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Transportation Impact Analysis Summit K2 Charter School: High School Expansion El Cerrito, California Draft June 2015 ---PAGE BREAK--- Transportation Impact Analysis Summit K2 Charter School: High School Expansion El Cerrito, California Prepared For: Education Ventures LLC 5860 W Las Positas Blvd, Suite 21 Pleasanton, CA 94588 (925) 224-8278 Prepared By: Kittelson & Associates, Inc. 155 Grand Avenue, Suite 900 Oakland, California 94612 (510) 839-1742 Project Manager: Amy López Project Principal: Alice Chen, AICP Project No. 17851 June 2015 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 iii Kittelson & Associates, Inc. TABLE OF CONTENTS Executive Summary 3 Findings 3 Recommendations 4 Introduction 7 7 Project Description 9 Study Objectives 9 Scope Of The Report 9 Existing Conditions 12 Roadway Network 12 Existing Traffic Volumes 13 Intersection 17 Student Unloading and Loading 19 Carpool Rates 22 Parking 23 Transportation Impact Analysis 25 Project Analysis 25 Baseline Conditions 30 Cumulative Conditions 41 Conclusions and Recommendations 51 Intersection 51 Student Unloading and Loading 55 Parking 55 References 57 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 iv Kittelson & Associates, Inc. LIST OF FIGURES Figure 1: Project Location 7 Figure 2: Summit K2 School Site Plan 8 Figure 3: Existing Geometries and Peak Hour Volumes – AM Peak Hour 14 Figure 4: Existing Geometries and Peak Hour Volumes – After-school PM 15 Figure 5: Existing Geometries and Peak Hour Volumes – PM Peak Hour 16 Figure 6: Morning Student Unloading and Queues on Main Driveway 20 Figure 7: Afternoon Student Loading and Queues on Main Driveway 21 Figure 8: Project Trip Distribution 28 Figure 9: Intersection Turning Movement Volumes – Project Only 29 Figure 10: Intersection Volumes – Baseline Conditions – AM Peak 32 Figure 11: Intersection Volumes – Baseline Conditions – After-school PM 33 Figure 12: Intersection Volumes – Baseline Conditions – PM Peak 34 Figure 13: Intersection Volumes – Baseline plus Project Conditions – AM Peak 35 Figure 14: Intersection Volumes – Baseline plus Project Conditions – After-school PM 36 Figure 15: Intersection Volumes – Baseline plus Project Conditions – PM Peak 37 Figure 16: Intersection Volumes – Cumulative Conditions – AM Peak 43 Figure 17: Intersection Volumes – Cumulative Conditions – After-school PM 44 Figure 18: Intersection Volumes – Cumulative Conditions – PM 45 Figure 19: Intersection Volumes – Cumulative plus Project Conditions – AM Peak 47 Figure 20: Intersection Volumes – Cumulative plus Project Conditions – After-school PM 48 Figure 21: Intersection Volumes – Cumulative plus Project Conditions – PM 49 Figure 22: Proposed Improvements to Elm Street/Hill Street/Key Boulevard/School Driveway Intersection 53 Figure 23: Proposed Improvements to Key Boulevard/Cutting Boulevard Intersection 54 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 v Kittelson & Associates, Inc. LIST OF TABLES Table 1: General Level of Service Definitions 17 Table 2: Intersection Level of Service – Existing Conditions 18 Table 3: Student Carpool Rate for the Morning Drop-Offs 22 Table 4: Student Carpool Rate for the Afternoon Pick-Ups 22 Table 5: Parking Occupancy 23 Table 6: Trip Generation 26 Table 7: Intersection Level of Service – Baseline Conditions 30 Table 8: Intersection Level of Service – Baseline plus Project Conditions 31 Table 9: Off-Street Parking– City Zoning Code Requirements 39 Table 10: Intersection Level of Service – Cumulative Conditions 42 Table 11: Intersection Level of Service – Cumulative plus Project Conditions 46 Table 12: Intersection Level of Service – Baseline plus Project Conditions with Mitigations 52 Table 13: Intersection Level of Service – Cumulative plus Project Conditions with Mitigations 52 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 vi Kittelson & Associates, Inc. APPENDICES 1: Intersection Level of Service Definitions 2: Queue Observations at Driveways and Vehicle Occupancy Data 3: Turning Movement Counts 4: Existing Conditions Level-of-Service Worksheets 5: Baseline Level-of-Service Worksheets 6: Baseline plus Project Traffic Level-of-Service Worksheets 7: Baseline plus Project Traffic (Mitigated) Level-of-Service Worksheets 8: Cumulative (2040) Background Traffic Level-of-Service Worksheets 9: Cumulative (2040) plus Project Traffic Level-of-Service Worksheets 10: Cumulative (2040) plus Project Traffic (Mitigated) Level-of-Service Worksheets ---PAGE BREAK--- Section 1 Executive Summary ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Executive Summary 2 Kittelson & Associates, Inc. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Executive Summary 3 Kittelson & Associates, Inc. EXECUTIVE SUMMARY Summit K2 Charter School is proposing to expand enrollment to high school grade levels at its current site at 1800 Elm Street in the City of El Cerrito. The school is located in a residential neighborhood near El Cerrito del Norte BART station. Summit K2 Charter School began operations in the Fall of 2014 with grade 7 enrollment of 125 students and will continue operations in the Fall of 2015 with 240 7th and 8th grade students. The purpose of this study is to analyze and address the traffic and transportation concerns that might be associated with the expansion in enrollment for high school grade levels at Summit K2 Charter School. The results of this study indicate that the increased high school enrollment can be accommodated while maintaining acceptable traffic operations at the study intersections, access and circulation associated with student unloading and loading, and parking, assuming provision of the recommended improvements. FINDINGS Existing Conditions All study intersections are operating acceptably at LOS D or better during the AM, after- school PM and PM peak hours. The maximum queues observed during the morning drop-off and afternoon pick-up did not exceed the available queuing areas on-site. Only 7 of the available 61 parking spaces on--site were occupied. Proposed Development Plan The proposed high school expansion (Project) is to increase enrollment to 600 students plus or minus 5 percent in grades 7 through 12 by Fall 2019. The Project is estimated to generate 415 vehicle trips (216 inbound, 199 outbound) during the weekday AM peak hour and 312 vehicle trips (151 inbound, 161 outbound) during the weekday after-school PM peak hour. Baseline Conditions Under Baseline conditions, all study intersections would operate acceptably at LOS D or better during each peak hour. With the addition of Project traffic to Baseline conditions, the Elm Street/Hill Street/Key Boulevard/School driveway intersection would operate unacceptably at LOS E or F during the AM and PM peak hours, and the Key Boulevard/Cutting Boulevard intersection would ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Executive