Agenda — Taft City Council, November 15, 2022 (part 5 of 6)

Kern St (SR 33)
1st St
Northbound Southbound Eastbound Westbound (SR33)
Turning Movement Report
Kern St @ 1st
Kern
Tuesday, March 15, 2022 Clear

35.1407
-119.4519
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For:

Rick Engineering Company
800-975-6938 Phone/Fax 5620 Friars Rd
www.metrotrafficdata.com San Diego, CA 92110

LOCATION LATITUDE

COUNTY LONGITUDE

COLLECTION DATE WEATHER
Time Left Thru Right-1 Right-2 Left-1 Left-2 Thru Right Left-1 Left-2 Thru Right Left Thru Right-1 Right-2 Left-1 Left-2 Thru Right S-Leg N-Leg W-Leg E33-Leg EK-Leg 7:00 AM - 7:15 AM 0000000000000000000000000
7:15 AM - 7:30 AM 0000100000000000000000000
7:30 AM - 7:45 AM 0000000000000000000001200
7:45 AM - 8:00 AM 0000000000000000000000000
8:00 AM - 8:15 AM 0000001000000000000001300
8:15 AM - 8:30 AM 0000000000000000000000000
8:30 AM - 8:45 AM 0000000000000000000000000
8:45 AM - 9:00 AM 0000000000000000000100000
TOTAL 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 5 0 0 Time Left Thru Right-1 Right-2 Left-1 Left-2 Thru Right Left-1 Left-2 Thru Right Left Thru Right-1 Right-2 Left-1 Left-2 Thru Right S-Leg N-Leg W-Leg E33-Leg EK-Leg 4:00 PM - 4:15 PM 0000000000001000000100000
4:15 PM - 4:30 PM 0000000000000010000000000
4:30 PM - 4:45 PM 0000000000000000000001000
4:45 PM - 5:00 PM 0000000000000000000000000
5:00 PM - 5:15 PM 0000000000000000000000000
5:15 PM - 5:30 PM 0000000001000000000000000
5:30 PM - 5:45 PM 0000000000000000000002022
5:45 PM - 6:00 PM 0000000000000000000001200
TOTAL 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 0 0 1 0 4 2 2 2 PEAK HOUR Left Thru Right-1 Right-2 Left-1 Left-2 Thru Right Left-1 Left-2 Thru Right Left Thru Right-1 Right-2 Left-1 Left-2 Thru Right S-Leg N-Leg W-Leg E33-Leg EK-Leg 7:15 AM - 8:15 AM 0000101000000000000002500
4:00 PM - 5:00 PM 0000000000001010000101000
Bikes Peds Peds <>
AM Peak Total 2 7 PM 0 0 0 0 1
PM Peak Total 3 1 AM 0 1 0 1 2 AM PM Peds <>
0 5 0 1
0 0 0 0
0 0 0 0 Kern St
0 0 0 0
0 0 0 0
Peds <>
PM AM
AM PM
0 0
0 1
0 0 Westside Hwy (SR 33)
0 1
Peds <>
0 0
Peds <>
0 0 0 0 0 AM
0 0 0 0 0 PM

Page 2 of 3 ends

Northbound Bicycles Southbound Bicycles Eastbound Bicycles Westbound SR33 Bicycles Westbound Kern Bicycles Pedestrians in each Crosswalk Southbound Bicycles Eastbound Bicycles Pedestrians in each Crosswalk Westbound Kern Bicycles
Kern St (SR 33)
1st St
Pedestrians in each Crosswalk
1st St
Northbound Bicycles Southbound Bicycles Eastbound Bicycles Westbound SR33 Bicycles Westbound SR33 Bicycles Westbound Kern Bicycles
Turning Movement Report
Kern St @ 1st 35.1407
Kern -119.4519
Tuesday, March 15, 2022 Clear
Northbound Bicycles
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For:

Rick Engineering Company
800-975-6938 Phone/Fax 5620 Friars Rd
www.metrotrafficdata.com San Diego, CA 92110

LOCATION LATITUDE

COUNTY LONGITUDE

COLLECTION DATE WEATHER
Time U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks 7:00 AM - 7:15 AM 0 2 14 0 1 0 0 18 0 1 0 0 0 1 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 2 19 0 2 0 0 25 0 2 0 1 0 1 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 2 18 0 3 0 0 24 0 1 0 1 0 3 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 2 8 0 1 0 0 22 0 0 0 0 0 1 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 1 23 0 1 1 0 20 2 4 0 0 0 1 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 1 21 0 6 0 0 31 0 2 0 1 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 1 24 0 0 0 0 22 0 5 0 1 0 1 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 1 14 0 2 0 0 19 1 1 0 0 0 3 0 0 0 0 0 0 TOTAL 0 12 141 0 16 1 0 181 3 16 0 4 0 11 0 0 0 0 0 0
Time U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks 4:00 PM - 4:15 PM 0 3 36 0 3 0 2 20 1 3 0 0 0 3 0 0 0 1 1 0 4:15 PM - 4:30 PM 0 1 26 0 1 0 0 23 0 1 0 0 0 2 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 31 0 1 0 0 16 0 1 0 0 0 5 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 1 26 0 0 0 0 19 0 1 0 0 0 3 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 3 21 0 0 0 0 16 0 1 0 1 0 2 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 3 15 0 0 0 0 16 0 3 0 1 0 4 1 0 0 0 0 0 5:30 PM - 5:45 PM 0 2 21 0 2 0 0 26 0 1 0 0 0 3 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 5 25 0 1 0 0 21 0 0 0 0 0 2 0 0 0 0 0 0 TOTAL 0 18 201 0 8 0 2 157 1 11 0 2 0 24 1 0 0 1 1 0
PEAK HOUR U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks 8:00 AM - 9:00 AM 0 4 82 0 9 1 0 92 3 12 0 2 0 5 0 0 0 0 0 0 4:00 PM - 5:00 PM 0 5 119 0 5 0 2 78 1 6 0 0 0 13 0 0 0 1 1 0 PHF Trucks PHF
AM 0.875 11.1% PM 1 78 2 0 0.88
PM 0.821 5.0% AM 3 92 0 1 0.774
PHF 0.65 0.583
AM PM
0 00 1
0 20 1
0 00 0
13 50 0
PM AM
PHF
##### 0.25 PHF

0.86 0 4 82 0 AM

0.795 0 5 119 0 PM
Southbound
Southbound Eastbound
Northbound Eastbound Westbound
Northbound Southbound Eastbound Westbound

Page 1 of 3 ends

Driveway
Northbound Westbound
Center St
West Side Hwy (SR 33)
West Side Hwy (SR 33)
Turning Movement Report
Center St @ West Side Hwy
Kern
Tuesday, March 15, 2022 Clear

35.1387
-119.4489
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For:

Rick Engineering Company
800-975-6938 Phone/Fax 5620 Friars Rd
www.metrotrafficdata.com San Diego, CA 92110

LOCATION LATITUDE

COUNTY LONGITUDE

COLLECTION DATE WEATHER
Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000
7:15 AM - 7:30 AM 0000000000000000
7:30 AM - 7:45 AM 0000000000000000
7:45 AM - 8:00 AM 0000000000000000
8:00 AM - 8:15 AM 0000000000000000
8:15 AM - 8:30 AM 0000000000000000
8:30 AM - 8:45 AM 0000000000000000
8:45 AM - 9:00 AM 0100000000000000
TOTAL 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000
4:15 PM - 4:30 PM 0100000000000000
4:30 PM - 4:45 PM 0000000000000000
4:45 PM - 5:00 PM 0000000000000000
5:00 PM - 5:15 PM 0000000000010000
5:15 PM - 5:30 PM 0000000000000000
5:30 PM - 5:45 PM 0000000200000000
5:45 PM - 6:00 PM 0000000000000000
TOTAL 0 1 0 0 0 0 0 2 0 0 0 1 0 0 0 0
PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 0100000000000000
4:00 PM - 5:00 PM 0100000000000000
Bikes Peds Peds <>
AM Peak Total 10 PM 0 0 0 0
PM Peak Total 1 0 AM 0000 Peds <>
00 AM PM
00 00
00 00
00 00
PM AM
Peds <>
00 Peds <>
0010 AM
0 0 1 0 PM
Turning Movement Report
Center St @ West Side Hwy 35.1387
Kern -119.4489
Tuesday, March 15, 2022 Clear
E.Leg
Peds
Westbound Bikes W.Leg
Peds
Northbound Bikes N.Leg
Peds
Southbound Bikes S.Leg
Peds
Eastbound Bikes E.Leg
Peds
S.Leg
Peds
Eastbound Bikes E.Leg
Peds
Westbound Bikes W.Leg
Peds
Northbound Bikes N.Leg
Peds
Southbound Bikes S.Leg
Peds
Eastbound Bikes
Westbound Bikes W.Leg
Peds
West Side Hwy (SR 33)
Center St Driveway
West Side Hwy (SR 33) Page 2 of 3
Northbound Bikes N.Leg
Peds
Southbound Bikes
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For:

Rick Engineering Company
800-975-6938 Phone/Fax 5620 Friars Rd
www.metrotrafficdata.com San Diego, CA 92110

LOCATION LATITUDE

COUNTY LONGITUDE

COLLECTION DATE WEATHER
Time U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks 7:00 AM - 7:15 AM 0 0 70 6 2 0 6 39 0 4 0 0 0 0 0 0 1 0 4 0 7:15 AM - 7:30 AM 0 0 108 7 2 0 1 48 0 3 0 0 0 0 0 0 7 0 2 1 7:30 AM - 7:45 AM 0 0 116 12 10 0 10 103 0 2 0 0 0 0 0 0 3 0 6 0 7:45 AM - 8:00 AM 0 0 86 10 0 0 10 77 0 0 0 0 0 0 0 0 3 0 5 0 8:00 AM - 8:15 AM 0 0 65 13 2 0 9 50 0 2 0 0 0 0 0 0 2 0 3 0 8:15 AM - 8:30 AM 0 0 58 7 7 0 2 45 0 3 0 0 0 0 0 0 4 0 5 0 8:30 AM - 8:45 AM 0 0 51 4 0 0 5 32 0 2 0 0 0 0 0 0 3 0 4 1 8:45 AM - 9:00 AM 0 0 43 6 0 0 6 29 0 0 0 0 0 0 0 0 5 0 10 1 TOTAL 0 0 597 65 23 0 49 423 0 16 0 0 0 0 0 0 28 0 39 3 Time U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks 4:00 PM - 4:15 PM 0 0 70 12 1 0 18 71 0 0 0 0 0 0 0 0 9 0 15 0 4:15 PM - 4:30 PM 0 0 74 14 2 0 11 79 0 1 0 0 0 0 0 0 6 0 14 0 4:30 PM - 4:45 PM 0 0 79 10 1 0 10 91 0 2 0 0 0 0 0 0 6 0 13 0 4:45 PM - 5:00 PM 0 0 92 11 0 0 11 76 0 0 0 0 0 0 0 0 8 0 10 0 5:00 PM - 5:15 PM 0 0 89 13 2 0 19 89 0 2 0 0 0 0 0 0 11 0 15 0 5:15 PM - 5:30 PM 0 0 83 17 1 0 16 83 0 1 0 0 0 0 0 0 2 0 11 0 5:30 PM - 5:45 PM 0 0 68 9 0 0 18 68 0 0 0 0 0 0 0 0 7 0 6 0 5:45 PM - 6:00 PM 0 0 73 17 1 0 19 69 0 0 0 0 0 0 0 0 6 0 12 1 TOTAL 0 0 628 103 8 0 122 626 0 6 0 0 0 0 0 0 55 0 96 1 PEAK HOUR U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks U-Turn Left Thru Right Trucks 7:15 AM - 8:15 AM 0 0 375 42 14 0 30 278 0 7 0 0 0 0 0 0 15 0 16 1 4:30 PM - 5:30 PM 0 0 343 51 4 0 56 339 0 5 0 0 0 0 0 0 27 0 49 0 PHF Trucks PHF
AM 0.756 2.9% PM 0 339 56 0 0.914
PM 0.916 1.0% AM 0 278 30 0 0.681
PHF ##### #####
AM PM
0 0 16 49
0 00 0
0 0 15 27
0 00 0
PM AM
PHF

0.861 0.731 PHF

0.814 0 0 375 42 AM

0.956 0 0 343 51 PM
Southbound
Southbound Eastbound
Northbound Eastbound Westbound
Northbound Southbound Eastbound Westbound

Page 1 of 3 ends

Center St
Northbound Westbound
10th St
10th St
Turning Movement Report
10th St @ Center St
Kern
Tuesday, March 15, 2022 Clear

35.1429
-119.4651
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For:

Rick Engineering Company
800-975-6938 Phone/Fax 5620 Friars Rd
www.metrotrafficdata.com San Diego, CA 92110

LOCATION LATITUDE

COUNTY LONGITUDE

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 6334 16 5163 15 31
1:00 AM 2224 10 2432 11 21
2:00 AM 2041 7 1130 5 12
3:00 AM 2442 12 2433 12 24
4:00 AM 11 15 12 12 50 9 14 12 16 51 101
5:00 AM 22 24 37 27 110 26 34 51 43 154 264
6:00 AM 37 41 36 47 161 49 38 43 46 176 337
7:00 AM 54 71 89 92 306 36 79 120 89 324 630
8:00 AM 66 61 43 54 224 60 48 43 56 207 431
9:00 AM 55 50 56 56 217 53 61 58 59 231 448
10:00 AM 61 58 55 72 246 72 64 67 95 298 544
11:00 AM 96 83 78 68 325 74 74 82 75 305 630
12:00 PM 84 83 71 69 307 80 92 86 76 334 641
1:00 PM 83 74 65 64 286 72 69 69 83 293 579
2:00 PM 84 102 87 103 376 92 85 105 93 375 751
3:00 PM 105 88 102 99 394 104 92 102 81 379 773
4:00 PM 93 70 81 96 340 88 76 79 81 324 664
5:00 PM 90 73 96 81 340 85 84 83 73 325 665
6:00 PM 74 61 67 62 264 83 72 54 61 270 534
7:00 PM 61 51 57 38 207 58 51 56 55 220 427
8:00 PM 54 34 50 31 169 44 37 43 42 166 335
9:00 PM 47 48 35 32 162 38 31 29 27 125 287
10:00 PM 27 13 9 10 59 15 15 10 9 49 108
11:00 PM 8435 20 9336 21 41
4608 4670
AM% 37.4% AM Peak 666 7:15 am to 8:15 am AM P.H.F. 0.80 PM% 62.6% PM Peak 789 2:45 pm to 3:45 pm PM P.H.F. 0.94 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Kern St (SR33) 35.14327294
btwn 10th St / 6th St -119.4601627
4 Eastbound Westbound Hourly
Totals
Total 49.7% 50.3%
9278
0 50
100
150
200
250
300
350
400
450
# of vehicles
Time Period
Eastbound
Westbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 2442 12 5263 16 28
1:00 AM 0142 7 2620 10 17
2:00 AM 2241 9 1130 5 14
3:00 AM 1352 11 2334 12 23
4:00 AM 9 12 12 18 51 7 12 7 10 36 87
5:00 AM 16 22 37 37 112 24 25 35 41 125 237
6:00 AM 40 50 37 41 168 35 36 31 42 144 312
7:00 AM 41 49 75 68 233 36 59 77 65 237 470
8:00 AM 52 56 41 42 191 47 39 44 45 175 366
9:00 AM 47 44 49 47 187 41 47 56 48 192 379
10:00 AM 56 50 48 62 216 46 53 57 80 236 452
11:00 AM 72 64 62 63 261 62 51 55 56 224 485
12:00 PM 58 78 54 64 254 59 63 71 56 249 503
1:00 PM 67 68 44 52 231 72 51 50 70 243 474
2:00 PM 75 81 60 61 277 70 66 81 87 304 581
3:00 PM 80 67 96 89 332 82 52 79 78 291 623
4:00 PM 82 73 74 73 302 77 72 69 66 284 586
5:00 PM 59 66 75 74 274 56 69 74 55 254 528
6:00 PM 62 54 56 53 225 53 67 44 49 213 438
7:00 PM 41 50 51 37 179 44 52 43 32 171 350
8:00 PM 42 29 29 29 129 31 28 40 26 125 254
9:00 PM 35 35 22 18 110 28 25 18 14 85 195
10:00 PM 16 12 10 8 46 12 11 5 6 34 80
11:00 PM 8534 20 6444 18 38
3837 3683
AM% 38.2% AM Peak 508 10:45 am to 11:45 am AM P.H.F. 0.89 PM% 61.8% PM Peak 646 3:30 pm to 4:30 pm PM P.H.F. 0.92 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Kern St (SR33) 35.14207405
btwn 6th St / 1st St -119.4563608
4 Eastbound Westbound Hourly
Totals
Total 51.0% 49.0%
7520
0 50
100
150
200
250
300
350
# of vehicles
Time Period
Eastbound
Westbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 2322 9 1111 4 13
1:00 AM 2210 5 2102 5 10
2:00 AM 2030 5 0032 5 10
3:00 AM 1211 5 1242 9 14
4:00 AM 3513 12 5888 29 41
5:00 AM 6 6 21 12 45 5 16 24 25 70 115
6:00 AM 15 19 12 18 64 33 41 34 24 132 196
7:00 AM 14 20 19 8 61 18 25 24 22 89 150
8:00 AM 24 22 25 14 85 23 31 22 20 96 181
9:00 AM 19 20 23 21 83 24 18 23 19 84 167
10:00 AM 18 24 24 32 98 25 21 22 23 91 189
11:00 AM 20 28 34 26 108 33 26 21 29 109 217
12:00 PM 30 22 24 18 94 21 37 24 26 108 202
1:00 PM 27 22 20 30 99 27 29 23 25 104 203
2:00 PM 22 30 31 37 120 23 24 23 22 92 212
3:00 PM 33 24 45 47 149 21 23 25 24 93 242
4:00 PM 37 26 31 26 120 23 23 16 19 81 201
5:00 PM 22 16 21 25 84 16 16 26 21 79 163
6:00 PM 21 22 11 12 66 17 11 19 13 60 126
7:00 PM 11 14 10 9 44 16 17 9 11 53 97
8:00 PM 9696 30 15 8 9 11 43 73
9:00 PM 7 11 5 2 25 12 10 12 7 41 66
10:00 PM 4222 10 8423 17 27
11:00 PM 2303 8 0411 6 14
1429 1500
AM% 44.5% AM Peak 217 11:00 am to 12:00 pm AM P.H.F. 0.99 PM% 55.5% PM Peak 250 3:30 pm to 4:30 pm PM P.H.F. 0.88 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Westside Hwy (SR 33) 35.139115
btwn 1st St / Center St -119.4491566
2 Northbound Southbound Hourly
Totals
Total 48.8% 51.2%
2929
0 20
40 60
80 100
120
140
160
# of vehicles
Time Period
Northbound
Southbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 3323 11 1111 4 15
1:00 AM 2210 5 2102 5 10
2:00 AM 2030 5 0032 5 10
3:00 AM 1212 6 1242 9 15
4:00 AM 3613 13 5889 30 43
5:00 AM 6 6 23 12 47 5 17 26 30 78 125
6:00 AM 17 21 13 21 72 36 46 37 29 148 220
7:00 AM 16 21 20 10 67 19 26 27 23 95 162
8:00 AM 24 22 25 15 86 21 31 23 22 97 183
9:00 AM 19 20 23 25 87 23 19 25 20 87 174
10:00 AM 18 28 26 33 105 27 20 26 28 101 206
11:00 AM 27 32 37 31 127 31 26 28 32 117 244
12:00 PM 31 24 25 21 101 24 38 26 26 114 215
1:00 PM 31 26 23 30 110 28 30 27 26 111 221
2:00 PM 27 27 35 40 129 25 27 25 28 105 234
3:00 PM 37 27 49 51 164 26 28 30 27 111 275
4:00 PM 39 27 31 27 124 23 25 21 22 91 215
5:00 PM 24 18 23 30 95 18 20 29 23 90 185
6:00 PM 23 25 10 12 70 20 15 20 15 70 140
7:00 PM 10 14 11 9 44 19 17 13 11 60 104
8:00 PM 9696 30 16 9 10 12 47 77
9:00 PM 7 11 5 2 25 13 12 13 8 46 71
10:00 PM 4222 10 8433 18 28
11:00 PM 2303 8 1411 7 15
1541 1646
AM% 44.1% AM Peak 244 11:00 am to 12:00 pm AM P.H.F. 0.94 PM% 55.9% PM Peak 275 3:00 pm to 4:00 pm PM P.H.F. 0.87 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Westside Hwy (SR 33) 35.13842693
btwn Center St / Main St -119.4487852
2 Northbound Southbound Hourly
Totals
Total 48.4% 51.6%
3187
0 20
40 60
80 100
120
140
160
180
# of vehicles
Time Period
Northbound
Southbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 0012 3 1110 3 6
1:00 AM 0030 3 0010 1 4
2:00 AM 0002 2 0010 1 3
3:00 AM 0112 4 0012 3 7
4:00 AM 4685 23 0121 4 27
5:00 AM 13 15 6 8 42 4466 20 62
6:00 AM 8667 27 7 5 4 11 27 54
7:00 AM 12 8 22 20 62 5998 31 93
8:00 AM 22 9 9 12 52 5 9 7 15 36 88
9:00 AM 16 22 12 17 67 5 14 14 11 44 111
10:00 AM 23 18 26 14 81 8 13 13 20 54 135
11:00 AM 24 29 20 23 96 17 27 28 20 92 188
12:00 PM 23 23 19 16 81 15 18 18 19 70 151
1:00 PM 25 20 20 30 95 22 18 6 15 61 156
2:00 PM 20 27 27 33 107 20 20 24 16 80 187
3:00 PM 28 21 29 27 105 20 15 25 22 82 187
4:00 PM 30 25 20 22 97 24 20 19 18 81 178
5:00 PM 32 33 27 36 128 26 13 13 18 70 198
6:00 PM 27 17 20 24 88 28 25 17 18 88 176
7:00 PM 26 19 12 23 80 20 17 16 13 66 146
8:00 PM 26 18 10 15 69 16 14 14 10 54 123
9:00 PM 11 6 8 6 31 4 12 5 10 31 62
10:00 PM 4101 6 2300 5 11
11:00 PM 2120 5 0101 2 7
1354 1006
AM% 33.0% AM Peak 188 11:00 am to 12:00 pm AM P.H.F. 0.84 PM% 67.0% PM Peak 198 5:00 pm to 6:00 pm PM P.H.F. 0.85 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Center St 35.14275569
btwn 10th St / 6th St -119.4648361
2 Eastbound Westbound Hourly
Totals
Total 57.4% 42.6%
2360
0 20
40 60
80 100
120
140
# of vehicles
Time Period
Eastbound
Westbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 0000 0 1001 2 2
1:00 AM 0000 0 0000 0 0
2:00 AM 0000 0 0000 0 0
3:00 AM 0000 0 0001 1 1
4:00 AM 0001 1 0100 1 2
5:00 AM 0125 8 0010 1 9
6:00 AM 3656 20 0133 7 27
7:00 AM 1241 8 2222 8 16
8:00 AM 1123 7 3112 7 14
9:00 AM 1232 8 2115 9 17
10:00 AM 3044 11 1312 7 18
11:00 AM 2264 14 7446 21 35
12:00 PM 4220 8 2313 9 17
1:00 PM 1341 9 4630 13 22
2:00 PM 3325 13 6254 17 30
3:00 PM 4555 19 4345 16 35
4:00 PM 3253 13 5101 7 20
5:00 PM 3532 13 3325 13 26
6:00 PM 3422 11 2300 5 16
7:00 PM 4042 10 0012 3 13
8:00 PM 1111 4 0000 0 4
9:00 PM 1211 5 0000 0 5
10:00 PM 0010 1 0000 0 1
11:00 PM 1000 1 0000 0 1
184 147
AM% 42.6% AM Peak 35 11:00 am to 12:00 pm AM P.H.F. 0.88 PM% 57.4% PM Peak 35 3:15 pm to 4:15 pm PM P.H.F. 0.88
Tuesday, March 15, 2022 Clear
24 Hour Count Report
Center St 35.1386581
btwn 6th St / SR 33 -119.4493748
2 Eastbound Westbound Hourly
Totals
Total 55.6% 44.4%
331
0 5
10 15
20 25
# of vehicles
Time Period
Eastbound
Westbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 1000 1 1100 2 3
1:00 AM 0000 0 0001 1 1
2:00 AM 0011 2 1000 1 3
3:00 AM 0000 0 0130 4 4
4:00 AM 1103 5 0011 2 7
5:00 AM 2135 11 0312 6 17
6:00 AM 4 8 5 12 29 2246 14 43
7:00 AM 12 17 26 18 73 9387 27 100
8:00 AM 6798 30 15 11 6 5 37 67
9:00 AM 6 7 7 11 31 4 9 11 8 32 63
10:00 AM 14 2 7 10 33 6 6 14 8 34 67
11:00 AM 9 7 12 18 46 10 20 8 18 56 102
12:00 PM 12 8 12 7 39 13 9 5 9 36 75
1:00 PM 6668 26 12 9 10 9 40 66
2:00 PM 17 13 16 10 56 6 12 17 10 45 101
3:00 PM 15 16 12 10 53 12 12 11 15 50 103
4:00 PM 11 16 7 11 45 17 8 17 19 61 106
5:00 PM 6 13 7 8 34 19 16 7 12 54 88
6:00 PM 10 5 8 10 33 5837 23 56
7:00 PM 10 3 5 7 25 14 11 7 11 43 68
8:00 PM 7353 18 6964 25 43
9:00 PM 9212 14 6433 16 30
10:00 PM 0010 1 2002 4 5
11:00 PM 0010 1 0202 4 5
606 617
AM% 39.0% AM Peak 102 11:00 am to 12:00 pm AM P.H.F. 0.71 PM% 61.0% PM Peak 108 4:30 pm to 5:30 pm PM P.H.F. 0.90 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Main St 35.14063427
btwn 10th St / 6th St -119.4612194
2 Eastbound Westbound Hourly
Totals
Total 49.6% 50.4%
1223
0 10
20 30
40 50
60 70
80 # of vehicles
Time Period
Eastbound
Westbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 0000 0 0100 1 1
1:00 AM 1010 2 0000 0 2
2:00 AM 0010 1 0001 1 2
3:00 AM 0000 0 0021 3 3
4:00 AM 1113 6 0112 4 10
5:00 AM 3265 16 0233 8 24
6:00 AM 6 7 3 12 28 2558 20 48
7:00 AM 13 17 26 19 75 10 5 10 8 33 108
8:00 AM 9 11 6 7 33 13 8 7 6 34 67
9:00 AM 5 6 8 10 29 7 7 12 10 36 65
10:00 AM 13 7 7 9 36 10 8 12 15 45 81
11:00 AM 11 10 17 19 57 15 22 11 26 74 131
12:00 PM 12 8 10 10 40 17 13 7 5 42 82
1:00 PM 8 6 7 15 36 11 13 11 15 50 86
2:00 PM 10 18 19 11 58 9 17 24 11 61 119
3:00 PM 15 14 19 14 62 15 19 16 25 75 137
4:00 PM 15 18 9 14 56 23 11 24 16 74 130
5:00 PM 6 14 10 11 41 26 19 11 21 77 118
6:00 PM 16 6 7 7 36 13 6 7 8 34 70
7:00 PM 7276 22 19 8 12 15 54 76
8:00 PM 8253 18 6 10 4 6 26 44
9:00 PM 7402 13 4442 14 27
10:00 PM 0000 0 1112 5 5
11:00 PM 0010 1 1203 6 7
666 777
AM% 37.6% AM Peak 131 11:00 am to 12:00 pm AM P.H.F. 0.73 PM% 62.4% PM Peak 145 3:15 pm to 4:15 pm PM P.H.F. 0.93 Tuesday, March 15, 2022 Clear
24 Hour Count Report
Main St 35.14043638
btwn 6th St / SR 33 -119.4605772
2 Eastbound Westbound Hourly
Totals
Total 46.2% 53.8%
1443
0 10
20 30
40 50
60 70
80 90
# of vehicles
Time Period
Eastbound
Westbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 6524 17 11 7 5 1 24 41
1:00 AM 3030 6 3534 15 21
2:00 AM 1320 6 1011 3 9
3:00 AM 2244 12 0552 12 24
4:00 AM 9 10 19 26 64 0 4 7 12 23 87
5:00 AM 46 50 67 50 213 13 12 23 29 77 290
6:00 AM 76 55 56 64 251 20 30 26 33 109 360
7:00 AM 74 110 122 91 397 45 49 113 87 294 691
8:00 AM 68 63 55 53 239 59 47 37 35 178 417
9:00 AM 46 53 46 64 209 36 57 38 43 174 383
10:00 AM 51 47 62 84 244 54 45 43 69 211 455
11:00 AM 71 70 78 77 296 86 65 61 64 276 572
12:00 PM 77 86 53 75 291 67 77 69 62 275 566
1:00 PM 76 73 63 79 291 78 57 76 60 271 562
2:00 PM 91 94 88 98 371 82 117 104 92 395 766
3:00 PM 80 84 71 99 334 103 100 99 91 393 727
4:00 PM 85 88 92 102 367 89 90 101 87 367 734
5:00 PM 104 94 74 85 357 108 99 86 88 381 738
6:00 PM 77 68 60 69 274 85 84 62 75 306 580
7:00 PM 70 57 48 61 236 78 63 51 68 260 496
8:00 PM 54 55 42 32 183 61 66 48 47 222 405
9:00 PM 24 53 38 23 138 44 30 28 37 139 277
10:00 PM 19 16 8 9 52 29 21 12 9 71 123
11:00 PM 10 9 7 8 34 15 8 3 6 32 66
4882 4508
AM% 35.7% AM Peak 699 7:15 am to 8:15 am AM P.H.F. 0.74 PM% 64.3% PM Peak 776 2:15 pm to 3:15 pm PM P.H.F. 0.92 Tuesday, March 15, 2022 Clear
24 Hour Count Report
10th St 35.14316411
btwn SR 33 / Center St -119.4651725
4 Northbound Southbound Hourly
Totals
Total 52.0% 48.0%
9390
0 50
100
150
200
250
300
350
400
450
# of vehicles
Time Period
Northbound
Southbound
Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: Rick Engineering Company 5620 Friars Rd
800-975-6938 Phone/Fax San Diego, CA 92110
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 0111 3 1000 1 4
1:00 AM 0210 3 2101 4 7
2:00 AM 0103 4 2110 4 8
3:00 AM 0111 3 2021 5 8
4:00 AM 4024 10 0113 5 15
5:00 AM 4 6 8 16 34 4685 23 57
6:00 AM 15 4 6 22 47 8515 19 66
7:00 AM 21 44 67 31 163 11 23 63 37 134 297
8:00 AM 15 15 12 10 52 28 17 8 7 60 112
9:00 AM 14 12 11 15 52 12 7 12 14 45 97
10:00 AM 15 12 5 15 47 13 12 13 12 50 97
11:00 AM 18 20 20 15 73 20 16 30 24 90 163
12:00 PM 16 17 19 17 69 24 13 21 22 80 149
1:00 PM 15 19 14 24 72 25 15 21 23 84 156
2:00 PM 31 27 19 25 102 34 39 28 22 123 225
3:00 PM 31 25 25 24 105 35 41 31 33 140 245
4:00 PM 15 13 23 17 68 33 25 25 23 106 174
5:00 PM 22 21 25 27 95 34 31 46 39 150 245
6:00 PM 11 25 16 18 70 27 23 29 26 105 175
7:00 PM 19 11 22 19 71 20 18 23 18 79 150
8:00 PM 6 13 5 4 28 20 9 14 9 52 80
9:00 PM 6542 17 15 18 8 10 51 68
10:00 PM 1332 9 5335 16 25
11:00 PM 2102 5 5310 9 14
1202 1435
AM% 35.3% AM Peak 308 7:15 am to 8:15 am AM P.H.F. 0.59 PM% 64.7% PM Peak 245 3:00 pm to 4:00 pm PM P.H.F. 0.93 Tuesday, March 15, 2022 Clear
24 Hour Count Report
6th St 35.14079557
btwn SR 33 / Center St -119.4607701
4 Northbound Southbound Hourly
Totals
Total 45.6% 54.4%
2637
0 20
40 60
80 100
120
140
160
180
# of vehicles
Time Period
Northbound
Southbound

