HomeMy WebLinkAboutStaff Report 7133
City of Palo Alto (ID # 7133)
City Council Staff Report
Report Type: Action Items Meeting Date: 8/15/2016
City of Palo Alto Page 1
Summary Title: 411-437 Lytton Ave: Appeal of the Planning and Community
Environment Director’s Archit
Title: PUBLIC HEARING: 411-437 Lytton Avenue [14PLN-00489]. To Consider
an Appeal of the Director of Planning and Community Environment’s
Architectural Review Approval of the Construction of a new Three Story
Mixed-use, Office and Residential Building (two units) and a 1,417 SF
Addition to an Existing Historic Category 2 Residence on two Lots to be
Merged. A two level Underground Parking Garage is Proposed to be
Constructed Under the new Mixed-use Building Adjacent to the Existing
Residential Building; Approval of a Mitigated Negative Declaration and
Mitigation and Monitoring Plan
From: City Manager
Lead Department: Planning and Community Environment
Recommendation:
That the City Council hold a public hearing and direct staff to prepare a Record of Land Use
Action to:
1. Adopt the Mitigated Negative Declaration and Mitigation Monitoring Program;
2. Deny the appeal; and
3. Approve the project based on the findings for Architectural Review and context
based zoning and conditions provided in the Director’s determination.
The Record of Land Use Action would be placed on the Council’s Consent Agenda for
approval at an upcoming meeting.
Executive Summary:
The City Council will consider an appeal of the Director of Planning and Community
Environment’s decision to adopt a Mitigated Negative Declaration and Mitigated Monitoring
Program and approve an Architectural Review application for a new mixed use commercial
building and addition to historic residential building at the subject site based on a
recommendation from the City’s Architectural Review Board.
City of Palo Alto Page 2
This report provides salient background and supporting information, but focuses primarily
on the appeal statements and findings required to make a decision on the project. The June
20, 2016 Council report (ID #6987) includes previous staff reports, minutes, environmental
documents and public correspondence, and is available online:
http://www.cityofpaloalto.org/civicax/filebank/blobdload.aspx?BlobID=52771.
The appellant asserts that the proposed project is incompatible in size and style with
neighborhood and nearby structures; creates safety, traffic and loading parking space
problems; and results in a loss of privacy from the use of a second story terrace and
fenestration placement (Attachment B). The project architect provided a response letter
addressing points raised by the appellant (Attachment C).
Staff’s review of the project finds it in conformance with applicable municipal regulations,
the City’s Comprehensive Plan, Zoning regulations and the Downtown Design Guidelines.
Notwithstanding staff’s conclusions, the project is subject to discretionary review and the
City Council may form their own opinion regarding findings related to the project’s
compatibility to the immediate environment, neighborhood character and providing safe
and convenient access to the property.
Background:
The project applicant, Hayes Group Architects on behalf of Ehikian & Company, filed an
application on December 9, 2014, which was the subject of two hearings at the
Architectural Review Board (ARB) and staff analysis. A mitigated negative declaration was
prepared and circulated for public review pursuant to CEQA, and the ARB’s March 17, 2016
recommendation to approve the project was not acted upon until after March 31, 2016 in
compliance with the City’s interim annual limit on the amount of new office/R&D space
that can be approved in a given fiscal year.
