ut 10% below the other methods.
Because of the close agreement between
Berry--Gandhi (8), Capelle-Pinnell (2), Messer-Fambro
(5), and Bell~s-Reilly (ll, 12, 13), an average
value of 1800 passenger cars per hour of green
~ for a 12 foot (3.7 m) through traffic
lane--with no trucks, buses, turns, or pedestrian
interference--can be used as a base value for
capacity in the critical movement analysis
technique. It should be noted that the British
capacity procedures use-for a 13 foot (4.0 m) wide
lane-a capacity of 1950 pchg.
The factors which are considered of prime
importance in modifying the capacity value of 1800
p~hg for a single 12 foot (3.7 m) lane are as
fo::' '.ows:
1. Lane Width
2. Buses and Trucks
3. Bus Stop Operations
4. Left Turns
5. Right Turns and Pedestrian Acti vi ty
6. Parking Activity
7. Peaking Characteristics (Peak Hour Factor)
Other factors-such as vertical grade and type of
driver using the intersection--may be of importanCE
in modifying the capacity value, but little research
has been accomplished in these areas. Also, field
measurement of saturation flow allows the HCM user
to establish a capacity value for any intersection
approach or lane without explicitly defining each
rnroifying factor.
1. Lane Width. The critical llDverrent procedure
proposed by Messer and Fanbro (5) includes a reduc-
tion in calculated capacity of-lO percent for lane
widths between 9.0 and 9.9 feet (2.7 m and 3.0 m).
For lanes 10.0 feet (3.0 m) or wider, no adjustment
in ca;:acity is made. Note that these adjustments
increase the passenger car volurre (PCV) rather than
reQuce capacity.
Using the Australian procedures (~, 10),
capacity adjustments are made for lanes not falling
in the 10.0 to 12.0 foot (3.0 m to 3.7 m) range.
Adj1lstments for the value of capacity ar~
Lane Width (feet):
Lane Width (meters):
Adjustment Value:
14.0
4.3
+4y,%
15.0
4.6
+6%
8.0
2.4
-12%
9.0
2.7
-7%
13.0
4.0
+3%
" "plication of the 1965 HCM, with the assumed
'.;oilditions used in Table 1, gives adjustment values
of - 29% for the equivalent of a 9 foot (2.7 m) lane
and + 19% for the equivalent of a 14 foot (4.3 m)
lane. Table 2 combines these concepts into a
readily applied set of values. These adjustments
rely principally on the Messer-Fambro work, but
include upward adjustments in capacity for wide
traffic lanes as included in roost other methods.
One important concept to note is that under peak
traffic conditions, lane widths in the 10 to 13 foot
(3.0 to 4.0 m) range have little effect on
sa tura tion flow or capacity. However, it is likely
that if comfort and safety were to be considered in
intersection level of service (LOS), lane width
differences would have a greater impact on LOS than
they wi 11 in the proposed new HCM; with its emphasis
on llDbility rather than quality of flow.
2. Buses and Trucks. Trucks, and buses not
!li,.ving a designated stop at the intersection under
:malysis (called "through" buses), reduce capacity
uecause the time headway of these vehicles tends to
be longer than the 2.0 second average implied by a
capacity set at 1800 pchg.
There are two means available for including the
effects of trucks and buses. First, each truck or
bus can be converted to an equivalent number of
passenger cars, and the volurre used in the analysis
Table 2. Lane Width Adjustments
Reference
8
16
Adiustment Factors to Capacity for Lane Width (ft.)
9 10 11 12 13 14 15
(Suggest use of Australian factors)
NAa 1.10 1.00 1.00 1.00 1.00 1.00 1.00 NA
1.12 1.07 1.00 1. 00 1.00 0.97 0.96 0.94 b
8.0 -9.9 feet 10.0-12.9 feet 13.0-15.9 feet
W = 1.10 W = 1.00 W = 0.90
Berry-Gandhi (~)
Messer-Fambro (2)
Australian (~), (10)
Recommendedc
Adjustment
Factors
aNA denotes data not available.
bFor 16-foot wide approaches, two 8-foot lanes would be assumed.
cRecommended for use in Critical Movement Analysis (OPERATIONS AND DESIGN Application,
Step 8)
Source: As cited above and W.R. Reilly (NCHRP Project 3-28)
1
(1 foot
.305 meter)
Critical Movement Analysis
9
t
stated in terms of passenger cars per hour rather
than (mixed) vehicles per hour. Second, the
r.apaci ty of the lane can be reduced and the analysis
carried out using vehicles per hour. For PLANNI~
applications of Critical IOOvanent Analysis, average
gecmetric and traffic conditions are assuiled and the
work is carried out in terms of mixed vehicles per
hour (vph). For OPERATIONS AND DFSIGN applications,
the analysis is perfonned in terms of plSSenger cars
per hour (pch).
The p<l.SSenger car equivalency (PCE) for trucks
and through buses in the 1965 HCM can be inferred
from the adjustment factors used. The approximate
PCE value is 2.0. In essence, this means that the
time headway for these vehicles is twice that for
passenger cars, or 4.0 seconds if the assumption of
a 2.0 second average headway for passenger cars is
used.
The recarmended average PCE value for converting
trucks and through buses is 2.0 (recall that six or
more tires on the plvement isthe working definition
of "truck").
>>
3. Bus Stop Operations. As with trucks and
through buses, the effect of bus stops in or
adjacent to a traffic lane is to increase the
average time headway. In the development of the
1965 HCM, PCE values for local buses ranged from 1.0
to 7.0 (16). Future research is expected to result
in a clear definition of the llnplcts on delay and
capacity of bus stop operation. For an average
value to apply in the critical movement analysis
procedure, a PCE value of 5.0 for each local bus
appears to be reasonable. This implies an average
headway of 10 seconds per bus, and would be applied
to all buses having a designated stop at the
intersection. .
For example, if 30 buses per hour s top at
a nearside bUb stop, with 33 percent of them
stopping on red, and 67 percent on green, a total
time headway for all buses is assumed to be (30 x
5.0 x 2 seconds), or 300 seconds. The 300 seconds
of headway might principally be used by only 20
buses having to stop on the green for an average of
13 seconds each. The remaining 10 buses, stopping
on the red interval, would create only 40 seconds of
time headway, or about 4.0 seconds per bus. This
latter figure relates to the recommended equivalency
of 2.0 PCE for through buses and trucks.
The actual effects of a stopping bus will vary
C;u"::i.LUerablY depending upon bus stop location, bus
dwell time, parking activity, lane configuration,
and traffic volumes. However, until further
research is accomplished, the figure of 5.0 PCE per
local bus appears to be useful average value.
4. Left Turns. Left turning vehicles are
treated in considerable detail in mos~ capacity
computation techniques. The reason for this is
simple--left turns (unless removed from through
traffic lanes by provision of exclusive turn lanes)
have a large impact on capacity and on vehicular
delay, which will be the principal determinant of
level of service in the new Hal.
The lIDst direct means of taking into account the
delaying effects of left turn vehicles is to convert
then to pch using PCE values. It is anticipated that
future research will lead to a range of PCE values
for various conbinations of gearetry, traffic volures,
opposing traffic VOlUITES, and signal phasing for left
turns.
Different methods use varying PCE values for
left turns. The British method sets 1.75 PCE as the
average value for lanes with left turning and
through movements. The 1965 HeM uses adjustment
factors which show an approximate PCE value of
between 4.0 and 2.0 for narrow and wider approaches,
respectively. For a single lane, the typical effect
can be on the order of 3.0 PCE per left turn
operating from a left-through lane. The actual
effect varies depending on geometric and traffic
factors and especially on the volume of opposing
traffic.
The Messer-Fambro method describes a detailed
procedure for considering left turns ill critical
movement calculations. Three distinct factors are
described for left turn adjustments. Included are a
PCE adjustment to all traffic for approaches without
left turn bays, a PCE adjustment to left turn
traffic for approaches with left turn bays, and a
PCE adjustment to non-left turn traffic for
approaches with left turn bays of inadequate length
(thus creating blockages in the through lane).
Although this latter factor has not been included in
the critical lIDvement procedure, the user may wish
to refer to Messer and Fambro's research (5) for
details on the effects of left turn storage bay
lengths.
Table 3 gives the PCE values for left turns for
use when applying the critical movement procedure.
These values are to be considered as "average"
valt~S for a broad range of traffic and geometric
conditions. Future research may lead to a more
precise formulation of left turn PCE values by
incorporating other variables, in addition to
"OI:JlOSing traffic."
Table 3. peE Values: Left Turn Effects
Left Turns Allowed from Left-Through Lanesa
1. No Turn Phase Opposing Volume, in vph: 0-299 300-599 600-999 1000 +
1 left turn equals: 1. 0 PCE 2.0 PCE 4.0 PCE 6.0 PCE
2. With Turn Phase 1 left turn equals 1. 2 PCE
Left Turns A 11 owed from Left Turn Bays Onlyb
3. No Turn Phase Opposing Volume. in vph: 0-299 300-599 600-999 1000 +
1 left turn equals: 1. 0 PCE 2.0 PCE 4.0 PCE 6.0 PCE
4. With Turn Phase 1 left turn equals 1. 05 PCE
a
apCE Values are used in Step 5, PLANNING applications, to develop a distribution of volumes among several
traffic lanes. PCE Values are also used in Step 7. OPERATIONS AND DESIGN applications, to convert left turn
volumes to passenger car volumes prior to adding them to through and right turn volumes, in pch.
bpCE Values are used in Step 7, OPERATIONS AND DESIGN applications, to convert left turn volumes (operating
from a turn bay) to passenger car volumes, in pch.