APPENDIX B

EXISTING CONDITIONS

INTERSECTION OPERATIONS ANALYSIS WORKSHEETS
HCM 6th Signalized Intersection Summary Existing AM
1: 10th Street & Kern St/Highway 33 04/07/2022
Existing AM Synchro 11 Report
REC Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 123 230 54 75 199 58 67 181 129 57 174 91 Future Volume (veh/h) 123 230 54 75 199 58 67 181 129 57 174 91 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 160 299 70 97 258 75 87 235 168 74 226 118 Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 Percent Heavy Veh, % 222222222222
Cap, veh/h 201 659 152 171 580 165 165 484 332 154 833 370 Arrive On Green 0.11 0.23 0.23 0.10 0.21 0.21 0.09 0.24 0.24 0.09 0.23 0.23 Sat Flow, veh/h 1781 2866 661 1781 2720 772 1781 2013 1380 1781 3554 1579 Grp Volume(v), veh/h 160 184 185 97 166 167 87 206 197 74 226 118 Grp Sat Flow(s),veh/h/ln 1781 1777 1750 1781 1777 1715 1781 1777 1616 1781 1777 1579 Q Serve(g_s), s 6.2 6.3 6.5 3.7 5.8 6.0 3.3 7.1 7.5 2.8 3.7 4.4 Cycle Q Clear(g_c), s 6.2 6.3 6.5 3.7 5.8 6.0 3.3 7.1 7.5 2.8 3.7 4.4 Prop In Lane 1.00 0.38 1.00 0.45 1.00 0.85 1.00 1.00
Lane Grp Cap(c), veh/h 201 409 403 171 379 366 165 427 388 154 833 370 V/C Ratio(X) 0.80 0.45 0.46 0.57 0.44 0.46 0.53 0.48 0.51 0.48 0.27 0.32 Avail Cap(c_a), veh/h 477 1047 1032 284 854 825 259 827 752 234 1603 712 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.7 23.4 23.5 30.6 24.2 24.3 30.7 23.1 23.3 30.9 22.2 22.5 Incr Delay (d2), s/veh 2.7 3.5 3.8 1.1 2.2 2.4 1.0 3.9 4.7 0.9 0.8 2.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 2.9 2.9 1.6 2.5 2.5 1.4 3.2 3.2 1.2 1.5 1.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 33.4 27.0 27.3 31.7 26.4 26.7 31.7 27.0 28.0 31.7 23.0 24.7 LnGrp LOS CCCCCCCCCCCC
Approach Vol, veh/h 529 430 490 418
Approach Delay, s/veh 29.0 27.7 28.2 25.0
Approach LOS CCCC
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 12.5 23.1 12.3 23.0 13.7 21.9 11.8 23.5 Change Period (Y+Rc), s * 5.7 6.8 * 5.7 6.4 * 5.7 6.8 * 5.7 6.4 Max Green Setting (Gmax), s * 11 41.8 * 10 32.0 * 19 34.1 * 9.3 33.0 Max Q Clear Time (g_c+I1), s 5.7 8.5 5.3 6.4 8.2 8.0 4.8 9.5 Green Ext Time (p_c), s 0.0 6.8 0.0 5.4 0.1 4.2 0.0 6.6 Intersection Summary
HCM 6th Ctrl Delay 27.6
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 6th AWSC Existing AM
2: 6th Street & Kern St/Highway 33 04/07/2022
Existing AM Synchro 11 Report
REC Page 2
Intersection
Intersection Delay, s/veh15.6
Intersection LOS C
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 79 227 12 16 257 39 17 135 21 43 128 74 Future Vol, veh/h 79 227 12 16 257 39 17 135 21 43 128 74 Peak Hour Factor 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 Heavy Vehicles, % 2 22222222222
Mvmt Flow 108 311 16 22 352 53 23 185 29 59 175 101
Number of Lanes 0 20020020020
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 2 2 2 2
HCM Control Delay 17.4 15.8 13.5 14.7

HCM LOS C C B B

Lane NBLn1 NBLn2 EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2
Vol Left, % 20% 0% 41% 0% 11% 0% 40% 0%
Vol Thru, % 80% 76% 59% 90% 89% 77% 60% 46%
Vol Right, % 0% 24% 0% 10% 0% 23% 0% 54%
Sign Control Stop Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 85 89 193 126 145 168 107 138
LT Vol 17 0 79 0 16 0 43 0
Through Vol 68 68 114 114 129 129 64 64
RT Vol 0 21 0 12 0 39 0 74
Lane Flow Rate 116 121 264 172 198 229 147 189
Geometry Grp 77777777
Degree of Util (X) 0.26 0.263 0.557 0.35 0.412 0.463 0.325 0.388 Departure Headway (Hd) 8.092 7.817 7.606 7.327 7.491 7.267 7.975 7.382 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes
Cap 443 458 475 490 479 496 450 486
Service Time 5.856 5.581 5.366 5.086 5.25 5.025 5.733 5.139 HCM Lane V/C Ratio 0.262 0.264 0.556 0.351 0.413 0.462 0.327 0.389 HCM Control Delay 13.7 13.4 19.6 14 15.4 16.2 14.6 14.8 HCM Lane LOS B B C B C C B B
HCM 95th-tile Q 1 1 3.3 1.6 2 2.4 1.4 1.8
HCM 6th AWSC Existing AM
3: 4th Street & Kern St/Highway 33 04/07/2022
Existing AM Synchro 11 Report
REC Page 3
Intersection
Intersection Delay, s/veh 12
Intersection LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 49 189 20 16 205 27 40 96 21 34 104 37 Future Vol, veh/h 49 189 20 16 205 27 40 96 21 34 104 37 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 2 22222222222
Mvmt Flow 62 239 25 20 259 34 51 122 27 43 132 47
Number of Lanes 0 20020010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 1 1 2 2
HCM Control Delay 11.9 11.5 12.3 12.6

HCM LOS B B B B

Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1
Vol Left, % 25% 34% 0% 14% 0% 19%
Vol Thru, % 61% 66% 83% 86% 79% 59%
Vol Right, % 13% 0% 17% 0% 21% 21%
Sign Control Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 157 144 115 119 130 175
LT Vol 40 49 0 16 0 34
Through Vol 96 95 95 103 103 104
RT Vol 21 0 20 0 27 37
Lane Flow Rate 199 182 145 150 164 222
Geometry Grp 277772
Degree of Util (X) 0.336 0.328 0.25 0.268 0.283 0.368
Departure Headway (Hd) 6.091 6.505 6.206 6.424 6.207 5.985 Convergence, Y/N Yes Yes Yes Yes Yes Yes
Cap 586 550 575 557 575 598
Service Time 4.171 4.276 3.978 4.197 3.979 4.063
HCM Lane V/C Ratio 0.34 0.331 0.252 0.269 0.285 0.371
HCM Control Delay 12.3 12.5 11.1 11.6 11.4 12.6
HCM Lane LOS BBBBBB
HCM 95th-tile Q 1.5 1.4 1 1.1 1.2 1.7
Volume to Capacity (v/c): 0.021
Level Of Service: B
Delay (sec / veh): 13.9
Analysis Period: 15 minutes
Analysis Method: HCM 6th Edition
Control Type: Two-way stop
Intersection 4: Kern Street (SR-33) / 1st Street
Intersection Level Of Service Report
Crosswalk No No No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left2 Left Thru Right Left2 Left Thru Right Left2 Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound
Name 1st Street 1st Street Kern Street (SR-33)
Intersection Setup
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 9 0 6 2 5 7 2 26 23 97 98 26 Total 15-Minute Volume [veh/h] 2 0 1 1 1 2 1 7 6 24 24 7 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 Total Hourly Volume [veh/h] 8 0 5 2 4 6 2 23 20 84 85 23 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 0.00 2.00 0.00 2.00 2.00 2.00 2.00 0.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 8 0 5 2 4 6 2 23 20 84 85 23
Name 1st Street 1st Street Kern Street (SR-33)
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 1: 1 EX 2022 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS B
d_I, Intersection Delay [s/veh] 5.44
Approach LOS B B A
d_A, Approach Delay [s/veh] 12.92 10.02 3.71
95th-Percentile Queue Length [ft/ln] 2.80 2.80 2.80 2.80 4.18 4.18 4.18 4.18 6.37 6.37 3.19 0.00 95th-Percentile Queue Length [veh/ln] 0.11 0.11 0.11 0.11 0.17 0.17 0.17 0.17 0.25 0.25 0.13 0.00 Movement LOS B B B A B B B A A A A A
d_M, Delay for Movement [s/veh] 13.87 14.79 12.82 8.92 12.17 12.22 13.01 8.79 7.57 7.55 0.00 0.00 V/C, Movement V/C Ratio 0.02 0.00 0.01 0.00 0.01 0.01 0.00 0.03 0.02 0.06 0.00 0.00 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0 0
Two-Stage Gap Acceptance No No
Storage Area [veh] 0 0 0
Flared Lane No No
Priority Scheme Stop Stop Free
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 1: 1 EX 2022 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Crosswalk No No
Grade [%] 0.00 0.00
Speed [mph] 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Right2 Left Thru Right Right2 Lane Configuration
Approach Westbound Southwestbound
Name Kern Street (SR-33) E Kern Street
Intersection Setup
Pedestrian Volume [ped/h] 0 0
Total Analysis Volume [veh/h] 1 78 1 2 2 6 117 7
Total 15-Minute Volume [veh/h] 0 20 0 1 1 1 29 2
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 Total Hourly Volume [veh/h] 1 68 1 2 2 5 102 6
Other Volume [veh/h] 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 0.00 0.00 0.00 0.00 0.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 1 68 1 2 2 5 102 6
Name Kern Street (SR-33) E Kern Street
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 1: 1 EX 2022 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS B
d_I, Intersection Delay [s/veh] 5.44
Approach LOS A A
d_A, Approach Delay [s/veh] 0.09 9.60
95th-Percentile Queue Length [ft/ln] 0.05 0.05 0.05 0.05 6.68 6.68 6.31 5.94 95th-Percentile Queue Length [veh/ln] 0.00 0.00 0.00 0.00 0.27 0.27 0.25 0.24 Movement LOS A A A A B B A A
d_M, Delay for Movement [s/veh] 7.47 0.00 0.00 0.00 12.76 13.41 9.36 9.36 V/C, Movement V/C Ratio 0.00 0.00 0.00 0.00 0.00 0.01 0.13 0.01 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0
Two-Stage Gap Acceptance No
Storage Area [veh] 0 0
Flared Lane
Priority Scheme Free Stop
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 1: 1 EX 2022 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
HCM 6th TWSC Existing AM
5: Highway 33 & Center Street 04/07/2022
Existing AM Synchro 11 Report
REC Page 4
Intersection
Int Delay, s/veh 0.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 2 0 5 0 0 0 4 82 0 0 92 3
Future Vol, veh/h 2 0 5 0 0 0 4 82 0 0 92 3
Conflicting Peds, #/hr 0 00000000000
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88
Heavy Vehicles, % 2 22222222222
Mvmt Flow 2 0 6 0 0 0 5 93 0 0 105 3
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 210 210 107 213 211 93 108 0 0 93 0 0 Stage 1 107 107 - 103 103 -------
Stage 2 103 103 - 110 108 -------
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 -------
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 -------
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 747 687 947 744 686 964 1483 - - 1501 - - Stage 1 898 807 - 903 810 -------
Stage 2 903 810 - 895 806 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 745 684 947 737 683 964 1483 - - 1501 - - Mov Cap-2 Maneuver 745 684 - 737 683 -------
Stage 1 894 807 - 899 807 -------
Stage 2 899 807 - 890 806 -------
Approach EB WB NB SB
HCM Control Delay, s 9.1 0 0.3 0

HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1483 - - 879 - 1501 - -
HCM Lane V/C Ratio 0.003 - - 0.009 ----
HCM Control Delay (s) 7.4 0 - 9.1 0 0 - -
HCM Lane LOS A A - A A A - -
HCM 95th %tile Q(veh) 0 - - 0 - 0 - -
HCM 6th TWSC Existing AM
6: 10th Street & Center Street 04/07/2022
Existing AM Synchro 11 Report
REC Page 5
Intersection
Int Delay, s/veh 0.8
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 15 16 375 42 30 278
Future Vol, veh/h 15 16 375 42 30 278
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 76 76 76 76 76 76
Heavy Vehicles, % 2 22222
Mvmt Flow 20 21 493 55 39 366
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 782 274 0 0 548 0
Stage 1 521 -----
Stage 2 261 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 331 724 - - 1018 -
Stage 1 561 -----
Stage 2 759 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 318 724 - - 1018 -
Mov Cap-2 Maneuver 430 -----
Stage 1 561 -----
Stage 2 730 -----
Approach WB NB SB
HCM Control Delay, s 12.2 0 0.8

HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 544 1018 -
HCM Lane V/C Ratio - - 0.075 0.039 -
HCM Control Delay (s) - - 12.2 8.7 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.2 0.1 -
HCM 6th Signalized Intersection Summary Existing PM
1: 10th Street & Kern St/Highway 33 04/11/2022
Existing PM Synchro 11 Report
REC Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 114 202 93 73 194 40 101 212 81 79 202 147 Future Volume (veh/h) 114 202 93 73 194 40 101 212 81 79 202 147 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.99 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 123 217 100 78 209 43 109 228 87 85 217 158 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222222
Cap, veh/h 184 555 247 158 641 129 178 600 222 164 813 356 Arrive On Green 0.10 0.23 0.23 0.09 0.22 0.22 0.10 0.24 0.24 0.09 0.23 0.23 Sat Flow, veh/h 1781 2388 1061 1781 2942 593 1781 2535 938 1781 3554 1558 Grp Volume(v), veh/h 123 159 158 78 125 127 109 158 157 85 217 158 Grp Sat Flow(s),veh/h/ln 1781 1777 1671 1781 1777 1758 1781 1777 1696 1781 1777 1558 Q Serve(g_s), s 4.7 5.3 5.6 2.9 4.1 4.3 4.1 5.2 5.5 3.2 3.5 6.1 Cycle Q Clear(g_c), s 4.7 5.3 5.6 2.9 4.1 4.3 4.1 5.2 5.5 3.2 3.5 6.1 Prop In Lane 1.00 0.63 1.00 0.34 1.00 0.55 1.00 1.00
Lane Grp Cap(c), veh/h 184 413 389 158 387 383 178 421 402 164 813 356 V/C Ratio(X) 0.67 0.39 0.41 0.49 0.32 0.33 0.61 0.37 0.39 0.52 0.27 0.44 Avail Cap(c_a), veh/h 400 1063 1000 202 866 857 377 833 795 311 1535 673 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.4 22.8 22.9 30.5 23.1 23.2 30.3 22.5 22.6 30.5 22.3 23.3 Incr Delay (d2), s/veh 1.6 2.7 3.1 0.9 1.3 1.4 1.3 2.5 2.9 0.9 0.8 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.0 2.4 2.4 1.2 1.8 1.8 1.7 2.3 2.4 1.3 1.5 2.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.9 25.5 26.0 31.4 24.4 24.6 31.6 25.0 25.4 31.4 23.1 27.2 LnGrp LOS CCCCCCCCCCCC
Approach Vol, veh/h 440 330 424 460
Approach Delay, s/veh 27.5 26.1 26.9 26.1
Approach LOS CCCC
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 12.0 23.2 12.8 22.5 13.0 22.1 12.2 23.1 Change Period (Y+Rc), s * 5.7 6.8 * 5.7 6.4 * 5.7 6.8 * 5.7 6.4 Max Green Setting (Gmax), s * 8 42.1 * 15 30.4 * 16 34.3 * 12 33.0 Max Q Clear Time (g_c+I1), s 4.9 7.6 6.1 8.1 6.7 6.3 5.2 7.5 Green Ext Time (p_c), s 0.0 5.9 0.1 5.4 0.1 3.1 0.0 5.2 Intersection Summary
HCM 6th Ctrl Delay 26.7
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 6th AWSC Existing PM
2: 6th Street & Kern St/Highway 33 04/11/2022
Existing PM Synchro 11 Report
REC Page 2
Intersection
Intersection Delay, s/veh 12
Intersection LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 78 245 17 27 224 42 22 79 28 37 117 79 Future Vol, veh/h 78 245 17 27 224 42 22 79 28 37 117 79 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Heavy Vehicles, % 2 22222222222
Mvmt Flow 88 275 19 30 252 47 25 89 31 42 131 89
Number of Lanes 0 20020020020
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 2 2 2 2
HCM Control Delay 12.8 11.8 10.8 11.6

HCM LOS B B B B

Lane NBLn1 NBLn2 EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2
Vol Left, % 36% 0% 39% 0% 19% 0% 39% 0%
Vol Thru, % 64% 59% 61% 88% 81% 73% 61% 43%
Vol Right, % 0% 41% 0% 12% 0% 27% 0% 57%
Sign Control Stop Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 62 68 201 140 139 154 96 138
LT Vol 22 0 78 0 27 0 37 0
Through Vol 40 40 123 123 112 112 59 59
RT Vol 0 28 0 17 0 42 0 79
Lane Flow Rate 69 76 225 157 156 173 107 154
Geometry Grp 77777777
Degree of Util (X) 0.138 0.142 0.409 0.272 0.283 0.299 0.208 0.274 Departure Headway (Hd) 7.2 6.72 6.533 6.249 6.523 6.23 6.99 6.382 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes
Cap 495 530 550 572 548 574 511 559
Service Time 4.983 4.504 4.301 4.017 4.295 4.002 4.764 4.157 HCM Lane V/C Ratio 0.139 0.143 0.409 0.274 0.285 0.301 0.209 0.275 HCM Control Delay 11.1 10.6 13.8 11.4 11.9 11.7 11.6 11.6 HCM Lane LOS BBBBBBBB
HCM 95th-tile Q 0.5 0.5 2 1.1 1.2 1.2 0.8 1.1
HCM 6th AWSC Existing PM
3: 4th Street & Kern St/Highway 33 04/11/2022
Existing PM Synchro 11 Report
REC Page 3
Intersection
Intersection Delay, s/veh10.9
Intersection LOS B
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 38 247 27 29 216 39 37 73 20 35 64 33 Future Vol, veh/h 38 247 27 29 216 39 37 73 20 35 64 33 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Heavy Vehicles, % 2 22222222222
Mvmt Flow 43 281 31 33 245 44 42 83 23 40 73 38
Number of Lanes 0 20020010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 1 1 2 2
HCM Control Delay 11.1 10.7 10.8 10.8

