Santa Clarita City Council
November 26, 2024

SUMMARY OF MANNING'S N VALUES
River:Newhall

Reach River Sta. n1 n2 n3
Mainstem 10505.32 .065 .03 .045
Mainstem 9993.571 .065 .03 .045
Mainstem 9616.907 .065 .03 .045
Mainstem 9229.136 .065 .03 .045
Mainstem 8608.484 .065 .03 .045
Mainstem 8216.339 .065 .03 .045
Mainstem 7954.452 .065 .03 .045
Mainstem 7636.535 .065 .03 .045
Mainstem 7013.289 .065 .03 .045
Mainstem 6540.300 .065 .03 .045
Mainstem 6254.699 .065 .03 .045
Mainstem 5959.225 .065 .03 .045
Mainstem 5637.197 .065 .03 .045
Mainstem 5281.263 .065 .03 .045
Mainstem 5061.813 .065 .03 .045
Mainstem 4842.770 .045 .03 .045
Mainstem 4650 .045 .03 .045
Mainstem 4595 Bridge
Mainstem 4542.760 .045 .03 .045
Mainstem 4386.823 .045 .03 .045
Mainstem 4043.350 .045 .03 .045
Mainstem 3920.755 .045 .03 .045
Mainstem 3813.951 .045 .03 .045
Mainstem 3790 Bridge
Mainstem 3786.11 .045 .03 .045
Mainstem 3758.278 .045 .03 .045
Mainstem 3715 Bridge
Mainstem 3684.454 .065 .013 .045
Mainstem 3533.212 .065 .013 .045
Mainstem 3301.384 .065 .03 .045
Mainstem 3036.790 .065 .03 .045
Mainstem 2802.783 .065 .03 .045
Mainstem 2417.090 .065 .03 .045
Mainstem 2100.483 .065 .03 .045
Mainstem 1698.544 .065 .03 .045
Mainstem 1190.624 .065 .03 .045
Mainstem 483.097 .065 .03 .045
Mainstem 58.617 .065 .03 .045

SUMMARY OF REACH LENGTHS
River: Newhall

Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
55 Reach River Sta. Left Channel Right

Mainstem 10505.32 511.76 511.76 511.76
Mainstem 9993.571 376.66 376.66 376.66
Mainstem 9616.907 387.77 387.77 387.77
Mainstem 9229.136 620.65 620.65 620.65
Mainstem 8608.484 392.15 392.15 392.15
Mainstem 8216.339 261.89 261.89 261.89
Mainstem 7954.452 317.92 317.92 317.92
Mainstem 7636.535 623.25 623.25 623.25
Mainstem 7013.289 472.99 472.99 472.99
Mainstem 6540.300 285.6 285.6 285.6
Mainstem 6254.699 295.47 295.47 295.47
Mainstem 5959.225 322.03 322.03 322.03
Mainstem 5637.197 355.93 355.93 355.93
Mainstem 5281.263 219.45 219.45 219.45
Mainstem 5061.813 219.04 219.04 219.04
Mainstem 4842.770 192.77 192.77 192.77
Mainstem 4650 107.24 107.24 107.24
Mainstem 4595 Bridge
Mainstem 4542.760 155.94 155.94 155.94
Mainstem 4386.823 343.47 343.47 343.47
Mainstem 4043.350 122.59 122.59 122.59
Mainstem 3920.755 106.8 106.8 106.8
Mainstem 3813.951 27.84 27.84 27.84
Mainstem 3790 Bridge
Mainstem 3786.11 27.83 27.83 27.83
Mainstem 3758.278 73.82 73.82 73.82
Mainstem 3715 Bridge
Mainstem 3684.454 151.24 151.24 151.24
Mainstem 3533.212 231.83 231.83 231.83
Mainstem 3301.384 264.59 264.59 264.59
Mainstem 3036.790 234.01 234.01 234.01
Mainstem 2802.783 385.69 385.69 385.69
Mainstem 2417.090 316.61 316.61 316.61
Mainstem 2100.483 401.94 401.94 401.94
Mainstem 1698.544 507.92 507.92 507.92
Mainstem 1190.624 707.53 707.53 707.53
Mainstem 483.097 424.48 424.48 424.48
Mainstem 58.617 0 0 0

SUMMARY OF CONTRACTION AND EXPANSION COEFFICIENTS
River: Newhall

Reach River Sta. Contr. Expan.

Mainstem 10505.32 .1 .3
Mainstem 9993.571 .1 .3
Mainstem 9616.907 .1 .3
Mainstem 9229.136 .1 .3
Mainstem 8608.484 .1 .3
Mainstem 8216.339 .1 .3
Mainstem 7954.452 .1 .3
Mainstem 7636.535 .1 .3
Mainstem 7013.289 .1 .3
Mainstem 6540.300 .1 .3
Mainstem 6254.699 .1 .3
Mainstem 5959.225 .1 .3
Mainstem 5637.197 .1 .3
Mainstem 5281.263 .1 .3
Mainstem 5061.813 .1 .3
Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
56 Mainstem 4842.770 .1 .3
Mainstem 4650 .3 .5
Mainstem 4595 Bridge
Mainstem 4542.760 .3 .5
Mainstem 4386.823 .1 .3
Mainstem 4043.350 .1 .3
Mainstem 3920.755 .1 .3
Mainstem 3813.951 .3 .5
Mainstem 3790 Bridge
Mainstem 3786.11 .3 .5
Mainstem 3758.278 .3 .5
Mainstem 3715 Bridge
Mainstem 3684.454 .3 .5
Mainstem 3533.212 .1 .3
Mainstem 3301.384 .1 .3
Mainstem 3036.790 .1 .3
Mainstem 2802.783 .1 .3
Mainstem 2417.090 .1 .3
Mainstem 2100.483 .1 .3
Mainstem 1698.544 .1 .3
Mainstem 1190.624 .1 .3
Mainstem 483.097 .1 .3
Mainstem 58.617 .1 .3

Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
57 Profile Output Table - Standard Table 1 Reach River Sta Profile Q Total Min Ch El W.S. Elev Crit W.S. E.G. Elev E.G. Slope Vel Chnl Flow Area Top Width Froude # Chl (cfs) (ft) (ft) (ft) (ft) (ft/ft) (ft/s) (sq ft) (ft) Mainstem 10505.32 Capital Flood 9200.00 1320.94 1328.77 1328.77 1332.23 0.007543 14.92 616.54 90.10 1.01 Mainstem 10505.32 LACDPW 50yr Burn 7321.00 1320.94 1327.76 1327.76 1330.76 0.007733 13.90 526.87 87.91 1.00 Mainstem 10505.32 FIS 100yr 4640.00 1320.94 1326.08 1326.08 1328.37 0.008434 12.15 381.90 84.25 1.01 Mainstem 9993.571 Capital Flood 9200.00 1316.00 1320.07 1322.33 1325.61 0.024803 18.89 491.17 191.20 1.70 Mainstem 9993.571 LACDPW 50yr Burn 7321.00 1316.00 1319.59 1321.54 1324.17 0.023944 17.17 426.38 125.23 1.64 Mainstem 9993.571 FIS 100yr 4640.00 1316.00 1318.85 1319.67 1321.84 0.020992 13.89 334.09 122.57 1.48 Mainstem 9616.907 Capital Flood 9200.00 1312.00 1318.92 1318.92 1322.10 0.007625 14.31 642.86 810.37 1.00 Mainstem 9616.907 LACDPW 50yr Burn 7321.00 1312.00 1317.97 1317.97 1320.73 0.007877 13.34 548.92 531.39 1.00 Mainstem 9616.907 FIS 100yr 4640.00 1312.00 1316.44 1316.44 1318.52 0.008496 11.58 400.53 409.58 1.00 Mainstem 9229.136 Capital Flood 9200.00 1308.00 1312.67 1314.05 1317.51 0.018855 17.65 521.20 687.19 1.50 Mainstem 9229.136 LACDPW 50yr Burn 7321.00 1308.00 1312.13 1313.24 1316.14 0.018411 16.08 455.20 579.32 1.46 Mainstem 9229.136 FIS 100yr 4640.00 1308.00 1311.26 1311.93 1313.96 0.016862 13.17 352.39 143.19 1.34 Mainstem 8608.484 Capital Flood 9200.00 1300.00 1306.56 1307.04 1308.78 0.009257 12.05 855.18 380.58 1.05 Mainstem 8608.484 LACDPW 50yr Burn 7321.00 1300.00 1306.15 1306.31 1307.95 0.008577 10.81 710.45 328.00 1.00 Mainstem 8608.484 FIS 100yr 4640.00 1300.00 1304.69 1304.69 1306.39 0.009020 10.45 444.10 132.38 1.01 Mainstem 8216.339 Capital Flood 9200.00 1296.00 1299.44 1300.53 1303.19 0.022904 15.55 591.62 195.64 1.58 Mainstem 8216.339 LACDPW 50yr Burn 7321.00 1296.00 1298.94 1299.93 1302.35 0.026179 14.83 493.71 194.19 1.64 Mainstem 8216.339 FIS 100yr 4640.00 1296.00 1298.32 1298.99 1300.71 0.026078 12.40 374.21 192.42 1.57 Mainstem 7954.452 Capital Flood 9200.00 1292.70 1298.51 1297.00 1299.30 0.002656 7.13 1302.13 311.04 0.58 Mainstem 7954.452 LACDPW 50yr Burn 7321.00 1292.70 1297.80 1296.51 1298.49 0.002793 6.67 1098.30 267.58 0.58 Mainstem 7954.452 FIS 100yr 4640.00 1292.70 1296.55 1295.72 1297.12 0.003609 6.05 767.06 262.91 0.62 Mainstem 7636.535 Capital Flood 9200.00 1289.76 1295.87 1295.87 1297.81 0.008297 11.17 823.34 209.97 0.99 Mainstem 7636.535 LACDPW 50yr Burn 7321.00 1289.76 1295.04 1295.04 1296.93 0.008579 11.04 662.90 176.36 1.00 Mainstem 7636.535 FIS 100yr 4640.00 1289.76 1293.65 1293.65 1295.29 0.009037 10.30 450.54 138.47 1.01 Mainstem 7013.289 Capital Flood 9200.00 1284.00 1288.44 1289.17 1291.32 0.013044 13.62 675.35 179.02 1.24 Mainstem 7013.289 LACDPW 50yr Burn 7321.00 1284.00 1287.93 1288.38 1290.36 0.013059 12.52 584.82 176.34 1.21 Mainstem 7013.289 FIS 100yr 4640.00 1284.00 1287.17 1287.37 1288.80 0.012071 10.26 452.18 173.56 1.12 Mainstem 6540.300 Capital Flood 9200.00 1278.48 1284.76 1285.11 1286.91 0.006420 11.91 928.25 452.19 0.91 Mainstem 6540.300 LACDPW 50yr Burn 7321.00 1278.48 1284.07 1283.78 1286.00 0.006652 11.15 668.04 315.36 0.91 Mainstem 6540.300 FIS 100yr 4640.00 1278.48 1284.21 1282.57 1284.93 0.002419 6.84 713.40 339.46 0.55 Mainstem 6254.699 Capital Flood 9200.00 1276.00 1283.32 1283.81 1285.02 0.005881 12.77 1815.51 987.74 0.89 Mainstem 6254.699 LACDPW 50yr Burn 7321.00 1276.00 1283.39 1283.39 1284.38 0.003448 9.85 1888.05 996.47 0.68 Mainstem 6254.699 FIS 100yr 4640.00 1276.00 1281.75 1281.75 1283.71 0.007067 11.74 554.25 244.21 0.93 Mainstem 5959.225 Capital Flood 9200.00 1272.88 1278.60 1279.81 1282.31 0.013351 16.16 951.04 1413.28 1.29 Mainstem 5959.225 LACDPW 50yr Burn 7321.00 1272.88 1277.90 1279.42 1282.12 0.017045 16.49 453.71 512.53 1.42 Mainstem 5959.225 FIS 100yr 4640.00 1272.88 1276.49 1277.62 1280.27 0.024056 15.61 297.33 161.33 1.60 Mainstem 5637.197 Capital Flood 9200.00 1270.00 1276.32 1276.01 1276.38 0.000578 3.60 6261.56 1608.56 0.27 Mainstem 5637.197 LACDPW 50yr Burn 7321.00 1270.00 1276.01 1276.01 1276.05 0.000480 3.17 5753.83 1607.07 0.24 Mainstem 5637.197 FIS 100yr 4640.00 1270.00 1276.01 1276.01 1276.02 0.000193 2.01 5753.83 1607.07 0.15 Mainstem 5281.263 Capital Flood 9200.00 1266.00 1273.47 1273.47 1275.70 0.004990 12.31 967.50 1698.69 0.83 Mainstem 5281.263 LACDPW 50yr Burn 7321.00 1266.00 1270.96 1272.52 1275.13 0.015376 16.40 446.51 1452.51 1.37 Mainstem 5281.263 FIS 100yr 4640.00 1266.00 1268.66 1270.54 1275.13 0.050875 20.42 227.28 891.00 2.27 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
58 Mainstem 5061.813 Capital Flood 9200.00 1264.00 1270.28 1271.47 1274.02 0.010464 15.59 650.54 1570.30 1.17 Mainstem 5061.813 LACDPW 50yr Burn 7321.00 1264.00 1270.48 1270.52 1272.64 0.005818 11.89 703.05 1576.01 0.88 Mainstem 5061.813 FIS 100yr 4640.00 1264.00 1268.54 1268.54 1270.57 0.008299 11.41 407.96 1255.38 0.99 Mainstem 4842.770 Capital Flood 9200.00 1262.00 1267.85 1269.08 1271.65 0.011209 16.15 686.13 1849.24 1.21 Mainstem 4842.770 LACDPW 50yr Burn 7321.00 1262.00 1268.15 1268.00 1270.23 0.005809 12.04 757.01 1886.74 0.88 Mainstem 4842.770 FIS 100yr 4640.00 1262.00 1267.94 1266.69 1268.86 0.002669 7.97 706.37 1851.97 0.59 Mainstem 4650 Capital Flood 9200.00 1259.90 1268.15 1265.15 1269.05 0.001683 7.58 1213.32 751.32 0.49 Mainstem 4650 LACDPW 50yr Burn 7321.00 1259.90 1268.96 1264.42 1269.42 0.000777 5.43 1347.77 760.15 0.34 Mainstem 4650 FIS 100yr 4640.00 1259.90 1268.27 1263.25 1268.49 0.000409 3.77 1232.22 752.57 0.24 Mainstem 4595 Bridge Mainstem 4542.760 Capital Flood 9200.00 1258.88 1265.53 1264.13 1267.00 0.003551 9.73 945.44 726.59 0.69 Mainstem 4542.760 LACDPW 50yr Burn 7321.00 1258.88 1265.73 1263.40 1266.60 0.002032 7.50 976.73 728.02 0.53 Mainstem 4542.760 FIS 100yr 4640.00 1258.88 1267.70 1262.24 1267.90 0.000345 3.60 1290.31 746.83 0.23 Mainstem 4386.823 Capital Flood 9200.00 1256.78 1266.01 1266.01 1266.12 0.000635 3.73 3601.09 729.75 0.28 Mainstem 4386.823 LACDPW 50yr Burn 7321.00 1256.78 1266.01 1266.01 1266.08 0.000402 2.97 3601.09 729.75 0.23 Mainstem 4386.823 FIS 100yr 4640.00 1256.78 1264.44 1264.44 1267.03 0.008080 12.94 358.68 660.03 1.00 Mainstem 4043.350 Capital Flood 9200.00 1254.00 1262.05 1263.03 1265.21 0.016810 14.25 645.39 557.76 1.37 Mainstem 4043.350 LACDPW 50yr Burn 7321.00 1254.00 1264.87 1262.31 1265.34 0.001400 5.53 1410.18 852.13 0.42 Mainstem 4043.350 FIS 100yr 4640.00 1254.00 1263.13 1261.06 1263.56 0.002044 5.30 876.27 629.93 0.48 Mainstem 3920.755 Capital Flood 9200.00 1254.00 1264.01 1264.01 1264.24 0.000911 5.39 3035.22 803.51 0.35 Mainstem 3920.755 LACDPW 50yr Burn 7321.00 1254.00 1263.23 1263.23 1264.93 0.004374 10.95 873.48 624.09 0.76 Mainstem 3920.755 FIS 100yr 4640.00 1254.00 1260.23 1260.23 1262.89 0.008187 13.11 354.06 307.58 1.00 Mainstem 3813.951 Capital Flood 9200.00 1253.96 1262.19 1259.43 1262.47 0.000792 4.96 2809.90 807.81 0.34 Mainstem 3813.951 LACDPW 50yr Burn 7321.00 1253.96 1260.65 1258.71 1261.08 0.001622 5.97 1759.72 640.89 0.46 Mainstem 3813.951 FIS 100yr 4640.00 1253.96 1260.02 1257.55 1260.50 0.001440 5.56 835.60 470.70 0.43 Mainstem 3790 Bridge Mainstem 3786.11 Capital Flood 9200.00 1252.42 1262.21 1258.78 1262.38 0.000442 4.36 3702.40 804.08 0.26 Mainstem 3786.11 LACDPW 50yr Burn 7321.00 1252.42 1259.71 1257.95 1261.04 0.003025 9.22 793.72 596.99 0.63 Mainstem 3786.11 FIS 100yr 4640.00 1252.42 1259.41 1256.65 1259.99 0.001415 6.13 756.63 527.25 0.43 Mainstem 3758.278 Capital Flood 9200.00 1252.42 1259.07 1258.78 1261.63 0.006631 12.85 715.94 488.79 0.93 Mainstem 3758.278 LACDPW 50yr Burn 7321.00 1252.42 1259.52 1257.95 1260.92 0.003329 9.51 770.17 566.15 0.66 Mainstem 3758.278 FIS 100yr 4640.00 1252.42 1259.35 1256.65 1259.95 0.001453 6.18 750.23 519.71 0.44 Mainstem 3715 Bridge Mainstem 3684.454 Capital Flood 9200.00 1249.36 1254.82 1255.90 1259.17 0.002884 16.73 549.96 133.53 1.36 Mainstem 3684.454 LACDPW 50yr Burn 7321.00 1249.36 1253.73 1255.08 1258.38 0.004266 17.30 423.06 115.86 1.60 Mainstem 3684.454 FIS 100yr 4640.00 1249.36 1252.45 1253.75 1256.86 0.006968 16.86 275.18 114.89 1.92 Mainstem 3533.212 Capital Flood 9200.00 1244.00 1253.78 1255.59 1258.67 0.001707 17.74 518.69 372.90 1.03 Mainstem 3533.212 LACDPW 50yr Burn 7321.00 1244.00 1250.93 1252.60 1257.31 0.003182 20.27 361.14 54.18 1.38 Mainstem 3533.212 FIS 100yr 4640.00 1244.00 1248.30 1250.37 1255.16 0.005855 21.03 220.69 52.63 1.81 Mainstem 3301.384 Capital Flood 9200.00 1240.00 1251.21 1251.21 1252.01 0.002921 10.06 2519.35 1267.31 0.57 Mainstem 3301.384 LACDPW 50yr Burn 7321.00 1240.00 1253.26 1250.92 1253.33 0.000309 3.68 5142.26 1303.19 0.19 Mainstem 3301.384 FIS 100yr 4640.00 1240.00 1246.61 1250.27 1252.69 0.018905 19.79 234.51 37.64 1.40 Mainstem 3036.790 Capital Flood 9200.00 1236.00 1248.01 1248.01 1248.03 0.000343 1.54 8601.90 2726.19 0.18 Mainstem 3036.790 LACDPW 50yr Burn 7321.00 1236.00 1247.72 1247.72 1252.62 0.009399 17.76 412.29 2448.77 1.00 Mainstem 3036.790 FIS 100yr 4640.00 1236.00 1246.45 1244.62 1249.01 0.005318 12.86 360.95 1734.62 0.74 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
59 Mainstem 2802.783 Capital Flood 9200.00 1234.00 1246.01 1246.01 1246.86 0.006044 9.90 1798.61 1085.55 0.80 Mainstem 2802.783 LACDPW 50yr Burn 7321.00 1234.00 1246.01 1246.01 1246.55 0.003827 7.88 1798.61 1085.55 0.64 Mainstem 2802.783 FIS 100yr 4640.00 1234.00 1243.15 1243.15 1247.22 0.009775 16.19 286.55 140.61 1.00 Mainstem 2417.090 Capital Flood 9200.00 1230.00 1240.83 1240.83 1241.65 0.006166 10.17 2172.31 1520.00 0.82 Mainstem 2417.090 LACDPW 50yr Burn 7321.00 1230.00 1240.74 1240.74 1241.34 0.004466 8.55 2040.54 1478.25 0.70 Mainstem 2417.090 FIS 100yr 4640.00 1230.00 1239.46 1240.07 1242.88 0.011846 14.85 312.56 613.01 1.12 Mainstem 2100.483 Capital Flood 9200.00 1226.00 1237.01 1237.01 1237.27 0.004779 5.74 2908.94 2002.65 0.67 Mainstem 2100.483 LACDPW 50yr Burn 7321.00 1226.00 1237.01 1237.01 1237.18 0.003026 4.57 2908.94 2002.65 0.53 Mainstem 2100.483 FIS 100yr 4640.00 1226.00 1233.81 1236.58 1238.73 0.013477 17.81 260.51 62.39 1.15 Mainstem 1698.544 Capital Flood 9200.00 1220.00 1232.01 1232.01 1232.33 0.004532 5.89 2427.66 1289.66 0.66 Mainstem 1698.544 LACDPW 50yr Burn 7321.00 1220.00 1231.55 1232.01 1234.27 0.024252 13.21 554.09 899.24 1.51 Mainstem 1698.544 FIS 100yr 4640.00 1220.00 1227.54 1228.70 1232.94 0.015134 18.65 248.77 56.41 1.25 Mainstem 1190.624 Capital Flood 9200.00 1214.00 1226.50 1227.01 1228.79 0.010427 12.68 922.25 1155.41 1.08 Mainstem 1190.624 LACDPW 50yr Burn 7321.00 1214.00 1226.46 1226.69 1227.96 0.006866 10.22 902.22 1134.23 0.87 Mainstem 1190.624 FIS 100yr 4640.00 1214.00 1222.74 1222.27 1226.02 0.008195 14.55 318.95 42.10 0.93 Mainstem 483.097 Capital Flood 9200.00 1214.00 1218.14 1218.20 1220.02 0.014536 12.93 1680.33 1824.80 1.27 Mainstem 483.097 LACDPW 50yr Burn 7321.00 1214.00 1218.20 1218.20 1219.24 0.008092 9.78 1797.37 1835.10 0.95 Mainstem 483.097 FIS 100yr 4640.00 1214.00 1217.89 1217.89 1219.40 0.009061 9.87 470.20 917.00 0.99 Mainstem 58.617 Capital Flood 9200.00 1214.00 1215.35 1214.93 1215.55 0.004001 3.57 2576.69 2105.54 0.57 Mainstem 58.617 LACDPW 50yr Burn 7321.00 1214.00 1215.18 1214.81 1215.35 0.004001 3.29 2225.79 2060.47 0.56 Mainstem 58.617 FIS 100yr 4640.00 1214.00 1214.90 1214.60 1215.02 0.004000 2.79 1664.08 1980.74 0.54 Profile Output Table - Standard Table 2 Reach River Sta Profile E.G. Elev W.S. Elev Vel Head Frctn Loss C & E Loss Q Left Q Channel Q Right Top Width (ft) (ft) (ft) (ft) (ft) (cfs) (cfs) (cfs) (ft) Mainstem 10505.32 Capital Flood 1332.23 1328.77 3.46 2.05 0.78 9200.00 90.10 Mainstem 10505.32 LACDPW 50yr Burn 1330.76 1327.76 3.00 2.88 0.50 7321.00 87.91 Mainstem 10505.32 FIS 100yr 1328.37 1326.08 2.29 4640.00 84.25 Mainstem 9993.571 Capital Flood 1325.61 1320.07 5.54 6.41 0.21 2.64 9197.36 191.20 Mainstem 9993.571 LACDPW 50yr Burn 1324.17 1319.59 4.58 6.44 0.16 7321.00 125.23 Mainstem 9993.571 FIS 100yr 1321.84 1318.85 3.00 6.47 0.07 4640.00 122.57 Mainstem 9616.907 Capital Flood 1322.10 1318.92 3.18 2.97 0.13 9200.00 810.37 Mainstem 9616.907 LACDPW 50yr Burn 1320.73 1317.97 2.76 3.08 0.11 7321.00 531.39 Mainstem 9616.907 FIS 100yr 1318.52 1316.44 2.08 3.34 0.09 4640.00 409.58 Mainstem 9229.136 Capital Flood 1317.51 1312.67 4.84 4.42 0.17 9200.00 687.19 Mainstem 9229.136 LACDPW 50yr Burn 1316.14 1312.13 4.02 4.47 0.13 7321.00 579.32 Mainstem 9229.136 FIS 100yr 1313.96 1311.26 2.69 4.51 0.06 4640.00 143.19 Mainstem 8608.484 Capital Flood 1308.78 1306.56 2.22 7.95 0.79 147.23 9041.32 11.45 380.58 Mainstem 8608.484 LACDPW 50yr Burn 1307.95 1306.15 1.81 7.52 0.66 30.34 7290.23 0.43 328.00 Mainstem 8608.484 FIS 100yr 1306.39 1304.69 1.70 4640.00 132.38 Mainstem 8216.339 Capital Flood 1303.19 1299.44 3.76 5.43 0.15 9200.00 195.64 Mainstem 8216.339 LACDPW 50yr Burn 1302.35 1298.94 3.41 5.44 0.16 7321.00 194.19 Mainstem 8216.339 FIS 100yr 1300.71 1298.32 2.39 5.61 0.07 4640.00 192.42 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
60 Mainstem 7954.452 Capital Flood 1299.30 1298.51 0.79 1.38 0.12 6.63 9193.37 311.04 Mainstem 7954.452 LACDPW 50yr Burn 1298.49 1297.80 0.69 1.44 0.12 7321.00 267.58 Mainstem 7954.452 FIS 100yr 1297.12 1296.55 0.57 1.72 0.11 4640.00 262.91 Mainstem 7636.535 Capital Flood 1297.81 1295.87 1.94 4.87 0.00 9200.00 209.97 Mainstem 7636.535 LACDPW 50yr Burn 1296.93 1295.04 1.89 5.37 0.00 7321.00 176.36 Mainstem 7636.535 FIS 100yr 1295.29 1293.65 1.65 5.74 0.07 4640.00 138.47 Mainstem 7013.289 Capital Flood 1291.32 1288.44 2.88 6.40 0.09 9200.00 179.02 Mainstem 7013.289 LACDPW 50yr Burn 1290.36 1287.93 2.43 6.52 0.05 7321.00 176.34 Mainstem 7013.289 FIS 100yr 1288.80 1287.17 1.64 6.48 0.00 4640.00 173.56 Mainstem 6540.300 Capital Flood 1286.91 1284.76 2.15 4.20 0.22 219.61 8980.39 452.19 Mainstem 6540.300 LACDPW 50yr Burn 1286.00 1284.07 1.93 1.33 0.28 3.49 7317.51 315.36 Mainstem 6540.300 FIS 100yr 1284.93 1284.21 0.72 1.10 0.12 13.78 4626.22 339.46 Mainstem 6254.699 Capital Flood 1285.02 1283.32 1.70 1.75 0.13 3108.57 6084.24 7.19 987.74 Mainstem 6254.699 LACDPW 50yr Burn 1284.38 1283.39 1.00 1.03 0.00 2567.62 4747.02 6.36 996.47 Mainstem 6254.699 FIS 100yr 1283.71 1281.75 1.96 2.29 0.00 401.99 4238.01 244.21 Mainstem 5959.225 Capital Flood 1282.31 1278.60 3.70 2.51 0.20 812.05 8387.71 0.24 1413.28 Mainstem 5959.225 LACDPW 50yr Burn 1282.12 1277.90 4.22 1.94 0.32 6.70 7314.30 512.53 Mainstem 5959.225 FIS 100yr 1280.27 1276.49 3.78 3.20 0.20 4640.00 161.33 Mainstem 5637.197 Capital Flood 1276.38 1276.32 0.05 0.46 0.22 7931.44 1268.56 1608.56 Mainstem 5637.197 LACDPW 50yr Burn 1276.05 1276.01 0.04 0.41 0.21 6265.24 1055.76 1607.07 Mainstem 5637.197 FIS 100yr 1276.02 1276.01 0.02 0.21 0.20 3970.87 669.13 1607.07 Mainstem 5281.263 Capital Flood 1275.70 1273.47 2.23 1.09 0.02 497.16 8694.62 8.22 1698.69 Mainstem 5281.263 LACDPW 50yr Burn 1275.13 1270.96 4.17 0.49 0.41 7321.00 1452.51 Mainstem 5281.263 FIS 100yr 1275.13 1268.66 6.47 0.24 0.65 4640.00 891.00 Mainstem 5061.813 Capital Flood 1274.02 1270.28 3.74 1.53 0.15 83.99 9116.01 1570.30 Mainstem 5061.813 LACDPW 50yr Burn 1272.64 1270.48 2.16 1.92 0.62 119.55 7201.45 0.00 1576.01 Mainstem 5061.813 FIS 100yr 1270.57 1268.54 2.02 0.95 0.33 1.57 4638.43 1255.38 Mainstem 4842.770 Capital Flood 1271.65 1267.85 3.80 2.37 0.01 615.32 8582.71 1.96 1849.24 Mainstem 4842.770 LACDPW 50yr Burn 1270.23 1268.15 2.08 0.32 0.49 574.52 6744.37 2.11 1886.74 Mainstem 4842.770 FIS 100yr 1268.86 1267.94 0.92 0.16 0.21 335.34 4303.58 1.09 1851.97 Mainstem 4650 Capital Flood 1269.05 1268.15 0.89 0.01 0.49 9200.00 751.32 Mainstem 4650 LACDPW 50yr Burn 1269.42 1268.96 0.46 7321.00 760.15 Mainstem 4650 FIS 100yr 1268.49 1268.27 0.22 4640.00 752.57 Mainstem 4595 Bridge Mainstem 4542.760 Capital Flood 1267.00 1265.53 1.47 0.20 0.68 9200.00 726.59 Mainstem 4542.760 LACDPW 50yr Burn 1266.60 1265.73 0.87 0.12 0.40 7321.00 728.02 Mainstem 4542.760 FIS 100yr 1267.90 1267.70 0.20 0.15 0.72 4640.00 746.83 Mainstem 4386.823 Capital Flood 1266.12 1266.01 0.11 0.51 0.14 7410.91 1789.09 729.75 Mainstem 4386.823 LACDPW 50yr Burn 1266.08 1266.01 0.07 0.23 0.04 5897.31 1423.69 729.75 Mainstem 4386.823 FIS 100yr 1267.03 1264.44 2.60 1.24 0.65 4640.00 660.03 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
61 Mainstem 4043.350 Capital Flood 1265.21 1262.05 3.16 0.61 0.30 9200.00 557.76 Mainstem 4043.350 LACDPW 50yr Burn 1265.34 1264.87 0.47 0.28 0.12 118.38 7201.98 0.64 852.13 Mainstem 4043.350 FIS 100yr 1263.56 1263.13 0.44 0.45 0.22 4640.00 629.93 Mainstem 3920.755 Capital Flood 1264.24 1264.01 0.24 0.09 0.00 676.52 3665.65 4857.83 803.51 Mainstem 3920.755 LACDPW 50yr Burn 1264.93 1263.23 1.70 0.27 0.38 674.70 6643.91 2.39 624.09 Mainstem 3920.755 FIS 100yr 1262.89 1260.23 2.67 0.31 0.66 4640.00 307.58 Mainstem 3813.951 Capital Flood 1262.47 1262.19 0.27 180.33 6055.63 2964.04 807.81 Mainstem 3813.951 LACDPW 50yr Burn 1261.08 1260.65 0.44 25.37 5634.86 1660.77 640.89 Mainstem 3813.951 FIS 100yr 1260.50 1260.02 0.48 0.12 4639.88 470.70 Mainstem 3790 Bridge Mainstem 3786.11 Capital Flood 1262.38 1262.21 0.18 0.03 0.72 1486.54 4774.46 2939.01 804.08 Mainstem 3786.11 LACDPW 50yr Burn 1261.04 1259.71 1.32 0.09 0.02 7321.00 596.99 Mainstem 3786.11 FIS 100yr 1259.99 1259.41 0.58 0.04 0.00 4640.00 527.25 Mainstem 3758.278 Capital Flood 1261.63 1259.07 2.56 0.08 1.02 9200.00 488.79 Mainstem 3758.278 LACDPW 50yr Burn 1260.92 1259.52 1.40 0.04 0.54 7321.00 566.15 Mainstem 3758.278 FIS 100yr 1259.95 1259.35 0.59 4640.00 519.71 Mainstem 3715 Bridge Mainstem 3684.454 Capital Flood 1259.17 1254.82 4.35 0.03 0.72 9200.00 133.53 Mainstem 3684.454 LACDPW 50yr Burn 1258.38 1253.73 4.65 0.06 0.21 7321.00 115.86 Mainstem 3684.454 FIS 100yr 1256.86 1252.45 4.41 4640.00 114.89 Mainstem 3533.212 Capital Flood 1258.67 1253.78 4.89 0.33 0.16 9200.00 372.90 Mainstem 3533.212 LACDPW 50yr Burn 1257.31 1250.93 6.38 0.55 0.52 7321.00 54.18 Mainstem 3533.212 FIS 100yr 1255.16 1248.30 6.86 0.96 0.73 4640.00 52.63 Mainstem 3301.384 Capital Flood 1252.01 1251.21 0.79 0.20 0.23 1471.30 4274.66 3454.04 1267.31 Mainstem 3301.384 LACDPW 50yr Burn 1253.33 1253.26 0.07 0.23 0.48 2268.45 1903.07 3149.48 1303.19 Mainstem 3301.384 FIS 100yr 1252.69 1246.61 6.08 2.24 0.24 4640.00 37.64 Mainstem 3036.790 Capital Flood 1248.03 1248.01 0.02 0.21 0.08 7016.71 653.61 1529.68 2726.19 Mainstem 3036.790 LACDPW 50yr Burn 1252.62 1247.72 4.90 0.02 0.05 7321.00 2448.77 Mainstem 3036.790 FIS 100yr 1249.01 1246.45 2.57 1.65 0.15 4640.00 1734.62 Mainstem 2802.783 Capital Flood 1246.86 1246.01 0.85 2.35 0.01 973.56 4377.33 3849.11 1085.55 Mainstem 2802.783 LACDPW 50yr Burn 1246.55 1246.01 0.54 1.59 0.01 774.72 3483.31 3062.97 1085.55 Mainstem 2802.783 FIS 100yr 1247.22 1243.15 4.07 2.50 1.04 4640.00 140.61 Mainstem 2417.090 Capital Flood 1241.65 1240.83 0.83 1.71 0.17 1205.30 4260.14 3734.56 1520.00 Mainstem 2417.090 LACDPW 50yr Burn 1241.34 1240.74 0.60 1.15 0.13 916.07 3514.93 2890.00 1478.25 Mainstem 2417.090 FIS 100yr 1242.88 1239.46 3.42 4.14 0.19 4640.00 613.01 Mainstem 2100.483 Capital Flood 1237.27 1237.01 0.27 1.87 0.01 1583.93 3702.61 3913.47 2002.65 Mainstem 2100.483 LACDPW 50yr Burn 1237.18 1237.01 0.17 1.18 0.00 1260.43 2946.39 3114.18 2002.65 Mainstem 2100.483 FIS 100yr 1238.73 1233.81 4.93 4.00 0.15 4640.00 62.39 Mainstem 1698.544 Capital Flood 1232.33 1232.01 0.32 2.24 0.05 1423.33 3922.52 3854.15 1289.66 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
62 Mainstem 1698.544 LACDPW 50yr Burn 1234.27 1231.55 2.71 2.66 0.25 7321.00 899.24 Mainstem 1698.544 FIS 100yr 1232.94 1227.54 5.40 5.74 0.05 4640.00 56.41 Mainstem 1190.624 Capital Flood 1228.79 1226.50 2.30 3.34 0.20 91.78 8399.56 708.66 1155.41 Mainstem 1190.624 LACDPW 50yr Burn 1227.96 1226.46 1.50 5.94 0.36 63.68 6712.54 544.79 1134.23 Mainstem 1190.624 FIS 100yr 1226.02 1222.74 3.29 6.09 0.53 4640.00 42.10 Mainstem 483.097 Capital Flood 1220.02 1218.14 1.88 8.65 0.12 2604.06 6584.58 11.36 1824.80 Mainstem 483.097 LACDPW 50yr Burn 1219.24 1218.20 1.04 2.34 0.26 2228.07 5076.55 16.39 1835.10 Mainstem 483.097 FIS 100yr 1219.40 1217.89 1.51 2.45 0.42 4640.00 917.00 Mainstem 58.617 Capital Flood 1215.55 1215.35 0.20 9200.00 2105.54 Mainstem 58.617 LACDPW 50yr Burn 1215.35 1215.18 0.17 7321.00 2060.47 Mainstem 58.617 FIS 100yr 1215.02 1214.90 0.12 4640.00 1980.74 Profile Output Table - Standard Table 3 Reach River Sta Profile Q Total Min Ch El W.S. Elev Crit W.S. E.G. Slope Vel Chnl Vel Total Flow Area Top Width Froude # Chl Froude # XS Shear Chan Shear Total Power Chan Power Total (cfs) (ft) (ft) (ft) (ft/ft) (ft/s) (ft/s) (sq ft) (ft) (lb/sq ft) (lb/sq ft) (lb/ft s) (lb/ft s) Mainstem 10505.32 Capital Flood 9200.00 1320.94 1328.77 1328.77 0.007543 14.92 14.92 616.54 90.10 1.01 1.01 3.04 3.04 45.40 45.40 Mainstem 10505.32 LACDPW 50yr Burn 7321.00 1320.94 1327.76 1327.76 0.007733 13.90 13.90 526.87 87.91 1.00 1.00 2.75 2.75 38.22 38.22 Mainstem 10505.32 FIS 100yr 4640.00 1320.94 1326.08 1326.08 0.008434 12.15 12.15 381.90 84.25 1.01 1.01 2.30 2.30 27.93 27.93 Mainstem 9993.571 Capital Flood 9200.00 1316.00 1320.07 1322.33 0.024803 18.89 18.73 491.17 191.20 1.70 2.08 5.84 3.93 110.29 73.66 Mainstem 9993.571 LACDPW 50yr Burn 7321.00 1316.00 1319.59 1321.54 0.023944 17.17 17.17 426.38 125.23 1.64 1.64 5.01 5.01 86.06 86.06 Mainstem 9993.571 FIS 100yr 4640.00 1316.00 1318.85 1319.67 0.020992 13.89 13.89 334.09 122.57 1.48 1.48 3.53 3.53 49.00 49.00 Mainstem 9616.907 Capital Flood 9200.00 1312.00 1318.92 1318.92 0.007625 14.31 14.31 642.86 810.37 1.00 1.00 2.87 2.87 41.00 41.00 Mainstem 9616.907 LACDPW 50yr Burn 7321.00 1312.00 1317.97 1317.97 0.007877 13.34 13.34 548.92 531.39 1.00 1.00 2.60 2.60 34.66 34.66 Mainstem 9616.907 FIS 100yr 4640.00 1312.00 1316.44 1316.44 0.008496 11.58 11.58 400.53 409.58 1.00 1.00 2.14 2.14 24.84 24.84 Mainstem 9229.136 Capital Flood 9200.00 1308.00 1312.67 1314.05 0.018855 17.65 17.65 521.20 687.19 1.50 1.50 4.92 4.92 86.88 86.88 Mainstem 9229.136 LACDPW 50yr Burn 7321.00 1308.00 1312.13 1313.24 0.018411 16.08 16.08 455.20 579.32 1.46 1.46 4.26 4.26 68.44 68.44 Mainstem 9229.136 FIS 100yr 4640.00 1308.00 1311.26 1311.93 0.016862 13.17 13.17 352.39 143.19 1.34 1.34 3.08 3.08 40.60 40.60 Mainstem 8608.484 Capital Flood 9200.00 1300.00 1306.56 1307.04 0.009257 12.05 10.76 855.18 380.58 1.05 1.40 2.32 1.29 28.01 13.89 Mainstem 8608.484 LACDPW 50yr Burn 7321.00 1300.00 1306.15 1306.31 0.008577 10.81 10.30 710.45 328.00 1.00 1.29 1.94 1.15 20.93 11.88 Mainstem 8608.484 FIS 100yr 4640.00 1300.00 1304.69 1304.69 0.009020 10.45 10.45 444.10 132.38 1.01 1.01 1.86 1.86 19.47 19.47 Mainstem 8216.339 Capital Flood 9200.00 1296.00 1299.44 1300.53 0.022904 15.55 15.55 591.62 195.64 1.58 1.58 4.27 4.27 66.44 66.44 Mainstem 8216.339 LACDPW 50yr Burn 7321.00 1296.00 1298.94 1299.93 0.026179 14.83 14.83 493.71 194.19 1.64 1.64 4.11 4.11 61.00 61.00 Mainstem 8216.339 FIS 100yr 4640.00 1296.00 1298.32 1298.99 0.026078 12.40 12.40 374.21 192.42 1.57 1.57 3.14 3.14 38.96 38.96 Mainstem 7954.452 Capital Flood 9200.00 1292.70 1298.51 1297.00 0.002656 7.13 7.07 1302.13 311.04 0.58 0.61 0.77 0.69 5.51 4.86 Mainstem 7954.452 LACDPW 50yr Burn 7321.00 1292.70 1297.80 1296.51 0.002793 6.67 6.67 1098.30 267.58 0.58 0.58 0.71 0.71 4.72 4.72 Mainstem 7954.452 FIS 100yr 4640.00 1292.70 1296.55 1295.72 0.003609 6.05 6.05 767.06 262.91 0.62 0.62 0.65 0.65 3.95 3.95 Mainstem 7636.535 Capital Flood 9200.00 1289.76 1295.87 1295.87 0.008297 11.17 11.17 823.34 209.97 0.99 0.99 2.02 2.02 22.56 22.56 Mainstem 7636.535 LACDPW 50yr Burn 7321.00 1289.76 1295.04 1295.04 0.008579 11.04 11.04 662.90 176.36 1.00 1.00 2.00 2.00 22.09 22.09 Mainstem 7636.535 FIS 100yr 4640.00 1289.76 1293.65 1293.65 0.009037 10.30 10.30 450.54 138.47 1.01 1.01 1.83 1.83 18.80 18.80 Mainstem 7013.289 Capital Flood 9200.00 1284.00 1288.44 1289.17 0.013044 13.62 13.62 675.35 179.02 1.24 1.24 3.04 3.04 41.46 41.46 Mainstem 7013.289 LACDPW 50yr Burn 7321.00 1284.00 1287.93 1288.38 0.013059 12.52 12.52 584.82 176.34 1.21 1.21 2.68 2.68 33.57 33.57 Mainstem 7013.289 FIS 100yr 4640.00 1284.00 1287.17 1287.37 0.012071 10.26 10.26 452.18 173.56 1.12 1.12 1.95 1.95 20.02 20.02 Mainstem 6540.300 Capital Flood 9200.00 1278.48 1284.76 1285.11 0.006420 11.91 9.91 928.25 452.19 0.91 1.45 2.08 0.82 24.82 8.11 Mainstem 6540.300 LACDPW 50yr Burn 7321.00 1278.48 1284.07 1283.78 0.006652 11.15 10.96 668.04 315.36 0.91 1.35 1.90 0.87 21.21 9.57 Mainstem 6540.300 FIS 100yr 4640.00 1278.48 1284.21 1282.57 0.002419 6.84 6.50 713.40 339.46 0.55 0.83 0.71 0.32 4.86 2.05 Mainstem 6254.699 Capital Flood 9200.00 1276.00 1283.32 1283.81 0.005881 12.77 5.07 1815.51 987.74 0.89 1.36 2.26 0.67 28.89 3.41 Mainstem 6254.699 LACDPW 50yr Burn 7321.00 1276.00 1283.39 1283.39 0.003448 9.85 3.88 1888.05 996.47 0.68 1.02 1.34 0.41 13.21 1.58 Mainstem 6254.699 FIS 100yr 4640.00 1276.00 1281.75 1281.75 0.007067 11.74 8.37 554.25 244.21 0.93 1.31 2.09 0.99 24.50 8.27 Mainstem 5959.225 Capital Flood 9200.00 1272.88 1278.60 1279.81 0.013351 16.16 9.67 951.04 1413.28 1.29 2.54 3.96 0.96 63.96 9.24 Mainstem 5959.225 LACDPW 50yr Burn 7321.00 1272.88 1277.90 1279.42 0.017045 16.49 16.14 453.71 512.53 1.42 1.96 4.33 2.31 71.50 37.21 Mainstem 5959.225 FIS 100yr 4640.00 1272.88 1276.49 1277.62 0.024056 15.61 15.61 297.33 161.33 1.60 1.60 4.35 4.35 67.86 67.86 Mainstem 5637.197 Capital Flood 9200.00 1270.00 1276.32 1276.01 0.000578 3.60 1.47 6261.56 1608.56 0.27 0.16 0.19 0.14 0.68 0.21 Mainstem 5637.197 LACDPW 50yr Burn 7321.00 1270.00 1276.01 1276.01 0.000480 3.17 1.27 5753.83 1607.07 0.24 0.15 0.15 0.11 0.47 0.14 Mainstem 5637.197 FIS 100yr 4640.00 1270.00 1276.01 1276.01 0.000193 2.01 0.81 5753.83 1607.07 0.15 0.10 0.06 0.04 0.12 0.03 Mainstem 5281.263 Capital Flood 9200.00 1266.00 1273.47 1273.47 0.004990 12.31 9.51 967.50 1698.69 0.83 1.19 2.06 0.98 25.30 9.29 Mainstem 5281.263 LACDPW 50yr Burn 7321.00 1266.00 1270.96 1272.52 0.015376 16.40 16.40 446.51 1452.51 1.37 1.37 4.19 4.19 68.65 68.65 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
63 Mainstem 5281.263 FIS 100yr 4640.00 1266.00 1268.66 1270.54 0.050875 20.42 20.42 227.28 891.00 2.27 2.27 7.85 7.85 160.18 160.18 Mainstem 5061.813 Capital Flood 9200.00 1264.00 1270.28 1271.47 0.010464 15.59 14.14 650.54 1570.30 1.17 1.75 3.52 1.57 54.94 22.18 Mainstem 5061.813 LACDPW 50yr Burn 7321.00 1264.00 1270.48 1270.52 0.005818 11.89 10.41 703.05 1576.01 0.88 1.29 2.03 0.93 24.13 9.69 Mainstem 5061.813 FIS 100yr 4640.00 1264.00 1268.54 1268.54 0.008299 11.41 11.37 407.96 1255.38 0.99 1.01 2.08 1.99 23.80 22.67 Mainstem 4842.770 Capital Flood 9200.00 1262.00 1267.85 1269.08 0.011209 16.15 13.41 686.13 1849.24 1.21 1.57 3.78 2.12 61.09 28.49 Mainstem 4842.770 LACDPW 50yr Burn 7321.00 1262.00 1268.15 1268.00 0.005809 12.04 9.67 757.01 1886.74 0.88 1.18 2.07 1.07 24.88 10.37 Mainstem 4842.770 FIS 100yr 4640.00 1262.00 1267.94 1266.69 0.002669 7.97 6.57 706.37 1851.97 0.59 0.76 0.92 0.52 7.29 3.39 Mainstem 4650 Capital Flood 9200.00 1259.90 1268.15 1265.15 0.001683 7.58 7.58 1213.32 751.32 0.49 0.49 0.76 0.76 5.74 5.74 Mainstem 4650 LACDPW 50yr Burn 7321.00 1259.90 1268.96 1264.42 0.000777 5.43 5.43 1347.77 760.15 0.34 0.34 0.38 0.38 2.06 2.06 Mainstem 4650 FIS 100yr 4640.00 1259.90 1268.27 1263.25 0.000409 3.77 3.77 1232.22 752.57 0.24 0.24 0.19 0.19 0.70 0.70 Mainstem 4595 Bridge Mainstem 4542.760 Capital Flood 9200.00 1258.88 1265.53 1264.13 0.003551 9.73 9.73 945.44 726.59 0.69 0.69 1.33 1.33 12.91 12.91 Mainstem 4542.760 LACDPW 50yr Burn 7321.00 1258.88 1265.73 1263.40 0.002032 7.50 7.50 976.73 728.02 0.53 0.53 0.78 0.78 5.85 5.85 Mainstem 4542.760 FIS 100yr 4640.00 1258.88 1267.70 1262.24 0.000345 3.60 3.60 1290.31 746.83 0.23 0.23 0.17 0.17 0.60 0.60 Mainstem 4386.823 Capital Flood 9200.00 1256.78 1266.01 1266.01 0.000635 3.73 2.55 3601.09 729.75 0.28 0.21 0.20 0.19 0.76 0.49 Mainstem 4386.823 LACDPW 50yr Burn 7321.00 1256.78 1266.01 1266.01 0.000402 2.97 2.03 3601.09 729.75 0.23 0.17 0.13 0.12 0.39 0.25 Mainstem 4386.823 FIS 100yr 4640.00 1256.78 1264.44 1264.44 0.008080 12.94 12.94 358.68 660.03 1.00 1.00 2.50 2.50 32.32 32.32 Mainstem 4043.350 Capital Flood 9200.00 1254.00 1262.05 1263.03 0.016810 14.25 14.25 645.39 557.76 1.37 1.37 3.47 3.47 49.47 49.47 Mainstem 4043.350 LACDPW 50yr Burn 7321.00 1254.00 1264.87 1262.31 0.001400 5.53 5.19 1410.18 852.13 0.42 0.50 0.45 0.33 2.49 1.69 Mainstem 4043.350 FIS 100yr 4640.00 1254.00 1263.13 1261.06 0.002044 5.30 5.30 876.27 629.93 0.48 0.48 0.46 0.46 2.46 2.46 Mainstem 3920.755 Capital Flood 9200.00 1254.00 1264.01 1264.01 0.000911 5.39 3.03 3035.22 803.51 0.35 0.35 0.39 0.21 2.10 0.64 Mainstem 3920.755 LACDPW 50yr Burn 7321.00 1254.00 1263.23 1263.23 0.004374 10.95 8.38 873.48 624.09 0.76 1.09 1.67 0.76 18.28 6.39 Mainstem 3920.755 FIS 100yr 4640.00 1254.00 1260.23 1260.23 0.008187 13.11 13.11 354.06 307.58 1.00 1.00 2.56 2.56 33.49 33.49 Mainstem 3813.951 Capital Flood 9200.00 1253.96 1262.19 1259.43 0.000792 4.96 3.27 2809.90 807.81 0.34 0.40 0.33 0.17 1.64 0.56 Mainstem 3813.951 LACDPW 50yr Burn 7321.00 1253.96 1260.65 1258.71 0.001622 5.97 4.16 1759.72 640.89 0.46 0.57 0.52 0.27 3.13 1.14 Mainstem 3813.951 FIS 100yr 4640.00 1253.96 1260.02 1257.55 0.001440 5.56 5.55 835.60 470.70 0.43 0.45 0.46 0.42 2.54 2.36 Mainstem 3790 Bridge Mainstem 3786.11 Capital Flood 9200.00 1252.42 1262.21 1258.78 0.000442 4.36 2.48 3702.40 804.08 0.26 0.28 0.24 0.12 1.03 0.31 Mainstem 3786.11 LACDPW 50yr Burn 7321.00 1252.42 1259.71 1257.95 0.003025 9.22 9.22 793.72 596.99 0.63 0.63 1.18 1.18 10.85 10.85 Mainstem 3786.11 FIS 100yr 4640.00 1252.42 1259.41 1256.65 0.001415 6.13 6.13 756.63 527.25 0.43 0.43 0.53 0.53 3.23 3.23 Mainstem 3758.278 Capital Flood 9200.00 1252.42 1259.07 1258.78 0.006631 12.85 12.85 715.94 488.79 0.93 0.93 2.35 2.35 30.25 30.25 Mainstem 3758.278 LACDPW 50yr Burn 7321.00 1252.42 1259.52 1257.95 0.003329 9.51 9.51 770.17 566.15 0.66 0.66 1.26 1.26 11.98 11.98 Mainstem 3758.278 FIS 100yr 4640.00 1252.42 1259.35 1256.65 0.001453 6.18 6.18 750.23 519.71 0.44 0.44 0.54 0.54 3.33 3.33 Mainstem 3715 Bridge Mainstem 3684.454 Capital Flood 9200.00 1249.36 1254.82 1255.90 0.002884 16.73 16.73 549.96 133.53 1.36 1.36 0.81 0.81 13.55 13.55 Mainstem 3684.454 LACDPW 50yr Burn 7321.00 1249.36 1253.73 1255.08 0.004266 17.30 17.30 423.06 115.86 1.60 1.60 0.94 0.94 16.26 16.26 Mainstem 3684.454 FIS 100yr 4640.00 1249.36 1252.45 1253.75 0.006968 16.86 16.86 275.18 114.89 1.92 1.92 1.02 1.02 17.23 17.23 Mainstem 3533.212 Capital Flood 9200.00 1244.00 1253.78 1255.59 0.001707 17.74 17.74 518.69 372.90 1.03 1.03 0.78 0.78 13.76 13.76 Mainstem 3533.212 LACDPW 50yr Burn 7321.00 1244.00 1250.93 1252.60 0.003182 20.27 20.27 361.14 54.18 1.38 1.38 1.11 1.11 22.45 22.45 Mainstem 3533.212 FIS 100yr 4640.00 1244.00 1248.30 1250.37 0.005855 21.03 21.03 220.69 52.63 1.81 1.81 1.36 1.36 28.64 28.64 Mainstem 3301.384 Capital Flood 9200.00 1240.00 1251.21 1251.21 0.002921 10.06 3.65 2519.35 1267.31 0.57 0.89 1.33 0.36 13.36 1.30 Mainstem 3301.384 LACDPW 50yr Burn 7321.00 1240.00 1253.26 1250.92 0.000309 3.68 1.42 5142.26 1303.19 0.19 0.19 0.17 0.07 0.62 0.11 Mainstem 3301.384 FIS 100yr 4640.00 1240.00 1246.61 1250.27 0.018905 19.79 19.79 234.51 37.64 1.40 1.40 5.84 5.84 115.65 115.65 Mainstem 3036.790 Capital Flood 9200.00 1236.00 1248.01 1248.01 0.000343 1.54 1.07 8601.90 2726.19 0.18 0.11 0.05 0.07 0.07 0.07 Mainstem 3036.790 LACDPW 50yr Burn 7321.00 1236.00 1247.72 1247.72 0.009399 17.76 17.76 412.29 2448.77 1.00 1.00 4.17 4.17 74.09 74.09 Mainstem 3036.790 FIS 100yr 4640.00 1236.00 1246.45 1244.62 0.005318 12.86 12.86 360.95 1734.62 0.74 0.74 2.23 2.23 28.66 28.66 Mainstem 2802.783 Capital Flood 9200.00 1234.00 1246.01 1246.01 0.006044 9.90 5.12 1798.61 1085.55 0.80 1.01 1.56 0.61 15.41 3.14 Mainstem 2802.783 LACDPW 50yr Burn 7321.00 1234.00 1246.01 1246.01 0.003827 7.88 4.07 1798.61 1085.55 0.64 0.81 0.99 0.39 7.77 1.58 Mainstem 2802.783 FIS 100yr 4640.00 1234.00 1243.15 1243.15 0.009775 16.19 16.19 286.55 140.61 1.00 1.00 3.67 3.67 59.42 59.42 Mainstem 2417.090 Capital Flood 9200.00 1230.00 1240.83 1240.83 0.006166 10.17 4.24 2172.31 1520.00 0.82 1.08 1.63 0.54 16.54 2.30 Mainstem 2417.090 LACDPW 50yr Burn 7321.00 1230.00 1240.74 1240.74 0.004466 8.55 3.59 2040.54 1478.25 0.70 0.93 1.16 0.38 9.88 1.37 Mainstem 2417.090 FIS 100yr 4640.00 1230.00 1239.46 1240.07 0.011846 14.85 14.85 312.56 613.01 1.12 1.12 3.38 3.38 50.17 50.17 Mainstem 2100.483 Capital Flood 9200.00 1226.00 1237.01 1237.01 0.004779 5.74 3.16 2908.94 2002.65 0.67 0.60 0.65 0.43 3.72 1.36 Mainstem 2100.483 LACDPW 50yr Burn 7321.00 1226.00 1237.01 1237.01 0.003026 4.57 2.52 2908.94 2002.65 0.53 0.48 0.41 0.27 1.87 0.68 Mainstem 2100.483 FIS 100yr 4640.00 1226.00 1233.81 1236.58 0.013477 17.81 17.81 260.51 62.39 1.15 1.15 4.59 4.59 81.70 81.70 Mainstem 1698.544 Capital Flood 9200.00 1220.00 1232.01 1232.01 0.004532 5.89 3.79 2427.66 1289.66 0.66 0.59 0.66 0.52 3.91 1.99 Mainstem 1698.544 LACDPW 50yr Burn 7321.00 1220.00 1231.55 1232.01 0.024252 13.21 13.21 554.09 899.24 1.51 1.51 3.39 3.39 44.85 44.85 Mainstem 1698.544 FIS 100yr 4640.00 1220.00 1227.54 1228.70 0.015134 18.65 18.65 248.77 56.41 1.25 1.25 5.06 5.06 94.38 94.38 Mainstem 1190.624 Capital Flood 9200.00 1214.00 1226.50 1227.01 0.010427 12.68 9.98 922.25 1155.41 1.08 1.60 2.58 1.14 32.74 11.39 Mainstem 1190.624 LACDPW 50yr Burn 7321.00 1214.00 1226.46 1226.69 0.006866 10.22 8.11 902.22 1134.23 0.87 1.29 1.69 0.75 17.23 6.07 Mainstem 1190.624 FIS 100yr 4640.00 1214.00 1222.74 1222.27 0.008195 14.55 14.55 318.95 42.10 0.93 0.93 2.99 2.99 43.50 43.50 Mainstem 483.097 Capital Flood 9200.00 1214.00 1218.14 1218.20 0.014536 12.93 5.48 1680.33 1824.80 1.27 2.02 2.89 0.83 37.41 4.57 Mainstem 483.097 LACDPW 50yr Burn 7321.00 1214.00 1218.20 1218.20 0.008092 9.78 4.07 1797.37 1835.10 0.95 1.46 1.64 0.49 16.05 2.01 Newhall Creek Hydraulic Analysis
Dockweiler Road Extension, Santa Clarita, CA
64 Mainstem 483.097 FIS 100yr 4640.00 1214.00 1217.89 1217.89 0.009061 9.87 9.87 470.20 917.00 0.99 0.99 1.71 1.71 16.90 16.90 Mainstem 58.617 Capital Flood 9200.00 1214.00 1215.35 1214.93 0.004001 3.57 3.57 2576.69 2105.54 0.57 0.57 0.31 0.31 1.09 1.09 Mainstem 58.617 LACDPW 50yr Burn 7321.00 1214.00 1215.18 1214.81 0.004001 3.29 3.29 2225.79 2060.47 0.56 0.56 0.27 0.27 0.89 0.89 Mainstem 58.617 FIS 100yr 4640.00 1214.00 1214.90 1214.60 0.004000 2.79 2.79 1664.08 1980.74 0.54 0.54 0.21 0.21 0.58 0.58

SEDIMENT TRANSPORT

Oct Dec Feb Apr Jun Aug Oct
1961 1962
0 50
100
150
200
250
300
350
Hydrograph Data
Date
Flow
Legend
Flow Duration
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 -4
-3
-2
-1
0 1
2 3
4 C:\Projects\Dockweiler\HECRAS\Newhall.sed09
Main Channel Distance (ft)
Invert Change (ft)
Legend
01OCT1961 00:00:00-Invert Change (ft)
26SEP1962 00:00:00-Invert Change (ft)
Newhall-Mainstem
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 14000
16000
18000
20000
22000
24000
26Sep1962 00:00:00
Main Channel Distance (ft)
Mass Out Cum: All (tons),Mass In Cum: All (tons)
Legend
26SEP1962 00:00:00-Mass Out Cum: All (tons)
26SEP1962 00:00:00-Mass In Cum: All (tons)
Newhall-Mainstem
SCOUR

Scour Analysis Ms = 0.09
Existing Condition Kinematic viscosity 1.00E‐06 N‐s/m2Newhall Creek, Dockweiler Road Extension Factor in SP Equation 7.853 Particle
Size, d
(mm)
Particle
Size, d (m)
Particle %
Finer
Soil
Sample
No.

