440-456 Llewellyn Ave. (84-03)
?- ,/1
/ L t!. y-L --:L_-" ,
TRAFFIC SIGNAL INSTALLATION--LLEWELLYN AND HAMILTON AVENUES
RECOMMENDATION: That the City Council adopt a resolution authorizing an
agreement between South Bay Construction Company and the City of Campbell
for the installation of a traffic signal system at Llewellyn and Hamilton
Avenues.
DISCUSSION: In August of 1984 an ordinance was approved by the City Council
for plans, elevations, development schedule, and conditions of approval for
a two-story office building to be located at 440 and 456 Llewellyn Avenue.
One of the conditions of approval was that the applicant must enter into an
agreement with the City ofr,Campbell to provide for the design and construc-
tion of a traffic signal installation at Llewellyn and Hamilton, inter-
connected to the signal system and Hamilton and San Tomas Expressway.
The requirement for the installation of a traffic signal system was based
upon the findings of a traffic study prepared by the applicant's consulting
traffic engineer in conjunction with the appl ication submitted to the
Planning Commission and the City Council for the proposed development. The
applicant and the Ci.ty staff mutually agreed that a traffic signal would be
required at this location in order to accommodate the proposed offic complex.
The agreement.provides for the traffic signal to be constructed by the
developer prior to the building occupancy for the new office complex, with
the provision that the City will reimburse two-thirds of the cost of the
traffic signal installation after the project is completed and accepted.
The basis for the two-thirds/one-third participation was arrived at by an
analysis of the existing traffic conditions at the intersection and traffic
projections estimated in conjunction with the new development. There are
no funds currently appropriated for City participation in a traffic signal
at this location; therefore it would be necessary for the City Council to
appropriate funds for this purpose in the 1985-86 fiscal year budget in
order to fulfill the reimbursement provision of this agreement.
Additionally, it should be noted that the installation of this traffic signal
will require the construction of median islands along the Hamilton Avenue
frontage of the Best Products development that will modify the current traffic
movements. The installation will also include an interconnect of the signal
at Darryl Drive to the signal at San Tomas Expressway in order that the new
signal and the existing signals will function together more efficiently.
The cost of the Darryl Drive interconnect will be borne by the City in ac-
cordance with previously appropriated funds.
COST: $77,000.00
.
PREPARED 8Y
Pub 1 i c Works
AGENDA November 6, 1984
RESOLUTION NO.
BEING A RESOLUTION AUTHORIZING EXECUTION
OF AGREEMENT WITH SOUTH BAY CONSTRUCTION
AND DEVELOPMENT COMPANY, INCORPORATED
WHEREAS, South Bay Constructioh and Development Company, In-
corporated, has submitted to the City Council of. the City of
Campbell an agreement which covers certain conditions of ap-
proval of the development of their real property at 440 and
456 Llewe 11 yn Avenue.
NOW, THEREFORE, BE IT RESOLVED by the City Ceuhcil that the
Mayor be, and he is hereby, ,authorized to execute said agree-
ment on behalf of said City, .
PASSED AND ADOPTED this
1984, by the following vote:
day of
AYES: Counc i I men:
NOES: Councilmen:
ABSENT: Councilmen:
APPROVED:
Mayor
ATTEST:
Anne G. Coyne, City Clerk
A G R E E MEN T
THIS AGREEMENT (identified as No. ), made and entered into this
day of , 19 , by and between SOUTh BAY
CONSTRUCTION AND DEVELOPMENT COMPANY, INCORPORATED, hereinafter referred
to as "Owners," and the CITY OF CAMPBELL, a municipal corporation of the
County of Santa Clara, State of California, hereinafter referred to as
"City."
WHEREAS, City granted conditional approval of Owners' appl ication to
desc r i bed
recorded , 19 , and filed in Book
at page in the office of the County
County of Santa Clara, State of California, which property is
referred to as "said real property";
upon that certain real property
of
Reco rde r ,
hereinafter
NOW, THEREFORE, IT IS MUTUALLY AGREED TO by and between the parties
hereto as follows:
(I) Owners shall obtain a bona fide bid from a responsible contractor,
who is acceptable to City, to install traffic signalization at the inter-
section of Llewellyn with Hamilton Avenue, including interconnection to
the existing traffic signal control systems at San Tomas Expressway and
Darryl Drive--Hamilton Avenue intersections, along with median islands
as necessary, in accordance with plans approved by the City Engineer.
Owners shall complete construction of the required improvements prior to
the issuance of occupancy permits for the proposed buildings.
(2) City reserves the right to reject the bid obtained by Owners, in
toto or in part, if City finds the bids unacceptable for any reason.
(3) If the bid obtained by Owners is acceptable to City, City agrees to
reimburse to Owner two-thirds (2/3) the cost of improvements east of San
Tomas Expressway and all of the cost west of the Expressway. Such re-
imbursement shall be exclusive of the cost of preliminary design and
engineering, but include the costs of construction, engineering, and
surety bonding.
(4) Reimbursement by City shall be paid in July, 1985, provided that
the work has been completed and accepted by the City Council
I of 3
(5) If the bid obtained by Owners is unacceptable to City in toto or
in part, Owners shall pay to City one-third (1/3) the cost of such im-
provements that are located east of San Tomas Expressway.
The amount to be paid by Owners to City shall be calculated on the basis
of the bid obtained by Owners and shall be due prior to obtaining a
building permit.
Upon completion of the project and acceptance by the City Council of
the improvements, a final accounting shall be made by City. The amount
of contribution by the Owners shall be adjusted in accordance with the
final accounting and shall be paid within 30 days of notification.
(6) Owners shall prepare or cause to be prepared at their cost and
expense improvement plans for the construction and/or installation of
said improvements. Said plans shall be prepared by an engineer registered
by the State of California and submitted to the City Engineer of City for
examination and approval.
All of said improvements shall be constructed and/or installed in accor-
dance with those plans approved by the City Engineer and shall be made
under the supervision and inspection and to the satisfaction of the City
Engineer. Said construction and/or installation shall be in accordance
with the existing ordinances and resolutions of the City of Campbell and
to all plans, specifications, standards, sizes, lines and grades approved
by the City Engineer, and all State and County statutes applicable thereto.
Upon completion and acceptance of the improvements by City, Owners shall
provide reproducible as-built plans to said City Engineer.
(7) Owners shall pay to City, before commencing work, for office exami-
nation of improvement plans, field inspection of construction of improve-
ments and all necessary expenses incurred by City in connection with said
improvements, seven percent (7%) of one-third (1/3) of the cost of said
improvements.
(8) Owners shall file with City, before commencing work, suretyaccept-
able to City in the amount of the full cost of said improvements to
insure full and faithful performance of the construction of all the afore-
mentioned improvement work. Said surety shall guarantee that Owners will
correct any defects which may appear in said improvement work within one
(1) year from the date of acceptance of the work by City and pay for any
damage to other work resulting from the construction thereof, as well as
pay the cost of all labor and materials involved. This surety shall re-
main in effect until one (I) year after date of final acceptance of said
improvements by City. Said surety amount may be reduced by the City
Engineer after the date of final acceptance to not less than twenty-five
percent (25%) of its full value. The estimated cost of these improvements
for surety bonding purposes is calculated to be $100,000.00.
2 of 3
(9) Upon final release of said surety by City, the obI igations of
Owners contained in this agreement shall be considered null and void.
(10) Owners shall indemnify and save harmless the City of Campbell,
the City Council, the City Engineer and any and all other officers or
employees of City from any suits, claims or actions brought by any
person for or on account of any injuries or damages to persons or
property sustained during or arising out of the construction or in-
stallation of said improvements due to any acts, omissions, or negl igence
of Owners, their officers, agents, employees or contractors.
IN WITNESS WHEREOF, said City has caused its name to be affixed by
its ~ayor and City Clerk, who are duly authorized by resolution of the
City Council, and said Owners have caused their names to be affixed the
day and year first above written.
CITY OF CAMPBEL
Mayor
City Clerk
OWNERS
(Notary Certificate)
3 of 3
(
Department: Pub 1 i c Works
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CITY OF CAMPBELL
75 NORTH CENTRAL AVENUE
C AMP BEL L, C A L I FOR N I A 9 5 0 0 8
(408) 378-8141
August 21, 1984
.~...., ""...
Southbay Construction and
Development Company, Inc.
511 Division Street
Campbell, CA 95008
RE: OFFICE BUILDING--440 LLEWELLYN
Gentlemen:
Enclosed is the agreement to install a traffic signal at the
intersection of Hamilton Avenue and Llewellyn Avenue.
If you find the agreement satisfactory, please return two copies
signed and notarized. The extra copy is for your files.
If you have any questions, please contact the undersigned.
Sincerely,
Joseph Elliott
Director of Publ ic Works
James Penoyer
Engineering Technician
JP/le
encl.
Barton-Aschman Associates, Inc.
100 Park Center Plaza, Suite 450 San Jose, California 95113
408-280-6600
MEMORANDUM TO: Dick Merwin
South Bay Construction
CC: Keith Manley
City of Campbell
FROM: Jeff Damon
Robert Eckols
DATE: August 22, 1984
SUBJECT: Hamilton Interconnect Feasibility
This memorandum addresses the feasibility of providing an interconnect signal
system along Hamilton Avenue between Llewelyn Avenue and Darryl Drive. The
results presented herein are based on turning movement counts conducted on August 1
and 2, 1984; discussions with Santa Clara County and City of Campbell officials; and
our analysis using several computer-assisted traffic engineering programs to simulate _
the existing conditions and to project the feasibility of an interconnect operation at
the above-noted intersections.