HCM LOS B B B B

Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1
Vol Left, % 28% 24% 0% 21% 0% 27%
Vol Thru, % 56% 76% 82% 79% 73% 48%
Vol Right, % 15% 0% 18% 0% 27% 25%
Sign Control Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 130 162 151 137 147 132
LT Vol 37 38 0 29 0 35
Through Vol 73 124 124 108 108 64
RT Vol 20 0 27 0 39 33
Lane Flow Rate 148 184 171 156 167 150
Geometry Grp 277772
Degree of Util (X) 0.242 0.306 0.273 0.261 0.266 0.243
Departure Headway (Hd) 5.894 5.998 5.752 6.03 5.734 5.83 Convergence, Y/N Yes Yes Yes Yes Yes Yes
Cap 609 598 624 595 626 615
Service Time 3.943 3.74 3.493 3.773 3.477 3.879
HCM Lane V/C Ratio 0.243 0.308 0.274 0.262 0.267 0.244
HCM Control Delay 10.8 11.4 10.7 10.9 10.6 10.8
HCM Lane LOS BBBBBB
HCM 95th-tile Q 0.9 1.3 1.1 1 1.1 0.9
Volume to Capacity (v/c): 0.006
Level Of Service: C
Delay (sec / veh): 16.0
Analysis Period: 15 minutes
Analysis Method: HCM 6th Edition
Control Type: Two-way stop
Intersection 4: Kern Street (SR-33) / 1st Street
Intersection Level Of Service Report
Crosswalk No No No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left2 Left Thru Right Left2 Left Thru Right Left2 Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound
Name 1st Street 1st Street Kern Street (SR-33)
Intersection Setup
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 10 2 4 0 2 5 3 18 12 148 89 11 Total 15-Minute Volume [veh/h] 2 1 1 0 1 1 1 5 3 37 22 3 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 Total Hourly Volume [veh/h] 9 2 4 0 2 5 3 17 11 139 84 10 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 0.00 2.00 0.00 2.00 2.00 2.00 2.00 0.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 9 2 4 0 2 5 3 17 11 139 84 10 Name 1st Street 1st Street Kern Street (SR-33)
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 2: 2 EX 2022 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS C
d_I, Intersection Delay [s/veh] 5.05
Approach LOS C B A
d_A, Approach Delay [s/veh] 15.17 10.82 4.77
95th-Percentile Queue Length [ft/ln] 3.38 3.38 3.38 3.38 3.39 3.39 3.39 3.39 9.15 9.15 4.58 0.00 95th-Percentile Queue Length [veh/ln] 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.37 0.37 0.18 0.00 Movement LOS C C B A B B B A A A A A
d_M, Delay for Movement [s/veh] 15.26 16.00 14.52 9.01 14.00 14.09 14.57 8.94 7.77 7.75 0.00 0.00 V/C, Movement V/C Ratio 0.03 0.01 0.01 0.00 0.00 0.01 0.01 0.02 0.01 0.10 0.00 0.00 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0 0
Two-Stage Gap Acceptance No No
Storage Area [veh] 0 0 0
Flared Lane No No
Priority Scheme Stop Stop Free
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 2: 2 EX 2022 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Crosswalk No No
Grade [%] 0.00 0.00
Speed [mph] 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Right2 Left Thru Right Right2 Lane Configuration
Approach Westbound Southwestbound
Name Kern Street (SR-33) E Kern Street
Intersection Setup
Pedestrian Volume [ped/h] 0 0
Total Analysis Volume [veh/h] 2 129 12 1 1 6 85 4
Total 15-Minute Volume [veh/h] 1 32 3 0 0 2 21 1
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 Total Hourly Volume [veh/h] 2 121 11 1 1 6 80 4
Other Volume [veh/h] 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 0.00 0.00 0.00 0.00 0.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 2 121 11 1 1 6 80 4
Name Kern Street (SR-33) E Kern Street
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 2: 2 EX 2022 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS C
d_I, Intersection Delay [s/veh] 5.05
Approach LOS A A
d_A, Approach Delay [s/veh] 0.10 9.89
95th-Percentile Queue Length [ft/ln] 0.10 0.10 0.10 0.10 5.29 5.29 4.87 4.46 95th-Percentile Queue Length [veh/ln] 0.00 0.00 0.00 0.00 0.21 0.21 0.19 0.18 Movement LOS A A A A B B A A
d_M, Delay for Movement [s/veh] 7.42 0.00 0.00 0.00 14.51 14.71 9.51 9.55 V/C, Movement V/C Ratio 0.00 0.00 0.00 0.00 0.00 0.02 0.10 0.00 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0
Two-Stage Gap Acceptance No
Storage Area [veh] 0 0
Flared Lane
Priority Scheme Free Stop
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 2: 2 EX 2022 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
HCM 6th TWSC Existing PM
5: Highway 33 & Center Street 04/11/2022
Existing PM Synchro 11 Report
REC Page 4
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 0 0 13 0 1 1 5 119 0 2 78 1
Future Vol, veh/h 0 0 13 0 1 1 5 119 0 2 78 1
Conflicting Peds, #/hr 0 00000000000
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82
Heavy Vehicles, % 2 22222222222
Mvmt Flow 0 0 16 0 1 1 6 145 0 2 95 1
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 258 257 96 265 257 145 96 0 0 145 0 0 Stage 1 100 100 - 157 157 -------
Stage 2 158 157 - 108 100 -------
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 -------
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 -------
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 695 647 960 688 647 902 1498 - - 1437 - - Stage 1 906 812 - 845 768 -------
Stage 2 844 768 - 897 812 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 690 644 960 674 644 902 1498 - - 1437 - - Mov Cap-2 Maneuver 690 644 - 674 644 -------
Stage 1 902 811 - 842 765 -------
Stage 2 838 765 - 881 811 -------
Approach EB WB NB SB
HCM Control Delay, s 8.8 9.8 0.3 0.2

HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1498 - - 960 751 1437 - -
HCM Lane V/C Ratio 0.004 - - 0.017 0.003 0.002 - -
HCM Control Delay (s) 7.4 0 - 8.8 9.8 7.5 0 -
HCM Lane LOS A A - AAAA -
HCM 95th %tile Q(veh) 0 - - 0.1 0 0 - -
HCM 6th TWSC Existing PM
6: 10th Street & Center Street 04/11/2022
Existing PM Synchro 11 Report
REC Page 5
Intersection
Int Delay, s/veh 1.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 27 49 343 51 56 339
Future Vol, veh/h 27 49 343 51 56 339
Conflicting Peds, #/hr 0 10500
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 29 53 373 55 61 368
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 712 220 0 0 433 0
Stage 1 406 -----
Stage 2 306 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 367 784 - - 1123 -
Stage 1 641 -----
Stage 2 720 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 345 780 - - 1118 -
Mov Cap-2 Maneuver 458 -----
Stage 1 638 -----
Stage 2 680 -----
Approach WB NB SB
HCM Control Delay, s 11.6 0 1.2

HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 624 1118 -
HCM Lane V/C Ratio - - 0.132 0.054 -
HCM Control Delay (s) - - 11.6 8.4 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.5 0.2 -

APPENDIX C

ITE TRIP GENERATION RATE SHEETS /
NCHRP REPORT 684 INTERNAL CAPTURE WORKSHEETS
Land Use: 210
Single-Family Detached Housing
Description
A single-family detached housing site includes any single-family detached home on an individual lot. A typical site surveyed is a suburban subdivision.

Specialized Land Use
Data have been submitted for several single-family detached housing developments with homes that are commonly referred to as patio homes. A patio home is a detached housing unit that is located on a small lot with little (or no) front or back yard. In some subdivisions, communal maintenance of outside grounds is provided for the patio homes. The three patio home sites total 299 dwelling units with overall weighted average trip generation rates of 5.35 vehicle trips per dwelling unit for weekday, 0.26 for the AM adjacent street peak hour, and 0.47 for the PM adjacent street peak hour.

These patio home rates based on a small sample of sites are lower than those for single-family detached housing (Land Use 210), lower than those for single-family attached housing (Land Use 251), and higher than those for senior adult housing -- single-family (Land Use 251). Further analysis of this housing type will be conducted in a future edition of Trip Generation Manual.

Additional Data
The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip generation resource page on the ITE website (https://www.ite.org/technical-resources/topics/tripand-parking-generation/).

For 30 of the study sites, data on the number of residents and number of household vehicles are available. The overall averages for the 30 sites are 3.6 residents per dwelling unit and 1.5 vehicles per dwelling unit.

The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Arizona, California, Connecticut, Delaware, Illinois, Indiana, Kentucky, Maryland, Massachusetts, Minnesota, Montana, New Jersey, North Carolina, Ohio, Ontario (CAN), Oregon, Pennsylvania, South Carolina, South Dakota, Tennessee, Vermont, Virginia, and West Virginia.

Source Numbers
100, 105, 114, 126, 157, 167, 177, 197, 207, 211, 217, 267, 275, 293, 300, 319, 320, 356, 357, 367, 384, 387, 407, 435, 522, 550, 552, 579, 598, 601, 603, 614, 637, 711, 716, 720, 728, 735, 868, 869, 903, 925, 936, 1005, 1007, 1008, 1010, 1033, 1066, 1077,1078, 1079 218 Trip Generation Manual 11th Edition • Volume 3
Single-Family Detached Housing
(210)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 174
Avg. Num. of Dwelling Units: 246
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

9.43 4.45 - 22.61 2.13
Data Plot and Equation
0 1000 2000 3000 0
10000
20000
30000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.92 Ln(X) + 2.68 R²= 0.95 X = Number of Dwelling Units
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 000–399) 219 Single-Family Detached Housing
(210)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 192
Avg. Num. of Dwelling Units: 226
Directional Distribution: 26% entering, 74% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

0.70 0.27 - 2.27 0.24
Data Plot and Equation
0 1000 2000 3000 0
1000
2000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.91 Ln(X) + 0.12 R²= 0.90 X = Number of Dwelling Units
T = Trips Ends
220 Trip Generation Manual 11th Edition • Volume 3
Single-Family Detached Housing
(210)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 208
Avg. Num. of Dwelling Units: 248
Directional Distribution: 63% entering, 37% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

0.94 0.35 - 2.98 0.31
Data Plot and Equation
0 1000 2000 3000 0
1000
2000
3000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.94 Ln(X) + 0.27 R²= 0.92 X = Number of Dwelling Units
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 000–399) 221 237
Land Use: 215
Single-Family Attached Housing
Description
Single-family attached housing includes any single-family housing unit that shares a wall with an adjoining dwelling unit, whether the walls are for living space, a vehicle garage, or storage space.

Additional Data
The database for this land use includes duplexes (defined as a single structure with two distinct dwelling units, typically joined side-by-side and each with at least one outside entrance) and townhouses/rowhouses (defined as a single structure with three or more distinct dwelling units, joined side-by-side in a row and each with an outside entrance).

The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip generation resource page on the ITE website (https://www.ite.org/technical-resources/topics/tripand-parking-generation/).

The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in British Columbia (CAN), California, Georgia, Illinois, Maryland, Massachusetts, Minnesota, New Jersey, Ontario (CAN), Oregon, Pennsylvania, South Dakota, Utah, Virginia, and Wisconsin.

Source Numbers
168, 204, 211, 237, 305, 306, 319, 321, 357, 390, 418, 525, 571, 583, 638, 735, 868, 869, 870, 896, 912, 959, 1009, 1046, 1056, 1058, 1077
General Urban/Suburban and Rural (Land Uses 000–399)
Single-Family Attached Housing
(215)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 22
Avg. Num. of Dwelling Units: 120
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

7.20 4.70 - 10.97 1.61
Data Plot and Equation
0 200 400 600 0
1000
2000
3000
4000
5000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 7.62(X) - 50.48 R²= 0.94
X = Number of Dwelling Units
T = Trips Ends
238 Trip Generation Manual 11th Edition • Volume 3
Single-Family Attached Housing
(215)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 46
Avg. Num. of Dwelling Units: 135
Directional Distribution: 31% entering, 69% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

0.48 0.12 - 0.74 0.14
Data Plot and Equation
0 200 400 600 800 0
100
200
300
400
500
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.52(X) - 5.70 R²= 0.92
X = Number of Dwelling Units
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 000–399) 239 Single-Family Attached Housing
(215)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 51
Avg. Num. of Dwelling Units: 136
Directional Distribution: 57% entering, 43% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

0.57 0.17 - 1.25 0.18
Data Plot and Equation
0 200 400 600 800 0
100
200
300
400
500
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.60(X) - 3.93 R²= 0.91
X = Number of Dwelling Units
T = Trips Ends
240 Trip Generation Manual 11th Edition • Volume 3
Land Use: 220
Multifamily Housing (Low-Rise)
Description
Low-rise multifamily housing includes apartments, townhouses, and condominiums located within the same building with at least three other dwelling units and that have two or three floors (levels).

Various configurations fit this description, including walkup apartment, mansion apartment, and stacked townhouse.
• A walkup apartment typically is two or three floors in height with dwelling units that are accessed by a single or multiple entrances with stairways and hallways. • A mansion apartment is a single structure that contains several apartments within what appears to be a single-family dwelling unit.
• A fourplex is a single two-story structure with two matching dwelling units on the ground and second floors. Access to the individual units is typically internal to the structure and provided through a central entry and stairway.
• A stacked townhouse is designed to match the external appearance of a townhouse. But, unlike a townhouse dwelling unit that only shares walls with an adjoining unit, the stacked townhouse units share both floors and walls. Access to the individual units is typically internal to the structure and provided through a central entry and stairway.

Multifamily housing (mid-rise) (Land Use 221), multifamily housing (high-rise) (Land Use 222), affordable housing (Land Use 223), and off-campus student apartment (low-rise) (Land Use 225) are related land uses.

Land Use Subcategory
Data are presented for two subcategories for this land use: (1) not close to rail transit and (2) close to rail transit. A site is considered close to rail transit if the walking distance between the residential site entrance and the closest rail transit station entrance is ½ mile or less.

Additional Data
For the three sites for which both the number of residents and the number of occupied dwelling units were available, there were an average of 2.72 residents per occupied dwelling unit.

For the two sites for which the numbers of both total dwelling units and occupied dwelling units were available, an average of 96.2 percent of the total dwelling units were occupied.

The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip 252 Trip Generation Manual 11th Edition • Volume 3
generation resource page on the ITE website (https://www.ite.org/technical-resources/topics/tripand-parking-generation/).

For the three sites for which data were provided for both occupied dwelling units and residents, there was an average of 2.72 residents per occupied dwelling unit.

It is expected that the number of bedrooms and number of residents are likely correlated to the trips generated by a residential site. To assist in future analysis, trip generation studies of all multifamily housing should attempt to obtain information on occupancy rate and on the mix of residential unit sizes (i.e., number of units by number of bedrooms at the site complex).

The sites were surveyed in the 1980s, the 1990s, the 2000s, the 2010s, and the 2020s in British Columbia (CAN), California, Delaware, Florida, Georgia, Illinois, Indiana, Maine, Maryland, Massachusetts, Minnesota, New Jersey, Ontario (CAN), Oregon, Pennsylvania, South Carolina, South Dakota, Tennessee, Texas, Utah, and Washington.

Source Numbers
188, 204, 237, 300, 305, 306, 320, 321, 357, 390, 412, 525, 530, 579, 583, 638, 864, 866, 896, 901, 903, 904, 936, 939, 944, 946, 947, 948, 963, 964, 966, 967, 1012, 1013, 1014, 1036, 1047, 1056, 1071, 1076
General Urban/Suburban and Rural (Land Uses 000–399) 253 Multifamily Housing (Low-Rise)
Not Close to Rail Transit (220)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 22
Avg. Num. of Dwelling Units: 229
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

6.74 2.46 - 12.50 1.79
Data Plot and Equation
0 100 200 300 400 500 0
1000
2000
3000
4000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 6.41(X) + 75.31 R²= 0.86
X = Number of Dwelling Units
T = Trips Ends
254 Trip Generation Manual 11th Edition • Volume 3
Multifamily Housing (Low-Rise)
Not Close to Rail Transit (220)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 49
Avg. Num. of Dwelling Units: 249
Directional Distribution: 24% entering, 76% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

0.40 0.13 - 0.73 0.12
Data Plot and Equation
0 1000 2000 0
100
200
300
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.31(X) + 22.85 R²= 0.79
X = Number of Dwelling Units
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 000–399) 255 Multifamily Housing (Low-Rise)
Not Close to Rail Transit (220)
Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 59
Avg. Num. of Dwelling Units: 241
Directional Distribution: 63% entering, 37% exiting
Vehicle Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation

0.51 0.08 - 1.04 0.15
Data Plot and Equation
0 1000 2000 0
100
200
300
400
500
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.43(X) + 20.55 R²= 0.84
X = Number of Dwelling Units
T = Trips Ends
256 Trip Generation Manual 11th Edition • Volume 3
175
Land Use: 820
Shopping Center (>150k)
Description
A shopping center is an integrated group of commercial establishments that is planned, developed, owned, and managed as a unit. Each study site in this land use has at least 150,000 square feet of gross leasable area (GLA). It often has more than one anchor store. Various names can be assigned to a shopping center within this size range, depending on its specific size and tenants, such as community center, regional center, superregional center, fashion center, and power center.

A shopping center of this size typically contains more than retail merchandising facilities. Office space, a movie theater, restaurants, a post office, banks, a health club, and recreational facilities are common tenants.

A shopping center of this size can be enclosed or open-air. The vehicle trips generated at a shopping center are based upon the total GLA of the center. In the case of a smaller center without an enclosed mall or peripheral buildings, the GLA is the same as the gross floor area of the building.

The 150,000 square feet GLA threshold value between community/regional shopping center and shopping plaza (Land Use 821) is based on an examination of trip generation data. For a shopping plaza that is smaller than the threshold value, the presence or absence of a supermarket within the plaza has a measurable effect on site trip generation. For a shopping center that is larger than the threshold value, the trips generated by its other major tenants mask any effects of the presence or absence of an on-site supermarket.

Shopping plaza (40-150k) (Land Use 821), strip retail plaza (<40k) (Land Use 822), and factory outlet center (Land Use 823) are related uses.

Additional Data
Many shopping centers—in addition to the integrated unit of shops in one building or enclosed around a mall—include outparcels (peripheral buildings or pads located on the perimeter of the center adjacent to the streets and major access points). These buildings are typically drive-in banks, retail stores, restaurants, or small offices. Although the data herein do not indicate which of the centers studied include peripheral buildings, it can be assumed that some of the data show their effect.

The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), California, Colorado, Connecticut, Delaware, Florida, Georgia, Illinois, Indiana, Iowa, Kentucky, General Urban/Suburban and Rural (Land Uses 800–999)
Maryland, Massachusetts, Michigan, Minnesota, New Jersey, New York, North Carolina, Ohio, Oklahoma, Pennsylvania, Tennessee, Texas, Vermont, Virginia, Washington, West Virginia, and Wisconsin.

Source Numbers
77, 110, 154, 156, 159, 190, 199, 202, 204, 213, 251, 269, 294, 295, 299, 304, 305, 307, 308, 309, 311, 314, 315, 316, 317, 319, 365, 385, 404, 414, 423, 442, 446, 562, 629, 702, 715, 728, 868, 871, 880, 899, 912, 926, 946, 962, 973, 974, 978, 1034, 1040, 1067 176 Trip Generation Manual 11th Edition • Volume 5
Shopping Center (>150k)
(820)
Vehicle Trip Ends vs: 1000 Sq. Ft. GLA
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 108
Avg. 1000 Sq. Ft. GLA: 538
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GLA
Average Rate Range of Rates Standard Deviation

37.01 17.27 - 81.53 12.79
Data Plot and Equation
0 1000 2000 0
20000
40000
60000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 26.11(X) + 5863.73 R²= 0.60
X = 1000 Sq. Ft. GLA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 800–999) 177 Shopping Center (>150k)
(820)
Vehicle Trip Ends vs: 1000 Sq. Ft. GLA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 44
Avg. 1000 Sq. Ft. GLA: 546
Directional Distribution: 62% entering, 38% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GLA
Average Rate Range of Rates Standard Deviation

0.84 0.30 - 3.11 0.42
Data Plot and Equation
0 1000 2000 0
1000
2000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.59(X) + 133.55 R²= 0.56
X = 1000 Sq. Ft. GLA
T = Trips Ends
178 Trip Generation Manual 11th Edition • Volume 5
Shopping Center (>150k)
(820)
Vehicle Trip Ends vs: 1000 Sq. Ft. GLA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 126
Avg. 1000 Sq. Ft. GLA: 581
Directional Distribution: 48% entering, 52% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GLA
Average Rate Range of Rates Standard Deviation

3.40 1.57 - 7.58 1.26
Data Plot and Equation
0 1000 2000 3000 0
2000
4000
6000
8000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.72 Ln(X) + 3.02 R²= 0.70 X = 1000 Sq. Ft. GLA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 800–999) 179 Land Use: 750
Office Park
Description
An office park is typically a suburban subdivision or planned unit development that contains general office buildings and support services, such as banks, restaurants, and service stations, arranged in a park- or campus-like atmosphere. General office building (Land Use 710), corporate headquarters building (Land Use 714), single tenant office building (Land Use 715), research and development center (Land Use 760), and business park (Land Use 770) are related uses.

Additional Data
The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), Connecticut, Georgia, Indiana, Massachusetts, New Jersey, New York, and Pennsylvania.

Source Numbers
160, 161, 184, 185, 253, 300, 301, 356, 550, 618, 912, 972, 973 838 Trip Generation Manual 11th Edition • Volume 4
Office Park
(750)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 10
Avg. 1000 Sq. Ft. GFA: 479
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

11.07 7.56 - 14.50 2.14
Data Plot and Equation
0 200 400 600 800 1000 0
10000
20000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.89 Ln(X) + 3.10 R²= 0.93 X = 1000 Sq. Ft. GFA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 400–799) 839 Office Park
(750)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 23
Avg. 1000 Sq. Ft. GFA: 498
Directional Distribution: 89% entering, 11% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

1.33 0.60 - 4.74 0.51
Data Plot and Equation
0 1000 2000 3000 0
1000
2000
3000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.94(X) + 194.06 R²= 0.86
X = 1000 Sq. Ft. GFA
T = Trips Ends
840 Trip Generation Manual 11th Edition • Volume 4
Office Park
(750)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 20
Avg. 1000 Sq. Ft. GFA: 563
Directional Distribution: 14% entering, 86% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

1.30 0.64 - 3.03 0.32
Data Plot and Equation
0 1000 2000 3000 0
1000
2000
3000
4000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 1.26(X) + 20.98 R²= 0.97
X = 1000 Sq. Ft. GFA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 400–799) 841 789
Land Use: 730
Government Office Building
Description
A government office building is an individual building containing either the entire function or simply one agency of a city, county, state, federal, or other governmental unit.

Additional Data
Each study site in the current database serves a municipal or county agency.

The sites were surveyed in the 2000s and the 2010s in Oregon and Texas.

Source Numbers
579, 889
General Urban/Suburban and Rural (Land Uses 400–799)
Government Office Building
(730)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 7
Avg. 1000 Sq. Ft. GFA: 11
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

22.59 0.71 - 59.66 17.03
Data Plot and Equation
0 10 20 30 0
200
400
600
Study Site Average Rate
Fitted Curve Equation: Not Given R²= ***
X = 1000 Sq. Ft. GFA
T = Trips Ends
790 Trip Generation Manual 11th Edition • Volume 4
Government Office Building
(730)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 7
Avg. 1000 Sq. Ft. GFA: 11
Directional Distribution: 75% entering, 25% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

3.34 0.45 - 7.38 2.18
Data Plot and Equation
0 10 20 30 0
20 40
60 80
Study Site Average Rate
Fitted Curve Equation: Not Given R²= ***
X = 1000 Sq. Ft. GFA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 400–799) 791 Government Office Building
(730)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 8
Avg. 1000 Sq. Ft. GFA: 22
Directional Distribution: 25% entering, 75% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

1.71 1.09 - 6.19 1.24
Data Plot and Equation
0 20 40 60 80 0
20 40
60 80
100
Study Site Fitted Curve Average Rate
Fitted Curve Equation: Ln(T) = 0.97 Ln(X) + 0.62 R²= 0.73 X = 1000 Sq. Ft. GFA
T = Trips Ends
792 Trip Generation Manual 11th Edition • Volume 4
Land Use: 150
Warehousing
Description
A warehouse is primarily devoted to the storage of materials, but it may also include office and maintenance areas. High-cube transload and short-term storage warehouse (Land Use 154), highcube fulfillment center warehouse (Land Use 155), high-cube parcel hub warehouse (Land Use 156), and high-cube cold storage warehouse (Land Use 157) are related uses.

The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in California, Connecticut, Minnesota, New Jersey, New York, Ohio, Oregon, Pennsylvania, and Texas.

Source Numbers
184, 331, 406, 411, 443, 579, 583, 596, 598, 611, 619, 642, 752, 869, 875, 876, 914, 940, 1050 94 Trip Generation Manual 11th Edition • Volume 3
Warehousing
(150)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 31
Avg. 1000 Sq. Ft. GFA: 292
Directional Distribution: 50% entering, 50% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

1.71 0.15 - 16.93 1.48
Data Plot and Equation
0 1000 2000 3000 4000 0
2000
4000
6000
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 1.58(X) + 38.29 R²= 0.92
X = 1000 Sq. Ft. GFA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 000–399) 95 Warehousing
(150)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.

Setting/Location: General Urban/Suburban
Number of Studies: 36
Avg. 1000 Sq. Ft. GFA: 448
Directional Distribution: 77% entering, 23% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

0.17 0.02 - 1.93 0.19
Data Plot and Equation
0 1000 2000 3000 4000 0
200
400
600
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.12(X) + 23.62 R²= 0.69
X = 1000 Sq. Ft. GFA
T = Trips Ends
96 Trip Generation Manual 11th Edition • Volume 3
Warehousing
(150)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.