Summary 4 Kittelson & Associates, Inc. operate at LOS F during the PM peak hour. All other intersections would operate acceptably at LOS D or better during each peak hour. Student Unloading and Loading At maximum enrollment of 630 students, the potential maximum queue during morning drop-off would be 20 vehicles, which could be accommodated on-site. At maximum enrollment of 630 students, the potential maximum queue during afternoon pick-up would be 40 vehicles, which would extend beyond the project driveway. Parking As proposed with 61 parking spaces on-site, the Project would be one parking space short of the code parking requirement of 62 spaces. Cumulative Conditions Under Cumulative conditions, three of the study intersections are projected to operate acceptably at LOS D or better during each peak hour. The San Pablo Avenue/Hill Street/Peerless Avenue/Eastshore Boulevard intersection would operate unacceptably at LOS F during the AM peak hour and acceptably during other peak hours. The Key Boulevard/Cutting Boulevard intersection would operate unacceptably at LOS F during the PM peak hour and acceptably during other peak hours. With the addition of Project traffic to Cumulative conditions, two intersections would operate acceptably at LOS D or better during each peak hour. The Elm Street/Hill Street/Key Boulevard/School driveway intersection would operate unacceptably at LOS E or F during each peak hour. The San Pablo Avenue/Hill Street/Peerless Avenue/Eastshore Boulevard intersection would operate unacceptably at LOS F during the AM peak hour and acceptably during other peak hours. The Key Boulevard/Cutting Boulevard intersection would operate unacceptably at LOS F during the PM peak hour and acceptably during other peak hours. RECOMMENDATIONS The following list provides a summary of the mitigation measures recommended as part of this proposed development. Intersection Operations o At the Elm Street/Hill Street/Key Boulevard/School driveway intersection, upgrade the signal and optimize the signal phasing, and install push button actuation for a new pedestrian crossing on the north leg of Elm Street. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Executive Summary 5 Kittelson & Associates, Inc. o At the Key Boulevard/Cutting Boulevard intersection, install a northbound left-turn lane and remove on-street parking at the location of the new travel lane. o At the intersection of San Pablo Avenue/Hill Street/Peerless Avenue/Eastshore Boulevard, optimize the signal timing. After-school Student Loading o Encourage carpooling and alternatives to driving, or o Ten percent of the students could leave the campus 15 minutes later than the majority of students. Parking o Encourage carpooling and alternatives to driving, or o Apply for a ten-percent reduction to the code requirement, based on the proximity to transit, or o The school could stripe one additional parking stall. Additional details of the study methodology, findings, and recommendations are provided within this report. ---PAGE BREAK--- Section 2 Introduction ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Introduction 7 Kittelson & Associates, Inc. INTRODUCTION The purpose of this study is to analyze and address the traffic and transportation concerns that might be associated with the expansion in enrollment for high school grade levels at Summit K2 Charter School Charter School. Summit K2 Charter School is located at 1800 Elm Street in El Cerrito in a residential neighborhood near El Cerrito del Norte BART station. Summit K2 Charter School began operations in the Fall of 2014 with grade 7 enrollment of 125 students and will continue operations in Fall of 2015 with 240 7th and 8th grade students. Figure 1 shows the school’s location and surrounding neighborhood. Figure 1: Project Location BACKGROUND Summit K2 Charter School was previously operated as Windrush School, a private school serving kindergarten through 8th grade students. Windrush School developed a master plan that was summarized in the Windrush School Master Plan Initial Study/Mitigated Negative Declaration and approved by City Council in 2007. The plan included a maximum enrollment of 347 students. Summit K2 Charter School began operation in Fall 2014 with 7th grade enrollment of 125 students and will be adding its 8th grade class in Fall 2015. This will bring the total enrollment to 240 students, as allowed under the conditional use permit. The school has completed Phase 3 of the 2007 Master Plan for Windrush School, which involves renovation of the historical building’s interior, in order to ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Introduction 8 Kittelson & Associates, Inc. accommodate the planned rise of student enrollment. Figure 2 shows the site plan currently under construction. Figure 2: Summit K2 School Site Plan Source: Site Accessibility Plan from Studio Bondy Architecture ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Introduction 9 Kittelson & Associates, Inc. Conditional Use Permit Summit K2 Charter School is currently operating under the conditions of approval of the conditional use permit (CUP) for the site. A summary of the current CUP conditions as they pertain to this study are as follows: Regular school year is generally mid-August through June Maximum enrollment of 347 students during the regular school year combined between elementary and middle school programs 61 on-site parking spaces PROJECT DESCRIPTION The Proposed Project is to increase enrollment to 600 students plus or minus 5 percent (30 students) in grades 7 through 12 by the fall of 2019. Analyses presented below reflect transportation operations assuming the maximum enrollment of 630 students under existing and future (Year 2040) conditions. STUDY OBJECTIVES This study analyzes the transportation effects of the Proposed Project. In particular, it focuses on: Operations at five intersections in close proximity to the school; Vehicle queuing resulting from student unloading and loading; and Parking supply and occupancies on-site and on-street in close proximity to the school. The City of El Cerrito’s significance standards for levels of service were used to determine the acceptability of operations at intersections under the Proposed Project conditions. Optional improvements are suggested as mitigations for impacts identified through the analyses. SCOPE OF THE REPORT The analyses performed for this report determine the transportation-related impacts associated with the proposed high school expansion of Summit K2 Charter School and was prepared in accordance with the City of El Cerritos and Contra Costa Transportation Authority (CCTA) requirements for traffic impact studies. The study intersections were selected after consultation with the City staff. Operational analyses were performed at these intersections: Elm Street and Blake Street Elm Street and Hill Street/Key Boulevard/School