Montclair City Council
August 15, 2022

MEMORANDUM
Date: August 15, 2022
To: Honorable Mayor and City Council Members
From: Michael Diaz, Director of Community Development
Subject: CITIES OF CLAREMONT AND UPLAND CORRESPONDENCE RELATED TO

MONTCLAIR STATION PROJECT/HUNTINGTON DRIVE
I received the attached correspondences via emails today from Brad Johnson, City of Claremont Director of Community Development and Robert Dalquest, City of Upland Development Services Director. The City of Claremont email contains two attached documents and comments regarding potential future improvements to Huntington Drive west of the proposed Montclair Station project site.

Mr. Johnson has requested to meet with City staff in September to discuss the potential realignment and/or improvements to Huntington Drive in response to two previous invitations from City staff since June 27, 2022. Staff will be meeting next month with Claremont, and possibly Upland, staff to discuss Huntington Drive.

Mr. Dalquest’s emailed letter arrived at 2:03 p.m. today and are the first comments received from the City of Upland. Based on a quick review of the comments raised in the letter, it appears many of the concerns are addressed in the agenda staff report and conditions of approval.

As the plans indicate, and as mentioned in the staff report, the proposed Montclair Station project in and of itself does not include or propose changes to Huntington Drive beyond the western boundary of the project site.

Regarding possible future changes to the Huntington Drive segment west of the proposed project site leading up to Claremont Boulevard the City has retained Moule & Polyzoides to begin studying the issue. Staff is committed to including Claremont, Upland, SBCTA, and Huntington Drive residents in the process. A copy of the correspondence and documents from Claremont and Upland have been forwarded to our consultant.

MD:csc
c: Edward C. Starr, City Manager
Diane Robbins, City Attorney
Andrea M. Myrick, City Clerk
Because We Care!
1200 Roosevelt • Irvine • CA 92620 • (949)861-4999 • www.advantec-usa.com

MEMORANDUM
To: Maria Tipping, City of Claremont
cc: Vincent Ramos, City of Claremont
From: John Dorado, ADVANTEC Consulting Engineers, Inc.

Date: August 4, 2022
Subject: Review Services for Alexan Montclair Station: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment (revised) Technical Memorandum, Dated: July 7, 2021
ADVANTEC Consulting Engineers, Inc. (ADVANTEC) has completed our initial review of the Alexan Montclair Station: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment (revised) Technical Memorandum, Dated: July 7, 2021.

As part our review, the City of Claremont and ADVANTEC discussed proposed development and our concerns related to the project and its impacts to surrounding areas. Based on our discussion and overall, we feel there should be additional analysis and a comprehensive study due to the following:

Huntington Drive is proposed to be a new roadway link that provides direct access between the Cities of Claremont and Montclair via their major north-south arterials Claremont Boulevard and Monte Vista Avenue. This new roadway link provides an alternate route between the Cities of Claremont and Montclair. Current access east-west is provided on 6th Street (to the north) and Arrow Highway (to the south). It also provides direct access between each city's Metrolink stations including Downtown Claremont and the colleges, and Montclair's major shopping centers and Montclair Place mall. With that said, the usage of this roadway will be transformed when compared to current operations and operate more like a collector roadway. We anticipate an increase in all modes of transportation including public vehicles, transit vehicles, pedestrians, and bicyclists.

With the new roadway link, the existing Class II and Class I (Pacific Electric trail) bike facilities needs to be addressed as well. This includes analysis and evaluation of their alignment, access, circulation, and connectivity to Huntington Drive.

With the new roadway link, the Claremont Boulevard at First Street intersection and the roadway segment between the development should also be included in this analysis. The Claremont Boulevard at First Street intersection is unconventional—on the east leg, east-west movements are separated by a large median including the traffic circulation—this area should require a new roadway alignment and reconfiguration analysis with alternatives to meet demands and safety requirements due to the new roadway segment, traffic, and bicycle circulation.

Overall, we recommend a comprehensive study and analysis with supporting alternatives and conceptual plans that addresses our concerns as mentioned above.

Alexan Montclair Station: Claremont Blvd/1st Street and Huntington Dr August 4, 2022 Technical Memorandum Review
2 | P a g e
In addition to our overall statement above, following summarizes the City's and ADVANTEC's primary concerns and comments related to the technical memorandum:
 Claremont Boulevard at First Street:
o Existing unconventional intersection alignment was not addressed. There are many conflicting points with vehicles and bicycles.
o We have safety concerns due to the additional traffic while maintaining the current travel lanes, configuration, and traffic circulation.
o There are safety concerns with poor circulation patterns that are not being addressed. o This intersection needs to be evaluated to address the additional traffic volumes and the safety of bicyclists and pedestrians using the Regional Citrus Bikeway and Pacific Electric Trail.
 Claremont Portion of the Regional Citrus Bikeway (Class II bike infrastructure):
o This regional bikeway ends at the City/County limit at the terminus of First Street. o Pacific Electric trail (Class I) starts at the county border. o The Technical memo from Dudek fails to address how the project will deal with the existing Class II and Class I facilities to create a seamless/safe transition.  The proposed Huntington extension will ultimately link Monte Vista and Claremont Boulevard, thus, this extension will act as a collector. Roadway should be designed appropriately.  Dudek Memo proposes a roadway extension similar to the existing configuration. This is not appropriate as the current configuration only serves a handful of homes.  The roadway extension does not align with the existing roadway (Huntington Drive) on the City of Claremont side
 Queueing at the Claremont Boulevard/1st Street – Huntington Drive intersection o The queuing analysis recommendations are not acceptable. Providing "Keep Clear" pavement markings does not address the actual deficiency at this intersection. At minimum, it is recommended to have a dedicated left-turn lane and through lane o Due to the new roadway link, it is recommended to provide a roadway alignment and reconfiguration analysis with alternatives to meet demands and safety requirements due to the new roadway segment, traffic, and bicycle circulation.  The trip distribution assumptions are not clearly shown. Provide the percentages on the figures as well
 Due to the new roadway, the memorandum shall address how traffic will be redistributed in area of influence, not just within the immediate vicinity of the development  Study area should be expanded to analyze additional potential impacts to nearby intersections along Claremont Boulevard/Mills Avenue and Indian Hill Boulevard from the I-10 freeway to Foothill Boulevard (possibly up to the 210 Freeway)
 Claremont/First intersection and the roadway between the development should be reconfigured and analyzed analysis with supporting alternatives and conceptual plans  Due to the new roadway link, has environmental documentation (CEQA) been conducted for approval of these improvements?
 We recommend a comprehensive study and analysis with supporting alternatives and conceptual plans that addresses our concerns as mentioned above
If you have any questions, please contact me at 714-904-0067 or email at [email protected]. 13077
1 July 2021

TECHNICAL MEMORANDUM
To: Tony Ditteaux, TCR
From: Amanda Meroux, EIT, Assistant Transportation Engineer Dennis Pascua, Transportation Services Manager
Subject: Alexan Montclair Station: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment (revised)
Date: July 7, 2021
cc: Todd Phillips, TCR
Erin Gustafson, TCR
Attachment(s): Figure 1 – Proposed Site Plan (Scheme B) Figure 2 – Project Trip Distribution and Assignment
Figure 3 – Existing Peak Hour Traffic Volumes Re-Assignment w/ Huntington Drive Extension Figure 4 – Buildout Year Peak Hour Traffic Volumes Re-Assignment w/ Huntington Dr. Ext.

Figure 5 – Existing plus Project Traffic Volumes
Figure 6 – Buildout Year (2040) plus Project Traffic Volumes Attachment A – Raw Traffic Counts
Attachment B – LOS and SimTraffic Worksheets
This (revised) memorandum is based on the April 9, 2021 Technical Memorandum, titled “Alexan Montclair Station:

Claremont Boulevard/1st Street – Huntington Drive Operations Assessment” (Technical Memorandum). Although cut-through traffic was analyzed in the April 9, 2021 Technical Memorandum, the City of Montclair noted in a June 21, 2021 e-mail correspondence that additional cut-through traffic associated with the Montclair Transcenter should be taken into consideration, as well as, potential effects to the Monte Vista Avenue/Richton Street intersection. The City noted that there is surplus parking at the Montclair Transcenter compared to the Claremont station, and a shorter travel distance provided to East Claremont residents would increase the likelihood that those residents would use the Montclair Transcenter instead, and use the Huntington Drive extension.

As such, this revised focused analysis examines the Claremont Boulevard/1st Street – Huntington Drive as well as the Monte Vista Avenue/Huntington Drive – Richton Street intersections for existing and buildout year (2040) conditions to assess the intersection’s operations, vehicle queuing, and cut-through traffic associated with the extension of Huntington Drive with the development of the 302 dwelling unit (DU) residential development (Project).

The Project is located west of Monte Vista Avenue in the northern portion of the City, and access to the project site is proposed at the intersection of Monte Vista Avenue/Richton Street, and a new east extension of Huntington Drive from its intersection at Claremont Boulevard. It should be noted that portions of the intersection in study are located in different jurisdictions including the cities of Claremont and Upland; and, the San Bernardino County Transportation Authority (SBCTA) for the adjacent Pacific Electric Bike Trail.

CEQA Assessment
The following assessment has been prepared to determine the project’s consistency with the North Montclair Downtown Specific Plan, and is based on traffic information from approved Specific Plans in the area, including the Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
2 July 2021
North Montclair Downtown Specific Plan and Montclair Place District Specific Plan, as well as the City of Montclair General Plan Circulation Element. The Project is located within the northwestern portion of the North Montclair Downtown Specific Plan. The project site plan is shown on Figure 1 (attached).

Methodology
Level of service (LOS) is commonly used as a qualitative description of intersection operations and is based on the design capacity of the intersection configuration, compared to the volume of traffic using the facility. For purposes of this analysis, LOS is presented as a metric to analyze traffic operations at the Claremont Boulevard/1st Street – Huntington Drive and Monte Vista Avenue/Huntington Drive – Richton Street intersections and their ability to accommodate traffic from the Project. The City of Montclair General Plan Circulation Element, Policy CE-1.1.6, identifies LOS D as the target LOS standard. Additionally, a queuing analysis was prepared for this intersection to assess the adequacy of available storage at the intersection, as well as at the northern and southern extents of Huntington Drive.

The Highway Capacity Manual, 6th Edition (HCM 6) methodology was used to assess level of service and queuing for intersections and driveways within the study area. The HCM intersection analysis methodology was used to analyze the operation of signalized and unsignalized study intersections. The HCM analysis methodology describes the operation of an intersection using a range of LOS from LOS A (free-flow conditions) to LOS F (severely congested conditions), based on the corresponding control delay experienced per vehicle for unsignalized intersections. The Synchro 10 LOS software was used to determine intersection LOS. Synchro is consistent with the HCM methodology.

Table 1 shows the LOS values by delay ranges for unsignalized and signalized intersections under the HCM methodology.

Table 1 – Levels of Service for Intersections using HCM Methodology Level of Service Signalized Intersections Control Delay (in seconds per vehicle) A < 10.0
B > 10.0 to < 20.0
C > 20.0 to < 35.0
D > 35.0 to < 55.0
E > 55.0 to < 80.0
F > 80.0
Source: HCM 6, 2016.

Existing Conditions
Roadway System
Regional access to the Project would be via Interstate 10 (I-10) to the south and State Route 210 (SR-210) to the north. SR-210 has an interchange along Baseline Road, east of Monte Vista Avenue, and I-10 has an interchange at Monte Vista Avenue, which provides access to the eastern side of the project site at the intersection of Richton Street. Huntington Drive, which currently terminates approximately 600 feet east of Claremont Boulevard, will connect the western side of the project site to the City of Claremont.

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
3 July 2021
Transit Facilities
Metrolink, Omnitrans, and Foothill Transit serve as the primary transit providers near the project site. The Metrolink San Bernardino Line provides two stations within one mile of the project site, including the Claremont Metrolink Station approximately ¾-mile to the west, and the Montclair Metrolink Station approximately ¼-mile to the east.

Omnitrans provides bus service along Monte Vista Avenue east of the project site, with the nearest bus stop serving routes 85 and 88 at the intersection of Monte Vista Avenue and Arrow Highway. Additionally, Foothill Transit provides bus service along Claremont Boulevard west of the project site and Arrow Highway to the south, including stops serving bus routes 188, 197, 292, 480, and 492.

Bicycle Facilities
Currently, Class II bicycle facilities exist along Claremont Boulevard, 1st Street, and Monte Vista Avenue near the project site. Additionally, the Pacific Electric Bike Trail begins within the approximately 75-foot median of Huntington Drive, east of its intersection with Claremont Boulevard, and extends along the northern boundary of the project site and 21 miles into the City of Rialto to the east. The Pacific Electric Bike Trail is a Class I bike path that would serve as a primary bicycle route from the Project site to both the Claremont Metrolink and Montclair Metrolink Stations, and would connect the Project site to the Class II bicycle facilities noted above. Additionally, approximately 24 vehicle parking spaces are provided for access to the Pacific Electric Bike Trail along the southern half of the median on Huntington Drive.

Pedestrian Facilities
There are sidewalks along both sides of Claremont Boulevard, 1st Street, and Monte Vista Avenue in the vicinity of the project. Along with the Pacific Electric Bike Trail noted above, a sidewalk exists along the northern stretch of Huntington Drive to the east of the Claremont Boulevard/1st Street – Huntington Drive intersection. Both primarily intersections to the project site, including the Monte Vista Avenue/Richton Street intersection and the Claremont Boulevard/1st Street – Huntington Drive intersection have pedestrian phasing and crosswalks along all legs of the intersection.

Project Trip Generation
Trip Generation
Trip generation estimates for the Project are based on daily and AM and PM peak hour trip generation rates obtained from the Institute of Transportation Engineers (ITE) Trip Generation, 10th Edition (2017)., The multifamily housing, mid-rise land use (ITE Code 221) was used in this analysis. As shown in Table 2, the Project would generate 1643 daily trips, 109 AM peak hour trips (28 inbound and 81 outbound), and 133 PM peak hour trips (81 inbound and 52 outbound).