Setting/Location: General Urban/Suburban
Number of Studies: 49
Avg. 1000 Sq. Ft. GFA: 400
Directional Distribution: 28% entering, 72% exiting
Vehicle Trip Generation per 1000 Sq. Ft. GFA
Average Rate Range of Rates Standard Deviation

0.18 0.01 - 1.80 0.18
Data Plot and Equation
0 1000 2000 3000 4000 0
200
400
600
Study Site Fitted Curve Average Rate
Fitted Curve Equation: T = 0.12(X) + 26.48 R²= 0.65
X = 1000 Sq. Ft. GFA
T = Trips Ends
General Urban/Suburban and Rural (Land Uses 000–399) 97 Project Name: Organization:

Project Location: Performed By:

Scenario Description: Date:

Analysis Year: Checked By:

Analysis Period: Date:

ITE LUCs1 Quantity Units Total Entering Exiting
Office 2007 1682 325
Retail 659 409 250
Restaurant 0
Cinema/Entertainment 0
Residential 1543 419 1124
Hotel 0
All Other Land Uses2 51 39 12
Total 4260 2549 1711
Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized Office 1.00 1.00
Retail 1.00 1.00
Restaurant 1.00 1.00
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 91 0 0 0
Retail 67 0 8 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 22 11 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 4,260 2,549 1,711 Office 5% 28%
Internal Capture Percentage 9% 8% 12% Retail 25% 30%
Restaurant N/A N/A
External Vehicle-Trips3 3,862 2,350 1,512 Cinema/Entertainment N/A N/A External Transit-Trips4 0 0 0 Residential 2% 3%
External Non-Motorized Trips4 0 0 0 Hotel N/A N/A
Taft, CA
AM Street Peak Hour
Horizon Year 2042
Estimation Tool Developed by the Texas Transportation Institute Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use 2 Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator 3 Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A 1 Land Use Codes (LUCs) from Trip Generation Informational Report , published by the Institute of Transportation Engineers. 4 Person-Trips
*Indicates computation that has been rounded to the nearest whole number.

Table 2-A: Mode Split and Vehicle Occupancy Estimates
Table 4-A: Internal Person-Trip Origin-Destination Matrix* Destination (To) Origin (From)
Origin (From) Destination (To)
Cinema/Entertainment
Land Use Entering Trips Exiting Trips
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance) NCHRP 8-51 Internal Trip Capture Estimation Tool
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) 0 0
Cinema/Entertainment
Development Data (For Information Only )
0 0
0 Estimated Vehicle-Trips Land Use
Downtown Taft Specific Plan
Project Name:

Analysis Period:

Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips* Office 1.00 1682 1682 1.00 325 325
Retail 1.00 409 409 1.00 250 250
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 419 419 1.00 1124 1124
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 91 205 3 0
Retail 73 33 35 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 22 11 225 0
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 131 0 0 0
Retail 67 0 8 0
Restaurant 235 33 21 0
Cinema/Entertainment 0 0 0 0 0
Residential 50 70 0 0
Hotel 50 16 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 89 1593 1682 1593 0 0
Retail 102 307 409 307 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 8 411 419 411 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 039 39 39 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 91 234 325 234 0 0
Retail 75 175 250 175 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 33 1091 1124 1091 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 012 12 12 0 0
Land Use Table 7-A (D): Entering Trips
2 Person-Trips
Person-Trip Estimates
Downtown Taft Specific Plan
AM Street Peak Hour
Table 9-A (D): Internal and External Trips Summary (Entering Trips) Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Origin (From) Destination (To)
Cinema/Entertainment
Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends Table 7-A (O): Exiting Trips
0 0
0 Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Origin (From)
Origin Land Use Person-Trip Estimates External Trips by Mode* External Trips by Mode*
1 Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A 0 *Indicates computation that has been rounded to the nearest whole number. 0 0
0 0
0 Destination (To)
Cinema/Entertainment
0 3
Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator Destination Land Use
Table 9-A (O): Internal and External Trips Summary (Exiting Trips) Project Name: Organization:

Project Location: Performed By:

Scenario Description: Date:

Analysis Year: Checked By:

Analysis Period: Date:

ITE LUCs1 Quantity Units Total Entering Exiting
Office 1803 292 1511
Retail 2726 1308 1418
Restaurant 0
Cinema/Entertainment 0
Residential 1948 1187 761
Hotel 0
All Other Land Uses2 54 15 39
Total 6531 2802 3729
Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized Office 1.00 1.00
Retail 1.00 1.00
Restaurant 1.00 1.00
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 105 0 30 0
Retail 28 0 369 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 30 131 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 6,531 2,802 3,729 Office 20% 9%
Internal Capture Percentage 21% 25% 19% Retail 18% 28%
Restaurant N/A N/A
External Vehicle-Trips3 5,145 2,109 3,036 Cinema/Entertainment N/A N/A External Transit-Trips4 0 0 0 Residential 34% 21%
External Non-Motorized Trips4 0 0 0 Hotel N/A N/A
1 Land Use Codes (LUCs) from Trip Generation Informational Report , published by the Institute of Transportation Engineers. 2 Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator 3 Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P *Indicates computation that has been rounded to the nearest whole number.

Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use 4 Person-Trips
Estimation Tool Developed by the Texas Transportation Institute 0 0
0 Origin (From) Destination (To)
Cinema/Entertainment
0 0
Table 4-P: Internal Person-Trip Origin-Destination Matrix* Origin (From) Destination (To)
Cinema/Entertainment
Table 2-P: Mode Split and Vehicle Occupancy Estimates
Land Use Entering Trips Exiting Trips
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) Horizon Year 2042
PM Street Peak Hour
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only ) Estimated Vehicle-Trips NCHRP 8-51 Internal Trip Capture Estimation Tool
Downtown Taft Specific Plan
Taft, CA
Project Name:

Analysis Period:

Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips* Office 1.00 292 292 1.00 1511 1511
Retail 1.00 1308 1308 1.00 1418 1418
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 1187 1187 1.00 761 761
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 302 60 30 0
Retail 28 411 369 71
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 30 320 160 23
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 105 0 47 0
Retail 91 0 546 0
Restaurant 88 654 190 0
Cinema/Entertainment 18 52 0 47 0
Residential 166 131 0 0
Hotel 0 26 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 58 234 292 234 0 0
Retail 236 1072 1308 1072 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 399 788 1187 788 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 015 15 15 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 135 1376 1511 1376 0 0
Retail 397 1021 1418 1021 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 161 600 761 600 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 039 39 39 0 0
0 0
0 0
0 3
Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator Table 9-P (O): Internal and External Trips Summary (Exiting Trips) Origin Land Use Person-Trip Estimates External Trips by Mode* Person-Trip Estimates External Trips by Mode*
0 Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Origin (From)
2 Person-Trips
0 0
Table 9-P (D): Internal and External Trips Summary (Entering Trips) Destination Land Use
*Indicates computation that has been rounded to the nearest whole number.

Downtown Taft Specific Plan
PM Street Peak Hour
Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Origin (From) Destination (To)
Destination (To)
Cinema/Entertainment
Cinema/Entertainment
0 57
1 Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P

APPENDIX D
KERN COG HORIZON YEAR 2042 WITH SPECIFIC PLAN

REGIONAL MODEL ADT PLOT AND
VOLUME POST‐PROCESSING WORKSHEETS
7DIW6SHFLILF3ODQ$$'7
7$=

(Licensed to Kern Council of Governments)

EX AM N/S Street:

Existing
ADT Existing EX AM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33) % Northbound N of Kern Street (SR-33) Left 67 NB 362 53% NB 602 111 Left 605 NB 605 74 111 605 4 61 9,782 Thru 181 SB 322 47% SB 535 301 Thru 535 SB 535 199 301 535 0 54 Right 129 Sum 684 Enter 16255 214 Right Sum 1140 142 214 Southbound S. of Kern Street (SR-33) Southbound S of Kern Street (SR-33) Left 57 NB 377 55% NB 626 95 Left 626 NB 626 63 95 626 0 63 9,390 Thru 174 SB 303 45% SB 504 289 Thru 506 SB 506 191 289 506 3 51 Right 91 Sum 680 Enter 15604 151 Right Sum 1133 100 151 Eastbound E. of 10th Street Eastbound E of 10th Street
Left 123 EB 416 56% EB 700 207 Left 696 EB 696 135 207 696 -4 70 9,278 Thru 230 WB 332 44% WB 559 387 Thru 559 WB 559 253 387 559 0 56 Right 54 Sum 748 Enter 15612 91 Right Sum 1255 59 91
Westbound W.of 10th Street Westbound W of 10th Street
Left 75 EB 407 53% EB 685 126 Left 685 EB 685 83 126 685 0 68 11,803 Thru 199 WB 357 47% WB 601 335 Thru 597 WB 597 219 335 597 -3 60 Right 58 Sum 764 Enter 19861 98 Right Sum 1282 64 98
-0.71089

EX PM N/S Street:

Existing
ADT Existing EX PM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33) % Northbound N of Kern Street (SR-33) Left 101 NB 366 46% NB 608 168 Left 611 NB 611 111 168 611 3 61 9,782 Thru 212 SB 428 54% SB 711 352 Thru 711 SB 711 233 352 711 0 71 9782 Right 81 Sum 794 Enter 16255 135 Right Sum 1323 89 135 Southbound S. of Kern Street (SR-33) Southbound S of Kern Street (SR-33) Left 79 NB 394 52% NB 655 131 Left 655 NB 655 87 131 655 0 65 9,390 Thru 202 SB 368 48% SB 612 336 Thru 615 SB 615 222 336 615 3 61 9388 Right 147 Sum 762 Enter 15604 244 Right Sum 1270 162 244 Eastbound E. of 10th Street Eastbound E of 10th Street
Left 114 EB 362 54% EB 609 192 Left 606 EB 606 125 192 606 -3 61 9,278 Thru 202 WB 307 46% WB 517 340 Thru 517 WB 517 222 340 517 0 52 9279 Right 93 Sum 669 Enter 15612 156 Right Sum 1122 102 156 Westbound W.of 10th Street Westbound W of 10th Street
Left 73 EB 409 48% EB 688 123 Left 688 EB 688 80 123 688 0 69 11,803 Thru 194 WB 442 52% WB 744 326 Thru 739 WB 739 213 326 739 -5 74 11803 Right 40 Sum 851 Enter 19861 67 Right Sum 1427 44 67 -1.84347
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
10th Street E/W Street: Kern Street (SR-33)
Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
#1 10th Street E/W Street: Kern Street (SR-33)
Existing Link
Volumes

EX AM N/S Street:

Existing
ADT Existing EX AM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33) % Northbound N of Kern Street (SR-33) Left 17 NB 253 51% NB 554 37 Left 494 NB 494 19 +20 57 504 -50 50 3,984 Thru 135 SB 245 49% SB 536 296 Thru 536 SB 536 149 296 491 -45 49 3984 Right 21 Sum 498 Enter 8723 46 Right Sum 1031 23 +15 61 Southbound S. of Kern Street (SR-33) Southbound S of Kern Street (SR-33) Left 43 NB 173 53% NB 379 94 Left 379 NB 379 47 -10 84 414 35 41 2,637 Thru 128 SB 156 47% SB 342 280 Thru 327 SB 327 141 -20 260 347 6 35 2632 Right 74 Sum 329 Enter 5774 162 Right Sum 706 81 -15 147 Eastbound E. of 6th Street Eastbound E of 6th Street
Left 79 EB 291 48% EB 490 133 Left 522 EB 522 87 133 527 37 53 8,364 Thru 227 WB 312 52% WB 525 382 Thru 525 WB 525 250 382 535 10 54 8364 Right 12 Sum 603 Enter 14074 20 Right Sum 1047 13 +20 40 Westbound W.of 6th Street Westbound W of 6th Street
Left 16 EB 318 48% EB 535 27 Left 535 EB 535 18 +20 47 555 20 56 9,237 Thru 257 WB 348 52% WB 586 432 Thru 632 WB 632 283 -20 412 617 31 62 9237 Right 39 Sum 666 Enter 15543 66 Right Sum 1167 43 +10 76

44.567

EX PM N/S Street:

Existing
ADT Existing EX PM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33) % Northbound N of Kern Street (SR-33) Left 22 NB 199 46% NB 436 48 Left 375 NB 375 24 +10 58 400 -36 40 3,984 Thru 79 SB 233 54% SB 510 173 Thru 510 SB 510 87 +15 188 480 -30 48 Right 28 Sum 432 Enter 8723 61 Right Sum 885 31 +5 66
Southbound S. of Kern Street (SR-33) Southbound S of Kern Street (SR-33) Left 37 NB 129 44% NB 282 81 Left 282 NB 282 41 -10 71 312 30 31 2,637 Thru 117 SB 161 56% SB 353 256 Thru 330 SB 330 129 256 370 18 37 Right 79 Sum 290 Enter 5774 173 Right Sum 613 87 -20 153 Eastbound E. of 6th Street Eastbound E of 6th Street
Left 78 EB 310 51% EB 522 131 Left 555 EB 555 86 131 550 28 55 8,364 Thru 245 WB 293 49% WB 493 412 Thru 493 WB 493 270 412 523 30 52 Right 17 Sum 603 Enter 14074 29 Right Sum 1048 19 +20 49 Westbound W.of 6th Street Westbound W of 6th Street
Left 27 EB 340 51% EB 572 45 Left 572 EB 572 30 +20 65 592 20 59 9,237 Thru 224 WB 325 49% WB 547 377 Thru 598 WB 598 246 377 588 41 59 Right 42 Sum 665 Enter 15543 71 Right Sum 1170 46 +10 81 101.0079
#2 6th Street E/W Street: Kern Street (SR-33)
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
6th Street E/W Street: Kern Street (SR-33)
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify

EX AM N/S Street:

Existing
ADT Existing EX AM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33) % Northbound N of Kern Street (SR-33) Left 40 NB 172 50% NB 435 101 Left 371 NB 371 44 -10 91 396 -39 40 2,776 Thru 96 SB 175 50% SB 443 243 Thru 443 SB 443 106 +5 248 428 -15 43 2776 Right 21 Sum 347 Enter 7027 53 Right Sum 814 23 53 Southbound S. of Kern Street (SR-33) Southbound S of Kern Street (SR-33) Left 34 NB 157 53% NB 397 86 Left 397 NB 397 37 -5 81 392 -5 39 2,376 Thru 104 SB 140 47% SB 354 263 Thru 324 SB 324 114 263 364 9 36 2376 Right 37 Sum 297 Enter 6015 94 Right Sum 721 41 -10 84 Eastbound E. of 4th Street Eastbound E of 4th Street
Left 49 EB 244 50% EB 411 82 Left 457 EB 457 54 +10 92 452 42 45 7,520 Thru 189 WB 248 50% WB 417 318 Thru 417 WB 417 208 318 447 30 45 Right 20 Sum 492 Enter 12654 34 Right Sum 875 22 +20 54 Westbound W.of 4th Street Westbound W of 4th Street
Left 16 EB 258 48% EB 434 27 Left 434 EB 434 18 +20 47 464 30 46 7,672 Thru 205 WB 282 52% WB 475 345 Thru 540 WB 540 226 345 520 45 52 Right 27 Sum 540 Enter 12910 45 Right Sum 974 30 +10 55

96.97746

EX PM N/S Street:

Existing
ADT Existing EX PM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33) % Northbound N of Kern Street (SR-33) Left 37 NB 150 53% NB 380 94 Left 314 NB 314 41 -10 84 349 -30 35 2,776 Thru 73 SB 132 47% SB 334 185 Thru 334 SB 334 80 +15 200 324 -10 32 Right 20 Sum 282 Enter 7027 51 Right Sum 649 22 51
Southbound S. of Kern Street (SR-33) Southbound S of Kern Street (SR-33) Left 35 NB 130 52% NB 329 89 Left 329 NB 329 39 89 334 5 33 2,376 Thru 64 SB 120 48% SB 304 162 Thru 256 SB 256 70 162 296 -8 30 Right 33 Sum 250 Enter 6015 84 Right Sum 585 36 -10 74
Eastbound E. of 4th Street Eastbound E of 4th Street
Left 38 EB 302 52% EB 508 64 Left 555 EB 555 42 +10 74 555 47 55 7,520 Thru 247 WB 284 48% WB 478 416 Thru 478 WB 478 272 416 508 30 51 7518 Right 27 Sum 586 Enter 12654 45 Right Sum 1033 30 +20 65 Westbound W.of 4th Street Westbound W of 4th Street
Left 29 EB 312 52% EB 525 49 Left 525 EB 525 32 +20 69 555 30 55 7,672 Thru 216 WB 286 48% WB 481 363 Thru 541 WB 541 238 363 521 39 52 7672 Right 39 Sum 598 Enter 12910 66 Right Sum 1066 43 +10 76 103.2121
#3 4th Street E/W Street: Kern Street (SR-33)
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
4th Street E/W Street: Kern Street (SR-33)
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify

EX AM N/S Street:

Existing
ADT Existing EX AM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33)/E % Northbound N of Kern Street (SR-33)/E. Kern Street Left 8 NB 28 44% NB 45 40 Left 50 NB 50 9 40 53 95
504 Thru 1 SB 35 56% SB 56 5 Thru 56 SB 56 1 +5 10 85 29 9504 Right 5 Sum 63 Enter 808 25 Right Sum 107 6 -5 20 Right2 2 10 Right2 2 10
Southbound S. of Kern Street (SR-33)/E. Kern Street Southbound S of Kern Street (SR-33)/E. Kern Street Left 46 Left2 4 +4 10
Left2 6 NB 16 34% NB 80 10 Left 80 NB 80 7 10 80 08
376 Thru 2 SB 31 66% SB 154 3 Thru 52 SB 156 2 +25 28 143 -11 14 376 Right 23 Sum 47 Enter 1869 37 Right Sum 236 25 37
Eastbound E. of 1st Street Eastbound E of 1st Street
Left 20 EB 95 45% EB 160 34 Left 176 EB 176 22 -10 24 177 17 18 3,081 Thru 84 WB 115 55% WB 194 141 Thru 194 WB 194 92 -5 136 236 42 24 Right 85 Sum 210 Enter 5185 143 Right Sum 370 94 143
Right2 23 39 Right2 25 +21 60
Westbound W.of 1st Street Westbound W of 1st Street
Left2 23 Left2 2 +7 10
Left 5 EB 212 51% EB 357 8 Left 357 EB 357 6 +35 43 363 6 36 6,123 Thru 102 WB 201 49% WB 338 172 Thru 363 WB 363 112 172 363 25 36 Right 6 Sum 413 Enter 10303 10 Right Sum 719 7 10
Northwestbound SE.of 1st Street NWbound SE of 1st Street Left2 12 Left2 1 +10 12
Left 68 SEB 95 57% SEB 160 114 Left 166 SEB 166 75 114 173 13 17 2,929 Thru 1 NWB 72 43% NWB 121 2 Thru 121 NWB 121 1 +8 10 146 25 15 Right 2 Sum 167 Enter 4929 3 Right Sum 287 2 +7 10
116.0384

EX PM N/S Street:

Existing
ADT Existing EX PM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Kern Street (SR-33)/E % Northbound N of Kern Street (SR-33)/E. Kern Street Left 9 NB 28 51% NB 45 45 Left 54 NB 54 10 45 50 55
504 Thru 2 SB 27 49% SB 43 10 Thru 43 SB 43 2 10 67 24 7 Right 4 Sum 55 Enter 808 20 Right Sum 97 4 20
Right2 15 Right2 1 +5 10
Southbound S. of Kern Street (SR-33)/E. Kern Street Southbound S of Kern Street (SR-33)/E. Kern Street Left 23 Left2 2 +7 10
Left2 5 NB 16 43% NB 80 8 Left 80 NB 80 6 +2 10 85 58
376 Thru 3 SB 21 57% SB 104 5 Thru 35 SB 160 3 +15 20 97 -7 10 Right 17 Sum 37 Enter 1869 27 Right Sum 239 19 27
Eastbound E. of 1st Street Eastbound E of 1st Street
Left 11 EB 146 62% EB 246 19 Left 259 EB 259 12 -3 16 273 27 27 3,081 Thru 139 WB 91 38% WB 153 234 Thru 151 WB 153 153 -1 233 184 31 18 3081 Right 84 Sum 237 Enter 5185 141 Right Sum 412 92 -1 140 Right2 10 17 Right2 11 +20 37
Westbound W.of 1st Street Westbound W of 1st Street
Left2 12 Left2 1 +8 10
Left 6 EB 244 52% EB 411 10 Left 411 EB 411 7 +20 30 426 15 43 6,123 Thru 80 WB 227 48% WB 382 135 Thru 410 WB 410 88 135 410 28 41 6123 Right 4 Sum 471 Enter 10303 7 Right Sum 821 4 +3 10 Northwestbound SE.of 1st Street NWbound SE of 1st Street Left2 23 Left2 2 +7 10
Left 121 SEB 91 40% SEB 153 204 Left 156 SEB 156 133 204 170 17 17 2,929 Thru 11 NWB 135 60% NWB 227 19 Thru 227 NWB 227 12 -4 15 238 11 24 2938 Right 1 Sum 226 Enter 4929 2 Right Sum 383 1 +8 10 127.757
#4 1st Street E/W Street: Kern Street (SR-33)/E. Kern Street Existing Link Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
1st Street E/W Street: Kern Street (SR-33)/E. Kern Street Existing Link Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify

EX AM N/S Street:

Existing
ADT Existing EX AM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Center Street % Northbound N of Center Street Left 4 NB 84 47% NB 141 7 Left 146 NB 146 4 +10 17 151 9 15 2,929 Thru 82 SB 95 53% SB 160 138 Thru 160 SB 160 90 138 168 8 17 Right 0 Sum 179 Enter 4929 0 Right Sum 305 0 0
Southbound S. of Center Street Southbound S of Center Street Left 0 NB 86 47% NB 145 0 Left 145 NB 145 0 0 155 10 15 3,187 Thru 92 SB 97 53% SB 163 155 Thru 174 SB 174 101 155 174 10 17 Right 3 Sum 183 Enter 5363 5 Right Sum 318 3 +8 13
Eastbound E. of Westside Highway (SR-33) Eastbound E of Westside Highway (SR-33) Left 2 EB 0 0% EB 0 8 Left 0 EB 0 2 +5 13 0 00
48 Thru 0 WB 0 0% WB 0 0 Thru 0 WB 0 0 00 00
Right 5 Sum 0 Enter 72 19 Right Sum 0 6 19
Westbound W.of Westside Highway (SR-33) Westbound W of Westside Highway (SR-33) Left 0 EB 7 50% EB 26 0 Left 26 EB 26 0 0 31 53
331 Thru 0 WB 7 50% WB 26 0 Thru 12 WB 12 0 030 33
Right 0 Sum 14 Enter 1247 0 Right Sum 38 0 0

46.00058

EX PM N/S Street:

Existing
ADT Existing EX PM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Center Street % Northbound N of Center Street Left 5 NB 121 60% NB 204 8 Left 206 NB 206 6 +10 18 216 12 22 2,929 Thru 119 SB 81 40% SB 136 200 Thru 136 SB 136 131 200 144 8 14 2929 Right 0 Sum 202 Enter 4929 0 Right Sum 342 0 0
Southbound S. of Center Street Southbound S of Center Street Left 2 NB 124 58% NB 209 3 Left 209 NB 209 2 3 219 10 22 3,187 Thru 78 SB 91 42% SB 153 131 Thru 180 SB 180 86 131 170 17 17 3182 Right 1 Sum 215 Enter 5363 2 Right Sum 389 1 +8 10 Eastbound E. of Westside Highway (SR-33) Eastbound E of Westside Highway (SR-33) Left 1 EB 2 50% EB 3 4 Left 3 EB 3 1 +10 14 3 00
48 Thru 0 WB 2 50% WB 3 0 Thru 3 WB 3 0 03 00
48 Right 13 Sum 4 Enter 72 49 Right Sum 6 14 -10 39
Westbound W.of Westside Highway (SR-33) Westbound W of Westside Highway (SR-33) Left 0 EB 14 67% EB 53 0 Left 53 EB 53 0 0 53 05
331 Thru 1 WB 7 33% WB 26 2 Thru 12 WB 12 1 230 33
330 Right 1 Sum 21 Enter 1247 2 Right Sum 64 1 2

50.59006
#5 Westside Highway (SR-33) E/W Street: Center Street
Existing Link Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
Westside Highway (SR-33) E/W Street: Center Street
Existing Link Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify

EX AM N/S Street:

Existing
ADT Existing EX AM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Center Street % Northbound N of Center Street Left 0 NB 391 56% NB 650 0 Left 658 NB 658 0 0 658 8 66 9,390 Thru 375 SB 308 44% SB 512 623 Thru 512 SB 512 413 623 524 12 52 Right 42 Sum 699 Enter 15604 70 Right Sum 1169 46 +10 80 Southbound S. of Center Street Southbound S of Center Street Left 30 NB 417 59% NB 693 50 Left 693 NB 693 33 +12 62 703 10 70 9,044 Thru 278 SB 293 41% SB 487 462 Thru 494 SB 494 306 462 494 7 49 Right 0 Sum 710 Enter 15029 0 Right Sum 1187 0 0
Eastbound E. of 10th Street Eastbound E of 10th Street
Left 0 EB 72 70% EB 155 0 Left 120 EB 120 0 0 142 -14 14 2,360 Thru 0 WB 31 30% WB 67 0 Thru 67 WB 67 0 0 67 07
Right 0 Sum 103 Enter 5086 0 Right Sum 186 0 0
Westbound W.of 10th Street Westbound W of 10th Street
Left 15 EB 0 0% EB 0 32 Left 0 EB 0 17 32 0 00
0 Thru 0 WB 0 0% WB 0 0 Thru 0 WB 0 0 00 00
0 Right 16 Sum 0 Enter 0 34 Right Sum 0 18 34

23.77362

EX PM N/S Street:

Existing
ADT Existing EX PM
FUTURE
Link
Volumes
Minimum
10%
Growth
Volume
Adj.