Source: W. R. Reilly (NCHRP Project 3-28). based on a synthesis of various data, including Ref. (~).
r
1
.
"",~
1;<;.4
;J
;:~i~
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"~i
l~t,
Ii
10
Critical Movement Analysis
5. Right Turns and Pedestrian Activity. For
simplicity, the adverse effect of right turns on
intersection capacity can be considered as zero if
little or no pedestrian interference occurs in the
parallel conflicting crosswalk. If considerable
pedestrian activity exists, then a right-turning
vehicle has a similar effect as a local bus,
creating a greater average time headway and
producing greater vehicular delay.
A study of the Australian documents (9, 10)
indicates that lanes with right turn activity might
show a reduction in vehicle capacity of from fifteen
to thirty-five {:'€rcent. The 1965 HCM (1) indicates
a PCE value of approximately 1.5 for right turns on
a two-lane approach. However, for one~lane
approaches this value may rise to 4.0. The British
(14) use a PCE value of 1.25 for right turning
vehicles (actually left turns in Britain) when the
right turns comprise greater than 10 percent of the
total traffic. In Australia PCE values of 1.25 and
2.50 are used for right turns of automobiles and
heavy vehicles, respectively.
In the Messer-Fambro (5) technique, a right turn
adjustment is made, based on the radius of the
corner and the percentage of traffic making the
turn. Also, an adjustment is made for the vehicles
which may turn right on red. Such adjustments are
not of prime importance and have not been included
in the critical rrovonent procedure presented herein.
The PCE values for right turns recannended for
use in Cr~ t~cal Movanent Analysis are given in Table
4. The values listed are considered as "average"
for a broad range of traffic and geometric
conditions and are based on a synthesis of
information from many sources. Future research may
lead to a more definitive set of PCE values for
right turns relative to pedestrian activity.
Table 4. peE Values: Right Turn Effects
Type of Activity
PCE Value for
Right Turning
Vehicle
1. Little pedestrian activity
(0 to 99 peds. per hour) in
parallel conflicting
crosswalk
1.00
2. Moderate pedestrian activity
(100 to 599 peds. per hour)
in parallel conflicting
crosswalk
1. 25
3. Heavy pedestrian activity
(600 to 1,199 peds. per hour)
in parallel conflicting
crosswa 1 k
1.50
4. Extremely heavy pedestrian
activity (1,200 or more peds.
per hour) in parallel
conflicting crosswalk
aas detennined from local conditions.
2.00 ora
greater
Source: W. R. Reilly (NCHRP Project 3-28), based
on a synthesis of various data.
6. Parking Activity. Little or no definitive
research work on parking nnd its capacity effects
has been completed. However, the British do use :l
fOrmJla to compute these effects, as follows:
Loss in
Approach Width,
0.9(Z - 25)
K
in feet,
= 5.5 -
where:
Z Clear distance, in feet, from stop line to
parked car
K = Green time, in seconds
(1 foot = .305 meter)
The British formula, assuming a green time of :n
seconds, infers that there is no effect on the
approach capacity if parking is approxima te ly ~oo
feet (61 m) or more away fran the stop line.
Most North American techniques do not explicitly
consider a reduction in capacity due to parking, if
the parking ends 250 fect (76 m) before the
intersection. For a curbside lane where IXtrking is
allowed, 8 feet (2.4 m) should be allowed for the
parking lane and its friction effects, with the
remaining width being assigned to the rroving lane in
the capacity computations. For parking which
extends into the 250 fcot (76 m) area, the HCM user
must use judgment on the value or lack thereof of
the additional width gained at the point where
parking is prohibited. Because of the lack of
definitive research on parking effects, this factor
has not been included in the critical movement
procedure .
7. Peaking Characteristics. To convert peak 15
minute flow rates to 1 hour volumes, same type of
factor must be applied. Messer and Fambro indicate
that the peak 15 minute flow along urban arterials
consistently exceeds the average 15 minute flow
during the peak hours by twenty to thirty {:'€rcent.
In the 1965 HCM (1) an "average" condition at urban
intersections is assumed to be that the peak 15
minute flow will exceed the average 15 minute flow
by about 15 percent. This results in a peak hour
factor (PHF) of 0.85.
Because the HCM user may wish to use either a 15
minute {:'€ak flow rate or the peak 1 hour volwne for
design or analysis, a relationship between the two
is needed.
Generally, ?HF will vary with such factors as
volume/capacity ratio, size of city, and type of
adjacent activity. The data leading to the
pJblication of the 1965 HCM indicated (16) that the
average value for PHF at all sites was 0.85. Thus,
the "average" PHF (if no additional information is
available) which can be assumed for analysis is
0.85. The HCM user can easily develop a set of
specific Peak Hour Factors by taking a limited
amount of field data on different classes of
streets .
Critical Movement Analysis
11
,
The importance of PHF is that the mse figure of
1800 pchg per lane is 00.sed on the assunption that
the PHF is 1.0 (i.e., flow in the peak hour is
uniform by 15 minute period). If we assume one
hurrlred percent green tilre in an ideal traffic lane,
the maximlln flow rate in a 15 minute period would be
450 (i.e., 1800 7 4) passenger cars. If a PHF of
0.85 is used, the corresponding flow rate expressed
in term3 of hourly volune would be:
Hourly Volume (HV), in pch,
(PHF)(4)(Highest 15 min. Flow)
= (0.85)(4)(450) = 1530 pch
This represents a fifteen percent reduction in
volume on an hourly basis when compared with
conditions where PHF is equal to 1.0.
Lane Utilization
)
Critical !.bvement Analysis is based on "per lane"
volumes. Thus, for movements (e.g., left turn,
through, and right turn) which take place from more
than one lane, it is necessary to estimate the
volume in each of the lanes affected. In this
manner, the highest lane volume can be identified
and used in the analysis.
Reilly and Bellis (11, 12, 13) indicate that a
traffic movement carried Tn two lanes could break
down into a 55% / 45% split, by lane. A traffic
movement carried in three lanes might divide into a
40% / 35% I 25% split.
In the critical movement analysis proposed by
Messer and Fambro (5) a lane utilization factor is
applied. For two-lanes, a 55% / 45% split in
volume is assumed. For three lanes, 40% of the
total movement is assumed to occur in the most
heavily used lane. Many HCM users have used analyses
based on the assumption that volure is distributed
approximately equally by lane, especially under peak
corrli tions .
Lane utilization factors (U) were developed by the
NCHRP 3-28 Project Team, based on the research cited
above, and modified according to operational
experience. The value for U when 2 lanes are
utilized represents a 52.5% / 47.5% split. The
value for U when 3 lanes are utilized assumes that
approximately 37% of the volume is carried in
the most heavily used lane. This represents a
compromise between the HCM and Messer-Fambro
procedures.
Table 5 contains the adjustl1J2nt factors to be
applied for lane utilization. For use in OPERATIONS
AND DESIGN applications, average adjustl1J2nts for
lane utilization of 1.05 and 1.10 are recommended
for two\lane and three lane situations. These ad-
justl1J2nts increase the passenger car volume for ve-
hicles in the two or three lanes due to volume
inbalances by lane.
Table 5. Lane Utilization Adjustments
lanes Utilized
1
2
1.05
3
Utilization Factor (U)
1.00
1.10
,
Source: W. R. Reilly (NCHRP Project 3-28), based
on a synthesis of various data.
An example of the effects of lane distribution
can be seen by assuming two approach lanes, each
capable of carrying 900 pch with a GIC ratio of
0.50. When a volume of 900 pch is reached in the
JDJSt heavily traveled lane, a volune of only 814 pch
will be using the second lane, assuning a 1.05 lane
utilization factor. Thus a total capacity of 1714
pch (five percent less than the ideal 1800 pch) can
be achieved by two lanes.
Levels of Service
As part of the critical moVEment technique, a set of
guidelines 011 volure/capacity (vie) ratio, average
delay values, and sum of critical volumes is
presented for use, review, and ccmnent by HCM users.
Table 6 gives the recomnended thresholds for the sun
of critical voItmes for Levels of Service A through
E for both the PLANNING and the OPERATIONS AND
DESIGN applications.