The following assumptions were used in the analysis of the Hamilton Avenue
interconnect between Llewelyn and Darryl. The spacing between the intersections
were 630 feet Llewelyn to San Tomas and 680 feet San Tomas to Darryl. The speed on
Hamilton Avenue was assumed to be 40 mph. It should be noted that, if Llewelyn and
Darryl are allowed to operate at shorter cycle lengths than San Tomas approximately
half of the traffic on Hamilton will be forced to stop at San Tomas. Therefore, the
average speed of operation will be less than 40 mph.
Conversations with the County indicated a willingness to cooperate; however,
the ability to coordinate the three signals is somewhat limited by the existing
operation of the San Tomas coordination equipment. The existing Econolite system is
a traffic adjusted flow progression. Therefore, there is no fixed background cycle.
Instead traffic detectors sense a platoon upstream and insure that the main street (San
Tomas) is green when the platoon arrives at the Hamilton intersection.
The system currently makes a decision 50 seconds prior to the arrival of a
platoon at Hamilton. Between time 50 and 35 seconds (prior) the controller is allowed
to serve Hamilton, 35 seconds is the minimum time required to serve the left-turn and
through movements on Hamilton and return to serve San Tomas. At less than 35
seconds it will hold in green on San Tomas. Therefore, the main street green alone
could be timed to 115 seconds based on a maximum phase length of 75 seconds for San
Tomas through traffic.
[6]
Barton-Aschman Associates, Inc.
Based on the existing minimums at San Tomas and Hamilton, a minimum cycle
length would be approximately 50 seconds; however, generally this would not occur
during the peak hour. Based on the traffic adjusted nature of the existing system, the
cycle length can and will vary significantly during the peak. The actuated nature of
the system makes it difficult to implement a standard coordination timing technique
along Hamilton Avenue.
Using the Highway Capacity Manual method the intersections are all currently
operating at Level of Service "C" or better. However, since the intersections are
closely spaced and not coordinated, queuing problems occur due to random release of
traffic.
Analysis and Recommendations
County Staff indicated that it is possible to send a signal from the San Tomas
intersection to the adjacent intersections at the beginning of any given interval. This
function is independent of the master coordination unit along San Tomas.
The side streets (Llewelyn and Darryl) need only a small portion of the total
green time for the existing traffic volumes. Actually, the pedestrian times control the
minimums at these locations. Therefore, at these intersections Hamilton will receive
large green times as compared to the amount of green at San Tomas. It is important
to note that if a system were designed at a relatively long cycle, it could become a
problem at Llewelyn and Darryl since side street traffic would experience long delays.
It seems that the best strategy for operation would be to allow the intersections
to operate independently up to the point that the intersection of San Tomas and
Hamilton is about to release Hamilton traffic. At the point the San Tomas
intersection is to release Hamilton through traffic, it should be possible to insure
green on Hamilton at Llewelyn and Darryl. Therefore, during a long cycle at San
Tomas the adjacent intersection may go through two or possibly three cycles.
Two plans were explored based on a 120 second cycle at San Tomas and 60
second cycles at Llewelyn and Darryl. The first plan assumed non-zero offsets for the
adjacent intersections while the second plan assumed zero or simultaneous greens on
Hamilton Avenue. The time space diagrams for each scenario are included with this
memo.
The concept behind non-zero offsets is to ensure that the adjacent intersection
turn green as the traffic approached from the San Tomas intersection. Based on the
40 mph speed, approximately 10 seconds after the San Tomas intersection turns green
the two adjacent intersections should be green to allow traffic to progress. This would
ensure that traffic leaving the San Tomas intersection would be moved away from the
intersection to avoid blocking northbound and southbound traffic on San Tomas. In
essence, the system would progress traffic through two intersections along Hamilton
Avenue, San Tomas and the adjacent downstream intersection.
Barton-Aschman Associates, Inc.
Alternatively, the concept behind the zero offsets is that it is easy to
implement. It should be possible to anticipate when the controller is to serve
Hamilton at San Tomas and provide simultaneous greens for the adjacent intersections.
The need for anticipating within a variable length cycle of when an offset should be
initiated is eliminated. In addition, the time space diagrams seem to indicate that the
zero offsets, provides an early release of queued vehicles which enables better use of
the green time for vehicles approaching the San Tomas intersection from either
direction.
Regardless of the offsets the coordination of greens on Hamilton will benefit
auto users on Hamilton Avenue. By ensuring that Hamilton will be green and holding it
in green at Llewelyn and Darryl while Hamilton is green at San Tomas, maximum
capacity on Hamilton will be achieved. This will also ensure better protection against
queuing through the San Tomas intersection.
Attached to this memo are level of service calculations for each of the three
affected intersections during the AM, Mid-day and PM peak periods; time-space
diagrams with zero and non-zero (10 seconds or 8% of the 120 second cycle) offsets;
and, the summations of the turning movement counts conducted by Barton-Aschman
Associates in the course of this study.
CONCLUSIONS
In conclusion, our analysis suggests that an interconnect system is feasible and
would be beneficial to traffic movement along Hamilton Avenue between Llewelyn and
Darryl. It appears that zero offsets (simultaneous greens) would provide the most
efficient operation. It should be recognized that since the two adjacent streets to the
Hamilton/San Tomas intersection have much shorter cycle lengths, traffic will still
have a tendency to queue at the San Tomas intersection until a green is present on
Hamilton. Currently the queue is about 500 feet at its worst, and should not extend
through the adjacent intersections. However, with the limited spacing between
intersections, queuing may become a problem. Interconnection of the intersections
would help to minimize these queuing problems.
Our final conclusion focuses on the existing median opening at Hamilton/Millich-
Best Products. Because of the proximity of this intersection to the proposd Llewelyn
signalized intersection, it is strongly recommended that the median opening be closed.
Access to both Millich and Best Products would be affected. However, left-turns and
U-turns are currently permitted at San Tomas/Hamilton, and should be allowed at
Hamilton/Llewelyn. This would essentially provide a similar degree of access to the
existing driveways within a more-controlled design.
A detailed analysis of the median closure should be undertaken. We have
included a summation of turning movements at that location during the study hours as
input to the analysis.
JPD/lf
HAHI L TOH Ij\jTERCm~j\jECT FEAf:I BI L. , (
HAHI L Tm-,j & LLD,IEi...YN
At'1 DE~;I GN HOUR
Sl(3NAL/TEAPAC - CAPACITY' At',JALY~:IS HCWhSHEET
BAS I C cor,)D IT IONS:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION .30
SEl:1UENCE 11
PHASE 1
PHASE 2
<*
-k
*
+> ++++>
+ ++++
+ V
< :Ick:-k-k !
++++!
lJ !
!
!
I
! G/C= .212 ! G/C= .688 !
! G=12,73 S ! 8=41.27 S !
! '1=3.0 SEC ! '1=3.0 SEe !
C= 60 SEe
G= 54.0 SEC = 90.0% '1= 6.0 SEC = 10.0% PEO= 0.0 SEe = 0.0%
-------------------------------------------------------------------------
! ! WDTH ! CHT I ~/~
I t.'10t)~'lNT ! /U-,jS ! REF ! RECiO
! SRl.)(: I,JOLUt-'lE !
USED! C (VPH) E !
! L ! tvlAX It"1l!r'1
OHt) ! S! QUEUE
-------------------------------------------------------------------------
APPROACH E
PHF= .90 TK=
~i'/
_,i'
RT=
O.O~~ LT=
4.2% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH
LT
! 36/3! 4 .27 !
! 12/1+! 178 ! 0.00 !
.69 ! 2652 ! 3228 ! 1042 !*A !
.69! 96! 125 I 46! A !
93 FEET !
25 FEET !
-------------------------------------------------------------------------
APPROACH S
PHF= .90 TK=
Ci"
..J..-"
RT= 16. 7~;~
LT= 83.3% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT
LT
! 12/1 ! 18A !
! 12/1 ! 18A !
.01 !
.05 !
.21 !
.21 !
204! 26':,!
204! 265!
10 ! A !
50 !:k:A !
25 FEET !
33 FEET !
-------------------------------------------------------------------------
APPROACH It-J
PHF= .90 TK=
E:"~.,./
__I/O}
RT=
4.0% LT= 0.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT! 36/3! 4
.23! .69! 2652 ! 3228! 885! A! 79 FEET !
HAH I L Tm,j INTERCONNECT FEAS I B I U I (
HA~1 I L TOH 6, LLH'lEL YN
MID-DAY DESIGN HOUR
SI G~'lAL/TEAPAC - CAPACITY A~']ALYSI S ~'lOPJ5HEET
BASIC CONDITIONS:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION .23
SEQUENCE 11
PHASE 1
PHASE 2
<ok
*
*
!
I
!
I
+ > ! ~1t;"k~H )-
+ !t+++
+! l)
<tt+t!
++++!
V !
! G/C= .236 ! G/C= .664
! G=14.15 S ! G=39.85 S !
! Y=3.0 SEC ! Y=3.0 SEC !