Refined
Turning
Movement
Volumes
Refined
Link
Volumes
Gap
Closure 10% Gap
Northbound N.of Center Street % Northbound N of Center Street Left 0 NB 392 50% NB 651 0 Left 676 NB 676 0 0 676 24 68 9,390 Thru 343 SB 395 50% SB 656 570 Thru 656 SB 656 377 570 676 20 68 9365 Right 51 Sum 787 Enter 15604 85 Right Sum 1332 56 +15 100 Southbound S. of Center Street Southbound S of Center Street Left 56 NB 394 52% NB 655 93 Left 655 NB 655 62 +20 113 670 15 67 9,044 Thru 339 SB 366 48% SB 608 563 Thru 622 SB 622 373 563 622 13 62 9044 Right 0 Sum 760 Enter 15029 0 Right Sum 1276 0 0
Eastbound E. of 10th Street Eastbound E of 10th Street
Left 0 EB 107 58% EB 231 0 Left 178 EB 178 0 0 213 -18 21 2,360 Thru 0 WB 76 42% WB 164 0 Thru 164 WB 164 0 0 164 0 16 2361 Right 0 Sum 183 Enter 5086 0 Right Sum 342 0 0
Westbound W.of 10th Street Westbound W of 10th Street
Left 27 EB 0 0% EB 0 58 Left 0 EB 0 30 58 0 00
0 Thru 0 WB 0 0% WB 0 0 Thru 0 WB 0 0 00 00
0 Right 49 Sum 0 Enter 0 106 Right Sum 0 54 106

54.70709
#6 10th Street E/W Street: Center Street
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify
10th Street E/W Street: Center Street
Existing Link
Volumes Future ADT (2042)
FUTURE Raw Turning
Movement Volumes Verify

APPENDIX E
HORIZON YEAR 2042 WITH PROJECT

INTERSECTION OPERATIONS ANALYSIS WORKSHEETS
HCM 6th Signalized Intersection Summary Horizon Year 2042 With SP AM 1: 10th Street & Kern St/Highway 33 05/06/2022
Synchro 11 Report

Page 1 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 207 387 91 126 335 98 111 301 214 95 289 151 Future Volume (veh/h) 207 387 91 126 335 98 111 301 214 95 289 151 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 269 503 118 164 435 127 144 391 278 123 375 196 Peak Hour Factor 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 0.77 Percent Heavy Veh, % 222222222222
Cap, veh/h 300 833 194 194 628 182 173 547 384 151 931 414 Arrive On Green 0.17 0.29 0.29 0.11 0.23 0.23 0.10 0.27 0.27 0.08 0.26 0.26 Sat Flow, veh/h 1781 2859 667 1781 2708 783 1781 1991 1399 1781 3554 1580 Grp Volume(v), veh/h 269 312 309 164 284 278 144 348 321 123 375 196 Grp Sat Flow(s),veh/h/ln 1781 1777 1749 1781 1777 1714 1781 1777 1613 1781 1777 1580 Q Serve(g_s), s 15.1 15.4 15.6 9.3 15.0 15.2 8.1 18.1 18.4 7.0 8.9 10.7 Cycle Q Clear(g_c), s 15.1 15.4 15.6 9.3 15.0 15.2 8.1 18.1 18.4 7.0 8.9 10.7 Prop In Lane 1.00 0.38 1.00 0.46 1.00 0.87 1.00 1.00
Lane Grp Cap(c), veh/h 300 517 509 194 412 398 173 488 443 151 931 414 V/C Ratio(X) 0.90 0.60 0.61 0.84 0.69 0.70 0.83 0.71 0.72 0.81 0.40 0.47 Avail Cap(c_a), veh/h 334 711 700 210 588 567 188 573 520 162 1093 486 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.7 31.2 31.2 44.8 35.9 36.1 45.4 33.5 33.6 46.1 31.2 31.8 Incr Delay (d2), s/veh 22.6 5.1 5.3 22.6 5.6 6.0 22.4 8.6 9.9 22.9 1.3 3.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.4 7.2 7.2 5.2 7.0 6.9 4.6 8.8 8.2 4.0 3.9 4.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 64.3 36.3 36.6 67.3 41.5 42.1 67.8 42.1 43.5 69.0 32.5 35.7 LnGrp LOS E D D E D D E D D E C D
Approach Vol, veh/h 890 726 813 694
Approach Delay, s/veh 44.9 47.6 47.2 39.8
Approach LOS DDDD
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 16.9 36.6 15.7 33.2 22.9 30.6 14.4 34.5 Change Period (Y+Rc), s * 5.7 6.8 * 5.7 6.4 * 5.7 6.8 * 5.7 6.4 Max Green Setting (Gmax), s * 12 41.0 * 11 31.5 * 19 33.9 * 9.3 33.0 Max Q Clear Time (g_c+I1), s 11.3 17.6 10.1 12.7 17.1 17.2 9.0 20.4 Green Ext Time (p_c), s 0.0 10.3 0.0 7.8 0.1 6.0 0.0 7.3 Intersection Summary
HCM 6th Ctrl Delay 45.0
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 6th AWSC Horizon Year 2042 With SP AM
2: 6th Street & Kern St/Highway 33 05/06/2022
Synchro 11 Report

Page 2 ends

Intersection
Intersection Delay, s/veh117.7
Intersection LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 133 382 40 47 412 76 57 296 61 84 260 147 Future Vol, veh/h 133 382 40 47 412 76 57 296 61 84 260 147 Peak Hour Factor 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 Heavy Vehicles, % 2 22222222222
Mvmt Flow 182 523 55 64 564 104 78 405 84 115 356 201
Number of Lanes 0 20020020020
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 2 2 2 2
HCM Control Delay 163.9 122.7 66.7 103.1

HCM LOS F F F F

Lane NBLn1 NBLn2 EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2
Vol Left, % 28% 0% 41% 0% 19% 0% 39% 0%
Vol Thru, % 72% 71% 59% 83% 81% 73% 61% 47%
Vol Right, % 0% 29% 0% 17% 0% 27% 0% 53%
Sign Control Stop Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 205 209 324 231 253 282 214 277
LT Vol 57 0 133 0 47 0 84 0
Through Vol 148 148 191 191 206 206 130 130
RT Vol 0 61 0 40 0 76 0 147
Lane Flow Rate 281 286 444 316 347 386 293 379
Geometry Grp 77777777
Degree of Util (X) 0.896 0.886 1.389 0.962 1.067 1.159 0.921 1.132 Departure Headway (Hd) 12.987 12.625 12.035 11.69 12.078 11.781 12.475 11.875 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes
Cap 281 289 306 313 305 313 293 307
Service Time 10.687 10.325 9.735 9.39 9.778 9.481 10.175 9.575 HCM Lane V/C Ratio 1 0.99 1.451 1.01 1.138 1.233 1 1.235 HCM Control Delay 68.3 65.1 225.5 77.5 107.5 136.4 71.5 127.5 HCM Lane LOS FFFFFFFF
HCM 95th-tile Q 8 7.9 21.7 9.8 12.2 15 8.7 14.1
HCM 6th AWSC Horizon Year 2042 With SP AM
3: 4th Street & Kern St/Highway 33 05/06/2022
Synchro 11 Report

Page 3 ends

Intersection
Intersection Delay, s/veh118.8
Intersection LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 92 318 54 47 345 55 91 248 53 81 263 84 Future Vol, veh/h 92 318 54 47 345 55 91 248 53 81 263 84 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 2 22222222222
Mvmt Flow 116 403 68 59 437 70 115 314 67 103 333 106
Number of Lanes 0 20020010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 1 1 2 2
HCM Control Delay 46.9 41.3 179.1 222.5

HCM LOS E E F F

Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1
Vol Left, % 23% 37% 0% 21% 0% 19%
Vol Thru, % 63% 63% 75% 79% 76% 61%
Vol Right, % 14% 0% 25% 0% 24% 20%
Sign Control Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 392 251 213 220 228 428
LT Vol 91 92 0 47 0 81
Through Vol 248 159 159 173 173 263
RT Vol 53 0 54 0 55 84
Lane Flow Rate 496 318 270 278 288 542
Geometry Grp 277772
Degree of Util (X) 1.286 0.859 0.702 0.749 0.754 1.397
Departure Headway (Hd) 10.542 11.429 11.045 11.403 11.108 10.211 Convergence, Y/N Yes Yes Yes Yes Yes Yes
Cap 347 321 329 320 328 363
Service Time 8.542 9.129 8.745 9.103 8.808 8.211
HCM Lane V/C Ratio 1.429 0.991 0.821 0.869 0.878 1.493
HCM Control Delay 179.1 56.1 36.1 41.5 41.1 222.5
HCM Lane LOS F F E E E F
HCM 95th-tile Q 20.3 7.7 5 5.7 5.8 24.9
Volume to Capacity (v/c): 0.084
Level Of Service: E
Delay (sec / veh): 47.6
Analysis Period: 15 minutes
Analysis Method: HCM 6th Edition
Control Type: Two-way stop
Intersection 4: Kern Street (SR-33) / 1st Street
Intersection Level Of Service Report
Crosswalk No No No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left2 Left Thru Right Left2 Left Thru Right Left2 Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound
Name 1st Street 1st Street Kern Street (SR-33)
Intersection Setup
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 46 11 23 11 11 11 32 43 28 156 164 69 Total 15-Minute Volume [veh/h] 11 3 6 3 3 3 8 11 7 39 41 17 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 Total Hourly Volume [veh/h] 40 10 20 10 10 10 28 37 24 136 143 60 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 0.00 2.00 0.00 2.00 2.00 2.00 2.00 0.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 40 10 20 10 10 10 28 37 24 136 143 60 Name 1st Street 1st Street Kern Street (SR-33)
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 3: 3 HY 2042 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS E
d_I, Intersection Delay [s/veh] 10.34
Approach LOS E C A
d_A, Approach Delay [s/veh] 38.67 16.12 3.45
95th-Percentile Queue Length [ft/ln] 56.00 56.00 56.00 56.00 22.03 22.03 22.03 22.03 10.75 10.75 5.37 0.00 95th-Percentile Queue Length [veh/ln] 2.24 2.24 2.24 2.24 0.88 0.88 0.88 0.88 0.43 0.43 0.21 0.00 Movement LOS E E D C C C C B A A A A
d_M, Delay for Movement [s/veh] 43.27 47.65 32.11 24.14 19.44 19.46 20.36 11.27 7.83 7.81 0.00 0.00 V/C, Movement V/C Ratio 0.29 0.08 0.08 0.01 0.04 0.04 0.11 0.04 0.02 0.11 0.00 0.00 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0 0
Two-Stage Gap Acceptance No No
Storage Area [veh] 0 0 0
Flared Lane No No
Priority Scheme Stop Stop Free
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 3: 3 HY 2042 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Crosswalk No No
Grade [%] 0.00 0.00
Speed [mph] 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Right2 Left Thru Right Right2 Lane Configuration
Approach Westbound Southwestbound
Name Kern Street (SR-33) E Kern Street
Intersection Setup
Pedestrian Volume [ped/h] 0 0
Total Analysis Volume [veh/h] 14 131 11 11 11 49 198 11 Total 15-Minute Volume [veh/h] 3 33 3 3 3 12 49 3
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 Total Hourly Volume [veh/h] 12 114 10 10 10 43 172 10
Other Volume [veh/h] 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 0.00 0.00 0.00 0.00 0.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 12 114 10 10 10 43 172 10
Name Kern Street (SR-33) E Kern Street
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 3: 3 HY 2042 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS E
d_I, Intersection Delay [s/veh] 10.34
Approach LOS A C
d_A, Approach Delay [s/veh] 0.65 15.36
95th-Percentile Queue Length [ft/ln] 0.80 0.80 0.80 0.80 38.63 38.63 28.11 17.60 95th-Percentile Queue Length [veh/ln] 0.03 0.03 0.03 0.03 1.55 1.55 1.12 0.70 Movement LOS A A A A C C B B
d_M, Delay for Movement [s/veh] 7.73 0.00 0.00 0.00 23.82 24.86 12.77 11.19 V/C, Movement V/C Ratio 0.01 0.00 0.00 0.00 0.04 0.20 0.28 0.02 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0
Two-Stage Gap Acceptance No
Storage Area [veh] 0 0
Flared Lane
Priority Scheme Free Stop
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 3: 3 HY 2042 AM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
HCM 6th TWSC Horizon Year 2042 With SP AM
5: Highway 33 & Center Street 05/06/2022
Synchro 11 Report

Page 4 ends

Intersection
Int Delay, s/veh 1.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 13 0 19 0 0 0 17 138 0 0 155 13
Future Vol, veh/h 13 0 19 0 0 0 17 138 0 0 155 13
Conflicting Peds, #/hr 0 00000000000
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88
Heavy Vehicles, % 2 22222222222
Mvmt Flow 15 0 22 0 0 0 19 157 0 0 176 15
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 379 379 184 390 386 157 191 0 0 157 0 0 Stage 1 184 184 - 195 195 -------
Stage 2 195 195 - 195 191 -------
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 -------
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 -------
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 579 553 858 569 548 889 1383 - - 1423 - - Stage 1 818 747 - 807 739 -------
Stage 2 807 739 - 807 742 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 573 545 858 549 540 889 1383 - - 1423 - - Mov Cap-2 Maneuver 573 545 - 549 540 -------
Stage 1 806 747 - 795 728 -------
Stage 2 795 728 - 787 742 -------
Approach EB WB NB SB
HCM Control Delay, s 10.3 0 0.8 0

HCM LOS B A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1383 - - 714 - 1423 - -
HCM Lane V/C Ratio 0.014 - - 0.051 ----
HCM Control Delay (s) 7.6 0 - 10.3 0 0 - -
HCM Lane LOS A A - B A A - -
HCM 95th %tile Q(veh) 0 - - 0.2 - 0 - -
HCM 6th TWSC Horizon Year 2042 With SP AM
6: 10th Street & Center Street 05/06/2022
Synchro 11 Report

Page 5 ends

Intersection
Int Delay, s/veh 1.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 32 34 623 80 62 462
Future Vol, veh/h 32 34 623 80 62 462
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 76 76 76 76 76 76
Heavy Vehicles, % 2 22222
Mvmt Flow 42 45 820 105 82 608
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1341 463 0 0 925 0
Stage 1 873 -----
Stage 2 468 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 144 546 - - 734 -
Stage 1 369 -----
Stage 2 597 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 128 546 - - 734 -
Mov Cap-2 Maneuver 254 -----
Stage 1 369 -----
Stage 2 530 -----
Approach WB NB SB
HCM Control Delay, s 18.6 0 1.2

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 351 734 -
HCM Lane V/C Ratio - - 0.247 0.111 -
HCM Control Delay (s) - - 18.6 10.5 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 1 0.4 -
HCM 6th Signalized Intersection Summary Horizon Year 2042 With SP PM 1: 10th Street & Kern St/Highway 33 05/06/2022
Synchro 11 Report

Page 1 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 192 340 156 123 326 67 168 352 135 131 336 244 Future Volume (veh/h) 192 340 156 123 326 67 168 352 135 131 336 244 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 206 366 168 132 351 72 181 378 145 141 361 262 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 222222222222
Cap, veh/h 240 659 297 162 686 139 213 704 266 172 910 400 Arrive On Green 0.13 0.28 0.28 0.09 0.23 0.23 0.12 0.28 0.28 0.10 0.26 0.26 Sat Flow, veh/h 1781 2375 1072 1781 2939 596 1781 2519 952 1781 3554 1561 Grp Volume(v), veh/h 206 272 262 132 211 212 181 265 258 141 361 262 Grp Sat Flow(s),veh/h/ln 1781 1777 1670 1781 1777 1758 1781 1777 1694 1781 1777 1561 Q Serve(g_s), s 10.9 12.6 12.9 7.0 9.9 10.1 9.6 12.2 12.4 7.5 8.1 14.4 Cycle Q Clear(g_c), s 10.9 12.6 12.9 7.0 9.9 10.1 9.6 12.2 12.4 7.5 8.1 14.4 Prop In Lane 1.00 0.64 1.00 0.34 1.00 0.56 1.00 1.00
Lane Grp Cap(c), veh/h 240 493 463 162 415 411 213 497 473 172 910 400 V/C Ratio(X) 0.86 0.55 0.56 0.81 0.51 0.52 0.85 0.53 0.54 0.82 0.40 0.66 Avail Cap(c_a), veh/h 337 767 721 191 621 614 246 610 581 196 1119 492 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.7 29.7 29.8 42.9 32.0 32.1 41.5 29.3 29.5 42.6 29.6 32.0 Incr Delay (d2), s/veh 11.0 4.4 4.9 17.5 2.6 2.8 18.9 4.1 4.5 18.8 1.3 8.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 5.8 5.7 3.8 4.5 4.5 5.2 5.6 5.5 4.1 3.5 6.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 51.7 34.1 34.7 60.4 34.7 34.9 60.3 33.4 33.9 61.4 30.9 40.1 LnGrp LOS D C C E C C E C C E C D
Approach Vol, veh/h 740 555 704 764
Approach Delay, s/veh 39.2 40.9 40.5 39.7
Approach LOS DDDD
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 14.5 33.5 17.2 31.0 18.7 29.3 15.0 33.3 Change Period (Y+Rc), s * 5.7 6.8 * 5.7 6.4 * 5.7 6.8 * 5.7 6.4 Max Green Setting (Gmax), s * 10 41.5 * 13 30.3 * 18 33.6 * 11 33.0 Max Q Clear Time (g_c+I1), s 9.0 14.9 11.6 16.4 12.9 12.1 9.5 14.4 Green Ext Time (p_c), s 0.0 9.5 0.0 6.8 0.1 5.0 0.0 7.5 Intersection Summary
HCM 6th Ctrl Delay 40.0
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 6th AWSC Horizon Year 2042 With SP PM
2: 6th Street & Kern St/Highway 33 05/06/2022
Synchro 11 Report

Page 2 ends

Intersection
Intersection Delay, s/veh42.9
Intersection LOS E
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 131 412 49 65 377 81 58 188 66 71 256 153 Future Vol, veh/h 131 412 49 65 377 81 58 188 66 71 256 153 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Heavy Vehicles, % 2 22222222222
Mvmt Flow 147 463 55 73 424 91 65 211 74 80 288 172
Number of Lanes 0 20020020020
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 2 2 2 2
HCM Control Delay 63.3 38.7 22.4 35.8

HCM LOS F E C E

Lane NBLn1 NBLn2 EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2
Vol Left, % 38% 0% 39% 0% 26% 0% 36% 0%
Vol Thru, % 62% 59% 61% 81% 74% 70% 64% 46%
Vol Right, % 0% 41% 0% 19% 0% 30% 0% 54%
Sign Control Stop Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 152 160 337 255 254 270 199 281
LT Vol 58 0 131 0 65 0 71 0
Through Vol 94 94 206 206 189 189 128 128
RT Vol 0 66 0 49 0 81 0 153
Lane Flow Rate 171 180 379 287 285 303 224 316
Geometry Grp 77777777
Degree of Util (X) 0.486 0.492 1.023 0.747 0.765 0.784 0.605 0.812 Departure Headway (Hd) 10.529 10.024 9.728 9.384 9.823 9.468 10.005 9.419 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes
Cap 345 361 375 390 370 385 362 388
Service Time 8.229 7.724 7.416 7.072 7.523 7.168 7.705 7.119 HCM Lane V/C Ratio 0.496 0.499 1.011 0.736 0.77 0.787 0.619 0.814 HCM Control Delay 22.8 22.1 84.7 35.1 38.2 39.1 26.9 42.1 HCM Lane LOS C C F E E E D E
HCM 95th-tile Q 2.5 2.6 12.5 5.9 6.2 6.6 3.8 7.2
HCM 6th AWSC Horizon Year 2042 With SP PM
3: 4th Street & Kern St/Highway 33 05/06/2022
Synchro 11 Report

Page 3 ends

Intersection
Intersection Delay, s/veh55.4
Intersection LOS F
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 74 416 65 69 363 76 84 200 51 89 162 74 Future Vol, veh/h 74 416 65 69 363 76 84 200 51 89 162 74 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Heavy Vehicles, % 2 22222222222
Mvmt Flow 84 473 74 78 413 86 95 227 58 101 184 84
Number of Lanes 0 20020010010
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 2 1 1
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 1 1 2 2
Conflicting Approach RightNB SB WB EB
Conflicting Lanes Right 1 1 2 2
HCM Control Delay 47.6 39 80 69.2

HCM LOS E E F F

Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1
Vol Left, % 25% 26% 0% 28% 0% 27%
Vol Thru, % 60% 74% 76% 72% 70% 50%
Vol Right, % 15% 0% 24% 0% 30% 23%
Sign Control Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 335 282 273 251 258 325
LT Vol 84 74 0 69 0 89
Through Vol 200 208 208 182 182 162
RT Vol 51 0 65 0 76 74
Lane Flow Rate 381 320 310 285 293 369
Geometry Grp 277772
Degree of Util (X) 1.008 0.867 0.813 0.775 0.768 0.963
Departure Headway (Hd) 9.534 9.964 9.65 10.03 9.667 9.571 Convergence, Y/N Yes Yes Yes Yes Yes Yes
Cap 384 365 378 364 377 380
Service Time 7.497 7.664 7.35 7.73 7.367 7.571
HCM Lane V/C Ratio 0.992 0.877 0.82 0.783 0.777 0.971
HCM Control Delay 80 51.9 43.1 40 38 69.2
HCM Lane LOS F F E E E F
HCM 95th-tile Q 12.2 8.2 7.2 6.3 6.3 10.8
Volume to Capacity (v/c): 0.100
Level Of Service: F
Delay (sec / veh): 67.2
Analysis Period: 15 minutes
Analysis Method: HCM 6th Edition
Control Type: Two-way stop
Intersection 4: Kern Street (SR-33) / 1st Street
Intersection Level Of Service Report
Crosswalk No No No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left2 Left Thru Right Left2 Left Thru Right Left2 Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound
Name 1st Street 1st Street Kern Street (SR-33)
Intersection Setup
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 48 11 21 11 11 11 21 29 17 248 149 39 Total 15-Minute Volume [veh/h] 12 3 5 3 3 3 5 7 4 62 37 10 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 Total Hourly Volume [veh/h] 45 10 20 10 10 10 20 27 16 233 140 37 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 0.00 2.00 0.00 2.00 2.00 2.00 2.00 0.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 45 10 20 10 10 10 20 27 16 233 140 37 Name 1st Street 1st Street Kern Street (SR-33)
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 4: 4 HY 2042 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS F
d_I, Intersection Delay [s/veh] 11.79
Approach LOS F C A
d_A, Approach Delay [s/veh] 58.01 22.01 4.84
95th-Percentile Queue Length [ft/ln] 78.17 78.17 78.17 78.17 24.67 24.67 24.67 24.67 18.00 18.00 9.00 0.00 95th-Percentile Queue Length [veh/ln] 3.13 3.13 3.13 3.13 0.99 0.99 0.99 0.99 0.72 0.72 0.36 0.00 Movement LOS F F F E D D D B A A A A
d_M, Delay for Movement [s/veh] 63.19 67.16 51.69 38.34 28.29 28.37 27.47 13.26 8.30 8.27 0.00 0.00 V/C, Movement V/C Ratio 0.38 0.10 0.10 0.01 0.06 0.06 0.11 0.03 0.01 0.18 0.00 0.00 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0 0
Two-Stage Gap Acceptance No No
Storage Area [veh] 0 0 0
Flared Lane No No
Priority Scheme Stop Stop Free
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 4: 4 HY 2042 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Crosswalk No No
Grade [%] 0.00 0.00
Speed [mph] 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Right2 Left Thru Right Right2 Lane Configuration
Approach Westbound Southwestbound
Name Kern Street (SR-33) E Kern Street
Intersection Setup
Pedestrian Volume [ped/h] 0 0
Total Analysis Volume [veh/h] 11 217 16 11 11 32 144 11 Total 15-Minute Volume [veh/h] 3 54 4 3 3 8 36 3
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 Total Hourly Volume [veh/h] 10 204 15 10 10 30 135 10
Other Volume [veh/h] 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 0.00 0.00 0.00 0.00 0.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 10 204 15 10 10 30 135 10
Name Kern Street (SR-33) E Kern Street
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 4: 4 HY 2042 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS F
d_I, Intersection Delay [s/veh] 11.79
Approach LOS A C
d_A, Approach Delay [s/veh] 0.33 17.48
95th-Percentile Queue Length [ft/ln] 0.60 0.60 0.60 0.60 35.67 35.67 24.77 13.86 95th-Percentile Queue Length [veh/ln] 0.02 0.02 0.02 0.02 1.43 1.43 0.99 0.55 Movement LOS A A A A D D B B
d_M, Delay for Movement [s/veh] 7.62 0.00 0.00 0.00 32.24 31.34 13.71 11.63 V/C, Movement V/C Ratio 0.01 0.00 0.00 0.00 0.06 0.18 0.23 0.02 Movement, Approach, & Intersection Results
Number of Storage Spaces in Median 0 0
Two-Stage Gap Acceptance No
Storage Area [veh] 0 0
Flared Lane
Priority Scheme Free Stop
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 4: 4 HY 2042 PM

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
HCM 6th TWSC Horizon Year 2042 With SP PM
5: Highway 33 & Center Street 05/06/2022
Synchro 11 Report