On May 26, 2016, the approval was appealed by Vincent Leong, and on June 20, 2016, the
City Council voted to remove the item from the consent agenda and schedule a public
hearing for the appeal. The project is a mixed use building at the northwest corner of
Lytton Avenue and Kipling Street. Some project details are summarized on the following
chart:
City of Palo Alto Page 3
Existing
Proposed1 Permitted or Required
Lot size
411 Lytton 2,843 SF
437 Lytton 12,188 SF
Total 15,031 SF 15,031 SF
Floor Area
411 Lytton 925 SF 2,342 SF
437 Lytton 7,426 SF
Office 7,426 SF 13,522 SF
Residential 925 SF 6,316 SF
Total 8,351 SF 22,180 SF 30,064 SF max
Floor Area
Ratio Total (0.56:1) Total (1.48:1) (2.0:1 for Mixed-use)
Residential (0.06:1) Residential (0.58:1) (1.0:1 for Residential)
Office (0.49:1) Office (0.90:1) (1.0:1 for Office)
Height/Stories 411 Lytton (17’) 1 story
429 University (22’)/2
stories
411 Lytton: 17’/1 story
437 Lytton: 40’/3 Stories
40’ 2
Parking 26 (onsite)
1 Residential
25 Office
65 (onsite)
5.5 Residential
54 Office
60 3
1 Assumes combined lots for comparison with proposed project and total square footage after additions
and demolition 2 Utility or mechanical features may exceed the height limit established in any district by no more than
fifteen feet under the restrictions set forth in PAMC 18.40.090.
3 Based on the mix of land uses and floor area 60 spaces are required.
The applicant’s proposal includes: 1) demolition of the existing two story office building; 2)
construction of a 40-foot tall, three-story, mixed use building; 3) 1,417 sf addition to the
historic residence; and 4) removal of the existing unpermitted carport. The proposal would
also include combining the two existing lots into one 15,031 sf parcel. The building is
contemporarily designed; project plans are available online:
http://www.cityofpaloalto.org/news/displaynews.asp?NewsID=2668&TargetID=319.
The Architectural Review Board’s (ARB) recommendations, Director’s determination, and
now the City Council’s action on this project must be based on required findings found in
Attachment A. The Director’s findings are available in Attachment D.
City of Palo Alto Page 4
Discussion:
On May 12, 2016, Vincent Leung (and 14 co-signers) filed an appeal citing concerns about
the project’s compatibility with the neighborhood, privacy concerns from the proposed
terrace and fenestration placement; safety, traffic and loading parking requirements. The
appellants concerns are summarized below with staff responses.
Aesthetic Quality
The appellant expresses concern with the project’s building size, style and massing, and
finds it out of context with Kipling Street and Lytton Avenue. The appellant mentions that
the 40-foot, three-story building is out of character with the one to two-story homes in the
area.
The vicinity comprises a mix of commercial and residential zoning districts. The boundary
between the commercial and residential districts is the property line of the subject
property. The properties along Lytton Avenue include higher intensity zoning, which allow
for larger buildings. Other larger buildings along Lytton Avenue include 530 Lytton (1.96:1
FAR), 401 Lytton (1.27:1 FAR), 379 Lytton (1.67:1 FAR) and 390 Lytton (2.09:1 FAR). The
project is required to comply with the required architectural review findings, context-based
design criteria and the Downton Design Guidelines.
The ARB evaluated the project and provided recommendations based on the required
findings and the context-based design criteria set forth in the municipal code.
Architectural Review Findings (PAMC 18.76.020(d))
As detailed more fully in the Director’s determination letter (Attachment D), the ARB
evaluated the project’s compatibility with nearby buildings and appropriateness of scale to
the street and built environment. The Board members evaluated this project in the context
of permitted development densities established in the municipal code and based on its
location in the downtown. The project is located within a Pedestrian Overlay area and the
Board recommended that the design of the building incorporate elements to accommodate
future retail tenants in the event that type of use locates in the building. The Board
members and Director concluded that the design is appropriately scaled for a mixed use
project with office (potential ground-floor retail) and housing units, which is encouraged in
the project’s zoning district. The project incorporates architectural features with façade
treatment, step-backs and modulation that provide a transition to adjacent buildings. The
building is designed to have active storefronts, with features like recessed entrances and
canopies that contribute to the pedestrian character of the Downtown District and would
work well if retail uses were to locate. The current project plans indicate the tenant space on
the first floor to be occupied by office users.