Table 6. Level of Service Ranges
PLANNING Appl ications (in vph)
Leve 1 Maximum Sum of Critical Volumes
of Two Th ree Fou'r or
Service Phase Phase more Phases
A 900 855 825
B 1050 1000 965
C 1200 1140 1100
D 1350 1275 1225
E 1500 1425 1375
F ---------not applicable---------
OPERATIONS
AND DESIGN Applications (in pch)
Maximum Sum of Critical Volumes
Two Three Four or
Phase Phase more Phases
level
of
Servi ce
A
B
C
D
E
F
1000
1200
1400
1600
1800
950
1140
1340
1530
1720
900
1080
1270
1460
1650
---------not applieable---------
Source: W. R. Reilly (NCHRP 3-28) and Ref. (~)
In comparing the vie ranges used in Table 6 with
those implied from the 1965 HCM (1), the following
can be noted (using the example conditions given in
Table 1): Levels of Service (I.a3) A, B, C, D, and E
are represented by v/c ratios of approximately 0.71.
0.75, 0.81, 0.92, and 1.00, respectively. Thus, the
recommended values in Table 6 clo~ely follow the
1965 HCM for defining I.a3 C, D, and E, but produce
roore ample ranges of vie values for levels A and B.
The threshold volune levels of Table 6 are expressed
in vehicles per hour (vph) for the PLANNING
application and in passenger cars per hour (pch) for
the OPERATIONS AND IE3IGN application. The levels
of service defined in Table 6 relate to the critical
approaches and/or lanes at the intersection.
"Non-cri tical" lanes will tend to operate at better
levels.
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12
Critical Movement Analysis
Delay
Because delay will be the principal determinant of
signalized intersection level of service in the new
HCM, Table 7 is included. The delay values given
are not yet an integral part of the Critical
Movement Analysis procedure but are presented as an
initial step in developing a range of delay values
which can be related to intersection level of
service. The values of Table 7 do not take into
account the offset relationship between adjacent
signals. Synthesis of data fran a number of sources
has been used to produce Table 7. HCM users may
find it useful to compare the table with locally
obtained delay data.
Table 7. Delay and Level of Service
Le ve 1 of Typi ca 1 Del ay Rangea
Service vlc Ratio (secs. per veh.)
A 0.00-0.60 0.0-16.0
B 0.61-0.70 16.1-22.0
C 0.71-0.00 22.1-28.0
D o . 81-0 . gO 28.1-35.0
E 0.91-1.00 35.1-40.0
F varies 40.1 or greater
aMeasured as "stopped delay" as described in
Ref. (17). Delay values relate to the mean
stoppea-delay incurred by all vehicles entering
the i ntersecti on. Note thattraffi c signal
coordination effects are not considered and could
drastically alter the delay range for a given
vlc ratio.
Source: W. R. Reilly (NCHRP Project 3-28), based
on a synthesis of various data.
Summary
Table 8 contains a summary list of values used in
the conceptual and applied aspects of the critical
movement technique.
Critical Movement Analysis: Strategy
Critical Movement Analysis can be used in two
general categories of problems: PLANNING
applications and OPERATIONS AND DESIGN applications.
In each case the fundamentals are the same.
However, the level of detail is greater for
OPERATIONS AND DESIGN applications.
Cri tical MJvernent Analysis is a tool to be used
for study of the intersection as an operating whole.
For specific analysis of a single approach, the
procedure outlined by the 1965 HCM (!) remains a
valuable tool.
The key assumption in the technique is that
there is a combination of lane volumes wh:i.ch must be
accommodated in 1 hour through the middle of a
signalized intersection. The sum of these volumes,
termed "critical volune" by Capelle and Pinnell (2),
cannot exceed the saturation flow characteristics-of
the intersection. In essence, 1800 pch would be
the maximum value under ideal conditions for the
critical volume, with 1500 vph being an average
value for typical conditions.
PLANNING Applications
In these applications, an important reference work
is that of McInerney and Petersen (3). The only
tabular material used is that found inTable 6 which
gives a single value for the maximum sum of critical
lane volumes, in vehicles per hour, assuming
"average" traffic, signal, and geanetric conditions,
and Table 3, which is used to apportion traffic
among several lanes.
The focus of this tool is to allow for a rapid
approximation of level of service. None of the
detailed individual adjustment factors need be
applied to obtain a solution. The solution is for
typical average conditions and should not
necessarily be used for detailed design or
operational decisions.
OPERA TlONS AND DESIGN Applications
A principal source used for developing this more
detailed application of Critical Movement Analysis
is Messer and Fambro's 1977 paper (5). Many of the
concepts and values fran this work have been revised
or extended to reflect work found in other source
docunents .
Table 6 gives the level of service standards
which apply to this detailed application. Previous
sections contain descriptions of various adjustment
procedures and factors used. Table 8 provides a
sumnary of these factors.
An explanation and exaIq)les of the step-by-step
procedure is given under the heading of "USER
APPLICATIONS" later in this section.
Element
Table 8. Summary Factors for
Critical Movement Analysis
Val ues
1. Capacity, per lane
ideal conditions
2. Capacity, per lane
average-to-good
urban conditions
3. Green time
1000 pch
1500 vph
Assumed as actual green
ti lIE plus change i nte rva 1
ti lIE
4. PCE values for
vehi cle type
1.0
2.0
passenger car or
motorcycle
truck or through
bus
local bus
= typical, or use
actual field
measurements
Left turns (see Table 3)
Right turns (see Table 4)
5. Peak Hour Factor
5.0
0.85
6. PCE values for
left and right
turns
7. Lane Utilization
(u)
Two 1 anes, volume di vi des
52.5% I 47.5%
Three lanes, volume in
heaviest lane is 36.6%
of total
8.0-9.9 feet, W 1.1
10.0-12.9 feet, W 1.0
13.0-15.9 feet, W = 0.9
8. Lane Width (W)
Source: W. R. Reilly (NCHRP Project 3-28)
t
>>
a
Critical Movement Analysis
13
USER APPLlCA nONS
Methodology
The intent of this section is to set forth the
detailed procedures, with example problems, to be
used in Critical Movement Analysis. The examples
are divided into two groups: PLANNINJ applications
wi th quick and simple solutions, and OPERATIONS AND
DESIGN applications with more complex detailed
solutions. A Calculation Form has been developed
for each of the two groups of applications. These
forms are shown in the following pages. Detailed
definitions, the analytical framework, and
references used in Critical Movement Analysis, are
described in the preceeding section entitled
"DISCUSSION."
PLANNING applications are carried out in tenns
of mixed vehicles per hour (vph). OPERATIONS AND
DESIGN applications are carried out in terms of
passenger cars per hour (pch).
Definitions
The abbreviations and symbols used in critical
movement analysis are defined below. A more
detailed set of definitions of concepts and terms is
found in the preceeding "DISCUSSION".
G/C Green time/Cycle time ratio
HV Hourly Volume
LB Local Bus (Number per hour)
LOS Level of Service
LT Left Turn
PCE Pas'senger Car Equivalency
pch Passenger cars per hour
PCV Passenger Car Volume, in pch
PHF Peak Hour Factor
PV Period Volume
RT Right Turn
T Truck and Through Bus (Percentage of HV)
TH Through Tra ffi c
U Lane Utilization Factor
v/c Volume/Capacity ratio
VL Left Turn Volume, in vph
Va Volume Opoosing a VL, in vph
vph Vehicles per hour (mixed traffic)
W Lane Width factor
PLANNIN G Applications: Procedure
The PLANNING application of Critical Movement
Analysis is based on average or better conditions of
geanetry and traffic. The solutions can resolve the
following questions:
1. What is the operating level of service for a
signalized intersection as a whole?
2. If a design level of service is set, what
changes in lane geometry or demand volume wi 11
be necessary to achieve that level?
3. What changes in lane configuration or signal
phasing will have the greatest impact on
operating level of service?
Step-By-Step Approach
The steps followed in solving a problem by this
technique are described below. Figure 2 contains an
illustration of the steps followed, which are:
Step 1. Idel1t.lxy Lane Gearetry - the assumed or
known lane configuration for each approach is
identified, by type of lane.
Step 2. Identify Volumes - the assumed or known
traffic volumes for the design hour or analysis hour
are identified in vehicles per hour. Left turn
volumes, through, and right turn volumes are
identified for each intersection approach.
Step 3. Identify Phasing - the signal phasing
to be used for analysis is identified.
Figure 2. Procedure for Critical Movement Analysis, PLANNING Applications
Step I. Identify Step 2. Identify Step J. Identify Step 4. Left Step 5. Assign
Lane Geometry Volumes Signal Phasing Turn Check Lane JI o/umes
. + I
I I I
I L_______~
(R)
I
:
Step 9. Recalculate Step 8. Intersection Step 7. Sum of Step 6b. Volume
Adjustment for Mulli- Step 6a. Critical
Level of Service Critical Va/umes phase Signal Overlap Volumes
r",'.,!
,
rJ
to
..-
14
Critical Movement Analysis
Step 4. Left Turn Check - for an assumed
phasing with no left tuIn phases, a check is made on
the probability of clearing the identified left turn
volume. On the change interval, 2.0 times the
number of cycles per hour gives the maximum number
of lefts that can clear on the change interval. Use
90 left turns per oour if no information on number
of cycles per oour is available. Additionally, the
number of vehicles per oour that can clear through
opposing traffic during the green interval is
estimated by:
VL = (G/C)(1200) - Vo
where:
V = Left Turn Volume, in vph, that can clear
L through opposing traffic on the green in-
terva 1
G/C
Green time/Cycle time ratio for opposing
flow (VO). If no other design informa-
tion is available, estimate by lane vol-
ume ratio.