Hydraulic
Section
Ms Kb Friction angle (Φ) Kd Js Erod. Index Threshold stream power, Watt/ m2 Channel Shear Stress (N/m2) (τ) Stream power (W/m2) Shield's parameter, θ Critical Shield's paramter θc, (from Shields's Diagram) θ/θc Critical Shear Stress (τc) τc/τ Shear velocity, u* Particle Reynold's number Re* Flow condition Particle's condition Conditon Case 1: Existing Base Case, Capital Flood

1.042 0.0010 D50 C‐3 10505 0.09 0.00000 37 0.754 1 0.000 0.36 145.66 436.6 8.91 0.046 193.70 0.75 0.005 0.382 397.5 Rough Turbulent In Motion compare θc and θ

2.011 0.0020 D50 C‐4 10505.3 0.09 0.00001 37 0.754 1 0.000 0.85 145.66 436.6 4.61 0.046 100.31 1.45 0.010 0.382 767.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 9994 0.09 0.00000 37 0.754 1 0.000 0.36 279.47 1160.2 17.10 0.046 371.65 0.75 0.003 0.529 550.6 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 9993.6 0.09 0.00001 37 0.754 1 0.000 0.85 279.47 1160.2 8.85 0.046 192.46 1.45 0.005 0.529 1063.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 9616.9 0.09 0.00000 37 0.754 1 0.000 0.36 137.18 399.0 8.39 0.046 182.43 0.75 0.005 0.370 385.7 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 9616.9 0.09 0.00001 37 0.754 1 0.000 0.85 137.18 399.0 4.35 0.046 94.47 1.45 0.011 0.370 744.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 9229.1 0.09 0.00000 37 0.754 1 0.000 0.36 235.64 898.3 14.41 0.046 313.36 0.75 0.003 0.485 505.6 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 9229.1 0.09 0.00001 37 0.754 1 0.000 0.85 235.64 898.3 7.46 0.046 162.27 1.45 0.006 0.485 976.3 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 8608.5 0.09 0.00000 37 0.754 1 0.000 0.36 111.28 291.5 6.81 0.046 147.98 0.75 0.007 0.334 347.4 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 8608.5 0.09 0.00001 37 0.754 1 0.000 0.85 111.28 291.5 3.53 0.046 76.63 1.45 0.013 0.334 670.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 8216.3 0.09 0.00000 37 0.754 1 0.000 0.36 204.56 726.6 12.51 0.046 272.03 0.75 0.004 0.452 471.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 8216.3 0.09 0.00001 37 0.754 1 0.000 0.85 204.56 726.6 6.48 0.046 140.87 1.45 0.007 0.452 909.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 7954.5 0.09 0.00000 37 0.754 1 0.000 0.36 37.03 56.0 2.27 0.046 49.24 0.75 0.020 0.192 200.4 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 7954.5 0.09 0.00001 37 0.754 1 0.000 0.85 37.03 56.0 1.17 0.046 25.50 1.45 0.039 0.192 387.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 7636.5 0.09 0.00000 37 0.754 1 0.000 0.36 96.66 236.0 5.91 0.046 128.54 0.75 0.008 0.311 323.8 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 7636.5 0.09 0.00001 37 0.754 1 0.000 0.85 96.66 236.0 3.06 0.046 66.56 1.45 0.015 0.311 625.3 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 7013.3 0.09 0.00000 37 0.754 1 0.000 0.36 145.70 436.7 8.91 0.046 193.76 0.75 0.005 0.382 397.5 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 7013.3 0.09 0.00001 37 0.754 1 0.000 0.85 145.70 436.7 4.62 0.046 100.34 1.45 0.010 0.382 767.7 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 6540.3 0.09 0.00000 37 0.754 1 0.000 0.36 99.78 247.5 6.10 0.046 132.69 0.75 0.008 0.316 329.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 6540.3 0.09 0.00001 37 0.754 1 0.000 0.85 99.78 247.5 3.16 0.046 68.71 1.45 0.015 0.316 635.3 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 6254.7 0.09 0.00000 37 0.754 1 0.000 0.36 108.32 280.0 6.63 0.046 144.05 0.75 0.007 0.329 342.8 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 6254.7 0.09 0.00001 37 0.754 1 0.000 0.85 108.32 280.0 3.43 0.046 74.59 1.45 0.013 0.329 661.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 5959.2 0.09 0.00000 37 0.754 1 0.000 0.36 189.43 647.5 11.59 0.046 251.91 0.75 0.004 0.435 453.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 5959.2 0.09 0.00001 37 0.754 1 0.000 0.85 189.43 647.5 6.00 0.046 130.45 1.45 0.008 0.435 875.3 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 5637.2 0.09 0.00000 37 0.754 1 0.000 0.36 9.07 6.8 0.55 0.046 12.06 0.75 0.083 0.095 99.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 5637.2 0.09 0.00001 37 0.754 1 0.000 0.85 9.07 6.8 0.29 0.046 6.25 1.45 0.160 0.095 191.5 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 5281.3 0.09 0.00000 37 0.754 1 0.000 0.36 98.41 242.4 6.02 0.046 130.87 0.75 0.008 0.314 326.7 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 5281.3 0.09 0.00001 37 0.754 1 0.000 0.85 98.41 242.4 3.12 0.046 67.77 1.45 0.015 0.314 630.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 5061.8 0.09 0.00000 37 0.754 1 0.000 0.36 168.77 544.5 10.32 0.046 224.43 0.75 0.004 0.411 427.9 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 5061.8 0.09 0.00001 37 0.754 1 0.000 0.85 168.77 544.5 5.35 0.046 116.22 1.45 0.009 0.411 826.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 4842.8 0.09 0.00000 37 0.754 1 0.000 0.36 181.09 605.2 11.08 0.046 240.82 0.75 0.004 0.426 443.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 4842.8 0.09 0.00001 37 0.754 1 0.000 0.85 181.09 605.2 5.74 0.046 124.71 1.45 0.008 0.426 855.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 4650.0 0.09 0.00000 37 0.754 1 0.000 0.36 36.26 54.2 2.22 0.046 48.22 0.75 0.021 0.190 198.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 4650.0 0.09 0.00001 37 0.754 1 0.000 0.85 36.26 54.2 1.15 0.046 24.97 1.45 0.040 0.190 383.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 4542.8 0.09 0.00000 37 0.754 1 0.000 0.36 63.54 125.8 3.89 0.046 84.50 0.75 0.012 0.252 262.5 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 4542.8 0.09 0.00001 37 0.754 1 0.000 0.85 63.54 125.8 2.01 0.046 43.76 1.45 0.023 0.252 507.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 4386.8 0.09 0.00000 37 0.754 1 0.000 0.36 9.81 7.6 0.60 0.046 13.05 0.75 0.077 0.099 103.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 4386.8 0.09 0.00001 37 0.754 1 0.000 0.85 9.81 7.6 0.31 0.046 6.76 1.45 0.148 0.099 199.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 4043.4 0.09 0.00000 37 0.754 1 0.000 0.36 166.17 531.9 10.16 0.046 220.98 0.75 0.005 0.408 424.6 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 4043.4 0.09 0.00001 37 0.754 1 0.000 0.85 166.17 531.9 5.26 0.046 114.43 1.45 0.009 0.408 819.8 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3920.8 0.09 0.00000 37 0.754 1 0.000 0.36 18.65 20.0 1.14 0.046 24.80 0.75 0.040 0.137 142.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 3920.8 0.09 0.00001 37 0.754 1 0.000 0.85 18.65 20.0 0.59 0.046 12.84 1.45 0.078 0.137 274.7 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3814.0 0.09 0.00000 37 0.754 1 0.000 0.36 15.88 15.7 0.97 0.046 21.12 0.75 0.047 0.126 131.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 3814.0 0.09 0.00001 37 0.754 1 0.000 0.85 15.88 15.7 0.50 0.046 10.94 1.45 0.091 0.126 253.4 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3786.1 0.09 0.00000 37 0.754 1 0.000 0.36 11.31 9.4 0.69 0.046 15.04 0.75 0.066 0.106 110.8 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 3786.1 0.09 0.00001 37 0.754 1 0.000 0.85 11.31 9.4 0.36 0.046 7.79 1.45 0.128 0.106 213.9 Rough Turbulent In Motion compare θc and θ Erodibility Index METHOD Shield's Method

1.042 0.0010 D50 C‐3 3758.3 0.09 0.00000 37 0.754 1 0.000 0.36 112.71 297.2 6.89 0.046 149.88 0.75 0.007 0.336 349.7 Rough Turbulent In Motion compare θc and θ

2.011 0.0020 D50 C‐4 3758.3 0.09 0.00001 37 0.754 1 0.000 0.85 112.71 297.2 3.57 0.046 77.62 1.45 0.013 0.336 675.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3684.5 0.09 0.00000 37 0.754 1 0.000 0.36 38.78 60.0 2.37 0.046 51.57 0.75 0.019 0.197 205.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 3684.5 0.09 0.00001 37 0.754 1 0.000 0.85 38.78 60.0 1.23 0.046 26.71 1.45 0.037 0.197 396.1 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3533.2 0.09 0.00000 37 0.754 1 0.000 0.36 37.14 56.2 2.27 0.046 49.39 0.75 0.020 0.193 200.7 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 3533.2 0.09 0.00001 37 0.754 1 0.000 0.85 37.14 56.2 1.18 0.046 25.58 1.45 0.039 0.193 387.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3301.4 0.09 0.00000 37 0.754 1 0.000 0.36 63.58 125.9 3.89 0.046 84.55 0.75 0.012 0.252 262.6 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 3301.4 0.09 0.00001 37 0.754 1 0.000 0.85 63.58 125.9 2.01 0.046 43.78 1.45 0.023 0.252 507.1 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 3036.8 0.09 0.00000 37 0.754 1 0.000 0.36 2.22 0.8 0.14 0.046 2.95 0.75 0.339 0.047 49.1 Smooth OR Transition In Motion compare θc and θ2.011 0.0020 D50 C‐4 3036.8 0.09 0.00001 37 0.754 1 0.000 0.85 2.22 0.8 0.07 0.046 1.53 1.45 0.654 0.047 94.8 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 2802.8 0.09 0.00000 37 0.754 1 0.000 0.36 74.51 159.7 4.56 0.046 99.09 0.75 0.010 0.273 284.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 2802.8 0.09 0.00001 37 0.754 1 0.000 0.85 74.51 159.7 2.36 0.046 51.31 1.45 0.019 0.273 549.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 2417.1 0.09 0.00000 37 0.754 1 0.000 0.36 77.89 170.7 4.76 0.046 103.58 0.75 0.010 0.279 290.7 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 2417.1 0.09 0.00001 37 0.754 1 0.000 0.85 77.89 170.7 2.47 0.046 53.64 1.45 0.019 0.279 561.3 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 2100.5 0.09 0.00000 37 0.754 1 0.000 0.36 31.02 42.9 1.90 0.046 41.25 0.75 0.024 0.176 183.4 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 2100.5 0.09 0.00001 37 0.754 1 0.000 0.85 31.02 42.9 0.98 0.046 21.36 1.45 0.047 0.176 354.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 1698.5 0.09 0.00000 37 0.754 1 0.000 0.36 31.79 44.5 1.94 0.046 42.28 0.75 0.024 0.178 185.7 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 1698.5 0.09 0.00001 37 0.754 1 0.000 0.85 31.79 44.5 1.01 0.046 21.89 1.45 0.046 0.178 358.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 1190.6 0.09 0.00000 37 0.754 1 0.000 0.36 123.66 341.5 7.56 0.046 164.45 0.75 0.006 0.352 366.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 1190.6 0.09 0.00001 37 0.754 1 0.000 0.85 123.66 341.5 3.92 0.046 85.16 1.45 0.012 0.352 707.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 483.1 0.09 0.00000 37 0.754 1 0.000 0.36 138.48 404.7 8.47 0.046 184.15 0.75 0.005 0.372 387.6 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 483.1 0.09 0.00001 37 0.754 1 0.000 0.85 138.48 404.7 4.39 0.046 95.36 1.45 0.010 0.372 748.4 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 58.6 0.09 0.00000 37 0.754 1 0.000 0.36 14.63 13.9 0.89 0.046 19.46 0.75 0.051 0.121 126.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 58.6 0.09 0.00001 37 0.754 1 0.000 0.85 14.63 13.9 0.46 0.046 10.07 1.45 0.099 0.121 243.3 Rough Turbulent In Motion compare θc and θ 279
Case 3: Existing Base Case, FIS 100‐year

1.042 0.0010 D50 C‐3 10505 0.09 0.00000 37 0.754 1 0.000 0.36 110.04 286.7 6.73 0.046 146.33 0.75 0.007 0.332 345.5 Rough Turbulent In Motion compare θc and θ

2.011 0.0020 D50 C‐4 10505.3 0.09 0.00001 37 0.754 1 0.000 0.85 110.04 286.7 3.49 0.046 75.78 1.45 0.013 0.332 667.2 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 9994 0.09 0.00000 37 0.754 1 0.000 0.36 168.93 545.3 10.33 0.046 224.65 0.75 0.004 0.411 428.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 9993.6 0.09 0.00001 37 0.754 1 0.000 0.85 168.93 545.3 5.35 0.046 116.33 1.45 0.009 0.411 826.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 9616.9 0.09 0.00000 37 0.754 1 0.000 0.36 102.65 258.3 6.28 0.046 136.51 0.75 0.007 0.320 333.7 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 9616.9 0.09 0.00001 37 0.754 1 0.000 0.85 102.65 258.3 3.25 0.046 70.69 1.45 0.014 0.320 644.4 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 2417.1 0.09 0.00000 37 0.754 1 0.000 0.36 147.63 445.4 9.03 0.046 196.32 0.75 0.005 0.384 400.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 2417.1 0.09 0.00001 37 0.754 1 0.000 0.85 147.63 445.4 4.68 0.046 101.67 1.45 0.010 0.384 772.8 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 2100.5 0.09 0.00000 37 0.754 1 0.000 0.36 89.24 209.4 5.46 0.046 118.67 0.75 0.008 0.299 311.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 2100.5 0.09 0.00001 37 0.754 1 0.000 0.85 89.24 209.4 2.83 0.046 61.46 1.45 0.016 0.299 600.8 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 1698.5 0.09 0.00000 37 0.754 1 0.000 0.36 150.45 458.3 9.20 0.046 200.07 0.75 0.005 0.388 404.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 1698.5 0.09 0.00001 37 0.754 1 0.000 0.85 150.45 458.3 4.77 0.046 103.61 1.45 0.010 0.388 780.1 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 1190.6 0.09 0.00000 37 0.754 1 0.000 0.36 31.27 43.4 1.91 0.046 41.58 0.75 0.024 0.177 184.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 1190.6 0.09 0.00001 37 0.754 1 0.000 0.85 31.27 43.4 0.99 0.046 21.53 1.45 0.046 0.177 355.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 483.1 0.09 0.00000 37 0.754 1 0.000 0.36 87.38 202.8 5.35 0.046 116.20 0.75 0.009 0.296 307.9 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 483.1 0.09 0.00001 37 0.754 1 0.000 0.85 87.38 202.8 2.77 0.046 60.17 1.45 0.017 0.296 594.5 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 58.6 0.09 0.00000 37 0.754 1 0.000 0.36 93.42 224.2 5.71 0.046 124.23 0.75 0.008 0.306 318.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 58.6 0.09 0.00001 37 0.754 1 0.000 0.85 93.42 224.2 2.96 0.046 64.33 1.45 0.016 0.306 614.7 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 34.04 49.3 2.08 0.046 45.27 0.75 0.022 0.184 192.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 34.04 49.3 1.08 0.046 23.44 1.45 0.043 0.184 371.1 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 99.96 248.2 6.11 0.046 132.93 0.75 0.008 0.316 329.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 99.96 248.2 3.17 0.046 68.84 1.45 0.015 0.316 635.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 208.18 745.9 12.73 0.046 276.84 0.75 0.004 0.456 475.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 208.18 745.9 6.59 0.046 143.36 1.45 0.007 0.456 917.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 2.88 1.2 0.18 0.046 3.83 0.75 0.261 0.054 55.9 Smooth OR Transition In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 2.88 1.2 0.09 0.046 1.98 1.45 0.504 0.054 107.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 375.65 1808.1 22.98 0.046 499.55 0.75 0.002 0.613 638.3 Rough Turbulent In Motion compare θc and θ Scour Analysis Ms = 0.09
Mitigated Kinematic viscosity 1.00E‐06 N‐s/m2Newhall Creek, Dockweiler Road Extension Factor in SP Equation 7.853 Particle
Size, d
(mm)
Particle
Size, d (m)
Particle %
Finer
Soil
Sample
No.

Hydraulic
Section
Ms Kb Friction angle (Φ) Kd Js Erod. Index Threshold stream power, Watt/ m2 Channel Shear Stress (N/m2) (τ) Stream power (W/m2) Shield's parameter, θ Critical Shield's paramter θc, (from Shields's Diagram) θ/θc Critical Shear Stress (τc) τc/τ Shear velocity, u* Particle Reynold's number Re* Flow condition Particle's condition Conditon Case 1: Existing Base Case, Capital Flood
201.7 0.2017 D50 C‐4 10505.3 0.09 8.21051 37 0.754 1 0.557 370.99 145.66 436.6 0.05 0.046 1.00 145.66 1.000 0.382 76994.6 Rough Turbulent In Motion compare θc and θ 387.1 0.3871 D50 C‐4 9993.6 0.09 57.99024 37 0.754 1 3.933 2792.76 279.47 1160.2 0.05 0.046 1.00 279.47 1.000 0.529 204622.1 Rough Turbulent In Motion compare θc and θ190.0 0.1900 D50 C‐4 9616.9 0.09 6.85838 37 0.754 1 0.465 342.75 137.18 399.0 0.05 0.046 1.00 137.18 1.000 0.370 70369.7 Rough Turbulent In Motion compare θc and θ326.4 0.3264 D50 C‐4 9229.1 0.09 34.76133 37 0.754 1 2.358 1902.57 235.64 898.3 0.05 0.046 1.00 235.64 1.000 0.485 158424.8 Rough Turbulent In Motion compare θc and θ154.1 0.1541 D50 C‐4 8608.5 0.09 3.66101 37 0.754 1 0.248 260.03 111.28 291.5 0.05 0.046 1.00 111.28 1.000 0.334 51413.3 Rough Turbulent In Motion compare θc and θ283.3 0.2833 D50 C‐4 8216.3 0.09 22.74110 37 0.754 1 1.542 1383.97 204.56 726.6 0.05 0.046 1.00 204.56 1.000 0.452 128138.9 Rough Turbulent In Motion compare θc and θ

51.3 0.0513 D50 C‐4 7954.5 0.09 0.13490 37 0.754 1 0.009 60.85 37.03 56.0 0.05 0.046 1.00 37.03 1.000 0.192 9869.2 Rough Turbulent In Motion compare θc and θ 133.9 0.1339 D50 C‐4 7636.5 0.09 2.39933 37 0.754 1 0.163 215.91 96.66 236.0 0.05 0.046 1.00 96.66 1.000 0.311 41621.7 Rough Turbulent In Motion compare θc and θ201.8 0.2018 D50 C‐4 7013.3 0.09 8.21728 37 0.754 1 0.557 371.12 145.70 436.7 0.05 0.046 1.00 145.70 1.000 0.382 77026.3 Rough Turbulent In Motion compare θc and θ138.2 0.1382 D50 C‐4 6540.3 0.09 2.63925 37 0.754 1 0.179 225.16 99.78 247.5 0.05 0.046 1.00 99.78 1.000 0.316 43653.1 Rough Turbulent In Motion compare θc and θ150.0 0.1500 D50 C‐4 6254.7 0.09 3.37657 37 0.754 1 0.229 250.94 108.32 280.0 0.05 0.046 1.00 108.32 1.000 0.329 49375.6 Rough Turbulent In Motion compare θc and θ262.4 0.2624 D50 C‐4 5959.2 0.09 18.05908 37 0.754 1 1.225 1164.23 189.43 647.5 0.05 0.046 1.00 189.43 1.000 0.435 114188.6 Rough Turbulent In Motion compare θc and θ

12.6 0.0126 D50 C‐4 5637.2 0.09 0.00198 37 0.754 1 0.000 9.50 9.07 6.8 0.05 0.046 1.00 9.07 1.000 0.095 1196.4 Rough Turbulent In Motion compare θc and θ 136.3 0.1363 D50 C‐4 5281.3 0.09 2.53202 37 0.754 1 0.172 221.09 98.41 242.4 0.05 0.046 1.00 98.41 1.000 0.314 42757.1 Rough Turbulent In Motion compare θc and θ233.7 0.2337 D50 C‐4 5061.8 0.09 12.77130 37 0.754 1 0.866 450.59 168.77 544.5 0.05 0.046 1.00 168.77 1.000 0.411 96026.8 Rough Turbulent In Motion compare θc and θ250.8 0.2508 D50 C‐4 4842.8 0.09 15.77730 37 0.754 1 1.070 1052.06 181.09 605.2 0.05 0.046 1.00 181.09 1.000 0.426 106731.2 Rough Turbulent In Motion compare θc and θ

50.2 0.0502 D50 C‐4 4650.0 0.09 0.12666 37 0.754 1 0.009 59.18 36.26 54.2 0.05 0.046 1.00 36.26 1.000 0.190 9562.9 Rough Turbulent In Motion compare θc and θ88.0 0.0880 D50 C‐4 4542.8 0.09 0.68154 37 0.754 1 0.046 124.10 63.54 125.8 0.05 0.046 1.00 63.54 1.000 0.252 22183.0 Rough Turbulent In Motion compare θc and θ13.6 0.0136 D50 C‐4 4386.8 0.09 0.00251 37 0.754 1 0.000 10.54 9.81 7.6 0.05 0.046 1.00 9.81 1.000 0.099 1345.7 Rough Turbulent In Motion compare θc and θ 230.1 0.2301 D50 C‐4 4043.4 0.09 12.19010 37 0.754 1 0.827 441.45 166.17 531.9 0.05 0.046 1.00 166.17 1.000 0.408 93816.4 Rough Turbulent In Motion compare θc and θ

25.8 0.0258 D50 C‐4 3920.8 0.09 0.01723 37 0.754 1 0.001 24.61 18.65 20.0 0.05 0.046 1.00 18.65 1.000 0.137 3527.5 Rough Turbulent In Motion compare θc and θ22.0 0.0220 D50 C‐4 3814.0 0.09 0.01064 37 0.754 1 0.001 19.90 15.88 15.7 0.05 0.046 1.00 15.88 1.000 0.126 2771.6 Rough Turbulent In Motion compare θc and θ15.7 0.0157 D50 C‐4 3786.1 0.09 0.00384 37 0.754 1 0.000 12.72 11.31 9.4 0.05 0.046 1.00 11.31 1.000 0.106 1665.9 Rough Turbulent In Motion compare θc and θ 156.1 0.1561 D50 C‐4 3758.3 0.09 3.80397 37 0.754 1 0.258 264.45 112.71 297.2 0.05 0.046 1.00 112.71 1.000 0.336 52407.5 Rough Turbulent In Motion compare θc and θ

53.7 0.0537 D50 C‐4 3684.5 0.09 0.15494 37 0.754 1 0.011 64.67 38.78 60.0 0.05 0.046 1.00 38.78 1.000 0.197 10577.0 Rough Turbulent In Motion compare θc and θ51.4 0.0514 D50 C‐4 3533.2 0.09 0.13611 37 0.754 1 0.009 61.09 37.14 56.2 0.05 0.046 1.00 37.14 1.000 0.193 9913.2 Rough Turbulent In Motion compare θc and θ88.1 0.0881 D50 C‐4 3301.4 0.09 0.68283 37 0.754 1 0.046 124.20 63.58 125.9 0.05 0.046 1.00 63.58 1.000 0.252 22204.0 Rough Turbulent In Motion compare θc and θ

3.1 0.0031 D50 C‐4 3036.8 0.09 0.00003 37 0.754 1 0.000 1.48 2.22 0.8 0.05 0.046 1.00 2.22 1.000 0.047 144.9 Rough Turbulent In Motion compare θc and θ 103.2 0.1032 D50 C‐4 2802.8 0.09 1.09899 37 0.754 1 0.075 153.14 74.51 159.7 0.05 0.046 1.00 74.51 1.000 0.273 28169.0 Rough Turbulent In Motion compare θc and θ107.9 0.1079 D50 C‐4 2417.1 0.09 1.25544 37 0.754 1 0.085 162.37 77.89 170.7 0.05 0.046 1.00 77.89 1.000 0.279 30107.3 Rough Turbulent In Motion compare θc and θ

43.0 0.0430 D50 C‐4 2100.5 0.09 0.07930 37 0.754 1 0.005 48.16 31.02 42.9 0.05 0.046 1.00 31.02 1.000 0.176 7566.8 Rough Turbulent In Motion compare θc and θ44.0 0.0440 D50 C‐4 1698.5 0.09 0.08535 37 0.754 1 0.006 49.75 31.79 44.5 0.05 0.046 1.00 31.79 1.000 0.178 7850.3 Rough Turbulent In Motion compare θc and θ 171.3 0.1713 D50 C‐4 1190.6 0.09 5.02385 37 0.754 1 0.341 298.88 123.66 341.5 0.05 0.046 1.00 123.66 1.000 0.352 60227.3 Rough Turbulent In Motion compare θc and θ191.8 0.1918 D50 C‐4 483.1 0.09 7.05522 37 0.754 1 0.478 347.04 138.48 404.7 0.05 0.046 1.00 138.48 1.000 0.372 71372.4 Rough Turbulent In Motion compare θc and θ

20.3 0.0203 D50 C‐4 58.6 0.09 0.00832 37 0.754 1 0.001 17.86 14.63 13.9 0.05 0.046 1.00 14.63 1.000 0.121 2450.8 Rough Turbulent In Motion compare θc and θ 1160
Case 3: Existing Base Case, FIS 100‐year
152.4 0.1524 D50 C‐4 10505.3 0.09 3.53998 37 0.754 1 0.240 256.21 110.04 286.7 0.05 0.046 1.00 110.04 1.000 0.332 50556.3 Rough Turbulent In Motion compare θc and θ 234.0 0.2340 D50 C‐4 9993.6 0.09 12.80766 37 0.754 1 0.869 451.15 168.93 545.3 0.05 0.046 1.00 168.93 1.000 0.411 96163.4 Rough Turbulent In Motion compare θc and θ142.2 0.1422 D50 C‐4 9616.9 0.09 2.87360 37 0.754 1 0.195 233.75 102.65 258.3 0.05 0.046 1.00 102.65 1.000 0.320 45550.0 Rough Turbulent In Motion compare θc and θ204.5 0.2045 D50 C‐4 9229.1 0.09 8.54817 37 0.754 1 0.580 377.63 147.63 445.4 0.05 0.046 1.00 147.63 1.000 0.384 78561.9 Rough Turbulent In Motion compare θc and θ123.6 0.1236 D50 C‐4 8608.5 0.09 1.88811 37 0.754 1 0.128 194.31 89.24 209.4 0.05 0.046 1.00 89.24 1.000 0.299 36922.3 Rough Turbulent In Motion compare θc and θ208.4 0.2084 D50 C‐4 8216.3 0.09 9.04744 37 0.754 1 0.614 387.18 150.45 458.3 0.05 0.046 1.00 150.45 1.000 0.388 80823.6 Rough Turbulent In Motion compare θc and θ

