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HomeMy WebLinkAboutCC Resolution 8702 (Northgate Assign Model Update)RESOLUTION NO. 8702 A RESOLUTION ACCEPTING THE NORTHGATE ASSIGN MODEL UPDATE WHEREAS, the City Council has authorized an update to be performed on the Northgate Traffic Planning Model; and WHEREAS, the City Council has authorized an agreement with Wilbur Smith Associates to perform said update; and WHEREAS, Wilbur Smith and Associates has performed said update and published the results in a document entitled "Northgate Assign Model Update" (November 1991), and; WHEREAS, the results, findings and recommendations of the aforementioned update document are in conformance with City's General Plan 2000; Now, THEREFORE, BE IT RESOLVED, that the City Council of the City of San Rafael hereby resolves to accept the results, findings and recommendations of the document entitled "Northgate Assign Model Update" (November 1991), as prepared by Wilbur Smith Associates. I. JEANNE. M. LEONCINI, Clerk of the City of San Rafael, hereby certify that the foregoing resolution was duly and regularly introduced and adopted at a regular meeting of the Council of said City on Monday, the 6th day of July, 1992, by the following vote, to wit: AYES: COUNCILMEMBERS: Breiner, Cohen, Thayer & Mayor Boro NOES: COUNCELMEMBERS: Shippey ABSENT: COUNCILMEMBERS: None JEANNE M. LEONCINI, City Clerk ORIGINIAL 4 rAa SAN RAFAEL NORTHGATE ASSIGN MODEL UPDATE (NOVEMBER 1991) v - Prepared for THE CITY OF SAN RAFAEL ��001%, mmmm is \A&N Prepared by WILBUR SMITH ASSOCIATES May 15, 1992 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners TABLE OF CONTENTS Section Page EXECUTIVE SUMMARY ............................................ 1 INTRODUCTION ....................... I ... ... ................ 2 EXISTING CONDITIONS ............................................ 4 PM Peak Hour Conditions ...................................... 4 Individual Intersection Operations ................................ 10 BUILDOUT CONDITIONS ........................................... 15 Trip Generation .............................................. 21 Trip Distribution .............................................. 21 General Plan Planned Roadway Improvements ..................... 1 21 PM Peak Hour Conditions ...................................... 23 Individual Intersection Operations ............................... 1 24 CONCLUSIONS.......................... I................... 31 ILLUSTRATIONS Figure Pape 1 Study Area ............................................. 5 2 Existing Conditions PM Peak Hour Volumes, V/C Ratios, and LOS ... 6 & 7 3 Existing Intersection Configurations ........................... 8 & 9 4 Level of Service Diagram ................................... 11 5 Study Area, Intersections, and Turning Movement Key ............. 16 6 Build -Out PM Peak Hour Traffic Volumes ....................... 17 & 18 7 Build -Out Intersection Configurations .......................... 19 & 20 CONT-NG/MDR Page 1 of 1 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners EXECUTIVE SUMMARY This report, prepared by Wilbur Smith Associates (WSA), presents the latest update of the City of San Rafael's Northgate Traffic Model. In updating the model the following tasks were performed: 1 New intersection turning movement counts were taken in November of 1991. 2 General Plan build -out trip generation estimates were updated to account for projects which have been constructed since the last model update. 3 Intersection configurations were updated for both existing conditions and build -out conditions. Build -out configuration updates include the Merrydale Phase II project and some additional intersection improvement recommendations. 4 The model's link file, which assigns vehicles travel paths, was updated. It is the conclusion of this report that this model update represents an enhancement over the previous model and that the traffic projections made are representative of what future traffic volumes would be if the Northgate area were built out according to the General Plan land use designations and densities. Items of particular interest and importance in this update include the inclusion of the Merrydale Phase II improvements in the model. The intersections of Manuel T. Freitas Parkway/Highway 101 northbound ramps and Manuel T. Freitas Parkway/Redwood Parkway/Civic Center Drive would be improved as part of the Merrydale Phase II project. This project has been recommended as part of the Merrydale Overcrossing and Highway 101 Northbound On -Ramp project approval. The project's cost is estimated at $1.5 million. At the intersections of Smith Ranch Road/Highway 101 northbound ramps and Smith Ranch Road/Redwood Parkway an additional westbound through lane would be necessary to accommodate volumes during the PM peak hour. These improvements consist primarily of restriping the existing roadway although some road widening may be necessary near Redwood Parkway. The cost of these improvements is estimated at $10,000 at the intersection of Smith Ranch Road/Highway 101 northbound ramps and $30,000 at the intersection of Smith Ranch Road/Redwood Parkway. At the intersection of North San Pedro Road/Highway 101 northbound ramps, an additional westbound through lane is necessary to accommodate volumes during the PM peak hour. This improvement would involve widening North San Pedro Road at this location. The cost of this improvement is estimated at $50,000. REPORT2/MDR Page 1 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners INTRODUCTION This report has been prepared for the City of San Rafael by Wilbur Smith Associates (WSA). It documents the update of the San Rafael Northgate area ASSIGN traffic model. WSA prepared the City of San Rafael's first Northgate ASSIGN traffic model in the mid -1980's. It has updated the model periodically since - the last update being in 1988. The City has a Citywide T -MODEL traffic model but uses WSA's ASSIGN model in this area for a number of reasons: ASSIGN produced results which were consistent with previous work conducted by WSA using the traditional manual "book-keeping" approach to traffic studies; It was found that this computerized "book-keeping" approach resulted in more sensible traffic assignments, compared to the assignments produced by the regional model that was developed concurrently; This approach allow a quick test of the effect of land -use alternatives on intersection levels of service in earlier planning studies conducted with the City of San Rafael; ASSIGN provided a simple way to maintain a database of traffic counts and trip allotments as well as a tool to monitor growth of traffic volumes; It also provided the City with a tool that would consistently apply the assumptions that are made in a transportation study over a relatively large area with numerous concurrent development projects always underway or under consideration; It is simple to understand and simple to learn to operate compared to a regional model; Its ideal application is in small areas with an established roadway network where anticipated growth will not significantly alter existing travel characteristics; and Its focus on peak traffic conditions provides detailed turning movement outputs, and automates intersection level -of -service calculations. The ASSIGN model has been used for hundreds of studies in more than 25 communities in California, Washington, and Hawaii and has been adopted for use by the City of San Rafael and Santa Barbara County. WSA's CAPPY software compliments