Volume of Opposing through plus right turn
traffic, in vph.
Va
Note that the green time in the GjC ratio is
considered as the green interval plus the change
interval. If the sum of the two left turn volumes
described above is less than the analysis volume, a
separate left turn phase can be considered, by
returning to Step 3. If the sum is greater than the
left turn analysis volume, no special left turn
phasing needs to be considered and the analysis
moves to Step 5.
The purpose of the left turn check is to
determine whether all left turn movements not
controlled by an exclusive turn phase can be
accommodated. If not, the assumption on signal
phasing can be changed to provide for left turn
phasing. In many cases (e.g., analysis of existing
cooo.i tions) , no change in phasing is assumed and the
analysis continues, with the analyst knowing that
the non-satisfied left turns will create operating
difficulties and be subject to excessive delay.
Step 5. Assign Lane VOlUlIES - the volumes are
assigned to the appropn.ate lanes. If no left turn
lanes exist, the left turn volume is converted to a
pch volume (Table 3) and the remaining through plus
right turn volume is assumed to be in pch units. 'The
'The sum of these two pch volurres is then divided
equally annng all approach lanes, However, in all
cases. the entire left turn volume must be assigned
to the lane(s) from which the turns are made, and the
remalnlng pch volume for through and right turl
traffic is distributed equally among the remainin
lanes. Following this distribution, the pch vol un
is converted back to vehicles per hour for the lan,
carrying the left tuIn.
If a left turn lane exists, the left turn volun
in vehicles per hour is assigned to that lane ar:
the through plus right turn volume is divide,
equally among the through and through-right lanes
For the special case of a double left turn lane
fifty-five percent of the total left turn volume j
assigned to one left turn lane and forty-fiv
percent to the other.
Step 6. Critical VOIUlIES - for each signa'
phase, the highest total of conflicting traffic (01
a per lane basis) is identified. For a two phas(
signal, the "highest total of the through (OJ
through plus right turn if no exclusive right tUTl
lane exists) plus the opposing left turn volume" i,
selected. For a three-to-eight phase ("mul tiphase"
signal, each phase listed in the typical (Le., rIDS 1
probable) phase sequence has one critical volume.
The llDst probable phase sequence represents the se-
quence of a nultiphase sir;nal liost likely to OCCU!
under the volwne conditions assigned in Step 5
Where an exclusive right turn lane exists, such
lane is often not included in the critical analysi.c
if right turns on red are penni tted. However, sue!
a lane can be included if the analyst believes tha,
it might carry the rIDSt critical volume for tha
approach. Some reduction (3) percent is typical) i.
the assigned right turn volume (Step 5) may be mad,
to allow for right turns made on red. If right turn
on red are not permitted, an exclusive right tUTl
lane is included in the analysis. Note that Calcu
lation Form I contains Step 6a, which is used fa
two phase signals, and Step 6b, which is used fo
rnul tiphase signals. In Steps 6a and 6b, a. stree'
operating without separate turn phases IllUSt have th
opposing left turns added to the through volume t,
obtain the critical volume for that street.
Step 7. Sum of Critical Volumes - the cri tica
VOIUlIES, for each phase, are sumned.
Step 8. Intersection Level of Service - the s-
of critical volumes is compared with Table 6, and
intersection level of service is identified.
Step 9. Recalculate - depending on the solutio
found in Step 8, a change in geometry, damnd volume
or signal phasing can be made, and a recalculatio
--Stepsl(R) through 9(R)--is performed.
Calculation Form 1 is used for PLANNI~
applications.
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Critical Movement Analysis: PLANNING
Calculation Form 1
fA ~ c: '--: ' ): ~ \/
-.' fttersection
Problem Statement
@
C. uCTNER..
Design Hour A/A.
Step 1. Identify Lane Geometry Step 4. Left Turn Check
~:O"h3L
~
1:
o
..
o
C.
a.
<(
~
~
1 Appm"" r
Approach
123
a. Number of
change intervals
per hour
b. Left turn capacity
on change interval,
'" in vph
J:: c. G/C
:;l Ratio
o d. Opposing volume
~ in vph
<( e. Left turn
capacity on
green, in '"ph
f. left turn
capacity in vph
(b + e)
g. left turn volume
in vph
h. Is volume> capac-
ity (g > f)?
Step 2. Identify Volumes, in vph Step 5. Assign Lane Volumes,
in vph
~I~I':~I Approach 3 RT = ~t7 ~~rO"h3 L
+
.... TH = 27'?
" II II LT=~
l- I I-
a: I- ..J
l~ 11 ~ 11
LT=~ ~I~I ~I I Aoo,o"hl
TH=3l
RT= ~ APproact 4 II II II
I-I I-
..JI- a:
Step 3. Identify Phasing 3 t
I ---'"',. I i' ,; ,c'
,,~'. \ \, .....
I ~ i-\ '~
I -l, t~4
I
I
I
A1_ A3 ~ 61 r 63j
A2_ A4 t 62.J 64 l.
'.
','
'r,
4
Step 6b. Volume Adjustmentfor
Multiphase Signal Overlap
Possible Volume Adjusted
Probable Critical Carryover Critical
Pha se Volume to next Volume
in vph phase in vph
- !
- ...~
Step 7. Sum of Critical Volumes
(+ 8) (.4-r;. )
I ~:; + ~"8 + /-;G, +_
(~~7) 3,0%
= "" , 1 vph -to'
Step 8. Intersection Level of
Service
(compare Step 7 with Table 6)
GO (Po)
Step 9. Recalculate
Geometric Change
Signal Change
Volume Change
Step 6a. Critical Volumes, in vph Comments
(two phase signal)
~~rO"h3L
~~ il
I Aoom"hl
8-5
Critical Movement Analysis: PLANNING
Calculation Form 1
'" fttersection M ~ GL 1 ,\)CEY
Problenn Statennent
Step 1. Identify Lane Geometry Step 4. Left Turn Check
~? ::2..U(i-Ti'JeC
Design Hour PM
~ :'."h3 L
Approach
123
J:
u
.,
o
a.
a.
4:
.L
a. Number of
change intervals
per hour
b. Left turn capacity
on change interval,
(\I in vph
or: c. G/C
~ Ratio
o d. Opposing volume
~ in vph
0( e. Left turn
capacity on
green, in vph
f. Left turn
capacity in vph
(b + e)
g. Left turn volume
in vph
h. Is volume> capac-
ity (g > 01
_.J
1 App~"h 4 r
Step 2. Identify Volumes, in vplz Step 5. Assign Lane Volumes,
in vph
~
\':[+ [~~[ Approach 3
, +
.,I. II n II
I- J: I-
a: I- ...J
~
','"
LT=~
TH =--1..l.L
RT=~ APproac~ 4
~ Aj'."h3 L
11~ 11
~H)[ ~ r-
1111 II I LI
~ ~ ~ Approach 4
RT=~
TH=1.I.f';
",.
LT=~
4
Step 6b. Volume Adjustmentfor
Multiphase Signal Overlap
Possible Vofume Adjusted
Probable Critical Carryover Critical
Phase Volume .to next Volume
in vph phase in vph
~~
Step 7. Sum of, Critical Volumes
l-r11) (+1-;')
'2y[ Z"c.;. ':z,.
~ + ~ + 1./+
1.1 e;) -
= 1$1 vph T4.o~
Step 8. Intersection Level of
Service
(compare Step 7 with Table 6)
[A] (F'\)
Step 9. Recalculate
Geometric Change
Signal Change
Volume Change
Step 3. Identify Phasing e~ Step 6a. Critical Volumes, in vph Comments
(two phase signal)
... ~~P'."h3 L
--.
o:t:-
~
I. ~ il
L
''O' I APP'.,,~r-
~j
A1_ A3 ~ B1 r B3j
A2_ A4 t B2.J B4 I..
'. 8-6
Critical Movement Analysis: PLANNING
Calculation Form 1
')!J l Of.)
e.. {P.:- ,-<;!_; ,'..J ~,~ 'i
fttersection
Problem Statement
E:.Xt ";,;, 11 rJ ~
p.....u ~
"
.-r-. \
\-r!....; D ....j~'.:...,.. .!
tE.~ Silf'-/,<:;
(-_'..~ ,;,:,J/A"= 0 ~ '-f
Step 1. Identify Lane Geometry Step 4. Left Turn Check
Approach 3
~4
Approach
2 3 .
4
~
.c
<) .J
III
e
0.
0. ~
<(
a. Number of
change intervals
per hour
b. Left turn capacity
on change interval,
C\l in vph
.r= c. GIG
:; Ratio
o d. Opposing volume
5. in vph
~ e. Left turn
capacity on
green, in vph
f. Left turn
capacity in vph
(b + e)
g. Left turn volume
in vph
h. Is volume> capac-
ity (g > f)?