Driveway San Pablo Avenue and Cutting Boulevard San Pablo Avenue and Hill Street/Peerless Avenue/Eastshore Boulevard ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Introduction 10 Kittelson & Associates, Inc. Key Boulevard and Cutting Boulevard This report evaluates these transportation issues: Existing (2014) conditions within the site vicinity during the weekday AM, after-school PM, and PM peak periods; Baseline conditions during the weekday AM, after-school PM, and PM peak periods, which include the increase in traffic volumes associated with 8th grade enrollment starting Fall 2015; Trip generation and distribution estimates for the proposed high school expansion; Baseline conditions during the weekday AM, after-school PM, and PM peak periods with maximum high school enrollment; Cumulative (2040) background traffic conditions during the weekday AM, after-school PM, and PM peak periods; Cumulative (2040) background traffic conditions during the weekday AM, after-school PM, and PM peak periods with maximum high school enrollment; Access and circulation associated with student unloading and loading with the proposed high school expansion; and Parking with the proposed high school expansion. ---PAGE BREAK--- Section 3 Existing Conditions ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 12 Kittelson & Associates, Inc. EXISTING CONDITIONS The existing conditions analysis identifies the site conditions and current operational and geometric characteristics of the key intersections as well as transit services and bicycling and pedestrian facilities within the study area. ROADWAY NETWORK The regional roadway network in the study area is comprised of the freeway system that serves West Contra Costa County. Specifically, Interstate 80 (I-80) operates from its terminus in downtown San Francisco northeast across the San Francisco-Oakland Bay Bridge to Oakland and other East Bay cities. It also provides direct connections with other interstate freeways such as Interstate 580 and Interstate 880. The Project site is located on Elm Street, a north-south minor arterial, approximately 1/3 mile east of I- 80. East-west access to the site is provided primarily via Hill Street, Cutting Boulevard, Key Boulevard and Potrero Avenue, all classified as minor arterials. Other local roads provide access to the Project site and connection to the regional network, including San Pablo Avenue, a north-south principal arterial parallel to I-80 in the Project vicinity. The Project is located approximately two blocks east of San Pablo Avenue. Pedestrian facilities are abundant in the Project vicinity with access provided to the site via sidewalks on both sides of all local roads. Marked pedestrian crossings are located at the intersections of the school’s main driveway and Elm Street, the Elm Street/Blake Street intersection, the San Pablo Avenue/Cutting Boulevard intersection, the San Pablo/Hill Street/Peerless Avenue/Eastshore Boulevard intersection, and the Key Boulevard/Cutting Boulevard intersection. Bicycle facilities are provided in the Project vicinity. The Ohlone Greenway is a Class I facility (separated bike trail) providing north-south access through and beyond the limits of El Cerrito. It is located two blocks west of the Project site underneath the elevated BART tracks. Elm Street and Hill Street are Class III facilities (on-street, signed bike routes) with “sharrow” markings on the pavement to signal that drivers and cyclists share the road. The transit system in the study area includes regional passenger service provided by Bay Area Rapid Transit District (BART) and bus services provided by Alameda-Contra Costa Transit District (AC Transit) and West Contra Costa County Transit (WestCat). The nearest bus stops are located within two blocks of the Project site on Elm Street and Hill Street. The El Cerrito del Norte BART station is located two block west of the Project site along Hill Street. Direct access to the Project site is provided via three driveways along Elm Street: 1) the main driveway at the intersection with Hill Street, 2) the driveway for a small parking lot on the northern side of the site, and 3) the driveway for a parking lot on the southern side of the site. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 13 Kittelson & Associates, Inc. EXISTING TRAFFIC VOLUMES The following five key intersections were identified for evaluation of the effects of Project-related traffic on the roadway network in the vicinity of the Project site: Elm Street/Blake Street Elm Street/Hill Street/Key Boulevard/School driveway San Pablo Avenue/Cutting Boulevard San Pablo Avenue/Hill Street Key Boulevard/Cutting Boulevard To establish a basis for analysis in this study, turning movement counts, pedestrian and bicycle counts, and parking occupancy data were collected at four of the five intersections on Thursday, September 25, 2014, during the morning peak period between 7:00 – 9:00 AM and during the afternoon peak period between 2:00 PM and 6:00 PM. Turning movement counts were collected at the Except for the Key Boulevard/Cutting Boulevard intersection on June 2, 2015 during the same morning and afternoon peak periods. The existing geometries and peak hour volumes are shown in Figure 3 through 5. ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 17 Kittelson & Associates, Inc. INTERSECTION OPERATIONS Level of service (LOS) describes the operating conditions experienced by motorists. LOS is a qualitative measure of the effect of a number of factors, including speed and travel time, traffic interruptions, freedom to maneuver, driving comfort, and convenience. LOS A through LOS F covers the entire range of traffic operations that might occur. Motorists using a facility that operates at LOS A experience very little delay, while those using a facility that operates at LOS F will experience long delays. These conditions are generally described in Table 1. Specific LOS definitions are located in the appendix. Table 1: General Level of Service Definitions LOS Description A Free Flow or Insignificant Delays: Vehicles are completely unimpeded in their ability to maneuver within the traffic stream. Control delay at signalized intersections is B Stable Operation or Minimal Delays: The ability to maneuver within the traffic stream is only restricted, and control delay at signalized intersections are not significant. C Stable Operation or Acceptable Delays: The ability to maneuver and change lanes is somewhat restricted, and average travel speeds may be about 50 percent of the free D Approaching Unstable or Tolerable Delays: Small increases in flow may cause substantial increases in delay and decreases in travel speed. E Unstable Operation or Significant Delays: Significant delays may occur and average travel speeds may be 33 percent or less of the free flow speed. F Forced Flow or Excessive Delays: Congestion, high delays, and extensive queuing occur at critical signalized intersections with urban street flow at extremely low speeds. Source: Highway Capacity Manual, Transportation Research Board, Washington D.C., 2000. City Thresholds of Significance The City of El Cerrito General Plan1 sets LOS D or better as a standard for vehicular traffic at all intersections. The San Pablo Avenue Specific Plan2 has set a goal of LOS E for intersections on San Pablo Avenue. 