the ASSIGN model and provides CAPPY detailed level -of - service output which can be manipulated by the user. CAPPY is WSA's microcomputer implementation of standard (Highway Capacity Manual) methods for measuring intersection levels of service. CAPPY features an easy user interface; configurable signal phasing and capacity thresholds; a full range of file management and printing options; and immediate on-screen REPORTMADR Page 2 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners feedback of volume -to -capacity ratio and level of service results for instantaneous testing of various geometric configurations. This report is divided into three sections. These sections are listed below. In addition to these sections, a description of the ASSIGN model, ASSIGN model outputs, and individual intersection level of service calculation sheets can be found in the Technical Appendix. EXISTING CONDITIONS This section contains a presentation of existing traffic flows, intersection levels -of - service, and intersections geometries at 23 key intersections in the Northgate area. BUILD -OUT CONDITIONS This section presents the results of the Northgate ASSIGN model's General Plan build -out traffic scenario. This section contains descriptions of planned road improvements, projections of build -out PM peak hour traffic volumes, and resulting levels -of -service. At the rear of this section, projected operational problems are identified and further improvements, beyond the planned roadway improvements, are recommended. CONCLUSIONS This section presents the conclusions of this report. Included in this section are discussions of past and current Northgate models and an overall assessment of the reliability of the model. REPORT2/MDR Page 3 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners EXISTING CONDITIONS The area included in the Northgate traffic model update is the portion of San Rafael north of and including North San Pedro Road. The northern border of the study area was Miller Creek Road. Figure 1 shows the area of San Rafael included in the traffic model. !n an !%/zing existing conditions, new counts were undertaken at all of the study intersections except those where recent counts were available. Study intersections are numbered on Figure 1 on the following page. WSA counts were conducted in November of 1991. Existing PM peak hour volumes and level of service are shown in Figure 2 on pages 6 and 7. Figure 3, on pages 8 and 9, shows the existing roadway configurations. The ASSIGN output, providing turning movements, intersection geometries and volume -to -capacity ratios is provided as Appendix A. Level of service calculation sheets for each of the intersections can be found in D-1. All intersections in the analysis that follows have been analyzed as signalized intersections, even though some intersections are unsignalized. This is a standard practice for planning -level studies, and is consistent with the methodology utilized in the preparations of the General Plan. The main purpose of the analysis presented in this report is to determine the capacity remaining at individual intersections; Signalized analysis is suitable for this purpose. For more detailed project -specific studies, where the major projects could impact individual intersections which are unsignalized, intersections may need to be analyzed as unsignalized in order that a determination can be made as to the need for signalization. PM Peak Hour Conditions CAPPY and ASSIGN use the traditional "Planning Method" of intersection analysis. This methodology can be distinguished from the "Operations Analysis" methods by its fundamental approach which assumes: 1. Signals are optimally timed; and 2. There is a relationship between level -of -service and volume -to -capacity ratios This methodology employs a critical movement approach. It is capacity driven, whereas the operations analysis considers both capacity and signal timing. This method is appropriate for planning studies, and for sizing intersections. REPORT2/1ADR Page 4 GHI F_11I E --- IN- 4 D �, T CBA TURNING MOVEN EGEND: OInimsec tion Number � N/ OR1H D 0A 0.1 01 0.3 Od I $Cele In MHee ST -VMC SAnSTtDY-•.DRW D47D97 fma 1 STUDY AREA AND INTERSECTION NUMBERS \VI 1 San Rafael Northgate ASSIGN Model Update Page 5 1. 2.D 3. (1 N lD n w n 1lL 269---►O1L- 35B• 4 -)4J-- 5D--�4�jr- 59 4o **100 tD �o 10 O a0 V/C = .43 = .57 = .66 4. 5. 6. Ln N co Aj 228_ Cfes-.677• aat -� p 12 12 299- ►nA 4-349 1 159 15 59 05�5 .166 i4 ♦O♦ �i 51 �I�o°Jorn ���V/C = .71 V/C = .60 = .58 7. 8. 9. r- u,� 0 N on Lnop n R t AJ�L.k- 1t, 29--$ 52 e42'� '7741 1114 116�R©.* t 296 1088©1187 t �Ir Ir ln.2 N N NrD cD V/C = .69 V/C = .71 Y/C = .73 10. 11. 12. co oo o r, t\ N Ln rn <D, o - LD < N-Ih � C�R_ 6605• 3 -- -►1 26 346 -�► A )4---- 52 Ir 142 % 175 --)4 6 ♦� ♦O �trWji' mn -rD 'oN no� nN co vw) --n V/C = .80 V/C = .50 Y/C = .48 13. 14. 15. �, nNco N M N `i'rN rn ronao Ln N Llk- 33 �AJ�Llk_ 141 201 401 �Aj 515 355'�O~ 300 65 ��A�� 456 11 4 � ♦O - 936 38 i� +O ao c ao tn1)n .- n N ror, v nen Q V/C = .61 Y/C = .51 V/C !/ICt1 KAFMKIR> EXISTING CONDITIONS PM PEAK HOUR VOLUMES 2A San Rafael Northgate ASSIGN Model Update Page 6 17. 18. 19. ^ N m _ � Q N N Q ^ �l�a04 321 �1 I1` 712 92 0--0"4-- 21 ?5a^ *0 NvCN N rNV/C = 44 VK = 33= .63 26. 20.DB*�- 28. to rym .-Q+2 ���5 24 ©� 81 209 280 _� O ♦_268 cm or0 N m = .63 V/C = .67 V/C = .20 29. 35. 268 ---0-0. 28 0 J., unornm NV/C = .41 V/ = .33 LEGEND: Free Right -Turn !//C<\ </M\11 EXISTING CONDITIONS PM PEAK HOUR VOLUMES ll\/1I San Rafael Northgate ASSIGN Model Update Page 7 7. 10. 13. //J1IL&I 2. S. 11. 14. 3. 6. 9. 12. 15. «mmillilk EXISTING INTERSECTION CONFIGURATIONS �% \V San Rafael Northgate ASSIGN Model Update Page 8 3A 17. 20. 29. alp k- !/Jiti\ 18. 26. 19. 28. 35. tAFmavilk EXISTING INTERSECTION CONFIGURATIONS San Rafael Northgate ASSIGN Model Update Page 9 LEGEND: * Free Right -Turn RE WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners The analysis techniques were derived from Circular 212' and the 1985 Highway Capacity Manual planning methodology and provides additional analysis capabilities. With signalized intersections there are six levels of service (LOS), A through F, which have corresponding volume -to -capacity (V/C) ratios. Figure 4, on the following page, shows the relationship between LOS, V/C ratio, and delay at signalized intersections. The City of San Rafael employs a default canacity volume of 1,500 vehicles per hour and a maximum V/C ratio standard of 0.85. The default capacity of 1,500 vehicles per hour is consistent with Circular 212 and with default capacities in other Cities in the Bay Area. Individual Intersection Operations At the end of 1991 during the PM peak hour, all of the study intersections in the Northgate area operate at LOS C or better. Each of the intersections is discussed in further detail below: 1. Lucas Valley Road/Las Gallinas Avenue - This is a signalized intersection. Free right -turn lanes are provided in the northbound, southbound, and westbound directions. A free right -turn lane is a right -turn lane which is not controlled by a signal and does not have opposing movements at the intersection and therefore does not contribute to the V/C ratio of the intersection. This intersection functions at LOS A (V/C = 0.43) during the PM peak hour under existing conditions. 