I APP'~h 4
Step 2. Identify Volumes, in vph
~
"
~1'1-11
~. ~\) <~ t
* ~~ ~ ~ ~
a: I- ....J
Step 5. A ssign Lane Volumes,
in vph
Approach 3
+
~:: ~ '" l~r"h3 L
LT. -- ~j
1~.r=~ t'~ ~ 1~
~ ~ (7) - ~
e e I/Z,J ,'l\, e
2: c 2:
~~ ~'~~~
~ ~ ~ A"'O':!.
l~
-'
LT =11'::' (1)
-"'-"
TH =-=:..-
RT=12..f!J.
...,~II
r-.., 1.<:) \!)
'\) \.... (
~'
II II II
APproac~ 4
Design Hour
"P/;\ r~ I~" z:
Step 6b. Volume Adjustmentfor
Multiphase Signal Overlap
Possible Volume Adjusted
Probable Critical Carryover Critical
Phase Volume to next Volume
in vph phase in vph
?D
Step 7. Sum of Critical Volumes
(7) (3: (1-;;')
~13 + 4~9+ 11'-' +
. ,,1:) -".. \
'I/~ \..-+-"2.10)
= !.~ 1 vph
Step 8. Intersection Level of
Service
(compare Step 7 with Table 6)
Ip(~11
Step 9. Recalculate
Geometric Change p;-,:: (,' :.--:-
...,., ----."
,. \4'~ ~ -',I
;' .."
Signal Change
Volume Change
Step 3. Identify Phasing Step 6a. Critical Volumes, in vph Comments
I I (two phase signal)
-It ~~P'O"h3 L
I ~ I
I .J I
I I ~~ r II
I I
.,' I I ~LI
"i
A1_ A3 ~ B1 r B3J
A2_ A4 t B2J 84 l..
Approach 4
B-7
Critical Movement Analysis: PLANNING
Calculation Form 1
:. fttersection (J ~j \ QtJ
problenn Statennent
.'.~.~' A t" ~ --::, ",.\.;; ',I
:""" t.:::!- - L--,~_, ,..I ~.-- .'
t::xl...;.....n ~J eve.. u ~.
/;
I' r7 ..~:; e :..:-
Design Hour
h( ,~~ (/ I .' ;...; ....
I .~ -...._ ,____ r-." ._" .,
,-.,
1-')./1
"-',. ....
(.J _-*'"_
I
, .-
,~_- ,:__ A, ,-Jf'r~f ~~~ ""'j
Step 1. Identify Lane Geometry Step 4. Left Turn Check
~JA:""h3 L
r.
lJ
III
o
C-
o.
<(
~
'""4.
11i
' 'PP ",,,,,h ,
Step 2. Identify Volumes, in vph
'\. [:13111
\j.'\. I
II n II
oIl' l- X I-
a: I- ..J
l~
Approach 3
+ RT = :3-
TH = -&-
LT = .e-
11
~~~~I
II II II
I- X I-
..J I- a:
LT=~
TH = ..:r
RT = q 1
APproac~ 4
Approach
2 3
a. Number of
change intervals
per hour
b. Left turn capacity
on change interval,
'" in vph
.s:: c. G/C
~ Ratio
~ d. Opposing volume
~ in vph
<( e. Left turn
capacity on
green, in vph
f. Left turn
capacity in vph
(b + e)
g. Left turn volume
in vph
h. Is volume> capac-
ity (g > f)?
Step 5. Assign Lane Volumes,
in vph
~:I'O"h 3
_ )l
il "U ~ 1~<(1
j}-19~ "'.....;
~~
I A""J.
4
Step 6b. Volume Adjustmentfor
Multiphase Signal Overlap
Possible Volume Adjusted
Probable Critical Carryover Critical
Phase Volume to next Volume
in vph phase in vph
,..
'I
Step 7. Sum of Critical Volumes
-70'+ + -!.:.;.:::. + II ~ +
. -
=
ill.:?
vph
Step 8. Intersection Level of
Service
(compare Step 7 with Table 6)
W
Step 9. Recalculate
Geometric Change
Signal Change
Volume Change
Step 3. Identify Phasing Step 6a. Critical V o/umes, in vph Comments
I (two phase signal)
~~rO"h3L
-- I
I I
1 ~ II
I
.... I I A",o"kl
...
f
r A1_ A3 ~ B1 r B3j
A2_ A4 t B2J B4 l.-
8-8
Critical Movement Analysis: PLANNING
Calculation Form 1
,. fttersection U \\.j \ D rJ {;i; f}, ~ G~! U~1S"/
Problem Statement 1=,,(1 ';... -;-\ 7-.) ~ : P:.A; '_rC
,:.....~ ;
, J
,
Step 1. Identify Lane Geometry Step 4. Left Turn Check
Approach 3
~~.
Approach
2 3
~
r.
0 '1'
.. --l
0
a.
a. -'"'
<{ '~
a, Number of
change intervals
per hour
b. Left turn capacity
on change interval,
(\/ in vph
.c c. G/C
lil Ratio
o d. Opposing volume
is. in vph
:t e. Left turn
capacity on
green, in vph
f. Left turn
ca pacity in vph
(b + e)
g. Left turn volume
in vph
h. Is volume> capac-
ity (g > f)?
I
1
Approach 4
Step 2.
-
,\ .
"-~III
",t'-
'" ,~ !'.
...... 1.\ ~
II n II
I- J: l-
II: I- ..J
i~
Identify Volumes, in vph
Step 5. Assign Lane
in vph
~ APP, ,~'"'
t
.' 4-~
. \\
~ ,,~ I
rr' _ T
-a -...J - N
as ,
~ 4E(:0
<( ".7(1.-r"1 ?, j~
1'1'" t1 "
.....
q;)
st"
i"-L
Approach 4
Volumes,
Approach 3
t
RT = .e.-
TH=~
LT=~
4, (7 '.,
LT=~
TH = -e-
RT=tJ...!.!J..
APproac~ 4
11
.:::,1, -I, -I
: :': ~t
II II II
I- J: I-
..J I- II:
11
~-
e:
, .
,'.
. .
Design Hour
';'\//1
s'\;o
"-i~ . c'"
I ,.,/ ~
.:.:~_-. I~_~,.; (,/ ';;~ 'T"" r'"'~' j
4
Step 6b. Volume Adjustmentfor
Multiphase Signal Overlap
Possible Volume Adjusted
Probable Critical Carryover Critical
Phase Volume to next Volume
in vph phase in vph
"'?
I
.
--f
(
Step 7., Sum of Critical Volumes
( ?-): :".' ... ": "
~--' +--r..::: + ~= +
. //:"5") ,
" f .~ 7 i' + I =;
= '. vph \. . c ,
Step 8. Intersection Level of
Service
(compare Step 7 with Table 6)
~l~ I
, ,
Step 9. Recalculate
;-;-,
Geometric Change
- .-
Signal Change
Volume Change
Step 3. Identify Phasing Step 6a. Critical Volumes, in vph Comments
I I (two phase signal)
J, ~ App,p"h' L
. t
I ;r; I ..
I 3 I
I I ~~ . iI
! I I
.,.. I I ILl
,q
A1_ A3 ~ 81 r 83j
A2- A4 t 82.J 84 I.. Approach 4
8-9
Critical Movement Analysis: PLANNING
Calculation Form 1
~: fttersection
Problenn Statennent
I ) f" I' )
'JJ /."J
} ~ ".
v' -
.i;
.. I. ! " _
)r.';;V
r=:v'
p(~ ~ ~! C "~-~
1::.-":': r'.
~-- ."
I' ; ~,,'"
p,- iJ ':::
Step 1. Identify Lane Geometry Step 4. Left Turn Check
(, ppro,,' ,
--Y1
.-
~
0 -1
III
0
Ci 'J,
c.
<(
~
I App~oh 4
Approach
2 3
a. Number of
cha nge interva Is
per hour
b. Left turn capacity
on change interval,
(\j in vph
.r::. c. G/C
g Ratio
o d. Opposing volume
2: in vph
<C e. Left turn
capacity on
green, in vph
f. Left turn
capacity in vph
(b + e)
g. left turn volume
in vph
h. Is volume> capac-
ity (g > f)?
Step 2. Identify Volumes, in vph Step 5. Assign Lane Volumes,
in vph
RT=~~. ~roach3
TH = ::) - ,- . ~
. -~
LT= --I. ~ ~~ J 1
'" '" ,:::- / All. ...~
o 0 '" .,-.l'
Q. ~ :i- :~
~ <C 2.1-:]" ~ .I-.
~hl'\1 I :1
"t~:J ~
1111 II L
~ ~ Ii: Approach 4
I-I :~:I ~I Approach 3
"- " t
"". ----
\,
..I. " n "
I- 1: I-
a: I- ..J
l~
LT= '5""1
TH = :,:;:.
RT=~ APproaJ 4
Step 3. Identify Phasing
l~.
A1 _ A3 ~
A2_ A4 t
:ft
,
j
~
~
;.
r
~
11
r-
i.; -1
r .-"'"
- ;;,- ;.....
Design Hour
.:... /'JI
t::"'rLE:6 (2! dHi
..-.