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
4 July 2021
Table 2 – Trip Generation Summary
Land Use
ITE
Code Size/Units Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Trip Rates1
Multifamily Housing (Mid-Rise) 221 DU 5.44 0.09 0.27 0.36 0.27 0.17 0.44 Trip Generation
Alexan Montclair Station 221 302 DU 1643 28 81 109 81 52 133 Notes: DU = dwelling unit 1Trip rates from the Institute of Transportation Engineers (ITE), Trip Generation, 10th Edition, 2017.

As discussed above, the Project would be served by the Metrolink San Bernardino Line, which provides two stations within one-mile of the project site, including the Claremont Metrolink Station approximately ¾-mile to the west, and the Montclair Metrolink Station approximately ¼-mile to the east. Additionally, Omnitrans and Foothill Transit provide bus service along Monte Vista Avenue and Claremont Boulevard, respectively. As residential land uses often result in commute trips via public transportation, transit trip reductions could be applied to the trip generation.

However, to provide a conservative analysis, no transit trip reductions were applied to the trip generation of the Project.

Trip Distribution and Assignment
As discussed in the previous April 2021 Technical Memorandum, project trip distribution percentages were based on logical travel paths to commute corridors in the study area. Based on the project location, approximately 60 percent of traffic is assumed to travel to the east towards Monte Vista Avenue, which provides freeway ramp access to SR-210 to the north and I-10 to the south, and approximately 40 percent of the project traffic is assumed to travel west to the Claremont Boulevard/1st Street – Huntington Drive intersection. Of the 40 percent of project traffic distributed to the west, approximately 16 percent is distributed to the south on Claremont, 16 percent to the north on Claremont, and 8 percent to the west along 1st Street. Of the 60 percent of project traffic distribution to the east, approximately 25 percent is distributed to the south on Monte Vista Avenue, 20 percent to the north on Monte Vista Avenue, and 15 percent to the east along Richton Street. Project trips were assigned to these corridors by applying the project trip generation estimates to the trip distribution percentages at each location. The project trip distribution and assignment are shown in Figure 2.

Additionally, as Huntington Drive would extend from Claremont Boulevard to Monte Vista Avenue upon completion of the Project, existing (baseline) and buildout year (2040) traffic volumes were re-assigned through the Claremont Boulevard/1st Street – Huntington Drive and Monte Vista Avenue/Huntington Drive – Richton Street intersections to capture cut-through traffic between Claremont Boulevard and Monte Vista Avenue. As noted in the previous April 2021 Technical Memorandum, it was assumed that 25 percent of traffic traveling eastbound left and eastbound right at the Claremont Boulevard intersection would be redistributed to the eastbound through movement, and 25 percent of traffic traveling northbound left and southbound right would be redistributed to the westbound through movement. Additionally, to take into consideration the potential for additional cut-through traffic associated with patrons of the Claremont station that would shift to the Montclair Transcenter based on more parking availability (as noted by the City), an additional 25 percent of traffic traveling westbound left and westbound right at the Monte Vista Avenue intersection would be redistributed to the westbound through movement, and 25 percent of traffic traveling northbound right and southbound left would be redistributed to the eastbound through movement. These Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
5 July 2021
cut-through re-assignments are carried over to both intersections to provide a conservative analysis, and existing (baseline) and buildout year (2040) traffic volumes are shown in Figures 3 and 4, respectively.

Project Intersection Analysis
Traffic Volumes
Existing plus Project
Traffic counts at the intersections of Mills Avenue – Claremont Boulevard/Arrow Highway and Claremont Boulevard/1st Street – Huntington Drive were collected on January 7, 2021. Historical (pre-pandemic) counts were available from 2018 at the Mills Avenue – Claremont Boulevard/Arrow Highway intersection. These 2018 counts were compared to the January 7th (pandemic) counts to obtain percentage differences at the Mills Avenue – Claremont Boulevard/Arrow Highway intersection. These percentages were then applied to the Claremont Boulevard/1st Street – Huntington Drive intersection, and adjusted to 2021 using a growth factor of 1.25% per year during the AM peak hour and 1.35% per year during the PM peak hour. Growth factors are based on the comparison of 2040 traffic volumes available at the Mills Avenue – Claremont Boulevard/Arrow Highway derived from the San Bernardino Travel Analysis Model (SBTAM), as discussed below and were used to adjust traffic volumes to 2021 (non-pandemic) conditions. Additionally, historical counts were available from 2019 at the Monte Vista Avenue/Huntington Drive – Richton intersection. A conservative 2% annual ambient growth factor was applied to these counts to adjust traffic volumes to 2021 conditions.

The project’s trip assignment shown in Figure 2 was added to the existing (baseline) traffic volumes, with the adjustments noted above and shown in Figure 3, to derive the Existing plus Project peak hour traffic volumes at the intersection. Those volumes are shown in Figure 5.

Buildout Year (2040) plus Project
Buildout Year (2040) volumes were derived from SBTAM for the year 2040. SBTAM model year 2040 traffic volumes were available at the Monte Vista Avenue/Huntington Drive – Richton Street and Claremont Boulevard – Mills Avenue/Arrow Highway intersections from the traffic analysis conducted for the Montclair Place District Specific Plan. A similar growth factor method to that used to derive existing (non-pandemic) conditions was utilized to derive Buildout Year (2040) traffic volumes at the Claremont Boulevard/1st Street – Huntington Drive intersection.

The project’s trip assignment shown in Figure 2 was added to the buildout year (2040) traffic volumes, with the adjustments noted above and shown in Figure 4, to derive the Buildout Year (2040) plus Project peak hour traffic volumes at the intersection. Those volumes are shown in Figure 6.

Level of Service Analysis
A focused intersection LOS analysis was performed at Claremont Boulevard/1st Street – Huntington Drive and Monte Vista Avenue/Huntington Drive – Richton Street for the Existing and Buildout Year (2040) conditions, with the addition of traffic from the Project, using HCM 6th Edition methodology via the Synchro LOS software.

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
6 July 2021
Existing plus Project
As shown in Table 3, the intersection of Claremont Boulevard/1st Street – Huntington Drive would operate at LOS B during both peak hours with the addition of project traffic. Additionally, the intersection Monte Vista Avenue/Huntington Drive – Richton Street would operate at LOS C or better with the addition of project traffic. As both intersections would not operate at a deficient LOS (LOS E or F), these intersections would continue to be consistent with the City’s LOS standards under Existing plus Project conditions.

Buildout Year 2040 plus Project
As shown in Table 4, the intersection of Claremont Boulevard/1st Street – Huntington Drive is forecast to continue to operate at LOS B or better under Buildout Year (2040) conditions and under Buildout Year (2040) conditions with the addition of project traffic. Additionally, the intersection Monte Vista Avenue/Huntington Drive – Richton Street would continue to operate at LOS C or better under Buildout Year (2040) conditions and under Buildout Year (2040) conditions with the addition of project traffic. As both intersections would not operate at a deficient LOS (LOS E or F), these intersections would continue to be consistent with the City’s LOS standards under Buildout Year (2040) plus Project conditions.

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
7 July 2021
Table 3. Existing plus Project Peak Hour Intersection Level of Service No. Intersection Jurisdiction
LOS
Method
Existing Existing plus Project
Change in
Delay
Inconsistent
with City LOS
Standard?3 AM Peak PM Peak AM Peak PM Peak
Delay1 LOS2 Delay1 LOS2 Delay1 LOS2 Delay1 LOS2 AM PM AM PM 1 Claremont Boulevard/Huntington
Drive-1st Street
City of
Montclair HCM 7.0 A 9.2 A 11.2 B 11.8 B 4.2 2.6 No No
2 Monte Vista Avenue/Huntington
Drive-Richton Street
City of
Montclair HCM 16.8 B 17.6 B 19.6 B 20.5 C 2.8 2.9 No No Notes: HCM = Highway Capacity Manual 1 Delay in seconds per vehicle 2 Level of Service (LOS)
3 LOS standard D, as defined in the City of Montclair General Plan Circulation Element Table 4. Buildout Year (2040) plus Project Peak Hour Intersection Level of Service No. Intersection Jurisdiction
LOS
Method
Buildout Year (2040) Buildout Year (2040) plus Project
Change in
Delay
Inconsistent
with City LOS
Standard?3 AM Peak PM Peak AM Peak PM Peak
Delay1 LOS2 Delay1 LOS2 Delay1 LOS2 Delay1 LOS2 AM PM AM PM 1 Claremont Boulevard/Huntington
Drive-1st Street
City of
Montclair HCM 7.8 A 11.2 B 13.9 B 16.4 B 6.1 5.2 No No
2 Monte Vista Avenue/Huntington
Drive-Richton Street
City of
Montclair HCM 18.8 B 22.5 C 21.0 C 22.9 C 2.2 0.4 No No Notes: HCM = Highway Capacity Manual 1 Delay in seconds per vehicle 2 Level of Service (LOS)
3 LOS standard D, as defined in the City of Montclair General Plan Circulation Element Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
8 July 2021
Non-CEQA Operational Assessment
The following assessment has been prepared to assist in the design of the street network within and adjacent to the project site. The analysis methodologies and design criteria below are not related to CEQA significant criteria, and are meant for practical purposes related to the project’s access design.

Queueing
A queuing analysis was prepared for the Claremont Boulevard/1st Street – Huntington Drive intersection to assess the adequacy of available storage at the intersection, as well as at the northern and southern extents of Huntington Drive, with additional cut-through traffic as noted above. As shown in Tables 5 and 6 below, the “Connector” roadway refers to the approximately 75-foot stretch connecting the southern and northern extents of Huntington Drive. The storage length for the westbound movements at the intersection of Huntington Drive were measured from the stop bar to the median break at the Connector. Queuing was analyzed utilizing the SimTraffic software, which calculates the 95th percentile (design) queue. All queuing analysis data and SimTraffic queuing worksheets are further provided below and in Attachment B.

Existing plus Project
As shown in Table 5, queueing under existing conditions at this intersection and along Huntington Drive is minimal and would not extend over available striped pocket lengths, into adjacent intersections, or block the parking spaces south of the Pacific Electric Bike Trail terminus. Development of the project would increase vehicular traffic on Huntington Drive; however, the additional cut-through traffic analyzed in this addendum would slightly extend 95th percentile queueing over what was analyzed in the Technical Memorandum. The majority of queues would still be within available storage lengths, except for those at the westbound left-through turning movement at the Claremont Boulevard/1st Street – Huntington Drive intersection and those at the westbound right turning movement at the Connector/Huntington Drive (south). With the additional cut-through traffic, queuing would increase by just over three car lengths1 at most, instead of the two car lengths noted in the previous April 2021 Technical Memorandum.

The westbound left-through turning movement at the Claremont Boulevard/1st Street – Huntington Drive intersection would experience the highest queuing increase at 65 feet during the AM peak hour.

Although 95th percentile queueing would increase by just over three car lengths at most, queueing would extend approximately 17 feet over the available storage length of 75 feet into the adjacent intersection (Connector/Huntington Drive North). However, additional storage capacity is available within the northbound leftright lane along the “Connector” leg between north and south Huntington Drive. With the addition of project and new cut-through traffic under existing conditions, 95th percentile queuing is forecast to extend approximately 13 feet, less than one vehicle length, of the total 75 feet of available storage capacity within the northbound left-right lane. As such, the addition of “Keep Clear”, “Do Not Block”, or similar pavement markings and/or signage at the Connector/Huntington Drive intersection is recommended to prohibit queuing within, and maintain flow through, the intersection.
1 One car length is measured as 25-feet.

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
9 July 2021
Additionally, analysis of project traffic with the additional cut-through traffic would extend queueing at the Connector/Huntington Drive (south) past the westernmost parking spaces south of the Pacific Electric Bike Trail terminus. However, queueing would only extend approximately 16 feet (less than one car length) into the nearest parking spaces and average vehicle queueing shows that this queue length would not be sustained, with average queues of 52 feet throughout the AM peak hour, as shown in Attachment B. Due to the speed limit along Huntington Drive (assumed to be 25 mph) and nearby stop sign, the additional queue length would not be anticipated to limit accessibility to or from the Pacific Electric Bike Trail terminus parking.

Table 5. Existing plus Project Queuing Summary
Intersection Movement
Storage
Length1
Existing Existing plus Project
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
95th
Percentile
Queue2
Exceeds
Storage
Length?
95th
Percentile
Queue2
Exceeds
Storage
Length?
95th
Percentile
Queue2
Exceeds
Storage
Length?
95th
Percentile
Queue2
Exceeds
Storage
Length?
Claremont
Boulevard/
Huntington
Drive-1st
Street
EBL 125 28 No 66 No 26 No 61 No
EBR 255 42 No 55 No 40 No 51 No
WBLT 75 23 No 37 No 88 Yes 86 Yes
WBR 75 0 No 0 No 18 No 20 No
NBL 155 51 No 32 No 47 No 29 No
SBL 90 15 No 25 No 27 No 39 No
SBR 90 40 No 31 No 45 No 31 No
Connector/
Huntington
Drive
(north)
NBLR 75 0 No 0 No 13 No 16 No
Connector/
Huntington
Drive
(south)
WBR3 70 30 No 39 No 86 Yes 79 Yes
SBL 75 4 No 2 No 7 No 5 No
Notes: EBL = eastbound left; EBR = eastbound right; WBLT = westbound left-through; WBR = westbound right; NBL = northbound left; NBLR = northbound leftright; SBL = southbound left; SBR = southbound right 1 Measured in feet.
2 Base on 95th percentile (design) queue length in SimTraffic 10. 3 Storage length measured from stop bar to westernmost parking space.

Buildout Year 2040 plus Project
As shown in Table 6, queueing under 2040 conditions at this intersection and along Huntington Drive is not forecast to extend over available striped pocket lengths, into adjacent intersections, or block the parking spaces south of the Pacific Electric Bike Trail terminus. Development of the project during 2040 conditions would increase vehicular traffic on Huntington Drive; however, the additional cut-through traffic analyzed in this addendum would slightly extend 95th percentile queueing over what was analyzed in the previous April 2021 Technical Memorandum, with higher queueing within the westbound through-left movement at the Claremont Boulevard/1st Street – Huntington Drive intersection along north Huntington Drive and at the Connector/Huntington Drive (south) intersection.