Page 4 ends

Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 14 0 39 0 2 2 18 200 0 3 131 10
Future Vol, veh/h 14 0 39 0 2 2 18 200 0 3 131 10
Conflicting Peds, #/hr 0 00000000000
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - -----------
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 82 82 82 82 82 82 82 82 82 82 82 82
Heavy Vehicles, % 2 22222222222
Mvmt Flow 17 0 48 0 2 2 22 244 0 4 160 12
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 464 462 166 486 468 244 172 0 0 244 0 0 Stage 1 174 174 - 288 288 -------
Stage 2 290 288 - 198 180 -------
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 -------
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 -------
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 508 497 878 492 493 795 1405 - - 1322 - - Stage 1 828 755 - 720 674 -------
Stage 2 718 674 - 804 750 -------
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 496 487 878 458 483 795 1405 - - 1322 - - Mov Cap-2 Maneuver 496 487 - 458 483 -------
Stage 1 813 753 - 707 662 -------
Stage 2 700 662 - 758 748 -------
Approach EB WB NB SB
HCM Control Delay, s 10.4 11 0.6 0.2

HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1405 - - 730 601 1322 - -
HCM Lane V/C Ratio 0.016 - - 0.089 0.008 0.003 - -
HCM Control Delay (s) 7.6 0 - 10.4 11 7.7 0 -
HCM Lane LOS A A - BBAA -
HCM 95th %tile Q(veh) 0 - - 0.3 0 0 - -
HCM 6th TWSC Horizon Year 2042 With SP PM
6: 10th Street & Center Street 05/06/2022
Synchro 11 Report

Page 5 ends

Intersection
Int Delay, s/veh 2.8
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 58 106 570 100 113 563
Future Vol, veh/h 58 106 570 100 113 563
Conflicting Peds, #/hr 0 10500
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 63 115 620 109 123 612
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 1232 371 0 0 734 0
Stage 1 680 -----
Stage 2 552 -----
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 -----
Critical Hdwy Stg 2 5.84 -----
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 169 626 - - 867 -
Stage 1 465 -----
Stage 2 541 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 144 622 - - 863 -
Mov Cap-2 Maneuver 277 -----
Stage 1 463 -----
Stage 2 464 -----
Approach WB NB SB
HCM Control Delay, s 19.1 0 1.6

HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 432 863 -
HCM Lane V/C Ratio - - 0.413 0.142 -
HCM Control Delay (s) - - 19.1 9.9 -
HCM Lane LOS - - C A -
HCM 95th %tile Q(veh) - - 2 0.5 -

APPENDIX F

TAFT AREA TRANSIT AND KERN TRANSIT ROUTES AND

SCHEDULES
1:34 PM
5:14 PM
Kern St
& 2nd St
Taft-Maricopa Weekday Route / Ruta de Taft-Maricopa de Entre Semana Taft High
School
1:36 PM
5:16 PM
Chamber of
Commerce
1:35 PM
5:15 PM
Cougar Ct &
Wildcat Way
1:39 PM
5:19 PM
Fort
1:41 PM
5:21 PM
Albertsons
Plaza
1:43 PM
5:23 PM
Kern St
& 5th St
1:44 PM
5:24 PM
Little
Caesars
1:45 PM
5:25 PM
Maricopa
Post Ofce
7:12 AM
1:55 PM
5:35 PM
Elkhorn St &
Stanislaus St
7:14 AM
1:57 PM
5:37 PM
Stanislaus St
Tejon St
City Park
7:13 AM
1:56 PM
5:36 PM
Madera St &
Elkhorn St
7:15 AM
1:58 PM
5:38 PM
Maricopa
City Hall
7:18 AM

2.01 PM
5:41 PM
Taft High
School
7:32 AM
2:15 PM
5:55 PM
Kern St &
2nd St
7:29 AM
2:12 PM
5:52 PM
Cougar Ct &
Wildcat Way
7:37 AM
2:20 PM
6:00 PM
Fort
7:39 AM
2:22 PM
6:02 PM
Albertsons
Plaza
7:40 AM
2:23 PM
6:03 PM
Kern St
& 5th St
7:41 AM
2:24 PM
6:04 PM
Little
Caesars
7:42 AM
2:25 PM
6:05 PM
1 2
3 1
2 3
Taft-Maricopa Weekday Route (CONTINUED) / Ruta de Taft-Maricopa de Entre Semana (CONTINUADA) Legend
Stops /
Paradas
Routes /
Rutas
Westside
Parks &
Recreation
Services
Save
-ALot
Lincoln
Jr. High
School
Taft High
School
Taft
College
Library
Transfer
Station
Taft
City
Hall
KMart
Albertson's
Taft Historic College Fort
Jefferson
Elementary
School
Ford
City
Park

RAILS TO TRAILS
119 HWY

KERN ST
4TH ST
B ST
D ST

WOOD ST
6TH ST
2ND ST

BIRCH ST
ASH ST

CEDAR ST

MAIN ST

PIERCE ST

BELL AV
N 10TH ST

CENTER ST
1ST ST

TAYLOR ST
33 HWY

NORTH ST
S 10TH ST
LI
5TH ST

CRYSTAL STFILLMORE ST

SUPPLY ROW

LUCARD ST

BUCHANAN ST

PICO ST

ROSE AV

SAN EMIDIO ST

FRONT ST

CHURCH ST

POLK ST
8TH ST

OLIVE AV

LIERLY AV

ASHER AV
MO
JAC
2ND AV
3RD AV

SUNSET LN

NAYLOR AV

WARREN ST
PHILIPPINE ST 4TH AV

ADKISSON WY
VA

WOODROW ST

E KERN ST

ADAMS ST

E MAIN ST

EASTERN AV

WILDCAT WY
S 6TH ST

SOUTH ST SHATTUCK AV
3RD ST PILGRIM AV
7TH ST

IRENE ST

MONTVIEW AV

JEFFERSON ST

FRANKLIN AV

MADISON ST
9TH ST

E ASH ST
Q ST
S 8TH ST

E WARREN ST

E LUCARD ST

FINLEY DR

E CALVIN ST

GARRATT ST
N

W ASH ST
R AV

CALVIN ST
S 2ND ST

LEXINGTON AV

E CEDAR ST

LOMA VISTA AV

GENERAL

PETROLEUM AV

W SAN EMIDIO ST

E CENTER ST

STEVENS ST

AIRPORT RD
AVE A

SUZANNE LN WARD ST
OAK ST
S 7TH ST

PINE DR

BUENA VISTA ST

CASCADE PL

MARICOPA PL

COUGAR CT

ASHER WY

MAPLE AV

SOUTH ST
3RD ST

WILLIAMS WY
ASH ST
OAK ST
City of Taft To Maricopa
Chamber of
Commerce
7:30 AM
2:13 PM
5:53 PM
City of Maricopa
To Taft

BUSH ST

UNION ST

MAIN ST

MARY ST

KERN ST

BROADWAY ST

CALIFORNIA ST

ADELINE ST

THORNTON ST

KING ST

CHICO ST

GREEN ST

HAZELTON ST

FRESNO ST

KLIPSTEIN ST

S KERN ST

WELCH ST

WAGY ST

POSO ST

TEJON ST

ELKHORN ST

MADERA ST

CALIFORNIA ST

MERCED ST
33 HWY
166 HWY

STANISLAUS ST
33 HWY
Maricopa
High School
City
Hall
Post
Office
City
Park
N
Route Hours of Operation
Taft - Maricopa Route:

Monday – Friday 7:12 a.m. to 6:05 p.m.

Horas de Operación
Ruta de Taft - Maricopa:

Lunes - Viernes 7:12 a.m. a 6:05 p.m.

Fares Taft-Mar
General
ADA-Certied / Senior
/ Youth
Children under 5
per fare paying adult
ADA Attendant (with paid
registered ADA patron)
$2.00
$2.00
Free
Free
Taft 12-Trip Pass Taft-Mar
General
ADA / Senior / Youth
$20.00
$20.00
Tarifas Taft-Mar
General
Certicado de ADA /
Mayor de 60 años /
Jovenes
Niños menores de 5
años acompañados
por pasajero que paga
Asistente ADA (con
pasajero registrado
ADA que paga)
$2.00
$2.00
Gratis
Gratis
Pase de 12-Viajes Taft Ruta Taft-Mar
General
Certicado ADA /
Mayor de 60 años /
Jovenes
$20.00
$20.00
Nota : Tener tarifa exacta.

Los conductores no hacen cambio.

Note: Have exact fare.

Drivers do not make change.

Dial-A-Ride Information
TAT offers a curb-to-curb, reservation based
Dial-A-Ride service that is open to the public.

Dial-A-Ride is limited to the City of Taft and does
not travel to the City of Maricopa. Reservations must
be made a minimum of two hours before you wish
to ride by calling (661) 763-3822. Standing
reservations may also be made. ADA-certied
patrons and seniors (60 + years) may ll out an
application to receive discount Dial-A-Ride pricing.

Persons with disabilities interested in using
Dial-A-Ride must submit an application signed by a
physician. A photocopy of a state-issued
identication card is also required. To request a
Dial-A-Ride application call (661) 763-3822.

Please be ready when the vehicle arrives!
Drivers will not wait longer than 2 minutes past the
scheduled pick-up time. To schedule a ride call 2
hours prior to pickup time desired (661) 763-3822.

Información Dial-A-Ride
TAT ofrece al público servicio de curva a curva,
basado en reserva por medio de Dial-A-Ride.

Dial-A-Ride está limitado a la Ciudad de Taft y no
viaja a la Ciudad de Maricopa. Reservaciones deben
de ser hechas por lo menos dos horas antes de viajar
llamando al (661) 763-3822. También se pueden hacer
reservaciones permanentes. Patrones certicados
ADA y mayores de edad (60 + años) pueden llenar
una aplicación para recibir descuento. Personas con
discapacidad interesados en utilizar Dial-A-Ride,
deberán presentar una aplicación rmada por un
médico. También se requiere una fotocopia de una
tarjeta de identicación emitida por el estado. Para
solicitar una aplicación llame al (661) 763-3822.

Por favor, ¡estar listo cuando llegue el vehículo!
Los conductores no esperaran más de 2 minutos
después de la hora de recogida programada. Para
programar un viaje, por favor llame 2 horas antes de la hora deseada (661) 763-3822.

Dial-A-Ride Hours of Operation
Monday – Friday
Saturday
7:15 a.m. to 5:30 p.m.
10:15 a.m. to 2:30 p.m.

Dial-A-Ride Fares
One-Way Fare
(General Public)
ADA / Senior / Youth
Children under 5
per fare paying adult
12-Trip Pass
(General Public)
ADA / Senior / Youth
ADA Attendant (with paid
registered ADA patron)
$2.50
$1.75
Free
$25.00
$17.50
Free
Note: Have exact fare. Drivers do not make change.

Horas de Operación Dial-A-Ride
Lunes – Viernes
Sábado
7:15 a.m. a 5:30 p.m.
10:15 a.m. a 2:30 p.m.

Tarifas de Dial-A-Ride
Viaje Sencillo (Publico General)
ADA / Mayores de Edad / Jovenes
Niños menores de 5
años acompañados
por pasajero que paga
Pase de12 Viajes (Publico General)
ADA / Mayores de Edad / Jovenes
Asistente ADA (con pasajero
registrado ADA que paga)
$2.50
$1.75
Gratis
$25.00
$17.50
Gratis
Nota: Tenga tarifa exacta. Los conductores no hacen
el cambio.

TAT does not operate on New Year’s Day, Labor
Day, Independence Day, Lincoln’s Birthday,
Washington’s Birthday, Memorial Day, Veteran’s
Day, Thanksgiving Day, Thanksgiving Day Friday,
Christmas Eve, Christmas Day, and New Year’s Eve.

Holidays Días de Fiesta
TAT no opera en el día de Año Nuevo, Día del Trabajo,
Día de la Independencia, el Cumpleaños de Lincoln, el
Cumpleaños de Washington, Día Conmemoratívo, Día
de los Veteranos, Día de Acción de Gracias, el Viernes
Después de Día de Acción de Gracias, Víspera de
Navidad, el día de Navidad y Fin de Año.

Welcome Aboard! /
¡Bienvenido a Bordo!
Taft Area Transit (TAT) travels throughout the cities
of Taft and Maricopa. For additional service
information or transportation planning assistance
call (661) 763-3822.

Taft Area Transit (TAT) viaja a través de las
ciudades de Taft y Maricopa. Para información
adicional del servicio o asistencia de planicación de
transporte llame al (661) 763-3822.

Do
Don’t
No smoking.

No offensive language or threatening behavior.

No littering.

No music or excessive noise.

No food or drinks onboard.

No marking or defacing vehicle.

No pets/animals except assistance animals
with an ofcial tag.

Note: TAT drivers may refuse service to persons
acting inappropriately or causing harm to other
customers or driver. Passengers unwilling to abide
by these guidelines may be barred from using the
City of Taft’s transportation services.

Bikes on Bus
Getting around on Taft Area Transit just got easier.

Take your bike along when you ride the bus. TAT
buses feature easy-to-load bike racks. Motorized
bicycles may not be loaded on the TAT bus bike racks.

Passenger Guidelines
See the system map for service and area routes. For
additional service information or transportation
planning assistance call (661) 763-3822.

Pay your fare (exact change only).

Be respectful of your driver and fellow
passengers.

Reserve front seats for the elderly or disabled
passengers.

Keep hands and objects inside vehicle.

Remain seated until vehicle comes to a
complete stop.

Report any vandalism to driver.

Hacer:

Pague su tarifa (cambio exacto solamente).

Sea respetuoso de su conductor y los demás
pasajeros.

Reserva los asientos delanteros para los
pasajeros de edad avanzada o discapacitados.

Mantenga las manos y los objetos en el
interior del vehículo.

Permanezca sentado hasta que el vehículo se
haya detenido por completo.

Reporte cualquier vandalismo al conductor.

No Hacer:

No fumar.

Ningún lenguaje ofensivo o comportamiento
amenazante.

No tirar basura.

No música o ruido excesivo.

No comida o bebidas a bordo.

Ningún marcando o desgurando del vehículo.

No mascotas / animales, excepto los animales
de asistencia con una etiqueta ocial.

Nota: Los conductores TAT pueden negar el
servicio a las personas que actúan de manera
inapropiada o causar daño a otros clientes o el
conductor. Los pasajeros que no están dispuestos a
cumplir con estas guías pueden ser excluidos de usar
los servicios de transporte de la ciudad de Taft.

Bicicletas en el Autobús
Moverse en Taft Area Transit ahora es más fácil.

Tome su bicicleta junto al montar el autobús. TAT
autobuses disponen bastidores de bicicletas fáciles
de carga. Bicicletas motorizadas no se pueden
cargar en los bastidores de bicicleta de los
autobuses TAT.

Guías de Pasajeros
Vea el mapa del sistema para las rutas y áreas de
servicio. Para información adicional del servicio o
asistencia de planicación de transporte llame al
(661) 763-3822.
www.cityoftaft.org 661.763.3822

APPENDIX G
CA MUTCD PEAK HOUR WARRANT (WARRANT 3)

WORKSHEETS
1 2
Scenario: Horizon Year 2042 Total Number of Vehicles Entering: 1731 AM Peak Number of Approaches: 4
Intersection total delay (seconds): 118.8
Minor St approach total delay (veh-hr): 14.1
Part A
Criteria Met?
1 YES
2 YES
3 YES
Part B
PART A
PART B
Does the Intersection Meet Peak Hour Signal Warrants?:

YES
YES
Minor St approach total stopped time delay
Volume on the same minor street approach (one directional only) Total volume entering the intersection during the peak hour Volume on Major St ( of both Approaches) Volumes on Minor St (higher approach) 911 428

SIGNAL WARRANT ANALYSIS
Minor Street: Kern Street Number of Lanes on minor street:

Major Street 4th Street Number of Lanes on major street:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1 2
Scenario: Horizon Year 2042 Total Number of Vehicles Entering: 1723 PM Peak Number of Approaches: 4
Intersection total delay (seconds): 55.4
Minor St approach total delay (veh-hr): 5.2
Part A
Criteria Met?
1 YES
2 YES
3 YES
Part B
PART A
PART B
Does the Intersection Meet Peak Hour Signal Warrants?:

SIGNAL WARRANT ANALYSIS
Minor Street: Kern Street Number of Lanes on minor street:

Major Street 4th Street Number of Lanes on major street:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 2 2
Scenario: Horizon Year 2042 Total Number of Vehicles Entering: 1995 AM Peak Number of Approaches: 4
Intersection total delay (seconds): 117.7
Minor St approach total delay (veh-hr): 16.1
Part A
Criteria Met?
1 YES
2 YES
3 YES
Part B
PART A
PART B
Does the Intersection Meet Peak Hour Signal Warrants?:

SIGNAL WARRANT ANALYSIS
Minor Street: Kern Street Number of Lanes on minor street:

Major Street 6th Street Number of Lanes on major street:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 2 2
Scenario: Horizon Year 2042 Total Number of Vehicles Entering: 1907 PM Peak Number of Approaches: 4
Intersection total delay (seconds): 42.9
Minor St approach total delay (veh-hr): 5.7
Part A
Criteria Met?
1 YES
2 YES
3 YES
Part B
PART A
PART B
Does the Intersection Meet Peak Hour Signal Warrants?:

SIGNAL WARRANT ANALYSIS
Minor Street: Kern Street Number of Lanes on minor street:

Major Street 6th Street Number of Lanes on major street:
0 100
200
300
400
500
600
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800

APPENDIX H
HORIZON YEAR 2042 WITH PROJECT INTERSECTION

OPERATIONS WITH RECOMMENDED IMPROVEMENTS

ANALYSIS WORKSHEETS
HCM 6th Signalized Intersection Summary Horizon Year 2042 AM With Improvements 2: 6th Street & Kern St/Highway 33 05/09/2022
Synchro 11 Report

Page 1 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 133 382 40 47 412 76 57 296 61 84 260 147 Future Volume (veh/h) 133 382 40 47 412 76 57 296 61 84 260 147 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.97 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 182 523 55 64 564 104 78 405 84 115 356 201 Peak Hour Factor 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 0.73 Percent Heavy Veh, % 222222222222
Cap, veh/h 212 924 97 129 714 131 139 530 434 154 545 453 Arrive On Green 0.12 0.28 0.28 0.07 0.24 0.24 0.08 0.28 0.28 0.09 0.29 0.29 Sat Flow, veh/h 1781 3244 340 1781 2994 550 1781 1870 1534 1781 1870 1554 Grp Volume(v), veh/h 182 286 292 64 334 334 78 405 84 115 356 201 Grp Sat Flow(s),veh/h/ln 1781 1777 1807 1781 1777 1767 1781 1870 1534 1781 1870 1554 Q Serve(g_s), s 8.7 11.9 11.9 3.0 15.3 15.4 3.7 17.1 3.6 5.5 14.4 9.1 Cycle Q Clear(g_c), s 8.7 11.9 11.9 3.0 15.3 15.4 3.7 17.1 3.6 5.5 14.4 9.1 Prop In Lane 1.00 0.19 1.00 0.31 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 212 506 515 129 424 422 139 530 434 154 545 453 V/C Ratio(X) 0.86 0.56 0.57 0.50 0.79 0.79 0.56 0.76 0.19 0.75 0.65 0.44 Avail Cap(c_a), veh/h 212 577 587 189 554 551 165 672 551 165 672 558 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.4 26.4 26.4 38.6 30.9 30.9 38.5 28.4 23.5 38.6 26.8 25.0 Incr Delay (d2), s/veh 27.9 1.0 1.0 2.9 5.6 5.9 3.5 4.0 0.2 15.8 1.6 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.3 4.9 5.1 1.4 6.9 6.9 1.7 7.9 1.3 3.0 6.4 3.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 65.4 27.4 27.4 41.5 36.5 36.8 41.9 32.4 23.7 54.5 28.4 25.6 LnGrp LOS E CCDDDDCCDCC
Approach Vol, veh/h 760 732 567 672
Approach Delay, s/veh 36.5 37.1 32.4 32.1
Approach LOS DDCC
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 12.2 30.9 12.0 31.5 11.5 31.6 16.0 27.5 Change Period (Y+Rc), s * 4.7 6.4 * 5.7 6.8 * 4.7 6.4 * 5.7 6.8 Max Green Setting (Gmax), s * 8 31.1 * 9.2 28.1 * 8 31.1 * 10 27.0 Max Q Clear Time (g_c+I1), s 7.5 19.1 5.0 13.9 5.7 16.4 10.7 17.4 Green Ext Time (p_c), s 0.0 2.1 0.0 2.9 0.0 2.4 0.0 2.8 Intersection Summary
HCM 6th Ctrl Delay 34.7
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 6th Signalized Intersection Summary Horizon Year 2042 AM With Improvements 3: 4th Street & Kern St/Highway 33 05/09/2022
Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 92 318 54 47 345 55 91 248 53 81 263 84 Future Volume (veh/h) 92 318 54 47 345 55 91 248 53 81 263 84 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.97 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 116 403 68 59 437 70 115 314 67 103 333 106 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Percent Heavy Veh, % 222222222222
Cap, veh/h 169 639 107 132 580 92 168 457 98 164 412 131 Arrive On Green 0.09 0.21 0.21 0.07 0.19 0.19 0.09 0.31 0.31 0.09 0.30 0.30 Sat Flow, veh/h 1781 3042 509 1781 3056 486 1781 1491 318 1781 1356 432 Grp Volume(v), veh/h 116 234 237 59 253 254 115 0 381 103 0 439 Grp Sat Flow(s),veh/h/ln 1781 1777 1774 1781 1777 1765 1781 0 1810 1781 0 1788 Q Serve(g_s), s 4.9 9.3 9.4 2.5 10.4 10.6 4.8 0.0 14.3 4.3 0.0 17.6 Cycle Q Clear(g_c), s 4.9 9.3 9.4 2.5 10.4 10.6 4.8 0.0 14.3 4.3 0.0 17.6 Prop In Lane 1.00 0.29 1.00 0.28 1.00 0.18 1.00 0.24
Lane Grp Cap(c), veh/h 169 373 373 132 337 335 168 0 555 164 0 543 V/C Ratio(X) 0.69 0.63 0.64 0.45 0.75 0.76 0.68 0.00 0.69 0.63 0.00 0.81 Avail Cap(c_a), veh/h 237 495 494 204 463 460 237 0 831 214 0 798 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 34.0 27.9 27.9 34.4 29.7 29.7 34.0 0.0 23.6 33.9 0.0 24.9 Incr Delay (d2), s/veh 4.9 1.7 1.8 2.3 4.4 4.9 4.8 0.0 1.5 3.9 0.0 3.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 3.9 4.0 1.1 4.6 4.7 2.3 0.0 6.2 2.0 0.0 7.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 38.9 29.6 29.7 36.7 34.1 34.6 38.8 0.0 25.1 37.9 0.0 28.8 LnGrp LOS DCCDCCDACDAC
Approach Vol, veh/h 587 566 496 542
Approach Delay, s/veh 31.5 34.6 28.3 30.5
Approach LOS CCCC
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 12.8 30.2 11.5 23.1 13.0 30.0 13.0 21.5 Change Period (Y+Rc), s * 5.7 6.4 * 5.7 6.8 * 5.7 6.4 * 5.7 6.8 Max Green Setting (Gmax), s * 9.3 35.6 * 8.9 21.6 * 10 34.6 * 10 20.2 Max Q Clear Time (g_c+I1), s 6.3 16.3 4.5 11.4 6.8 19.6 6.9 12.6 Green Ext Time (p_c), s 0.1 2.4 0.0 1.9 0.1 2.6 0.1 1.8 Intersection Summary
HCM 6th Ctrl Delay 31.3
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Volume to Capacity (v/c): 0.399
Level Of Service: B
Delay (sec / veh): 12.3
Analysis Period: 15 minutes
Analysis Method: HCM 6th Edition
Control Type: All-way stop
Intersection 4: Kern Street (SR-33) / 1st Street
Intersection Level Of Service Report
Crosswalk No No No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left2 Left Thru Right Left2 Left Thru Right Left2 Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound
Name 1st Street 1st Street Kern Street (SR-33)
Intersection Setup
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 46 11 23 11 11 11 32 43 28 156 164 69 Total 15-Minute Volume [veh/h] 11 3 6 3 3 3 8 11 7 39 41 17 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 Total Hourly Volume [veh/h] 40 10 20 10 10 10 28 37 24 136 143 60 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 0.00 2.00 0.00 2.00 2.00 2.00 2.00 0.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 40 10 20 10 10 10 28 37 24 136 143 60 Name 1st Street 1st Street Kern Street (SR-33)
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 5: 5 HY 2042 AM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS B
Intersection Delay [s/veh] 12.29
Approach LOS B B B
Approach Delay [s/veh] 11.88 10.94 13.23
95th-Percentile Queue Length [ft] 16.63 15.88 47.43 40.84 95th-Percentile Queue Length [veh] 0.67 0.64 1.90 1.63
Movement, Approach, & Intersection Results
Degree of Utilization, x 0.18 0.18 0.40 0.36
Capacity per Entry Lane [veh/h] 496 550 523 579
Lanes
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 5: 5 HY 2042 AM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Crosswalk No No
Grade [%] 0.00 0.00
Speed [mph] 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Right2 Left Thru Right Right2 Lane Configuration
Approach Westbound Southwestbound
Name Kern Street (SR-33) E Kern Street
Intersection Setup
Pedestrian Volume [ped/h] 0 0
Total Analysis Volume [veh/h] 14 131 11 11 11 49 198 11 Total 15-Minute Volume [veh/h] 3 33 3 3 3 12 49 3
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 0.8700 Total Hourly Volume [veh/h] 12 114 10 10 10 43 172 10
Other Volume [veh/h] 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 0.00 0.00 0.00 0.00 0.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 12 114 10 10 10 43 172 10
Name Kern Street (SR-33) E Kern Street
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 5: 5 HY 2042 AM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS B
Intersection Delay [s/veh] 12.29
Approach LOS B B
Approach Delay [s/veh] 13.07 10.96
95th-Percentile Queue Length [ft] 34.11 23.60 21.99
95th-Percentile Queue Length [veh] 1.36 0.94 0.88
Movement, Approach, & Intersection Results
Degree of Utilization, x 0.32 0.24 0.23
Capacity per Entry Lane [veh/h] 524 554 586
Lanes
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 5: 5 HY 2042 AM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
HCM 6th Signalized Intersection Summary Horizon Year 2042 PM With Improvements 2: 6th Street & Kern St/Highway 33 05/09/2022
Synchro 11 Report