43.3 0.0433 D50 C‐4 7954.5 0.09 0.08123 37 0.754 1 0.006 48.68 31.27 43.4 0.05 0.046 1.00 31.27 1.000 0.177 7658.5 Rough Turbulent In Motion compare θc and θ 121.0 0.1210 D50 C‐4 7636.5 0.09 1.77250 37 0.754 1 0.120 188.98 87.38 202.8 0.05 0.046 1.00 87.38 1.000 0.296 35774.0 Rough Turbulent In Motion compare θc and θ129.4 0.1294 D50 C‐4 7013.3 0.09 2.16605 37 0.754 1 0.147 206.41 93.42 224.2 0.05 0.046 1.00 93.42 1.000 0.306 39546.6 Rough Turbulent In Motion compare θc and θ

47.1 0.0471 D50 C‐4 6540.3 0.09 0.10479 37 0.754 1 0.007 54.45 34.04 49.3 0.05 0.046 1.00 34.04 1.000 0.184 8698.3 Rough Turbulent In Motion compare θc and θ 138.4 0.1384 D50 C‐4 6254.7 0.09 2.65355 37 0.754 1 0.180 225.70 99.96 248.2 0.05 0.046 1.00 99.96 1.000 0.316 43771.3 Rough Turbulent In Motion compare θc and θ288.3 0.2883 D50 C‐4 5959.2 0.09 23.96991 37 0.754 1 1.626 1439.68 208.18 745.9 0.05 0.046 1.00 208.18 1.000 0.456 131555.3 Rough Turbulent In Motion compare θc and θ

4.0 0.0040 D50 C‐4 5637.2 0.09 0.00006 37 0.754 1 0.000 2.09 2.88 1.2 0.05 0.046 1.00 2.88 1.000 0.054 214.1 Rough Turbulent In Motion compare θc and θ 520.3 0.5203 D50 C‐4 5281.3 0.09 140.83140 37 0.754 1 9.551 5433.03 375.65 1808.1 0.05 0.046 1.00 375.65 1.000 0.613 318878.2 Rough Turbulent In Motion compare θc and θ138.2 0.1382 D50 C‐4 5061.8 0.09 2.64163 37 0.754 1 0.179 225.25 99.81 247.6 0.05 0.046 1.00 99.81 1.000 0.316 43672.8 Rough Turbulent In Motion compare θc and θ

60.7 0.0607 D50 C‐4 4842.8 0.09 0.22370 37 0.754 1 0.015 76.01 43.83 72.1 0.05 0.046 1.00 43.83 1.000 0.209 12708.9 Rough Turbulent In Motion compare θc and θ12.3 0.0123 D50 C‐4 4650.0 0.09 0.00188 37 0.754 1 0.000 9.28 8.91 6.6 0.05 0.046 1.00 8.91 1.000 0.094 1164.8 Rough Turbulent In Motion compare θc and θ11.0 0.0110 D50 C‐4 4542.8 0.09 0.00135 37 0.754 1 0.000 8.01 7.97 5.6 0.05 0.046 1.00 7.97 1.000 0.089 985.5 Rough Turbulent In Motion compare θc and θ 165.7 0.1657 D50 C‐4 4386.8 0.09 4.54737 37 0.754 1 0.308 286.06 119.62 324.9 0.05 0.046 1.00 119.62 1.000 0.346 57300.1 Rough Turbulent In Motion compare θc and θ

30.8 0.0308 D50 C‐4 4043.4 0.09 0.02915 37 0.754 1 0.002 31.01 22.22 26.0 0.05 0.046 1.00 22.22 1.000 0.149 4587.4 Rough Turbulent In Motion compare θc and θ 169.5 0.1695 D50 C‐4 3920.8 0.09 4.86826 37 0.754 1 0.330 294.77 122.37 336.2 0.05 0.046 1.00 122.37 1.000 0.350 59287.4 Rough Turbulent In Motion compare θc and θ

30.3 0.0303 D50 C‐4 3814.0 0.09 0.02783 37 0.754 1 0.002 30.38 21.88 25.4 0.05 0.046 1.00 21.88 1.000 0.148 4482.5 Rough Turbulent In Motion compare θc and θ Erodibility Index METHOD Shield's Method

35.0 0.0350 D50 C‐4 3786.1 0.09 0.04277 37 0.754 1 0.003 36.71 25.25 31.5 0.05 0.046 1.00 25.25 1.000 0.159 5557.0 Rough Turbulent In Motion compare θc and θ

35.7 0.0357 D50 C‐4 3758.3 0.09 0.04536 37 0.754 1 0.003 37.67 25.75 32.4 0.05 0.046 1.00 25.75 1.000 0.160 5722.9 Rough Turbulent In Motion compare θc and θ67.8 0.0678 D50 C‐4 3684.5 0.09 0.31123 37 0.754 1 0.021 87.90 48.93 85.0 0.05 0.046 1.00 48.93 1.000 0.221 14990.4 Rough Turbulent In Motion compare θc and θ90.3 0.0903 D50 C‐4 3533.2 0.09 0.73738 37 0.754 1 0.050 128.48 65.23 130.8 0.05 0.046 1.00 65.23 1.000 0.255 23073.9 Rough Turbulent In Motion compare θc and θ 387.6 0.3876 D50 C‐4 3301.4 0.09 58.22087 37 0.754 1 3.949 2801.09 279.84 1162.5 0.05 0.046 1.00 279.84 1.000 0.529 205028.6 Rough Turbulent In Motion compare θc and θ147.8 0.1478 D50 C‐4 3036.8 0.09 3.23005 37 0.754 1 0.219 246.09 106.73 273.8 0.05 0.046 1.00 106.73 1.000 0.327 48292.5 Rough Turbulent In Motion compare θc and θ243.3 0.2433 D50 C‐4 2802.8 0.09 14.40510 37 0.754 1 0.977 475.10 175.68 578.3 0.05 0.046 1.00 175.68 1.000 0.419 101984.3 Rough Turbulent In Motion compare θc and θ224.1 0.2241 D50 C‐4 2417.1 0.09 11.25343 37 0.754 1 0.763 426.19 161.80 511.1 0.05 0.046 1.00 161.80 1.000 0.402 90140.0 Rough Turbulent In Motion compare θc and θ304.2 0.3042 D50 C‐4 2100.5 0.09 28.13881 37 0.754 1 1.908 1623.67 219.61 808.2 0.05 0.046 1.00 219.61 1.000 0.469 142537.1 Rough Turbulent In Motion compare θc and θ335.5 0.3355 D50 C‐4 1698.5 0.09 37.77413 37 0.754 1 2.562 2024.95 242.26 936.4 0.05 0.046 1.00 242.26 1.000 0.492 165147.6 Rough Turbulent In Motion compare θc and θ198.3 0.1983 D50 C‐4 1190.6 0.09 7.79334 37 0.754 1 0.529 362.57 143.15 425.3 0.05 0.046 1.00 143.15 1.000 0.378 75013.0 Rough Turbulent In Motion compare θc and θ113.6 0.1136 D50 C‐4 483.1 0.09 1.46538 37 0.754 1 0.099 173.80 82.01 184.4 0.05 0.046 1.00 82.01 1.000 0.286 32527.4 Rough Turbulent In Motion compare θc and θ

13.9 0.0139 D50 C‐4 58.6 0.09 0.00269 37 0.754 1 0.000 10.87 10.04 7.9 0.05 0.046 1.00 10.04 1.000 0.100 1393.3 Rough Turbulent In Motion compare θc and θ

2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 375.65 1808.1 11.90 0.046 258.69 1.45 0.004 0.613 1232.7 Rough Turbulent In Motion compare θc and θ

1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 99.81 247.6 6.11 0.046 132.73 0.75 0.008 0.316 329.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 99.81 247.6 3.16 0.046 68.73 1.45 0.015 0.316 635.4 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 43.83 72.1 2.68 0.046 58.29 0.75 0.017 0.209 218.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 43.83 72.1 1.39 0.046 30.18 1.45 0.033 0.209 421.1 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 8.91 6.6 0.55 0.046 11.85 0.75 0.084 0.094 98.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 8.91 6.6 0.28 0.046 6.14 1.45 0.163 0.094 189.8 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 7.97 5.6 0.49 0.046 10.60 0.75 0.094 0.089 93.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 7.97 5.6 0.25 0.046 5.49 1.45 0.182 0.089 179.5 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 119.62 324.9 7.32 0.046 159.07 0.75 0.006 0.346 360.2 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 119.62 324.9 3.79 0.046 82.38 1.45 0.012 0.346 695.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 63.54 125.8 3.89 0.046 84.50 0.75 0.012 0.252 262.5 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 63.54 125.8 2.01 0.046 43.76 1.45 0.023 0.252 507.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 122.37 336.2 7.49 0.046 162.73 0.75 0.006 0.350 364.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 122.37 336.2 3.88 0.046 84.27 1.45 0.012 0.350 703.5 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 21.88 25.4 1.34 0.046 29.10 0.75 0.034 0.148 154.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 21.88 25.4 0.69 0.046 15.07 1.45 0.066 0.148 297.5 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 25.25 31.5 1.54 0.046 33.58 0.75 0.030 0.159 165.5 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 25.25 31.5 0.80 0.046 17.39 1.45 0.058 0.159 319.6 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 25.75 32.4 1.58 0.046 34.24 0.75 0.029 0.160 167.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 25.75 32.4 0.82 0.046 17.73 1.45 0.056 0.160 322.7 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 48.93 85.0 2.99 0.046 65.07 0.75 0.015 0.221 230.4 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 48.93 85.0 1.55 0.046 33.70 1.45 0.030 0.221 444.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 65.23 130.8 3.99 0.046 86.74 0.75 0.012 0.255 266.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 65.23 130.8 2.07 0.046 44.92 1.45 0.022 0.255 513.7 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 279.84 1162.5 17.12 0.046 372.14 0.75 0.003 0.529 551.0 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 279.84 1162.5 8.86 0.046 192.71 1.45 0.005 0.529 1063.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 106.73 273.8 6.53 0.046 141.93 0.75 0.007 0.327 340.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 106.73 273.8 3.38 0.046 73.50 1.45 0.014 0.327 657.1 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 175.68 578.3 10.75 0.046 233.62 0.75 0.004 0.419 436.5 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 175.68 578.3 5.57 0.046 120.98 1.45 0.008 0.419 843.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 161.80 511.1 9.90 0.046 215.17 0.75 0.005 0.402 418.9 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 161.80 511.1 5.13 0.046 111.42 1.45 0.009 0.402 809.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 219.61 808.2 13.43 0.046 292.04 0.75 0.003 0.469 488.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 219.61 808.2 6.96 0.046 151.23 1.45 0.007 0.469 942.5 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 242.26 936.4 14.82 0.046 322.16 0.75 0.003 0.492 512.6 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 242.26 936.4 7.67 0.046 166.83 1.45 0.006 0.492 989.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 143.15 425.3 8.76 0.046 190.36 0.75 0.005 0.378 394.1 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 143.15 425.3 4.53 0.046 98.58 1.45 0.010 0.378 760.9 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 82.01 184.4 5.02 0.046 109.06 0.75 0.009 0.286 298.3 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 82.01 184.4 2.60 0.046 56.48 1.45 0.018 0.286 576.0 Rough Turbulent In Motion compare θc and θ1.042 0.0010 D50 C‐3 0.0 0.09 0.00000 37 0.754 1 0.000 0.36 10.04 7.9 0.61 0.046 13.35 0.75 0.075 0.100 104.4 Rough Turbulent In Motion compare θc and θ2.011 0.0020 D50 C‐4 0.0 0.09 0.00001 37 0.754 1 0.000 0.85 10.04 7.9 0.32 0.046 6.91 1.45 0.145 0.100 201.5 Rough Turbulent In Motion compare θc and θ

Contraction Scour
Left Channel Right
Input Data
Average Depth (ft): 5.41 3.79
Approach Velocity (ft/s): 8.03 6.47
Br Average Depth (ft): 0.99 4.16 2.43
BR Opening Flow (cfs): 183.57 4438.28 4588.04
BR Top WD (ft): 74.01 145.10 417.93
Grain Size D50 (mm): 1.0 1.0 1.0
Approach Flow (cfs): 3087.12 6112.88
Approach Top WD (ft): 71.08 249.24
K1 Coefficient: 0.640 0.640
Results
Scour Depth Ys (ft): 0.52 0.00
Critical Velocity (ft/s): 2.20 2.08
Equation: Live Live
Pier Scour
All piers have the same scour depth
Input Data
Pier Shape: Square nose
Pier Width (ft): 2.00
Grain Size D50 (mm): 1.00000
Depth Upstream (ft): 5.93
Velocity Upstream (ft/s): 7.69
K1 Nose Shape: 1.00
Pier Angle:

Pier Length (ft): 30.00
K2 Angle Coef:

K3 Bed Cond Coef: 1.10
Grain Size D90 (mm): 8.50000
K4 Armouring Coef: 1.00
Set K1 value to 1.0 because angle > 5 degrees
Results
Scour Depth Ys (ft):

Froude #:

Equation: CSU equation
Abutment Scour
Left Right
Input Data
Station at Toe (ft): 282.00 428.88
Toe Sta at appr (ft): 227.65 371.54
Abutment Length (ft): 3.99 249.24
Depth at Toe (ft): 2.43 2.43
K1 Shape Coef: 1.00 - Vertical abutment
Degree of Skew (degrees): 90.00 90.00
K2 Skew Coef: 1.00 1.00
Projected Length L' (ft): 3.99 249.24
Avg Depth Obstructed Ya (ft): 5.41 3.79
Flow Obstructed Qe (cfs): 173.14 6112.88
Area Obstructed Ae (sq ft): 21.55 944.69
Results
Scour Depth Ys (ft): 13.37 12.97
Qe/Ae = Ve: 8.03 8.03
Froude #: 0.61 0.39
Equation: Froehlich HIRE
Combined Scour Depths
Pier Scour + Contraction Scour (ft):

Channel:

Left abutment scour + contraction scour (ft): 13.89
Right abutment scour + contraction scour (ft): 12.97
Contraction Scour
Left Channel Right
Input Data
Average Depth (ft): 1.23 5.51 0.92
Approach Velocity (ft/s): 4.00 16.15 2.05
Br Average Depth (ft): 6.32
BR Opening Flow (cfs): 9200.00
BR Top WD (ft): 114.04
Grain Size D50 (mm): 2 2 2
Approach Flow (cfs): 615.32 8582.71 1.96
Approach Top WD (ft): 125.39 96.48 1.04
K1 Coefficient: 0.640 0.690 0.640
Results
Scour Depth Ys (ft): 0.00
Critical Velocity (ft/s): 2.79
Equation: Live
Pier Scour
All piers have the same scour depth
Input Data
Pier Shape: Square nose
Pier Width (ft): 1.33
Grain Size D50 (mm): 2.00000
Depth Upstream (ft): 7.37
Velocity Upstream (ft/s): 7.58
K1 Nose Shape: 1.00
Pier Angle:

Pier Length (ft): 92.00
K2 Angle Coef:

K3 Bed Cond Coef: 1.10
Grain Size D90 (mm): 29.00000
K4 Armouring Coef: 1.00
Set K1 value to 1.0 because angle > 5 degrees
Results
Scour Depth Ys (ft):

Froude #:

Equation: CSU equation
Abutment Scour
Left Right
Input Data
Station at Toe (ft): 639.92 770.08
Toe Sta at appr (ft): 1876.92 1929.56
Abutment Length (ft): 147.31 22.96
Depth at Toe (ft): 8.21 8.22
K1 Shape Coef: 0.82 - Vert. with wing walls
Degree of Skew (degrees): 90.00 90.00
K2 Skew Coef: 1.00 1.00
Projected Length L' (ft): 147.31 22.96
Avg Depth Obstructed Ya (ft): 1.86 5.30
Flow Obstructed Qe (cfs): 2565.59 1952.22
Area Obstructed Ae (sq ft): 274.51 121.71
Results
Scour Depth Ys (ft): 27.32 26.30
Qe/Ae = Ve: 9.35 16.04
Froude #: 1.21 1.23
Equation: Froehlich Froehlich

COUNTERMEASURES

HY-8 Energy Dissipation Report
External Energy Dissipator
Parameter Value Units
Select Culvert and Flow
Crossing Dockweiler
Culvert Culvert 1
Flow 4640.00 cfs
Culvert Data
Culvert Width (including multiple
barrels)
100.0 ft
Culvert Height 8.0 ft
Outlet Depth 2.98 ft
Outlet Velocity 15.55 ft/s
Froude Number 1.59
Tailwater Depth 4.31 ft
Tailwater Velocity 12.16 ft/s
Tailwater Slope (SO) 0.0109
External Dissipator Data
External Dissipator Category Streambed Level Structures External Dissipator Type Riprap Basin
Restrictions
Froude Number <3
Input Data
Condition to be used to Compute
Basin Outlet Velocity
Envelope Curve
D50 of the Riprap Mixture
Note: Minimum HS/D50 = 2 is Obtained if
D50 = 0.754 ft
D50 of the Riprap Mixture 0.754 ft
DMax of the Riprap Mixture 2.000 ft
Results
Brink Depth 2.984 ft
Brink Velocity 15.551 ft/s
Depth (YE) 2.984 ft
Riprap Thickness 3.000 ft
Riprap Foreslope 4.0000 ft
Check HS/D50
Note: OK if HS/D50 > 2.0
HS/D50 2.008
HS/D50 Check HS/D50 is OK
Check HS/D50
Note: OK if 0.1 < D50/YE < 0.7
Check D50/YE 0.253
D50/YE Check D50/YE is OK
Basin Length (LB) 400.000 ft
Basin Width 366.667 ft
Apron Length 100.000 ft
Pool Length 300.000 ft
Pool Depth (HS) 1.514 ft
TW/YE 1.444
Tailwater Depth (TW) 4.307 ft
Average Velocity with TW 2.871 ft/s
Critical Depth (Yc) 1.702 ft
Average Velocity with Yc 7.367 ft/s
Downstream Riprap for High TW
Distance: 1 LB
Velocity 4.582 ft/s
Size 0.137 ft
Distance: 2 LB
Velocity 2.280 ft/s
Size 0.034 ft
Distance: 3 LB
Velocity 1.515 ft/s
Size 0.015 ft
Distance: 4 LB
Velocity 1.134 ft/s
Size 0.008 ft

REFERENCES
Project Number : 15006-00 Tested by RB Date 12-Feb-15
Project Name RIVERTECH, INC. Sampled by T.A Date 2/9/2015 Sample No. C-3 Depth/Elev. Location: NEWHALL CREEK
Sample Descriptions I Classification : GRAYISH BROWN POORLY GRADE SAND ( SP ) HYDROMETER ANALYSIS (ASTM STD HYDROMETER 152H)
Temp.(0
C) Hydro.Rdg.Cor. K Value Hygroscopic Moisture Wt.of Air Dry Sample, (g) - Wet Weight of Soil,(g) Wt.of Oven Dry Sample, (g) -
Dry Weight of Soil,(g) Material Passing Sieve No. 10
Moisture Content,(%)
Specific Gravity -.1 = 2.7 (Assumed) Correction Factor .. .,,!= 0.99 Elapsed Temp. %P L k UT Diameter
Date Time R' c R %P
Time(min) (oC) Corrected (cm) Value (cm/min) (mm)

0.25 0.50

1.00 I\~:
~f{f;\ 2.00

4.00 5.00 ~A_: 15.0

30.0 60.0
240.0
1440.0

SIEVE ANALYSIS
Sieve Weight Retained Cummulative Specification Total Wt. of Dry Soil,(g) 1037.50 Opening Individual Cummulative % % % Size (mm) (g) (g) Retained Passing Passing 3" 75.0 Moist Dry
2" 50.0 (+)#10 Sieve,(g) - -
1-1/2" 38.1 0 0.0 100.0 (-)#1 O Sieve,{g) - -
1" 25.0
3/4" 19.0 20.6 2.0 98.0 Sand & Gravel Particle Descriptions 1/2" 12.5 Shape Rounded x
3/8" 9.5 47.92 4.6 95.4 Angular
#4 4.75 94.95 9.2 90.8 Hard & Durable
#8 2.36 196.63 19.0 81.0 Hardness Soft
#10 2.00 Weathered & Friable x
#16 1.18 447.19 43.1 56.9
#30 0.600 747.31 72.0 28.0 D10 0.36 Dso 1.40
#50 0.300 973.8 93.9 6.1 D30 0.64
#100 0.150 1023.8 98.7 1.3 Coefficient of Uniformity, Cu 3.89 #200 0.075 1032.40 99.5 0.5 Coefficient of Curvature, Cc 0.81 Remarks :

KCGKLING 18008 Sky Park Circle, Suite 250 GRAIN - SIZE Consulting Irvine, Ca. 92614 :;; ~Group, Inc. Tel: (949) 797-6241 Fax: (949) 797-6260 ANALYSIS US STD. SIEVE OPENING IN INCHES US STD. SIEVE NUMBERS HYDROMETER COBBLES GRAVEL s A N D
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Project Number : 15006-00 Tested by RB Date 12-Feb-15
Project Name RIVERTECH, INC. Sampled by T.A Date 2/9/2015 Sample No. C-4 Depth/Elev. Location: NEWHALL CREEK
Sample Descriptions I Classification : GRAYISH BROWN POORLY GRADE SAND ( SP ) HYDROMETER ANALYSIS (ASTM STD HYDROMETER 152H)
Temp.(0
C) Hydro.Rdg.Cor. K Value Hygroscopic Moisture Wt.of Air Dry Sample, (g) - Wet Weight of Soil,(g) Wt.of Oven Dry Sample, (g) -
Dry Weight of Soil,(g) Material Passing Sieve No. 10
Moisture Content,(%)
Specific Gravity -1 = 2.7 (Assumed) Correction Factor - ... 1= 0.99 Elapsed Temp. %P L k ur Diameter
Date Time R' c R %P
Time(min) (oC) Corrected (cm) Value (cm/min) (mm)
• 0.25

0.50 1.00
~~=
~ft; 2.00

4.00 5.00

15.0 ~k_= 30.0

60.0 240.0
1440.0

SIEVE ANALYSIS
Sieve Weight Retained Cummulative Specification Total Wt. of Dry Soil,(g) 1210.30 Opening Individual Cummulative % % % Size (mm) (g) (g) Retained Passing Passing 3" 75.0 Moist Dry
2" 50.0 (+)#10 Sieve,(g) - -
1-1 /2" 38.1 0 0.0 100.0 (-)#10 Sieve,(g) - -
1" 25.0
3/4" 19.0 126.74 10.5 89.5 Sand & Gravel Particle Descriptions 1/2" 12.5 Shape Rounded x
3/8" 9.5 252.50 20.9 79.1 Angular
#4 4.75 386.00 31.9 68.1 Hard & Durable
#8 2.36 548.49 45.3 54.7 Hardness Soft
#10 2.00 Weathered & Friable x
#16 1.18 740.90 61.2 38.8
#30 0.600 931.20 76.9 23.1 D10 0.30 Dso 3.20
#50 0.300 1086.5 89.8 10.2 D3o 0.80
#100 0.150 1168.2 96.5 3.5 Coefficient of Uniformity.Cu 10.67 #200 0.075 1189.90 98.3 1.7 Coefficient of Curvature, Cc 0.67 Remarks
KcG1KLING 18008 Sky Park Circle, Suite 250 GRAIN - SIZE _ Consulting Irvine, Ca. 92614 ;:-- - ~Group, Inc. Tel: (949) 797-6241 Fax: (949) 797-6260 ANALYSIS US STD. SIEVE OPENING IN INCHES US STD. SIEVE NUMBERS HYDROMETER L_E S_: 1, 1111 co s~ :1 ~ E F~NE •• COARSi[. ME~IU~ N. 14-10 _1111 -=--=--=-F=-- IN_E _ _...,~1 .. 1---Sl-LT_ o _R_c_LA_v_

70.0 I I

60.0 ~ I I -+- t
so.o I

40.0 - I I
I I

30.0 10.0 I

10.00 1.00

GRAIN SIZE IN MILLIMETERS
0 0
~

0.10 I I I I
I I
I
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PROJECT NUMBER : 15006-00 PROJECT NAME : RIVERTECH, INC. ------------ SAMPLE NO.

C-4
--------
DEPTH
0 SYMBOL CLASSIFICATION

SP AYISH BROWN POORLY GRADE SA
18008 Sky Park Circle, Suite 250
Irvine, Ca. 92614
Tel: (949) 797-6241 Fax: (949) 797-6260
NAT.W% LL PL Pl
- - -

GRAIN - SIZE
CURVE

WATER RESOURCES DIVISION
HYDROLOGY SECTION Q-2229
INFORMATION REQUEST SUMMARY Date: 1/9/2013
Project Name: Newhall Channel
Project Location: From San Fernando Rd. and Lyons Av. to San Fernando Rd. and Sierra HWY.

T.G. Page:
4640
4641
Grid:

J1
A1-C3
Project Engineer: Marine’ Gaplandzhyan
Technical Review by: Peter Imaa PI
Information Requested: Hydrologic Data
Information Requested By: George Aintablian, Design Division, DPW, Tel. (626) 458-7959 Information To Be Used: Planning Purposes
Will Information Be Used In Any Litigation? Yes
No
Information Provided:

Location
Subarea
Area
(ac)
Total
Area
(ac)
Subarea
Q50-clear
(cfs)
Subarea
Q50-burned
(cfs)
Total
Q50-clear
(cfs)
Total
Q50-burned
(cfs)
439N
4 164 3,493 342 342 5,436 5,714
440N 142 3,635 315 315 5,679 5,957
442N 131 3,766 362 362 5,760 6,039
444N 111 3,877 266 266 5,719 5,993
458N 114 4,719 317 317 7,041 7,342
460N 102 4,822 244 244 7,021 7,321
462N 54 4,875 118 118 7,009 7,307
See attached map for locations.

Date Provided: 1/8/2013 via e-mail
References: 2003 Santa Clara River Hydrology Study.

Calculations, Comments, Etc...

The flow rates provided were calculated in 2003 using modified rational method hydrology. The information provided should be used for planning purposes.













 
 







 























 



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481X
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279D
367K
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391P
482X
322D
360K
384O
423S
365L
289F
274D
440N
324D
477V
355K
385O
282E
435R
475V
335D
442N
302G
303H
359K
329I
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369D
318D
292F
319D
452T
344D
363L
370M
458N
478W
445T
430R
342J
444N
381N
326D
496A
346D
362K
350D
473V
277D
291F
470U
421S
397N
287F
412Q
460N
309D
428R
425R
307G
310D
454T
437R
448T
333D
339D
427R
403Q
297D
313D
349D
417R
419R
337D
383N
450T
300G
407Q
420S
340J
377N
410Q
352D
316D
456T
494Y
484X
357K
399N
480W
286D
405Q
305H
464D
347D
281D
414Q
389N
315D
376N
402N
491A
400N
275D
379N
468U
393P
431R
371M
390P
462N
409Q
284E
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465D
296D
294F
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SOUTH FORK SCR SHEET 2 OF 2
MATCH
LIN

E - SEE
SHEET 1 O
F
2 N
W E
S
4000 0 4000
Feet
Lyons Avenue/Dockweiler Road Extension Project
Draft Environmental Impact Report
Appendix H
Noise Monitoring Worksheets
City of Santa Clarita Land Use Compatibility Guidelines for Noise Figure 4.8-1
Source: City of Santa Clarita Noise Element, 2011.

NORMALLY ACCEPTABLE
Specified land use is satisfactory, based upon the
assumption that any buildings involved are of
normal conventional construction, without any
special noise insulation requirements.

CONDITIONALLY ACCEPTABLE
New construction or development should be
undertaken only after a detailed analysis of the
noise reduction requirements is made and needed
noise insultaion features included in the design.

Conventional construction, but with closed
windows and fresh air supply systems or air
conditioning will normally suffice.

NORMALY UNACCEPTABLE
New construction or development should
generally be discouraged. If new construction
or development does proceed, a detailed
analysis of the noise reduction requirements
must be made and needed noise insullation
features included in the design. Sound walls,
window upgrades, and site design
modifications may be needed in order to
achieve City standards.

CLEARLY UNACCEPTABLE
New construction or development should
generally not be undertaken.

CONSIDERATIONS IN DETERMINATION OF NOISE-COMPATIBLE LAND USE A. NOISE EXPOSURE INFORMATION DESIRED
Where sufficient data exists, evaluate land use suitability with respect to a worst-case value of CNEL. Usually, a future projection of noise levels represents the worst-case. Existing and future noise contours for freeways, roadway, airport and railroads are provided in the Noise Element.