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
10 July 2021
The westbound through-left movement would experience the highest queuing increase of 68 feet during the PM peak hour with the addition of project traffic. Although 95th percentile queueing would increase by just over two car lengths at most, queueing would extend approximately 18 feet over the available storage length of 75 feet into the adjacent intersection (Connector/Huntington Drive North). However, as with existing conditions, additional storage capacity is available within the northbound left-right lane along the “Connector” leg between north and south Huntington Drive. With the additional cut-through traffic and the addition of project traffic under 2040 conditions, 95th percentile queuing is forecast to extend approximately 28 feet, just over one vehicle length, of the total 75 feet of available storage capacity within the northbound left-right lane. As such, the addition of “Keep Clear”, “Do Not Block”, or similar pavement markings and/or signage at the Connector/Huntington Drive intersection is recommended to prohibit queuing within, and maintain flow through, the intersection.

Similar to the Existing plus Project condition, analysis of project traffic with the additional cut-through traffic would extend queueing at the Connector/Huntington Drive (south) past the westernmost parking spaces south of the Pacific Electric Bike Trail terminus. However, queueing would only extend approximately 52 feet (just over two car lengths) into the nearest parking spaces and average vehicle queueing shows that this queue length would not be sustained, with average queues of 74 feet throughout the PM peak hour, as shown in Attachment B. Due to the speed limit along Huntington Drive (assumed to be 25 mph) and nearby stop sign, the additional queue length would not be anticipated to limit accessibility to or from the Pacific Electric Bike Trail terminus parking.

Table 6. Buildout Year (2040) plus Project Queuing Summary Intersection Movement
Storage
Length1
Buildout Year (2040) Buildout Year (2040) plus Project
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
95th
Percentile
Queue2
Exceeds
Storage
Length?
95th
Percentile
Queue2
Exceeds
Storage
Length?
95th
Percentile
Queue2
Exceeds
Storage
Length?
95th
Percentile
Queue2
Exceeds
Storage
Length?
Claremont
Boulevard/
Huntington
Drive-1st
Street
EBL 125 40 No 77 No 48 No 78 No
EBR 255 44 No 91 No 48 No 92 No
WBLT 75 25 No 44 No 93 Yes 86 Yes
WBR 75 6 No 0 No 22 No 40 No
NBL 155 83 No 82 No 93 No 76 No
SBL 90 22 No 76 No 29 No 80 No
SBR 90 46 No 65 No 54 No 70 No
Connector/
Huntington
Drive
(north)
NBLR 75 3 No 4 No 28 No 27 No
Connector/
Huntington
Drive
(south)
WBR3 70 37 No 47 No 108 Yes 122 Yes
SBL 75 3 No 2 No 5 No 8 No
Notes: EBL = eastbound left; EBR = eastbound right; WBLT = westbound left-through; WBR = westbound right; NBL = northbound left; NBLR = northbound leftright; SBL = southbound left; SBR = southbound right 1 Measured in feet.
2 Base on 95th percentile (design) queue length in SimTraffic 10.

Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
11 July 2021
3 Storage length measured from stop bar to westernmost parking space.

Conclusion
Based on this revised analysis to the previous April 9, 2021 Technical Memorandum that assessed the operations, and vehicle queuing associated with the development of the 302 dwelling unit residential townhome development, the following findings are made:
 The Project would generate approximately 1643 daily trips, 109 AM peak hour trips (28 inbound and 81 outbound), and 133 PM peak hour trips (81 inbound and 52 outbound).  The Claremont Boulevard/1st Street – Huntington Drive intersection would operate with LOS B conditions, consistent with the City’s LOS standards, during both peak hours under both Existing plus Project and Buildout Year (2040) plus Project conditions. Additionally, the intersection of Monte Vista Avenue/Huntington Drive – Richton Street would operate with LOS C or better conditions under both Existing plus Project and Buildout Year (2040) plus Project conditions.  Queuing at the Claremont Boulevard/1st Street – Huntington Drive intersection, and along the southern and northern extents of Huntington Drive, would not exceed available storage lengths during either peak hour under Existing plus Project conditions however, queueing would extend by approximately 13 feet into the Connector/Huntington Drive North intersection from the westbound through-left movement of the Claremont Boulevard/1st Street – Huntington Drive intersection. The addition of “Keep Clear”, “Do Not Block”, or similar pavement markings and/or signage within the Connector/Huntington Drive North is recommended to prohibit queuing within, and maintain flow through, the intersection. Additionally, queueing would also extend up to 16 feet into the nearest Pacific Electric Bike Trail parking spaces; however, this extent of queueing would not be sustained throughout the peak hour, and the low speed along Huntington Drive and proximity to the nearby stop sign would continue to facilitate movement into and out of the parking spaces.
 Queueing at the Claremont Boulevard/1st Street – Huntington Drive intersection, and along the southern and northern extents of Huntington Drive, would not exceed available storage lengths during either peak hour under Buildout Year (2040) plus Project conditions; however, queueing would extend by approximately 18 feet into the Connector/Huntington Drive North intersection from the westbound through-left movement of the Claremont Boulevard/1st Street – Huntington Drive intersection. As discussed under Existing plus Project conditions, the addition of “Keep Clear”, “Do Not Block”, or similar pavement markings and/or signage within the Connector/Huntington Drive North is recommended to prohibit queuing within, and maintain flow through, the intersection. Additionally, queueing would also extend up to 52 feet into the nearest Pacific Electric Bike Trail parking spaces; however, this extent of queueing would not be sustained throughout the peak hour, and the low speed along Huntington Drive and proximity to the nearby stop sign would continue to facilitate movement into and out of the parking spaces.  The proposed extension of the Huntington Drive roadway along the northern boundary of the project site would not conflict with the North Montclair Downtown Specific Plan, which proposes to extend Huntington Drive from Claremont Boulevard to Monte Vista Avenue. Additionally, development of the future Huntington Memorandum
Subject: Claremont Boulevard/1st Street – Huntington Drive Operations Assessment 13207
12 July 2021
Drive roadway would include sidewalk facilities, which would be consistent with the planned roadway standards as identified in the build out conditions of the North Montclair Downtown Specific Plan.  The addition of vehicular traffic generated by the Project would not conflict with the Pacific Electric Bike Trail, nor would it conflict with pedestrian or bicycle operations at Claremont Boulevard/1st Street – Huntington Drive intersection or along the segment of Huntington Drive east of the intersection.

Based on these findings, the Project would not significantly affect queueing or result in unsatisfactory intersection operations along Huntington Drive, and at the intersection of Claremont Boulevard/1st Street – Huntington Drive.

Queueing would extend up to 52 feet into the nearest Pacific Electric Bike Trail parking spaces; however, this extent of queueing would not be sustained throughout the peak hour, and the low speed along Huntington Drive and proximity to the stop sign would continue to facilitate movement into and out of the parking spaces. Due to the extension of queuing up to 18 feet over the 75-foot storage capacity of the westbound through-left lane at Claremont Boulevard/1st Street – Huntington Drive, Dudek recommends the addition of pavement markings and/or signage to prohibit queueing within, and maintain flow through, the Connector/Huntington Drive intersection.

Additionally, pedestrian and bicycle traffic would continue to be accommodated by the existing Pacific Electric Bike Trail, along with existing sidewalk and crosswalk pedestrian facilities at the intersection of Claremont Boulevard/1st Street – Huntington Drive. Therefore, the current design of Huntington Drive and its intersection at Claremont Boulevard would be able to accommodate the addition of project traffic associated with the 302 dwelling unit residential townhome development. The addition of “Keep Clear”, “Do Not Block”, or similar pavement markings and/or signage within the Connector/Huntington Drive North is recommended to prohibit queuing within, and maintain flow through, the intersection.

Figures 1 – 6
Apr 08, 2021 - 8:43am ameroux P:\300.Environmental\13207 Alexan Montclair Station\Graphics\13207_Concept_v2.dwg Layout: SitePlan Alexan Montclair Station n NOT TO SCALE
Figure 1 SOURCE: Architecture Design Collaborative 2020 Proposed Site Plan
(12) 16
Legend
SOURCE: Bing Maps
(20) 13 (16) 10 (6) 16 (7) 20
(4) 12
(5) 13
(2) 6
(32) 20
(5) 13
(12) 32
(12) 32
(32) 20
(13) 8
(13) 8
(6) 4 Jul 02, 2021 - 12:44pm ameroux P:\300.Environmental\13207 Alexan Montclair Station\Graphics\13207_Concept_070121.dwg Layout: Fig1 - TrpAsgn_ADD n NOT TO SCALE Figure 2
Project Trip Distribution and Assignment
Alexan Montclair Station
(+62) +95
Legend
SOURCE: Bing Maps
(+107) +91 Jul 02, 2021 - 1:38pm ameroux P:\300.Environmental\13207 Alexan Montclair Station\Graphics\13207_Concept_070121.dwg Layout: Fig2 - Ex_CT n NOT TO SCALE (+62) +95 (+107) +91 (+62) +95
(+62) +96
(+109) +93
(+107) +91
(-27) -16
(-13) -29
(-12) -31
(-26) -14
(+1) +1
(+2) +2
(+1) +1
(-1) -1 (-25) -10 (-11) -10
(-20) -18
(-35) -44
Figure 3
Existing Peak Hour Traffic Volume Re-Assignment with Huntington Drive Extension Alexan Montclair Station
(+80) +140
Legend
SOURCE: Bing Maps
(+153) +200 Jul 02, 2021 - 1:55pm ameroux P:\300.Environmental\13207 Alexan Montclair Station\Graphics\13207_Concept_070121.dwg Layout: Fig3 - 2040_CT n NOT TO SCALE
(+76) +135 (+153) +195
(+76) +135
(+77) +136
(+155) +197
(+153) +195
(-40) -25
(-18) -45
(-15) -40
(-32) -17
(+1) +1
(+2) +2
(+1) +1
(-1) -1
(-28) -27
(-14) -23
(-37) -83
(-44) -70
Figure 4
Buildout Year (2040) Peak Hour Traffic Volume Re-Assignment with Huntington Drive Extension Alexan Montclair Station
(77) 106
Legend
SOURCE: Bing Maps
(20) 13 (16) 10 (6) 22 (7) 20
(111) 107 Jul 02, 2021 - 2:26pm ameroux P:\300.Environmental\13207 Alexan Montclair Station\Graphics\13207_Concept_070121.dwg Layout: Fig4 - E+P n NOT TO SCALE (10) 25 (68) 105 (152) 134 (13) 27 (75) 132
(77) 134
(151) 133
(21) 18
(18) 18
(114) 99
(419) 383 (80) 48
(40) 86
(36) 94
(77) 41
(359) 402
(16) 25 (2) 2 (15) 24
(2) 2
(1) 3 (76) 74 (34) 30
(60) 53
(105) 133 (693) 851 (675) 795
Figure 5
Existing plus Project Peak Hour Traffic Volumes
Alexan Montclair Station
(92) 148
Legend
SOURCE: Bing Maps
(20) 13 (16) 10 (6) 23 (7) 20
(157) 213 Jul 02, 2021 - 2:38pm ameroux P:\300.Environmental\13207 Alexan Montclair Station\Graphics\13207_Concept_070121.dwg Layout: Fig5 - 2040+P n NOT TO SCALE (11) 28 (82) 147 (202) 246 (17) 35 (90) 175
(92) 178
(201) 245
(23) 21
(20) 23
(160) 204
(621) 596 (119) 74
(55) 135
(46) 121
(97) 52
(493) 634
(20) 36 (2) 3 (19) 35
(2) 3
(2) 4 (84) 81 (43) 69
(112) 248
(132) 211 (761) 925 (873) 887
Figure 6
Buildout Year (2040) plus Project Peak Hour Traffic Volumes Alexan Montclair Station
Attachment A
Raw Traffic Counts
National Data & Surveying ServicesIntersection Turning Movement Count Location: S Claremont Blvd & E 1st St or Huntington Dr
City: Claremont Project ID:

Control: Signalized Date:

NS/EW Streets:
1 2 0 0 1 2 1 0 1 1 1 0 0.5 0.5 1 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 6 34 3 0 0 29 4 0 1 1 3 0 3 0 1 0 85
7:15 AM 5 32 1 0 0 34 5 0 4 0 5 0 2 0 2 0 90
7:30 AM 9 39 0 2 0 34 7 0 4 0 10 0 0 0 0 0 105
7:45 AM 10 60 1 0 0 44 8 0 4 0 3 0 1 0 1 0 132
8:00 AM 7 26 1 0 1 40 11 0 3 1 7 0 0 0 0 0 97
8:15 AM 12 38 1 1 0 30 5 0 6 0 5 0 0 0 2 0 100
8:30 AM 10 34 0 0 0 30 17 1 6 0 6 0 1 0 0 0 105
8:45 AM 6 43 0 0 0 27 17 0 7 0 5 0 0 1 0 0 106

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 65 306 7 3 1 268 74 1 35 2 44 0 7 1 6 0 820 APPROACH %'s : 17.06% 80.31% 1.84% 0.79% 0.29% 77.91% 21.51% 0.29% 43.21% 2.47% 54.32% 0.00% 50.00% 7.14% 42.86% 0.00% PEAK HR : 07:45 AM 40 0 0 TOTAL
PEAK HR VOL : 39 158 3 1 1 144 41 1 19 1 21 0 2 0 3 0 434 PEAK HR FACTOR : 0.813 0.658 0.750 0.250 0.250 0.818 0.603 0.250 0.792 0.250 0.750 0.000 0.500 0.000 0.375 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 2 1 0 1 1 1 0 0.5 0.5 1 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
4:00 PM 11 62 1 0 3 49 16 0 14 1 11 0 3 0 1 0 172
4:15 PM 9 62 0 0 1 47 14 0 12 0 16 0 0 1 1 0 163
4:30 PM 9 53 1 0 1 43 7 0 19 0 11 0 2 0 2 0 148
4:45 PM 16 62 2 0 1 72 14 0 17 2 15 0 0 0 2 0 203
5:00 PM 8 55 4 1 2 62 3 0 19 1 27 0 0 1 0 0 183
5:15 PM 7 54 3 1 3 55 9 0 17 0 12 0 5 0 3 0 169
5:30 PM 9 82 0 0 1 44 7 0 24 0 12 0 0 1 1 0 181
5:45 PM 11 34 1 0 2 53 6 0 5 0 13 0 0 0 1 0 126