City of Palo Alto Page 5
Context-Based Design Criteria (PAMC 18.18.110)
The Context-Based Design Criteria require developments in a commercial district to be
responsible to its context and compatible with adjacent developments, and to promote the
establishment of pedestrian oriented design.
The Context-Based Design Criteria is established with the intent to indicate relationships
between the site’s development and adjacent street types, surrounding land uses and
nearby natural features. The word ‘context’ is not construed as a desire to replicate a
specific architectural style from existing surroundings, but rather to provide appropriate
transitions to those surroundings. It can be achieved when apparent scale and mass is
consistent with the pattern of achieving a pedestrian oriented design and when new
construction shares general characteristics and established design linkages with the overall
pattern of buildings so the visual unit of the street is maintained.
The appellant asserts that the project does not provide the necessary transition between
higher density development and lower density development. The appellant cites various
Comprehensive Plan policies that address transitions and compatibility.
While it is always possible to argue that one or more specific policies of the Comprehensive
Plan have not been adequately addressed, the City’s obligation is to determine whether – on
balance – the project is consistent with the Comprehensive Plan as a whole. The City’s
zoning implements the various policies of the Comprehensive Plan. The abutting properties
are zoned medium density residential. The project meets the requirements of the applicable
“daylight plane” development standard, which is a deliberate zoning tool used to provide
appropriate transitions between commercial and residentially zoned sites. The project is
also consistent with the Performance Standards of PAMC 18.23. These performance criteria
are intended to provide additional standards to be used in the design and evaluation of
developments in the multi-family, commercial, and industrial zones. The purpose is to
balance the needs of the uses within these zones with the need to minimize impacts to
surrounding neighborhoods and businesses. The criteria are intended to make new
developments and major architectural review projects compatible with nearby residential
and business areas, and to enhance the desirability of the proposed developments for the
site residents and users, and for abutting neighbors and businesses.
The ARB acknowledged the project has greater scale and height than other buildings
adjacent to the project site. Though the scale of the building is appropriate to accommodate
a mixed- use program that is permitted in the CD-C zone district. The ARB evaluated the
project and added conditions of approval, such as providing a break of the horizontal
element on the building, and providing a mix of trees and shrubs along the northern
property line adjacent to the garage ramp. In its recommendation, the ARB found that the
project would provide appropriate transition to its surroundings with pedestrian oriented
street façades and proper massing setbacks.
City of Palo Alto Page 6
Downtown Urban Design Guide
The Downtown Urban Design Guide (Guide) provides direction to the applicant, staff and
ARB regarding development and design in the downtown area. This advisory Guide divides
the downtown area into districts, each having a unique identity and design characteristics.
The project site is located within the Lytton Avenue District. The Guide reinforces Lytton
Avenue as an enlivened mixed commercial and residential district. The Guide states to
ensure that development respects the transition into the adjacent neighborhood, and
protect this residential area from incompatible encroachments of commercial buildings. The
increased street width as compared with University Avenue allows for larger scale of
individual buildings and lessens the dependence on 25-50 foot storefronts. Buildings in this
district are a mixture of architectural styles with a predominate height of two stories with
recent office construction of three stories. It is further recognized in the Guide that the
northern edge of Lytton Avenue contains a strong edge of commercial no deeper than one
lot and that this development pattern should be maintained to not allow further commercial
intrusion into the adjacent neighborhoods. The building rhythm also includes structures
broken into segments providing pockets of open space and courtyards.
The ARB found that the proposed building is consistent with the Guide’s recommendations
for the district. It was acknowledged by the Board that the interesting side of the building is
the rear with its variation and materials. The Board in recognizing the transition with the
adjacent neighborhood added conditions of approval that would better reinforce this
transition. The project is compatible in the Downtown urban context with buildings varying
in heights ranging from two to four stories. The proposed building incorporates upper level
setbacks to provide a transition in scale to adjacent buildings and provides a courtyard along
Lytton Avenue between the new building and the historic house.