Al':(I:.!,(: ~H '~:;c
4
Step 6b. Volume Adjustmentfor
Mu/tiphase Signal Overlap
Possible Volume Adjusted
Probable Critical Carryover Critical
Phase Volume to next Volume
in vph phase in vph
-
-
..
..)
I
Step 7. Sum of Critical Volumes
-:~1
(' " ,
+ ...; - .?
.
+ := I
+
- '1 It.f
vph
Step 8. Intersection Level of
Service
(compare Step 7 with Table 6)
@]
Step 9. Recalculate
Geometric Change
Signal Change
Volume Change
Step 6a. Critical Volumes, in vph Comments
(two phase signal)
81 r 83 i
82 J 84 l.
~ 4P'P"" L
~ II
I APprooot,1
B-10
f't;"""'1"
I"'
j
.,'1
..
M
Example 1
Intersection
Critical Movement Analysis: PLANNING
Calculation Form 1
LI~COLN AND CO.-tHEeGE
Design Hour
4:30 -5
Problem Statement FIND EO)(I~TII-.l(" LOS. CA.W LT BE 1-I"'-t-JDLeD W IHl 2 ~
Step 1. Identify Lane Geometry Step 4. Left Turn Check Step 6b. Volume A djusb
Multiphase Signal
~t""'h3~ Approach Possible Volume
Probable Critical Carryover
1 2 3 4 Pha se Volume to nexl
U~~T a. 1\iumhcr of in vph phase
change int~rvals 40 10 40 4-0
per hour
O. Left turn capacit\ 2-~
on change intcrvitl. eo Be> Bo eo
-~ ~=T in 'ph
.c _.<: c G/C .55 .55 .45 .+5
u _ ~ Ratio
Cl -'" y- 2 d. Oppo\ing \ oil/me 910 15~ 530 ~3o
~ - a. in \ph
a. _ a.
4~~ c. I.eft turn
capacity on 0 0 ID 210
greell, in \ ph
~ I f I.cft turn
~ I capacity in \ph 80 8D '0 Z'O
(0 + c)
~ I g.. Lcft {urn \oIUIllC 50 +0 90 120
\J Approach 4 in \ph
h. h \oIUIllC > capac- No ~o N: No
it, (I' > II"
Step 2. Identify Volumes, in vph Step 5. Assign Lane Volumes,
in vph
Approach 3 ~~IPProaCh3 L
+ RT = _ 1-0
TH = 84~
LT =~ t591
N
.<: .<: ..- 'I-~S .<:
~ g :=:J:?f - ~
2 2 ------ ~D 4<> ~ 2
2: 2: 1'J5 -- 2:
t ~~~ I~ ~r
Approach 4 '..J I- a: Approach 4'
~I~l~l
!I It II
I- I I-
a: I- ..J
l~
LT=~
TH=~
RT=~
Step 7. Sum of Criticall
"1 ')~ + 4-0 + 355 +
/31D
vph
Step 8. Intersection Lev
Service
(compare Step 7 with Tablr
~
Step 9. Recalculate
ADO L T l
Geometric Change A PPll.D"'Glle~
Signa I Cha nge
Volume Change
Step 3. Identify Phasing 2. 4>
Step 6a. Critical Volumes, in vph Comments
(two phase signal) lJKon~ 'Tl1"'- L-E-FI Tu~ 1:0
I~<-I
I ~ t I
I I
1 I
I I
I I
A1 _ A3 ~
A2 - A4 t
'" \ Bl. or Az. B I
~-r2L
:;;~ \ ~--- ~
g \ _ u
o '- ----40 Cl
~ _!?~-=-~ ~t ~
I~tl
A' 134 or t>v+B3
81 r 83 i
82 ---1 84 l..
FOR- kPPR-o,.,c--H 3 E4'uM..'
~P"'c.-'TY
-'
Critical Movement Analysis
PLANNING Applications: Example 1
Problem
Lane configuration and peak hour volumes are shown
on Calculation Form 1 for an existing urban
intersection. The following three questions must be
answered:
1. What is the intersection level of service?
2. Can left turns be handled without installing
an exclusive phase?
3. If left turn lanes are added on Approaches
3 and 4 what changes, if any, may be expected in
the level of service?
Analysis
Step 1. Identify Lane Geometry. Existing lane
configuration is shown on Calculation FOrnI 1.
Step 2. Identify Volumes. Existing peak hour
volumes (vph) are shown on Calculation Form 1.
Approaches are numbered 1, 2, 3, and 4, from the
west, east, north, and south, respectively.
Step 3. Identify Phasing. A two phase signal
operation exists.
Step 4. Left Turn Check. A 90 second peak hour
cycle length is used. Forty cycles per hour timas
2.0 left turns per cycle result in 80 left turns per
hour rmde on the change interval. Additionally, left
turns made through opposing traffic on the green
interval, assuming a 0.55 G/C ratio for Approaches
I and 2 and a 0.45 G/C ratio for Approaches 3 and 4
are calculated by the formula:
V L = (G/ C)( 1200) - V O'
For all directions, the capacity for left turns
is equal to or greater than left turn demand.
Therefore, the two phase signal operation is
adequate. Note that for left turns fran Approach 3,
demand and capacity are equal at 90 vph.
Step 5. Assign Lane Volumes. For Approaches 1
and 2, left turn volumes are assigned to the left
turn lanes and through plus right turn volumes are
di vided equally between the rEmaining lanc"S.
For Approaches 3 and 4, factors fran Table 3 are
used to convert 90 and 120 left turns (with 530 vph
and 330 vph opposing, respectively) to 180 and 240
pch, respectively. Thus, a total pch volure of 510
(from Approach 3) and 770 (from Approach 4) is
computed. On a per lane basis, 255 pch and 385 pch,
from Approaches 3 illld 4, respectively, are computed.
17
For Approach 3, the left lane is assigned 255
pch, of which 100 pch is due to left turn vehicles.
The right lane is also assigned 255 pch, comprised
of through and right turn traffic. Therefore, the
left lane carries 165 ~ (90 left turns plus the
difference b2tween 180 and 255) and the right lane
carries 255 !Ilt!. .
For.Approach 4, the left lane is assigned 385
pch, of which 240 pcb are due to left turn vehicles.
Table 6. level of Service Ranges
PLANNING Applications (in vph)
Level Maximum Sum of Critical Volumes
of Two Three Four or
Service Phase Phase more Phases
A 900 855 825
B 1050 1000 965
C 1200 1140 HOO
0 1350 1275 1225
E 1500 1425 1375
F ---------not applicable---------
OPERATIONS AND DESIGN Applications (in pch)
(deleted)
The right lane is also assigned 385 pch, comprised
of through and right turn traffic. Thus, the left
lane carries 265 ~ (120 left turns plus the
difference between 240 and 385) and the right lane
carries 385 ~.
The per lane volumes are entered in Step 5 of
Calculation Form 1.
Step 6. Critical Volumes. Critical voll.llIes for
phase A 1 A2, on Approaches 1 and 2, is 795 + 40 LT or
455 + 50 LT. Use 835. Critical Volumes for phase
A3A4 on Approaches 3 and 4 is 255 + 120 LT or 385 +
90 LT. Use 475. These volumes are graphically shown
in Step 6A on the form.
Step 7. Sum of Cri tical Volumes. The sum of
critical volumes is 835 + 475 or 1310 vph.
Step 8. Intersection Level of Service. Using
Table 6, this value falls within the range of 1201
to 1350 vph or Level of Service D for two phase
signals. The left turns can be handled using the
geometry shown and a two phase signal.
Step 9. Recalculate. To determine the effect
on level of service of adding left turn lanes on
Approaches 3 and 4, return to Step 1 and recompute.
(Continued)
r
fO'
~.
il>1WM
h;"/~:I
Critical Movement Analysis: PLANNING
Calculation Form 1
Example 2
Intersection
UNIIIE~SIT'1' A~D t'I APLE
Problem Statement FI"-ID EX. I::.TI tH=J LOS
Step 1. Identify Lane Geometry
UNl'E~mJ}lr~
~~ ~~--- '"
J::. -- - - J::.
U ~ ~
'" - 0
e _____ Q
2: - - - -:! ~
<( -----
---:1 r"!t11
~I~
~ Approach 14
Step 4. Left Turn Check
Approach
123
4
4::;0- 5::
Design Hour
Step 6b. Volume Adjustr
Multiphase Signal
Possible Volume
Probable Critical Carryover
Phase Volume to next,
in vph phase
BZe\ \2.0(. szy If{)-IZo'' Ill:
AZel 1'-0 (61) ~1o-1(i)"ZI<
Alt...7.. =t~AI) oil Zloll'\z..)
MB3 2.00 l fA) ll:J)-l..J:>o~&
Mf'>) 1,0(\;3) 400 -bO:?'\C
l\3~ 32-5(A3) of. 3Ao lA
Step 2. Identify Volumes, in vph Step 5. Assign Lane Volumes, Step 7. Sum of Critical
in vph
~ Approach 3
RT=~ ,~I L
TH = 1000 I "
L LliJg- JX:~ ~ ".