1 El Cerrito General Plan Section 5-4, Transportation and Circulation, 1999 2 El Cerrito San Pablo Avenue Specific Plan, 2014. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 18 Kittelson & Associates, Inc. Analysis of the study intersections was performed using intersection LOS procedures from the 2000 Highway Capacity Manual3 (HCM), operationalized using 8 software. CCTA’s Technical Procedures4, which includes traffic impact guidelines, states that 2010 HCM procedures should be used, but a number of issues in results for 2010 HCM have been observed, particularly with regard to 5-legged intersection, of which this study has two. CCTA has recognized these issues and has been employing 2000 HCM for its own analyses of five-legged intersections. For these reasons, the analysis was performed using the 2000 HCM procedures. As was previously described, data were collected during the AM peak period between 7:00 – 9:00 AM as well as during a four-hour PM peak period between 2:00 PM and 6:00 PM. This extended PM observation period was identified to capture travel activity during the typical peak period for the school (2:00 – 4:00 PM) as well as during the peak period for the adjacent street (4:00 – 6:00 PM). Analyses were performed to evaluate travel activity during these three peak periods. Peak hours were identified for each peak period based on the highest volumes observed during four consecutive 15-minute observations. These peak hours are AM (7:45 – 8:45 AM), after-school PM (2:45 – 3:45 PM), and PM (4:45 – 5:45 PM). Table 2: Intersection Level of Service – Existing Conditions 3 Transportation Research Board, Washington, D.C., 2000 4 Contra Costa Transportation Authority. Technical Procedures, 2012 No. North-South Cross Street East-West Cross Street Control AM After-school PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 12.2 B 9.3 A 11.7 B 2 Elm Street Hill St & Key Blvd & School Driveway Signal 43.6 D 29.5 C 29.9 C 3 San Pablo Ave Cutting Blvd Signal 22.6 C 32.4 C 32.7 C 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal 43.3 D 34.7 C 36.9 D 5 Key Blvd Cutting Blvd All-Way Stop 16.5 C 11.0 B 20.4 C Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 19 Kittelson & Associates, Inc. The existing operations at the five study intersections are shown in Table 2. The results indicate that all study intersections are operating acceptably at LOS D or better during the AM, after-school PM and PM peak hours. STUDENT UNLOADING AND LOADING The main driveway was measured to have 360 feet of available queuing area on-site. Typically when analyzing driver behavior in a “slow-moving queue” while dropping students off at school, it is assumed that drivers allow 10 feet of space between the front of their vehicle and the rear of the vehicle ahead of them. Assuming an average vehicle length of 15 feet, this yields an effective vehicle length of 25 feet. Based on observations, the morning drop-offs occur as a “slow-moving queue.” Given the assumed effective vehicle length of 25 feet under “slow-moving queue” conditions, the main driveway has capacity for a queue of up to 14 vehicles. However, when vehicles arrive to wait in a queue, such as parking and waiting to pick up students after school, drivers allow less distance between vehicles due to reduced sensitivity to the risk of rear-ending a vehicle or being rear-ended. Under such “parked queue” conditions, the assumed distance between vehicles is 5 feet, yielding an effective vehicle length of 20 feet. Under “parked queue” conditions, the main driveway has capacity for 18 vehicles. Based on the September observations, the maximum queue observed in the afternoon occurs as a “parked queue.” The lower parking lot was measured to have 170 feet of available queuing area within the parking aisles for unloading/loading activity. This parking lot has capacity for a “slow-moving queue” of 6 vehicles and a “parked” queue of 8 vehicles. On Thursday, September 25, 2014, observations were made of morning unloading and afternoon loading practices on the main driveway to determine the extent of the vehicle queues. Observations were made of student unloading and loading activities on-site and on-street in close proximity to the school on this day to determine the student carpool rate. A total of 123 students were in attendance on the day of these observations. It should be noted that it rained on this observation day until 7:15 AM, which may have affected the number of students being driven to school and motorists’ behavior. Motorists operating on the main driveway were directed by school staff to proceed as far as possible along the curb in front of the historic school building for student unloading and loading in order to maximize the queuing area’s capacity. Morning Drop-offs Vehicle arrivals and departures were fairly consistent during the morning drop-offs, as shown in Figure 6. The maximum queue on the main driveway was 4 vehicles during the September morning observation period (7:15 – 8:15 AM), which occurred six times in the period from 7:50 AM to 8:02 AM. A cumulative total of 46 vehicles were observed on the main driveway from 7:15 to 8:15 AM. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 20 Kittelson & Associates, Inc. Figure 6: Morning Student Unloading and Queues on Main Driveway Source: Kittelson & Associates, Inc., September 2014. Student drop-offs also occurred in the lower (south) parking lot as well as on Elm and Hill Streets in close proximity to the school during both morning observation periods. It is estimated from the observations of vehicle occupancy that 2 or 3 vehicles dropped off students in the lower parking lot at any one time on both days, which may have resulted in a 3-car maximum queue in the lower lot. If student drop-offs were shifted from Hill Street and Elm Street to the main driveway, we estimate that the maximum queues on the main driveway would have reached 6 vehicles. This estimate is based on the vehicle occupancy counts arrival times noted in the appendix. Afternoon Pick-Ups Vehicle arrivals and departures were concentrated around the school’s dismissal during the September afternoon pick-ups, as shown in Figure 7. The maximum queue on the main driveway was 8 vehicles during the afternoon observation period (2:30 – 3:15 PM), and it occurred only once at 3:03 PM. The afternoon’s maximum back of queue was observed to be just south of the school’s on-site internal ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 