Page 1 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 131 412 49 65 377 81 58 188 66 71 256 153 Future Volume (veh/h) 131 412 49 65 377 81 58 188 66 71 256 153 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.98 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 147 463 55 73 424 91 65 211 74 80 288 172 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222222222222
Cap, veh/h 198 763 90 158 628 134 149 430 356 164 446 374 Arrive On Green 0.11 0.24 0.24 0.09 0.22 0.22 0.08 0.23 0.23 0.09 0.24 0.24 Sat Flow, veh/h 1781 3198 378 1781 2911 620 1781 1870 1546 1781 1870 1567 Grp Volume(v), veh/h 147 256 262 73 257 258 65 211 74 80 288 172 Grp Sat Flow(s),veh/h/ln 1781 1777 1799 1781 1777 1754 1781 1870 1546 1781 1870 1567 Q Serve(g_s), s 5.4 8.6 8.7 2.6 8.9 9.1 2.3 6.6 2.6 2.9 9.3 6.3 Cycle Q Clear(g_c), s 5.4 8.6 8.7 2.6 8.9 9.1 2.3 6.6 2.6 2.9 9.3 6.3 Prop In Lane 1.00 0.21 1.00 0.35 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 198 424 429 158 383 378 149 430 356 164 446 374 V/C Ratio(X) 0.74 0.60 0.61 0.46 0.67 0.68 0.44 0.49 0.21 0.49 0.65 0.46 Avail Cap(c_a), veh/h 273 729 738 257 713 704 212 864 715 212 864 724 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.0 22.8 22.8 29.1 24.2 24.3 29.3 22.5 20.9 29.0 23.1 21.9 Incr Delay (d2), s/veh 6.8 1.4 1.4 2.1 2.0 2.2 2.0 0.9 0.3 2.2 1.6 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 3.5 3.6 1.2 3.7 3.7 1.0 2.8 0.9 1.3 4.0 2.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.8 24.2 24.2 31.3 26.2 26.4 31.3 23.3 21.2 31.3 24.6 22.8 LnGrp LOS DCCCCCCCCCCC
Approach Vol, veh/h 665 588 350 540
Approach Delay, s/veh 26.8 26.9 24.4 25.0
Approach LOS CCCC
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 10.9 21.9 11.7 22.8 10.3 22.5 13.2 21.3 Change Period (Y+Rc), s * 4.7 6.4 * 5.7 6.8 * 4.7 6.4 * 5.7 6.8 Max Green Setting (Gmax), s * 8 31.1 * 9.7 27.6 * 8 31.1 * 10 27.0 Max Q Clear Time (g_c+I1), s 4.9 8.6 4.6 10.7 4.3 11.3 7.4 11.1 Green Ext Time (p_c), s 0.0 1.4 0.1 2.8 0.0 2.1 0.1 2.7 Intersection Summary
HCM 6th Ctrl Delay 26.0
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

HCM 6th Signalized Intersection Summary Horizon Year 2042 PM With Improvements 3: 4th Street & Kern St/Highway 33 05/09/2022
Synchro 11 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 74 416 65 69 363 76 84 200 51 89 162 74 Future Volume (veh/h) 74 416 65 69 363 76 84 200 51 89 162 74 Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 84 473 74 78 412 86 95 227 58 101 184 84 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 222222222222
Cap, veh/h 171 663 103 166 621 129 180 302 77 184 258 118 Arrive On Green 0.10 0.22 0.22 0.09 0.21 0.21 0.10 0.21 0.21 0.10 0.21 0.21 Sat Flow, veh/h 1781 3079 479 1781 2929 606 1781 1437 367 1781 1215 555 Grp Volume(v), veh/h 84 272 275 78 249 249 95 0 285 101 0 268 Grp Sat Flow(s),veh/h/ln 1781 1777 1781 1781 1777 1758 1781 0 1804 1781 0 1770 Q Serve(g_s), s 2.9 9.2 9.3 2.7 8.3 8.5 3.3 0.0 9.6 3.5 0.0 9.1 Cycle Q Clear(g_c), s 2.9 9.2 9.3 2.7 8.3 8.5 3.3 0.0 9.6 3.5 0.0 9.1 Prop In Lane 1.00 0.27 1.00 0.34 1.00 0.20 1.00 0.31
Lane Grp Cap(c), veh/h 171 382 383 166 377 373 180 0 379 184 0 375 V/C Ratio(X) 0.49 0.71 0.72 0.47 0.66 0.67 0.53 0.00 0.75 0.55 0.00 0.71 Avail Cap(c_a), veh/h 269 618 620 266 615 609 318 0 872 321 0 858 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 27.9 23.6 23.7 27.9 23.4 23.5 27.7 0.0 24.1 27.7 0.0 23.8 Incr Delay (d2), s/veh 2.2 2.5 2.5 2.1 2.0 2.1 2.4 0.0 3.0 2.5 0.0 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 3.8 3.9 1.2 3.4 3.4 1.5 0.0 4.2 1.6 0.0 3.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 30.0 26.1 26.2 30.0 25.4 25.6 30.1 0.0 27.1 30.2 0.0 26.3 LnGrp LOS CCCCCCCACCAC
Approach Vol, veh/h 631 576 380 369
Approach Delay, s/veh 26.7 26.1 27.9 27.4
Approach LOS CCCC
Timer - Assigned Phs 12345678
Phs Duration (G+Y+Rc), s 12.4 20.0 11.7 20.8 12.3 20.2 11.9 20.6 Change Period (Y+Rc), s * 5.7 6.4 * 5.7 6.8 * 5.7 6.4 * 5.7 6.8 Max Green Setting (Gmax), s * 12 31.4 * 9.7 22.6 * 12 31.5 * 9.8 22.5 Max Q Clear Time (g_c+I1), s 5.5 11.6 4.7 11.3 5.3 11.1 4.9 10.5 Green Ext Time (p_c), s 0.1 1.7 0.1 2.4 0.1 1.6 0.1 2.3 Intersection Summary
HCM 6th Ctrl Delay 26.9
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.

Volume to Capacity (v/c): 0.515
Level Of Service: B
Delay (sec / veh): 13.9
Analysis Period: 15 minutes
Analysis Method: HCM 6th Edition
Control Type: All-way stop
Intersection 4: Kern Street (SR-33) / 1st Street
Intersection Level Of Service Report
Crosswalk No No No
Grade [%] 0.00 0.00 0.00
Speed [mph] 30.00 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left2 Left Thru Right Left2 Left Thru Right Left2 Left Thru Right Lane Configuration
Approach Northbound Southbound Eastbound
Name 1st Street 1st Street Kern Street (SR-33)
Intersection Setup
Pedestrian Volume [ped/h] 0 0 0
Total Analysis Volume [veh/h] 48 11 21 11 11 11 21 29 17 248 149 39 Total 15-Minute Volume [veh/h] 12 3 5 3 3 3 5 7 4 62 37 10 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 Total Hourly Volume [veh/h] 45 10 20 10 10 10 20 27 16 233 140 37 Other Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 0.00 2.00 0.00 2.00 2.00 2.00 2.00 0.00 2.00 2.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 45 10 20 10 10 10 20 27 16 233 140 37 Name 1st Street 1st Street Kern Street (SR-33)
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 6: 6 HY 2042 PM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS B
Intersection Delay [s/veh] 13.92
Approach LOS B B B
Approach Delay [s/veh] 12.21 10.82 14.94
95th-Percentile Queue Length [ft] 17.23 11.64 72.78 36.23 95th-Percentile Queue Length [veh] 0.69 0.47 2.91 1.45
Movement, Approach, & Intersection Results
Degree of Utilization, x 0.19 0.14 0.51 0.33
Capacity per Entry Lane [veh/h] 482 532 515 566
Lanes
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 6: 6 HY 2042 PM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Crosswalk No No
Grade [%] 0.00 0.00
Speed [mph] 30.00 30.00
Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 0 0
Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.00 100.00 100.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 0 0
Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Turning Movement Left Thru Right Right2 Left Thru Right Right2 Lane Configuration
Approach Westbound Southwestbound
Name Kern Street (SR-33) E Kern Street
Intersection Setup
Pedestrian Volume [ped/h] 0 0
Total Analysis Volume [veh/h] 11 217 16 11 11 32 144 11 Total 15-Minute Volume [veh/h] 3 54 4 3 3 8 36 3
Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Peak Hour Factor 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 0.9400 Total Hourly Volume [veh/h] 10 204 15 10 10 30 135 10
Other Volume [veh/h] 0 0 0 0 0 0 0 0
Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 0 0 Pass-by Trips [veh/h] 0 0 0 0 0 0 0 0
Diverted Trips [veh/h] 0 0 0 0 0 0 0 0
Site-Generated Trips [veh/h] 0 0 0 0 0 0 0 0
In-Process Volume [veh/h] 0 0 0 0 0 0 0 0
Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 0.00 0.00 0.00 0.00 0.00 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Base Volume Input [veh/h] 10 204 15 10 10 30 135 10
Name Kern Street (SR-33) E Kern Street
Volumes

RICK ENGINEERING COMPANY
5/25/2022
Scenario 6: 6 HY 2042 PM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with
Intersection LOS B
Intersection Delay [s/veh] 13.92
Approach LOS C B
Approach Delay [s/veh] 15.95 10.90
95th-Percentile Queue Length [ft] 64.79 17.25 16.17
95th-Percentile Queue Length [veh] 2.59 0.69 0.65
Movement, Approach, & Intersection Results
Degree of Utilization, x 0.48 0.19 0.18
Capacity per Entry Lane [veh/h] 530 524 553
Lanes
Intersection Settings

RICK ENGINEERING COMPANY
5/25/2022
Scenario 6: 6 HY 2042 PM - MITI

DOWNTOWN TAFT SPECIFIC PLAN
Version 2021 (SP 0-6)
Generated with

DOWNTOWN TAFT SPECIFIC PLAN

VEHICLE MILES TRAVELED ANALYSIS
Draft: May 27, 2022
Prepared for:

City of Taft
Planning and Development Services Department
209 E. Kern Street
Taft, CA 93268
Prepared by:

Job Number 19403-T

TABLE OF CONTENTS
INTRODUCTION ............................................................................................................................................................................... 1 PROJECT DESCRIPTION................................................................................................................................................................. 1 PROJECT TRIP GENERATION ....................................................................................................................................................... 4 VEHICLE MILES TRAVELED (VMT) ANALYSIS .................................................................................................................. 7 RECOMMENDED PROJECT FEATURE VMT REDUCTION MEASURES ............................................................. 10 RECOMMENDED ADDITIONAL VMT REDUCTION MITIGATION MEASURES ................................................. 14 REFERENCES ................................................................................................................................................................................. 18 Tables

1. ITE Trip Generation Rates ...................................................................................................................... 5

2. Project Trip Generation ........................................................................................................................... 6

3. VMT Analysis Findings / CEQA Significance Determination ............................................................... 9

4. Total VMT Reduction With Recommended Mitigation Measures ....................................................... 17 Exhibits

1. Project Vicinity Map ............................................................................................................................... 2

2. Downtown Taft Specific Plan Conceptual Map ...................................................................................... 3 Appendices
Appendix A – ITE Trip Generation Rate Sheets and NCHRP Report 684 Internal Capture Worksheets Appendix B – Kern COG Horizon Year 2042 With Specific Plan Model VMT Data Summary Appendix C – 2021 CAPCOA Manual VMT Reduction Measures and Analysis Worksheets

DOWNTOWN TAFT SPECIFIC PLAN

VEHICLE MILES TRAVELED ANALYSIS
Draft: May 27, 2022

INTRODUCTION
The following Vehicle Miles Traveled (VMT) Analysis has been prepared for the Downtown Taft Specific Plan project in accordance with the Technical Advisory on Evaluating Transportation Impacts in CEQA (State of California Office of Planning and Research, December 2018). The study evaluates the project’s potential Vehicle Miles Traveled (VMT) impacts as required by CEQA. The site is generally bounded by the mid-block alley between Kern Street (State Route 33) and Lucard Street to the north, Front Street to the south, 10th Street to the west, and State Route 33 (SR-33/Westside Highway) to the east. Exhibit 1 shows the project vicinity map.

PROJECT DESCRIPTION
The Downtown Taft Specific Plan covers approximately 212 acres and would allow for the development of up to 3,120 residential dwelling units (DU), and would expand the downtown district to develop up to 891,059 square-feet (SF) of commercial retail uses and up to 1,132,718 square-feet of commercial office uses. In addition, up to 224,039 square-feet of public institutional uses and up to 229,281 square-feet of industrial uses would be developed within the Specific Plan. Exhibit 2 shows the Downtown Taft Specific Plan preferred land use plan.

Below is a breakdown of the proposed land use types within the Downtown Taft Specific Plan:

Residential Uses 3,120 DU
 Single-Family Detached Dwelling Units: 665 DU
 Single-Family Attached Dwelling Units (Townhomes): 1,186 DU  Multi-Family Dwelling Units: 1,269 DU
Retail Uses 891,059 SF
 Retail Services Building Area: 695,038 SF
 Restaurants Building Area: 59,762 SF
 Arts & Entertainment Building Area: 71,715 SF
 Accommodation Building Area 64,543 SF
Office Uses 1,132,718 SF
 Office Services Building Area 471,455 SF
 Medical Services Building Area 661,262 SF
Public Administration Uses 224,039 SF
 Public Administration Building Area 116,500 SF
 Education Building Area 107,539 SF
Industrial Uses 229,281 SF
 Transportation/Warehousing Building Area 170,457 SF
 Wholesale Building Area 58,824 SF
1 2022 RickEngineering Company c

NOT TO SCALE
EXHIBIT 1

PROJECT VICINITY MAP

LOCATION

PROJECT

DOWNTOWN TAFT SPECIFIC PLAN VMT ANALYSIS
2 NOT TO SCALE
\\cp.rickeng.com\projects\C19000\19403_TaftDowntownSP\3_Products\Task5.1_CEQA\Traffic\Exhibits\PDF\SD CorpStds 2005.dscript \\cp.rickeng.com\projects\C19000\19403_TaftDowntownSP\3_Products\Task5.1_CEQA\Traffic\Exhibits\19403_Basefile.dgn c 2022 Rick Engineering Company 25-MAY-2022 17:42
EXHIBIT 2

DOWNTOWN TAFT SPECIFIC PLAN CONCEPTUAL MAP

DOWNTOWN TAFT SPECIFIC PLAN VMT ANALYSIS
3 PROJECT TRIP GENERATION
The trip generation for the Downtown Taft Specific Plan project was calculated based on the published Institute of Transportation Engineers (ITE) 11th Edition Trip Generation Manual (September 2021) trip rates for the proposed land uses.

The specific ITE trip generation rates for the proposed residential land use types were applied, but due to the greater uncertainty of what specific types of retail or office uses would ultimately occupy the Specific Plan area, the “Shopping Center Over 150K” (ITE Land Use Code 820) trip rate was applied to all uses under the “Retail” category. In addition, the “Office Park” (ITE Land Use Code 750) trip rate was applied to all uses under the “Office” category.

Although 661,262 square-feet of the office uses is proposed as “medical services”, the only medical office trip rate in the 11th Edition ITE Trip Generation Manual is the “Medical-Dental Office Building Stand-Alone” (ITE Land Use Code 720), which is intended to only be used for a stand-alone medical office building. Applying the ITE Land Use Code 720 trip rate to the 661,262 square-feet of medical services use would result in an artificially high trip generation compared to the other proposed uses, and therefore the general “Office Park” ITE Land Use Code 750) trip rate was applied to the 661,262 squarefeet of proposed medical services.

The average ITE trip rates were applied to the proposed residential land use types, but for all nonresidential uses, fitted curve equations were applied, where available, to calculate the trip generation of the retail, office, public administration and industrial uses.

Table 1 shows the ITE trip generation rates that were applied to the proposed Downtown Taft Specific Plan land uses, and Table 2 presents the trip generation of the buildout of the Downtown Taft Specific Plan. Appendix A contains the 11th Edition ITE Trip Generation Manual (September 2021) trip rate sheets.

As shown in Table 2, the Downtown Taft Specific Plan project is forecast to generate a net total of 58,925 trips per day, with a net total of 3,862 trips occurring during the AM peak hour (2,350 IN, 1,512 OUT), and a net total of 5,145 trips occurring during the PM peak hour (2,109 IN, 3,036 OUT).

The net total trip generation of the Downtown Taft Specific Plan project accounts for an internal capture trip reduction that was calculated using the NCHRP Report 684 Internal Capture Estimation Tool, which is also shown in Table 2. The internal capture calculation worksheets are also provided in Appendix A. 4 TABLE 1

ITE TRIP GENERATION RATES
Land Use Unit
Daily
Rate
(per unit)
AM Peak Hour PM Peak Hour
Rate
Inbound Outbound
Rate
Inbound Outbound
(% AM) (% AM) (% PM) (% PM)
Single-Family Detached (LU Code 210) DU 9.43 0.70 26% 74% 0.94 63% 37% Single-Family Attached (LU Code 215) DU 7.20 0.48 31% 69% 0.57 57% 43% Multi-Family Low-Rise (LU Code 220) DU 6.74 0.40 24% 76% 0.51 63% 37% Shopping Center >150k (LU Code 820) KSF T = 26.11(X) + 5863.73a T = 0.59(X) + 133.55a 62% 38% Ln(T) = 0.72Ln(X) + 3.02a 48% 52% Office Park (LU Code 750) KSF Ln(T) = 0.89Ln(X) + 3.10a T = 0.94(X) + 194.06a 89% 11% T = 1.26(X) + 20.98a 14% 86% Public Administration (LU Code 730) KSF 22.59 3.34 75% 25% Ln(T) = 0.97Ln(X) + 0.62a 25% 75% Warehousing (LU Code 150) KSF T = 1.58(X) + 38.29a T = 0.12(X) + 23.62a 77% 23% T = 0.12(X) + 26.48a 28% 72% Footnotes: Source: ITE Trip Generation Manual, 11th Edition (2021) DU = Dwelling Unit; KSF = Thousand Square-Feet aFitted curve equation provided to calculate the trip generation. 5 TABLE 2

PROJECT TRIP GENERATION
Land Use Size Unit Daily Trips AM Peak Hour PM Peak Hour Total Inbound Outbound Total Inbound Outbound Single-Family Detached (LU Code 210) 665 DU 6,271 466 121 345 625 394 231 Single-Family Attached (LU Code 215) 1,186 DU 8,539 569 176 393 676 385 291 Multi-Family Low-Rise (LU Code 220) 1,269 DU 8,553 508 122 386 647 408 239 Retail (LU Code 820) 891.059 KSF 29,129 659 409 250 2,726 1,308 1,418 Office Park (LU Code 750) 1132.718 KSF 11,601 1,259 1,121 138 1,448 203 1,245 Public Administration (LU Code 730) 224.039 KSF 5,061 748 561 187 355 89 266 Warehousing (LU Code 150) 229.281 KSF 401 51 39 12 54 15 39 Subtotal Project Trips 69,555 4,260 2,549 1,711 6,531 2,802 3,729 Internal Capture Trip Reductiona -10,630 -398 -199 -199 -1,386 -693 -693 NET TOTAL PROJECT TRIPS 58,925 3,862 2,350 1,512 5,145 2,109 3,036 Footnotes: Source: ITE Trip Generation Manual, 11th Edition (2021) DU = Dwelling Unit; KSF = Thousand Square-Feet aInternal capture was calculated using the NCHRP Report 684 Internal Capture Estimation Tool (See Appendix A). 6 VEHICLE MILES TRAVELED (VMT) ANALYSIS
Background
Senate Bill (SB) 743 was signed by Governor Brown in 2013 and required the Governor's Office of Planning and Research (OPR) to amend the CEQA Statute & Guidelines to provide an alternative to LOS for evaluating Transportation impacts. SB743 specified that the new criteria should promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks and a diversity of land uses. The bill also specified that delay-based level of service could no longer be considered an indicator of a significant impact on the environment. In response, Section 15064.3 was added to the CEQA Statute & Guidelines beginning January 1, 2019. Section 15064.3: Determining the Significance of Transportation Impacts states that Vehicle Miles Traveled (VMT) is the most appropriate measure of transportation impacts and provides lead agencies with the discretion to choose the most appropriate methodology and thresholds for evaluating VMT. Section 15064.3(c) states that the provisions of the section shall apply statewide beginning on July 1, 2020.

VMT Screening Assessment
The Technical Advisory on Evaluating Transportation Impacts in CEQA (State of California Office of Planning and Research, December 2018) recommends the following VMT screening criteria for land development projects to determine if a project is presumed to have a less than significant transportation impact per CEQA:
 Screening Threshold for Small Projects (<110 daily trips)  Map-Based Screening for Residential and Office Projects (low VMT generating area)  Presumption of Less Than Significant Impact Near Transit Stations  Presumption of Less Than Significant Impact for Local-Serving Retail (<50,000 sq. ft.)  Presumption of Less Than Significant Impact for Affordable Residential Development As previously shown in Table 2 (Project Trip Generation), the Downtown Taft Specific Plan does not meet the screening threshold for a small project, which is fewer than 110 daily trips. Map-based screening with the Kern COG regional travel demand model is currently not yet available, and the City of Taft is presumably not located in a low VMT generating area. A transit center was recently constructed at 550 Supply Row within the Downtown Taft Specific Plan area, but the transit center currently serves only one bus route (Kern Transit Route 120) that only operates during the morning and afternoon peak periods.

Therefore, the location of the existing transit center was not determined to be sufficient to screen out the Downtown Taft Specific Plan project from VMT analysis. Although some of the proposed retail uses may be locally-serving, the size of the retail component exceeds the maximum size of the screening threshold (less than 50,000 square feet). Although some of the proposed residential development may ultimately be affordable housing, it is not yet known if affordable housing will be provided. Therefore, the project would also not meet the affordable housing screening threshold.

Due to the size, location, and land use composition, none of the above-listed screening criteria are applicable to the Downtown Taft Specific Plan area. Therefore, the project was not presumed to have a less than significant transportation impact, and a VMT analysis is required per CEQA. 7 VMT Analysis Methodology
A VMT analysis was prepared in accordance with the Technical Advisory on Evaluating Transportation Impacts in CEQA (State of California Office of Planning and Research, December 2018). The analysis was conducted using the Kern Council of Governments (Kern COG) regional travel demand model for Baseline Year 2020 and Horizon Year 2042. RICK provided Kern COG the proposed land uses to input into the five Travel Analysis Zones (TAZs) that make up the Downtown Taft Specific Plan area in the Kern COG model, which are listed below:
 TAZ 1805
 TAZ 1806
 TAZ 1816
 TAZ 1817
 TAZ 1819
The average VMT per capita resident, average VMT per employee, and total VMT without the Downtown Taft Specific Plan were calculated for the entire Greater Taft Area subarea of the Kern COG model for both the Baseline Year 2020 and Horizon Year 2042 scenarios to compare against the VMT per capita resident, VMT per employee, and total VMT with the Downtown Taft Specific Plan. VMT per capita resident is used for all residential land use types, VMT per employee is used for the office and industrial uses, and total VMT is used for the retail uses, as recommended by the State of California Office of Planning and Research (OPR).

VMT Significance Thresholds
The Technical Advisory on Evaluating Transportation Impacts in CEQA (State of California Office of Planning and Research, December 2018) recommends the following VMT significance thresholds for various land development projects:
 Recommended Significance Threshold for Residential Projects: VMT exceeding 85% of average regional or subregional VMT per capita resident.  Recommended Significance Threshold for Office Projects: VMT exceeding 85% of average regional or subregional VMT per employee.
 Recommended Significance Threshold for Retail Projects: A net increase in total VMT in the region or subregion.

The significance thresholds listed above were utilized to determine the potential significant impacts associated with the Downtown Taft Specific Plan. The Greater Taft Area subarea of the Kern COG model is considered the “subregion” against which the average VMT per capita resident, VMT per employee, and total VMT without the Downtown Taft Specific Plan are compared with the VMT per capita resident, VMT per employee, and total VMT with the Downtown Taft Specific Plan.

The Technical Advisory on Evaluating Transportation Impacts in CEQA (State of California Office of Planning and Research, December 2018) does not include a separate VMT significance threshold for industrial projects. As a result, and because the proposed warehousing industrial uses within the Downtown Taft Specific Plan generate relatively few trips compared to the office-related uses, the VMT per employee significance threshold would apply to both the office-related uses and industrial uses within the Downtown Taft Specific Plan.
8 VMT Analysis Findings / CEQA Significance Determination Kern COG provided VMT data for the Baseline Year 2020 and Horizon Year 2042 scenarios, for both the Greater Taft Subarea and the project-specific VMT with the Downtown Taft Specific Plan. Table 3 below summarizes the findings of the VMT analysis and project significance determination per CEQA. A spreadsheet summarizing the VMT data provided by Kern COG is contained in Appendix B.