B. NOISE SOURCE CHARACTERISTICS
The land use-noise compatibility recommendations should be viewed in relation to the specific source of the noise. For example, aircraft and railroad noise is normally made up of higher single noise events than auto traffic but occurs less frequently. Therefore, different sources yielding the same composite noise exposure do not necessarily create the same noise environment. The State Aeronautics Act uses 65 dB CNEL as the criterion which airports must eventually meet to protect existing residential communities from unacceptable exposure to aircraft noise. In order to facilitate the purposes of the Act, one of which is to encoumge land uses compatible with the 65 dB CNEL criterion wherever possible, and in order to facilitate the ability of airports to comply with the Act, residential uses located in areas with an aircraft noise level greater than 65 CNEL should be discouraged and considered located within normally unacceptable areas.

C. SUITABLE INTERIOR ENVIRONMENTS
One objective of locating residential units relative to a known noise source is to maintain a suitable interior noise environment at no greater than 45 dB CNEL. This requirement, coupled with the measured or calculated noise reduction performance of the type of structure under consideration, should govern the minimum acceptable distance to a noise source.

D. ACCEPTABLE OUTDOOR ENVIRONMENTS
Another consideration, which in some communities is an overriding factor, is the desire for an acceptable outdoor noise environment. The acceptable outdoor noise level is 65 CNEL for rear yard areas, neighborhood parks, and pool recreation a reas at multi-family developments.

Residential - Low Density
Single Family, Duplex,
Mobil Homes
Residential -
Multi-Family
Transient Lodging -
Motels, Hotels
Schools, Libraries,
Churches, Hospitals,
Nursing Homes
Auditoriums, Concert
Halls, Amphitheaters
Sports Arena, Outdoor
Spectator Sports
Playgrounds,
Neighborhood Parks
Golf Courses, Riding
Stables, Water Recreation,
Cemeteries
Office Buildings, Business
Commercial and
Professional
Industrial, Manufacturing,
Utilities, Agriculture

LAND USE CATEGORY
Community Noise Exposure
CNEL, dB
Existing 2015 Roadway Noise.xls 6/8/17

OFF SITE TRAFFIC NOISE LEVELS
Project Name: Dockweiler Drive Extension
Background Information
Model Description: FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels.

Analysis Scenario(s): Existing (2015)
Source of Traffic Volumes: David Evans & Associates Inc, $XJXVW Community Noise Descriptor: Ldn: CNEL: X
Assumed 24-Hour Traffic Distribution: Day Evening Night Total Total ADT Volumes 77.70% 12.70% 9.60% 100%
Medium-Duty Trucks 87.43% 5.05% 7.52% 100%
Heavy-Duty Trucks 89.10% 2.84% 8.06% 100%
Traffic Noise Levels
Analysis Condition Peak Design Dist. from Barrier Vehicle Mix Peak Hour 24-Hour Roadway Name Median Hour ADT Speed Center to Alpha Attn. Medium Heavy dB(A) dB(A) Roadway Segment Land Use Lanes Width Volume Volume (mph) Receptor Factor dB(A) Trucks Trucks Leq CNEL Existing Traffic Volumes
1 Arch St. (between 13th St. and 12th St.) Commercial/Light Industrial 2 0 665 6,650 25 50 0 0 8.0% 2.0% 63.7 62.9 2 Railroad Ave. (between 13th St. and Lyons Ave.) Commercial 6 0 2,925 34,200 45 50 0 0 8.0% 2.0% 75.4 75.3 3 Lyons Ave. (between Newhall Ave. and Main St.) Commercial 6 0 1,675 21,000 35 50 0 0 8.0% 2.0% 70.8 71.0 4 Lyons Ave (between Main Street and Railroad Ave.) Commercial 6 0 1,195 11,950 35 50 0 0 8.0% 2.0% 69.3 68.5 5 Railroad Ave. (between Lyons Ave. and Market St.) Commercial 6 0 2,905 29,050 35 50 0 0 8.0% 2.0% 73.2 72.4 6 Railroad Ave. (between Market St. and Newhall Ave.) Commercial / Residential 6 0 2,345 25,800 35 50 0 0 8.0% 2.0% 72.2 71.9 7 Newhall Ave. (between Railroad Ave. and Race St.) Commercial / Residential 5 0 3,915 39,150 40 50 0 0 8.0% 2.0% 75.2 74.4 8 Newhall Ave. (between Race St. and Valle Del Oro) Commercial / Residential 6 0 3,927 43,200 40 50 0 0 8.0% 2.0% 75.6 75.3 9 Newhall Ave. (between Valle Del Oro and Sierra Hwy) Commercial / Residential 6 0 3,691 40,600 40 50 0 0 8.0% 2.0% 75.4 75.0 10 Sierra Hwy. (between Newhall Ave. and Dockweiler Dr.) Residential 4 0 1,527 16,800 50 50 0 0 8.0% 2.0% 72.9 72.6 11 Dockweiler Dr. (between Sierra Hwy. and Valle Del Oro) Residential 2 12 418 4,600 45 50 0 0 8.0% 2.0% 66.1 65.8 12 Dockweiler Dr. (between 12th St. and Lyons Ave.) Commercial / Residential NA NA NA NA NA NA 0 0 8.0% 2.0% NA NA 13 Dockweiler Dr. (between Lyons Ave. and Valle Del Oro) Residential /College Institution NA NA NA NA NA NA 0 0 8.0% 2.0% NA NA 14 Lyons Ave (between Railroad Ave. and Dockweiler Dr. Commercial/Light Industrial NA NA NA NA NA NA 0 0 8.0% 2.0% NA NA Future 2019 Without Project Roadway Noise.xls 6/8/17

OFF SITE TRAFFIC NOISE LEVELS
Project Name: Dockweiler Drive Extension
Background Information
Model Description: FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels.

Analysis Scenario(s): Future (2019) Without Project
Source of Traffic Volumes: David Evans & Associates Inc, $XJXVW Community Noise Descriptor: Ldn: CNEL: X
Assumed 24-Hour Traffic Distribution: Day Evening Night Total Total ADT Volumes 77.70% 12.70% 9.60% 100%
Medium-Duty Trucks 87.43% 5.05% 7.52% 100%
Heavy-Duty Trucks 89.10% 2.84% 8.06% 100%
Traffic Noise Levels
Analysis Condition Peak Design Dist. from Barrier Vehicle Mix Peak Hour 24-Hour Roadway Name Median Hour ADT Speed Center to Alpha Attn. Medium Heavy dB(A) dB(A) Roadway Segment Land Use Lanes Width Volume Volume (mph) Receptor Factor dB(A) Trucks Trucks Leq CNEL Future (2019) Traffic Volumes without Project
1 Arch St. (between 13th St. and 12th St.) Commercial/Light Industrial 2 0 800 8,800 25 50 0 0 8.0% 2.0% 64.5 64.1 2 Railroad Ave. (between 13th St. and Lyons Ave.) Commercial 6 0 3,009 33,100 45 50 0 0 8.0% 2.0% 75.6 75.2 3 Lyons Ave. (between Newhall Ave. and Main St.) Commercial 6 0 1,191 13,100 35 50 0 0 8.0% 2.0% 69.3 68.9 4 Lyons Ave (between Main Street and Railroad Ave.) Commercial 6 0 973 10,700 35 50 0 0 8.0% 2.0% 68.4 68.0 5 Railroad Ave. (between Lyons Ave. and Market St.) Commercial 6 0 2,564 28,200 35 50 0 0 8.0% 2.0% 72.6 72.2 6 Railroad Ave. (between Market St. and Newhall Ave.) Commercial / Residential 6 0 2,632 28,950 35 50 0 0 8.0% 2.0% 72.7 72.4 7 Newhall Ave. (between Railroad Ave. and Race St.) Commercial / Residential 5 0 4,436 48,800 40 50 0 0 8.0% 2.0% 75.8 75.4 8 Newhall Ave. (between Race St. and Valle Del Oro) Commercial / Residential 6 0 4,436 48,800 40 50 0 0 8.0% 2.0% 76.2 75.8 9 Newhall Ave. (between Valle Del Oro and Sierra Hwy) Commercial / Residential 6 0 3,618 39,800 40 50 0 0 8.0% 2.0% 75.3 74.9 10 Sierra Hwy. (between Newhall Ave. and Dockweiler Dr.) Residential 4 0 609 6,700 50 50 0 0 8.0% 2.0% 68.9 68.6 11 Dockweiler Dr. (between Sierra Hwy. and Valle Del Oro) Residential 2 12 391 4,300 45 50 0 0 8.0% 2.0% 65.8 65.5 12 Dockweiler Dr. (between 12th St. and Lyons Ave.) Commercial / Residential NA NA NA NA 25 50 0 0 8.0% 2.0% NA NA 13 Dockweiler Dr. (between Lyons Ave. and Valle Del Oro) Residential /College Institution NA NA NA NA 35 50 0 0 8.0% 2.0% NA NA 14 Lyons Ave (between Railroad Ave. and Dockweiler Dr. Commercial/Light Industrial NA NA NA NA 35 50 0 0 8.0% 2.0% NA NA Future 2019 With Project Roadway Noise.xls 6/8/17

OFF SITE TRAFFIC NOISE LEVELS
Project Name: Dockweiler Drive Extension
Background Information
Model Description: FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels.

Analysis Scenario(s): Future (2019) With Project
Source of Traffic Volumes: David Evans & Associates Inc, $XJXVW ommunity Noise Descriptor: Ldn: CNEL: X
Assumed 24-Hour Traffic Distribution: Day Evening Night Total Total ADT Volumes 77.70% 12.70% 9.60% 100%
Medium-Duty Trucks 87.43% 5.05% 7.52% 100%
Heavy-Duty Trucks 89.10% 2.84% 8.06% 100%
Traffic Noise Levels
Analysis Condition Peak Design Dist. from Barrier Vehicle Mix Peak Hour 24-Hour Roadway Name Median Hour ADT Speed Center to Alpha Attn. Medium Heavy dB(A) dB(A) Roadway Segment Land Use Lanes Width Volume Volume (mph) Receptor Factor dB(A) Trucks Trucks Leq CNEL Future (2019) Traffic Volumes with Project
1 Arch St. (between 13th St. and 12th St.) Commercial/Light Industrial 2 0 36 400 25 50 0 0 8.0% 2.0% 51.1 50.7 2 Railroad Ave. (between 13th St. and Lyons Ave.) Commercial 6 0 2,709 29,800 45 50 0 0 8.0% 2.0% 75.1 74.7 3 Lyons Ave. (between Newhall Ave. and Main St.) Commercial 6 0 1,300 14,300 35 50 0 0 8.0% 2.0% 69.7 69.3 4 Lyons Ave (between Main Street and Railroad Ave.) Commercial 6 0 1,100 12,100 35 50 0 0 8.0% 2.0% 68.9 68.6 5 Railroad Ave. (between Lyons Ave. and Market St.) Commercial 6 0 2,409 26,500 35 50 0 0 8.0% 2.0% 72.4 72.0 6 Railroad Ave. (between Market St. and Newhall Ave.) Commercial / Residential 6 0 2,473 27,200 35 50 0 0 8.0% 2.0% 72.5 72.1 7 Newhall Ave. (between Railroad Ave. and Race St.) Commercial / Residential 5 0 3,791 41,700 40 50 0 0 8.0% 2.0% 75.1 74.7 8 Newhall Ave. (between Race St. and Valle Del Oro) Commercial / Residential 6 0 3,791 41,700 40 50 0 0 8.0% 2.0% 75.5 75.1 9 Newhall Ave. (between Valle Del Oro and Sierra Hwy) Commercial / Residential 6 0 3,405 37,460 40 50 0 0 8.0% 2.0% 75.0 74.6 10 Sierra Hwy. (between Newhall Ave. and Dockweiler Dr.) Residential 4 0 591 6,500 50 50 0 0 8.0% 2.0% 68.8 68.4 11 Dockweiler Dr. (between Sierra Hwy. and Valle Del Oro) Residential 2 12 736 8,100 45 50 0 0 8.0% 2.0% 68.6 68.2 12 Dockweiler Dr. (between 12th St. and Lyons Ave.) Commercial / Residential 2 12 400 4,400 25 50 0 0 8.0% 2.0% 61.6 61.2 13 Dockweiler Dr. (between Lyons Ave. and Valle Del Oro) Residential /College Institution 3 12 382 4,200 35 50 0 0 8.0% 2.0% 63.7 63.3 14 Lyons Ave (between Railroad Ave. and Dockweiler Dr. Commercial/Light Industrial 4 0 727 8,000 35 50 0 0 8.0% 2.0% 66.5 66.1 Future 2035 Without Project Roadway Noise.xls 6/8/17

OFF SITE TRAFFIC NOISE LEVELS
Project Name: Dockweiler Drive Extension
Background Information
Model Description: FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels.

Analysis Scenario(s): Future (2035) Without Project
Source of Traffic Volumes: David Evans & Associates Inc,$XJLVW ommunity Noise Descriptor: Ldn: CNEL: X
Assumed 24-Hour Traffic Distribution: Day Evening Night Total Total ADT Volumes 77.70% 12.70% 9.60% 100%
Medium-Duty Trucks 87.43% 5.05% 7.52% 100%
Heavy-Duty Trucks 89.10% 2.84% 8.06% 100%
Traffic Noise Levels
Analysis Condition Peak Design Dist. from Barrier Vehicle Mix Peak Hour 24-Hour Roadway Name Median Hour ADT Speed Center to Alpha Attn. Medium Heavy dB(A) dB(A) Roadway Segment Land Use Lanes Width Volume Volume (mph) Receptor Factor dB(A) Trucks Trucks Leq CNEL Future (2035) Traffic Volumes without Project
1 Arch St. (between 13th St. and 12th St.) Commercial/Light Industrial 2 0 560 6,160 25 50 0 0 8.0% 2.0% 63.0 62.6 2 Railroad Ave. (between 13th St. and Lyons Ave.) Commercial 6 0 3,155 34,700 45 50 0 0 8.0% 2.0% 75.8 75.4 3 Lyons Ave. (between Newhall Ave. and Main St.) Commercial 6 0 1,509 16,600 35 50 0 0 8.0% 2.0% 70.3 69.9 4 Lyons Ave (between Main Street and Railroad Ave.) Commercial 6 0 1,245 13,700 35 50 0 0 8.0% 2.0% 69.5 69.1 5 Railroad Ave. (between Lyons Ave. and Market St.) Commercial 6 0 2,618 28,800 35 50 0 0 8.0% 2.0% 72.7 72.3 6 Railroad Ave. (between Market St. and Newhall Ave.) Commercial / Residential 6 0 2,618 28,800 35 50 0 0 8.0% 2.0% 72.7 72.3 7 Newhall Ave. (between Railroad Ave. and Race St.) Commercial / Residential 5 0 5,273 58,000 40 50 0 0 8.0% 2.0% 76.5 76.1 8 Newhall Ave. (between Race St. and Valle Del Oro) Commercial / Residential 6 0 5,273 58,000 40 50 0 0 8.0% 2.0% 76.9 76.5 9 Newhall Ave. (between Valle Del Oro and Sierra Hwy) Commercial / Residential 6 0 4,527 49,800 40 50 0 0 8.0% 2.0% 76.3 75.9 10 Sierra Hwy. (between Newhall Ave. and Dockweiler Dr.) Residential 4 0 1,182 13,000 50 50 0 0 8.0% 2.0% 71.8 71.5 11 Dockweiler Dr. (between Sierra Hwy. and Valle Del Oro) Residential 2 12 1,300 14,300 45 50 0 0 8.0% 2.0% 71.1 70.7 12 Dockweiler Dr. (between 12th St. and Lyons Ave.) Commercial / Residential NA NA NA NA 25 50 0 0 8.0% 2.0% NA NA 13 Dockweiler Dr. (between Lyons Ave. and Valle Del Oro) Residential /College Institution NA NA NA NA 35 50 0 0 8.0% 2.0% NA NA 14 Lyons Ave (between Railroad Ave. and Dockweiler Dr. Commercial/Light Industrial NA NA NA NA 35 50 0 0 8.0% 2.0% NA NA Future 2035 With Project Roadway Noise.xls 6/8/17

OFF SITE TRAFFIC NOISE LEVELS
Project Name: Dockweiler Drive Extension
Background Information
Model Description: FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels.

Analysis Scenario(s): Future (2035) With Project
Source of Traffic Volumes: David Evans & Associates Inc, August 2017 Community Noise Descriptor: Ldn: CNEL: X
Assumed 24-Hour Traffic Distribution: Day Evening Night Total Total ADT Volumes 77.70% 12.70% 9.60% 100%
Medium-Duty Trucks 87.43% 5.05% 7.52% 100%
Heavy-Duty Trucks 89.10% 2.84% 8.06% 100%
Traffic Noise Levels
Analysis Condition Peak Design Dist. from Barrier Vehicle Mix Peak Hour 24-Hour Roadway Name Median Hour ADT Speed Center to Alpha Attn. Medium Heavy dB(A) dB(A) Roadway Segment Land Use Lanes Width Volume Volume (mph) Receptor Factor dB(A) Trucks Trucks Leq CNEL Future (2035) Traffic Volumes with Project
1 Arch St. (between 13th St. and 12th St.) Commercial/Light Industrial 2 0 982 10,800 25 50 0 0 8.0% 2.0% 65.4 65.0 2 Railroad Ave. (between 13th St. and Lyons Ave.) Commercial 6 0 2,973 32,700 45 50 0 0 8.0% 2.0% 75.5 75.1 3 Lyons Ave. (between Newhall Ave. and Main St.) Commercial 6 0 2,518 27,700 35 50 0 0 8.0% 2.0% 72.5 72.2 4 Lyons Ave (between Main Street and Railroad Ave.) Commercial 6 0 2,418 26,600 35 50 0 0 8.0% 2.0% 72.4 72.0 5 Railroad Ave. (between Lyons Ave. and Market St.) Commercial 6 0 2,345 25,800 35 50 0 0 8.0% 2.0% 72.2 71.9 6 Railroad Ave. (between Market St. and Newhall Ave.) Commercial / Residential 6 0 2,245 24,700 35 50 0 0 8.0% 2.0% 72.0 71.7 7 Newhall Ave. (between Railroad Ave. and Race St.) Commercial / Residential 5 0 4,045 44,500 40 50 0 0 8.0% 2.0% 75.4 75.0 8 Newhall Ave. (between Race St. and Valle Del Oro) Commercial / Residential 6 0 4,045 44,500 40 50 0 0 8.0% 2.0% 75.8 75.4 9 Newhall Ave. (between Valle Del Oro and Sierra Hwy) Commercial / Residential 6 0 4,000 44,000 40 50 0 0 8.0% 2.0% 75.7 75.3 10 Sierra Hwy. (between Newhall Ave. and Dockweiler Dr.) Residential 4 0 891 9,800 50 50 0 0 8.0% 2.0% 70.6 70.2 11 Dockweiler Dr. (between Sierra Hwy. and Valle Del Oro) Residential 2 12 2,282 25,100 45 50 0 0 8.0% 2.0% 73.5 73.1 12 Dockweiler Dr. (between 12th St. and Lyons Ave.) Commercial / Residential 2 12 890 9,790 25 50 0 0 8.0% 2.0% 65.1 64.7 13 Dockweiler Dr. (between Lyons Ave. and Valle Del Oro) Residential /College Institution 3 12 1,664 18,300 35 50 0 0 8.0% 2.0% 70.1 69.7 14 Lyons Ave (between Railroad Ave. and Dockweiler Dr. Commercial/Light Industrial 4 0 2,627 28,900 35 50 0 0 8.0% 2.0% 72.1 71.7 June 13, 2017
Noise Monitoring Location 1A
Lyons Ave/Dockweiler Drive Extension Project
Summary
File Name on Meter 831_Data.020
Serial Number 0003748
Model Model 831
Firmware Version 2.311
User Elise Lorenzana
Job Description
Location 1A: On the east side of Railroad Avenue adjacent to Lyons Avenue Noise Sources: Construction trucks, delivery trucks, vehicles passing noise monitor Measurement
Description
Start 2017-06-13 11:30:08
Stop 2017-06-13 11:45:08
Duration 00:15:00.0
Run Time 00:15:00.0
Pause 00:00:00.0
Pre Calibration 2015-02-12 09:51:33
Post Calibration None
Calibration Deviation ---
Overall Settings
RMS Weight A Weighting
Peak Weight Z Weighting
Detector Slow
Preamp PRM831
Microphone Correction Off
Integration Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under Range Peak 75.7 72.7 77.7 dB
Under Range Limit 26.2 26.4 31.9 dB
Noise Floor 17.0 17.3 22.5 dB
Results
LAeq 74.8 dB
LAE 104.4 dB
EA 3.052 mPa²h
LZpeak (max) 2017-06-13 11:34:36 107.5 dB
LASmax 2017-06-13 11:34:37 92.0 dB
LASmin 2017-06-13 11:38:18 53.5 dB
SEA -99.9 dB
LAS > 65.0 dB (Exceedance Counts / Duration) 15 794.1 s LAS > 85.0 dB (Exceedance Counts / Duration) 2 9.1 s
LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00-22:00 Lden LDay 07:00-19:00

74.8 74.8 74.8 74.8
LCeq 79.2 dB
LAeq 74.8 dB
LCeq - LAeq 4.3 dB
LAIeq 76.8 dB
LAeq 74.8 dB
LAIeq - LAeq 2.0 dB
dB Time Stamp
Leq 74.8
LS(max) 92.0 2017/06/13 11:34:37
LF(max) 93.9 2017/06/13 11:34:36
LI(max) 94.2 2017/06/13 11:34:36
LS(min) 53.5 2017/06/13 11:38:18
LF(min) 52.6 2017/06/13 11:38:16
LI(min) 53.4 2017/06/13 11:38:17
LPeak(max) 106.1 2017/06/13 11:34:36
A
Source: Google Earth, 2015; Noise Measurements June 13, 2017 Figure 4.8-2
Noise Monitoring Location Map
5 4
1 RAILROAD AVENUE

LYONS AVENUE

MARKET STREET
ADE

N AVENU
E
12TH STREET

PLACERITA CANYON ROAD
THE

MASTERS

COLLEGE
(NOT A PART OF

PROJECT SITE)
Old Town
Newhall
Library
Noise Monitoring Locations
Project Site
Commercial Uses 500 Foot Radius
(Approximate)
Sensitive Receptors Including
Residential Uses to the east,
west and south of the Project Site
LEGEND:
#
N
0 250’ 500’
SCALE: APPROXIMATE
3 12TH STREET
13TH STREET 2
Location 3:
w/o Train

66.3 dB

49.7 dB

85.5 dB
w/ Train

65.7 dB

51.9 dB

82.1 dB
Leq:

Lmin:

Lmax:

Location 2:
w/o Train

65.4 dB

40.4 dB

87.5 dB
w/ Train

65.5 dB

43.2 dB

85.6 dB
Leq:

Lmin:

Lmax:

Location 1:
w/o Train

74.8 dB

53.5 dB

92.0 dB
w/ Train

74.8 dB

56.6 dB

86.1 dB
Leq:

Lmin:

Lmax:

Location 4:
w/o Train

60.5 dB

47.3 dB

78.9 dB
w/ Train

72.3 dB

48.1 dB

95.5 dB
Leq:

Lmin:

Lmax:

Location 5:
w/o Train

41.9 dB

35.7 dB

54.2 dB
w/ Train

47.0 dB

37.7 dB

63.4 dB
Leq:

Lmin:

Lmax:

June
13,
2017
Noise
Monitoring
Location
1A
Lyons
Ave/Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 79.7 dB
LAS10.00 78.3 dB
LAS33.30 74.0 dB
LAS50.00 70.9 dB
LAS66.60 68.0 dB
LAS90.00 63.2 dB

50.0 55.0

60.0 65.0

70.0 75.0

80.0 85.0

90.0 95.0

11:30
AM
11:31
AM
11:32
AM
11:33
AM
11:34
AM
11:35
AM
11:36
AM
11:37
AM
11:38
AM
11:39
AM
11:40
AM
11:41
AM
11:42
AM
11:43
AM
11:44
AM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
1A
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
1T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.021
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
1T:

On
the
west
side
of
Railroad
Avenue
adjacent
to
Lyons
Avenue
Noise
Sources:

Metrolink,
cars
passing
noise
monitor,
delivery
trucks
Measurement
Description
Start 2017-­‐06-­‐13

11:45:14
Stop 2017-­‐06-­‐13

12:00:14
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 74.8 dB
LAE 104.3 dB
EA 3.002 mPa²h
LZpeak
(max) 2017-­‐06-­‐13

11:57:17 107.4 dB
LASmax 2017-­‐06-­‐13

11:54:40 86.1 dB
LASmin 2017-­‐06-­‐13

11:48:37 56.6 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 17 833.6 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 1 1.8 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

74.8 74.8 74.8 74.8
LCeq 81.1 dB
LAeq 74.8 dB
LCeq
-­‐
LAeq 6.3 dB
LAIeq 76.7 dB
LAeq 74.8 dB
LAIeq
-­‐
LAeq 1.9 dB
dB

Time
Stamp
Leq 74.8
LS(max) 86.1
2017/06/13

11:54:40
LF(max) 88.4
2017/06/13

11:54:40
LI(max) 89.1
2017/06/13

11:54:40
LS(min) 56.6
2017/06/13

11:48:37
LF(min) 55.3
2017/06/13

11:47:44
LI(min) 56.0
2017/06/13

11:47:44
LPeak(max) 99.1
2017/06/13

11:57:26
A
June
13,
2017
Noise
Monitoring
Location
1T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 80.1 dB
LAS10.00 78.7 dB
LAS33.30 75.1 dB
LAS50.00 71.7 dB
LAS66.60 68.2 dB
LAS90.00 64.3 dB

55.0 60.0

65.0 70.0

75.0 80.0

85.0 90.0

11:45
AM
11:46
AM
11:47
AM
11:48
AM
11:49
AM
11:50
AM
11:51
AM
11:52
AM
11:53
AM
11:54
AM
11:55
AM
11:56
AM
11:57
AM
11:58
AM
11:59
AM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
1T
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
2A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.014
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
2A:

On
the
north
side
of
13th
Street,
250
ft
east
of
railroad
crossing
Noise
Sources:

Vehicles
and
delivery
trucks
passing
noise
monitor
Measurement
Description
Start 2017-­‐06-­‐13

09:39:32
Stop 2017-­‐06-­‐13

09:54:32
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2017-­‐06-­‐13

09:37:50
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 65.4 dB
LAE 94.9 dB
EA 344.928 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

09:40:40 111.8 dB
LASmax 2017-­‐06-­‐13

09:40:41 87.5 dB
LASmin 2017-­‐06-­‐13

09:47:27 40.4 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 41 180.0 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 1 3.1 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

65.4 65.4 65.4 65.4
LCeq 78.6 dB
LAeq 65.4 dB
LCeq
-­‐
LAeq 13.3 dB
LAIeq 67.2 dB
LAeq 65.4 dB
LAIeq
-­‐
LAeq 1.8 dB
dB

Time
Stamp
Leq 65.4
LS(max) 87.5
2017/06/13

9:40:41
LF(max) 89.1
2017/06/13

9:40:41
LI(max) 89.7
2017/06/13

9:40:41
LS(min) 40.4
2017/06/13

9:47:27
LF(min) 39.4
2017/06/13

9:47:25
LI(min) 40.3
2017/06/13

9:47:27
LPeak(max) 100.6
2017/06/13

9:40:40
A
June
13,
2017
Noise
Monitoring
Location
2A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 68.7 dB
LAS10.00 66.6 dB
LAS33.30 61.2 dB
LAS50.00 56.8 dB
LAS66.60 53.2 dB
LAS90.00 46.9 dB

40.0 45.0

50.0 55.0

60.0 65.0

70.0 75.0

80.0 85.0

90.0 9:39
AM
9:40
AM
9:41
AM
9:42
AM
9:43
AM
9:44
AM
9:45
AM
9:46
AM
9:47
AM
9:48
AM
9:49
AM
9:50
AM
9:51
AM
9:52
AM
9:53
AM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
2A
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
2T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.015
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
2T:

On
the
north
side
of
13th
Street,
250
ft
east
of
railroad
crossing
Noise
Sources:

Vehicles
passing
noise
monitor,
Metrolink,
railroad
crossing
alarms
Measurement
Description
Start 2017-­‐06-­‐13

09:55:13
Stop 2017-­‐06-­‐13

10:10:13
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 65.5 dB
LAE 95.1 dB
EA 358.066 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

09:56:10 103.9 dB
LASmax 2017-­‐06-­‐13

09:56:10 85.6 dB
LASmin 2017-­‐06-­‐13

10:00:41 43.2 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 37 300.7 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 1 1.0 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

65.5 65.5 65.5 65.5
LCeq 75.9 dB
LAeq 65.5 dB
LCeq
-­‐
LAeq 10.4 dB
LAIeq 68.5 dB
LAeq 65.5 dB
LAIeq
-­‐
LAeq 2.9 dB
dB

Time
Stamp
Leq 65.5
LS(max) 85.6
2017/06/13

9:56:10
LF(max) 90.0
2017/06/13

9:56:10
LI(max) 91.8
2017/06/13

9:56:10
LS(min) 43.2
2017/06/13

10:00:41
LF(min) 42.3
2017/06/13

10:00:40
LI(min) 42.7
2017/06/13

10:00:40
LPeak(max) 100.9
2017/06/13

9:56:10
A
June
13,
2017
Noise
Monitoring
Location
2T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 69.9 dB
LAS10.00 68.8 dB
LAS33.30 63.6 dB
LAS50.00 59.3 dB
LAS66.60 54.2 dB
LAS90.00 49.7 dB