2. Lucas Valley Road/Los Gamos Road - This is an unsignalized T -intersection. The northbound leg (Los Gamos Road) is controlled by STOP signs. When analyzed as a signalized intersection, it functions at LOS A (V/C = 0.57) during the PM peak hour. 3. Lucas Valley Road/Highway 101 southbound ramps - This is also an unsignalized T - intersection. The existing southbound Highway 101 off -ramp is the northbound movement of the intersection and is controlled by STOP signs. When analyzed as a signalized intersection, this intersection functions at LOS B (V/C = 0.66) during the PM peak hour. 4. Smith Ranch Road/Highway 101 northbound ramps - This is signalized intersection where the Highway 101 northbound off -ramp is the northbound leg of the intersection. There are two of free right -turn movements at this intersection - the eastbound right -turn movement to the US 101 northbound on-ramp is free, and the westbound right -turn lane to the other Highway 101 Transportation Research Board, Circular 212: Interim Materials on Highway Capacity, January, 1980. 2 Transportation Research Board, Highway Capacity Manual: Special report 209, 1985. REPORT2/MDR Page 10 The CRITICAL MOVEMENT ANALYSIS METHODOLOGY, which Is described In the Transportation Research Board's Circular 212. defines 0.71 -0.80 Level of Service (LOS) for signalized Intersections In terms of the ratio of critical movement traffic volumes to an estimate of maximum capacity for critical volume at an Intersection. Critical movements at an Intersection are 22.1 -28.0 calculated by determining the maximum traffic volumes for conflicting traffic LOS 'D' movements (i.e. left -turns plus opposing through traffic) per single stream ®tam of traffic (by lane). Approximate ranges for average vehicle stop delay are provided by Circular 212 for descriptive purposes. However, the LOS for Average Stop Delay (seconds) ................... Intersectkm are entirely determined by the ratio of critical movement y volume to critical movement capacity (volume -to -capacity ratio = V/C) for LOS 'A' the entire Intersection. Six categories of LOS are defined, ranging from V/C Range------------------------------------------- LOS 'A' with minor delays to LOS W with delays averaging more than 40 [la seconds during the peak hour. ^ LOS 'A' V/C Range------------------------------------------ 0.00-0.60 \ Average Stop Delay (seconds) .................. 00.0-16.0 �� LOS 'B' V/C Range------------------------------------------ 0.61-0.70 Average Stop Delay (seconds) ................... 16.1-22.0 LOS 'C' LOS 'C' V/C Range------------------------------------------- 0.71 -0.80 Average Stop Delay (seconds) ................... 22.1 -28.0 LOS 'D' ®tam V/C Range ------------------------0.81-0-90\ ------------------ Average Stop Delay (seconds) ................... 28.1-35.0 y LOS 'E' V/C Range------------------------------------------- 0.91-1-00 [la Average Stop Delay (seconds)------------------- 35.1-40.0 LOS 'D' LOS 'F' V/C Range 1 -Measured------------------------------------- 1.00 or less -Forecast--------------------------------------- 1.01 or more Average Stop Delay (seconds) .................. 40.1 plus PIED E= lZ� 1. While torecasWg demands can exceed nwdnum capacity, actual measured volumes thearotkaly cannot Slim traffic lbw kwffkiencla arise at capachy demand condldons, measured traflb volumes can decrease below maximum flow capacity and thereby calculated V/C ratba for LOS F condttlons ran be subshu"y below V/C - 1.00. LOS-212-11/11/91CRL LA SOURCE: Traneportatlon Research Board,'Plawing Level Methodology -Signalized Intersection', LOS 'F rimer 212_ Jan., 1980. �/JII�1 AFEMK1IL LEVEL OF SERVICE DIAGRAM V\EA San Rafael Northgate ASSIGN Model Update Page 11 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners northbound on-ramp is free. This intersection functions at LOS C (V/C = 0.71) during the PM peak hour. 5. Smith Ranch Road/Redwood Parkway -This is a signalized intersection. The eastbound right - turn movement is free. The intersection functions at LOS A (V/C = 0.60) during the PM peak hour. 6. Manuel T. Freitas Parkway/Las Gallinas Avenue - This is another signalized intersection. The westbound right -turn lane at this intersection is free. The intersection functions at LOS B (V/C = 0.69) during the PM peak hour. 7. Manuel T. Freitas Parkway/Northgate Drive - This is a signalized intersection. It functions at LOS C (V/C = 0.71) during the PM peak hour. 8. Manuel T. Freitas Parkway/Del Presidio Boulevard - This is a signalized intersection where the southbound approach is the Highway 101 southbound off -ramp. The southbound right -turn movement at this intersection is free. The northbound right -turn movement at this intersection is heavily used. However, most of the vehicles executing this movement are able to do so during the eastbound/westbound and southbound signal phases. In order to account for this, right -turn volumes on the northbound approach were adjusted. The intersection functions at LOS C (V/C = 0.71) during the PM peak hour. 9. Manuel T. Freitas Parkway/Highway 101 southbound ramps - This is an unsignalized intersection with no controls. There are two southbound Highway 101 on -ramps at this location and each has a free right -turn lane provided. When analyzed as a signalized intersection, the intersection functions at LOS C (V/C = 0.73) during the PM peak hour. 10. Manuel T. Freitas Parkway/Highway 101 northbound ramps - This is an unsignalized intersection with an unusual configuration. The southbound through movement at this intersection leads to the Highway 101 northbound on-ramp. The northbound leg of the intersection, is the Highway 101 off -ramp. Northbound and westbound right -turns are free and the only movement which is controlled is the westbound left -turn movement to the Highway 101 northbound on-ramp. When analyzed as a signalized intersection, this intersection functions at LOS C (V/C = 0.80) during the PM peak hour. 11. Manuel T. Freitas Parkway/Redwood Parkway/Civic Center Drive - This unsignalized intersection is located very near intersection 10 and the two intersections function almost as one. Northbound and southbound approaches to this intersection are controlled by STOP signs. When analyzed as a signalized intersection, this intersection functions at LOS A (V/C = 0.50) during the PM peak hour. 12. Nova Albion Way/Las Gallinas Avenue - This is a four-way STOP unsignalized intersection. The westbound approach to this intersection is a Northgate One Shopping Center driveway. REPORT2/MDR Page 12 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners When analyzed as a signalized intersection, this intersection functions at LOS A (V/C = 0.48) during the PM peak hour. 13. Las Gallinas Avenue/Northgate Drive - This is a signalized intersection which functions at LOS B (V/C = 0.61) during the PM peak hour. This intersection is located very near to intersection 14 and the two intersections are progressively timed to minimize queues which would iiiieriGre With the operation of one or the other intersection_ 14. Las Gallinas Avenue/Del Presidio Boulevard - This is a signalized intersection which, as described above, is located very near to intersection 13. The intersection functions at LOS A (V/C = 0.51) during the PM peak hour. 15. Merrydale Road/Los Ranchitos Road - This a four -legged, two-way STOP intersection where the eastbound and westbound approaches are controlled by STOP signs. The eastbound approach to this intersection is a Northgate One Shopping Center driveway. When analyzed as a signalized intersection, this intersection functions at LOS A (V/C = 0.46) during the PM peak hour. 17. North San Pedro Road/Los Ranchitos Road - This is a three-legged signalized