C= 60 SEC
G= 54.0 SEe = 90.0% Y= 6.0 SEC = 10.0% PED= 0.0 SEC = 0.0%
-------------------------------------------------------------------------
! v-lDTH ! CHT ! G/C
! MOV~~T ! ILNS ! REF ! REQD
I SRI.)C I.)OLU~'lE !
USED I C (VPH) E !
! L ! r-'lA>< H'lur-'l
DHl) ! S! QUEUE
-------------------------------------------------------------------------
APPROACH E
PHF= .90
TK=
r::~"
._J/~
RT=
0.0% LT=
8.6% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH
LT
! 36/3! 4 ! .22!
! 12/1+! 17B I 0.00 !
.66 ! 2561 ! 3117 !
.66! 96! 125!
855 ! A !
80 ! A I
82 FEET !
25 FEET !
-------------------------------------------------------------------------
APPROACH S
PHF= .90 TK= 5% RT= 45.0% LT= 55.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT
LT
! 12/1 ! 18A !
! 12/1 ! 18A !
.05 !
.06 !
.24! 226! 294!
.24! 226! 294!
45 ! A !
55 !-kA I
29 FEET !
36 FEET !
-------------------------------------------------------------------------
APPROACH W
PHF= .90
TK=
~u
.1.
RT=
4.4%
LT=
o . O~.; NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT! 36/3! 4
.23! .66! 2561 ! 3117! 905 !*A! 86 FEET!
-------------------------------------------------------------------------
HAt'lI L TON INTERCOt,jNECT FEAE:1 81 L
HN'IILTON .5~ LLa,jELYN
Pivl DESI GN HOUF~
81 GNAL/TEAPAC - CAPACITY AHAL YS1 S ~,;ORKSHEET
BASIC CONDITIONS:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION
"-,"":'
. ~(
SEQUENCE 11
PHA~;E 1
PHASE 2
<*
-k
*
I
I
I
1
!
+ :> ! **-k-k :>
+ !++++
+! IJ
<++++1
++++!
V !
!
I
1
! G/C= .173 ! G/C= .727 !
! G=10.35 S ! G=43.65 S.,
! Y=3.0 SEe! Y=3.0 SEC !
C= 60 SEC
G= 54.0 SEC = 90.0% Y= 6.0 SEC = 10.0% PED= 0.0 SEC = 0.0%
-------------------------------------------------------------------------
! I ~,IDTH ! CHT ! G/C
! MOVMNT , /LNS ! REF ! REOD
! SR!.')[: IJOLur'lE !
USED! C (VPH) E !
! L ! t-1AX H'lUr--1
DHt) ! S! QUEUE
-------------------------------------------------------------------------
APPROACH E
PHF= .90 TK= 5% RT= 0.0% LT= 6.n~ NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH
LT
! 36/3! 4 .29 !
, 12/1+! 178 ! 0.00 !
.73 ! 2805 I 3414 ! 1120 ! A !
.73! 96! 125! 80! A !
87 FEET I
25 FEET !
-------------------------------------------------------------------------
APPROACH S
PHF= .90 TK= 5% RT= 50.0% LT= 50.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT
LT
! 12/1 ! 18A !
! 12/1 ! 18A !
.05 !
.05 ,
.17 !
.17 !
166 !
166 !
215 !
215 !
50 ! A !
50 l*A !
35 FEET !
35 FEET !
-------------------------------------------------------------------------
APPROACH 1--1
PHF= .90 TK= 5% RT= 7.7% LT= 0.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT! 36/3! 4
.35! .73 1 2805 ! 3414 ! 1355 l*A ! 105 FEET !
-------------------------------------------------------------------------
HAt'lI L TON INTERCONNECT FEASI 81 Ll I y'
HAr') I L TON f: SAN T OivlA S
Al"1 DESI GN HOUR
SIC3i---iAL./TEAPAC - CAPACITY At--,jAL '(:31::; ~,lORK::;HEET
BASIC CONDITIONS:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION .61
SEQUENCE 44
-------------------------------------------------
PHASE 1
PHASE 2
PHASE 3
PHASE 4
-------------------------------------------------
+ A ! + + ! + ! A
+ ++++! + + ! + ! ++++1
+> !<+ + !<+ ! <:I.:"k**l
! V ! A ++++! !
A !**"H: V !
("k * +> ! + :> ! ++++ :>
++++ * * + ! + !++++
V "k * + ! + ! I)
-------------------------------------------------
! G/C= .079 ! G/C= .500 ! G/C= .115 ! G/C= .206 !
! G= 9.45 S ! G=59.99 S ! 8=13.86 S ! 8=24.70 S !
! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC !
-------------------------------------------------
C=120 SEC
8=108.0 SEC = 90.0% Y=12.0 SEC = 10.0% PED= 0.0 SEC = 0.0%
-------------------------------------------------------------------------
! HDTH ! CHT ! G/C
! l"iOI)t'lNT ! /LNS ! REF ! REQD
! SR'.)C t)OLUt"IE !
USED! C (VPH) E !
! L ! l"lA>~ II"'1 lit-I
DHt.) ! S! QUEUE
-------------------------------------------------------------------------
APPROACH N
PHF= .90
TK=
r::.'
.../.
RT=
3. 4~~
LT= 16.1% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
12/1 ! 18A
! 36/3! 4
! 24/2+! 18B
.64
615
799
25 A! 25 FEET
600 ! A ! 171 FEET !
120 ! A! 94 FEET !
RT
TH
LT
.03
.16 !
.06 !
.50 ! 1928 ! 2346 !
.08! 153! 199!
-------------------------------------------------------------------------
APPROACH E
PHF= .90 TK= 5% RT= 22.8% LT= 6.1% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT ! 12/1 ! 18A
TH ! 36/3! 4
LT ! 12/1+1 188
.23 ! .31 ! 297 ! 386 225 ! A ! 266 FEET !
.18 ! .21 ! 794 ! 966 ! 700 !"kA ! 318 FEET !
.06 ! l? ! 125 ! 162 ! 60 ! A ! 91 FEET !
. ~
-------------------------------------------------------------------------
APPROACH S
PHF= .90 TK= 5% RT= 5.1% LT= 4.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT 1 12/1 ! 18A .10 .64 615 79::1 I 95 I A en FEET
--.J .:.
TH ! 36/3 ! 4 .44 ! .:,0 ! 1928 I 2346 ! 1700 l-kA I 486 Fr-!:"~ !
c.....l
LT I 12/1+ I 188 .07 I .08 ! ,-,e I 111 ! ~e 1 :k8 ! 118 FEE:T !
C,....l i ,_I
-------------------------------------------------------------------------
APPR.OACH W
PHF= .90 TK= 5% pT= 6.5% LT= 14.2% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT .., 'J /"' ! 18A .05 .31 I"')q-' 386 I 50 I /'- 5::1 FEET
1. .:..... ~ c:.... / H
TH ! 36/'3 I 4 .16 ! -j-1 I 7::14 ! 966 I 615 I A ! 279 FEET I
.<...~
LT I 12/1+ I 188 .10 1 .12 ! 125 I 162 I 110 ! :k8 I 167 FEET I
-------------------------------------------------------------------------
HAr.'1l L Tm,~ INTERCONNECT FEAS I E: I L . (
HAh I L T QI-,J & SAr~ T Of'1A f;
MID-DAY DESIGN HOUR
S1 m.lAl/TEAPAC - CAPACIT\' ANAL YS1 S ~,J(IRKSHEET
8A~::I C CONDITION::;:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION .52
SEQUENCE 64
PHASE 1
PHASE 2
PHASE 3
PHASE 4
PHASE 5
* A ! + * ! + A !
* ++++! ! + * ! + ++++!
-J...., ! !<+ .k ! <+ <++++!
! l) ! A .}{-k.H! !
A ! A !++++ V ! !
<+ <-J.: + +> ! + +> ! +> !**"I<:*> !
!++++ + !++++ -J.: + + ! J.. + ! + !++++ !
I
! V J.. ! l) * + + ! + + ! + ! l)
G/C= .124 G/C= .014 G/C= .248 G/C= .236 G/C= .253
! 6=14.87 S ! G= 1.65 S ! 6=29.77 S ! G=28.30 S ! 6=30.41 S !
! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC !
C=120 SEe
G=105.0 SEC = 87.5% Y=15.0 SEC = 12.5% PED= 0.0 SEC = 0.0%
! ! HDTH ! CHT ! G/C
! l"IO\.)t'lNT ! /LNS ! REF ! RECID
! SRl)C l)OLUI"'IE !
USED! C (VPH) E !
! L ! t-1AX nlUl"'l
DHl) ! S! QUEUE
APPROACH N
PHF= .90 TK= 5% RT= 10.3% LT= 18.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
.18 !
.51
.25 !
488! 635!
957 ! 1164 !
241! 313!
100 ! A! 84 FEET !
695 !*A ! 299 FEET !
175 !*A ! 131 FEET !
RT
TH
LT
12/1 ! 18A
! 36/3! 4
! 24/2+! 188
.10
.09 !
.12 !
APPROACH E
PHF= .90 TK= 5% RT= 10.1% LT= 19.7% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT ! 12/1 ! 18A
TH ! 36/3! 4
LT I 12/1+! 188
.10 ! .40 386 502 95 ! A ! 97 FEET !
.17 ! 'jC ! Cj~~ ! 1189 ! 659 ! A ! 281 FEET !