40.0 45.0

50.0 55.0

60.0 65.0

70.0 75.0

80.0 85.0

90.0 9:55
AM
9:56
AM
9:57
AM
9:58
AM
9:59
AM
10:00
AM
10:01
AM
10:02
AM
10:03
AM
10:04
AM
10:05
AM
10:06
AM
10:07
AM
10:08
AM
10:09
AM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
2T
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
3A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.017
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
3A:

On
the
north
side
of
Lyons
Avenue
adjacent
to
Newhall
Library
Noise
Sources:

Ambulance,
vehicle
traffic,
delivery
trucks
Measurement
Description
Start 2017-­‐06-­‐13

10:18:31
Stop 2017-­‐06-­‐13

10:33:31
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 66.3 dB
LAE 95.8 dB
EA 426.519 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

10:29:22 108.3 dB
LASmax 2017-­‐06-­‐13

10:29:23 85.5 dB
LASmin 2017-­‐06-­‐13

10:22:56 49.7 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 38 354.7 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 1 1.5 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

66.3 66.3 66.3 66.3
LCeq 77.2 dB
LAeq 66.3 dB
LCeq
-­‐
LAeq 10.9 dB
LAIeq 68.7 dB
LAeq 66.3 dB
LAIeq
-­‐
LAeq 2.4 dB
dB

Time
Stamp
Leq 66.3
LS(max) 85.5
2017/06/13

10:29:23
LF(max) 89.0
2017/06/13

10:29:22
LI(max) 89.9
2017/06/13

10:29:22
LS(min) 49.7
2017/06/13

10:22:56
LF(min) 49.1
2017/06/13

10:22:56
LI(min) 49.3
2017/06/13

10:22:56
LPeak(max) 95.4
2017/06/13

10:29:22
A
June
13,
2017
Noise
Monitoring
Location
3A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 70.9 dB
LAS10.00 68.7 dB
LAS33.30 64.6 dB
LAS50.00 62.4 dB
LAS66.60 59.9 dB
LAS90.00 55.8 dB

45.0 50.0

55.0 60.0

65.0 70.0

75.0 80.0

85.0 90.0

10:18
AM
10:19
AM
10:20
AM
10:21
AM
10:22
AM
10:23
AM
10:24
AM
10:25
AM
10:26
AM
10:27
AM
10:28
AM
10:29
AM
10:30
AM
10:31
AM
10:32
AM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
3A
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
3T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.018
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location

3T:

On
the
north
side
of
Lyons
Avenue
adjacent
to
Newhall
Library
Noise
Sources:

Traffic
on
Lyons
Avenue
and
Railroad
Avenue;
Metrolink
Measurement
Description
Start 2017-­‐06-­‐13

10:33:45
Stop 2017-­‐06-­‐13

10:48:45
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 65.7 dB
LAE 95.2 dB
EA 369.842 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

10:40:56 100.1 dB
LASmax 2017-­‐06-­‐13

10:45:12 82.1 dB
LASmin 2017-­‐06-­‐13

10:35:09 51.9 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 30 257.4 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

65.7 65.7 65.7 65.7
LCeq 76.4 dB
LAeq 65.7 dB
LCeq
-­‐
LAeq 10.7 dB
LAIeq 67.4 dB
LAeq 65.7 dB
LAIeq
-­‐
LAeq 1.7 dB
dB

Time
Stamp
Leq 65.7
LS(max) 82.1
2017/06/13

10:45:12
LF(max) 84.4
2017/06/13

10:45:12
LI(max) 85.6
2017/06/13

10:45:11
LS(min) 51.9
2017/06/13

10:35:09
LF(min) 50.6
2017/06/13

10:35:06
LI(min) 51.7
2017/06/13

10:35:06
LPeak(max) 95.4
2017/06/13

10:45:12
A
June
13,
2017
Noise
Monitoring
Location
3T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 71.6 dB
LAS10.00 68.4 dB
LAS33.30 63.6 dB
LAS50.00 61.7 dB
LAS66.60 59.6 dB
LAS90.00 56.2 dB

50.0 55.0

60.0 65.0

70.0 75.0

80.0 85.0

10:33
AM
10:34
AM
10:35
AM
10:36
AM
10:37
AM
10:38
AM
10:39
AM
10:40
AM
10:41
AM
10:42
AM
10:43
AM
10:44
AM
10:45
AM
10:46
AM
10:47
AM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
3T
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
4A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.027
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
4A:

On
the
north
side
of
Market
St.,
approx.
250
ft
east
of
railroad
crossing
Noise
Sources:

Cars
speeding,
residential
activity,
light
vehicle
traffic
Measurement
Description
Start 2017-­‐06-­‐13

13:34:08
Stop 2017-­‐06-­‐13

13:49:08
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 60.5 dB
LAE 90.1 dB
EA 112.426 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

13:40:43 105.1 dB
LASmax 2017-­‐06-­‐13

13:45:36 78.9 dB
LASmin 2017-­‐06-­‐13

13:38:56 47.3 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 12 66.9 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

60.5 60.5 60.5 60.5
LCeq 69.6 dB
LAeq 60.5 dB
LCeq
-­‐
LAeq 9.1 dB
LAIeq 64.8 dB
LAeq 60.5 dB
LAIeq
-­‐
LAeq 4.3 dB
dB

Time
Stamp
Leq 60.5
LS(max) 78.9
2017/06/13

13:45:36
LF(max) 82.2
2017/06/13

13:46:32
LI(max) 84.8
2017/06/13

13:46:32
LS(min) 47.3
2017/06/13

13:38:56
LF(min) 46.6
2017/06/13

13:39:04
LI(min) 47.1
2017/06/13

13:38:55
LPeak(max) 96.8
2017/06/13

13:34:38
A
June
13,
2017
Noise
Monitoring
Location
4A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 66.2 dB
LAS10.00 62.0 dB
LAS33.30 55.4 dB
LAS50.00 53.5 dB
LAS66.60 52.2 dB
LAS90.00 50.0 dB

45.0 50.0

55.0 60.0

65.0 70.0

75.0 80.0

1:34
PM
1:35
PM
1:36
PM
1:37
PM
1:38
PM
1:39
PM
1:40
PM
1:41
PM
1:42
PM
1:43
PM
1:44
PM
1:45
PM
1:46
PM
1:47
PM
1:48
PM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
4A
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
4T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.028
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
4T:

On
the
north
side
of
Market
St.,
approx.
250
ft
east
of
railroad
crossing
Measurement
Description
Start 2017-­‐06-­‐13

13:55:16
Stop 2017-­‐06-­‐13

14:10:16
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 72.3 dB
LAE 101.8 dB
EA 1.683 mPa²h
LZpeak
(max) 2017-­‐06-­‐13

14:02:39 109.4 dB
LASmax 2017-­‐06-­‐13

14:02:41 95.5 dB
LASmin 2017-­‐06-­‐13

14:08:14 48.1 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 15 106.6 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 1 7.7 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

72.3 72.3 72.3 72.3
LCeq 76.8 dB
LAeq 72.3 dB
LCeq
-­‐
LAeq 4.5 dB
LAIeq 74.8 dB
LAeq 72.3 dB
LAIeq
-­‐
LAeq 2.5 dB
dB

Time
Stamp
Leq 72.3
LS(max) 95.5
2017/06/13

14:02:41
LF(max) 97.3
2017/06/13

14:02:41
LI(max) 97.8
2017/06/13

14:02:41
LS(min) 48.1
2017/06/13

14:08:14
LF(min) 46.6
2017/06/13

14:08:13
LI(min) 47.6
2017/06/13

14:08:28
LPeak(max) 106.5
2017/06/13

14:02:37
A
Noise
Sources:

Metrolink,
railroad
crossings
bells,
cars
speeding,
residential
activity,

light
vehicle
traffic
June
13,
2017
Noise
Monitoring
Location
4T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 68.7 dB
LAS10.00 65.0 dB
LAS33.30 58.3 dB
LAS50.00 55.0 dB
LAS66.60 53.3 dB
LAS90.00 51.0 dB

45.0 55.0

65.0 75.0

85.0 95.0

1:55
PM
1:56
PM
1:57
PM
1:58
PM
1:59
PM
2:00
PM
2:01
PM
2:02
PM
2:03
PM
2:04
PM
2:05
PM
2:06
PM
2:07
PM
2:08
PM
2:09
PM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Locaaon
4T
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
5A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.024
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User Elise
Lorenzana
Job
Description
Location
5A:

On
the
west
side
of
Aden
Ave.,
south
of
Placerita
Cyn
Rd.

Noise
Sources:

Wind
chimes,
dog
barking
Measurement
Description
Start 2017-­‐06-­‐13

12:38:50
Stop 2017-­‐06-­‐13

12:53:50
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 41.9 dB
LAE 71.5 dB
EA 1.563 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

12:47:12 98.8 dB
LASmax 2017-­‐06-­‐13

12:52:36 54.2 dB
LASmin 2017-­‐06-­‐13

12:42:49 35.7 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

41.9 41.9 41.9 41.9
LCeq 57.8 dB
LAeq 41.9 dB
LCeq
-­‐
LAeq 15.9 dB
LAIeq 47.1 dB
LAeq 41.9 dB
LAIeq
-­‐
LAeq 5.1 dB
dB

Time
Stamp
Leq 41.9
LS(max) 54.2
2017/06/13

12:52:36
LF(max) 61.9
2017/06/13

12:52:36
LI(max) 66.6
2017/06/13

12:52:36
LS(min) 35.7
2017/06/13

12:42:49
LF(min) 35.1
2017/06/13

12:42:47
LI(min) 35.6
2017/06/13

12:42:45
LPeak(max) 85.6
2017/06/13

12:39:41
A
June
13,
2017
Noise
Monitoring
Location
5A
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 46.3 dB
LAS10.00 44.3 dB
LAS33.30 41.3 dB
LAS50.00 40.3 dB
LAS66.60 39.4 dB
LAS90.00 37.6 dB

35.0 40.0

45.0 50.0

55.0 12:38
PM
12:39
PM
12:40
PM
12:41
PM
12:42
PM
12:43
PM
12:44
PM
12:45
PM
12:46
PM
12:47
PM
12:48
PM
12:49
PM
12:50
PM
12:51
PM
12:52
PM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
5A
Noise
Levels

June
13,
2017
Noise
Monitoring
Location
5T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Summary
File
Name
on
Meter 831_Data.025
Serial
Number 0003748
Model Model
831
Firmware
Version 2.311
User
Job
Description
Location
5T:

On
the
west
side
of
Aden
Ave.,
south
of
Placerita
Cyn
Rd.

Noise
Sources:

Metrolink,
train
horns,
wind
chimes,
dog
barking
Measurement
Description
Start 2017-­‐06-­‐13

12:54:12
Stop 2017-­‐06-­‐13

13:09:12
Duration 00:15:00.0
Run
Time 00:15:00.0
Pause 00:00:00.0
Pre
Calibration 2015-­‐02-­‐12

09:51:33
Post
Calibration None
Calibration
Deviation -­‐-­‐-­‐
Overall
Settings
RMS
Weight A
Weighting
Peak
Weight Z
Weighting
Detector Slow
Preamp PRM831
Microphone
Correction Off
Integration
Method Linear
Gain 0.0 dB
Overload 143.3 dB
A C Z
Under
Range
Peak 75.7 72.7 77.7 dB
Under
Range
Limit 26.2 26.4 31.9 dB
Noise
Floor 17.0 17.3 22.5 dB
Results
LAeq 47.0 dB
LAE 76.6 dB
EA 5.024 µPa²h
LZpeak
(max) 2017-­‐06-­‐13

13:02:54 99.1 dB
LASmax 2017-­‐06-­‐13

12:54:19 63.4 dB
LASmin 2017-­‐06-­‐13

13:07:41 37.7 dB
SEA -­‐99.9 dB
LAS
>

65.0 dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LAS
>

85.0 dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
135.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
137.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
LZpeak
>
140.0
dB
(Exceedance
Counts
/
Duration) 0 0.0 s
Community
Noise Ldn LDay
07:00-­‐22:00 Lden LDay
07:00-­‐19:00

47.0 47.0 47.0 47.0
LCeq 59.4 dB
LAeq 47.0 dB
LCeq
-­‐
LAeq 12.4 dB
LAIeq 50.2 dB
LAeq 47.0 dB
LAIeq
-­‐
LAeq 3.2 dB
dB

Time
Stamp
Leq 47.0
LS(max) 63.4
2017/06/13

12:54:19
LF(max) 65.2
2017/06/13

12:54:18
LI(max) 67.7
2017/06/13

12:55:28
LS(min) 37.7
2017/06/13

13:07:41
LF(min) 36.8
2017/06/13

13:07:40
LI(min) 37.4
2017/06/13

13:07:41
LPeak(max) 81.3
2017/06/13

12:55:28
A
June
13,
2017
Noise
Monitoring
Location
5T
Lyons
Ave.
/
Dockweiler
Drive
Extension
Project
Statistics
LAS5.00 50.7 dB
LAS10.00 48.3 dB
LAS33.30 44.4 dB
LAS50.00 42.9 dB
LAS66.60 41.3 dB
LAS90.00 39.6 dB

35.0 40.0

45.0 50.0

55.0 60.0

65.0 12:54
PM
12:55
PM
12:56
PM
12:57
PM
12:58
PM
12:59
PM
1:00
PM
1:01
PM
1:02
PM
1:03
PM
1:04
PM
1:05
PM
1:06
PM
1:07
PM
1:08
PM

Noise
Levels

Leq
(1s)
dB

Time
History
(15
Minutes)

Loca`on
5T
Noise
Levels

Lyons Avenue/Dockweiler Road Extension Project
Draft Environmental Impact Report
Appendix I
Traffic Impact Study
N
Street
00 780-1947
4500

5.4501
ARITA
eld Court
50 91355-1096
7400

4.7401
ULA
on Avenue
30 2590-3745
9300
4-9301
ILLE
Avenue
01 9100

4.9101

UPDATED REPORT
August 8, 2017

DOCKWEILER DRIVE

ALIGNMENT PROJECT

SANTA CLARITA, CA
PREPARED FOR:

CITY OF SANTA CLARITA
Prepared by:

LOS ANGELES
145 S. Spring Street
Suite 120
Los Angeles, CA 90012
213.785.7887

ONTARIO
4200 Concours, Suite 150
Ontario, CA 91764
(909) 481-5750

SAN DIEGO
600 B Street, Suite 1600
San Diego, CA 92101
(619) 400-0600

SANTA BARBARA
1114 State Street, Suite 316
Santa Barbara, CA 93101
(805) 962-8590

SANTA CLARITA
25152 Springfield Court
Suite 350
Santa Clarita, CA 91355-1096
661.284.7400
Fax 661.284.7401

TEMECULA
41951 Remington Avenue
Suite 130
Temecula, CA 92590-3745
951.294.9300
Fax: 951.294-9301
TUSTIN
17782 17th Street
Suite 200
Tustin, CA 92780-1947
714.665.4500
Fax:
714.665.4501

VICTORVILLE
14297 Cajon Avenue
Suite 101
760.524.9100
Fax 760.524.9101
www.deainc.com
i
August 8, 2017 Job No. SCLA0000-0004
Mike Hennawy,
Senior Engineer
City of Santa Clarita
RE: DRAFT REPORT - TRAFFIC IMPACT ANLYSIS – DOCKWEILER DRIVE ALIGNMENT PROJECT - Santa Clarita, California
Dear Mr. Hennawy;
David Evans and Associates, Inc. is pleased to submit this Traffic Impact Analysis report for the proposed Dockweiler Drive Alignment project located in the City of Santa Clarita. The Dockweiler Drive Alignment project is intended to serve as a major east-west corridor link segment in the area and to facilitate access to existing and planned development. Construction of this link is anticipated to reduce "cross valley" trip lengths and travel times, provide an alternate travel route, support a multi-modal transportation network by reducing bus travel times in the City and by providing the opportunity for increased bike and pedestrian traffic.

The Dockweiler Drive Alignment project analysis consists of a No Build Condition, Proposed Project, and two (2) Alternatives.

The report examines the traffic impacts specifically for the No Build Condition, the Proposed Project, and two (2) Alternatives. The report also addresses the impacts of overall growth within the area to represent utilization of the proposed Dockweiler Drive Alignment Alternative. This expansion is considered in the North Newhall Specific Plan and The Master’s College Master Plan Traffic Impact Analysis. This report should satisfy the approval requirements for the City of Santa Clarita Traffic Division.

We are pleased to have been of assistance to you in processing and obtaining approval for the project. If you have any questions or comments, please feel free to contact me at 760-524-9115.

Respectfully submitted,
David Evans and Associates, Inc.

Robert A. Kilpatrick, P.E., T.E.

Senior Project Manager / Senior Associate
ii

TABLE OF CONTENTS
1 INTRODUCTION ................................................................................................................ 1 City Circulation Plan..................................................................................................... 1 Design Alternatives ...................................................................................................... 5 Proposed Project ................................................................................................................ 5 Alternative 1........................................................................................................................ 5 Alternative 2........................................................................................................................ 5 2 EXISTING CONDITION ...................................................................................................... 9 Existing Street System........................................................................................................ 9 Existing Traffic Volumes.....................................................................................................10 Capacity Analysis Methodologies.......................................................................................13 Existing Traffic Analysis ..............................................................................................14 3 PROJECT CONDITION – YEAR 2019...............................................................................16 Project Year 2019 Traffic Analysis .....................................................................................16 No- Build Condition.....................................................................................................16 Proposed Project Condition ........................................................................................21 Alternative 1 Condition................................................................................................26 Alternative 2 Condition................................................................................................31 4 FUTURE CONDITION – YEAR 2035.................................................................................36 Future Year 2035 Traffic Analysis ......................................................................................36 No- Build Condition.....................................................................................................36 Proposed Project Condition ........................................................................................41 Alternative 1 Condition................................................................................................46 Alternative 2 Condition................................................................................................51 5 RAILROAD CROSSING ANALYSIS ..................................................................................56 6 BICYCLE AND PEDESTRIAN FACILITIES........................................................................58 7 PROJECT IMPACT, MITIGATION, AND SUMMARY.........................................................60 Proposed Project ........................................................................................................60 Year 2019 Project Mitigations ............................................................................................60 Year 2019 Regional Mitigations .........................................................................................61 Year 2035 Project Mitigations ............................................................................................62 Year 2035 Regional Mitigations .........................................................................................62 Alternative 1................................................................................................................63 Year 2019 Project Mitigations ............................................................................................63 Year 2019 Regional Mitigations .........................................................................................63 Year 2035 Project Mitigations ............................................................................................64 Year 2035 Regional Mitigations .........................................................................................64 Alternative 2................................................................................................................65 Year 2019 Project Mitigations ............................................................................................65 Year 2019 Regional Mitigations .........................................................................................65 Year 2035 Project Mitigations ............................................................................................66 Year 2035 Regional Mitigations .........................................................................................66 8 APPENDIX.........................................................................................................................68 iii

TABLE OF FIGURES
Figure 1-1: Vicinity Map ............................................................................................................. 2 Figure 1-2: Santa Clarita Valley Circulation Plan........................................................................ 3 Figure 1-3: Santa Clarita Valley Bicycle Master Plan ................................................................. 4 Figure 1-4: Proposed Project ..................................................................................................... 6 Figure 1-5: Alternative 1............................................................................................................. 7 Figure 1-6: Alternative 2............................................................................................................. 8 Figure 2-1: Existing Study Intersections ....................................................................................11 Figure 2-2: Existing Peak Hour Traffic Volumes ........................................................................12 Figure 2-3: Existing Geometrics ................................................................................................15 Figure 3-1: Project Year 2019 No-Build Study Intersections......................................................17 Figure 3-2: Project Year 2019 No-Build Traffic Volumes ...........................................................18 Figure 3-3: Project Year 2019 No-Build Geometrics..................................................................20 Figure 3-4: Project Year 2019 Proposed Project Study Intersections ........................................22 Figure 3-5: Project Year 2019 Proposed Project Traffic Volumes..............................................23 Figure 3-6: Project Year 2019 Proposed Project Geometrics ....................................................25 Figure 3-7: Project Year 2019 Alternative 1 Study Intersections................................................27 Figure 3-8: Project Year 2019 Alternative 1 Traffic Volumes .....................................................28 Figure 3-9: Project Year 2019 Alternative 1 Geometrics............................................................30 Figure 3-10: Project Year 2019 Alternative 2 Study Intersections..............................................32 Figure 3-11: Project Year 2019 Alternative 2 Traffic Volumes ...................................................33 Figure 3-12: Project Year 2019 Alternative 2 Geometrics..........................................................35 Figure 4-1: Future Year 2035 No-Build Study Intersections.......................................................37 Figure 4-2: Future Year 2035 No-Build Traffic Volumes ............................................................38 Figure 4-3: Future Year 2035 No-Build Intersection Geometrics ...............................................40 Figure 4-4: Future Year 2035 Proposed Project Intersections ...................................................42 Figure 4-5: Future Year 2035 Proposed Project Traffic Volumes ..............................................43 Figure 4-6: Future Year 2035 Proposed Project Geometrics.....................................................45 Figure 4-7: Future Year 2035 Alternative 1 Study Intersections ................................................47 Figure 4-8: Future Year 2035 Alternative 1 Traffic Volumes......................................................48 Figure 4-9: Future Year 2035 Alternative 1 Geometrics ............................................................50 Figure 4-10: Future Year 2035 Alternative 2 Study Intersections ..............................................52 Figure 4-11: Future Year 2035 Alternative 2 Traffic Volumes....................................................53 Figure 4-12: Future Year 2035 Alternative 2 Geometrics ..........................................................55 Figure 6-1: Santa Clarita Valley’s Bicycle and Pedestrian Facilities ..........................................59 iv

TABLE OF TABLES
Table 2-1: HCM 2010 - LOS Criteria for Signalized Intersections..............................................13 Table 2-2: HCM 2010 - LOS Criteria for TWSC, AWSC, and Roundabout Intersections ...........13 Table 2-3: Intersection Capacity Analysis – Existing Condition .................................................14 Table 3-1: Intersection Capacity Analysis – Year 2019 No-Build Condition...............................19 Table 3-2: Intersection Capacity Analysis – Year 2019 Proposed Project Condition .................24 Table 3-3: Intersection Capacity Analysis – Year 2019 Alternative 1 Condition.........................29 Table 3-4: Intersection Capacity Analysis – Year 2019 Alternative 2 Condition.........................34 Table 4-1: Intersection Capacity Analysis – Year 2035 No-Build Condition...............................39 Table 4-2: Intersection Capacity Analysis – Year 2035 Proposed Project Condition ................44 Table 4-3: Intersection Capacity Analysis – Year 2035 Alternative 1 Condition.........................49 Table 4-4: Intersection Capacity Analysis – Year 2035 Alternative 2 Condition.........................54 Table 5-1: Railroad Crossing Analysis – Existing Condition ......................................................56 Table 5-2: Railroad Crossing Analysis – Project Year 2019 Condition ......................................57 Table 5-3: Railroad Crossing Analysis – Future Year 2035 Condition .......................................57 1 1 INTRODUCTION
The City of Santa Clarita is one of the fastest growing cities in Los Angeles County. The City’s General Plan includes several large developments in the area, and traffic volumes are expected to increase significantly. As such the City of Santa Clarita has identified a project to extend Dockweiler Drive to Lyons Avenue. The proposed Dockweiler Drive Alignment project is located in the City of Santa Clarita, approximately 35 miles northwest of the City of Los Angeles, in the Newhall area of the City. Sierra Highway and the SR-14 (Antelope Valley) Freeway provide a boundary for the study area along the eastern side. Through traffic access on Placerita Canyon Road is restricted with a gate entrance west of Sierra Highway. Placerita Canyon Road currently is the primary connection to The Master’s College and residents to the north. Newhall Avenue on the southern boundary of the study area provides a direct connection for cross valley traffic and connects Sierra Highway and Railroad Avenue. The UP/Metrolink Railroad line restricts access to the west with three (3) existing at-grade railroad crossings located at 13th Street, Market Street, and Newhall Avenue. Figure 1-1 illustrates the vicinity map and project location.

The extension of Lyons Avenue to Dockweiler Drive across the existing Metrolink line has been identified by the City as one (1) of five (5) key transportation projects. The alignment is part of the City’s General Plan and consistent with the goals of the Downtown Newhall Specific Plan, Santa Clarita Valley Consolidated Traffic Model (SCVCTM), and the Compass Blue Print Plan.

The purpose of the Dockweiler Drive Alignment Project is to ascertain the feasibility of the General Plan alignment for Dockweiler Drive, which identifies the connection of Dockweiler Drive to Lyons Avenue at Railroad Avenue. The project would extend Lyons Avenue from its existing terminus at Railroad Avenue on the west to future Master College Master Plan Dockweiler extension at north of railroad crossing consistent with the Council-approved Compass Blueprint Concept Plan.

This project would include the consideration of a new at-grade rail crossing at Lyons Avenue and Railroad Avenue, which is expected to result in the closure of the 13th Street rail crossing.

This report examines the traffic impacts specifically for the No Build Condition, the Proposed Project, and two (2) Alternatives. The report also addresses the impacts of overall projected growth within the area to represent utilization of the proposed Dockweiler Drive Alignment alternative. Consideration will be provided to pedestrian, rail, and vehicular traffic within the study area. The study area is based on the North Newhall Specific Plan Stage II.

City Circulation Plan
The Santa Clarita Valley’s circulation system is a comprehensive transportation network of roadways, multi-use trails, bicycle paths, bus transit, and commuter rail. This network provides mobility options to Valley residents and businesses. Figure 1-2 illustrates a portion of the Santa Clarita Valley Circulation Plan bounded by the study area.

A major component in the development of the Santa Clarita Valley is the inclusion of alternative travel modes and support facilities. These facilities increase efficiency and capacity of existing systems, by promoting mixed-use development near transit facilities. Bicycle lanes and accessibility to bike paths are a fundamental component to a comprehensive transportation network. Figure 1-3 illustrates a portion of the Santa Clarita Valley’s Bicycle Master Plan bounded by the study area.

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Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 1-3.dwgLast Opened: Apr 25, 2016 - 7:25pm by: Tnm 5 Design Alternatives
This report examines the traffic impacts specifically for the No Build Condition, the Proposed Project, and the two (2) Alternatives. The Proposed Project and Alternatives consider combinations of constructing a new railroad crossing at Lyons Avenue and removing or improving the at-grade crossing at 13th Street. The alternatives are outlined as follows; Proposed Project
The Proposed Project utilizes the City of Santa Clarita’s General Plan proposed alignment for Dockweiler Drive, which identifies the connection of Dockweiler Drive to extend to Lyons Avenue.

The Proposed Project would extend Lyons Avenue from its existing terminus at Railroad Avenue, eastward to Dockweiler Drive to provide a T-intersection. Included in the Proposed Project is reprofiling the intersection of Lyons Avenue and Railroad Avenue to allow the construction of a new SCRA/UP railroad grade crossing east of Railroad Avenue. The new Lyons Avenue railroad grade crossing will improve traffic movements and safety at the railroad crossing. The new crossing will allow the removal of the existing 13th Street and Railroad grade crossing, which will avoid direct impact to the Placerita Canyon neighborhood. The Proposed Project is illustrated in Figure 1-4.

Alternative 1
Alternative 1 utilizes the City of Santa Clarita’s General Plan proposed alignment for Dockweiler Drive, which identifies the connection of Dockweiler Drive to extend to Arch Street. The project would extend Lyons Avenue from its existing terminus at Railroad Avenue, eastward to Dockweiler Drive to provide a T-intersection. Included in the Alternative 1 is reprofiling the intersection of Lyons Avenue and Railroad Avenue to allow the construction of a new SCRA/UP railroad grade crossing east of Railroad Avenue and construct improvements to the 13th Street rail crossing. Alternative 1 is illustrated in Figure 1-5.

Alternative 2
Alternative 2 utilizes the City of Santa Clarita’s General Plan proposed alignment for Dockweiler Drive, which identifies the connection of Dockweiler Drive to extend to Arch Street. The route will continue along Arch Street to 13th Street to link to Railroad Avenue. Alternative 2 proposes improvements to the 13th Street rail crossing. Alternative 2 is illustrated in Figure 1-6.

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Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 1-6.dwgLast Opened: Apr 25, 2016 - 7:35pm by: Tnm 9 2 EXISTING CONDITION
Existing Street System
The following roadways provide access to and within the study area; Dockweiler Drive is designated as an east-west Secondary Highway from Sierra Highway to Railroad Avenue on the City of Santa Clarita Circulation Map Joint Highway Plan. The Existing portion of Dockweiler Drive consists of one lane in each direction with a landscaped median and limited parking throughout the study area. Dockweiler Drive is used as the primary access to single- and multi-family residences.

State Route 14 Freeway (SR 14) provides regional access within the study area. The freeway is a four-lane (two in each direction) facility with interchange access at Placerita Canyon Road and Newhall Avenue.

Lyons Avenue is designated as an east-west major highway east of Railroad Avenue and Secondary Highway west of Railroad Avenue on the City of Santa Clarita Circulation Map Joint Highway Plan. Three lanes in each direction are provided with traffic signals and left turn channelization at major intersections.