intersection. Immediately to the east of this intersection, a rail line traverses North San Pedro Road. This intersection operates at LOS A (V/C = 0.44) during the PM peak hour. 18. North San Pedro Road/Merrydale Road - This is a signalized intersection which is heavily travelled because it provides access to the Highway 101 southbound ramps at Merrydale Road. The intersection functions at LOS A (V/C = 0.53) during the PM peak hour. 19. North San Pedro Road/Highway 101 northbound ramps - This is a set of freeway on- and off -ramps at which most movements are free and uncontrolled with the exception of the eastbound North San Pedro Road left -turn movement to the US 101 northbound ramp at which no sign is posted but left -turn vehicles YIELD to westbound through traffic. When analyzed as a signalized intersection, this intersection functions at LOS B (V/C = 0.65) during the PM peak hour. 20. North San Pedro Road/Civic Center Drive - This is a four -legged signalized intersection. Just north of the intersection, Memorial Road, which provides access to the County office buildings, and Civic Center Drive intersect. This intersection functions at LOS B (V/C = 0.63) during the PM peak hour. 26. Highway 101 southbound ramps/Merrydale Road - This is an unsignalized T -intersection. The westbound approach to this intersection is the US 101 southbound on- and off -ramps. When analyzed as a signalized intersection, this intersection functions at LOS B (V/C = 0.67) during the PM peak hour. REPORT2/MDR Page 13 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners 28. Miller Creek Road/Highway 101 southbound ramps - This is a four -legged unsignalized intersection where the southbound approach is the US 101 southbound off -ramp, which is controlled by a STOP sign, and the south leg is the US 101 southbound on-ramp. The southbound right -turn movement at this intersection is free. When analyzed as a signalized intersection, the intersection functions at LOS A (V/C = 0.20) during the PM peak hour. 29. St. Vincent's Parkway/Highway 101 northbound ramps - This is an unsignalized foul -legged intersection also. The northbound approach to this intersection is the US 101 northbound off - ramp, which is controlled by a STOP sign, and the north leg is the US 101 northbound on-ramp. When analyzed as a signalized intersection, it functions at LOS A (V/C = 0.41) during the PM peak hour. 35. McInnis Parkway/Civic Center Drive - This is an unsignalized T -intersection. The westbound approach is McInnis Parkway and is controlled by a STOP sign. When analyzed as a signalized intersection, this intersection functions at LOS A (V/C = 0.33) during the PM peak hour. REPORT2/MDR Page 14 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners BUILD -OUT CONDITIONS WSA's ASSIGN model was used in forecasting future traffic conditions in the Northgate area of San Rafael, The ASSIGN model is discussed further in Appendix E. The ASSIGN model is a land use model designed to forecast turning movements at study intersections. In setting up an ASSIGN model, traffic zones must be identified. Figure 5 shows the traffic zone designations for this study. The figure identifies 32 traffic zones. These are zones into which and from which traffic associated with General Plan build -out will be placed. Build -out conditions represent traffic conditions assuming General Plan build -out of the Northgate area of the City of San Rafael. In calculating build -out conditions, vehicle trip generations were generated for each General Plan land use, not developed as of November of 1991, based on the maximum development which could occur. The list of land uses, by parcel number, was supplied by the City and can be found in its General Plan 20003. WSA worked with the City to update proposed land uses to November of 1991. Land use data was updated to November of 1991 because existing conditions counts were conducted at that time. The updated Northgate Traffic Allocations list can be found in Appendix B. Twenty three intersections were included in the existing conditions analysis of this report. Under General Plan build -out conditions, an additional seven intersections are added. These intersections are those along the proposed extension of McInnis Parkway, the extension of Redwood Parkway, the extension of Miller Creek Road east of US 101 (St. Vincent's Drive), and the construction of a new link road between Redwood Parkway and Mcinnis Parkway midway between St. Vincent's Drive and Smith Ranch Road. These improvements are shown in Figure 5, on the following page, and discussed in further detail in the section entitled General Plan Planned Roadway Improvements. Figure 6, which shows build -out traffic volumes, V/C ratios and levels of service, can be found on pages 17 and 18. Figure 7, which shows buildout roadway geometries at individual intersections, can be found on pages 19 and 20. 3 City of San Rafael, General Plan 2000, 'Land Use Traffic Allocations,' Appendix B. REPORT2/MDR Page 15 97) ..--J28j Fid 15 1 (BB) 18 GHI $ 16 11� , ---L2j I —� Vi CBA TURNING MOVEMENT FEY - -- 22 "I l�1 </�\\\ t\�NI1 \vI/! (Bo.e� �- — — P,am to D L r i (1+z) hgate ASSIGN Model Update Page 16 LEGEND: Okrterseclion Number Zones M T -Model Zone Number „ (a2.8 3) ^NORIH 0 0.4 al az oa oa Scale In Muea 57-NNC.SRi\j2-RY OR.104 1097 STUDY AREA ZONES, INTERSECTIONS, AND TURNING MOVEMENT FAY San Rafael Nort 5 1. 2. 3. MO O M a�. NOO c1 NN 3B9-�►� 8�4--- 540• 588 �(y� 752 '� 178 799 99 75 � B f - 924 (633O 68 i4R ji 16 t 27 � *O II� RO I� In co o nNM cN In mN n Vic = .61 VAC = .77 V/C = .65 4. 5. 6. co nOONm c IL 882. 482 F 190 80 ����� 63 727 -►Of --785 040)2-_-:-b-B .a93 .328 ♦,�I� 238 uD ,n0 moan 0cn In o N V/C = .75 V/C = .89 = .6b 7. 8. 9. n 010JN N � co - 0 OfDO v 30 -JIIL 62 1D32 �©•F- 1025 1233 --►Of-- 1332 451 1169 �©4-1332 42% ♦r�79t m n N In Ln M uo Ln - N N O V/C = .77 V/C = .82 V/C = .78 10. 11. 12. Lo co M n0 Ne -0N� 0n 10 to NNLn l� O L 893 578 � 26 -0. 346 k__ 8 t -►OF 52 192---4 175 6 �T co N � v to o - lO v N u3 ^ N V/C = 54 V/C = .66 V/C = .56 13.0=-�10-B 14. 15. N Aj Ll a t 8 605 502 �� 425 65 �� 151 11 -►©4--- 74 38�♦'230In'D nInNC = .68 V/C = .60 V/C = .77 IIS\\\ BUILD -OUT PM PEAK HOUR TRAFFIC VOLUMES BASED ON GENERAL PLAN IMPROVEMENTS 6A AND OTHER RECOMMENDATIONS San Rafael Northgate ASSIGN Model Update Page 17 j 16. 17. 18. oNo -nI♦--InIn n� �It` ��k- 116 �_� " 77 70 448 341 +vr 780 V 40 V *0* �Ir *© I� O c 0v — rviV/C MD n m = .64 V/C = .79= .73 19. 20. 26. v v r rrn Ln n co r N Nco - o a21• — ► © 1334 461 �I���k 187 514 560 D�IL 81 264 (532 *O �I(� *0 I� M r O ; 00m nor N ve or N O V/C = .66 V/C = .58 V/C = .82 28. n 29. 30. n nN Non 1379 96 ©~ 05 61 273 266 a22 —► © 711 1137 � ©or-~ 72 v r N v oo n N l0 V/C = .71 V/C = .72 V/C = .68 31. 32. 33. r t0 Q In N ` ♦ A 7 89 —y 955 �— 89 4—A` 44—A 154 � ♦O ♦© ♦O rno r N nr on o In 03 V/C = .24 V/C = .77 V/C = .43 34. 36. 35.0(�) m QInN rmN a0 91 �/���IL 205 414 © � 587 r oo — oo ao V/C = .67 = .61 V/C = .77 l��ln BUILD -OUT PM PEAK HOUR TRAFFIC VOLUMES BASED ON GENERAL PLAN IMPROVEMENTS AND OTHER RECOMMENDATIONS 6B 1 J San Rafael Northgate ASSIGN Model Update Page 18 4. 7. 10. 2. LAJ-AL�., 5. � 8. *II A' 14 .-- W)rW 11. Ar 'i4�w 14. 3. 6. 9. 12. 15. BUILD -OUT INTERSECTION CONFIGURATIONS BASED ON GENERAL PLAN IMPROVEMENTS AND OTHER RECOMMENDATIONS San Rafael Northgate ASSIGN Model Update Page 19 7A 19. 28. 31. 34. OF 17. 20. 29. 32. 35. k- 18. 26. 30. 33. 