. ~._f - II
.17 ! .24 I 2CC ! 3~'O ! 185 !*A ! 242 FEET !
JJ .':'.1.
AF'PROACH S
PHF= .90 TK=
C.,
\-I/(}
RT= 11.5:;-;
LT= 14.1% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT 12./j. I lBA .11 I cc 526 ! 6E:3 I 110 I A pc FEET
. __i._' ,-I\-I
TH ! 36/3 I 4 .19 I .2::1 ! 1106 ! L:::4b ! 715 ! A ! 291 FEET !
'T I 12/1+1 188 0 ., I .16 I 176 , r-,r-,r. ! ., .:;>t= I ~kA I 194 FEET !
L, . ..l.~ '::'::'.::l .l,-'__'
APPROACH \.--1
PHF= ,90 TK= 5% RT= 14.4% LT= 10.1% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT 12/1 ! 18A I .14 .44 4'")'71 I 550 I 135 ! A 129 FEET
c.....J
TH I 36/3 I 4 1" I .25 ! 977 I 11:::9 I 710 !-kA ! 303 FEET !
. co
LT I 12/1+ I 18B .O!:j ! .24 I ?CC ! 331 ! 95 ! A ! l?il FEET !
___11...1 ~ ,
HA~'lILTON INTERCCNNECT FEASIBIL1.-(
HAt'll L TON f~ SAN TOt'iAS
Pi'l DESIGi"..j HOUR
Sil:3NAL/TEAF'AC - CAPACIT\' ANALY'SI S (.,lORKSHEET
BASIC CONDITIONS:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION .64
SEQUENCE 54
PHASE 1
PHASE 2
PHASE 3
+ A ! + + * A ! + *
+ ++++! + + * ++++! + *
+ > ! <+ + *> ! <+ *
! IJ ! V
I !
<*
!++++ *
! V *
PHASE 4
PHASE 5
+
+
<+
A
++++!
<++++!
I
!
A
+ +>
+ +
+ +
A
++++
I
*-j.:kk!
\) I
+> !*-H*>
+ !++++
+! V
G/C= .147 G/C= .028 G/C= .368 G/C= .092 G/C= .239
! G=17.69 S ! G= 3.42 S ! G=44.21 S ! G=10.98 S ! G=28.70 S !
! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC !
C=120 SEC
G=105.0 SEC = 87.5% Y=15.0 SEC = 12.5% PED= 0.0 SEe = 0.0%
! WDTH ! CHT ! G/C I SRVC VOLUME !
! MOVMNT ! /LNS ! REF ! REQD USED! C (VPH) E
APPROACH N
! L ! MA)< I i-'lUt'l
DHI.) ! S! QUEUE
PHF= .90 TK= 5% RT= 6.8% LT= 18.1% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT
TH
LT
12/1 ! 18A
! 36/3! 4
! 24/2+! 188
.14
.39 !
.19 !
.54' 517! 672! 135! A ! 106 FEET
.42 ! 1627 ! 1979 , 1490 !*B ! 492 FEET ,
.20! 391! 508! 360 ,*C+, 246 FEET !
APPROACH E
PHF= .90 TK= 5% RT= 14.9% LT= 8.4% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT
TH
LT
! 12/1 ! 18A
, 36/3! 4
, 12/1+! 18B
.17
.21 !
.08 !
.47
.24 !
.0:1 I
446 580
:122 ! 1122 !
99! 128!
160 ! A ! 146 FEET !
825 ! 8+! 359 FEET !
90 !*C+! 140 FEET !
APPROACH S
PHF= .90 TK= 5% RT= 11.9% LT= 14.9% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
RT 12/1 ! 18A .12 40 I 465 605 115 ! A I 101 FEET
. '-'
TH ! ~:6../:3 ! 4 .18 I .37 ! 1420 ! 172~1 I 710 ! H I 'jt:'r FEET !
~'_!'='
LT ! 12/1+ I 1'-''''-' .13 ! .15 ! 159 ! 207 ! 145 !-kC+1 212 FEET I
ae.
APPROACH \,-1
PHF= .90
Ti<.=
-------------------------------------------------------------------------
-------------------------------------------------------------------------
co!
...J/'
RT= 15.5%
L T= 7.8% NO BU:3 STOP
RT 12/1 I 18A .18 I .41 395 514 170 I A I 171 FEET
TH ! 36/3 ! 4 'j") ! ,24 ! 922 ! 11 -:.s:' , 840 l-k8 I 365 FEET !
.'-~ ~'-~
LT ! 12/1+ I 188 I .08 I .09 I 99 I 128 I 85 ! 8+1 132 FEET !
HAMILTON INTERCONNECT FEASI8IL. ,f
HAr'lI L Tm,] & DARRYL
Ai"'l DES I m-.j HOUR.
Sl (3NAL/TEAPAC - CAPACITY At-,jALYt;I S ~'KiRJ5HEET
BASIC CONDITIONS:
i"lETRO PDPL TN :'::250000
METRO LOCATN FRINGE
DEGR.EE OF SATURATION .36
SEQUENCE 14
-------------------------------------
PHASE 1
PHASE 2
PHASE 3
-------------------------------------
! + * + A !
H
! + * + ++++!
!<+ * +> <++++!
! V A ++++!
A !**** V !
<+ + +> ! !****>
+ I + ! !++++
T
+ + + ! V
-------------------------------------
G/C= .173 G/C= .250 G/C= .428
! G=10.37 S ! 8=14.98 S ! 8=25.65 S !
! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC !
-------------------------------------
C= 60 SEC
G= 51.0 SEC = 85.0% Y= 9.0 SEC = 15.0% PED= 0.0 SEC = 0.0%
-------------------------------------------------------------------------
! WDTH ! CHT ! G/C
! MOI)tvlNT ! /LNS ! REF ! REQD
! SRI)C l')OLUtvlE !
USED! C (VPH) E !
! L ! MAX I HUt'l
DHIJ ! S! QUEUE
-------------------------------------------------------------------------
APPROACH N
PHF= .90 TK= 5% RT= 79.4% LT= 8.8% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
!LT+TH+RT! 24/2! 4
.08! .17! 386! 463! 170 !-kA! 60 FEET !
-------------------------------------------------------------------------
APPROACH E
PHF= .90 TK= 5% RT= 2.2% LT= 3.2% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT! 36/3! 4 !
LT ! 12/1+! 188 !
.17 !
.02 !
.43 ! 1649 ! 2006 !
.2:\! 270! 350!
665 ! A ! 108 FEET !
22 ! A! 25 FEET !
-------------------------------------------------------------------------
APPROACH S
PHF= .90 TK=
r:::0I
_1.1i)
RT= 20. O~~
LT= 72.0% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
'LT+TH+RT! 24/2! 4
.06! .17! 342! 410 I 125! A I 44 FEET !
-------------------------------------------------------------------------
APPROACH H
PHF= .90
TI<'=
"
:\.,~ RT =
2. 25~ L T= 14 .15~ t-.-j[! BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
.? I
.l~ _
.43 I 1649 I 2006 I
.25! 270 I 350 I
795 I*A , 130 FEET !
130 I*A I 83 FEET I
TH+RT I 36/3 I 4
LT I 12/1+' 188 I
r,., t
.c:..J.. .
-------------------------------------------------------------------------
HAtvlILTON INTERCONNECT FEASIBIL11 '(
HAt'lI L TOi'l €, DARR.YL
MID-DAY DESIGN HOUR
S I m'lAL_/TEAPAC - CAPAC I T'{ ANAL YS I S ~,1ORKSHEET
8A3IC Cm-lDITION~::
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION
r:~,
. ._IL:,
SEQUENCE 14
PHASE 1
PHASE 2
PHASE 3
! + * +
! + * +
!<+ * +>
! V A
! A ****
! <+ + +>
! + + +
I + + +
!
!
I
++++!
V !
l*:k"}':*>
!++++
! V
A
++++!
<++++!
I
! G/C= .254 G/C= .218 ! G/C= .378 !
! G=15.22 S ! G=13.09 S ! G=22.69 S !
! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC !
C= 60 SEC G= 51.0 SEC = 85.0% Y= 9.0 SEC = 15.0% PED= 0.0 SEC = 0.0%
-------------------------------------------------------------------------
! ~DTH ! CHT ! G/C
! MOVMNT ! /LNS ! REF ! RECiD
! SR\)c \)OLUt"1E I
USED! C (VPH) E I
! L ! fv1A)< It1 Ut-'1
DH\} ! S! QUEUE
-------------------------------------------------------------------------
APPROACH N PHF= .90 TK= 5% RT= 50.8% LT= 29.2% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
!LT+TH+RT! 24/2! 4
.17! .25! 479! 573! 325 !*A ! 104 FEET !
APPROACH E PHF= .90 TK= 5% RT= 5.8% LT= 14.4% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
.14 !
,38 ! 1458 ! 1774! 890! A ! 158 FEET!
.22 I 236! 306! 150! A ! 100 FEET!
TH+RT! 36/3! 4 !
LT ! 12/1+! 188 !
2':1 I
. "" -
APPROACH S
PHF= .90 TK=
CiU
__1/;,
RT= 23.3%
LT= 53.5% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
!LT+TH+RT! 24/2 ! 17A! ,16 I .25! 225! 292! 215! A! 68 FEET!
-------------------------------------------------------------------------
APPROACH 1--1
PHF= .90 TK=
r::~...