Newhall Avenue is designated as a north-south secondary highway from Lyons Avenue to Railroad Avenue with one lane in each direction. From Railroad Avenue to SR-14, Newhall Avenue is designated as a major highway with three northbound lanes and three southbound lanes south of Railroad Avenue. Newhall Avenue roadway designation is identified on the City of Santa Clarita Circulation Map Joint Highway Plan.

Railroad Avenue (formerly San Fernando Road) is a north-south major highway from Magic Mountain Parkway to Lyons Avenue and a secondary highway from Lyons Avenue to Newhall Avenue. This roadway provides two lanes in each direction and limited parking throughout the study area. Railroad Avenue roadway designation is identified on the City of Santa Clarita Circulation Map Joint Highway Plan.

Sierra Highway is an old alignment of SR-14 from Los Angeles to Mojave. It is designated as a north-south major highway on the City of Santa Clarita Map Joint Highway Plan. It is a four lane (two in each direction) with traffic signals and left turn channelization at major intersections.

Placerita Canyon Road is an east-west local roadway. This roadway provides a gate at the western entrance. The gate provides restrictive access to residents of the Placenta Canyon neighborhood.
13th Street is an east-west unimproved local roadway. This roadway provides access to The Master’s College and the Placenta Canyon neighborhood via its intersection with Railroad Avenue. One lane is provided in each direction.
10 As presented, in Figure 2-1, the project begins at the terminus of Dockweiler Drive 500 feet west of Valle Del Oro. Based on potential traffic impacts to the area roadways, seventeen (17) intersections have been identified for analysis;

1. Sierra Highway and SR-14 Freeway Southbound Ramps

2. Sierra Highway and Placerita Canyon Road

3. SR-14 Freeway Northbound Ramps and Placerita Canyon Road

4. Sierra Highway and Dockweiler Drive

5. SR-14 Freeway Southbound Ramps and Newhall Avenue

6. Sierra Highway and Newhall Avenue

7. Valle Del Oro and Newhall Avenue

8. Valle Del Oro and Dockweiler Drive

9. Railroad Avenue and Newhall Avenue

10. Railroad Avenue and Market Street

11. Newhall Avenue and Lyons Avenue

12. Railroad Avenue and Lyons Avenue

13. Railroad Avenue and 13th Street

14. Main Street and Lyons Avenue

15. Main Street and Newhall Avenue

16. Arch Street and 12th Street/Placerita Canyon Road

17. Lyons Avenue and Dockweiler Drive*
The intersection denoted with an (*) is a future intersection.

Existing Traffic Volumes
As referenced from the City of Santa Clarita Circulation Element, Average Daily Traffic (ADT) is a measurement of the average number of vehicles that travel a segment of roadway during a 24- hour period. The ADT is a useful benchmark for determining roadway capacities. Figure 2-1 illustrates the existing street system ADT and the study intersection locations. The existing 2013 ADT map for the Santa Clarita Valley is referenced from the city website.

Figure 2-2 illustrates the existing peak hour traffic volumes in the study area. As referenced from the City of Santa Clarita Circulation Element, Peak hour information, which is the highest volume of traffic to pass over a road in a one-hour period, allows for a more detailed method of evaluating traffic conditions along roadways and intersections, and is used whenever operational analysis is required. The traffic volume data used in the intersection capacity analysis were based on traffic counts conducted by Newport Traffic Studies, an independent traffic data collection company.

Turn movement counts were collected during the AM (7-9 AM) and PM (4-6 PM) peak periods at the above-mentioned existing intersections identified for detailed analysis. These counts were conducted in December 2012. The resulting turning movement volumes are presented in the Intersection Capacity Analysis Appendix of this report.

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Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 2-2.dwgLast Opened: May 02, 2016 - 4:58pm by: tnm 13 Capacity Analysis Methodologies
Based on the existing intersection geometrics and traffic volumes during the AM and PM Peak Hour, the intersection capacity analyses were conducted for the signalized and un-signalized intersections using the Synchro Software. Synchro is released by Trafficware Ltd, version 8.

Synchro implements the methods of the 2010 Highway Capacity Manual, chapter 15, 16 and 17; Urban Streets and Signalized intersections. The analysis determines a level-of-service (LOS) which quantitatively describes the operating characteristics of signalized intersections and the maximum delay. The LOS ranges from “A” (the best) through “F” (system breakdown). The levelof-service is based on the average delay of vehicles at the intersections. Table 2-1 provides the LOS thresholds for signalized intersections per the HCM 2010 methodology.

Table 2-1: HCM 2010 - LOS Criteria for Signalized Intersections LOS Control Delay per Vehicle (s/veh)
A ≤ 10
B > 10 and ≤20
C > 20 and ≤35
D > 35 and ≤ 55
E > 55 and ≤ 80
F > 80
Source: HCM 2010
For un-signalized intersections the HCM measures the LOS based on the computed or measured control delay for Two Way Stop Controlled intersections (TWSC) and control delay for All Way Stop Controlled (AWSC) intersections. For a TWSC the LOS is computed for each movement and the most critical LOS is the one that describes the effectiveness of that intersection, which is typically the stop controlled left turn movement from the minor street. For an AWSC intersection the LOS defines the whole intersection. Table 2-2 provides the LOS thresholds for TWSC and AWSC intersections per the HCM 2010 methodology.

Table 2-2: HCM 2010 - LOS Criteria for TWSC, AWSC, and Roundabout Intersections LOS Control Delay per Vehicle (s/veh)
A ≤ 10
B > 10 and ≤15
C > 15 and ≤25
D > 25 and ≤ 35
E > 35 and ≤ 50
F > 50
Source: HCM 2010
The intersection capacity analyses were conducted for the roundabout intersections using the Sidra Intersection Software. Sidra is released by Akcelik & Associated Pty Ltd, version 6.0. Sidra Intersection 6.0 implements the methods of the 2010 Highway Capacity Manual, Chapter 21. For the roundabout intersections the HCM measures the LOS based on the control delay and the LOS defines the whole intersection. The level-of-service is based on the average delay of vehicles at the intersections. Table 2-2 provides the LOS thresholds for roundabout intersections per the HCM 2010 methodology.

The City of Santa Clarita preferred maximum acceptable level of service on arterial roads is LOS E. The City of Santa Clarita desired maximum acceptable level of service on residential neighborhood roads is LOS C or better.
14 Existing Traffic Analysis
To determine the impacts of the project to the study intersections, existing traffic intersection capacity analysis was conducted. The analysis was conducted with the existing intersection geometrics as illustrated in Figure 2-3.

Table 2-3: Intersection Capacity Analysis – Existing Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps (3) 99.99 F 99.99 F 2 Sierra Highway and Placerita Canyon Road 46.8 D 24.1 C 3 SR-14 Northbound Ramps and Placerita Canyon Road (3) 10.7 B 10.7 B 4 Sierra Highway and Dockweiler Drive 12.6 B 7.0 A
5 SR-14 Southbound Ramps and Newhall Avenue (3) 20.3 A 69.1 F 6 Sierra Highway and Newhall Avenue 35.0 D 34.2 C
7 Valle Del Oro and Newhall Avenue 17.8 B 15.8 B
8 Valle Del Oro and Dockweiler Drive (3) 14.8 B 11.5 B
9 Railroad Avenue and Newhall Avenue 23.6 C 30.1 C
10 Railroad Avenue and Market Street 14.3 B 17.4 B
11 Newhall Avenue and Lyons Avenue 32.6 C 45.5 D
12 Railroad Avenue and Lyons Avenue 22.5 C 20.8 C
13 Railroad Avenue and 13th Street 19.8 B 23.1 C
14 Main Street and Lyons Avenue 10.8 B 8.2 A
15 Main Street and Newhall Avenue (4) 12.0 B 42.5 E
16 Arch Street and 12th Street/Placerita Canyon Road (3) 13.8 B 18.6 C (1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 2-3 under existing condition, most intersections are operating at LOS “E” or better. There are two (2) intersections that are currently operating at LOS “F.”

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Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 2-3.dwgLast Opened: May 02, 2016 - 5:02pm by: tnm 16 3 PROJECT CONDITION – YEAR 2019
The proposed Dockweiler Drive Alignment project is located in the City of Santa Clarita, approximately 35 miles northwest of the City of Los Angeles. The proposed Dockweiler Drive Alignment project is enclosed by a residential community near The Master’s College. Sierra Highway provides a boundary for the study area along the eastern side. Through traffic access on Placerita Canyon Road is restricted with a gate entrance west of Sierra Highway. Placerita Canyon Road currently is the primary connection to The Master’s College and residents to the north. Newhall Avenue on the southern boundary of the study area provides a direct connection for cross valley traffic and connects Sierra Highway and Railroad Avenue. The UP/Metrolink Railroad line restricts access to the west with three (3) existing at-grade railroad crossings located at 13th Street, Market Street, and Newhall Avenue. The study area is determined based on the North Newhall Specific Plan Stage II.

The Dockweiler Drive Alignment project is intended to serve as a major east-west corridor link in the area to facilitate access to existing and planned development. The project is proposed to aid the future traffic consistent with the Santa Clarita Valley Consolidated Traffic Model (SCVCTM).

Construction of this link is anticipated to reduce "cross valley" trip lengths and travel times, provide an alternate travel route, support a multi-modal transportation network by reducing bus travel times in the City and by providing the opportunity for increased bike and pedestrian traffic.

Project Year 2019 Traffic Analysis
A project year of 2019 has been identified as the opening year for the Dockweiler Drive Alignment project. As presented, a Proposed Project and two (2) alternatives have been identified and will provide varying distributions of traffic consistent with anticipated roadway utilization. A major factor in distribution of traffic is the anticipated growth within the study area due to development.

The Year 2019 traffic volumes were provided by the City of Santa Clarita using the Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for the Interim Year. Each alternative was modeled to account for the differing distribution of traffic dependent on the alternative. It is to be noted that Other Area Projects anticipated to be constructed by Year 2019, have been incorporated into the SCVCTM, and account for expected growth.

The Year 2019 intersection turn movements were primarily taken directly from the Interim Year SCVCTM specific to each alternative. A few intersection turn movements were determined using existing counts and the link volumes from the Year SCVCTM specific to the alternative. These values were then used in a 'Future Directional Link Volume (NCHRP 255)’ calculator to determine Year 2019 Turn Movement Volumes. The intersections included were Valle Del Oro and Dockweiler Drive, Railroad Avenue and Market Street, Main Street and Lyons Avenue, Main Street and Newhall Avenue, Arch Street and 12th Street/Placerita Canyon Road, Lyons Avenue and Dockweiler Drive, Aden Avenue and Dockweiler Drive, Aden Avenue and Placeritos Boulevard, Aden Avenue and Placerita Canyon Road.

No- Build Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Interim Year provided traffic volumes for the Project Year 2019 Condition. The model plots provided a No-Build Condition outlining the distribution of future traffic without the project. The Project Year 2019 No-Build study intersections provided in Figure 3-1, the volumes provided in Figure 3-2.

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19 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the existing intersection geometrics illustrated in Figure 3-3.

The LOS for the study intersections presented in Table 3-1 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 3-1: Intersection Capacity Analysis – Year 2019 No-Build Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps (3) 28.9 D 99.99 F 2 Sierra Highway and Placerita Canyon Road 24.2 C 99.99 F 3 SR-14 Northbound Ramps and Placerita Canyon Road (3) 12.8 B 99.99 F 4 Sierra Highway and Dockweiler Drive 8.9 A 7.4 A
5 SR-14 Southbound Ramps and Newhall Avenue (3) 99.99 F 99.99 F 6 Sierra Highway and Newhall Avenue 27.2 C 29.6 C
7 Valle Del Oro and Newhall Avenue 15.2 B 11.7 B
8 Valle Del Oro and Dockweiler Drive (3) 10.7 B 12.3 B
9 Railroad Avenue and Newhall Avenue 23.3 C 40.8 D
10 Railroad Avenue and Market Street 30 C 17.5 B
11 Newhall Avenue and Lyons Avenue 56.5 E 66.6 E
12 Railroad Avenue and Lyons Avenue 15.9 B 16.7 B
13 Railroad Avenue and 13th Street 28.3 C 48.9 D
14 Main Street and Lyons Avenue 18.5 B 18.4 B
15 Main Street and Newhall Avenue (4) 23.7 C 25.8 D
16 Arch Street and 12th Street/Placerita Canyon Road (3) 22.2 C 25.3 D (1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 3-1 under Year 2019 No Build Condition, most of the study intersections are anticipated to continue to operate at LOS “E” or better. There are four (4) intersections that are anticipated to operate at LOS “F.”

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The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Interim Year provided traffic volumes for the Project Year 2019 Proposed Project Condition. The model plots outlined the distribution of future traffic with the construction of the Proposed Project. The Project Year 2019 Proposed Project study intersections are provided in Figure 3-4 and the volumes provided in Figure 3-5.

The analysis for the intersection of Arch Street/Dockweiler Drive and 12th Street/Placerita Canyon Road was conducted as a 5-leg all way stop controlled intersection. The analysis for the intersection of Lyons Avenue and Dockweiler Drive was conducted as a signalized intersection.

The railroad crossing at the intersection of Railroad Avenue and 13th Street is proposed to be closed. The intersection will be modified, removing the northbound right turn lane and southbound left turn lane and restricting the eastbound through movement.

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24 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Project Year 2019 Proposed Project existing and mitigated study intersection geometrics illustrated in Figure 3-6. The LOS for the study intersections presented in Table 3-2 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 3-2: Intersection Capacity Analysis – Year 2019 Proposed Project Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps (3) 88.2 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 16.7 B 22.9 C 2 Sierra Highway and Placerita Canyon Road 23.1 C 99.99 F Mitigation (Lane Modification) 20.6 C 51.8 D
3 SR-14 Northbound Ramps and Placerita Canyon Road (3) 12.8 B 99.99 F Mitigation (Traffic Signal) 15.0 B 14.0 B
4 Sierra Highway and Dockweiler Drive 15.5 B 12.5 B
5 SR-14 Southbound Ramps and Newhall Avenue (3) 99.99 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 5.6 A 5.2 A 6 Sierra Highway and Newhall Avenue 26.4 C 29.5 C
7 Valle Del Oro and Newhall Avenue 15.7 B 12.1 B
8 Valle Del Oro and Dockweiler Drive (3) 12.6 B 14.7 B
9 Railroad Avenue and Newhall Avenue 21.4 C 23.4 C
10 Railroad Avenue and Market Street 24.6 C 17.9 B
11 Newhall Avenue and Lyons Avenue 48.2 D 55.5 E
Mitigation (Lane Modification) 28.8 C 33.7 C
12 Railroad Avenue and Lyons Avenue 31.7 C 33.4 C
13 Railroad Avenue and 13th Street 9.5 A 8.3 A
14 Main Street and Lyons Avenue 18.4 B 16.4 B
15 Main Street and Newhall Avenue (4) 20.9 C 17.3 C
16 Arch Street/Dockweiler, 12th Street, Placerita Canyon Road (3) 8.4 A 8.7 A 17 Lyons Avenue and Dockweiler Drive 19.7 B 22.9 B
(1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 3-2 under Year 2019 Project Proposed Project Condition, most of the study intersections are anticipated to continue to operate at LOS “E” or better. There are four (4) intersections that are anticipated to operate at LOS “F.” As such, mitigations are necessary to accommodate the anticipated Year 2019 traffic. A summary of the mitigation is presented in Chapter 7 of this report.

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26 Alternative 1 Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Interim Year provided traffic volumes for the Project Year 2019 Alternative 1 Condition. The model plots outlined the distribution of future traffic with the construction of the project Alternative 1. The Project Year 2019 Alternative 1 study intersections are provided in Figure 3-7, and the volumes provided in Figure 3-8.

The analysis for the intersection of Arch Street/Dockweiler Drive and 12th Street/Placerita Canyon Road was conducted as a 5-leg all way stop controlled intersection. The analysis for the intersection of Lyons Avenue and Dockweiler Drive was conducted as a signalized intersection.

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29 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Project Year 2019 Alternative 1 existing and mitigated study intersection geometrics illustrated in Figure 3-9. The LOS for the study intersections presented in Table 3-3 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 3-3: Intersection Capacity Analysis – Year 2019 Alternative 1 Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps (3) 75.1 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 16.6 B 22.3 C 2 Sierra Highway and Placerita Canyon Road 26.6 C 100.0 F Mitigation (Lane Modification) 22.8 C 48.8 D
3 SR-14 Northbound Ramps and Placerita Canyon Road (3) 12.9 B 99.99 F Mitigation (Traffic Signal) 14.8 B 14.7 B
4 Sierra Highway and Dockweiler Drive 15.5 B 12.1 B
5 SR-14 Southbound Ramps and Newhall Avenue (3) 99.99 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 5.6 A 5.1 A 6 Sierra Highway and Newhall Avenue 27.2 C 29.4 C
7 Valle Del Oro and Newhall Avenue 15.8 B 12.4 B
8 Valle Del Oro and Dockweiler Drive (3) 12.8 B 15.8 C
9 Railroad Avenue and Newhall Avenue 21.3 C 23.1 C
10 Railroad Avenue and Market Street 26.7 C 18.0 B
11 Newhall Avenue and Lyons Avenue 50.0 D 59.2 E
Mitigation (Lane Modification) 29.4 C 33.4 C
12 Railroad Avenue and Lyons Avenue 31.3 C 33.7 C
13 Railroad Avenue and 13th Street 11.6 B 14.2 B
14 Main Street and Lyons Avenue 18.4 B 16.4 B
15 Main Street and Newhall Avenue (4) 21.8 C 18.2 C
16 Arch Street/Dockweiler, 12th Street, Placerita Canyon Road (3) 8.5 A 8.9 A 17 Lyons Avenue and Dockweiler Drive 21.7 C 25.4 C
(1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 3-3 under Year 2019 Alternative 1 Condition, most of the study intersections are anticipated to continue to operate at LOS “E” or better. There are four (4) intersections that are anticipated to operate at LOS “F.” As such, mitigations are necessary to accommodate the anticipated Year 2019 traffic. A summary of the mitigation is presented in Chapter 7 of this report.

Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 3-9.dwg Last Opened: Apr 26, 2016 - 11:46am by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
31 Alternative 2 Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Interim Year provided traffic volumes for the Project Year 2019 Alternative 2 Condition. The model plots outlined the distribution of future traffic with the construction of the project Alternative 2. The Project Year 2019 Alternative 2 study intersections are provided in Figure 3-10, and the volumes provided in Figure 3-11.

The analysis for the intersection of Arch Street/Dockweiler Drive and 12th Street/Placerita Canyon Road was conducted as a 5-leg all way stop controlled intersection.

Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 3-10.dwg Last Opened: Apr 26, 2016 - 11:52am by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 3-11.dwg Last Opened: Apr 26, 2016 - 11:55am by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
34 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Project Year 2019 Alternative 2 existing and mitigated study intersection geometrics illustrated in Figure 3-12. The LOS for the study intersections presented in Table 3-4 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 3-4: Intersection Capacity Analysis – Year 2019 Alternative 2 Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps (3) 89.7 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 16.6 B 21.1 C 2 Sierra Highway and Placerita Canyon Road 23.1 C 99.99 F Mitigation (Lane Modification) 23.1 C 51.5 D
3 SR-14 Northbound Ramps and Placerita Canyon Road (3) 12.9 B 99.99 F Mitigation (Traffic Signal) 15.0 B 15.1 B
4 Sierra Highway and Dockweiler Drive 17.3 B 13.6 B
5 SR-14 Southbound Ramps and Newhall Avenue (3) 99.99 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 5.6 A 5.1 A 6 Sierra Highway and Newhall Avenue 28.5 C 30.9 C
7 Valle Del Oro and Newhall Avenue 15.8 B 12.2 B
8 Valle Del Oro and Dockweiler Drive (3) 14.2 B 17.1 C
9 Railroad Avenue and Newhall Avenue 20.7 C 23.5 C
10 Railroad Avenue and Market Street 26.7 C 18.0 B
11 Newhall Avenue and Lyons Avenue 58.5 E 74.2 E
Mitigation (Lane Modification) 29.5 C 35.3 D
12 Railroad Avenue and Lyons Avenue 16.7 B 18.5 B
13 Railroad Avenue and 13th Street 18.2 B 24.4 C
14 Main Street and Lyons Avenue 18.3 B 17.6 B
15 Main Street and Newhall Avenue (4) 23.8 C 23.0 C
16 Arch Street/Dockweiler, 12th Street, Placerita Canyon Road (3) 10.1 B 10.5 B (1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 3-4 under Year 2019 Alternative 2 Condition, most of the study intersections are anticipated to continue to operate at LOS “E” or better. There are four (4) intersections that are anticipated to operate at LOS “F.” As such, mitigations are necessary to accommodate the anticipated Year 2019 traffic. A summary of the mitigation is presented in Chapter 7 of this report.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 3-12.dwgLast Opened: Apr 26, 2016 - 12:01pm by: Tnm 36 4 FUTURE CONDITION – YEAR 2035
The extension of Dockweiler Drive will provide a valley crossing. This roadway is proposed to aid the future traffic growth consistent with the Santa Clarita Valley Consolidated Traffic Model (SCVCTM).

Future Year 2035 Traffic Analysis
Future Year 2035 traffic volumes were provided by the City of Santa Clarita using the Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for the Buildout Year. Each alternative was modeled to account for the differing distribution of traffic dependent on the alternative. It is to be noted that Other Area Projects anticipated to be constructed by Year 2035, have been incorporated into the SCVCTM, and account for expected growth.

The buildout includes construction of future roadways Golden Valley Road between Newhall Ranch Road to Valley Center Drive, Magic Mountain Parkway from Railroad Avenue to Via Princessa, and Via Princessa between Claibourne Lane and Sheldon Avenue. This also includes the proposed conceptual development of the North Newhall Specific Plan area an 809 dwelling unit plus an approximate 11 acre commercial land use.

The Future Year 2035 intersection turn movements were primarily taken directly from the Buildout Year SCVCTM specific to the alternative. A few intersection turn movements were determined using existing counts and the link volumes from the Year SCVCTM specific to the alternative.

These values were then used in a 'Future Directional Link Volume (NCHRP 255)’ calculator to determine Future Year 2035 Turn Movement Volumes. The intersections included were Valle Del Oro and Dockweiler Drive, Railroad Avenue and Market Street, Main Street and Lyons Avenue, Main Street and Newhall Avenue, Arch Street and 12th Street/Placerita Canyon Road, Lyons Avenue and Dockweiler Drive, Aden Avenue and Dockweiler Drive, Aden Avenue and Placeritos Boulevard, Aden Avenue and Placerita Canyon Road.

No- Build Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Build-Out Year provided traffic volumes for the Future Year 2035 Condition. The model plots provided a No-Build Condition outlining the distribution of future traffic without the project. The analysis of No-Build Condition utilizes the traffic volume projections for the City of Santa Clarita’s traffic model together with the existing traffic flow data. The traffic projections are based on the General Plan Buildout. The buildout includes construction of future roadways Dockweiler Drive between Railroad Avenue and Val Del Oro, Golden Valley Road between Newhall Ranch Road to Valley Center Drive, Magic Mountain Parkway from Railroad Avenue to Via Princessa, and Via Princessa between Claibourne Lane and Sheldon Avenue. This also includes the proposed conceptual development of the North Newhall Specific Plan area an 809 dwelling unit plus an approximate 11 acre commercial land use.

The Future Year 2035 No-Build study intersections provided in Figure 4-1, the volumes provided in Figure 4-2.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-1.dwgLast Opened: Apr 26, 2016 - 2:18pm by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-2.dwgLast Opened: Apr 26, 2016 - 2:44pm by: Tnm 39 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Future Year 2035 No-Build Condition existing and mitigated study intersection geometrics illustrated in Figure 4-3. The LOS for the study intersections presented in Table 4-1 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street
Table 4-1: Intersection Capacity Analysis – Year 2035 No-Build Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps (3) 99.99 F 99.99 F 2 Sierra Highway and Placerita Canyon Road 99.99 F 99.99 F 3 SR-14 Northbound Ramps and Placerita Canyon Road
(3) 99.99 F 99.99 F
4 Sierra Highway and Dockweiler Drive 15.2 B 16.2 B
5 SR-14 Southbound Ramps and Newhall Avenue (3) 99.99 F 99.99 F 6 Sierra Highway and Newhall Avenue 60.9 E 99.99 F
7 Valle Del Oro and Newhall Avenue 19.1 B 16.3 B
8 Valle Del Oro and Dockweiler Drive (3) 91.2 F 9.7 A
9 Railroad Avenue and Newhall Avenue 32.0 C 63.1 E
10 Railroad Avenue and Market Street 40.7 D 21.3 C
11 Newhall Avenue and Lyons Avenue 88.3 F 99.99 F
12 Railroad Avenue and Lyons Avenue 18.7 B 17.3 B
13 Railroad Avenue and 13th Street 38.5 D 76.4 E
14 Main Street and Lyons Avenue 17.9 B 19.8 B
15 Main Street and Newhall Avenue (4) 77.6 F 99.99 F
16 Arch Street and 12th Street/Placerita Canyon Road (3) 12.7 B 17.0 C (1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 4-1 under Future Year 2035 No-Build Condition, several intersections are anticipated to operate at LOS “F.”

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-3.dwgLast Opened: Apr 26, 2016 - 2:54pm by: Tnm 41 Proposed Project Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Build-Out Year provided traffic volumes for the Future Year 2035 Proposed Project Condition. The model plots outlined the distribution of future traffic with the construction of the Proposed Project. The analysis of Proposed Project utilizes the traffic volume projections for the City of Santa Clarita’s traffic model together with the existing traffic flow data. The traffic projections are based on the General Plan Buildout.

The buildout includes construction of future roadways Dockweiler Drive between Railroad Avenue and Val Del Oro, Golden Valley Road between Newhall Ranch Road to Valley Center Drive, Magic Mountain Parkway from Railroad Avenue to Via Princessa, and Via Princessa between Claibourne Lane and Sheldon Avenue. This also includes the proposed conceptual development of the North Newhall Specific Plan area an 809 dwelling unit plus an approximate 11 acre commercial land use.

The Future Year 2035 Proposed Project study intersections provided in Figure 4-4, the volumes provided in Figure 4-5.

Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-4.dwg Last Opened: Apr 26, 2016 - 2:57pm by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-5.dwg Last Opened: Apr 26, 2016 - 3:18pm by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
44 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Future Year 2035 Proposed Project Condition existing and mitigated study intersection geometrics illustrated in Figure 4-6. The LOS for the study intersections presented in Table 4-2 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 4-2: Intersection Capacity Analysis – Year 2035 Proposed Project Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps 15.4 B 59.5 E 2 Sierra Highway and Placerita Canyon Road 99.99 F 99.99 F Mitigation (Lane Modification) 53.5 D 51.1 D
3 SR-14 Northbound Ramps and Placerita Canyon Road 26.2 C 18.4 B 4 Sierra Highway and Dockweiler Drive 18.9 B 78.0 E
5 SR-14 Southbound Ramps and Newhall Avenue 6.4 A 6.3 A 6 Sierra Highway and Newhall Avenue 63.1 E 99.99 F
Mitigation (Lane Modification) 53.6 D 39.2 D
7 Valle Del Oro and Newhall Avenue 16.1 B 14.6 B
8 Valle Del Oro and Dockweiler Drive (3) 99.99 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 22.9 C 37.7 D 9 Railroad Avenue and Newhall Avenue 19.1 B 23.9 C
10 Railroad Avenue and Market Street 26.0 C 20.7 C
11 Newhall Avenue and Lyons Avenue 41.4 D 53.5 D
12 Railroad Avenue and Lyons Avenue 42.3 D 54.2 D
13 Railroad Avenue and 13th Street 12.1 B 10.1 B
14 Main Street and Lyons Avenue 16.3 B 17.1 B
15 Main Street and Newhall Avenue (4) 54.8 F 44.3 E
Mitigation (Lane Modification) 10.7 B 8.9 A
16 Arch Street/Dockweiler, 12th Street, Placerita Canyon Road (3) 21.0 C 39.4 E 17 Lyons Avenue and Dockweiler Drive 25.7 C 35.9 D
(1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 4-2 under Future Year 2035 Proposed Project Condition, most of the study intersections are anticipated to continue to operate at LOS “E” or better. There are four (4) intersections that are anticipated to operate at LOS “F.” As such, mitigations are necessary to accommodate the anticipated Future Year 2035 traffic. A summary of the mitigation is presented in Chapter 7 of this report.

Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-6.dwg Last Opened: Apr 26, 2016 - 3:26pm by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
46 Alternative 1 Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Build-Out Year provided traffic volumes for the Future Year 2035 Alternative 1 Condition. The model plots outlined the distribution of future traffic with the construction of the project Alternative 1. The analysis of Alternative 1 utilizes the traffic volume projections for the City of Santa Clarita’s traffic model together with the existing traffic flow data. The traffic projections are based on the General Plan Buildout. The buildout includes construction of roadways Dockweiler Drive between Railroad Avenue and Val Del Oro, Golden Valley Road between Newhall Ranch Road to Valley Center Drive, Magic Mountain Parkway from Railroad Avenue to Via Princessa, and Via Princessa between Claibourne Lane and Sheldon Avenue. This also includes the proposed conceptual development of the North Newhall Specific Plan area an 809 dwelling unit plus an approximate 11 acre commercial land use.