21 Kittelson & Associates, Inc. driveway. The maximum queue consisted mostly of motorists who arrived before the school’s dismissal and “parked” in the queue. The 8 vehicles observed in the maximum queue situated along this distance of the driveway reflect the 20 feet per vehicle assumption for the “parked queue” discussed above. These queues were well-contained within the available storage of the main driveway. A cumulative total of 40 vehicles were observed picking up students on the main driveway from 2:00 to 6:00 PM. Figure 7: Afternoon Student Loading and Queues on Main Driveway Source: Kittelson & Associates, Inc. September 2014 Student pick-ups also occurred in the lower (south) parking lot and on Elm Street and Hill Street in close proximity to the school during the observation period. It is estimated from the observations of vehicle occupancy that 2 or 3 vehicles picked up students in the lower (south) parking lot at any one time, which may have resulted in a 3-car maximum queue in the lower lot. If student pick-ups were shifted from Hill Street and Elm Street to the main driveway, we estimate that the maximum queues on the main driveway would not have changed. This estimate is based on the vehicle occupancy counts and departure times noted in the appendix. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 22 Kittelson & Associates, Inc. CARPOOL RATES Observations were made of the number of school-associated people being dropped off in the morning (7:00 to 9:00 AM) and picked up in the afternoon (2:00 to 6:00 PM) to estimate vehicle occupancies. They noted the time of drop-off and pick-up for each vehicle was noted as well as the number of Summit School students or staff entering or exiting vehicles observed at the following locations: The school’s main driveway; The school’s lower parking lot; Elm Street between Manor Circle and Glen Mawr Avenue; Key Boulevard between Liberty Street and Elm Street; and Hill Street between Liberty Street and Elm Street. Data from the vehicle occupancy counts are contained in the appendix. Morning Student Carpool Rate The total student carpool rate for the morning drop-off, including the main driveway, is 1.21 students per vehicle, as indicated in Table 3 below. Table 3: Student Carpool Rate for the Morning Drop-Offs Location Number of vehicles Number of students Students per vehicle Elm Street 8 13 1.63 Hill Street 15 22 1.47 Main Driveway 46 50 1.09 Lower (south) lot 11 12 1.09 Total 80 97 1.21 Afternoon Student Carpool Rate The total student carpool rate for the afternoon pick-up, including the main driveway, is 1.26 students per vehicle, as indicated in Table 4 below. Table 4: Student Carpool Rate for the Afternoon Pick-Ups Location Number of vehicles Number of students Students per vehicle Elm Street 2 7 3.50 Hill Street 1 1 1.00 Main Driveway 24 27 1.13 Lower (south) lot 12 14 1.17 Total 39 49 1.26 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Existing Conditions 23 Kittelson & Associates, Inc. PARKING The school has 61 parking stalls, which are utilized well below capacity under existing student enrollment. As shown in Table 5, the maximum observed occupancy was 7 vehicles between 9:00 AM and 2:00 PM. This occupancy count represents typical staff parking practice in the driveway and lower lot as well as non-typical construction vehicle parking practice in the upper lot. At the time of data collection, the school was undergoing short-term building and campus improvements. Table 5: Parking Occupancy ON-STREET PARKING AREAS OFF-STREET PARKING AREAS Key Blvd Hill St Elm St Lower Lot Main Entrance Upper Lot1 TOTAL Inventory: 554 Ft 243 Ft 658 Ft 39 Stalls 12 Stalls 10 Stalls 61 Stalls Details: 27 Effective Stalls 12 Effective Stalls 32 Effective Stalls 1 Disabled, 2 Zero- Emission 2 Disabled, 1 Zero- Emission 1 Disabled 4 Disabled, 3 Zero- Emission Occupancy Before 7:00 AM 15 9 14 0 0 0 0 After 9:00 AM 20 12 14 7 0 0 7 Before 2:00 PM 25 11 19 7 1 0 8 After 6:00 PM 24 7 11 0 0 0 0 1 Construction personnel were on site on the data collection day and parked in the upper lot. No staff or students parked in the upper lot that day. Source: Kittelson & Associates, Inc., 2014. On-street parking was observed and parking occupancy is also documented in Table 5; however, school- related parking was observed to occur in the on-site parking areas. ---PAGE BREAK--- Section 4 Transportation Impact Analysis ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 25 Kittelson & Associates, Inc. TRANSPORTATION IMPACT ANALYSIS The transportation impact analysis identifies how the study area’s transportation system will operate when the proposed high school expansion is fully operational in 2019. The effects of traffic generated by the proposed high school expansion during the typical weekday AM, after-school PM and PM peak hours were examined as follows: Site-generated trips were estimated for maximum high school enrollment. Site trip-distribution patterns were derived after the existing traffic patterns and trip patterns from the CCTA Countywide Travel Demand Model. Existing conditions were analyzed at each of the study intersections during the weekday AM, after-school PM and PM peak hours. Traffic volumes were estimated for the addition of 8th grade to the existing conditions to establish Baseline conditions. Baseline (existing with the 8th grade) traffic conditions were analyzed at each of the study intersections during the weekday AM, after-school PM and PM peak hours both without and with maximum high school enrollment. Cumulative (2040) conditions were developed by applying the growth increment from the CCTA model to existing conditions to account for regional growth in the site vicinity and then adding 8th grade traffic. Cumulative (2040) conditions were analyzed at each of the study intersections during the weekday AM, after-school PM and PM peak hours both without and with maximum high school enrollment. On-site circulation issues and site-access operations associated with student loading and unloading were evaluated both without and with maximum high school enrollment. Parking with the proposed high school expansion was evaluated. PROJECT ANALYSIS The proposed Project is comprised of the addition of up to 390 high school students to the existing charter middle school for a planned maximum enrollment of 600 middle and high school students plus or minus 5 percent (30 students). The vehicle trips estimated to be generated by the Project as well as how these trips were distributed and assigned onto the transportation network are discussed in this section. The analyses are based on maximum enrollment of 630 students. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 26 Kittelson & Associates, Inc. Trip Generation Trip generation of the Project is based on the observed vehicle, pedestrian and bicyclist counts collected in September 2014 and June 2015 as well as information compiled in the 9th Edition of the Institute of Transportation Engineers (ITE) Trip Generation manual.5 Vehicular trip generation rates and directional in/out percentages for middle school students were developed for AM and after-school PM peak hours based on the observed trip-making practices of the current 7th grade students. These rates were applied to the additional middle school portion of the student population 115 new middle school students when 8th grade instruction begins in Fall 2015). AM and after-school PM rates were developed for the high school portion of the student population 390 9th through 12th graders) by comparing ITE trip generation rates for middle schools (ITE code 522) and high schools (ITE code 530). For each peak hour of analysis, a ratio comparing the ITE rates for these two school types was applied to the middle school trip generation rate in order to develop a high school rate based on observed trip- making practices. The directional in/out percentages developed from observed activity were applied to the high school trip generation. Table 6 displays these trip generation rates developed for the Proposed Project. Table 6: Trip Generation Pedestrian Volumes During the observations made on September 25, a total of 25 students were observed walking to the school in the morning, and 32 students were observed departing after school on foot. The location and positioning of individuals collecting data on that day precluded data collectors from identifying which pedestrians were walking from or to transit it could not be determined whether pedestrians along 5 Trip Generation, 9th Edition, Institute of Transportation Engineers, Washington, D.C. 2012 Trip Generation Amount Trip Rate and Directional Distribution Trips Generated School Type AM Peak Hour AM Peak Hour Total In Out In Out Total Middle School 115 Stu 1.37 52% 48% 82 75 157 High School 390 Stu 1.06 216 199 415 Total 298 274 572 School Type After-school PM Peak Hour After-school PM Peak Hour Total In Out In Out Total Middle School 115 Stu 0.83 48% 52% 46 49 95 High School 390 Stu 0.80 151 161 312 Total 197 210 407 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 27 Kittelson & Associates, Inc. Hill Street were walking between the school and the BART station), so counts of transit users were not collected. It was assumed that the addition of 8th grade classes in 2015 and near doubling of enrollment would generate double the number of pedestrians arriving in the morning and departing in the afternoon 50 arriving before school and 64 departing after school). With high school enrollment, it was assumed that the increase in the number of pedestrians could be proportional to the increase in total enrollment (an increase of 390 high school students in addition to the 240 middle school students). Such a proportional increase would yield expected counts of approximately 130 pedestrians arriving before school and 170 pedestrians departing after school. Bicycle Volumes On the September observation day, one bicyclist was observed traveling to the school in the morning and zero cyclists were observed departing the school in the afternoon. This suggests opportunity for increases in bicyclist volumes as school enrollment increases. However, the low observed bicycling activity was an insufficient basis from which to perform analysis regarding expected bicyclist volumes in the future. The school could promote bicycling as an alternative to other modes, such as personal vehicles, in order to increase bicycling activity and to reduce future vehicle trip generation. Trip Distribution and Assignment The distribution and assignment of Project-generated trips were derived from the Contra Costa Transportation Authority (CCTA) Model and knowledge of the proposed access locations associated with the Project. The CCTA Model zone within which the project is located was isolated, and the peak- hour trips for the “Middle School” and “High School” land use categories, which were the most applicable land use categories for the Project, were assigned to the future network. From this “select zone” assignment, the AM and PM peak hour distributions of inbound and outbound trips were estimated. The Project trip distribution percentages from the CCTA Model are presented in Figure 8. Project-only trips are shown in Figure 9. ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 30 Kittelson & Associates, Inc. BASELINE CONDITIONS Operations at study intersections as well as parking and student unloading/loading practices under Baseline conditions are discussed in this section. Intersection Operations Traffic volumes for both the Baseline and Baseline plus Project conditions were developed using an additive approach. Estimated traffic generated by the addition of 8th grade was first added to the existing volumes on the roadway network to develop the Baseline volumes. As shown in Table 7, all study intersections would operate acceptably at LOS D or better during each peak hour. Traffic generated by the proposed Project was added to Baseline volumes to develop the volumes for the Baseline plus Project conditions. As shown in Table 8, with the addition of Project-generated traffic, the Elm Street/Hill Street/Key Boulevard/School driveway intersection would operate unacceptably at LOS E or F during the AM and PM peak hours, and the Key Boulevard/Cutting Boulevard intersection would operate at LOS F during the PM peak hour. All other intersections would operate acceptably at LOS D or better during each peak hour. Baseline and Baseline plus Project turning movement volumes are shown in Figure 10 through 15. Table 7: Intersection Level of Service – Baseline Conditions No. North-South Cross Street East-West Cross Street Control AM After-school PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 12.8 B 9.0 A 12.0 B 2 Elm Street Hill St & Key Blvd & School Driveway Signal 51.8 D 33.6 C 35.6 D 3 San Pablo Ave Cutting Blvd Signal 23.3 C 32.5 C 32.9 C 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal 43.8 D 35.0 C 37.3 D 5 Key Blvd Cutting Blvd All-Way Stop 18.2 C 11.8 B 24.6 C Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 31 Kittelson & Associates, Inc. Table 8: Intersection Level of Service – Baseline plus Project Conditions No. North-South Cross Street East-West Cross Street Control AM After-school PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 14.8 B 10.1 B 13.4 B 2 Elm Street Hill St & Key Blvd & School Driveway Signal 89.2 F 46.4 D 60.4 E 3 San Pablo Ave Cutting Blvd Signal 25.7 C 33.0 C 33.6 C 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal 44.8 D 35.8 D 39.0 D 5 Key Blvd Cutting Blvd All-Way Stop 25.2 D 16.0 C 60.7 F Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 38 Kittelson & Associates, Inc. Student Unloading and Loading Anticipated queues resulting from student unloading before school and student loading