'" ~ pc> W;; ZOo 'l)J> ~-i\% - '"
~ t ~ ~~ - -5
'" '" u.o~ '"
o 0 I~ 0
a. a. =1,.-0::;. a.
~~~ JiLl
81~1~1
Approach 3
+
11 II II
I- I I-
a: I- -'
\~
LT=~
TH = \1-30
RT = 4l:o
APproact 4
a. Number of
cha nge interva Is D J.,
per hour 0,
b. Left turn capacity
on change interval.
in vph
c. G/C
Ratio
d, Opposing volume
in vph
e. Left turn
capacity on
green. in vph
f. Left turn
capacity in vph
(b + e)
g. Left turn volume
in vph
h. Is volume> capac-
ity (g > fl"
200 + =t?D + 2(00 +
1(,;,10
vph
Step 8. Intersection Lel
Service
(compare Step 7 with Table
FA"LLJ~E ~
E
Step 9. Recalculate
\ Tt\e.tl LA~f--1
Geometric Change \ t.1 '-^'le-"l'f
Signal Change
Volume Change
Step 3. Identify Phasing exp Step 6a. Critical Volumes, in vph Comments
IJ' r I BZl>l (two phase signal) jf I N1 t:~:;ecTI 0 ~ 'N IL.L NO'
~ 4",0",h3 L ol'~e.^\E vJ I n~oUT \lEV
I~ at. r I ^18Z Ol A2BI L\>ueo.ES Au f) ~c e:ss.c v {
I~<-I AI A,1.
I\.') I ~ e>'3 \~ 6~ ii
I~~ Oll-\ t\ A? B'l- 01. A4 B3
I t f I A3M I A""o",hl
A1_ A3 ~ 81 r 83i
A2- A4 t 82J 84 l-
1
Critical Movement Analysis
PLANNIN G Applications: Example 2
Problem
Lane configuration and design hour volumes (with
left turn lanes on all approaches) are shown on the
calculation form for a major new suburban
intersection. The following information is needed.
1. The whole intersection level of service if
an eight phase signal operation is used.
2. Olange in level of service if an additional
through lane is added to Approaches 3 and 4. and
a right turn lane to Approaches 1 and 2.
A nalys;s
Step 1. Identify Lane Geometry. The assumed
lane configuration is shown on the form.
Step 2. Identify Traffic Volumes. Design hour
volunes are shown on the form.
Step 3. Identify Phasing. An eight phase
signal is planned, with left turn arrows for each
direction. The left turns are allowed only on the
arrow (in a protected mode).
Step 4. Left Turn Check. Each left turn
moVEment has a protected phase. Therefore, the left
turn check is not needed.
Step 5. Assign Lane Volumes. Left turns are
assigned to left turn lanes and through plus right
turn volumes are distributed equally to the
remaining lanes.
Step 6. Critical Volumes. Using Step 3, the
phase sequence which most likely will appear under
the volunes of Step 5 is: B2B1, A2B1 , A1A2, B4B3.
A4B3, and A3A4. For example, since left 'burn volume
from Approach 2 (B1) is greater than left turn
volume from Approach 1 (B2), B1 will continue
receiving a green arrow after B2 has been
21
Table.6. level of Service Ranges
Level
of
Servi ce
PLANNING Applications (in vph)
Maximum Sum of Critical Volumes
Two Three Four or
Phase Phase more Phases
A
B
C
D
CD
F
900
1050
1200
1350
1500
825
965
1100
1225
1375
855
1000
1140
1275
1425
---------not applicable---------
OPERATIONS AND DESIGN Applications (in pch)
(deleted)
terminated. Thus, A2B1 is selected as the most
probable phase, rather than A1B2.
Using the most probable phase sequence, the
through plus right turn volume which moves during
the concurrent display of a left arrow is subtracted
from the total through plus right turn volume and
the remaining volume is carried over to the next
phase. This calculation is listed in Step 6b on the
form.
Step 7. Sum of Critical Volumes. The sum of
critical lane volunes for all phases is 120 + 160 +
7'.)() + 200 + 60 + 340, or 1610 vph.
Step 8. Intersection Level of Service. Using
Table 6, the critical sum of 1610 vph falls beyond
Level of Service E (1375 vph) for eight phase controL
Therefore, the intersection will not.operate without
unacceptable delays.
Step 9. Recalculate. Return to Step 1 and
recalculate to determine the effects of adding a
through lane on Approaches 3 and 4, and a right turn
lane on Approaches 1 and 2.
(Continued)
I
o
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l
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'1
.1
~
Critical Movement Analysis
(Example 2)
Note: "(R)" denotes a recalculation.
Step 1(R). Identify Lane Geometry. The new
lane geanetry ~ be analyzed is shown on the form.
Step 2(R). Identify Volumes. Design hour
volunes are shown on the form.
Step 3(R). Identify Phasing. An eight phase
signal is assumed, with left turn arrows for each
direCtion. left turns are allowed only on the arrow
(in a protected mode).
Step 4(R). Left Turn Check. Each left turn
movement has a protected phase. Therefore, the left
turn check is not needed.
Step 5(R). Assign Lane VolUIreS. left turns are
assigned to left turn lanes and right turns are
assigned to exclusive right turn lanes, on
Approaches 1 and 2. Remaining volumes are
distributed equally to the remaining lanes.
Step 6(R). Cri tical VOlUIreS. Using Step 3, the
phase sequence which most likely will appear under
volumes of Step 5 is; B2Bl , BIAl . AIA2 , B4B3 , A3B4 ,
and A3A4. For example, since the left turn volure
from Approach 2 (Bl) is greater than left turn
volume from Approach 1 (B2), Bl will continue
receiving a green arrow after B2 has been
terminated. Thus, A2Bl is selected as the most
probable IiJase, rather than AIB2.
Using the most probable phase sequence, the
through plus right turn voll.llre (except where right
turns have an exclusive lane) which moves during a
left arrow is subtracted from the total through plus
right turn voll.llre and the remaining voll.llre is carried
over to the next phase. Note that exclusive right
23
Table 6. Level of Service Ranges
Level
of
Servi ce
A
B
C
D
C0
F
PLANNING Applications (in vph)
Maximum Sum of Critical Volumes
Two Three Four or
Phase Phase more Phases
900 855 825
1050 1000 965
1200 1140 1100
1350 1275 1225
1500 1425 1375
---------not applicable---------
OPERATIONS AND DESIGN Applications (in pch)
(deleted)
turn lanes are not included in the critical volUID2
analysis when right turns on red are permitted unless
the analyst considers this lane to be critical. In
this exanple, right turns on red are permitted.
Step 7(R). Sum of Critical VolUID2s. The SlDTI of
critical volumes for all phases is 120 + 160 + 577 +
200 + 00 + 217, or 1334 vph.
Step 8(R). Intersection Level of Service.
Using Table 6 1334 vph falls within the range of
1226 to 1375, for level of Service E for eight phase
control.
Step 9(R). Recalculate. Recalculations could
be made to determine the improvement in level of
service from other geometric or signal changes, such
as addition of double left turn lanes.
....
....
! I
24
Critical Movement Analysis
OPERATIONS AND DESIGN Applications: Procedure
The OPERATIONS AND DESIGN application of Critical
Movement Analysis allows for specific adjustments to
be made for traffic and roadway conditions. In
essence, there are five adjustments, related to the
following factors: vehicle mix, peaking
characteristics, turns, lane utilization (i.e.,
volume distribution) and lane width.
This procedure follows a similar pattern as the
PLANNING application, but works in passenger car
units (pch) rather than in nixed vehicle units
(vph) . The level of service is taken fran Table 6,
using the listing for this application.
The OPERATIONS AND DESIGN procedure can be used
for determining the following:
1. What is the operational level of service for
a signalized intersection, given information on
denand volume, lane configuration, signal
opera tion, and traffic and geometric cond i tions?
2. What will be the effects of geometric or
traffic signal operation changes on intersection
level of service?
3. What changes are necessary at an
intersection to achieve a desired level of
service, given a known demand volume?
Step-By-Step Approach
The procedUl~ uses a step-by-step approach which is
briefly explained below, and sho.vn in Figure 3.
Step 1. Identify Lane Geor.etry - the assuned or
known lane configuration for each approach is
'identified. Lane widths are noted for all lanes.
Step 2. Identify Hourly Volumes the design
volume (or existing volume) is identified by llDve-
ment (in vph) for each approach. The percentage of
trucks and through buses and the nurri:Jer of local
buses is also indicated for each approach.
Phasing. Movements
information shown
are i,'
in St,
Step 3. Identify
tified according to
of the form.
Step 4. Left Turn Check - for an assUl
phasing with no left turn phases, a check is mad.
the probability of clearing the identified left 1
volume. On the change interval, 2.0 times
nur.ber of cycles per hour gives the maximum nun1'
of lefts that can clear on the change interval.
90 left turns per hour if no information on num
of cycles per hour is available. Additionally,
number of vehicles per hour that can clear thro
opposing traffic during the green interval
estimated by:
VL = (G/C)(1200) - Vo
where:
G/C = Green time/Cycle time ratio for opposil
flow (Vo). If no other design informa
is available. estimate by lane volume
ratio.