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 80 464 12 2 14 425 76 0 127 4 117 0 10 3 11 0 1345 APPROACH %'s : 14.34% 83.15% 2.15% 0.36% 2.72% 82.52% 14.76% 0.00% 51.21% 1.61% 47.18% 0.00% 41.67% 12.50% 45.83% 0.00% PEAK HR : 04:45 PM 292 0 0 TOTAL
PEAK HR VOL : 40 253 9 2 7 233 33 0 77 3 66 0 5 2 6 0 736 PEAK HR FACTOR : 0.625 0.771 0.563 0.500 0.583 0.809 0.589 0.000 0.802 0.375 0.611 0.000 0.250 0.500 0.500 0.000 Data - Totals
S Claremont Blvd S Claremont Blvd E 1st St or Huntington Dr E 1st St or Huntington Dr

0.708 0.899 0.854 0.625
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
21-030001-001
1/7/2021
04:45 PM - 05:45 PM

0.906 0.835 0.784 0.777 0.406
07:45 AM - 08:45 AM

0.822
National Data & Surveying ServicesIntersection Turning Movement Count Location: S Claremont Blvd & E 1st St or Huntington Dr
City: Claremont Project ID:

Control: Signalized Date:

NS/EW Streets:
1 2 0 0 1 2 1 0 1 1 1 0 0.5 0.5 1 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1
7:30 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 0 3
7:45 AM 2 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 4
8:00 AM 0 0 2 0 1 0 0 0 0 3 0 0 2 1 0 0 9
8:15 AM 2 0 1 0 0 0 0 0 0 0 2 0 0 2 0 0 7
8:30 AM 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2
8:45 AM 2 0 0 0 0 1 0 0 0 2 0 0 0 0 0 0 5

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 7 1 4 0 1 1 1 0 0 8 2 0 2 6 0 0 33
APPROACH %'s : 58.33% 8.33% 33.33% 0.00% 33.33% 33.33% 33.33% 0.00% 0.00% 80.00% 20.00% 0.00% 25.00% 75.00% 0.00% 0.00% PEAK HR : 07:45 AM 40 0 0 TOTAL
PEAK HR VOL : 5 0 4 0 1 0 0 0 0 4 2 0 2 4 0 0 22
PEAK HR FACTOR : 0.625 0.000 0.500 0.000 0.250 0.000 0.000 0.000 0.000 0.333 0.250 0.000 0.250 0.500 0.000 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 2 1 0 1 1 1 0 0.5 0.5 1 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
4:00 PM 0 0 0 0 0 0 1 0 0 1 2 0 0 0 1 0 5
4:15 PM 0 5 1 0 1 2 1 0 0 2 1 0 0 3 0 1 17
4:30 PM 0 0 0 0 0 0 1 0 0 7 1 0 1 2 1 0 13
4:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1 3 0 0 5
5:00 PM 0 0 0 0 0 3 0 0 1 3 1 0 1 0 1 0 10
5:15 PM 0 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 3
5:30 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 0 5 1 0 1 5 4 0 1 15 5 0 4 9 3 1 54
APPROACH %'s : 0.00% 83.33% 16.67% 0.00% 10.00% 50.00% 40.00% 0.00% 4.76% 71.43% 23.81% 0.00% 23.53% 52.94% 17.65% 5.88% PEAK HR : 04:45 PM 292 0 0 TOTAL
PEAK HR VOL : 0 0 0 0 0 3 1 0 1 5 1 0 3 4 1 0 19
PEAK HR FACTOR : 0.000 0.000 0.000 0.000 0.000 0.250 0.250 0.000 0.250 0.417 0.250 0.000 0.750 0.333 0.250 0.000 Data - Bikes
S Claremont Blvd S Claremont Blvd E 1st St or Huntington Dr E 1st St or Huntington Dr

0.750 0.250 0.500 0.500
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
21-030001-001
1/7/2021
04:45 PM - 05:45 PM

0.475 0.333 0.350 0.500
07:45 AM - 08:45 AM

0.611
National Data & Surveying ServicesIntersection Turning
Movement Count
Location: S Claremont Blvd & E 1st St or Huntington Dr Project ID:

City: Claremont Date:

NS/EW Streets:

EB WB EB WB NB SB NB SB TOTAL
7:00 AM 0 0 0 0 0 0 0 0 0
7:15 AM 0 2 0 1 1 0 0 1 5
7:30 AM 1 0 0 0 0 0 1 0 2
7:45 AM 0 1 0 0 0 0 0 0 1
8:00 AM 3 1 0 0 0 0 0 0 4
8:15 AM 0 0 0 0 0 0 0 0 0
8:30 AM 0 2 1 2 1 0 3 0 9
8:45 AM 0 0 1 0 0 0 2 0 3

EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES : 4 6 2 3 2 0 6 1 24
APPROACH %'s : 40.00% 60.00% 40.00% 60.00% 100.00% 0.00% 85.71% 14.29% PEAK HR : 07:45 AM 39 -1 -1 TOTAL
PEAK HR VOL : 3 4 1 2 1 0 3 0 14
PEAK HR FACTOR : 0.250 0.500 0.250 0.250 0.250 0.250
Headers NEB NWB SEB SWB ENS ESB WNB WSB

EB WB EB WB NB SB NB SB TOTAL
4:00 PM 0 2 2 1 0 1 2 0 8
4:15 PM 1 2 0 2 0 0 0 1 6
4:30 PM 0 0 0 0 0 0 0 0 0
4:45 PM 1 3 0 0 0 0 0 0 4
5:00 PM 0 2 0 0 0 2 0 1 5
5:15 PM 0 0 1 2 0 0 3 0 6
5:30 PM 2 2 0 0 0 0 1 0 5
5:45 PM 1 0 0 0 0 0 3 1 5

EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES : 5 11 3 5 0 3 9 3 39
APPROACH %'s : 31.25% 68.75% 37.50% 62.50% 0.00% 100.00% 75.00% 25.00% PEAK HR : 04:45 PM 289 -3 -3 TOTAL
PEAK HR VOL : 3 7 1 2 0 2 4 1 20
PEAK HR FACTOR : 0.375 0.583 0.250 0.250 0.250 0.333 0.250 Data - Pedestrians (Crosswalks)
S Claremont Blvd S Claremont Blvd E 1st St or Huntington Dr E 1st St or Huntington Dr

0.250 0.250 0.250
07:45 AM - 08:45 AM

AM NORTH LEG SOUTH LEG EAST LEG WEST LEG

PM NORTH LEG SOUTH LEG EAST LEG WEST LEG
21-030001-001
1/7/2021

0.833 0.625 0.250 0.250 0.417
04:45 PM - 05:45 PM

0.389 0.438
Prepared by National Data & Surveying Services
ID: 21-030001-001 Day:

City: Claremont Date:

AM 41 144 1 1 AM
NOON 0 0 0 0 NOON
PM 33 233 7 0 PM

AM NOON PM PM NOON AM
1 2 1 0 1 6 0 3

0.5 2 0 0
0 0 0 0 0.5 5 0 2
19 0 77 1 TEV 434 0 736 0 0 0 0
1 0 3 1 PHF 0.82 0.91
21 0 66 1
0 1 2 0

AM NOON PM PM NOON AM
PM 2 40 253 9 PM
NOON 0 0 0 0 NOON
AM 1 39 158 3 AM
Pedestrians (Crosswalks)
Totals (PM) Total Bikes (PM)
0 168

NORTHBOUND
S Claremont Blvd
Totals (NOON) Total Bikes (NOON)
NONE
19 0 5
Totals (AM) 306 Total Bikes (AM) E 1st St or Huntington Dr EASTBOUNDWESTBOUND E 1st St or Huntington Dr 80 0 75

CONTROL
Signalized
0 NONE
04:45 PM - 05:45 PM 336
S Claremont Blvd & E 1st St or Huntington Dr
Peak Hour Turning Movement Count
S Claremont Blvd Thursday
SOUTHBOUND 1/7/2021 PEAK HOURS 4:00 PM - 06:00 PM
07:45 AM - 08:45 AM 181 7:00 AM - 09:00 AM COUNT PERIODS

AM NOON PM
PM
AM
AM
NOON
PM
PM
NOON
AM
AM
NOON
PM

NOON PMNOON AMAMNOON PM PMNOON AMAMNOON PM
1 0
0 4
0 3
10 120 2
0 0
1 2
0 0
30 340 7
1 4
1 3
5 1
130
000
0 0
0 0
0 0
000
000
0 4
2 2
4 0
001
504
6 2
66 5
3 77 33233
7 40253
9 0
0 0 0
0 0
000
000
3 0
21 2
1 19 41144
1 39158
3 National Data & Surveying ServicesIntersection Turning Movement Count Location: S Mills Ave or S Claremont Blvd & E Arrow Hwy City: Claremont Project ID:

Control: Signalized Date:

NS/EW Streets:
1 2 0 0 1 1 1 0 1 2 0 0 1 2 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 6 25 3 0 5 18 11 0 6 35 2 0 1 43 11 0 166
7:15 AM 9 21 5 0 7 17 15 0 14 46 1 0 2 47 4 0 188
7:30 AM 8 22 3 0 10 19 19 0 16 39 4 0 4 62 14 0 220
7:45 AM 5 37 5 0 5 21 22 0 23 55 2 0 3 56 8 0 242
8:00 AM 10 18 5 0 8 18 19 0 8 48 3 0 1 48 10 0 196
8:15 AM 4 31 1 0 7 21 10 0 12 47 3 0 2 50 8 0 196
8:30 AM 4 29 4 0 11 10 14 0 7 52 0 0 3 34 9 0 177
8:45 AM 7 24 3 0 3 18 12 0 16 46 5 0 5 49 7 0 195

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 53 207 29 0 56 142 122 0 102 368 20 0 21 389 71 0 1580 APPROACH %'s : 18.34% 71.63% 10.03% 0.00% 17.50% 44.38% 38.13% 0.00% 20.82% 75.10% 4.08% 0.00% 4.37% 80.87% 14.76% 0.00% PEAK HR : 07:30 AM 39 0 0 TOTAL
PEAK HR VOL : 27 108 14 0 30 79 70 0 59 189 12 0 10 216 40 0 854 PEAK HR FACTOR : 0.675 0.730 0.700 0.000 0.750 0.940 0.795 0.000 0.641 0.859 0.750 0.000 0.625 0.871 0.714 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 1 1 0 1 2 0 0 1 2 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
4:00 PM 14 34 19 0 12 25 27 0 27 130 11 0 8 66 11 0 384 4:15 PM 12 33 3 0 12 37 14 0 28 165 12 0 13 70 13 0 412 4:30 PM 13 43 8 0 8 30 15 0 16 133 14 1 6 63 8 0 358
4:45 PM 17 36 3 0 14 52 23 0 34 143 12 0 6 63 9 0 412
5:00 PM 9 35 9 0 17 47 25 0 17 161 14 0 13 70 10 0 427
5:15 PM 17 43 13 0 11 39 24 0 18 174 13 0 5 92 8 0 457
5:30 PM 14 52 5 0 14 27 16 0 25 145 8 0 14 76 10 0 406
5:45 PM 13 19 5 0 15 34 18 0 13 105 6 0 6 58 13 0 305

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 109 295 65 0 103 291 162 0 178 1156 90 1 71 558 82 0 3161 APPROACH %'s : 23.24% 62.90% 13.86% 0.00% 18.53% 52.34% 29.14% 0.00% 12.49% 81.12% 6.32% 0.07% 9.99% 78.48% 11.53% 0.00% PEAK HR : 04:45 PM 292 0 0 TOTAL
PEAK HR VOL : 57 166 30 0 56 165 88 0 94 623 47 0 38 301 37 0 1702 PEAK HR FACTOR : 0.838 0.798 0.577 0.000 0.824 0.793 0.880 0.000 0.691 0.895 0.839 0.000 0.679 0.818 0.925 0.000 Data - Totals
S Mills Ave or S Claremont Blvd S Mills Ave or S Claremont Blvd E Arrow Hwy E Arrow Hwy

0.793 0.932 0.813 0.831
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
21-030001-002
1/7/2021
04:45 PM - 05:45 PM

0.931 0.866 0.868 0.932 0.895
07:30 AM - 08:30 AM

0.882
National Data & Surveying Services
Intersection Turning Movement Count
Location: S Mills Ave & E Arrow Hwy
City: Montclair Project ID: 18-06063-001
Control: Signalized Date:

NS/EW Streets:
1 2 0 0 1 1 1 0 1 2 0 0 1 2 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 18 32 7 0 7 36 36 1 11 33 2 0 3 101 20 0 307
7:15 AM 13 44 8 0 7 38 31 0 13 76 5 0 9 147 17 0 408
7:30 AM 24 93 5 0 13 44 49 0 30 61 7 0 5 164 33 0 528
7:45 AM 33 68 7 0 10 57 52 0 38 99 6 0 11 176 31 0 588
8:00 AM 14 70 7 0 11 45 33 0 29 111 8 0 12 129 25 0 494 8:15 AM 9 54 5 0 11 40 36 1 22 90 4 1 5 129 21 0 428
8:30 AM 15 49 4 0 16 32 23 0 20 65 7 0 9 75 28 0 343
8:45 AM 15 36 5 0 12 32 38 0 15 111 5 0 3 69 8 0 349

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 141 446 48 0 87 324 298 2 178 646 44 1 57 990 183 0 3445 APPROACH %'s : 22.20% 70.24% 7.56% 0.00% 12.24% 45.57% 41.91% 0.28% 20.48% 74.34% 5.06% 0.12% 4.63% 80.49% 14.88% 0.00% PEAK HR : 07:30 AM 39 37 44 07:45 AM TOTAL
PEAK HR VOL : 80 285 24 0 45 186 170 1 119 361 25 1 33 598 110 0 2038 PEAK HR FACTOR : 0.606 0.766 0.857 0.000 0.865 0.816 0.817 0.250 0.783 0.813 0.781 0.250 0.688 0.849 0.833 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 1 1 0 1 2 0 0 1 2 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
4:00 PM 19 47 4 0 17 59 38 0 37 176 14 0 8 104 15 0 538 4:15 PM 17 56 12 0 22 51 32 0 38 226 7 0 11 124 18 0 614 4:30 PM 18 50 10 0 28 69 36 0 25 225 11 0 10 118 14 0 614 4:45 PM 19 63 11 0 30 46 38 2 47 307 13 0 9 109 23 0 717 5:00 PM 14 54 7 0 42 81 35 0 40 235 14 0 10 92 15 0 639 5:15 PM 17 45 7 0 20 49 39 0 40 270 15 0 5 117 17 0 641 5:30 PM 18 44 5 0 22 55 46 0 37 277 10 0 12 103 17 0 646 5:45 PM 11 48 6 0 14 46 42 0 45 219 12 0 10 117 16 0 586