36. Ajt k - BUILD -OUT INTERSECTION CONFIGURATIONS </M\\\ ttV/// BASED ON GENERAL PLAN IMPROVEMENTS ' � AND OTHER RECOMMENDATIONS San Rafael Northgate ASSIGN Model Update Page 20 EL 1-1 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners Trip Generation Trip generation was calculated using the City's PM peak hour trip generation rates. These rates are as follows: Trip Distribution The distribution of trips refers to the assumptions about where trips begin and end. These assumptions can be generated from surveys, can be based on existing travel patterns, and/or can be based on locations of trip attracters. The trip distribution assumptions for this study were taken from the City's Citywide Traffic Model. This model takes into account all of these factors. The distribution assumptions for the model are different for each traffic zone because different zones will use different shopping facilities, attend different schools, and so forth. General Plan Planned Roadwav Improvements A number of roadway improvements were included in the build -out traffic scenario because these improvement projects are identified in the City's General Plan as being needed to accommodate planned land uses and maintain acceptable operating conditions. These are: Improvements to North San Pedro Drive/Civic Center Drive Intersection The City's General Plan calls for an additional southbound right -turn lane and eastbound left -turn lane at this intersection. REPORT2/MDR Page 21 PM Peak Hour trips IN OUT Apartments and Condominiums ------------------ 0.85 trips/unit --- 0.60 --- 0.25 Single Family Detached Housing 1.00 trips/unit 0.63 0.37 Senior Housing 0.20 trips/unit 0.08 0.12 Hotel/Motel 0.73 trips/room 0.36 0.37 Office 2.20 trips/ksf 0.22 1.98 Medical Office 2.79 trips/ksf 1.08 1.71 Light Industrial/Office (max 25% office) 1.40 trips/ksf 0.31 1.09 Specialty Retail 3.30 trips/ksf 1.65 1.65 General Retail 12.0 trips/ksf 5.64 6.36 Restaurant 10.00 trips/ksf 6.98 3.02 Mini -Storage 0.29 trips/ksf 0.10 0.19 Hospital 1.72 trips/ksf 0.62 1.10 Church 0.72 trips/ksf 0.60 0.12 Recreation 0.14 trips/ksf 0.09 0.05 Trip Distribution The distribution of trips refers to the assumptions about where trips begin and end. These assumptions can be generated from surveys, can be based on existing travel patterns, and/or can be based on locations of trip attracters. The trip distribution assumptions for this study were taken from the City's Citywide Traffic Model. This model takes into account all of these factors. The distribution assumptions for the model are different for each traffic zone because different zones will use different shopping facilities, attend different schools, and so forth. General Plan Planned Roadwav Improvements A number of roadway improvements were included in the build -out traffic scenario because these improvement projects are identified in the City's General Plan as being needed to accommodate planned land uses and maintain acceptable operating conditions. These are: Improvements to North San Pedro Drive/Civic Center Drive Intersection The City's General Plan calls for an additional southbound right -turn lane and eastbound left -turn lane at this intersection. REPORT2/MDR Page 21 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners The Merrydale Overcrossing and Northbound US 101 On -Ramp This project is included in the State Transportation Improvement Program. The project will involve constructing an extension of Merrydale Road over US 101 to connect with Civic Center Drive. In addition, a new US 101 northbound on-ramp would be constructed off of Redwood Parkway north of Manuel T. Freitas Parkway. The Reconfiguration of the US 101 Southbound Ramps at Lucas Valley Road This improvement has been included in the Proposed State Transportation Improvement Program. The project will involve the closure of the existing southbound US 101 loop off - ramp and replacement with a new ramp which will align with Los Gamos Road becoming the southbound leg of the intersection. In addition, a loop on-ramp would be constructed on the north side of Lucas Valley Road. The on-ramp would be used by westbound traffic and would be a free movement. The Marinwood Overcrossing Improvement The City's General Plan discusses widening this overcrossing to four lanes under build- out conditions. Although no Project Report has been prepared by Caltrans, this improvement was assumed to have been implemented in the analysis of build -out conditions that follows. The assumptions made at the individual intersections are described below: The Extension of McInnis Parkway Although this project has not been fully defined, it was assumed in this analysis that the extension of McInnis Parkway would be an arterial travelling between Civic Center Drive and beyond the study area to the north possibly connecting with Nave Drive in Novato. Based on projected volumes in the model, the roadway was defined as a two-lane street with left -turn pockets at major intersections. One further assumption was made that at the intersection of Smith Ranch Road/McInnis Parkway, all approaches, including those on Smith Ranch Road, were assumed to provide one though and one left -turn lane. The General Plan notes the potential highway diversions eventually requiring widening of McInnis Parkway to four lanes. The Extension of Redwood Parkway The extension of Redwood Parkway would connect this arterial through to Miller Creek Drive. Based on traffic volumes, this roadway was assumed to be a two-lane arterial. REPORT2/MDR Page 22 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners The Construction of a Link Road Between Redwood Parkway and McInnis Parkway Midway Between St. Vincent's Drive and Smith Ranch Road This roadway would provide better access to the St Vincent's/Silveira property. It was assumed to provide two lanes in this analysis. The Fxtencinn of St, Vincent's Drive The extension of St. Vincent's Drive would connect it through to the proposed McInnis Parkway extension. This extension was assumed to provide just two lanes. PM Peak Hour Conditions With General Plan build -out, there are significant increases in traffic volumes in certain areas. Build -out PM peak hour traffic volumes, V/C ratios, and levels of service are shown in Figure 6 on pages 17 and 18. The ASSIGN model outputs for this scenario can be found in Appendix C. Level of service calculations at individual intersections for build -out PM peak hour conditions can be found in Appendix D-2. With the assumed build -out roadway system, which is shown in Figure 7 on pages 19 and 20, all but one of the study intersections would continue to function within the City's mid LOS D (WC = 0.85) standard for interchanges and arterial intersections. At this last intersection, reductions in a trip reserve category would improve intersection operations to within the City's standard. The Northgate update found minor changes in levels of service, primarily improvements, at several intersections which can be attributed to many variables including updated capacity assumptions, updated traffic volumes, roadway improvements not included in previous models, updated trip generation files to account for projects which have been constructed since the last update, and some slight revisions to the vehicle link (path) file. However, four intersections were projected to operate below the City's mid LOS D standard without additional improvements. These intersections are listed below with their PM peak hour V/C ratios and levels of service. 