._l.i~
RT=
::::. 9~~ L T= 13.9% NO 8U~; STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT' 36/3! 4 !
LT I 12/1+' 188 !
.26 I .38 I 1458 I 1774! ::j::10 '-kA I 176 FEET I
.15 I .22' 236! 306 I 160 l:kA I 107 FEET!
-------------------------------------------------------------------------
HAfvll L TON INTERCOf'JNECT FEASI 81 L. , -(
HA~'l I L TON €, DARR.YL
Pi--l D E ~; I Gf'-l H 0 U R
~;I m'.IAL/TEAPAC - CAPACITY ANAL Y~;I t; ~,IORKSHEET
BASIC CONDITIONS:
METRO POPLTN 3250000
METRO LOCATN FRINGE
DEGREE OF SATURATION .54
SEQUENCE 16
PHASE 1
PHASE 2
PHASE 3
PHASE 4
! + * +
! + * +
!<+ * +>
! V A
! A !++++
! <+ + + > l
! + + + !
+ + + !
I
!
!
H:-H:! A
l,..1 !-k-J.:*-k
!++++:>
!++++
! l,.J
A
++++!
<++++!
!
!
I
I
l*-J.:-k-k)
!++++
! l)
G/C= .246 G/C= .161 G/C= .001 G/C= .391
! G=14.79 S ! G= 9.64 So! G= .08 S ! G=23.49 S !
! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC ! Y=3.0 SEC !
c= 60 SEC
G= 48.0 SEC = 80.0% Y=12.0 SEC = 20.0% PED= 0.0 SEC = 0.0%
! ! WDTH ! CHT ! G/C
! MOVMNT ! /LNS ! REF ! REQD
! SR~)C l')OLUfvlE !
USED! C (VPH) E !
! L ! t'lA/ Irvl Uivl
DH\) ! ~3! QUEUE
APPROACH N
PHF= .90 TK= 5% RT= 57.6% LT= 24.2% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
!LT+TH+RT! 24/2! 4
.17! .25! 477! 572! 330 !-J.:A ! 106 FEET!
APPROACH E
PHF= .90 TK= 5% RT= 5.3% LT= 11.5% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT! 36/3! 4 !
LT ! 12/1+! 18B !
.24 !
.11 !
.39 ! 1509 ! 1837 !
.16! 174! 226!
925 ! A ! 161 FEET !
120 !*A! 86 FEET !
APPROACH S
PHF= .90 F=
r=.,
__l/~
RT= 33.30,.;;
LT= 40.7% NO BUS STOP
-------------------------------------------------------------------------
-------------------------------------------------------------------------
!LT+TH+RT! 24/2 ! 17A !
.15 !
....JE::' I
. Co. __I .
222 !
288 !
270 ! A !
87 FEET !
APPROACH ~--l
PHF= . ::'1(1 TK= 5"~ R.T= 4 . 6~;;; L T= 12. 40,~ NO BUS ~;TOF'
-------------------------------------------------------------------------
-------------------------------------------------------------------------
TH+RT I 36/3 I 4 ! ,32!
L T '12/1+ I 1 B 8 I . 16 I
.44 I 1707 I 2078 ! 1240 !*A I 197 FEET'
.21 I 229 I 298' 175 '*A ! 118 FEET I
HAt1ILTON INTERCOl'lNECT FEASIBILITY STUDY
ZERO OFFSETS ( 0% )
AM DESIGN HOUR
TIt-IE-SPACE DIAGfW'l FOR CYCLE = 120 SEC
1
o t
!
!
!
!
+
!
500 t
!
!
2 630 !
!
+
!
!
!
!
1000 +
!
!
t
3 1310 !
!
0% 100% 200% 300%
-t---------t---------t---------t---------t---------t---------+
!
EE====-=====::
EE==========::.
EE==========:::
==:::
==: :
--I .
--...
==: : :
==...
. . .
==:::
-t---------t---------t---------t---------t---------t---------t
0% 100% 200% 300%
LEGEND OF PHASE SYMBOLS
MAIN STREET
SI DE STREET
THRU
PHASE
(BLANKS)
LEAD/LAG LEAD/LAG DL~L
(N OR E) (S OR H) LEFTS
~~.//./III
. . . . . . . .
....... .
--------
--------
FFFFFFFF LLLLLLLL EEEEEEEE
HAMILTON INTERCONNECT FEASIBILITY STUDY
NON-ZERO OFFSETS ( 8% )
At-l DESl GN HOUR
TIME-SPACE DIAGRAM FOR CYCLE = 120 SEe
0% 100% 200% 300%
-+---------t---------t---------+---------t---------t---------+
! I
1
o +==
!
!
!
!
+
!
!
!
!
500 +
!
!
2
630
EE=====;:::=-==:::
EE==========:::
EE==========:::
!
+
!
!
!
!
1000 +
!
!
!
!
+
3 1310!::
=== : : :
=== : : :
--. .
---a .
===, ..
. .
===:: :
=== : :
-+---------+---------+---------+---------+---------+---------+
0% 100% 200% 300%
LEGEND OF PHASE SYMBOLS
THRU LEAD/LAG LEAD/LAG DUAL
PHASE (N OR E) (S OR W) LEFTS
MAIN STREET (BLANKS) """" : : : : : : : :
.. . . .. . .. .. ..
SI DE STREET -------- FFFFFFFF LLLLLLLL EEEEEEEE
--------
HAMILTON INTERCO~NECT FEASIBILITY STUDY
ZERO OFFSETS ( or. )
HID-DAY DESIGN HOUR
TIt'IE-SPACE DIAGRAM FOR CYCLE = 120 SEe
or. lOOr. 200r. 300%
-t---------t---------t---------t---------t---------t---------t
!
1
o t
!
!
!
2
+
!
!
!
!
500 +
!
!
630 !
!
t
!
!
!
!
1000 +
!
!
EEE==-:;:==:::::
EEE===-==:::::
EEE======:::::
t
3 1310!
!
=== : : :
===: : :
===: : :
=== : : :
=== : : :
===:: :
-t---------t---------t---------t---------t---------t---------t
0% 100% 200% 300r.
LEGEND OF PHASE SYMBOLS
MAIN STREET
SI DE STREET
THRU
PHASE
(BLANKS)
LEAD/LAG LEAD/LAG DUAL
(N OR E) (S OR W) LEFTS
""""
. . . . . . . .
........ ........
--------
--------
FFFFFFFF LLLLLLLL EEEEEEEE
HAMILTON INTERC~~ECT FEASIBILITY STUDY
NON-ZERO OFFSETS ( 8% )
MID-DAY DESIGN HOUR
TIME-SPACE DIAGRAM FOR CYCLE = 120 SEe
1
2
or, 100% 200r, 300%
-+---------+---------+---------+---------+---------+---------+
!
o +==
!
!
!
!
+
!
!
!
!
500 +
!
!
630 !
!
+
!
!
!
!
1000 +
!
!
!
!
+
3 1310 I::
EEE===.==-: : : :
EEE======:::::
EEE======:::::
===:: :
===: : :
-==:::
===:::
=== : : :
===, .
. .
-+---------+---------+---------+---------+---------+---------+
0% 100% 200% 300%
LEG~ID OF PHASE SYMBOLS
THRU
PHASE
(BLANKS)
LEAD/LAG LEAD/LAG DUAL
(N OR E) (S OR W) LEFTS
/",,,,,
HAl N STREET
51 DE STREET
. . . . . . . .
. . . . . . . . . . . . . . . .
--------
--------
FFFFFFFF LLLLLLLL EEEEEEEE
HAMILTON INTERCONNECT FEASIBILITY STUDY
ZERO OFFSETS ( Or. )
pt.! DESI GN HOUR
TIME-SPACE DIAGRAM FOR CYCLE = 120 SEe
1
- 2
or. 100% 200% 300r.
-t---------t---------t---------t---------t---------t---------t
!
o t
!
!
!
!
t
!
!
!
!
500 t
!
!
630 !
!
t
!
!
!
!
1000 +
!
!
=
EEEEF=-======:.
EEEEF==-=====::
EEEEF========::
t
3 1310!
!
=== : :
===: :
===:
===: :
===: :
===: :
-t---------t---------t---------t---------t---------t---------+
or. 100r. 200r. 300r.
LEGEND OF PHASE S~lBOLS
THRU LEAD/LAG LEAD/LAG DUAL
PHASE (N OR E) (S OR W) LEFTS
MAIN STREET ( BLANKS) ",,'/', . . . . . . . .
. . . . . . . . . . . . . . . .
SIDE STREET -------- FFFFFFFF LLLLLLLL EEEEEEEE
--------
--)
HAMILTON INTERCONNECT FEASIBILITY STUDY
NON-ZERO OFFSETS ( 8% )
Pt-1 DESI GN HOUR
TIt'IE-SPACE DIAGRAM FOR CYCLE = 120 SEC
or. 100% 200% 300%
-+---------t---------+---------t---------+---------t---------+
!
1
o +==
!
!
!
!
+
!
!
!
500 +
!
!
2
630
EEEEF========: .
EEEEF====-===:
EEEEF========::
+
!
!
!
!
lOOt) +
!
!
!
!
+
3 1310! : :
=== : : :
===:: .
-== : : .
===: : .