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 133 407 62 0 195 456 306 2 309 1935 96 0 75 884 135 0 4995 APPROACH %'s : 22.09% 67.61% 10.30% 0.00% 20.33% 47.55% 31.91% 0.21% 13.21% 82.69% 4.10% 0.00% 6.86% 80.80% 12.34% 0.00% PEAK HR : 04:45 PM 292 289 296 04:45 PM TOTAL
PEAK HR VOL : 68 206 30 0 114 231 158 2 164 1089 52 0 36 421 72 0 2643 PEAK HR FACTOR : 0.895 0.817 0.682 0.000 0.679 0.713 0.859 0.250 0.872 0.887 0.867 0.000 0.750 0.900 0.783 0.000 5/10/2018
Total

0.922 0.889

WESTBOUND

0.938

0.866

SOUTHBOUND

0.817 0.799
04:45 PM - 05:45 PM
PM
AM
07:30 AM - 08:30 AM

NORTHBOUND

0.797

SOUTHBOUND

0.845 0.855

EASTBOUND

EASTBOUND
E Arrow Hwy

NORTHBOUND
E Arrow Hwy

0.850

WESTBOUND
S Mills Ave S Mills Ave
National Data & Surveying Services
Intersection Turning Movement Count
Location: S Mills Ave & E Arrow Hwy
City: Montclair Project ID: 18-06063-001
Control: Signalized Date:

NS/EW Streets:
1 2 0 0 1 1 1 0 1 2 0 0 1 2 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
7:00 AM 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 0 3
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1
7:30 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2
7:45 AM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
8:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
8:15 AM 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
8:30 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
8:45 AM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 0 9 0 0 0 4 0 0 0 0 0 0 2 0 1 0 16
APPROACH %'s : 0.00% 100.00% 0.00% 0.00% 0.00% 100.00% 0.00% 0.00% 66.67% 0.00% 33.33% 0.00% PEAK HR : 07:30 AM 39 37 44 TOTAL
PEAK HR VOL : 0 7 0 0 0 1 0 0 0 0 0 0 0 0 1 0 9
PEAK HR FACTOR : 0.000 0.438 0.000 0.000 0.000 0.250 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.250 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 1 1 0 1 2 0 0 1 2 0 0

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
4:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
4:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
5:00 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
5:15 PM 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1
5:30 PM 0 0 0 0 0 1 1 0 0 1 0 0 0 0 0 0 3
5:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1

NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL
TOTAL VOLUMES : 1 2 0 0 0 2 1 0 2 1 0 0 0 0 0 0 9
APPROACH %'s : 33.33% 66.67% 0.00% 0.00% 0.00% 66.67% 33.33% 0.00% 66.67% 33.33% 0.00% 0.00% PEAK HR : 04:45 PM 292 289 296 TOTAL
PEAK HR VOL : 0 1 0 0 0 2 1 0 1 1 0 0 0 0 0 0 6
PEAK HR FACTOR : 0.00 0.250 0.000 0.000 0.000 0.500 0.250 0.000 0.250 0.250 0.000 0.000 0.000 0.000 0.000 0.000 5/10/2018
04:45 PM - 05:45 PM

0.500 0.250 0.375 0.500
07:30 AM - 08:30 AM

0.563 0.438
PM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

0.250 0.250
AM

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND
Bikes
S Mills Ave S Mills Ave E Arrow Hwy E Arrow Hwy
National Data & Surveying Services
Location: Intersection Turning Movement Count S Mills Ave & E Arrow Hwy Project ID: 18-06063-001 City: Montclair Date: 5/10/2018
NS/EW Streets:

EB WB EB WB NB SB NB SB TOTAL
7:00 AM 1 1 0 0 1 1 0 0 4
7:15 AM 1 0 0 0 0 0 2 2 5
7:30 AM 0 0 0 0 0 0 1 0 1
7:45 AM 0 0 1 0 0 1 1 2 5
8:00 AM 0 0 0 0 1 1 0 0 2
8:15 AM 0 0 0 0 0 1 2 1 4
8:30 AM 0 0 0 0 1 0 0 0 1
8:45 AM 0 0 0 1 0 2 0 0 3

EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES : 2 1 1 1 3 6 6 5 25
APPROACH %'s : 66.67% 33.33% 50.00% 50.00% 33.33% 66.67% 54.55% 45.45% PEAK HR : 07:30 AM 38 36 43 TOTAL
PEAK HR VOL : 0 0 1 0 1 3 4 3 12
PEAK HR FACTOR : 0.250 0.250 0.750 0.500 0.375
Headers NEB NWB SEB SWB ENS ESB WNB WSB

EB WB EB WB NB SB NB SB TOTAL
4:00 PM 2 0 0 0 0 0 0 0 2
4:15 PM 0 0 1 0 1 0 0 0 2
4:30 PM 0 0 0 0 2 0 1 0 3
4:45 PM 0 0 0 0 0 1 0 3 4
5:00 PM 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 1 0 0 1
5:30 PM 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 2 0 0 0 2

EB WB EB WB NB SB NB SB TOTAL
TOTAL VOLUMES : 2 0 1 0 5 2 1 3 14
APPROACH %'s : 100.00% 0.00% 100.00% 0.00% 71.43% 28.57% 25.00% 75.00% PEAK HR : 04:45 PM 289 286 293 TOTAL
PEAK HR VOL : 0 0 0 0 0 2 0 3 5
PEAK HR FACTOR : 0.500 0.250
Pedestrians (Crosswalks)

WEST LEG
07:30 AM - 08:30 AM
E Arrow Hwy
04:45 PM - 05:45 PM

0.313 0.500 0.250

PM NORTH LEG SOUTH LEG EAST LEG WEST LEG

0.600 0.250 0.500 0.583

AM NORTH LEG SOUTH LEG EAST LEG
S Mills Ave S Mills Ave E Arrow Hwy
Prepared by National Data & Surveying Services
ID: 18-06063-001 Day:

City: Montclair Date:

AM 170 186 45 1 AM
NOON 0 0 0 0 NOON
PM 158 231 114 2 PM

AM NOON PM PM NOON AM
1 1 1 0 0 72 0 110
2 421 0 598
1 0 0 0 1 36 0 33
119 0 164 1 TEV 2038 0 2643 0 0 0 0
361 0 1089 2 PHF 0.87 0.92
25 0 52 0
0 1 2 0

AM NOON PM PM NOON AM
PM 0 68 206 30 PM
NOON 0 0 0 0 NOON
AM 0 80 285 24 AM
Peak Hour Turning Movement Count
319
Total Vehicles (PM) Bikes (PM)
S Mills Ave & E Arrow Hwy
Thursday
05/10/2018

CONTROL WESTBOUND
07:30 AM - 08:30 AM
Total Vehicles (Noon)
Pedestrians (Crosswalks)
Bikes (NOON)
430 COUNT PERIODS
Bikes (AM) PEAK HOURSTotal Vehicles (AM)
NONE
04:45 PM - 05:45 PM
515
444
0 Signalized E Arrow Hwy EASTBOUND
S Mills Ave
244
0 S Mills Ave

SOUTHBOUND
04:00 PM - 06:00 PM

NORTHBOUND
1233
0 E Arrow Hwy
07:00 AM - 09:00 AM
NONE
849 0 647
AM NOON PM0
1 2 0 0 0 0 0 0 0 0 1 0 0
0 3
0 0
3 0
3 4
0 0
PM
AM
AM
NOON
PM
PM
NOON
AM
AM
NOON
PM
NOON
0 0
1 0
0 0
010
070
N/A
N/A
N/A
N/A
N/A