The Future Year 2035 Alternative 1 study intersections provided in Figure 4-7, the volumes provided in Figure 4-8.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-7.dwgLast Opened: Apr 26, 2016 - 3:29pm by: Tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-8.dwgLast Opened: Apr 26, 2016 - 3:36pm by: Tnm 49 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Future Year 2035 Alternative 1 Condition existing and mitigated study intersection geometrics illustrated in Figure 4-9. The LOS for the study intersections presented in Table 4-3 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 4-3: Intersection Capacity Analysis – Year 2035 Alternative 1 Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps 41.4 D 44.3 D 2 Sierra Highway and Placerita Canyon Road 99.99 F 99.99 F Mitigation (Lane Modification) 39.0 D 40.7 D
3 SR-14 Northbound Ramps and Placerita Canyon Road 23.9 C 58.3 E 4 Sierra Highway and Dockweiler Drive 18.8 B 69.5 E
5 SR-14 Southbound Ramps and Newhall Avenue 6.4 A 6.3 A 6 Sierra Highway and Newhall Avenue 61.8 E 99.99 F
Mitigation (Lane Modification) 53.6 D 39.1 D
7 Valle Del Oro and Newhall Avenue 16.0 B 14.7 B
8 Valle Del Oro and Dockweiler Drive (3) 99.99 F 99.99 F Mitigation (Traffic Signal and Lane Modification) 22.7 C 39.6 D 9 Railroad Avenue and Newhall Avenue 19.0 B 24.1 C
10 Railroad Avenue and Market Street 26.4 C 20.6 C
11 Newhall Avenue and Lyons Avenue 39.5 D 56.1 E
12 Railroad Avenue and Lyons Avenue 37.8 D 47.9 D
13 Railroad Avenue and 13th Street 21.3 C 44.4 D
14 Main Street and Lyons Avenue 16.8 B 17.4 B
15 Main Street and Newhall Avenue (4) 57.5 F 48.2 E
Mitigation (Lane Modification) 10.8 B 9.0 A
16 Arch Street/Dockweiler, 12th Street, Placerita Canyon Road (3) 8.3 A 8.6 A 17 Lyons Avenue and Dockweiler Drive 21.7 C 25.8 C
(1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 4-3 under Future Year 2035 Alternative 1 Condition, several intersections are anticipated to operate at LOS “F.” As such, mitigations are necessary to accommodate the anticipated Future Year 2035 traffic. A summary of the mitigation is presented in Chapter 7 of this report.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-9.dwgLast Opened: Apr 26, 2016 - 3:42pm by: Tnm 51 Alternative 2 Condition
The Santa Clarita Valley Consolidated Traffic Model (SCVCTM) for Interim Year provided traffic volumes for the Future Year 2035 Alternative 2 Condition. The model plots outlined the distribution of future traffic with the construction of the project Alternative 2. The analysis of Alternative 2 utilizes the traffic volume projections for the City of Santa Clarita’s traffic model together with the existing traffic flow data. The traffic projections are based on the General Plan Buildout. The buildout includes construction of future roadways Dockweiler Drive between 13th Street and Val Del Oro, Golden Valley Road between Newhall Ranch Road to Valley Center Drive, Magic Mountain Parkway from Railroad Avenue to Via Princessa, and Via Princessa between Claibourne Lane and Sheldon Avenue. This also includes the proposed conceptual development of the North Newhall Specific Plan area an 809 dwelling unit plus an approximate 11 acre commercial land use.

The Future Year 2035 Alternative 2 study intersections provided in Figure 4-10, the volumes provided in Figure 4-11.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-10.dwgLast Opened: May 02, 2016 - 5:03pm by: tnm

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-11.dwgLast Opened: Apr 26, 2016 - 3:55pm by: Tnm 54 The intersections were analyzed using the capacity analysis methodology described in Chapter

2. The analysis was conducted with the Future Year 2035 Alternative 2 Condition existing and mitigated study intersection geometrics illustrated in Figure 4-12. The LOS for the study intersections presented in Table 4-4 represents the LOS for the critical movement. This is typically the stop controlled left turn from the minor street.

Table 4-4: Intersection Capacity Analysis – Year 2035 Alternative 2 Condition Traffic Impact Analysis – Dockweiler Drive Alignment Project Intersection
AM PM
Delay (1) LOS(2) Delay (1) LOS(2)
1 Sierra Highway and SR-14 Southbound Ramps 14.2 B 40.6 D 2 Sierra Highway and Placerita Canyon Road 99.99 F 99.99 F Mitigation (Lane Modification) 51.8 D 43.4 D
3 SR-14 Northbound Ramps and Placerita Canyon Road 26.5 C 18.6 B 4 Sierra Highway and Dockweiler Drive 19.1 B 22.7 C
5 SR-14 Southbound Ramps and Newhall Avenue 6.3 A 6.5 A 6 Sierra Highway and Newhall Avenue 61.6 E 99.99 F
Mitigation (Lane Modification) 54.4 D 44.2 D
7 Valle Del Oro and Newhall Avenue 16.2 B 14.1 B
8 Valle Del Oro and Dockweiler Drive (3) 99.99 F 17.3 C Mitigation (Traffic Signal and Lane Modification) 27.0 C 25.1 C 9 Railroad Avenue and Newhall Avenue 23.8 C 36.4 D
10 Railroad Avenue and Market Street 27.8 C 21.4 C
11 Newhall Avenue and Lyons Avenue 71.4 E 67.9 E
12 Railroad Avenue and Lyons Avenue 18.8 B 17.7 B
13 Railroad Avenue and 13th Street 50.5 D 99.99 F
Mitigation (Lane Modification) 55 D 43.4 D
14 Main Street and Lyons Avenue 17.2 B 19.3 B
15 Main Street and Newhall Avenue (4) 63.9 F 99.99 F
Mitigation (Lane Modification) 9.8 A 11.1 B
16 Arch Street/Dockweiler, 12th Street, Placerita Canyon Road (3) 18.4 C 39.1 E (1) Delay – In Seconds
(2) LOS – Level of Service
(3) Un-Signalized Intersection
(4) Roundabout Intersection

99.99 - Intersection Delay Exceeds Level of Service Standard Source: David Evans and Associates, Inc.

As presented in Table 4-4 under Future Year 2035 Alternative 2 Condition, several intersections are anticipated to operate at LOS “F.” As such, mitigations are necessary to accommodate the anticipated Future Year 2035 traffic. A summary of the mitigation is presented in Chapter 7 of this report.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 4-12.dwgLast Opened: Apr 26, 2016 - 4:00pm by: Tnm 56 5 RAILROAD CROSSING ANALYSIS
The existing Union Pacific/Metrolink rail line currently extends through the City of Santa Clarita, and is shared by both freight (Union Pacific) and passenger (Metrolink Antelope Valley line) trains.

The nearest Metrolink train station to the proposed project is the Jan Heidt Newhall station located at Railroad Avenue and Market Street, approximately 0.25 mile south of Lyons Avenue. Currently the rail line serves approximately eight (8) freight trains per day with thirty (30) Metrolink commuter trains per weekday; twelve (12) on Saturday and six (6) trains Sunday. Passenger service from the Newhall station southbound to Los Angeles is provided by fourteen (14) trains per weekday starting at approximately 5:00 AM and ending at 7:30 PM. Passenger service northbound to Lancaster from the Newhall station is also provided by nine (9) trains starting at 7:00 AM until approximately 10:00 PM.

Traffic Counts were compiled for the existing railroad crossings at 13th Street, Market Street, and Newhall Avenue. AM and PM peak hour traffic counts included the existing vehicles, pedestrians, and bicycle volumes. Table 5-1 presents the existing traffic counts.

For a comparison of the three Dockweiler Drive extension alternatives, Daily and AM and PM Peak hour traffic volumes were compiled for the Year 2019 and 2035 conditions as presented in Table 5-2 and Table 5-3 respectively.

Table 5-1: Railroad Crossing Analysis – Existing Condition Traffic Impact Analysis – Dockweiler Drive Extension
Existing
Condition
1 2 3 4
Total 13th Street Lyons Avenue Market Street Newhall Avenue ADT1 9,200
N / A5
4,000 43,350 56,550
AUTO2(AM) 555 320 3140 4,015
AUTO2(PM) 665 485 3925 5,075
PED3(AM) 6
N / A5
47 11 64
PED3(PM) 5 59 15 79
Bicycles4(AM) 3
N / A5
5 3 11
Bicycles4(PM) 8 15 4 27
(-) - Data not available
(1) ADT – Average Daily Traffic
(2) AUTO – Peak Hour Auto Traffic (Both Directions)
(3) PED – Peak Hour Pedestrian Traffic
(4) Bicycles – Peak Hour Bicycle Traffic
(5) N/A – Not Applicable Future Railroad Crossing
Source: David Evans and Associates, Inc.
57 Table 5-2: Railroad Crossing Analysis – Project Year 2019 Condition Traffic Impact Analysis – Dockweiler Drive Extension
Year 2019 1 2 3 4Total 13th Street Lyons Avenue Market Street Newhall Avenue No Build
ADT1 10,850
N / A3
4,410 47,550 62,810
AM2 955 185 3,370 4,510
PM2 1,050 375 3,860 5,285
Proposed Project
ADT1
N / A3
8,060 4,390 44,790 57,240
AM2 620 185 3,115 3,920
PM2 840 370 3,580 4,790
Alternative 1
ADT1 2,130 8,110 4,430 44,910 59,580
AM2 105 625 190 3,130 4,050
PM2 190 840 375 3,560 4,965
Alternative 2
ADT1 6,990
N / A3
4,420 45,010 56,420
AM2 530 180 3085 3,795
PM2 650 380 3615 4,645
(1) ADT – Average Daily Traffic
(2) AUTO – Peak Hour Auto Traffic (Both Directions)
(3) N/A – Railroad Crossing Not Applicable to the Condition Source: David Evans and Associates, Inc.

As presented in Table 5-2 under Project Year 2019, the total average daily traffic is anticipated to be highest for the No Build Condition.

Table 5-3: Railroad Crossing Analysis – Future Year 2035 Condition Traffic Impact Analysis – Dockweiler Drive Extension
Year 2035 1 2 3 4Total 13th Street Lyons Avenue Market Street Newhall Avenue No Build ADT1 16,940
N / A3
6,920 56,300 80,160
AM2 1,170 325 3,735 5,230
PM2 1,525 575 4,605 6,705
Proposed Project ADT1
N / A3
28,870 7,050 47,100 83,020
AM2 1880 330 3,015 5,225
PM2 2495 590 3,695 6,780
Alternative 1 ADT1 10,150 21,270 7,060 47,050 85,530
AM2 625 1435 320 3,025 5,405
PM2 865 1885 600 3,680 7,030
Alternative 2 ADT1 17,670
N / A3
6,980 52,140 76,790
AM2 1295 330 3370 4,995
PM2 1585 580 4165 6,330
(1) ADT – Average Daily Traffic
(2) AUTO – Peak Hour Auto Traffic (Both Directions)
(3) N/A – Railroad Crossing Not Applicable to the Condition Source: David Evans and Associates, Inc.

As presented in Table 5-3 under Future Year 2035, the total average daily traffic is anticipated to be highest for the Alternative 1 Condition.
58 6 BICYCLE AND PEDESTRIAN FACILITIES
The California State Government Code outlines that a city must develop a Circulation Plan included in its General Plan that shall include the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals and other local public utilities and facilities. Furthermore the City and County must coordinate with regional transportation plan.

Consideration to said code the City of Santa Clarita utilized regional plans affecting the Santa Clarita Valley. Those regional plans included California Department of Transportation (Caltrans); the Regional Mobility Plan prepared by the Southern California Association of Governments (SCAG); the Los Angeles Metropolitan Transportation Authority’s (MTA or Metro) Congestion Management Program and bicycle way strategic plan; Santa Clarita Transit’s Transportation Development Plan (TDP); and Los Angeles County’s Airport Land Use Plan.

The Santa Clarita Valley’s circulation system provides vital connections linking neighborhoods, services, and employment centers throughout the community and the region. A comprehensive transportation network of roadways, multi-use trails and bicycle paths, bus transit, and commuter rail provides mobility options to Valley residents and businesses. Planning for the ultimate location and capacity of circulation improvements will also enhance economic strength and quality of life in the Valley.

Consideration to the Santa Clarita Valley’s continued development of efficient, cost-effective and comprehensive transportation systems that are consistent with regional plans, and local needs.

The Circulation Plan identifies and promotes a variety of techniques for improving mobility that go beyond planning for construction of new streets and highways. A major component in the development of the Santa Clarita Valley is the inclusion of alternative travel modes and support facilities. These facilities increase efficiency and capacity of existing systems, by promoting mixed-use development near transit facilities. Bicycle lanes and accessibility to bicycle paths are fundamental to a comprehensive transportation network. The Santa Clarita Valley’s Bicycle and Pedestrian Facilities is provided in Figure 6-1.

As illustrated in Figure 6-1, Potential Bike Lane connectors are proposed from Dockweiler Drive to connect to the Proposed Class I Bike Path along Railroad Avenue and the Proposed Class I Bike Path along Railroad Avenue.

PROPOSED EXPANSION OF

DOCKWEILER DRIVE

SANTA CLARITA, CALIFORNIA
Drawing Name: L:\120197\Eng\120197-000\Exhibit\10 Traffic\01 Figures\Figure 6-1.dwgLast Opened: Apr 26, 2016 - 4:52pm by: Tnm 60 7 PROJECT IMPACT, MITIGATION, AND SUMMARY
The following is an outline of the recommended traffic mitigation measures for the Proposed Project and each of the alternatives.

Proposed Project
Year 2019 Project Mitigations

1. Dockweiler Drive extension: Construct to full Secondary Highway Pavement width, from Aden Avenue to west of Valle Del Oro, providing two lanes eastbound (uphill) and one lane westbound (downhill), as necessary. May be striped for parking lane on both sides of roadway in interim condition. Class II Bike lanes and Pedestrian Sidewalks to be provided.

2. Railroad Avenue (North-South) and Lyons Avenue (East-West): Construct the railroad crossing and improve the intersection. The intersection improvements will include widening the northbound direction to accommodate an additional left turn lane and convert a through lane to a shared through-right lane and southbound direction to accommodate and additional left turn lane and convert the right turn lane to a shared through-right turn lane.

The north and southbound directions will include two left turn lanes, a through lane, and a shared through-right turn lane. The eastbound direction will provide a left turn lane, a through lane, and a shared through-right turn lane. The westbound direction will provide a left turn lane, two through lanes and a right turn lane.

3. Arch Street (north leg) / Dockweiler Drive (south leg) / 12th Street (east and west legs) / Placerita Canyon Road (southeast leg): Convert intersection to a 5-leg all way stop controlled intersection including Dockweiler Drive as the 5th leg. Arch Street will include a shared left-through-right lane accommodating left turning movements to the west leg (12th Street) and Placerita Canyon Road. Dockweiler Drive will include a shared left-through-right lane accommodating right turning movements to Placerita Canyon Road and the west leg (12th Street). The east leg (12th Street) will include a shared left-through-right lane accommodating left turning movements to Placerita Canyon Road and Dockweiler Drive.

The west leg (12th Street) will include a shared left-through-right lane accommodating right turning movements to Dockweiler Drive and Placerita Canyon Road. Placerita Canyon Road will include a shared left-right lane accommodating left turning movements to Dockweiler Drive and west leg (12th Street) and right turning movements to the east leg (12th Street) and Arch Street.

4. Lyons Avenue (North-South) and Dockweiler Drive (East-West): Extend Lyons Avenue to intersect with Dockweiler Drive as a signalized T-intersection. The northbound direction will include two left turn lanes and a through lane. The southbound direction will include a through and two right turn lanes. The eastbound direction will include a left turn lane and two right turn lanes.
61 5. Railroad Avenue (North-South) and 13th Street (East-West): The railroad crossing to be closed. The intersection modifications include removing the northbound right turn lane and southbound left turn lane and restricting the eastbound through movement. The northbound direction will include a left turn lane and two through lanes. The southbound direction will include a through lane and a shared through-right turn lane. The eastbound direction will include a shared left-right turn lane.

Year 2019 Regional Mitigations

1. Sierra Highway (North-South) and SR-14 Freeway Southbound Ramps (East-West): The intersection modifications include installing a traffic signal and widening the southbound direct to provide an additional left turn lane. The northbound direction will include a through lane, and a shared through-right turn lane. The southbound direction will include two left turn lanes, and two through lanes. The eastbound direction will include a left turn lane and a right turn lane.

2. Sierra Highway (North-South) and Placerita Canyon Road (East-West): The intersection modifications include lane modifications to provide an exclusive right turn westbound lane and right turn northbound lane. The northbound direction will include a left turn lane, two through lanes, and a right turn lane. The south and eastbound directions will include a left turn lane, a through lane, and a shared through-right turn lane. The westbound direction will include a left turn lane, a through lane, and a right turn lane.

3. SR-14 Freeway Northbound Ramps (North-South) and Placerita Canyon Road (East-West):

The intersection modifications include installing a traffic signal. The northbound direction will include a left turn lane and a right turn lane. The east and westbound directions will include two through lanes.

4. SR-14 Freeway Southbound Ramps (North-South) and Newhall Avenue (East-West): The intersection modifications include converting the east and southbound right turn lanes to free right turns and signalizing the intersection. The eastbound direction will include two through lanes and a free right turn lane. The southbound direction will include a shared through-left turn lane and a free right turn lane. The westbound direction will include a left turn lane and two through lanes.

5. Newhall Avenue (North-South) and Lyons Avenue (East-West): The intersection modifications include converting the eastbound through-right lane to a right turn lane. The northbound direction will include two left turn lanes and a shared through-right lane. The southbound direction will include a left turn lane and a shared through-right lane. The east and westbound directions will include a left turn lane, two through lanes, and a right turn lane.
62 Year 2035 Project Mitigations

1. Valle Del Oro (North-South) and Dockweiler Drive (East-West): Install a traffic signal. The Intersection modifications include signalizing the intersection and widening the east and west bound direction to accommodate an additional through lane and widening the northbound direction to accommodate an exclusive right turn lane. The northbound direction will include a shared left-through lane and a right turn lane. The southbound direction will include a shared left-through-right turn lane. The east and westbound directions will include a left turn lane, a through, and a shared through-right turn lane.

Year 2035 Regional Mitigations

1. Sierra Highway (North-South) and Placerita Canyon Road (East-West): The Intersection modifications include widening to accommodate lane modifications to all approaches. Widen the northbound direction to accommodate an additional through lane. Widen the east and southbound directions to accommodate two additional through lanes and restripe the shared through-right lane to a right turn only lane. Widen the westbound direction to accommodate two additional through lanes. The north, east, south, and westbound direction will include a left turn lane, three through lanes, and a right turn lane.

2. Sierra Highway (North-South) and Newhall Avenue (East-West): Intersection modifications include converting the northbound through-right turn lane to a through lane and widening to accommodate a free right turn. The northbound direction will include two left turn lanes, two through lanes, and a free right turn. The southbound direction will include a left turn lane, two through lanes, and a shared through-right turn lane. The east and westbound directions will include two left turn lane, three through lanes, and a right turn lane.

3. Main Street (north leg) / Newhall Avenue (south leg) / Newhall Avenue (west leg): The intersection modifications include widening the northbound direction to accommodate a left turn lane and the eastbound direction to accommodate a right turn lane. Newhall Avenue (south leg) will include a left turn lane and a shared left-through lane. Main Street will include a shared right-through lane. Newhall Avenue (east leg) will include a shared left-right lane and a right turn lane.
63 Alternative 1
Year 2019 Project Mitigations

1. Dockweiler Drive extension: Construct to full Secondary Highway Pavement width, from Aden Avenue to west of Valle Del Oro, providing two lanes eastbound (uphill) and one lane westbound (downhill), as necessary. May be striped for parking lane on both sides of roadway in interim condition. Class II Bike lanes and Pedestrian Sidewalks to be provided.

2. Railroad Avenue (North-South) and Lyons Avenue (East-West): Construct the railroad crossing and improve the intersection. The intersection improvements will include widening the northbound direction to accommodate an additional left turn lane and convert a through lane to a shared through-right lane and southbound direction to accommodate and additional left turn lane and convert the right turn lane to a shared through-right turn lane.

The north and southbound directions will include two left turn lanes, a through lane, and a shared through-right turn lane. The eastbound direction will provide a left turn lane, a through lane, and a shared through-right turn lane. The westbound direction will provide a left turn lane, two through lanes and a right turn lane.

3. Arch Street (north leg) / Dockweiler Drive (south leg) / 12th Street (east and west legs) / Placerita Canyon Road (southeast leg): Convert intersection to a 5-leg all way stop controlled intersection including Dockweiler Drive as the 5th leg. Arch Street will include a shared left-through-right lane accommodating left turning movements to the west leg (12th Street) and Placerita Canyon Road. Dockweiler Drive will include a shared left-through-right lane accommodating right turning movements to Placerita Canyon Road and the west leg (12th Street). The east leg (12th Street) will include a shared left-through-right lane accommodating left turning movements to Placerita Canyon Road and Dockweiler Drive.

The west leg (12th Street) will include a shared left-through-right lane accommodating right turning movements to Dockweiler Drive and Placerita Canyon Road. Placerita Canyon Road will include a shared left-right lane accommodating left turning movements to Dockweiler Drive and west leg (12th Street) and right turning movements to the east leg (12th Street) and Arch Street.

4. Lyons Avenue (North-South) and Dockweiler Drive (East-West): Extend Lyons Avenue to intersect with Dockweiler Drive as a signalized T-intersection. The northbound direction will include a left turn lane and a through lane. The southbound direction will include a through and a right turn lane. The eastbound direction will include a left turn lane and a right turn lane.

Year 2019 Regional Mitigations

1. Sierra Highway (North-South) and SR-14 Freeway Southbound Ramps (East-West): Install a traffic signal and provide an additional southbound left turn lane. The northbound direction will include a through lane, and a shared through-right turn lane. The southbound direction will include two left turn lanes, and two through lanes. The eastbound direction will include a left turn lane and a right turn lane.
64 2. Sierra Highway (North-South) and Placerita Canyon Road (East-West): Lane modifications to provide an exclusive right turn westbound lane and right turn northbound lane. The northbound direction will include a left turn lane, two through lanes, and a right turn lane.

The south and eastbound directions will include a left turn lane, a through lane, and a shared through-right turn lane. The westbound direction will include a left turn lane, a through lane, and a right turn lane.

3. SR-14 Freeway Northbound Ramps (North-South) and Placerita Canyon Road (East-West):

Install a traffic signal. The northbound direction will include a left turn lane and a right turn lane. The east and westbound directions will include two through lanes.

4. SR-14 Freeway Southbound Ramps (North-South) and Newhall Avenue (East-West):

Intersection modifications include converting the east and southbound right turn lanes to free right turns and signalizing the intersection. The eastbound direction will include two through lanes and a free right turn lane. The southbound direction will include a shared through-left turn lane and a free right turn lane. The westbound direction will include a left turn lane and two through lanes.

Year 2035 Project Mitigations

1. Valle Del Oro (North-South) and Dockweiler Drive (East-West): Install a traffic signal. The Intersection modifications include signalizing the intersection and widening the east and west bound direction to accommodate an additional through lane and widening the northbound direction to accommodate an exclusive right turn lane. The northbound direction will include a shared left-through lane and a right turn lane. The southbound direction will include a shared left-through-right turn lane. The east and westbound directions will include a left turn lane, a through, and a shared through-right turn lane.

Year 2035 Regional Mitigations

1. Sierra Highway (North-South) and Placerita Canyon Road (East-West): The Intersection modifications include widening to accommodate lane modifications to all approaches. Widen the northbound direction to accommodate an additional through lane. Widen the east and southbound directions to accommodate two additional through lanes and restripe the shared through-right lane to a right turn only lane. Widen the westbound direction to accommodate two additional through lanes. The north, east, south, and westbound direction will include a left turn lane, three through lanes, and a right turn lane.

2. Sierra Highway (North-South) and Newhall Avenue (East-West): Intersection modifications include converting the northbound through-right turn lane to a through lane and widening to accommodate a free right turn. The northbound direction will include two left turn lanes, two through lanes, and a free right turn. The southbound direction will include a left turn lane, two through lanes, and a shared through-right turn lane. The east and westbound directions will include two left turn lane, three through lanes, and a right turn lane. 65 3. Main Street (north leg) / Newhall Avenue (south leg) / Newhall Avenue (west leg): Widen the south leg to accommodate a left turn lane and the west leg to accommodate a right turn lane. Newhall Avenue (south leg) will include a left turn lane and a shared left-through lane.

Main Street will include a shared right-through lane. Newhall Avenue (east leg) will include a shared left-right lane and a right turn lane.

Alternative 2
Year 2019 Project Mitigations

1. Dockweiler Drive extension: Construct to full Secondary Highway Pavement width, from Aden Avenue to west of Valle Del Oro, providing two lanes eastbound (uphill) and one lane westbound (downhill), as necessary. May be striped for parking lane on both sides of roadway in interim condition. Class II Bike lanes and Pedestrian Sidewalks to be provided.

2. Arch Street (north leg) / Dockweiler Drive (south leg) / 12th Street (east and west legs) / Placerita Canyon Road (southeast leg): Convert intersection to a 5-leg all way stop controlled intersection including Dockweiler Drive as the 5th leg. Arch Street will include a shared left-through-right lane accommodating left turning movements to the west leg (12th Street) and Placerita Canyon Road. Dockweiler Drive will include a shared left-through-right lane accommodating right turning movements to Placerita Canyon Road and the west leg (12th Street). The east leg (12th Street) will include a shared left-through-right lane accommodating left turning movements to Placerita Canyon Road and Dockweiler Drive.

The west leg (12th Street) will include a shared left-through-right lane accommodating right turning movements to Dockweiler Drive and Placerita Canyon Road. Placerita Canyon Road will include a shared left-right lane accommodating left turning movements to Dockweiler Drive and west leg (12th Street) and right turning movements to the east leg (12th Street) and Arch Street.

Year 2019 Regional Mitigations

1. Sierra Highway (North-South) and SR-14 Freeway Southbound Ramps (East-West): The intersection modifications include installing a traffic signal and widening the southbound direct to provide an additional left turn lane. The northbound direction will include a through lane, and a shared through-right turn lane. The southbound direction will include two left turn lanes, and two through lanes. The eastbound direction will include a left turn lane and a right turn lane.

2. Sierra Highway (North-South) and Placerita Canyon Road (East-West): The intersection modifications include lane modifications to provide an exclusive right turn westbound lane and right turn northbound lane. The northbound direction will include a left turn lane, two through lanes, and a right turn lane. The south and eastbound directions will include a left turn lane, a through lane, and a shared through-right turn lane. The westbound direction will include a left turn lane, a through lane, and a right turn lane. 66 3. SR-14 Freeway Northbound Ramps (North-South) and Placerita Canyon Road (East-West):

The intersection modifications include installing a traffic signal. The northbound direction will include a left turn lane and a right turn lane. The east and westbound directions will include two through lanes.

4. SR-14 Freeway Southbound Ramps (North-South) and Newhall Avenue (East-West): The intersection modifications include converting the east and southbound right turn lanes to free right turns and signalizing the intersection. The eastbound direction will include two through lanes and a free right turn lane. The southbound direction will include a shared through-left turn lane and a free right turn lane. The westbound direction will include a left turn lane and two through lanes.

5. Newhall Avenue (North-South) and Lyons Avenue (East-West): The intersection modifications include converting the eastbound through-right lane to a right turn lane. The northbound direction will include two left turn lanes and a shared through-right lane. The southbound direction will include a left turn lane and a shared through-right lane. The east and westbound directions will include a left turn lane, two through lanes, and a right turn lane.

Year 2035 Project Mitigations

1. Railroad Avenue (North-South) and 13th Street (East-West): The intersection modifications include widening the south and westbound direction to include a left turn lane. The northbound direction will include a left turn lane, two through lanes and a right turn lane. The southbound direction will include two left turn lanes, through lane, and a shared throughright turn lane. The eastbound direction will include a shared left-through-right turn lane. The westbound direction will include a left turn lane, a through, and a right turn lane.

Year 2035 Regional Mitigations

1. Sierra Highway (North-South) and Placerita Canyon Road (East-West): The Intersection modifications include widening to accommodate lane modifications to all approaches. Widen the northbound direction to accommodate an additional through lane. Widen the east and southbound directions to accommodate two additional through lanes and restripe the shared through-right lane to a right turn only lane. Widen the westbound direction to accommodate two additional through lanes. The north, east, south, and westbound direction will include a left turn lane, three through lanes, and a right turn lane.

2. Sierra Highway (North-South) and Newhall Avenue (East-West): Intersection modifications include converting the northbound through-right turn lane to a through lane and widening to accommodate a free right turn. The northbound direction will include two left turn lanes, two through lanes, and a free right turn. The southbound direction will include a left turn lane, two through lanes, and a shared through-right turn lane. The east and westbound directions will include two left turn lane, three through lanes, and a right turn lane. 67 3. Main Street (north leg) / Newhall Avenue (south leg) / Newhall Avenue (west leg): The intersection modifications include widening the northbound direction to accommodate a left turn lane and the eastbound direction to accommodate a right turn lane. Newhall Avenue (south leg) will include a left turn lane and a shared left-through lane. Main Street will include a shared right-through lane. Newhall Avenue (east leg) will include a shared left-right lane and a right turn lane.
68 8 APPENDIX
Appendix A: Model Plots
Appendix B: Intersection Capacity Analysis Calculations