4 Smith Ranch Road/Highway 101 northbound ramps LOS F (V/C = 1.15) 5 Smith Ranch Road/Redwood Parkway LOS D (V/C = 0.94) 11 Manuel T. Freitas Parkway/Redwood Highway/Civic Center Drive LOS D (V/C = 0.88) 19 North San Pedro Road/Highway 101 northbound ramps LOS E (V/C = 0.97) At the intersections of Smith Ranch Road/Highway 101 northbound ramps and Smith Ranch Road/Redwood Parkway an additional westbound through lane would be necessary during the PM peak hour. These improvements consist primarily of restriping the existing roadway although some road widening may be necessary near Redwood Parkway. REPORT2/MDR Page 23 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners The intersection of Manuel T. Freitas Parkway/Highway 101 northbound ramps would be improved as part of the Merrydale Phase II project. This project has been recommended as part of the Merrydale project approval. The project, whose cost is estimated at $1.5 million, involves an additional northbound off -ramp lane and an additional westbound right -turn lane at the intersection of Manuel T. Freitas Parkway/Highway 101 northbound ramps. At the intersection of Manuel T. Freitas Parkway/Redwood Highway/Civic Center Drive an eastbound left -turn lane would be added and a northbound left -turn lane would be converted to a shared through/left-turn lane. At the intersection of North San Pedro Road/Highway 101 northbound ramps, an additional westbound through lane is necessary during the PM peak hour. This improvement would involve widening North San Pedro Road at this location. Individual Intersection Operations Improvement to and build -out operations at each of the study intersections is discussed in further detail below: 1. Lucas Valley Road/Las Gallinas Avenue - No improvements to the signalization or geometric configurations of this intersection are planned under build -out conditions. The intersection is forecast to operate at LOS B (V/C = 0.61) during the PM peak hour under build -out conditions. 2. Lucas Valley Road/Los Gamos Road - The reconstruction of the Highway 101 southbound ramps will add a fourth (north leg) to this intersection. The north leg is planned to provide an exclusive left -turn lane and a shared left/through/right-turn lane. Lucas Valley Road is to be widened to four lanes at this intersection and a westbound left -turn lane is also to be provided at this intersection. In addition, this intersection is to be signalized. With these improvements the intersection is forecast to operate at LOS C (V/C = 0.77) under build -out PM peak hour conditions. AM peak hour operations at this interchange are currently being evaluated as part of the planning process for the reconstruction of the interchange. 3. Lucas Valley Road/Highway 101 southbound ramps - The reconstruction of the Highway 101 southbound ramps would eliminate control at this intersection. The southbound off -ramp, which currently makes up the south leg of the intersection, is to be relocated to the north leg of Los Gamos Road. At the existing on-ramp to southbound Highway 101, the left -turn movement from westbound Lucas Valley Road is to be replaced with a westbound right -turn movement onto a newly constructed loop on-ramp. There will be no conflicting movements at this location. The intersection is projected to operate at LOS B (V/C = 0.65) under PM peak hour build -out conditions. As with the previous intersection, this intersection is currently being evaluated during the AM peak hour conditions as part of planning process for the reconstruction of this interchange. REPORTZ/MDR Page 24 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners 4. Smith Ranch Road/Highway 101 northbound ramps - The City's General Plan does not include any improvements to this intersection. Based on the analysis performed in this study, however, a recommendation is being made to include the addition of a second westbound through lane at this intersection. This improvement would improve this intersections forecast level of service from LOS F (V/C = 1.15) to LOS C (V/C = 0.75) under build -out PM peak hour conditions. The additional westbound through lane could be accommodated at the Highway 101 underpass because the existing westbound left -turn lane which travels under the underpass would no longer be necessary when the loop on-ramp for westbound Lucas Valley Road is constructed as part of the Highway 101 southbound ramp improvements. The cost of this improvement is estimated at $10,000. As with the previous two intersections, this intersection is also being included in an interchange study which includes an analysis of AM peak hour conditions. 5. Smith Ranch Road/Redwood Parkway - The City's General Plan does not include any improvements at this intersection. The analysis conducted in this Northgate model update, however, indicates that improvements will be necessary at this intersection under build -out PM peak hour conditions. Improvements to this intersection would involve the addition of a westbound through lane and the reconfiguration of the northbound approach to provide one through lane and two left -turn lanes instead of one right -turn lane, one shared through/left-turn lane, and one left -turn lane. The additional westbound through lane, which would be the third through lane in the westbound direction, could drop off at the Highway 101 northbound on-ramp. This improvement, which would involve road widening within the existing right-of-way, would improve this intersection's operation from LOS E (V/C = 0.94) without the improvement to LOS D (V/C = 0.89) with the improvement during the PM peak hour. This is slightly below the City's LOS D (V/C = 0.85) standard. The cost of this improvement is estimated at $30,000. Additional transportation improvements, beyond those mentioned above, would result in significant additional costs and only slightly improved operations. Alternately, reductions in projected trips would result in improved levels of service. There are several 'trip reserves" in the traffic zones affecting this intersection. These reserves could be reduced or eliminated in order to improve this intersection to LOS D (V/C = 0.85) or better. Additionally, there are certain projects which have been approved but not built yet, which when built are expected to generate significantly fewer trips than were assigned to the subject sites. These include: A 160 trip "family housing reserve" held for the Smith Ranch Hills project in the event that this project were not built as a senior project but as a family project. About two thirds of this project has been constructed. This reserve could be deleted which would improve the V/C ratio at Smith Ranch Road/Redwood Parkway to LOS D (V/C = 0.855). REPORT2/MDR Page 25 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners A 70 trip "jail reserve" allocated to the Honor Farm site could be deleted since the County now has approved a jail on the Civic Center property. The McInnis Park expansion was approved at far less than the 297 PM peak hour trips allocated to the site. Once this project has been constructed, some or all surplus trips could be eliminated from the site. The Oak Ridge Apartments project was recently approved on the Smith Ranch Parcel 8 site. This project was also approved at fewer trips than were originally allocated to the site for potential hospital use. Once the apartment project is built, these surplus trips could also be eliminated. Thus there are several opportunities to revise the General Plan land use/trip assumptions to assure that this intersection will operate at an acceptable level of service. 