=== : : :
===: :
-+---------t---------t---------t---------+---------t---------+
0% 100% 200% 300%
LEGEND OF PHASE SYMBOLS
THRU LEAD/LAG LEAD/LAG DUAL
PHASE (N OR E) (S OR W) LEFTS
~IN STREET (BLANKS) ~"'II" . . . . . . . .
. . . . . . . . . . . . . . . .
SI DE STREET -------- FFFFFFFF LLLLLLLL EEEEEEEE
--------
HAMILTON INTERC(t~ECT FESI8ILITY STUDY
IW1ILTON & LLEHELYN EXISTING COUNTS 08/01/84
PEAK PERIOD Sl~~RY
PEAK-HOUR SUMMARY
700- 845: 730
PARAMETER
----------------
----------------
DESI&~ HR VOLUME
APPRCHCH PERCENT
PEAK HOUR FACTOR
- TIME OF MAX VOLM
HIGHEST 1HR VOLH
----------------
----------------
PEAK-HOUR SUMMARY
1300-1445 : 1300
PARAMETER
----------------
----------------
DESIGN HR VOLUME
APPROACH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HIGHEST 1HR VOLM
----------------
----------------
PEAK-HOUR SUMMARY
NORTH-APPRCH NORTH-LEG EAST--APPP.CH EASi --LEG SDUTH-APPRCH SOUTH-LEG WEST--APPRCH WEST--LEG INT
RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
------------- --------- ------------- --------- ------------- --------- ------------- ---------
0 0 0 0 0 0 1042 46 1088 859 9 0 52 61 80 34 850 0 884 1094 2033
0 0 0 0 0 0 96 4 54 42 15 0 85 3 4 4 96 0 43 54 100
0.00 0.00 0.00 0.00 0.00 0.00 .87 .64 .86 .93 .56 O. Ol\ .93 .85 .67 .71 .92 0.00 .91 .87 .93
0 0 0 0 0 0 715 745 730 730 700 0 730 700 745 800 730 0 730 730 730
0 0 0 0 0 0 1043 56 1088 859 18 0 52 65 90 34 850 0 884 1094 2033
------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
------------- --------- ------------- --------- ------------- --------- ------------- ---------
NORTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOUTH-APPRCH SOUTH-LEG HEST--APPRCH WEST--LEG INT
RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH L T APPR EXIT RT TH LT APPR EXIT TOTAL
------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
------------- --------- ------------- --------- ------------- --------- ------------- ---------
0 0 0 0 0 0 932 73 1005 953 46 0 50 96 126 53 907 0 960 982 2061
0 0 0 0 0 0 93 7 49 46 48 0 52 5 6 6 94 0 47 48 100
0.00 0.00 0.00 0.00 0.00 0.00 .79 .68 .78 .84 .77 0.00 .60 .83 .77 .95 .83 0.00 .83 .78 .81
0 0 0 0 0 0 1300 1400 1300 1300 1330 0 1400 1400 1300 1315 1300 0 1300 1300 1300
0 0 0 0 0 0 932 78 1005 953 54 0 57 104 1"~ 56 907 0 960 982 2061
<:b
------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
------------- --------- ------------- --------- ------------- --------- ------------- ---------
1600-1745 : 1645 NORTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOUTH-APPRCH SOl~H-LEG HEST--APPRCH WEST--LEG INT
PARAMETER RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
DESIGN liR VOW1E
APPR(~CH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HI GHEST 1HR VOLM
o 0 000
o 0 000
0.00 0.00 0.00 0.00 0.00
o 0 0 0 0
o 0 000
o 1416 73 1489 1466
o 95 5 48 47
0.00 .89 .73 .91 .88
o 1645 1615 1645 1645
o 1416 87 1489 1466
35 0 40 75 185 112 1431 0 1543 1456
47 0 53 2 6 7 93 0 50 47
.73 0.00 .59 .65 .84 .72 .89 0.00 .91 .88
1600 0 1600 1600 1615 1630 1645 0 1645 1645
52 0 50 102 195 115 1431 0 1543 1456
3107
100
.90
1645
3107
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
HAMILTON INTERCONNECT FEASIBILITY STUDY
HAMILTON & MILLICH-BEST EX. COUNTS 08/01/84
MEDIAN BREAK ANALYSIS
TURNS/TEAPAC - PEAK-HOUR SUMMARY
700- 845: 730
PARAtvlETER
NORTH-APPRCH NORTH-LEG
RT TH LT APPR EXIT
EAST--APPRCH EAST--LEG
RT TH LT APPR EXIT
SOUTH-APPRCH SOL~H-LEG
RT TH LT APPR EXIT
---------------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- ---------
DESIGN HR VOLUME
APPROACH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HIGHEST 1HR VOLM
38 0 26
59 0 41
.86 0.00 .59
745 830 745
40 6 31
64 89
3 4
.76 .82
745 800
73 179
31 1073 2 1106 838
3 97 0 54 41
.86 .87 .50 .87 .92
730 730 815 730 800
31 1073 3 1106 864
3 0 0 3
100 0 0 0
.75 0.00 0.00 .75
800 845 830 800
11 2 4 17
24
1
.75
800
31
--)
---------------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- - ----------- --------- ------------- ---------
TURNS/TEAPAC - PEAK-HOUR SUMMARY
1300-1445 : 1400
PARAMETER
NORTH-APPRCH NORTH-LEG
RT TH LT APPR EXIT
EAST--APPRCH EAST--LEG
RT TH L T APPR EXIT
SOUTH-APPRCH SOL~H-LEG
RT TH LT APPR EXIT
---------------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- ---------
DESIGN HR VOLUME
APPROACH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HIGHEST 1HR VOLM
35 1
48 1
.73 .25
1400 1315
35 7
37 73 147
51 3 7
.84 .87 .74
1330 1400 1400
38 73 147
36 913 8 957 964
4 95 1 45 45
.69 .92 .40 .90 .81
1315 1300 1400 1300 1400
50 926 8 970 964
19 1 24 44
43 2 55 2
.59 .25 .86 .69
1400 1445 1400 1400
19 1 24 44
43
2
.90
1400
43
--)
---------------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- ---------
TURNSITEAPAC - PEAK-HOUR SUMMARY
1600-1745 : 1645
PARAMETER
----------------
----------------
DESIGN HR VOLUME
APPROACH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HIGHEST 1HR VOLM
----------------
----------------
,
--/
NORTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOUTH-APPRCH SOUTH-LEG
RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT
------------- --------- ------------- --------- ------------- ---------
------------- --------- ------------- --------- ------------- ---------
50 3 43 96 157 55 1459 7 1521 1704 27 1 17 45 41
52 '" 45 3 5 4 96 0 44 50 60 2 38 1 1
.,:I
.57 .75 .63 .60 .84 .76 .87 .44 .87 .87 .45 .25 .85 .54 .79
1615 1700 1700 1700 1700 1645 1645 1615 1645 1645 1700 1700 1615 1700 1700
59 3 55 111 165 55 1459 14 1521 1704 29 2 23 51 45
------------- --------- ------------- --------- ------------- ---------
------------- --------- ------------- --------- ------------- ---------
PA~lLT(N l~rrERC(~~ECT FESIBILITY STUDY
HAMILTGi'l S SAN TOMAS EXISTING COLi\..ffS 07/31/84
PEAK PERIOD Sl~~RY
PEAK-HOUR SU11ARY
700- 845 : 700 NORTH-APPRCH NORTH-LEG EASi--APPRCH EAST--LEG SOl~H-APPRCH SOl~H-LEG WEST--APPRCH WEST--LEG INT
PARAMETER RT TH L T APPR EXIT RT TH L T APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
DESI GN HR VOLUME 26 477 89 592 2448 324 607 48 979 750 82 1980 78 2140 581 56 579 144 779 711 4490
APPROACH PERCENT 4 81 15 13 55 33 62 5 22 17 4 q? 4 48 13 7 74 18 17 16 IOCr
- "
PEAK HOUR FACTOR .65 .61 .67 .62 .94 .88 .74 .80 .85 .76 .73 .93 .72 .95 .63 .74 "7<: .75 .79 .77 .91
.,,,}
TIME OF ~X VOLM 800 745 745 745 700 700 730 800 730 730 800 700 800 700 745 700 730 700 70Cl 730 700
HIGHEST IHR VOLM 32 621 123 775 2448 324 700 60 985 825 107 1980 80 2140 734 56 614 144 779 800 4490
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
PEAK-HOUR SU1MARY
1300-1445 : 1400 NORTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOUTH-APPRCH SOUTH-LEG WEST--APPRCH WEST--LEG INT
PARAMETER RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
DESIGN HR VOLUME
APPROACH PERC~!
PEAK HOUR FACTOR
TIME OF MAX VOLM
HImEST 1HR VOLM
98 697 174. 969 905
10 72 18 25 24
.91 .80 .84 .82 .89
1300 1400 1330 1400 1300
117 697 178 969 913
94 652 184 930 997
10 70 20 24 26
.76 .90 .36 .68 .85
1300 1300 1400 1300 1330
135 748 184 994 1051
112 715 137 964 1016 135 711 96 942 887
12 74 14 25 27 14 75 10 25 23
.82 .90 .90 .93 .68 .60 .81 .53 .84 .90
1330 1400 1345 1400 1400 1315 1315 1300 1315 1300
116 715 142 964 1016 139 763 131 1011 996
3805
100
.85
1400
3805
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
PEAK-HOUR SUMMARY
1600-1745 : 1700 NORTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOUTH-APPRCH SOUTH-LEG WEST--APPRCH WEST--LEG IN!