Vo Volume of opposing through plus right
traffic. in vph. (Right turn volumes
be excluded from Vo if the exit is wid
enough to minimize interference with V,
Note that the green time in the G/C rati(
considered to be the green interval plus cha,
interval. Use 0.50 as a value for G/C if no O.
design information is available.
If the sum of the two left turn volu
described above is less than the analysis volum.
separate left turn phase can be considered,
returning to Step 3. If the sum is greater than
left turn analysis volume, no special left 1
phasing needs to be considered and the anal)
moves to Step 5.
The purpose of the left turn check i,
determine whether all left turn movements
controlled by an exclusive turn phase CUI
accommodated. If not, the assumption on sig
phasing can be changed to provide for left 1
Figure 3. Procedure for Critical Movement Analysis, OPERATIONS AND DESIGN Applications
Step I. Identify
Lane Geometry
Step 2. Identify
Hourly Volumes
Step 3. Identify
Signal Phasing
Step 4, Left
Turn Check
Step 5. Develop
Passenger Car
JI o/umes
Step 6. Calculate
Period Volumes
i I
L_______J
(R)
Step 12. Recalculate
Step 11. Intersection
Level of Service
Step 10. Sum of
Critical V o/umes
Step 7. Turn
Adjustment..
Step 9b. Volume
Adjustment fo< Multi-
phase Signal Overlap
Step 9a. Calculate
Lane Volumes
Step 8. Adjw-ted
Volumes
If
i;
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l
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Critical Movement Analysis
lIlOV'es to Step 5.
The purpose of the left turn check is to
determine whether all left turn movements not
controlled by an exclusive turn phase can be
accommodated. If not, the assumption on signal
phasing can be changed to provide for left turn
phasing. In many cases (e.g., analysis of existing
colrlitions), no change in phasing is assuned and the
analysis continues, with the analyst knowing that
the non-satisfied left turns will create operating
difficulties and be subject to excessive delay.
Step 5. Develop Passenger Car Volurres - hourly
volumes (HV) in mixed traffic terms (vph), are
converted to an equivalent number of passeLger cars
per hour (pch). Each through bus and truck is 2.0
PCE, each passenger car or motorcycle is 1.0 PCE and
each local bus (those with a designated stop at th8
intersection) is 5.0 PCE. The volumes, in pch, are
computed for each traffic movement (e:g., left turn,
through. and right turn) served by one or more
lanes .
PCV HV + T(HV) + 4(LB)
where:
rcv Passenger Car Volume, in pch
HV Hourly Volume, in vph
T Trucks + Through Buses, as a decimal
percentage of HV
LB Local Buses (buses which have a scheduled
stop at the intersection) per hour
Step 6. Calculate Period Volumes - from the
passenger car volumes, design period volumes are
calculated. The following formula is used:
PV PCV/PHF
where:
PV Period Volume, in pch
PCV Passenger Car Volume, in pch
PHF Peak Hour Factor
A PHF of 0.85 to 0.90 is average for many urban
streets. The period volume implies that the
analysis is based on a peak flow rate within the
peak hour. The peri<Xl volumes are assigned to each
movement served by one or more lanes.
Step 7. Turn Adjustrrents - the period volumes
are adjusted to account for turning movements.
For left turns, there are two general cases.
First, for left turns made from left through lanes,
a PCE value is obtained from Table 3, item3 1 or 2.
Item 1 is applied for cases with no turn phase where
the opposing traffic (from Step 2) is the principal
determinant of the PCE value. Item 2 is applied in
cases where a turn phase exists and the turning
movement is the determinant.
Second, for situations with an exclusive left
turn lane, PCE values are taken from Table 3, item3
3 and 4. For left turns having no phase (item 3),
the opposing volurre must be detennined, fromStep 2.
25
For turns made on an exclusive phase (item 4), a
single PCE value (1.05) is used to account for the
effective increase in volume due to the turn.
The peE values obtained are multiplied by the
appropriate left or right turn volume to obtain a
total PCV vol\Jlle (in pch).
Step 8. Adjusted Volumes - the pev volumes from
Step 7 are multiplied by "lane utilization" factors
(U, from Table 5) and by "lane width" factors (W,
from Table 2).
For movements having more than one lane, the
average of the lane widths is used to enter Table 2.
This averaging is a simplifying assumption for this
method. Note that only the width available to moving
vehicles is used. For example, asSUIIE that an in-
tersection approach has two lanes for through plus
right turn traffic. One lane is 11 feet (3.4 m)
wide and the other is 18 feet (5.5 m) wiele, with 5
feet (1. 5 m) striped for a bike lane. The average
lane width would be (11 + 18 - 5) /2 = 12 feet (3.7
m). The 12 feet (3.7 m) would be used to enter Table
2.
The lane utilization and lane width adjustments
result in a final passenger car per hour (pch) vol-
UIIE for each movement carried by one or more lanes
at the intersection. This volUIIE, in pcb, has been
derived by applying five adjustments to the base
volume in vph.
Adjusted PCV = U x W x PCV
Step 9. Calculate Lane Volumes - the adjusted
volume for each movement, from Step 8, is divided by
the number of lanes available for the movement in
Step 9a. For exarrqJle, if a left turn lane is provided,
one (1) lane is available for that left turn movement.
If two additional lanes, for through and right turns,
are provided on the same intersection approach, then
two lanes would be used for the through plus right
turn adjusted volume. For the special case of a
double (two abreast) left turn lane, two (2) lanes
are used and the lane utilization adjustment accounts
for volume inbalance by lane. The conputation for
lane volume, in pch, is as foll=:
Lane Volume = Adjusted PCV ~ Number of Lanes
For analysis of two phase signals, only Step 9a need
be cOlTpleted. For signals having multiphase (three
to eight phases) operation a calculation of probable
phasing and adjusted critical volumes in Step 9b is
necessary. The most probable phase sequence repre-
sents the sequence of a mul tiphase signal lIDst likely
to occur under the volume condi tians assigned in Step
9a.
The "volUIIE carryover" computation is perfonned
by subtracting the through plus right turn volurre
which moves during a left arra.v from the total through
plus right turn volUIIE for that movement. The re-
mainder is carried over to the next "probable" phase.
The "adjusted critical volume", in pch, is then selec-
for each probable phase.
26
Critical Movement Analysis
Step 10. Sum of Critical VOlUllES -' using Table
9, the critical caIbination of lane volmes for each
of two streets is deternrined. The nDVenEIlt descrip-
tions in Table 9 relate to Figure 4. Footnote c in
Table 9 makes an important distinction between this
OPERATIONS AND DESIGN application and that of
PLANNING. Care rrn.lSt be exercised in carefully fol-
lowing the cri tical VOlUllE surrmation procedure given
in Table 9.
Step 11. Intersection Level of Service - using
the sum from Step 10, a comparison with level of
service values given in Table 6 is made. based on
the type of signal phasing used for the analysis.
Step 12. Recalculate - changes can be made in
the assumed lane geometry, signal phasing, or
volunes and a recalculation made--Steps l(R) through
l2(R).
Summary
The step-by-step approach described above is
illustrated on Calculation Form 2. Two example
problems utilizing this form are presented on the
following rages.
Figure 4. Identification of Intersection Movement~
Approach 3
.
,-
C")-.;t
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Approach 4
Table 9. Combining Critical Movements, OPERATIONS AND DESIGN Applications
Signal Phasing and Intersection Geometry
One phase, no left turn bay
~
One phase, with left turn bay
Two phases, no overlap, with left turn bay
1. Leading or lagging left turns, from both
directions
2. Leading or lagging left turns, from one
direction
Two phases, with overlap, with left turn bay
1. Leading or lagging left turns, from both
di recti ons
2. Leading or lagging left turns, from one
direction
Approachesa
Critical Movementsb
1 and 2
3 and 4
1 and 2
3 and 4
AIB2 or A2Bl
A3B4 or MB3
Al or A2 or Bl or B2
A3 or A4 or B3 or B4
1 and 2
3 and 4
1 and 2
3 and 4
Al or A2 + Bl or B2c
A3 or A4 + B3 or B4c
Bl + Al or A2d
B3 + A3 or Md
1 and 2
3 and 4
1 and 2
3 and 4
Al + Bl or A2 + B2
A3 + B3 or A4 + B4
Bl + Al or A2d
B3 + A3 or A4d
aSee Figure 4 for an identification of intersection movements and approaches.
bBy approach, on a per lane basis. Select the maximum of the alternatives shown.
cNote that the critical volume on a given street is the single highest volume. Combining through traff
and opposing left turns is not done in OPERATIONS AND DESIGN applications. This is a major differenc
between these applications and PLANNING applications. Messer and Fambro have established, through ac
tual use of the method (particularly, the identification of critical volumes) that the results have
conceptual validity and are useful for design work.
dAssume arrow is for movements B1 and B3. Other combinations are possible, depending on intersection
confi gura ti on.
Source: W. R. Reilly (NCHRP 3-28), based on Messer-Fambro (~).
APPENDIX C
PRELIMINARY PROJECT ORA WINGS
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