6. Manuel T. Freitas Parkway/Las Gallinas Avenue - No improvements are planned at this intersection. It is forecast to operate at LOS B (V/C = 0.66) under build -out PM peak hour conditions. 7. Manuel T. Freitas Parkway/Northgate Drive - No improvements are planned at this intersection. It is forecast to operate at LOS C (V/C = 0.77) under build -out conditions during the PM peak hour. 8. Manuel T. Freitas Parkway/Del Presidio Boulevard - No improvements are planned at this intersection. It is forecast to operate at LOS D (V/C = 0.82) under build -out PM peak hour conditions. 9. Manuel T. Freitas Parkway/Highway 101 southbound ramps - No improvements are planned at this location and it is forecast to operate at LOS C (V/V = 0.78) under build -out conditions during the PM peak hour conditions. 10. Manuel T. Freitas Parkway/Highway 101 northbound ramps - This intersection will change slightly as a result of the Merrydale Overcrossing project discussed previously in this report. The change at this intersection would be minor consisting only of the elimination of the eastbound left -turn movement onto the Highway 101 northbound ramp; this movement will be accommodat- ed that the new northbound on-ramp on Redwood Parkway just north of Civic Center Drive. The Merrydale Phase II project would add an additional northbound off -ramp lane and an additional westbound right -turn lane. It would also involve signalizing the intersection. Without the Merrydale Phase II improvements, this intersection is forecast to operate at LOS D (V/C = 0.84) under build -out conditions during the PM peak hour. With the Merrydale Phase II improvements it is forecast to operate at LOS A (V/C = 0.54) during the PM peak hour. The Merrydale Phase II improvements have an estimated cost of $1.5 million. REPORT2/MDR Page 26 WSA. San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners 11. Manuel T. Freitas Parkway/Redwood Parkway/Civic Center Drive - With the Merrydale Overcrossing and Highway 101 Northbound On -Ramp project, this intersection would be signalized. As part of the Merrydale Phase II project, an additional eastbound left -turn lane would be added and a northbound left -turn lane would be converted to a shared through/left-turn lane. With the Merrydale Overcrossing and Highway 101 Northbound On -Ramp project, this intersection is forecast to operate at LOS D (V/C = 0.88) under build -out conditions during the PM peak hour. With the addition �� of Mara rdale Phase ll, the intersection is forecast to operate at LOS D (V/C = 0.84). The Merrydale Phase 11 improvements have an estimated cost of $1.5 million. 12. Nova Albion Way/Las Gallinas Avenue - The City's General Plan calls for signalization of this intersection under build -out conditions. The cost of this signalization is estimated at $110,000. This cost is included in the City's Traffic Mitigation Fee program. This intersection is forecast to operate at LOS A (V/C = 0.56) under build -out PM peak hour conditions. 13. Las Gallinas Avenue/Northgate Drive - No improvements are planned at this intersection under build -out conditions. The intersection is forecast to operate at LOS B (V/C = 0.68) under build -out PM peak hour conditions. 14. Las Gallinas Avenue/Del Presidio Boulevard - No improvements are planned at this intersection. It is forecast to operate at LOS A (V/C = 0.60) under build -out PM peak hour conditions. 15. Merrydale Road/Los Ranchitos Road - Build -out traffic at this intersection will increase dramatically as a result of the Merrydale Overcrossing project. The City's General Plan calls for signalization of this intersection under build -out conditions. The cost of this signalization is estimated at $110,000. This cost is included in the City's Traffic Mitigation Fee program. This intersection is forecast to operate at LOS C (V/C = 0.77) under build -out PM peak hour conditions. 16. Merrydale Road/Civic Center Drive - The Merrydale Overcrossing will tie into this intersection forming the west approach to the intersection. In addition, this intersection will be signalized. These improvements are fully funded. With these improvements, this intersection is forecast to function at LOS B (V/C = 0.64) under build -out conditions during the PM peak hour. 17. North San Pedro Road/Los Ranchitos Road - No improvements are planned at this intersection. The intersection is forecast to operate at LOS C (V/C = 0.79) under build -out PM peak hour conditions. 18. North San Pedro Road/Merrydale Road - No improvements are planned at this intersection. the intersection is forecast to operate at LOS C (V/C = 0.73) under build -out PM peak hour conditions. REPORT2/MDR Page 27 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners 19. North San Pedro Road/Highway 101 northbound ramps -The City's General Plan does not call for any improvements to this intersection. The analysis of build -out conditions, however, shows that an additional westbound through lane through lane is needed during the PM peak hour. This improvement will involve widening North San Pedro Road at this location. The existing underpass at North San Pedro Road provides enough width that no widening would be necessary at this location. The cost of this improvement is estimated at $50,000. Without the improvement, this intersection is forecast to function at LOS E (V/C = 0.97) under build -out conditions during the PM peak hour. With the improvement it is forccast to operate at LOS B (V/C = 0.66). 20. North San Pedro Road/Civic Center Drive - The City's General Plan calls for the addition of an eastbound left -turn lane and a southbound right -turn lane at this intersection. These improvements, estimated to cost $110,000, are fully funded by a local area -wide transportation improvement program. This intersection is forecast to operate at LOS A (V/C = 0.58) under build -out PM peak hour conditions. 26. Highway 101 southbound ramps/Merrydale Road - No improvements are planned at this intersection. When analyzed as a signalized intersection, it is forecast to operate at LOS D (V/C = 0.82) during the PM peak hour. 28. Miller Creek Road/Highway 101 southbound ramps - The City's General Plan calls for the widening the Marinwood Interchange to four lanes and for the signalization of the intersections at both ramps. At this intersection, it was assumed that a westbound left -turn lane would be added to the existing geometries. This intersection is forecast to operate at LOS C (V/C = 0.71) under build -out PM peak hour conditions. 29. St. Vincent's Parkway/Highway 101 southbound ramps - The City's General Plan calls for the widening the Marinwood Interchange to four lanes and for the signalization of the intersections at both ramps. At this intersection, it was assumed that two eastbound and two westbound through lanes would be provided, which is consistent with the General Plan. It was further assumed that the off -ramp would be improved to provide two lanes, a left -turn lane and a right - turn lane. This intersection is forecast to operate at LOS C (V/C = 0.72) under build -out PM peak hour conditions. 