N/A N/A N/A N/A N/A N/A N/A
33 598
110
25 361
119 170 186 45 80285 24
N/A
N/A
N/A
N/A
N/A

N/A N/A N/A N/A N/A N/A N/A
36 421
72 52
1089
164 158 231 114 68206 30
0 0
0 0
1 1
120
010 PMNOON AMAMNOON PM PMNOON AMAMNOON PM
Attachment B
Synchro LOS and SimTraffic Queuing Worksheets
HCM 6th Signalized Intersection Summary Existing
1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 48 3 53 5 0 8 107 419 9 5 359 102 Future Volume (veh/h) 48 3 53 5 0 8 107 419 9 5 359 102 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 59 4 65 6 0 0 130 511 11 6 438 124 Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 195 205 167 45 0 568 1854 40 571 1854 824
Arrive On Green 0.11 0.11 0.11 0.03 0.00 0.00 0.52 0.52 0.52 0.52 0.52 0.52 Sat Flow, veh/h 1781 1870 1524 1781 0 1585 847 3555 76 879 3554 1580 Grp Volume(v), veh/h 59 4 65 6 0 0 130 255 267 6 438 124 Grp Sat Flow(s),veh/h/ln 1781 1870 1524 1781 0 1585 847 1777 1854 879 1777 1580 Q Serve(g_s), s 1.2 0.1 1.6 0.1 0.0 0.0 3.9 3.2 3.2 0.2 2.6 1.6 Cycle Q Clear(g_c), s 1.2 0.1 1.6 0.1 0.0 0.0 6.5 3.2 3.2 3.3 2.6 1.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 195 205 167 45 0 568 927 967 571 1854 824 V/C Ratio(X) 0.30 0.02 0.39 0.13 0.00 0.23 0.28 0.28 0.01 0.24 0.15 Avail Cap(c_a), veh/h 816 857 698 816 0 568 927 967 571 1854 824 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.1 15.6 16.3 18.7 0.0 0.0 6.9 5.3 5.3 6.2 5.1 4.9 Incr Delay (d2), s/veh 0.9 0.0 1.5 1.3 0.0 0.0 0.9 0.7 0.7 0.0 0.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.0 0.5 0.1 0.0 0.0 0.6 0.8 0.8 0.0 0.5 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.0 15.6 17.7 20.1 0.0 0.0 7.8 6.0 6.0 6.2 5.4 5.3 LnGrp LOS B B B C A A A A A A A
Approach Vol, veh/h 128 6 A 652 568
Approach Delay, s/veh 17.3 20.1 6.3 5.4
Approach LOS B C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 25.0 5.5 25.0 8.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 20.5 18.0 20.5 18.0
Max Q Clear Time (g_c+I1), s 8.5 2.1 5.3 3.6
Green Ext Time (p_c), s 3.0 0.0 2.8 0.3
Intersection Summary
HCM 6th Ctrl Delay 7.0
HCM 6th LOS A
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing
34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 0 139 0 80 0 675 102 46 693 0 Future Volume (veh/h) 0 0 0 139 0 80 0 675 102 46 693 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 0 0 0 146 0 84 0 711 107 48 729 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 0 2 0 229 241 201 2 1590 237 1603 4300 0
Arrive On Green 0.00 0.00 0.00 0.13 0.00 0.13 0.00 0.35 0.35 0.46 0.83 0.00 Sat Flow, veh/h 0 -38000 0 1810 1900 1591 1810 4544 677 3510 5358 0 Grp Volume(v), veh/h 0 0 0 146 0 84 0 539 279 48 729 0
Grp Sat Flow(s),veh/h/ln 0 1900 0 1810 1900 1591 1810 1729 1762 1755 1729 0 Q Serve(g_s), s 0.0 0.0 0.0 6.9 0.0 4.4 0.0 10.8 11.0 0.7 2.5 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 6.9 0.0 4.4 0.0 10.8 11.0 0.7 2.5 0.0 Prop In Lane 0.00 0.00 1.00 1.00 1.00 0.38 1.00 0.00
Lane Grp Cap(c), veh/h 0 2 0 229 241 201 2 1210 617 1603 4300 0 V/C Ratio(X) 0.00 0.00 0.00 0.64 0.00 0.42 0.00 0.45 0.45 0.03 0.17 0.00 Avail Cap(c_a), veh/h 0 433 0 422 918 769 151 1210 617 1603 4300 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 37.3 0.0 36.2 0.0 22.5 22.6 13.5 1.5 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 2.9 0.0 1.4 0.0 1.2 2.4 0.0 0.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.0 3.1 0.0 1.7 0.0 4.3 4.6 0.2 0.2 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 0.0 40.3 0.0 37.6 0.0 23.7 25.0 13.5 1.6 0.0 LnGrp LOS A A A D A D A C C B A A
Approach Vol, veh/h 0 230 818 777
Approach Delay, s/veh 0.0 39.3 24.1 2.3
Approach LOS D C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 43.1 33.5 13.4 0.0 0.0 76.6 13.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 6.5 29.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 2.7 13.0 8.9 0.0 0.0 4.5 6.4 Green Ext Time (p_c), s 0.0 4.4 0.2 0.0 0.0 4.8 0.2
Intersection Summary
HCM 6th Ctrl Delay 16.8
HCM 6th LOS B
HCM 6th Signalized Intersection Summary Existing
1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 125 4 114 10 4 10 64 383 14 12 402 54 Future Volume (veh/h) 125 4 114 10 4 10 64 383 14 12 402 54 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 137 4 125 11 4 0 70 421 15 13 442 59 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 260 273 223 47 17 548 1708 61 574 1736 772
Arrive On Green 0.15 0.15 0.15 0.04 0.04 0.00 0.49 0.49 0.49 0.49 0.49 0.49 Sat Flow, veh/h 1781 1870 1530 1323 481 1585 896 3497 124 951 3554 1580 Grp Volume(v), veh/h 137 4 125 15 0 0 70 213 223 13 442 59 Grp Sat Flow(s),veh/h/ln 1781 1870 1530 1804 0 1585 896 1777 1844 951 1777 1580 Q Serve(g_s), s 2.9 0.1 3.1 0.3 0.0 0.0 2.0 2.9 2.9 0.3 3.0 0.8 Cycle Q Clear(g_c), s 2.9 0.1 3.1 0.3 0.0 0.0 5.0 2.9 2.9 3.2 3.0 0.8 Prop In Lane 1.00 1.00 0.73 1.00 1.00 0.07 1.00 1.00
Lane Grp Cap(c), veh/h 260 273 223 65 0 548 868 901 574 1736 772 V/C Ratio(X) 0.53 0.01 0.56 0.23 0.00 0.13 0.25 0.25 0.02 0.25 0.08 Avail Cap(c_a), veh/h 805 845 691 793 0 548 868 901 574 1736 772 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.2 15.0 16.3 19.2 0.0 0.0 7.6 6.1 6.1 7.0 6.1 5.6 Incr Delay (d2), s/veh 1.6 0.0 2.2 1.8 0.0 0.0 0.5 0.7 0.7 0.1 0.4 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 0.0 1.0 0.2 0.0 0.0 0.3 0.8 0.8 0.1 0.7 0.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.8 15.0 18.4 21.0 0.0 0.0 8.1 6.8 6.7 7.1 6.5 5.8 LnGrp LOS B B B C A A A A A A A
Approach Vol, veh/h 266 15 A 506 514
Approach Delay, s/veh 18.1 21.0 6.9 6.4
Approach LOS B C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 24.5 6.0 24.5 10.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 20.0 18.0 20.0 18.5
Max Q Clear Time (g_c+I1), s 7.0 2.3 5.2 5.1
Green Ext Time (p_c), s 2.3 0.0 2.6 0.7
Intersection Summary
HCM 6th Ctrl Delay 9.2
HCM 6th LOS A
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing
34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 0 177 0 71 6 795 99 41 851 0 Future Volume (veh/h) 0 0 0 177 0 71 6 795 99 41 851 0
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 0 0 0 186 0 75 6 837 104 43 896 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 0 2 0 270 284 238 64 1633 202 1523 3882 0
Arrive On Green 0.00 0.00 0.00 0.15 0.00 0.15 0.04 0.35 0.35 0.43 0.75 0.00 Sat Flow, veh/h 0 -38000 0 1810 1900 1594 1810 4665 576 3510 5358 0 Grp Volume(v), veh/h 0 0 0 186 0 75 6 619 322 43 896 0
Grp Sat Flow(s),veh/h/ln 0 1900 0 1810 1900 1594 1810 1729 1783 1755 1729 0 Q Serve(g_s), s 0.0 0.0 0.0 8.8 0.0 3.8 0.3 12.8 12.9 0.6 4.7 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 8.8 0.0 3.8 0.3 12.8 12.9 0.6 4.7 0.0 Prop In Lane 0.00 0.00 1.00 1.00 1.00 0.32 1.00 0.00
Lane Grp Cap(c), veh/h 0 2 0 270 284 238 64 1210 624 1523 3882 0 V/C Ratio(X) 0.00 0.00 0.00 0.69 0.00 0.31 0.09 0.51 0.52 0.03 0.23 0.00 Avail Cap(c_a), veh/h 0 433 0 422 918 770 151 1210 624 1523 3882 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 36.3 0.0 34.2 42.0 23.2 23.2 14.6 3.4 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 3.1 0.0 0.7 0.6 1.5 3.0 0.0 0.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.0 4.0 0.0 1.5 0.1 5.0 5.5 0.2 1.0 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 0.0 39.4 0.0 34.9 42.6 24.7 26.2 14.6 3.6 0.0 LnGrp LOS A A A D A C D C C B A A
Approach Vol, veh/h 0 261 947 939
Approach Delay, s/veh 0.0 38.1 25.3 4.1
Approach LOS D C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 41.1 33.5 15.4 0.0 5.2 69.4 15.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 6.5 29.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 2.6 14.9 10.8 0.0 2.3 6.7 5.8 Green Ext Time (p_c), s 0.0 4.8 0.3 0.0 0.0 6.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 17.6
HCM 6th LOS B
HCM 6th Signalized Intersection Summary Existing plus Project 1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing plus Project Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 36 68 40 18 114 21 80 419 13 10 359 77 Future Volume (veh/h) 36 68 40 18 114 21 80 419 13 10 359 77 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 44 83 49 22 139 0 98 511 16 12 438 94 Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 199 209 170 34 215 489 1598 50 476 1616 718
Arrive On Green 0.11 0.11 0.11 0.13 0.13 0.00 0.45 0.45 0.45 0.45 0.45 0.45 Sat Flow, veh/h 1781 1870 1519 254 1604 1585 871 3514 110 875 3554 1580 Grp Volume(v), veh/h 44 83 49 161 0 0 98 258 269 12 438 94 Grp Sat Flow(s),veh/h/ln 1781 1870 1519 1858 0 1585 871 1777 1847 875 1777 1580 Q Serve(g_s), s 1.0 1.9 1.3 3.7 0.0 0.0 3.6 4.2 4.2 0.4 3.5 1.6 Cycle Q Clear(g_c), s 1.0 1.9 1.3 3.7 0.0 0.0 7.0 4.2 4.2 4.6 3.5 1.6 Prop In Lane 1.00 1.00 0.14 1.00 1.00 0.06 1.00 1.00
Lane Grp Cap(c), veh/h 199 209 170 249 0 489 808 840 476 1616 718 V/C Ratio(X) 0.22 0.40 0.29 0.65 0.00 0.20 0.32 0.32 0.03 0.27 0.13 Avail Cap(c_a), veh/h 711 747 606 742 0 489 808 840 476 1616 718 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.2 18.6 18.4 18.5 0.0 0.0 9.8 7.8 7.8 9.3 7.6 7.1 Incr Delay (d2), s/veh 0.6 1.2 0.9 2.8 0.0 0.0 0.9 1.0 1.0 0.1 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.7 0.4 1.6 0.0 0.0 0.6 1.4 1.4 0.1 1.0 0.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.8 19.8 19.3 21.3 0.0 0.0 10.7 8.9 8.9 9.4 8.1 7.5 LnGrp LOS B B B C A B A A A A A
Approach Vol, veh/h 176 161 A 625 544
Approach Delay, s/veh 19.4 21.3 9.2 8.0
Approach LOS B C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 25.0 10.5 25.0 9.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 20.5 18.0 20.5 18.0
Max Q Clear Time (g_c+I1), s 9.0 5.7 6.6 3.9
Green Ext Time (p_c), s 2.8 0.6 2.6 0.5
Intersection Summary
HCM 6th Ctrl Delay 11.2
HCM 6th LOS B
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing plus Project 34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing plus Project Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 20 77 16 105 111 60 6 675 76 34 693 7 Future Volume (veh/h) 20 77 16 105 111 60 6 675 76 34 693 7 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 21 81 17 111 117 63 6 711 80 36 729 7 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 75 164 32 190 488 412 64 1653 184 1145 3394 33 Arrive On Green 0.13 0.13 0.13 0.11 0.26 0.26 0.04 0.35 0.35 0.33 0.64 0.64 Sat Flow, veh/h 217 1266 247 1810 1900 1601 1810 4724 527 3510 5296 51 Grp Volume(v), veh/h 119 0 0 111 117 63 6 519 272 36 476 260 Grp Sat Flow(s),veh/h/ln 1729 0 0 1810 1900 1601 1810 1729 1793 1755 1729 1889 Q Serve(g_s), s 2.5 0.0 0.0 5.3 4.4 2.7 0.3 10.3 10.5 0.6 5.2 5.2 Cycle Q Clear(g_c), s 5.6 0.0 0.0 5.3 4.4 2.7 0.3 10.3 10.5 0.6 5.2 5.2 Prop In Lane 0.18 0.14 1.00 1.00 1.00 0.29 1.00 0.03
Lane Grp Cap(c), veh/h 271 0 0 190 488 412 64 1210 628 1145 2216 1210 V/C Ratio(X) 0.44 0.00 0.00 0.58 0.24 0.15 0.09 0.43 0.43 0.03 0.21 0.22 Avail Cap(c_a), veh/h 437 0 0 422 918 774 151 1210 628 1145 2216 1210 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 36.5 0.0 0.0 38.4 26.5 25.9 42.0 22.4 22.4 20.6 6.7 6.7 Incr Delay (d2), s/veh 1.1 0.0 0.0 2.8 0.3 0.2 0.6 1.1 2.2 0.0 0.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.4 0.0 0.0 2.4 1.9 1.0 0.1 4.0 4.4 0.2 1.6 1.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 37.6 0.0 0.0 41.2 26.7 26.0 42.6 23.5 24.6 20.6 7.0 7.1 LnGrp LOS D A A D C C D C C C A A
Approach Vol, veh/h 119 291 797 772
Approach Delay, s/veh 37.6 32.1 24.0 7.7
Approach LOS D C C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 31.4 33.5 11.5 13.7 5.2 59.7 25.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 6.5 29.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 2.6 12.5 7.3 7.6 2.3 7.2 6.4 Green Ext Time (p_c), s 0.0 4.3 0.2 0.3 0.0 4.4 0.8
Intersection Summary
HCM 6th Ctrl Delay 19.6
HCM 6th LOS B
HCM 6th Signalized Intersection Summary Existing plus Project 1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing plus Project Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 94 105 86 18 99 18 48 383 27 25 402 41 Future Volume (veh/h) 94 105 86 18 99 18 48 383 27 25 402 41 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 103 115 95 20 109 0 53 421 30 27 442 45 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 239 251 205 32 174 501 1514 107 511 1602 712 Arrive On Green 0.13 0.13 0.13 0.11 0.11 0.00 0.45 0.45 0.45 0.45 0.45 0.45 Sat Flow, veh/h 1781 1870 1526 288 1568 1585 908 3358 238 938 3554 1580 Grp Volume(v), veh/h 103 115 95 129 0 0 53 222 229 27 442 45 Grp Sat Flow(s),veh/h/ln 1781 1870 1526 1856 0 1585 908 1777 1820 938 1777 1580 Q Serve(g_s), s 2.4 2.5 2.5 2.9 0.0 0.0 1.7 3.5 3.5 0.8 3.5 0.7 Cycle Q Clear(g_c), s 2.4 2.5 2.5 2.9 0.0 0.0 5.2 3.5 3.5 4.3 3.5 0.7 Prop In Lane 1.00 1.00 0.16 1.00 1.00 0.13 1.00 1.00
Lane Grp Cap(c), veh/h 239 251 205 206 0 501 801 820 511 1602 712 V/C Ratio(X) 0.43 0.46 0.46 0.63 0.00 0.11 0.28 0.28 0.05 0.28 0.06 Avail Cap(c_a), veh/h 743 780 636 753 0 501 801 820 511 1602 712 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.7 17.7 17.7 18.8 0.0 0.0 9.3 7.6 7.7 9.0 7.6 6.9 Incr Delay (d2), s/veh 1.2 1.3 1.6 3.1 0.0 0.0 0.4 0.9 0.8 0.2 0.4 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 1.0 0.8 1.3 0.0 0.0 0.3 1.1 1.2 0.1 1.0 0.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.9 19.0 19.4 22.0 0.0 0.0 9.7 8.5 8.5 9.2 8.1 7.1 LnGrp LOS B B B C A A A A A A A
Approach Vol, veh/h 313 129 A 504 514
Approach Delay, s/veh 19.1 22.0 8.6 8.0
Approach LOS B C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 24.5 9.4 24.5 10.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 20.0 18.0 20.0 18.5
Max Q Clear Time (g_c+I1), s 7.2 4.9 6.3 4.5
Green Ext Time (p_c), s 2.3 0.5 2.5 1.0
Intersection Summary
HCM 6th Ctrl Delay 11.8
HCM 6th LOS B
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Existing plus Project 34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Existing plus Project Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 13 106 10 133 107 53 22 795 74 30 851 20 Future Volume (veh/h) 13 106 10 133 107 53 22 795 74 30 851 20 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 14 112 11 140 113 56 23 837 78 32 896 21 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 60 210 20 223 535 451 94 1687 156 1060 3125 73 Arrive On Green 0.14 0.14 0.14 0.12 0.28 0.28 0.05 0.35 0.35 0.30 0.60 0.60 Sat Flow, veh/h 118 1544 145 1810 1900 1602 1810 4820 447 3510 5210 122 Grp Volume(v), veh/h 137 0 0 140 113 56 23 599 316 32 594 323 Grp Sat Flow(s),veh/h/ln 1807 0 0 1810 1900 1602 1810 1729 1809 1755 1729 1874 Q Serve(g_s), s 2.0 0.0 0.0 6.6 4.1 2.3 1.1 12.3 12.4 0.6 7.5 7.5 Cycle Q Clear(g_c), s 6.3 0.0 0.0 6.6 4.1 2.3 1.1 12.3 12.4 0.6 7.5 7.5 Prop In Lane 0.10 0.08 1.00 1.00 1.00 0.25 1.00 0.07