Historic Character
The appellant raises concerns about the project’s potential impacts to the adjacent historic
building at 411 Lytton. Given the property includes a Category 2 building, the proposed
project was reviewed by the HRB at its March 10th hearing. The HRB discussed in detail the
adjacency of the historic structure and the proposed mixed-use building; and whether
merging the property would affect the historic status of the building. The HRB voted 4-2
(members Bower and Kohler voting no) to recommend to the ARB that the proposed project
is consistent with the Secretary of Interior Standards, subject to the third floor being
redesigned to reduce the perceived massing, which they viewed as creating an adverse
effect on the historic structure at 411 Lytton.
The project as reviewed by the ARB and approved by the Director included the revision to
the third floor as recommended by the HRB.
City of Palo Alto Page 7
Second Floor Terrace and Second Floor Windows Impacts on Privacy
The appellant raises concerns about the infringement of residential privacy from the project
since the project is adjacent to residential uses, and includes a second floor terrace and a
ground level garden. In addition, the appellant raises concerns about the placement of
second floor windows within the line of sight of the neighboring property.
As proposed, this second floor terrace is 650 square feet and is accessed from office spaces.
This terrace is 12’-8” from the finished grade and includes guardrails as well as a planter
with 10’-0” lineal depth on the western portion of the terrace and a planter with 7’-0” lineal
depth along the northeastern portion of the terrace. The rear terrace is separated from the
side yard of 340 Kipling (the adjacent property to the north) by 25’-0” (see Sheet A2.4 of
project plans). This setback area will include plantings with 12’ to 16’ tall evergreen Silver
Sheen Kohuhu variety (at the boundaries) and what would eventually become a 30’ to 45’
tall evergreen Brisbane Box tree (initially 24” box size).
The ARB recognized the potential impacts of the project on the adjacent properties. In their
recommendation they wanted to see in a mix of trees and shrubs where the project abuts
the Kipling properties; additional conditions regarding the use of the terrace; and to include
automatic shades for those second-floor offices that face the Kipling properties. The intent
of these conditions was to further make the project meet the required findings.
These recommendations have been included in the project’s conditions of approval.
One clarifying point is on Condition of Approval 10. The condition was intended to state:
10. Terrace Hours: The hours of the office terrace shall be limited between 9:00am
and 6:00pm on weekdays and occupancy on the weekends is prohibited. Amplified
sound is prohibited on the terrace.
However, a clerical error sent a previous version of the condition to the applicant along with
the approval letter for the project, which stated the hours of the terrace on the weekdays
between 8am and 6pm and allowed use of the terrace on the weekend. The applicant was
made aware of this inconsistency and agreed to no use of the terrace on the weekends. This
will be corrected in the final RULA following the Council’s action.
Parking and Traffic Impacts
Driveway location
The appellant raises concerns about the location of the garage entrance to the project’s 65
underground parking spaces. The appellant notes that the entrance is located close to the
Kipling/Lytton intersection and would lead to pedestrian safety issues and traffic delays. In
response, the project applicant submitted a traffic memo (Attachment E) that supplements
the August 10, 2015 traffic study submitted by the applicant.
City of Palo Alto Page 8
The study concluded with the implementation of the project, there would be no level of
service delay associated with Kipling/Lytton and Kipling/Everett during the peak hours daily
and no study intersection would be impacted greater than a second.
The project driveway is located approximately 75 feet from the Kipling Street/Lytton Avenue
intersection. A queue of greater than three vehicles from the intersection would block the
project driveway, preventing vehicles from entering and exiting the site and potentially
generating on-site queues.