30. St. Vincent's Parkway/Redwood Parkway - This intersection, which does not currently exist, is included in the City's General Plan as part of the extensions of Redwood Parkway and St. Vincent's Drive. The General Plan calls for signalization of the intersection. It was assumed that St.Vincent's Drive would provide two eastbound right -turn lanes and a through lane, that westbound St. Vincent's Drive would provide a through lane and a left -turn lane, and that northbound Redwood Parkway would provide a right -turn lane and a left -turn lane. This intersection is forecast to operate at LOS B (V/C = 0.68) under build -out PM peak hour conditions. REPORT2/MDR Page 28 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners 31. St. Vincent's Parkway/McInnis Parkway - This intersection does not currently exist. It is to be constructed as part of the Mc!nnis Parkway and St.Vincent's Parkway extensions included in the General Plan. The General Plan calls for signalization of the intersection. It was assumed that this intersection would provide one eastbound approach lanes, one southbound approach lane and two northbound approach lanes - a through and a left -turn lane. The intersection is forecast to operate at LOS A (V/C = 0.24) under build -out PM peak hour conditions. 32. Silveira Connection/Redwood Parkway - This intersection does not currently exist. It would be constructed as part of the Redwood Parkway extension and Silveira Connection projects included in the General Plan, The General Plan calls for the signalization of the intersection. The intersection was assumed to provide a single northbound shared through/right-turn lane, a westbound right -turn and left -turn lane, a southbound through lane and two southbound left -turn lanes. The intersection is forecast to operate at LOS C (V/C = 0.77) under build -out PM peak hour conditions. 33. Silveira Connection/McInnis Parkway - This intersection does not currently exist. It would be constructed as part of the McInnis Parkway extension and Silveira Connection projects included in the General Plan. The General Plan calls for signalization of this intersection. The intersection has been assumed to provide northbound left -turn and northbound through lanes, a single eastbound shared left/right-turn lane, and a single southbound shared through/right-turn lane. The intersection is forecast to operate at LOS A (V/C = 0.43) under build -out PM peak hour conditions. 34. Smith Ranch Road/McInnis Parkway - This intersection does not currently exist. The intersection would be constructed as part of the McInnis Parkway extension. The intersection is assumed to provide two approach lanes at three approaches and three approach lanes at one approach. The eastbound, southbound, and westbound approaches would each provide one shared through/right-turn lane and one left -turn lane. The northbound approach would provide one left-, one through, and one right -turn lane. When analyzed as a signalized intersection, it is forecast to operate at LOS B (V/C = 0.67) under build -out PM peak hour conditions. 35. McInnis Parkway/Civic Center Drive - This intersection currently exists but would be improved as part of the McInnis Parkway extension included in the General Plan. The General Plan calls for signalization of the intersection as well. The intersection was assumed to provide two lanes at all three approaches. At the northbound approach it would provide a through lane and a right - turn lane; at the southbound approach it would provide a through lane and a left -turn lane; and at the westbound approach it would provide a left -turn lane and a right -turn lane. The intersection is forecast to operate at LOS B (V/C = 0.61) under build -out PM peak hour conditions. 36. Highway 101 northbound on-ramp/Redwood Parkway - This intersection does not currently exist. It would be created as part of the Merrydale Overcrossing and Northbound Highway 101 On -Ramp projects included in the General Plan. The intersection was assumed to provide two REPORT2/MDR Page 29 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers -Planners northbound lanes, a through lane and a left -turn lane, and a single southbound through lane. When analyzed as a signalized intersection, it functions at LOS C (V/C = 0.77) under build -out PM peak hour conditions. REPORT2/MDR Page 30 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineers-Planner CONCLUSIONS Many changes were made to the Northgate Traffic Model in this revision. Of the most significance are the following: The default capacity used in the signalized intersection analysis was uniformly changed to 1.500 from 1,400 vehicles per hour. In past models this had been done at individual major intersections. The default capacity of 1,500 vehicles per hour is consistent with Circular 212. The default capacity used in the 1985 Highway Capacity Manual of 1,400 vehicles per hour had been partially employed in previous models. However, vehicle characteristics (size, acceleration and deceleration rates) have changed dramatically since the 1,400 vehicles per hour default was initiated and more recent estimates of intersection capacities have yielded values of 1,600 and even 1,700 vehicles per hour. Intersection capacities, of course, vary between intersections and are impacted by signal timings, arrival patterns, pedestrian volumes, heavy vehicles, grades, lane widths, and a number of other factors. The default capacity of 1,500 vehicles per hour is considered a conservative estimate. A few improvements have been implemented or are new proposals since the last update. The most significant of these is the proposed Merrydale Phase II project which impacts the intersections of Manuel T. Freitas Parkway/Highway 101 northbound ramps and Manuel T. Freitas Parkway/Redwood Parkway/Civic Center Drive. Others include recommended changes at the intersections of Smith Ranch Road/Highway 101 northbound ramps, Smith Ranch Road/Redwood Parkway, and North San Pedro Road/Highway 101 northbound ramps. In addition to these changes, many difference between the last and latest model updates can be attributed to updated traffic counts, updated trip generation estimates, and minor changes to the link (path) file. The November 1991 Northgate ASSIGN Model Update enhances the City's ability to accurately project future traffic operations and to determine the cumulative impacts of individual projects. The framework of the model, particularly the file organization, has been improved to ease this task. REPORT2/MDR Page 31 WSA San Rafael Northgate ASSIGN Model Update (November 1991) Engineer -Planners Although many level of service predictions between this model update and the past model update have occurred, the magnitude of these changes is generally small. Five intersections experience changes of two levels of service or more. These intersections are listed below. • 10 Manuel T. Freitas Parkway/Highway 101 southbound ramps • 11 Manuel T. Freitas Parkway/Redwood Parkway/Civic Center Drive • 14 Las Gallinas Avenue/Del Presidio Boulevard • 20 North San Pedro Road/Highway 101 northbound ramps • 30 St. Vincent's Parkway/Redwood Parkway The reasons for the changes at intersections 10, 11, and 20 are the improvements discussed on the previous page. Intersection 14 changed as a result of updated traffic counts and generation estimates. Generation estimates were revised so as not to include development which occurred between 1988 and 1991. The trip generation estimates associated with these projects are included in the revised traffic counts since traffic associated with those developments is now on the road. Intersection 30 changed because of a new assumption that two eastbound right turn lanes would be provided at this intersection. It is the conclusion of this report that the traffic projections made in this update are representative of the travel patterns which would occur if the Northgate area were built out according to the City's General Plan land use designations and densities. REPORT2/MDR Page 32