PAIWIETER RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
----------------
----------------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- --------- -----
DESIGN HR VOLUME
APPROACH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HIGHEST 1HR VOU1
181 1658 349 2188 1104
8 76 16 39 19
.92 .90 .78 .88 .78
1700 1700 1600 1700 1630
181 1658 361 2188 1110
170 956 106 1232 1356
14 78 9 22 24
.73 .73 .76 .78 .90
1700 1700 1700 1700 1700
170 956 106 1232 1356
121 857 161 1139 1911
11 75 14 20 34
.82 .78 .82 .79 .93
1700 1700 1700 1700 1700
121 857 161 1139 1911
147 886 77 1110 1298 5669
13 80 7 20 23 100
.84 .93 .80 .94 .77 .85
1600 1630 1615 1630 1700 1700
169 891 87 1137 1293 5669
----------------
----------------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- --------- -----
--)
Pti1ILTa~ IN1ERCu~ECT FESIBILITY STUDY
HA~ILTC~ & DARRYL EXISTING COLNTS 07/31/84
PEAK PERIOD Sl~~ARY
PEAK-HOUR SLM1ARY
700- 845 : 730 NORTH-APPRCH NORTH-LEG EAST --APPRCH EAST--LEG SOl~H-APPRCH SOl~H-LEG WEST--APPRCH WEST--LEG INT
PARAMETER RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH L T APPR EXIT TOTAL
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
DESIGN HR VOLUME 136 20 17 173 152 13 628 22 663 816 25 8 89 122 62 20 Td 131 925 853 1883
I ,
APPROACH PERCENT 79 12 10 9 8 2 95 3 35 43 20 7 73 6 3 2 84 14 49 45 100
PEAK HOUR FACTOR .87 .71 .47 .79 .59 .65 .91 .61 .94 .83 .57 .67 .72 .85 .62 .45 .79 .56 .74 .93 .88
TliiE OF rRX VOLM 700 700 700 700 745 745 730 745 730 730 700 800 730 730 700 800 730 745 730 730 730
HIGHEST 1 HR VOLJ1 141 32 27 200 169 16 628 23 663 816 29 14 89 122 63 32 774 145 925 853 1883
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- --------- -----
---------------- ------------- --------- ------------- --------- ------------- --------- ------------- ---------
PEAK -HOUR Slh"'1ARY
1300-1445 : 1400 NDRTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOUTH-APPRCH SOl~H-LEG WEST--APPRCH WEST--LEG INT
PARAI'1ETER RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
----------------
----------------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- --------- -----
DESI ti'~ HR VOLIJiE
APPROACH PERCENT
PEAK HOUR FACTOR
TIME OF MAX VOLM
HIGHEST IHR VOU1
163 64 94. 321 273
51 20 29 12 10
.91 .70 .71 .89 .92
1330 1400 1400 1400 1400
166 64 94 321 273
62 832 148 1042 1090
6 80 14 38 40
.53 .78 .76 .77 .92
1400 1300 1400 1400 1400
62 836 148 1042 1090
51 49 117 217 257
24 23 54 8 9
.75 .88 .81 .85 .88
1300 1330 1345 1315 1400
70 50 125 227 257
4S 945 162 1152 1112 2732
4 82 14 42 41 100
.80 .91 .74 .89 .86 .89
1300 1400 1300 1400 1330 1400
55 945 19b 1152 1113 2732
----------------
----------------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- --------- -----
PEAK-HOUR Su'MARY
1600-1745 : 1700 NORTH-APPRCH NORTH-LEG EAST--APPRCH EAST--LEG SOl~H-APPRCH SOUTH-LEG WEST--APPRCH WEST--LEG INT
PARAi'1ETER RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT RT TH LT APPR EXIT TOTAL
----------------
----------------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- --------- -----
DESI&~ HR VOLu~E
APPROACH PERCENT
PEAK HOUR FACTOR
Tl ME OF w,x VOLM
HIGHEST IHR VOL'1
201 89 141 431 451
47 21 33 11 11
.82 .67 .69 .88 .68
1630 1700 1700 1700 1700
233 89 141 431 451
73 1157 159 1389 1650
5 83 11 3S 42
.70 .72 .69 .79 .88
1700 1700 1700 1700 1700
73 1157 159 1389 1650
101 106 126 333 388
30 32 38 8 10
.63 .54 .55 .57 .73
1700 1700 1700 1700 1700
101 106 126 333 388
140 1408 272 1820 1484 3973
8 77 15 46 37 100
.83 .87 .75 .91 .79 .88
1700 1700 1700 1700 1700 1700
140 1408 272 1820 1484 3973
----------------
----------------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- ---------
------------- --------- -----
Barton-Aschman Associates, Inc.
99 Almaden Boulevard. Suite 925 San Jose, California 95113
408-280-6600
MEMORANDUM TO: Dick Merwin
FROM: Gary Black
Jeff Dam on
~u ,j
(j
oJ'
(/J ; f
DATE: June 12~ 1984
SUBJECT:
Traffic Impact Analysis for the Proposed Office Building on
Llewellyn A venue
At your request we have analyzed the traffic impact of the proposed
30,130 square feet office building on Llewellyn Avenue in Campbell, California.
EXISTING CONDITIONS
~i
~
The primary impact will occur at the Hamilton Avenue/Llewellyn Avenue
intersection, which is a "T" intersection controlled by a stop sign on Llewellyn A venue.
We conducted manual turning movement counts at this intersection from 7-9 am and
4-6 pm on Thursday, June 7, 1984, and the peak hour volumes are shown in Figure 1.
Traffic volumes on Llewellyn Avenue are unusually high for what is essentially a local
street; we believe these volumes are generated by the Best Product Catalogue store
and other commercial development located near the southwest corner of the Hamilton
A venue/Llewellyn A venue intersection.
Our field personnel noted that vehicles wanting to turn left from Llewellyn
A venue to Hamil ton A venue during the afternoon peak faced very long delays, and at
least a dozen eventually gave up and turned right instead. The cause of the delay was
noted to be a long queue of cars westbound on Hamilton Avenue backed up from the
signal at San Tomas Expressway. The queue was often long enough to block the
Hamilton A venue/Llewellyn A venue intersection.
TRIP GENERATION AND ASSIGNMENT
The average daily trip generation rate for small office buildings, as reported by
the Institute of Transportation Engineers, is 17.7 trip ends per 1,000 square feet, with
14.1 % (12% in/2.1 % out) occuring during the morning peak hour and 15.9% (2.3%
in/13.6% out) occuring during the evening peak hour. Applying these rates to the
subject project yields estimates of 75 morning peak hour trips (64 in/ll out) and 84
evening peak hour trips (12 in/72 out).
~
Barton-Aschman Associates, Inc.
The estimated project trips were assigned to the road network according to the
project's location relative to surrounding residential areas. It was estimated that 45%
of trips would be to/from the east, 30% to/from the west, and 25% to/from the south.
The resulting project-generated traffic pa ttern is shown in Figure 2. The existing plus
project traffic pattern is shown in Figure 3. These are demand volumes, which may
differ from actual volumes because of the difficulty in making a left turn from
Llewellyn Avenue to Hamilton Avenue in the evening peak hour.
CONCLUSIONS
There is an existing capacity problem with left turns from Llewellyn Avenue to
Hamilton Avenue during the evening peak hour. Heavy traffic volumes on Hamilton
A venue coupled with lengthy queues behind the signal at San Tomas Expressway leave
insufficient gaps to accommodate the existing left-turn demand. The subject project
would create demand for an additional 22 left turns during the evening peak hour.
These left turns would probably be hard to accomplish, and drivers may decide to turn
right instead. In such a case, there is ample capacity to accommodate the
54 additional right turns that would occur.
In order to mitigate the left turn egress problem from Llewellyn A venue, two
remedies are available. First, signalization would be feasible and Signal Warrant 8,
Combination of Warrants, is met under future conditions or, the left turn egress
problem could be alleviated by prohibiting the movement. As noted above there is
available capacity for the right turn egress movement. The prohibition could be
accomplished by extending the median on Hamilton Avenue and modifying it such that
the left turn ingress to Llewellyn Avenue would be the only movement provided for.
7:30 - 8:30 am
4:30 - 5:30 pm
EXISTING TRAFFIC
849 -+
52 ~
1549 -+
116 ~
~ 1180
..- 59
~('
N..-
In ..-
>
<t
c
~
4;
~
..!!!
-I
~ 1523
..- 79
]('
0..-
In,...
>
<t
c
:?:
...
~
..!!!
-I
N
Hamilton Av.
SITE
Hamilton Av.
SITE
n 1
FIGURE
U
BARTON.AScHMAN ASSOCIATES. INC.
7:30 - 8:30 am
..- 29
Hamilton Av.
19-. ~,.
C")lt)
~
~ 'L8 SITE
r3
('
cg
...
,,;
<
c:
~
4i
~
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-J
4:30 - 5:30 pm
rS
Hamilton Av.
4-. it'
NN
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en
~ 'LS4 SITE
r18
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,,;
<
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~
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-J
PROJECT TRAFFIC
BARTON-ASCHMAN ASSOCIATES_ INC_
N
n 2
FIGURE
U
7:30 - 8:30 am
N
+- 1180
.-- 88
849 -+ ~ '"
71 -. II
Ll')tC
Ll')~
Hamilton Av.