Using standard analysis, the counted southbound volume at this intersection was found to
be less than 15 vehicles per hour. The resulting 95th percentile queue for is only equal to
one vehicle. With the addition of project trips, these queues are not expected to measurably
increase. The 95th percentile queue is not expected to block the project driveway during any
of the evaluated peak hours. The consultant also observed the intersection for any queuing
issues not accounted for in the queuing calculation. Observations revealed that the queuing
calculations fairly represent operations as only one vehicle experienced a delay of greater
than 10 seconds during each peak hour. This intersection is located between two signalized
intersections along Lytton Avenue, which create gaps for left-turning vehicles.
Pedestrian Safety
The study also evaluates bicycle and pedestrian impacts associated with the project. Lytton
Avenue is one of the few roadways with bike lanes in the project vicinity. The abandonment
of the existing driveway along Lytton Avenue creates a safer bicycle route along the
roadway. The Hexagon study provides pedestrian counts during the week and on Saturday.
Lytton Avenue had more pedestrian activity during the morning and afternoon peak
commute times, while Kipling had more pedestrian activity on Saturday. The project is
expected to generate little traffic on the weekend so the location of the driveway at Kipling
would provide fewer conflicts with pedestrians.
Loading Space
The appellant cites that the project does not meet the City’s parking requirements. The
project is considered a mixed-use project because it includes multiple uses on the same
property (office, two units on the upper floor and one detached unit). No off-street loading
parking is required for residential uses, however, general office space between 10,000 and
99,999 square feet requires one space.
Table 1 in PAMC 18.52.040 indicates how many off street loading spaces is required. This
project, like the recently approved project at 2515 El Camino Real is considered under
“Other Uses” for mixed-uses, since there is no direct requirement for mixed-use projects
and loading spaces. These determinations have in the past been based on case by case
conditions, practicality of providing loading space on-site and likelihood of being used as
City of Palo Alto Page 9
designed, given that many delivery drivers sometimes forgo on-site loading for more
convenient, and possibly illegal, temporary loading.
The location of the proposed loading space would replace the curb cut access to the existing
on-site parking lot along Lytton Avenue. While currently there is no parking allowed along
the project’s Lytton frontage, with the development of the project, there would be a publicly
available time-limited loading space.
Policy Implications:
The City’s Comprehensive Plan encourages owners to upgrade or replace existing
commercial properties so that commercial areas are more competitive and better serve the
community. In addition, the Comprehensive Plan established the Downtown area as being
suitable for mixed use. The proposed project would support maintaining and enhancing the
Downtown area as the central business district of the City, with a mix of commercial and
residential uses, promote quality design that recognizes the regional importance of the area
and reinforces its pedestrian character.
While it is always possible to argue that one or more specific policies of the Comprehensive
Plan have not been adequately addressed, the City’s obligation is to determine whether – on
balance – the project is consistent with the Comprehensive Plan as a whole. In this instance,
staff has determined that the project conforms to existing zoning regulations adopted to
implement the Comprehensive Plan and proposes a project that is in keeping with the
Comprehensive Plan’s vision for perpetuating Downtown as the City’s central business
district with an inviting pedestrian environment. In this appeal the Council is entitled to
reassess the evidence in the record to ensure that determination is correct.
The City Council’s consideration of this appeal of the Director of Planning and Community
Environment’s decision will largely be focused on a review of the Architectural Review and
context-based findings, and whether the Council agrees that these findings can be made
with regard to the proposed project. Below are the actions available to the City Council:
Direct staff to prepare a Record of Land Use Action for adoption on the Consent agenda
at an upcoming meeting to:
1. Deny the appeal and approve the project based on the Director’s findings and
conditions;
2. Uphold the appeal and approve the project with modifications or new conditions
needed to make the required findings;
3. Continue the appeal and request additional studies and/or redesign; or
4. Uphold the appeal and deny the project based on its failure to meet the required
findings, effectively requiring the applicant to redesign and resubmit a modified
project.