Lane Grp Cap(c), veh/h 290 0 0 223 535 451 94 1210 633 1060 2074 1124 V/C Ratio(X) 0.47 0.00 0.00 0.63 0.21 0.12 0.24 0.50 0.50 0.03 0.29 0.29 Avail Cap(c_a), veh/h 453 0 0 422 918 774 151 1210 633 1060 2074 1124 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 36.2 0.0 0.0 37.5 24.7 24.1 41.0 23.0 23.0 22.1 8.7 8.7 Incr Delay (d2), s/veh 1.2 0.0 0.0 2.9 0.2 0.1 1.3 1.4 2.8 0.0 0.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 0.0 0.0 3.0 1.8 0.9 0.5 4.8 5.3 0.2 2.4 2.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 37.4 0.0 0.0 40.4 24.9 24.2 42.3 24.4 25.8 22.1 9.1 9.4 LnGrp LOS D A A D C C D C C C A A
Approach Vol, veh/h 137 309 938 949
Approach Delay, s/veh 37.4 31.8 25.3 9.6
Approach LOS D C C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 29.2 33.5 13.1 14.3 6.7 56.0 27.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 6.5 29.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 2.6 14.4 8.6 8.3 3.1 9.5 6.1 Green Ext Time (p_c), s 0.0 4.8 0.2 0.4 0.0 5.5 0.8
Intersection Summary
HCM 6th Ctrl Delay 20.5
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Year 2040
1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 61 4 73 7 0 10 158 621 13 6 493 129 Future Volume (veh/h) 61 4 73 7 0 10 158 621 13 6 493 129 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 74 5 89 9 0 0 193 757 16 7 601 157 Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 188 198 160 51 0 508 2134 45 484 2133 949
Arrive On Green 0.11 0.11 0.11 0.03 0.00 0.00 0.60 0.60 0.60 0.60 0.60 0.60 Sat Flow, veh/h 1781 1870 1516 1781 0 1585 706 3556 75 697 3554 1581 Grp Volume(v), veh/h 74 5 89 9 0 0 193 378 395 7 601 157 Grp Sat Flow(s),veh/h/ln 1781 1870 1516 1781 0 1585 706 1777 1855 697 1777 1581 Q Serve(g_s), s 2.0 0.1 2.8 0.3 0.0 0.0 9.2 5.5 5.5 0.3 4.1 2.2 Cycle Q Clear(g_c), s 2.0 0.1 2.8 0.3 0.0 0.0 13.3 5.5 5.5 5.8 4.1 2.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 188 198 160 51 0 508 1066 1113 484 2133 949 V/C Ratio(X) 0.39 0.03 0.56 0.18 0.00 0.38 0.35 0.35 0.01 0.28 0.17 Avail Cap(c_a), veh/h 631 662 537 631 0 508 1066 1113 484 2133 949 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.2 20.4 21.6 24.1 0.0 0.0 8.1 5.2 5.2 6.6 4.9 4.5 Incr Delay (d2), s/veh 1.3 0.1 3.0 1.6 0.0 0.0 2.2 0.9 0.9 0.1 0.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 0.0 1.0 0.1 0.0 0.0 1.3 1.5 1.5 0.0 0.9 0.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.5 20.4 24.6 25.7 0.0 0.0 10.3 6.1 6.1 6.7 5.2 4.9 LnGrp LOS C C C C A B A A A A A
Approach Vol, veh/h 168 9 A 966 765
Approach Delay, s/veh 23.6 25.7 6.9 5.2
Approach LOS C C A A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 35.0 6.0 35.0 9.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 30.5 18.0 30.5 18.0
Max Q Clear Time (g_c+I1), s 15.3 2.3 7.8 4.8
Green Ext Time (p_c), s 5.6 0.0 4.5 0.4
Intersection Summary
HCM 6th Ctrl Delay 7.8
HCM 6th LOS A
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Year 2040
34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 0 176 0 149 0 873 112 57 761 0 Future Volume (veh/h) 0 0 0 176 0 149 0 873 112 57 761 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 0 0 0 185 0 157 0 919 118 60 801 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 0 2 0 269 298 250 2 1677 214 1457 4142 0
Arrive On Green 0.00 0.00 0.00 0.15 0.00 0.16 0.00 0.36 0.36 0.42 0.80 0.00 Sat Flow, veh/h 0 -23955 0 1810 1900 1595 1810 4644 594 3510 5358 0 Grp Volume(v), veh/h 0 0 0 185 0 157 0 683 354 60 801 0 Grp Sat Flow(s),veh/h/ln 0 1900 0 1810 1900 1595 1810 1729 1779 1755 1729 0 Q Serve(g_s), s 0.0 0.0 0.0 8.7 0.0 8.3 0.0 14.2 14.3 0.9 3.3 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 8.7 0.0 8.3 0.0 14.2 14.3 0.9 3.3 0.0 Prop In Lane 0.00 0.00 1.00 1.00 1.00 0.33 1.00 0.00
Lane Grp Cap(c), veh/h 0 2 0 269 298 250 2 1249 643 1457 4142 0 V/C Ratio(X) 0.00 0.00 0.00 0.69 0.00 0.63 0.00 0.55 0.55 0.04 0.19 0.00 Avail Cap(c_a), veh/h 0 433 0 422 918 771 151 1249 643 1457 4142 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 36.3 0.0 35.5 0.0 22.9 22.9 15.7 2.2 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 3.1 0.0 2.6 0.0 1.7 3.4 0.0 0.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.0 3.9 0.0 3.3 0.0 5.6 6.1 0.3 0.5 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 0.0 39.4 0.0 38.0 0.0 24.6 26.3 15.7 2.3 0.0 LnGrp LOS A A A D A D A C C B A A
Approach Vol, veh/h 0 342 1037 861
Approach Delay, s/veh 0.0 38.8 25.2 3.2
Approach LOS D C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 39.4 34.5 15.4 0.7 0.0 73.9 16.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.5 30.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 2.9 16.3 10.7 0.0 0.0 5.3 10.3 Green Ext Time (p_c), s 0.0 5.3 0.3 0.0 0.0 5.3 0.5
Intersection Summary
HCM 6th Ctrl Delay 18.8
HCM 6th LOS B
HCM 6th Signalized Intersection Summary Year 2040
1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 161 5 180 15 5 13 99 596 22 15 634 70 Future Volume (veh/h) 161 5 180 15 5 13 99 596 22 15 634 70 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 177 5 198 16 5 0 109 655 24 16 697 77 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 345 363 298 58 18 389 1593 58 415 1621 721
Arrive On Green 0.19 0.19 0.19 0.04 0.04 0.00 0.46 0.46 0.46 0.46 0.46 0.46 Sat Flow, veh/h 1781 1870 1538 1373 429 1585 696 3492 128 760 3554 1580 Grp Volume(v), veh/h 177 5 198 21 0 0 109 333 346 16 697 77 Grp Sat Flow(s),veh/h/ln 1781 1870 1538 1802 0 1585 696 1777 1843 760 1777 1580 Q Serve(g_s), s 3.9 0.1 5.2 0.5 0.0 0.0 5.5 5.5 5.5 0.6 5.8 1.2 Cycle Q Clear(g_c), s 3.9 0.1 5.2 0.5 0.0 0.0 11.3 5.5 5.5 6.1 5.8 1.2 Prop In Lane 1.00 1.00 0.76 1.00 1.00 0.07 1.00 1.00
Lane Grp Cap(c), veh/h 345 363 298 76 0 389 811 841 415 1621 721 V/C Ratio(X) 0.51 0.01 0.66 0.28 0.00 0.28 0.41 0.41 0.04 0.43 0.11 Avail Cap(c_a), veh/h 752 789 649 740 0 389 811 841 415 1621 721 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 15.8 14.3 16.4 20.4 0.0 0.0 11.9 8.0 8.0 10.0 8.1 6.8 Incr Delay (d2), s/veh 1.2 0.0 2.5 2.0 0.0 0.0 1.8 1.5 1.5 0.2 0.8 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.0 1.7 0.2 0.0 0.0 0.9 1.8 1.8 0.1 1.6 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.0 14.3 18.9 22.3 0.0 0.0 13.7 9.5 9.5 10.2 8.9 7.1 LnGrp LOS B B B C A B A A B A A
Approach Vol, veh/h 380 21 A 788 790
Approach Delay, s/veh 17.9 22.3 10.1 8.8
Approach LOS B C B A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 24.5 6.3 24.5 13.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 20.0 18.0 20.0 18.5
Max Q Clear Time (g_c+I1), s 13.3 2.5 8.1 7.2
Green Ext Time (p_c), s 2.7 0.0 3.8 0.9
Intersection Summary
HCM 6th Ctrl Delay 11.2
HCM 6th LOS B
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Year 2040
34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 0 281 0 331 7 887 108 92 925 0 Future Volume (veh/h) 0 0 0 281 0 331 7 887 108 92 925 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 0 0 0 296 0 348 7 934 114 97 974 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 0 70 0 375 506 426 66 1636 199 1113 3269 0
Arrive On Green 0.00 0.00 0.00 0.21 0.00 0.27 0.04 0.35 0.35 0.32 0.63 0.00 Sat Flow, veh/h 0 1900 0 1810 1900 1601 1810 4674 568 3510 5358 0 Grp Volume(v), veh/h 0 0 0 296 0 348 7 690 358 97 974 0 Grp Sat Flow(s),veh/h/ln 0 1900 0 1810 1900 1601 1810 1729 1784 1755 1729 0 Q Serve(g_s), s 0.0 0.0 0.0 14.0 0.0 18.3 0.3 14.6 14.7 1.7 7.7 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 14.0 0.0 18.3 0.3 14.6 14.7 1.7 7.7 0.0 Prop In Lane 0.00 0.00 1.00 1.00 1.00 0.32 1.00 0.00
Lane Grp Cap(c), veh/h 0 70 0 375 506 426 66 1210 625 1113 3269 0 V/C Ratio(X) 0.00 0.00 0.00 0.79 0.00 0.82 0.11 0.57 0.57 0.09 0.30 0.00 Avail Cap(c_a), veh/h 0 433 0 422 918 774 151 1210 625 1113 3269 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 33.8 0.0 30.9 41.9 23.8 23.8 21.6 7.6 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 8.7 0.0 3.9 0.7 2.0 3.8 0.0 0.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.0 6.7 0.0 7.1 0.2 5.8 6.3 0.7 2.3 0.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 0.0 42.5 0.0 34.8 42.6 25.7 27.6 21.6 7.8 0.0 LnGrp LOS A A A D A C D C C C A A
Approach Vol, veh/h 0 644 1055 1071
Approach Delay, s/veh 0.0 38.3 26.5 9.1
Approach LOS D C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 30.5 33.5 20.7 5.3 5.3 58.7 26.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 6.5 29.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 3.7 16.7 16.0 0.0 2.3 9.7 20.3 Green Ext Time (p_c), s 0.1 5.1 0.2 0.0 0.0 6.3 1.1
Intersection Summary
HCM 6th Ctrl Delay 22.5
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Year 2040 plus Project 1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 plus Project Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 46 82 55 20 160 23 119 621 17 11 493 97 Future Volume (veh/h) 46 82 55 20 160 23 119 621 17 11 493 97 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 56 100 67 24 195 0 145 757 21 13 601 118 Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 186 195 158 33 269 419 1792 50 379 1805 803
Arrive On Green 0.10 0.10 0.10 0.16 0.16 0.00 0.51 0.51 0.51 0.51 0.51 0.51 Sat Flow, veh/h 1781 1870 1515 204 1656 1585 732 3529 98 693 3554 1580 Grp Volume(v), veh/h 56 100 67 219 0 0 145 381 397 13 601 118 Grp Sat Flow(s),veh/h/ln 1781 1870 1515 1860 0 1585 732 1777 1850 693 1777 1580 Q Serve(g_s), s 1.7 3.0 2.5 6.7 0.0 0.0 8.8 8.1 8.1 0.7 6.0 2.4 Cycle Q Clear(g_c), s 1.7 3.0 2.5 6.7 0.0 0.0 14.8 8.1 8.1 8.8 6.0 2.4 Prop In Lane 1.00 1.00 0.11 1.00 1.00 0.05 1.00 1.00
Lane Grp Cap(c), veh/h 186 195 158 303 0 419 903 940 379 1805 803 V/C Ratio(X) 0.30 0.51 0.42 0.72 0.00 0.35 0.42 0.42 0.03 0.33 0.15 Avail Cap(c_a), veh/h 534 561 454 558 0 419 903 940 379 1805 803 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 24.9 25.4 25.2 23.9 0.0 0.0 13.1 9.3 9.3 12.0 8.7 7.9 Incr Delay (d2), s/veh 0.9 2.1 1.8 3.3 0.0 0.0 2.3 1.4 1.4 0.2 0.5 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 1.3 0.9 3.1 0.0 0.0 1.5 2.8 2.9 0.1 1.9 0.7 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 25.8 27.5 27.0 27.1 0.0 0.0 15.4 10.7 10.6 12.2 9.2 8.2 LnGrp LOS C C C C A B B B B A A
Approach Vol, veh/h 223 219 A 923 732
Approach Delay, s/veh 26.9 27.1 11.4 9.1
Approach LOS C C B A
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 35.0 14.3 35.0 10.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 30.5 18.0 30.5 18.0
Max Q Clear Time (g_c+I1), s 16.8 8.7 10.8 5.0
Green Ext Time (p_c), s 4.9 0.8 4.2 0.7
Intersection Summary
HCM 6th Ctrl Delay 13.9
HCM 6th LOS B
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Year 2040 plus Project 34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: AM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 plus Project Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 20 92 16 132 157 112 6 873 84 43 761 7 Future Volume (veh/h) 20 92 16 132 157 112 6 873 84 43 761 7 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 21 97 17 139 165 118 6 919 88 45 801 7 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 72 182 30 222 536 452 64 1736 166 1018 3263 28 Arrive On Green 0.14 0.14 0.14 0.12 0.28 0.28 0.04 0.36 0.36 0.29 0.62 0.62 Sat Flow, veh/h 185 1323 217 1810 1900 1602 1810 4806 459 3510 5302 46 Grp Volume(v), veh/h 135 0 0 139 165 118 6 660 347 45 522 286 Grp Sat Flow(s),veh/h/ln 1725 0 0 1810 1900 1602 1810 1729 1807 1755 1729 1890 Q Serve(g_s), s 2.8 0.0 0.0 6.6 6.1 5.1 0.3 13.6 13.7 0.8 6.2 6.2 Cycle Q Clear(g_c), s 6.4 0.0 0.0 6.6 6.1 5.1 0.3 13.6 13.7 0.8 6.2 6.2 Prop In Lane 0.16 0.13 1.00 1.00 1.00 0.25 1.00 0.02
Lane Grp Cap(c), veh/h 284 0 0 222 536 452 64 1249 652 1018 2128 1163 V/C Ratio(X) 0.48 0.00 0.00 0.63 0.31 0.26 0.09 0.53 0.53 0.04 0.25 0.25 Avail Cap(c_a), veh/h 434 0 0 422 918 774 151 1249 652 1018 2128 1163 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 36.1 0.0 0.0 37.5 25.4 25.0 42.0 22.7 22.7 23.0 7.8 7.8 Incr Delay (d2), s/veh 1.2 0.0 0.0 2.9 0.3 0.3 0.6 1.6 3.1 0.0 0.3 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 0.0 0.0 3.0 2.7 1.9 0.1 5.3 5.9 0.3 1.9 2.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 37.4 0.0 0.0 40.4 25.7 25.3 42.6 24.3 25.8 23.0 8.1 8.3 LnGrp LOS D A A D C C D C C C A A
Approach Vol, veh/h 135 422 1013 853
Approach Delay, s/veh 37.4 30.5 24.9 9.0
Approach LOS D C C A
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 28.1 34.5 13.0 14.4 5.2 57.4 27.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 5.5 30.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 2.8 15.7 8.6 8.4 2.3 8.2 8.1 Green Ext Time (p_c), s 0.0 5.2 0.2 0.4 0.0 4.8 1.3
Intersection Summary
HCM 6th Ctrl Delay 21.0
HCM 6th LOS C
HCM 6th Signalized Intersection Summary Year 2040 plus Project 1: Claremont Boulevard & 1st Street/Huntington Drive Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 plus Project Synchro 10 Report Dudek Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 121 147 135 23 204 21 74 596 35 28 634 52 Future Volume (veh/h) 121 147 135 23 204 21 74 596 35 28 634 52 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 133 162 148 25 224 0 81 655 38 31 697 57 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 292 307 252 35 312 309 1321 77 321 1378 612
Arrive On Green 0.16 0.16 0.16 0.19 0.19 0.00 0.39 0.39 0.39 0.39 0.39 0.39 Sat Flow, veh/h 1781 1870 1534 187 1674 1585 709 3408 197 750 3554 1579 Grp Volume(v), veh/h 133 162 148 249 0 0 81 341 352 31 697 57 Grp Sat Flow(s),veh/h/ln 1781 1870 1534 1861 0 1585 709 1777 1828 750 1777 1579 Q Serve(g_s), s 3.5 4.1 4.6 6.5 0.0 0.0 5.1 7.5 7.5 1.7 7.7 1.2 Cycle Q Clear(g_c), s 3.5 4.1 4.6 6.5 0.0 0.0 12.8 7.5 7.5 9.2 7.7 1.2 Prop In Lane 1.00 1.00 0.10 1.00 1.00 0.11 1.00 1.00
Lane Grp Cap(c), veh/h 292 307 252 347 0 309 689 709 321 1378 612 V/C Ratio(X) 0.46 0.53 0.59 0.72 0.00 0.26 0.50 0.50 0.10 0.51 0.09 Avail Cap(c_a), veh/h 639 671 550 649 0 309 689 709 321 1378 612 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.5 19.7 19.9 19.7 0.0 0.0 16.9 12.0 12.0 15.5 12.0 10.0 Incr Delay (d2), s/veh 1.1 1.4 2.2 2.8 0.0 0.0 2.1 2.5 2.5 0.6 1.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 1.7 1.6 2.9 0.0 0.0 0.9 2.9 2.9 0.3 2.6 0.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.6 21.1 22.1 22.5 0.0 0.0 19.0 14.5 14.4 16.1 13.4 10.3 LnGrp LOS C C C C A B B B B B B
Approach Vol, veh/h 443 249 A 774 785
Approach Delay, s/veh 21.3 22.5 14.9 13.2
Approach LOS C C B B
Timer - Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 24.5 14.1 24.5 13.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 20.0 18.0 20.0 18.5
Max Q Clear Time (g_c+I1), s 14.8 8.5 11.2 6.6
Green Ext Time (p_c), s 2.2 1.0 3.2 1.4
Intersection Summary
HCM 6th Ctrl Delay 16.4
HCM 6th LOS B
Notes
Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay.