SITE
>
<
c:
~
"ii
~
..!!!
...I
4:30 - 5:30 pm
+-1523
r84
1549-+ ~ I'
120 -. I /.,
NO
,...,~
Hamilton Av.
SITE
>
<
c:
>-
..
~
..!!!
...I
EXISTING PLUS PROJECT TRAFFIC
n 3
FIGURE
U
BARTON-AScHMAN ASSOCIATES_ INC_
ORDINANCE NO. 1520
BEING AN ORDINANCE OF TI-IE CITY COUNCIL OF TI-IE CITY OF
CAMPBELL APPROVING PLANS, ELEVATIONS, DEVELOPMENT
SCHEDULE AND CO~'DITIONS OF APPROVAL roR A TWO-STORY
OFFICE BUILDING TO BE LOCATED AT 440 & 456 LLEWELLYN
AVENUE IN A I'D (PLANNED DEVELOPMENT) ZONING DISfRICf.
(APPLICATION OF SOUTIIBAY CONSTRUCfION, ZC 84-03).
The City Cmmcil of the City of Campbell does ordain as follows:
SECfION ONE: That the Zoning Map of the City of Campbell, being a
part of the Campbell Municipal Code, together with amendments thereto, is
hereby changed and amended by adopting Exhibit A entitled Plans and Ele-
vations, Exhibit B entitled Development Schedule, Exhibit C entitled Map
of Said Property, and Extlibit D entitled Conditions of Approval, as per the
application of Southbay Construction on property located at 440 & 456
Llewellyn Avenue. Copies of said exhibits are on file in the Office of
the Planning Department.
SECTION TWO: TIlis ordinance shall become effective 30 days following
its passage and adoption and shall be published once wi thin 15 days u"-pon
passage and adoption in the San Jose Mercury, a newspaper of general
circulation in the City of Campbell, California.
PASSED AND AOOVI'ED this 7th day of August, 1984 by the following roll
call vote:
AYES:
NOES:
ABSENT:
CmIDcilmen: Chamberlin, Ashworth, Podgorsek, fuetsch
Cmmcilmen: None
Councilmen: Kotowski
APPROVED:
//
ATIEST: I ~ g.h
~e G. Coyne, C1 . Clerk
fo~v W-~
EXHIBIT B
STANDARD DEVELOPMENT SCHEDULE
FILE NO: ZC 84-03
APPLICANT: Richard ~IWin - Southbay Construction and Dev. Co.
SITE ADDRESS: 440 & 456 Llewellyn Ave.
1. Construction to begin within six months of final approval.
2. Construction to be completed within ~ne year of -starting
date.
NOTE: Above development schedule is a standard used by the
Planning Department when applicant has not submitted a schedule
for his project.
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PUBLIC HEARING HELD BEFORE
PLANNING COMMISSION OF 6/26/84.
RES. NO. 2276 REC. APPROVAL OF
PLANS, ELEVATIONS, DEVELOPMENT
SCHEDULE - OFFICE BUILDING.
EXHIBIT D
COND I T IONS OF APPROVAL: ZC 84-03
APPL I CA T I ON OF: Southbay
SITE ADDRESS: 440 & 456 Llewellyn Ave.
P C "'TG: 6-26-84
1 Revjsed elevations and/or site plan to be approved by'the Site
ComlTIl ttee upon reconmenda ti on of the Architectural Advi sor. witl1 fn
30 days of the Planning Commission approval.
n/a Revised elevations and/or site plan to be approved by the Site &
Architectural Review Committee and/or the Planning Commission with-
in 30 days of Planning Commission approval.
2 Property to be fenced and landscaped as indicated and/or added in
red on 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 for approval of the
Site & Architectural Review Committee and/or Planning Commission
prior to application for a building permit.
n/a Landscaping plan indicating type and size of plant material, and
location of irrigation system to be submitted for approval of the
Planning Director prior to application for a building permit.
4 Fencing plan indicating location and design details of fencing to
be submitted for approval of the Site Committee prior to applica-
tion for building permit.
5 Applicant to either (1) post a faithful performance bond in the
amount of $ 10,000 to insure landscaping, fencing, and striping
of parking areas within 3 months of completion of construction; or
(2) file written agreement to complete landscaping, fencing and strip-
ing of parking areas prior to application for a building permit.
6 Applicant to submit a plan. prior to installation of PG&E utility
(transformer) boxes, indicating the location of the boxes and
screening(if boxes are aboveground) for approval of the Planning
Di recto r .
n/a Applicant to submit a letter, satisfactory to the City Attorney,
limiting the use of the property to: square feet of
office use. square feet of speculative industrial
use, and square feet of warehouse use, prior to
issuance of a building permit.
7 All mechanical equipment on roofs and all utility meters to be
screened as approved by the Planning Director.
8 Building occupancy will not be allowed until public improvements
are installed.
*n/a: not applicable to this application.
PAGE 2
CONDITIONS OF APPROVAL: ZC 84-03
APPLICATION OF: Southbay
SITE ADDRESS: 440 & 456 Llewellyn Ave.
The applicant is notified as part of this application that he/she is required
to meet the following conditions in accordance with Ordinance of the City of
Campbell and Laws of the State of California.
9
10
11
12
13
14
15
All parking and driveway areas to be developed in compliance with
Section 21.50 of the Campbell Municipal Code. All parking spaces
to be provided with appropriate concrete curbs or bumper ~uards.
Underground utilities to be provided as required by Section
20.16.070 of the Campbell Municipal Code.
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 tele-
vision cables, etc.
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 the Building Depart-
ment (Section 21.68.030 of the Campbell Municipal Code).
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 apart-
ment units, to all commercial, business, industrial, manufacturing,
and construction establishments.
Trash container{s) of a size and quantity necessary to serve the
development shall be located in area{s} approved by the Fire De-
partment. 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.
Applicant shall comply with all appropriate State and City re-
qui rements for the handi capped.
Noise levels for the interior of residential units shall comply
with minimum State {Title 25} and local standards as indicated
in the Noise Element of the Campbell General Plan.
Applicant is hereby notified that he will be required to pay
Park Dedication In-lieu Fee which will be assessed at the time
the subdivision map is submitted.
STANDARD FIRE HAZARD ABATEMENT COMMENT: 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 kept secured by having windows boarded up and doors sealed shut, or be demolish-
ed or removed from the property. Sect. 11.201 & 11.414,1979 Ed. Uniform Fire Code.
PAGE 3
CONDITIONS OF APPROVAL: ZC 84-03
APPLICATION OF: Southbay
SITE ADORESS: 440 & 456 Llewellyn Ave.
PUBL IC WORKS DEPARTI.ffiNT
A. Pay stonn drainage area fee.
B. Provide plans acceptable to the City, for stonn and sanitary Se\ier
service.
C. Applicant to enter into agreement with City to provide for the de-
sign and construction of a traffic signal installation at Llewellyn
and Hamilton Avenues, interconnected to signal system at Hamilton
Ave. and San Tomas Expressway. Agreerent to provide for future re-
imburserent to applicant of 2/3 cost of signal construction.
FIRE DEPARINENT
D. Provide an automatic sprinkler system to be supervised by a Central
Station Alann Company.
E. Provide an on-site numicipal-type fire hydrant in the rear parking
area.
F. Exit doors shall swing in direction of egress and be equipped with
panic hardware.
G. One-hour corridors shall be provided between exi tways .
H. Exitways and corridors shall have emergency lighting lD1its.
I. Driveways on north and south side of building shall be clearly marked
with signs ''No Parking - Fire Lane".
J. Provide 1~" wet standpipes with hose cabinets in the structure.
K. Provide 2A:I0BC fire extinguishers.
PLANNING DEPARThffiNT
L. Exterior lighting plan to be approved by the Site and Architectural
Review Conmi.ttee prior to issuance of a building pennit.
The applicant is notified that he/she shall comply with all applicable Codes or
Ordinances of the City of Campbell which pertain to this development and are not
herein specified.
ORDINANCE NO. 1519
BEING AN ORDINANCE AMENDING 1HE ZONING MAP OF
THE CITY OF ~WBELL, CALIFORNIA (ZC 84-03).
The City C01.mcil of the City of Campbell does ordain as follows:
SECTION Ol'l'E: That the Zoning Map of the City of Campbell, together
with amendments thereto, is hereby changed and amended. Said amendments
being outlined on the map attached hereto entitled Extlibit A.
SECiION 1WO: This ordinance shall become effective 30 days following
its passage and adoption and shall be published once within 15 days upon
passage and adoption in the San Jose Mercury, a newspaper of general
circuiation in the-City 'of Campbell, California.
PASSED .fu'\J1) AOOPTED this 7th day of Aug., 1984, by the following
roll call vote:
AYES: Councilmen:
NOES: C01.illcilmen:
ABSENT: Councilmen:
Chamberlin, Ashworth, Podgorsek, Doetsch
None
Kotowski
APPROVED:d~:z.idf,
etsCh, r., Mayor
ArrEST: ~g~
e . oyne, Cl y Clerk
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PUBLIC HEARING HELD BEFORE
PLANNING COMMISSION ON
6/26/84. RES. NO. 2275
RECOMMENDING ZONE CHANGE FROM
C-PD to PD. (VOTE: 5-0-1)