after school were analyzed by applying a growth factor of 5.04 to the vehicle queue observed in September under existing student enrollment conditions. This growth factor represents the increase in student enrollment from the current 2014 level of 125 students to the potential maximum enrollment in 2019 of 630 students. As described previously, morning queuing activity occurs as a “slow-moving queue” with 25-foot effective length for vehicles. After-school queues present as “parked queues” with smaller buffer spaces left between vehicles, yielding a 20-foot effective length of vehicles. Assuming these effective vehicle on-site capacity for queuing is 20 vehicles during morning drop-offs and 26 vehicles during afternoon pick-ups. The on-street capacity for queuing was found to be 220 feet along the east side of Elm Street immediately north of Key Boulevard, amounting to 8 vehicles in the morning and 11 vehicles in the afternoon. Total available capacity would be 28 vehicles for morning drop-offs and 37 vehicles for afternoon pick-ups. At maximum enrollment of 630 students, the potential maximum queue during morning drop-off would be 20 vehicles, which would be accommodated within the existing on-site and on-street unloading capacity. The potential maximum queue during afternoon pick-up would be 40 vehicles and would extend beyond the project driveway and available on-street loading space on Elm Street by 60 feet, the equivalent of 3 vehicles. A 10 percent decrease in the number of after-school pick-ups due to a shift in student travel mode would reduce the maximum queue to 36 vehicles, which could be accommodated within the on-site and on-street loading spaces. Alternatively, if 10 percent of students were released 15 minutes later than the majority of students, the maximum queue would be 36 vehicles and could be accommodated within the existing loading spaces. This staggered end-of-school schedule generally would prevent queues from spilling beyond the intended pick-up locations during after-school pick-up activities. Parking The Project would provide 61 parking spaces on-site. The number of parking spaces required on site, according to the use classification of the City’s Zoning Code Section 19.24.040, is indicated in Table 9. The school will have 17 classrooms, approximately eight of which will be used for middle school classes and nine of which will be used for high school instruction. Additionally, the school will have approximately 1800 sq. ft. of office area, so the school would be required to provide 62 parking spaces, one more space than currently exist on-site. The Project applicant may apply for a ten percent reduction in the required parking based on the school’s proximity to transit, the school’s operator could commit to ensure that demand for parking on-site would not exceed capacity, or the school could stripe one additional parking stall on site. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 39 Kittelson & Associates, Inc. Table 9: Off-Street Parking– City Zoning Code Requirements Zoning Land Use Category Application to Project Code Requirement for Parking Project Parking Required Schools, Private (Junior High/Elementary) Middle School 1 stall per classroom 8 Schools, Private (High School) High School 1 stall per classroom and 1 stall per 10 students 9 + 39 Schools, Private (Junior High/Elementary, High School) Middle and High School 1 stall per 300 sq. ft. of office area 6 ---PAGE BREAK--- Section 5 Cumulative Conditions ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 41 Kittelson & Associates, Inc. CUMULATIVE CONDITIONS The potential contribution of the Proposed Project to cumulative traffic impacts at the study intersections is discussed in this section. Cumulative 2040 No Project The latest available CCTA Model was used to develop future volume forecasts for Cumulative 2040 conditions. The model assumes future development throughout the region consistent with regional totals projected by the Association of Bay Area Governments (ABAG) in their Projections 20116 report. Therefore, the traffic forecasts reflect traffic from growth in El Cerrito, as well as traffic in the region that may use the local roadways. Model base year (Year 2013) and future year (Year 2040) forecasts were extracted from the model and used to estimate growth. The full 27-year increment of growth projected by the model was applied to the 2014 counts to arrive at the adjusted forecasted volumes for Cumulative conditions. The projected AM, after-school PM, and PM peak hour traffic volumes for Cumulative conditions (No Project) are provided in Figure 16 through 18. The Cumulative operations at the study intersections are shown in Table 10. The analysis of Cumulative operations at the Elm Street/Hill Street/Key Boulevard/School driveway intersection assumes optimized signal timing for that intersection. These results for Cumulative conditions indicate that three of the study intersections are projected to operate acceptably at LOS D or better during each peak hour. The San Pablo Avenue/Hill Street/Peerless Avenue/Eastshore Boulevard intersection would operate unacceptably at LOS F during the AM peak hour and acceptably during other peak hours. The Key Boulevard/Cutting Boulevard intersection would operate unacceptably at LOS F during the PM peak hour and acceptably during other peak hours. 6 Association of Bay Area Governments. Projections 2011. ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 42 Kittelson & Associates, Inc. Table 10: Intersection Level of Service – Cumulative Conditions No. North-South Cross Street East-West Cross Street Control AM After-school PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 19.8 C 10.3 B 21.0 C 2 Elm Street Hill St & Key Blvd & School Driveway Signal 51.6 D 39.2 D 41.4 D 3 San Pablo Ave Cutting Blvd Signal 28.9 C 33.6 C 35.2 D 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal > 100 F 62.0 E 71.1 E 5 Key Blvd Cutting Blvd All-Way Stop 22.4 C 16.4 C 66.2 F Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Transportation Impact Analysis 46 Kittelson & Associates, Inc. Cumulative Plus Project The projected AM, after-school PM and PM peak hour traffic volumes for Cumulative plus Project conditions are provided in Figure 19 through 21. The Cumulative plus Project operations at the study intersections are shown in Table 11. These results indicate that, with the addition of Project traffic to Cumulative conditions, two intersections would operate acceptably at LOS D or better during each peak hour. The Elm Street/Hill Street/Key Boulevard/School driveway intersection would operate unacceptably at LOS E or F during each peak hour. The San Pablo Avenue/Hill Street/Peerless Avenue/Eastshore Boulevard intersection would operate unacceptably at LOS F during the AM peak hour and acceptably during other peak hours. The Key Boulevard/Cutting Boulevard intersection would operate unacceptably at LOS F during the PM peak hour and acceptably during other peak hours. Table 11: Intersection Level of Service – Cumulative plus Project Conditions No. North-South Cross Street East-West Cross Street Control AM After-school PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 25.9 D 14.8 B 26.8 D 2 Elm Street Hill St & Key Blvd & School Driveway Signal 86.4 F 57.1 E 62.6 E 3 San Pablo Ave Cutting Blvd Signal 32.0 C 36.9 D 38.4 D 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal > 100* F 66.5 E 74.2 E 5 Key Blvd Cutting Blvd All-Way Stop 34.9 D 27.6 D > 100 F * Represents an 8-second increase in delay. Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- Section 6 Conclusions and Recommendations ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Conclusions and Recommendations 51 Kittelson & Associates, Inc. CONCLUSIONS AND RECOMMENDATIONS The results of the traffic impact analysis indicate that the proposed high school expansion at Summit K2 Charter School can be accommodated while maintaining acceptable levels of service and safety on the surrounding transportation system as long as the appropriate mitigations are in place. The findings of this analysis are summarized, and the recommendations to mitigate these impacts are discussed below. INTERSECTION OPERATIONS The analyses indicate that the addition of proposed Project traffic to the street network would result in impacts at some study intersections. With the addition of traffic associated with the proposed Project to the Baseline traffic and roadway network conditions, the Elm Street/Hill Street/Key Boulevard/School driveway intersection was found to operate unacceptably at LOS F in during all peak hours. The Key Boulevard/Cutting Boulevard intersection was found to operate unacceptably at LOS F during the PM peak hour. With the addition of traffic associated with the proposed Project to the Cumulative Year 2040 traffic and roadway network conditions, the Elm Street/Hill Street/Key Boulevard/School driveway intersection was found to operate unacceptably at LOS F during all peak hours. The San Pablo/Hill Street/Peerless Avenue/Eastshore Boulevard intersection was found to operate unacceptably at LOS F during the AM peak hour. The Key Boulevard/Cutting Boulevard intersection was found to operate unacceptably at LOS F during the PM peak hour. Mitigation Measures Suggested improvements were identified to mitigate the impacts. These suggested mitigations include improvements to the existing Elm Street/Hill Street/Key Boulevard/School driveway intersection and to the existing Key Boulevard/Cutting Boulevard intersection, as illustrated in Figure 22 and 23. Operations at all study intersections are shown in Table 12 and 13 for Baseline plus Project conditions with Mitigations and for Cumulative plus Project conditions with Mitigations, respectively. With these improvements to the local transportation network, the study intersections would operate acceptably and meet City standards under Baseline plus Project and Cumulative plus Project conditions (excepting the San Pablo Avenue/Hill Street/Peerless Avenue/Eastshore Boulevard intersection, which would operate at LOS F under Cumulative and Cumulative plus Project conditions during the AM peak hour). ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Conclusions and Recommendations 52 Kittelson & Associates, Inc. Table 12: Intersection Level of Service – Baseline plus Project Conditions with Mitigations Table 13: Intersection Level of Service – Cumulative plus Project Conditions with Mitigations No. North-South Cross Street East-West Cross Street Control AM After-school PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 14.8 B 10.1 B 13.4 B 2 Elm Street Hill St & Key Blvd & School Driveway Signal 30.8 C 32.1 C 23.9 C 3 San Pablo Ave Cutting Blvd Signal 25.7 C 33.0 C 33.6 C 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal 44.8 D 35.8 D 39.0 D 5 Key Blvd Cutting Blvd All-Way Stop 25.2 C 16.0 C 16.4 C Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 No. North-South Cross Street East-West Cross Street Control AM After School PM PM Delay LOS Delay LOS Delay LOS 1 Elm Street Blake St All-Way Stop 25.9 D 14.8 B 26.8 D 2 Elm Street Hill St & Key Blvd & School Driveway Signal 36.6 D 44.9 D 33.2 C 3 San Pablo Ave Cutting Blvd Signal 32.0 C 36.9 D 38.4 D 4 San Pablo Ave Hill St & Peerless Ave & Eastshore Blvd Signal > 100 F 66.5 E 74.2 E 5 Key Blvd Cutting Blvd All-Way Stop 34.9 D 27.6 D 22.7 C Delay denotes average vehicle delay in seconds. Worst approach average vehicle delay shown for stop-controlled intersections. LOS denotes level of service. Source: Kittelson & Associates, 2015 ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Conclusions and Recommendations 53 Kittelson & Associates, Inc. Figure 22: Proposed Improvements to Elm Street/Hill Street/Key Boulevard/School Driveway Intersection ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Conclusions and Recommendations 54 Kittelson & Associates, Inc. Figure 23: Proposed Improvements to Key Boulevard/Cutting Boulevard Intersection ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 Conclusions and Recommendations 55 Kittelson & Associates, Inc. STUDENT UNLOADING AND LOADING At maximum enrollment of 630 students, the potential maximum queue during the afternoon pick-up would be 40 vehicles, which would extend beyond the project driveway. In order to accommodate expected maximum queues during afternoon pick-up activities, the school could encourage students to use a mode other than a personal vehicle in order to achieve a 10 percent or greater reduction in after-school pick-ups. Alternatively, the school could assure that 10 percent or more of the students leave the campus 15 minutes later than the majority of students to achieve a reduced maximum queue that could be accommodated within the on-site and on-street loading spaces. PARKING The Proposed Project would not meet the City code requirements for off-street parking. Because the Project is in close proximity to transit, the school operator may choose to apply for a parking reduction of 10 percent so that the existing provision of 61 parking stalls would meet City parking requirements. Alternatively, the school may stripe one additional parking stall on site. ---PAGE BREAK--- Section 7 References ---PAGE BREAK--- Summit K2 Charter School: High School Expansion June 2015 References 57 Kittelson & Associates, Inc. REFERENCES 1. El Cerrito General plan Section 5-4, Transportation and Circulation, 1999. 2. El Cerrito San Pablo Avenue Specific Plan, 2015. 3. Transportation Research Board. Highway Capacity Manual. Washington, D.C., 2000. 4. Contra Costa Transportation Authority. Technical Procedures, 2012. 5. Institute of Transportation Engineers. 9th Edition, Trip Generation Manual. Washington, D.C., 2012. 6. Associate of Bay Area Governments. Projections 2011.