HCM 6th Signalized Intersection Summary Year 2040 plus Project 34: Monte Vista Ave & Huntington Drive/Richton Street Timing Plan: PM Peak Hour Alexan Montclair Station 5:00 pm 01/13/2021 Year 2040 plus Project Synchro 10 Report Dudek Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 13 148 10 211 213 248 23 887 81 69 925 20 Future Volume (veh/h) 13 148 10 211 213 248 23 887 81 69 925 20 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adj Flow Rate, veh/h 14 156 11 222 224 261 24 934 85 73 974 21 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 56 252 17 306 663 559 96 1691 153 823 2776 60 Arrive On Green 0.16 0.16 0.16 0.17 0.35 0.35 0.05 0.35 0.35 0.23 0.53 0.53 Sat Flow, veh/h 82 1600 109 1810 1900 1603 1810 4831 438 3510 5221 112 Grp Volume(v), veh/h 181 0 0 222 224 261 24 668 351 73 645 350 Grp Sat Flow(s),veh/h/ln 1792 0 0 1810 1900 1603 1810 1729 1811 1755 1729 1876 Q Serve(g_s), s 2.8 0.0 0.0 10.5 7.8 11.4 1.1 14.0 14.1 1.5 9.7 9.7 Cycle Q Clear(g_c), s 8.3 0.0 0.0 10.5 7.8 11.4 1.1 14.0 14.1 1.5 9.7 9.7 Prop In Lane 0.08 0.06 1.00 1.00 1.00 0.24 1.00 0.06
Lane Grp Cap(c), veh/h 325 0 0 306 663 559 96 1210 634 823 1839 997 V/C Ratio(X) 0.56 0.00 0.00 0.73 0.34 0.47 0.25 0.55 0.55 0.09 0.35 0.35 Avail Cap(c_a), veh/h 447 0 0 422 918 775 151 1210 634 823 1839 997 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.4 0.0 0.0 35.4 21.6 22.8 40.9 23.6 23.6 26.9 12.1 12.1 Incr Delay (d2), s/veh 1.5 0.0 0.0 3.9 0.3 0.6 1.4 1.8 3.5 0.0 0.5 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 0.0 0.0 4.7 3.3 4.1 0.5 5.6 6.1 0.6 3.4 3.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.9 0.0 0.0 39.3 21.9 23.4 42.3 25.4 27.1 27.0 12.7 13.1 LnGrp LOS D A A D C C D C C C B B
Approach Vol, veh/h 181 707 1043 1068
Approach Delay, s/veh 36.9 27.9 26.3 13.8
Approach LOS D C C B
Timer - Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 23.1 33.5 17.2 16.2 6.8 49.9 33.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 6.5 29.0 18.5 18.0 5.0 30.5 41.0 Max Q Clear Time (g_c+I1), s 3.5 16.1 12.5 10.3 3.1 11.7 13.4 Green Ext Time (p_c), s 0.0 5.0 0.3 0.5 0.0 5.8 2.1
Intersection Summary
HCM 6th Ctrl Delay 22.9
HCM 6th LOS C
Queuing and Blocking Report AM Peak Hour
Existing 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB NB NB NB SB SB SB SB
Directions Served L T R LT L T TR L T T R
Maximum Queue (ft) 43 18 60 30 74 44 56 27 99 84 60
Average Queue (ft) 10 1 20 5 17 3 5 2 28 20 15
95th Queue (ft) 28 10 42 23 51 21 28 15 71 59 40
Link Distance (ft) 426 24 1068 1068 428 428
Upstream Blk Time (%) 3
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Intersection: 3: Connector & Huntington Drive
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement WB SB
Directions Served R L
Maximum Queue (ft) 31 6
Average Queue (ft) 8 0
95th Queue (ft) 30 4
Link Distance (ft) 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 0
Queuing and Blocking Report PM Peak Hour
Existing 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB NB NB NB SB SB SB SB
Directions Served L T R LT L T TR L T T R
Maximum Queue (ft) 100 18 66 46 52 51 55 28 111 79 40
Average Queue (ft) 28 1 31 11 9 7 10 7 49 25 11
95th Queue (ft) 66 9 55 37 32 30 38 25 97 62 31
Link Distance (ft) 426 24 1068 1068 428 428
Upstream Blk Time (%) 6
Queuing Penalty (veh) 1
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 1 0
Queuing Penalty (veh) 0 0 0
Intersection: 3: Connector & Huntington Drive
Movement
Directions Served
Maximum Queue (ft)
Average Queue (ft)
95th Queue (ft)
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement WB SB
Directions Served R L
Maximum Queue (ft) 36 3
Average Queue (ft) 13 0
95th Queue (ft) 39 2
Link Distance (ft) 328 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 1
Queuing and Blocking Report AM Peak Hour
Existing plus Project 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB WB NB NB NB SB SB SB SB
Directions Served L T R LT R L T TR L T T R
Maximum Queue (ft) 44 80 50 83 39 77 68 72 48 120 92 66 Average Queue (ft) 7 26 18 57 2 14 13 16 5 44 30 19
95th Queue (ft) 26 58 40 88 18 47 41 51 27 93 69 45
Link Distance (ft) 426 24 24 1068 1068 428 428
Upstream Blk Time (%) 31 0
Queuing Penalty (veh) 24 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 1 0 0
Queuing Penalty (veh) 0 0 0 0
Intersection: 3: Connector & Huntington Drive
Movement NB
Directions Served LR
Maximum Queue (ft) 25
Average Queue (ft) 2
95th Queue (ft) 13
Link Distance (ft) 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement EB WB SB
Directions Served LT R L
Maximum Queue (ft) 19 111 11
Average Queue (ft) 1 52 1
95th Queue (ft) 8 86 7
Link Distance (ft) 19 328 8
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 25
Queuing and Blocking Report PM Peak Hour
Existing plus Project 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB WB NB NB NB SB SB SB SB
Directions Served L T R LT R L T TR L T T R
Maximum Queue (ft) 82 80 61 85 42 52 62 72 48 136 102 37 Average Queue (ft) 24 33 29 53 2 6 12 15 14 61 30 11
95th Queue (ft) 61 66 51 86 20 29 37 48 39 114 69 31
Link Distance (ft) 426 24 24 1068 1068 428 428
Upstream Blk Time (%) 34 0
Queuing Penalty (veh) 24 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 2 0
Queuing Penalty (veh) 0 1 0
Intersection: 3: Connector & Huntington Drive
Movement WB NB
Directions Served LT LR
Maximum Queue (ft) 6 29
Average Queue (ft) 0 2
95th Queue (ft) 4 16
Link Distance (ft) 353 8
Upstream Blk Time (%) 1
Queuing Penalty (veh) 1
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement EB WB SB
Directions Served LT R L
Maximum Queue (ft) 6 101 11
Average Queue (ft) 0 48 1
95th Queue (ft) 6 79 5
Link Distance (ft) 19 328 8
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 25
Queuing and Blocking Report AM Peak Hour
Year 2040 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB WB NB NB NB SB SB SB SB
Directions Served L T R LT R L T TR L T T R
Maximum Queue (ft) 66 18 49 42 8 109 80 91 31 148 104 66 Average Queue (ft) 14 2 24 6 0 33 12 14 5 38 28 19
95th Queue (ft) 40 10 44 25 6 83 46 53 22 97 73 46
Link Distance (ft) 426 24 24 1068 1068 428 428
Upstream Blk Time (%) 3 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 1 0
Queuing Penalty (veh) 0 0
Intersection: 3: Connector & Huntington Drive
Movement NB
Directions Served LR
Maximum Queue (ft) 3
Average Queue (ft) 0
95th Queue (ft) 3
Link Distance (ft) 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement WB SB
Directions Served R L
Maximum Queue (ft) 36 5
Average Queue (ft) 12 0
95th Queue (ft) 37 3
Link Distance (ft) 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 1
Queuing and Blocking Report PM Peak Hour
Year 2040 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB NB NB NB SB SB SB SB
Directions Served L T R LT L T TR L T T R
Maximum Queue (ft) 99 18 112 55 108 70 89 97 343 318 85 Average Queue (ft) 38 1 47 18 33 17 23 20 139 96 24
95th Queue (ft) 77 9 91 44 82 50 63 76 290 253 65
Link Distance (ft) 426 24 1068 1068 428 428
Upstream Blk Time (%) 14 1 0
Queuing Penalty (veh) 2 0 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 27 5 0
Queuing Penalty (veh) 0 4 3 0
Intersection: 3: Connector & Huntington Drive
Movement NB
Directions Served LR
Maximum Queue (ft) 7
Average Queue (ft) 0
95th Queue (ft) 4
Link Distance (ft) 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement WB SB
Directions Served R L
Maximum Queue (ft) 50 3
Average Queue (ft) 21 0
95th Queue (ft) 47 2
Link Distance (ft) 328 8
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 10
Queuing and Blocking Report AM Peak Hour
Year 2040 plus Project 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB WB NB NB NB SB SB SB SB
Directions Served L T R LT R L T TR L T T R
Maximum Queue (ft) 77 103 58 96 53 119 96 110 40 190 169 79 Average Queue (ft) 16 34 24 67 3 37 27 35 8 67 51 22
95th Queue (ft) 48 74 48 93 22 93 70 86 29 139 112 54
Link Distance (ft) 426 24 24 1068 1068 428 428
Upstream Blk Time (%) 46 0
Queuing Penalty (veh) 47 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 0 0 4 1 0
Queuing Penalty (veh) 0 0 0 0 1 0
Intersection: 3: Connector & Huntington Drive
Movement NB
Directions Served LR
Maximum Queue (ft) 54
Average Queue (ft) 6
95th Queue (ft) 28
Link Distance (ft) 8
Upstream Blk Time (%) 3
Queuing Penalty (veh) 6
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement EB WB SB
Directions Served LT R L
Maximum Queue (ft) 19 135 10
Average Queue (ft) 1 65 1
95th Queue (ft) 9 108 5
Link Distance (ft) 19 328 8
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 56
Queuing and Blocking Report PM Peak Hour
Year 2040 plus Project 07/02/2021
Alexan Montclair Station SimTraffic Report
Dudek Page 1
Intersection: 1: Claremont Boulevard & 1st Street/Huntington Drive Movement EB EB EB WB WB NB NB NB SB SB SB SB
Directions Served L T R LT R L T TR L T T R
Maximum Queue (ft) 95 117 122 84 59 107 91 103 92 282 244 112 Average Queue (ft) 35 54 41 69 8 28 34 45 26 160 108 22 95th Queue (ft) 78 102 92 86 40 76 78 90 80 311 259 70
Link Distance (ft) 426 24 24 1068 1068 428 428
Upstream Blk Time (%) 48 0 0 0
Queuing Penalty (veh) 60 0 0 0
Storage Bay Dist (ft) 125 255 155 90 90
Storage Blk Time (%) 0 0 0 0 0 27 8 0
Queuing Penalty (veh) 0 1 1 0 0 7 4 0
Intersection: 3: Connector & Huntington Drive
Movement WB NB
Directions Served LT LR
Maximum Queue (ft) 6 41
Average Queue (ft) 0 7
95th Queue (ft) 4 27
Link Distance (ft) 353 8
Upstream Blk Time (%) 4
Queuing Penalty (veh) 10
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 4: Huntington Drive & Connector
Movement EB WB SB
Directions Served LT R L
Maximum Queue (ft) 39 156 14
Average Queue (ft) 4 74 1
95th Queue (ft) 22 122 7
Link Distance (ft) 19 328 8
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 1 0
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 84