TABLE 3

VMT ANALYSIS FINDINGS / CEQA SIGNIFICANCE DETERMINATION Scenario
VMT Per Land Use
VMT per Capita
Resident
VMT per
Employee
(For Office/
Industrial Uses)
Total
Subregion VMT
(For Retail Use)
Baseline Year 2020 Without Project:
(Subregional Average VMT) 88.40 136.41 1,808,842
Horizon Year 2042 Without Project:
(Subregional Average VMT) 94.62 165.98 2,575,003
Horizon Year 2042 With Project:
(Subregional Average VMT) 78.59 135.92 2,807,891
Horizon Year 2042 With Project:
(Project-Specific VMT) 47.77 103.78 443,188
Project % of Subregional Average:
(Project-Specific VMT/ Baseline Year
2042 Without Project VMT)

50.5% 62.5% NA
Change in Total Subregional VMT: NA NA +232,888
CEQA Significance Threshold: 80.4 141.1 Net Increase (85%) (85%) Significant Impact?: No No Yes
Source: Kern COG Regional Travel Demand Model for 2022 Regional Transportation Plan (RTP) NA = Not Applicable
As shown in Table 3, the “Project-Specific” VMT per capita resident for the Downtown Taft Specific Plan is approximately 50.5% of the Horizon Year 2042 Without Project Greater Taft subregional average VMT per capita resident. Therefore, based on the CEQA significance threshold of 85% of the subregional average VMT per capita resident, the VMT per capita resident for the Downtown Taft Specific Plan residential land uses is presumed to be less than significant.

Table 3 also shows that the “Project-Specific” VMT per employee for the Downtown Taft Specific Plan is approximately 62.5% of the Horizon Year 2042 Without Project Greater Taft subregional average VMT per employee. Therefore, based on the CEQA significance threshold of 85% of the subregional average VMT per employee, the VMT per employee for the Downtown Taft Specific Plan office and industrial land uses is presumed to be less than significant.
9 As also shown in Table 3, the Horizon Year 2042 Total Greater Taft Subregional VMT with the buildout of the Downtown Taft Specific Plan is forecast to increase by 232,888 miles versus the Horizon Year 2042 Total Greater Taft Subregional VMT without the project. Based on the CEQA significance threshold of “net increase in total regional VMT” for retail uses, the Total Greater Taft Subregional VMT with the buildout of the Downtown Taft Specific Plan is presumed to be significant.

Although the identified significant VMT impact based on net increase in the Total Greater Taft Subregional VMT is associated with the CEQA significance threshold for retail uses, the increase in the Total Greater Taft Subregional VMT is attributed to the increase in the total resident and employee population in the Greater Taft Subregion. The Horizon Year 2042 Without Project total resident and employee populations are 27,213 and 15,514, respectively, and the total resident and employee populations increase to 35,729 and 20,659, respectively with the buildout of the Downtown Taft Specific Plan.

It is anticipated that the less-than-significant project-specific VMT per capita resident and VMT per employee is attributed to the mix of residential, office/industrial and retail in the same area. Although there are no significant impacts attributed to the VMT per capita resident or VMT per employee, the net increase in the Total Greater Taft Subregional VMT does result in a significant impact per CEQA and mitigation measures are required.

RECOMMENDED PROJECT FEATURE VMT REDUCTION MEASURES
The increase in the total Greater Taft Subregion resident and employee populations result in a net increase of 232,888 miles, which is a net increase of 9.04% over the Horizon Year 2042 Total Greater Taft Subregional VMT without the project. Therefore, VMT-reducing mitigation measures that provide a

9.04% or more reduction in VMT are required.

The DRAFT Downtown Taft Specific Plan Local Transportation Analysis (Rick Engineering Company, May 27, 2022) recommends improvements to the pedestrian, bicycle and transit networks and facilities within the Specific Plan area, which are considered VMT-reducing measures per the Technical Advisory on Evaluating Transportation Impacts in CEQA (State of California Office of Planning and Research, December 2018). The recommended pedestrian, bicycle and transit network/facility improvements per the DRAFT Downtown Taft Specific Plan Local Transportation Analysis are listed below:

Recommended Pedestrian Facility Improvements
 North Street from 8th Street to 1st Street: Improve existing sidewalks and provide high-visibility crosswalks at all intersections.
 Center Street from 2nd Street to Westside Highway (SR-33): Improve existing sidewalks, close the existing sidewalk gaps, and provide high-visibility crosswalks at all intersections.  Main Street from 10th Street to 2nd Street: Close the existing sidewalk gaps and provide wide sidewalks (10+ feet in width) along both sides of the street. Provide high-visibility crosswalks at all intersections.
 Main Street from 2nd Street to Westside Highway (SR-33): Improve existing sidewalks, close the existing sidewalk gaps, and provide high-visibility crosswalks at all intersections.  Supply Row from 10th Street to 2nd Street: Provide wide sidewalks (10+ feet in width) along both sides of the street, close the existing sidewalk gaps, and provide high-visibility crosswalks at all intersections.
10  6th Street from Main Street to Front Street: Improve existing sidewalks, close the existing sidewalk gaps, and provide high-visibility crosswalks at all intersections.  4th Street from Kern Street (SR-33) to Front Street: Improve existing sidewalks and provide highvisibility crosswalks at all intersections.  2nd Street/Olive Avenue from Kern Street (SR-33) to Front Street: Improve existing sidewalks, close the existing sidewalk gaps, and provide high-visibility crosswalks at all intersections.  Front Street from 10th Street to Oak Street: Improve existing sidewalks, close the existing sidewalk gaps, and provide high-visibility crosswalks at all intersections.

Planned Bicycle Facility Improvements Per Kern Region ATP (Class I, II or IV only)  Kern Street (SR-33) from 10th Street to 1st Street: Class II Buffered Bike Lanes  Westside Highway (SR-33) from 1st Street to SR-119: Class II Bike Lanes  10th Street from Kern Street (SR-33) to Center Street: Class IV Cycle Track  10th Street from Center Street to Front Street: Class II Bike Lanes  6th Street from Kern Street (SR-33) to Front Street: Class II Buffered Bike Lanes  1st Street from Calvin Street to Kern Street: Class II Buffered Bike Lanes Recommended Bicycle Facility Improvements (Class I, II or IV only)  2nd Street from Kern Street (SR-33) to Supply Row: Provide Class II bike lanes (upgrade from planned Class III Bike Boulevard in Kern Region Active Transportation Plan)  1st Street from Kern Street (SR-33) to Center Street: Provide Class II bike lanes  Center Street from 2nd Street to West Side Highway (SR-33): Provide Class II bike lanes  Main Street from 2nd Street to West Side Highway (SR-33): Provide Class II bike lanes Recommended Future Transit Network and Facility Improvements  Coordinate with Taft Area Transit (TAT) to provide benches, shelters and trash receptacles at the existing bus stops along Kern Street (SR-33).
 Coordinate with Taft Area Transit (TAT) to expand the Taft-Maricopa Route to include 10th Street between Kern Street (SR-33) and Main Street, and Main Street between 10th Street and West Side Highway (SR-33), and to install sheltered bus stops along the expanded route.  Coordinate with Taft Area Transit (TAT) to provide all-day service and to expand weekday hours of operation to between 6:00am and 7:00pm and to provide limited weekend service for the TaftMaricopa Route.  Coordinate with Kern Transit to expand Route 120 to include Kern Street (SR-33) between 6th Street and 2nd Street, 2nd Street between Kern Street (SR-33) and Main Street, and Main Street between 4th Street and 2nd Street.
 Coordinate with Kern Transit to provide additional sheltered bus stops along both the existing Route 120 and the recommended expanded Route 120 within the Downtown Taft Specific Plan area.
 Coordinate with Kern Transit to expand the Route 120 weekday and Saturday hours of operation with the first eastbound bus leaving Taft at 6:00am, and with the last westbound bus arriving in Taft at 9:00pm.

The effectiveness of the above-listed mitigation measures is calculated using the methodology provided in the California Air Pollution Control Officers Association (CAPCOA) Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity (Final Draft, December 2021), hereafter referred to as the 2021 CAPCOA manual. 11 VMT reduction equations from the following measures in the 2021 CAPCOA manual were utilized to estimate the percent reduction in VMT with implementation of the recommended project improvements:
 CAPCOA Measure T-18 (Provide Pedestrian Network Improvement): This measure is described as increasing the sidewalk coverage to improve pedestrian access, which includes improving existing degraded or substandard sidewalks.
 CAPCOA Measure T-20 (Expand Bikeway Network): This measure is described as increasing the length of a city or community bikeway network (only Class I, II or IV bicycle lane facilities).  CAPCOA Measure T-25 (Extend Transit Network Coverage or Hours): This measure is described as expanding the local transit network by either adding or modifying existing transit service or extending the operation hours to enhance the service near the project site.

VMT Reduction With Pedestrian Network Improvements (CAPCOA Measure T-18) The VMT reduction resulting from construction of additional sidewalks is calculated using the following equation: A = {(C/B) – 1} x D, where A is the percent reduction in VMT, B is the existing sidewalk length in study area, C is the sidewalk length in study area with measure, and D is the elasticity of household VMT with respect to the ratio of sidewalks-to-streets {constant of -0.05 per 2021 CAPCOA manual).

The study area used in this calculation is the entire Downtown Taft Specific Plan area, and both sides of all streets with existing sidewalk were measured to calculate the total existing sidewalk length, which is

9.33 miles. The total future sidewalk length with the buildout of the Specific Plan was measured to be

13.29 miles.

The following calculation shows the reduction in VMT: A = {(13.29/9.33) – 1} x -0.05. The construction of additional sidewalks within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 2.12%.

VMT Reduction With Bikeway Network Improvements (CAPCOA Measure T-20) The VMT reduction resulting from expanding the bikeway network within the Downtown Taft Specific Plan area is calculated using the following equation: A = -1 x {((C - B)/B) x D x F x H}/(E x G), where A is the percent reduction in VMT, B is the existing bikeway miles in plan/community, C is the future bikeway miles in plan/community with measure, D is the bike mode share in plan/community (estimated at 1.62% with implementation of expanded bikeway network from DRAFT Downtown Taft Specific Plan Local Transportation Analysis), E is the vehicle mode share in plan/ community (estimated at 92.66% with implementation of recommended pedestrian, bikeway and transit improvements from DRAFT Downtown Taft Specific Plan Local Transportation Analysis), F is the average one-way bike trip length in plan/community (estimated at 2.0 miles based on averages across state per 2021 CAPCOA Table T-10.1), G is the average one-way vehicle trip length in plan/community (estimated at 23.88 miles based on project-specific VMT per resident from the Kern COG model run), and H is the elasticity of bike commuters with respect to bikeway miles per 10,000 population (0.25 per 2021 CAPCOA manual).

The Taft Bike Path is the only existing bicycle facility in Taft and has a length of 2.0 miles. The planned and recommend future bikeway network improvements in the Downtown Taft Specific Plan area would increase the total bikeway network length to 7.05 miles.

The following calculation shows the reduction in VMT: A = -1 x {((7.05 – 2.0)/2.0) x 1.62% x 2.0 x

0.25}/(92.66% x 23.88). The expansion of the bikeway network within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 0.06%. 12 VMT Reduction With Transit Network Improvements (CAPCOA Measure T-25) The VMT reduction resulting from extending the transit network within the Downtown Taft Specific Plan area is calculated using the following equation: A = -1 x {(C-B)/B} x D x E x F x G, where A is the percent reduction in VMT, B is the total transit service miles or service hours in plan/community before expansion (64.75 hours per week), C is the total transit service miles or service hours in plan/community after expansion (148.27 hours per week), D is the transit mode share in plan/community (estimated at

1.12% after implementation of transit network improvements), E is the elasticity of transit demand with respect to service miles or service hours (0.7 per 2021 CAPCOA manual), F is the Statewide mode shift factor (57.8% per CAPCOA manual), and G is the ratio of vehicle trip reduction to VMT (1.0 per 2021 CAPCOA manual).

The Measure T-25 equation was calculated using both transit service miles and service hours, but the transit service hours provide a greater percent reduction in VMT and therefore was used for calculating the Specific Plan’s VMT reduction with the recommended transit network improvements. The total transit service hours per week was used in the equation because of the existing and recommended expanded Saturday transit service hours in addition to weekday transit service hours.

The following calculation shows the reduction in VMT: A = -1 x {(148.27-64.75)/64.75} x 1.12% x 0.7 x

57.8% x 1.0. The recommended transit network improvements within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 0.53%.

Excerpts from the 2021 CAPCOA manual showing the descriptions and equations for each VMT reduction measure are contained in Appendix C. Appendix C also includes analysis worksheets for each VMT reduction measure.

The Transportation chapter of the 2021 CAPCOA manual provides a methodology for calculating the effectiveness of multiple VMT reduction measures using the following equation that diminishes the effectiveness of subsequent VMT reduction measures when proposed simultaneously:
 Overall % VMT Reduction = 1 – (1 – A) x (1 – B) x (1 – C) x (1 – D) … Where A, B, C, D, etc. are the individual VMT reduction measure percentages.

Using the diminishing effectiveness equation shown above, the total percent VMT reduction with the future planned improvements and recommended pedestrian, bikeway and transit improvements from the DRAFT Downtown Taft Specific Plan Local Transportation Analysis is summarized below:

CAPCOA VMT Reduction Measure VMT Reduction (%)
Measure T-18: Provide Pedestrian Network Improvement: -2.12% Measure T-20: Expand Bikeway Network: -0.06%
Measure T-25: Extend Transit Network Coverage or Hours: -0.53% Total Percent VMT Reduction: -2.69%
As shown above, the future planned and recommended pedestrian, bikeway and transit improvements are anticipated to result in a total VMT reduction of 2.69%. The minimum percent VMT reduction that is needed to mitigate the project’s VMT impact is 9.04%. Therefore, additional VMT reduction measures are required to mitigate the project’s impact to a level below significance. 13 RECOMMENDED ADDITIONAL VMT REDUCTION MITIGATION MEASURES The following additional VMT reduction measures from the 2021 CAPCOA manual are required, of which VMT reduction equations were utilized to estimate the percent reduction in VMT with implementation of the recommended mitigation measures:
 CAPCOA Measure T-7 (Implement Commute Trip Reduction Marketing): This measure is described as implementing a marketing strategy to promote a commute trip reduction program that would educate employees about their transportation options to their places of employment such as carpooling, transit, bicycling or walking. This measure can be required for all larger employers within the Specific Plan area.
 CAPCOA Measure T-8 (Provide Rideshare Program): This measure is described as implementing a rideshare program for employees to encourage carpooling and reduce single-occupancy vehicle trips. This measure can be required for all larger employers within the Specific Plan area.  CAPCOA Measure T-10 (Provide End-of-Trip Bicycle Facilities): This measure is described as installing and maintaining end-of-trip bicycle facilities for employee use, which would include bike parking, showers and lockers. This measure can be required for all larger employers within the Specific Plan area.
 CAPCOA Measure T-11 (Provide Employer-Sponsored Vanpool): This measure is described as implementing an employer-sponsored vanpool service to encourage carpool trips. This measure can be required for all larger employers within the Specific Plan area for employees who may be commuting to Taft from outside of the community.
 CAPCOA Measure T-23 (Provide Community-Based Travel Planning): This measure is described as a residential-based approach to outreach that provides households with customized information, incentives, and support to encourage the use of transportation alternatives in place of single-occupancy vehicles. This measure can be applied to all future residences within the Specific Plan area.
 CAPCOA Measure T-26 (Increase Transit Service Frequency): This measure is described as increasing the transit frequency on one or more transit lines serving the plan/community.

Specifically, this measure proposes to increase the frequency of both the Taft Area Transit (TAT) Taft-Maricopa Route and Kern Transit Route 120 to 30-minute headways throughout the day.

VMT Reduction With Implementing Commute Trip Reduction Marketing (CAPCOA Measure T-7) The VMT reduction resulting from implementing a marketing strategy to promote a commute trip reduction program for employers within the Downtown Taft Specific Plan area is calculated using the following equation: A = B x C x D, where A is the percent reduction in VMT, B is the percent of employees eligible for program (default of 100% per CAPCOA manual), C is the percent reduction in employee commute vehicle trips (low end of range is -4% per CAPCOA manual), and D is the adjustment from vehicle trips to VMT (default is 1.0 per 2021 CAPCOA manual).

The following calculation shows the reduction in VMT: A = 100% x -4% x 1.0. The recommended commute trip reduction marketing within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 4.00%.

VMT Reduction With Providing Rideshare Program (CAPCOA Measure T-8) The VMT reduction resulting from employers within the Downtown Taft Specific Plan area providing a rideshare program for employees to encourage carpool trips is calculated using the following equation: A = B x C, where A is the percent reduction in VMT, B is the percent of employees eligible for program (default of 100% per 2021 CAPCOA manual), and C is the percent reduction in employee commute vehicle trips (-4% for suburban areas per 2021 CAPCOA manual). 14 The following calculation shows the reduction in VMT: A = 100% x -4%. The recommended implementation of employer-sponsored rideshare programs within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 4.00%.

VMT Reduction With Providing End-of-Trip Bicycle Facilities (CAPCOA Measure T-10) The VMT reduction resulting from employers within the Downtown Taft Specific Plan area providing end-of-trip bicycle facilities for employee use that include bicycle parking, showers and lockers is calculated using the following equation: A = {C x {E – (B x E)} / (D x F), where A is the percent reduction in VMT, B is the bike mode adjustment factor (calculated at 2.55 assuming that 100% of Specific Plan employers would provide bicycle parking and that 25% of Specific Plan employers would provide showers and lockers), C is the existing bicycle trip length for all trips in region (estimated at 2.0 miles based on averages across state per CAPCOA Table T-10.1), D is the existing vehicle trip length for all trips in region (estimated at 23.88 miles based on project-specific VMT per resident from the Kern COG model run), E is the bicycle mode share for work trips in region (estimated at 1.62% with implementation of expanded bikeway network from DRAFT Downtown Taft Specific Plan Local Transportation Analysis), and F is the vehicle mode share for work trips in region (estimated at 92.66% with implementation of recommended pedestrian, bikeway and transit improvements from DRAFT Downtown Taft Specific Plan Local Transportation Analysis).

The following calculation shows the reduction in VMT: A = {2.0 x {1.62% – (2.55 x 1.62%)} / (23.88 x

92.66%). The expansion of the bikeway network within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 0.23%.

VMT Reduction With Providing Employer-Sponsored Vanpool (CAPCOA Measure T-11) The VMT reduction resulting from larger employers within the Downtown Taft Specific Plan area providing vanpool programs for employees is calculated using the following equation: A = [{(1 - B) x C} + {B x (D/E)}]/C - 1, where A is the percent reduction in VMT, B is the percent of employees that participate in vanpool programs (default value of 2.7% per 2021 CAPCOA manual), C is the average length of one-way vehicle commute trip in region (estimated at 36.0 miles based on distance between Taft and Bakersfield), D is the average length of one-way vanpool commute trip (estimated at 36.0 miles based on distance between Taft and Bakersfield), and E is the average vanpool occupancy including the driver (6.25 per 2021 CAPCOA manual).

The following calculation shows the reduction in VMT: A = [{(1 – 2.7%) x 36.0} + {2.7% x (36.0/6.25)}]/36.0 - 1. The recommended implementation of employer-sponsored vanpool programs within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 2.27%.

VMT Reduction With Providing Community-Based Travel Planning (CAPCOA Measure T-23) The VMT reduction resulting from providing community-based travel planning (CBTP) to residences within the Downtown Taft Specific Plan area is calculated using the following equation: A = (C/B) x D x -E x F, where A is the percent reduction in VMT, B is the total number of residences in plan/community (calculated at 12,015 future residences in Greater Taft Area based on population data provided by the Kern COG model run), C is the number of residences in plan/community targeted with CBTP (3,120 future dwelling units within Specific Plan area), D is the percent of targeted residences that participate (average of 19% per 2021 CAPCOA manual), E is the percent vehicle trip reduction by participating residences (average of 12% per 2021 CAPCOA manual), and F is the adjustment factor from vehicle trips to VMT (default is 1.0 per 2021 CAPCOA manual).
15 The following calculation shows the reduction in VMT: A = (3,120/12,015) x 19% x -12% x 1.0. The recommended community-based travel planning within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 0.59%.

VMT Reduction With Increasing Transit Service Frequency (CAPCOA Measure T-26) The VMT reduction resulting from increasing the transit service frequency within the Downtown Taft Specific Plan area is calculated using the following equation: A = -C x (B x E x D x G)/F, where A is the percent reduction in VMT, B is the percent increase in transit frequency (calculated at 275% based on proposed increase to 30-minute headways throughout the day), C is the level of implementation (100% of all transit routes in Specific Plan area), D is the elasticity of transit ridership with respect to frequency of service (0.5 per 2021 CAPCOA manual), E is the transit mode share in plan/community (estimated at

1.12% after implementation of transit network improvements from DRAFT Downtown Taft Specific Plan Local Transportation Analysis), F is the vehicle mode share in plan/community (estimated at 92.66% with implementation of recommended pedestrian, bikeway and transit improvements from DRAFT Downtown Taft Specific Plan Local Transportation Analysis), and G is the Statewide mode shift factor (57.8% per 2021 CAPCOA manual).

Variable “B” of the Measure T-26 equation was calculated by first calculating the combined existing average transit frequency of the Taft Area Transit Taft-Maricopa Route and Kern Transit Route 120, which is 0.73 transit arrivals per hour. The proposed combined average transit frequency is 2.0 transit arrivals per hour, an increase of 275%.

The following calculation shows the reduction in VMT: A = -100% x (275% x 1.12% x 0.5 x

57.8%)/92.66%. The recommended increase of transit frequency within the Downtown Taft Specific Plan area is estimated to result in a reduction in VMT of 0.96%.

Excerpts from the 2021 CAPCOA manual showing the descriptions and equations for each additional VMT reduction measure, as well as analysis worksheets, are contained in Appendix C.

As previously discussed, the Transportation chapter of the 2021 CAPCOA manual provides a methodology for calculating the effectiveness of multiple VMT reduction measures using the following equation that diminishes the effectiveness of subsequent VMT reduction measures when proposed simultaneously:
 Overall % VMT Reduction = 1 – (1 – A) x (1 – B) x (1 – C) x (1 – D) … Where A, B, C, D, etc. are the individual VMT reduction measure percentages. The above equation was applied to both the recommended project feature VMT reduction measures and the additional VMT reduction mitigation measures.

Using the diminishing effectiveness equation shown above, the total percent VMT reduction associated with the recommended pedestrian, bikeway and transit improvements from the DRAFT Downtown Taft Specific Plan Local Transportation Analysis, plus the additional VMT reducing mitigation measures as described above, are summarized in Table 4.

As shown in Table 4, the total percent VMT reduction with the recommended additional mitigation measures is calculated to be 13.90%. The minimum percent VMT reduction that is needed to mitigate the project’s VMT impact is 9.04%. Therefore, the VMT impact associated with the buildout of the Downtown Taft Specific Plan would be reduced to a level that is less than significant with the measures described above.
16 TABLE 4

TOTAL VMT REDUCTION WITH RECOMMENDED MITIGATION MEASURES CAPCOA VMT Reduction Measure Description of Measure
Calculated
VMT
Reduction (%)
Future Planned and Recommended Improvements from Local Transportation Analysis1 Measure T-18: Provide Pedestrian Network Improvement
Recommended improvements to improve existing sidewalks and to construct new sidewalks along roadways where sidewalks currently do not exist. 2.12% Measure T-20: Expand Bikeway Network
Includes the planned bikeway network improvements within the Specific Plan area per the Kern Region Active Transportation Plan, and the additional recommended bikeway improvements within the Specific Plan area (includes only Class I, II and IV bikeway facilities).

0.06%
Measure T-25: Extend Transit Network Coverage or Hours
Recommended transit network improvements to expand the Taft Area Transit route and the Kern Transit Route 120 within the Specific Plan area. Recommendations also include expanding the hours of operation for both Taft Area Transit and Kern Transit Route 120.

0.53%
Subtotal Percent VMT Reduction: 2.69%2
Recommended Additional Mitigation Measures
Measure T-7: Implement Commute Trip Reduction Marketing Require larger employers within Specific Plan area to implement a marketing strategy to promote a commute trip reduction program that would educate employees about their transportation options to their places of employment such as carpooling, transit, bicycling or walking.

4.00%
Measure T-8: Provide Rideshare Program Require larger employers within Specific Plan area to implement a rideshare program for employees to encourage carpooling and reduce single-occupancy vehicle trips. 4.00% Measure T-10: Provide End-of-Trip Bicycle Facilities Assumes bicycle parking (racks) would be provided for all places of employment in Specific Plan area, with up to 25% of employers providing showers and lockers. 0.23% Measure T-11: Provide Employer-Sponsored Vanpool Assumes vanpools would be provided by the larger employers within Specific Plan. 2.27% Measure T-23: Provide Community-Based Travel Planning Travel advisors would visit all households within Specific Plan area to educate residents about various and alternative transportation options available to them. 0.59% Measure T-26: Increase Transit Service Frequency Increase transit service frequency to 30-minute headways throughout the day for both Taft Area Transit and Kern Transit Route 120. 0.96% Total Percent VMT Reduction With Additional Mitigation Measures: 13.90%2 Source: CAPCOA Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity (Final Draft, December 2021) 1 DRAFT Downtown Taft Specific Plan Local Transportation Analysis (Rick Engineering Company, May 27, 2022) 2 Subtotal and total percent VMT reductions were calculated using the CAPCOA diminishing effectiveness equation, and these values do NOT reflect the sum of the percent VMT reductions for the individual measures.
17 REFERENCES

1. State of California Office of Planning and Research, Technical Advisory on Evaluating Transportation Impacts in CEQA, December 2018.

2. Institute of Transportation Engineers (ITE), Trip Generation Manual, 11th Edition, September 2021.

3. Association of Environmental Professionals. 2019 CEQA Statute & Guidelines, January 1, 2019.

4. Rick Engineering Company, DRAFT Downtown Taft Specific Plan Local Transportation Analysis, May 27, 2022.

5. California Air Pollution Control Officers Association (CAPCOA), Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity, Final Draft, December 2021.
18 APPENDIX A