City of Palo Alto Page 10
Environmental Review:
The proposed project is subject to environmental review under provisions of the California
Environment Quality Act (CEQA). Pursuant to the requirements of the CEQA, a Draft Initial
Study and Mitigated Negative Declaration was prepared and circulated. With a required 20-
day public review, the comment period for this project was from February 24, 2016 to
March 14, 2016. The Initial Study/Mitigated Negative Declaration and the Mitigation
Monitoring Program is Attachment F in the June 20, 2016 Council Report at this link
http://www.cityofpaloalto.org/civicax/filebank/blobdload.aspx?BlobID=52771.
Attachments:
Attachment A: Architectural Review Findings and Context Based Criteria (PDF)
Attachment B: Appeal letter (PDF)
Attachment C: Applicant Response Letter (PDF)
Attachment D: Director's Decision Letter 4-28-2016 (PDF)
Attachment E: Traffic Response Memo 06-13-2016 (PDF)
Attachment F: Project Plans (DOCX)
Architectural Review Findings and Context-Based Criteria
Palo Alto Municipal Code 18.76.020 (d) Architectural Review Findings
Neither the director, nor the city council on appeal, shall grant architectural review approval,
unless it is found that:
(1)The design is consistent and compatible with applicable elements of the Palo Alto
Comprehensive Plan;
(2)The design is compatible with the immediate environment of the site;
(3)The design is appropriate to the function of the project;
(4)In areas considered by the board as having a unified design character or historical character,
the design is compatible with such character;
(5)The design promotes harmonious transitions in scale and character in areas between
different designated land uses;
(6)The design is compatible with approved improvements both on and off the site;
(7)The planning and siting of the various functions and buildings on the site create an internal
sense of order and provide a desirable environment for occupants, visitors and the general
community;
(8)The amount and arrangement of open space are appropriate to the design and the function
of the structures;(9)Sufficient ancillary functions are provided to support the main functions of the project and
the same are compatible with the project's design concept;
(10)Access to the property and circulation thereon are safe and convenient for pedestrians,
cyclists and vehicles;
(11)Natural features are appropriately preserved and integrated with the project;
(12)The materials, textures, colors and details of construction and plant material are appropriate
expression to the design and function and whether the same are compatible with the
adjacent and neighboring structures, landscape elements and functions;
(13)The landscape design concept for the site, as shown by the relationship of plant masses,
open space, scale, plant forms and foliage textures and colors create a desirable and
functional environment and whether the landscape concept depicts an appropriate unity
with the various buildings on the site;
(14)Plant material is suitable and adaptable to the site, capable of being properly maintained on
the site, and is of a variety which would tend to be drought-resistant and to reduce
consumption of water in its installation and maintenance;
(15)The project exhibits green building and sustainable design that is energy efficient, water
conserving, durable and nontoxic, with high-quality spaces and high recycled content
materials. The following considerations should be utilized in determining sustainable siteand building design:
(A) Optimize building orientation for heat gain, shading, daylighting, and natural
ventilation;
(B) Design of landscaping to create comfortable micro-climates and reduce heat island
effects:
(C) Design for easy pedestrian, bicycle and transit access;
(D) Maximize on site stormwater management through landscaping and permeablepaving;
(E) Use sustainable building materials;
(F) Design lighting, plumbing and equipment for efficient energy and water use;
(G) Create healthy indoor environments; and
(H) Use creativity and innovation to build more sustainable environments.
(16) The design is consistent and compatible with the purpose of architectural review as set forth
in subsection (a).
Palo Alto Municipal Code 18.18.110 Context-based Design Criteria
(a) Contextual and Compatibility Criteria
Development in a commercial district shall be responsible to its context and compatible with
adjacent development, and shall promote the establishment of pedestrian oriented design.
(1) Context
(A) Context as used in this section is intended to indicate relationships between the site's development to adjacent street types, surrounding land uses, and on-site or nearby natural
features, such as creeks or trees. Effective transitions to these adjacent uses and features
are strongly reinforced by Comprehensive Plan policies.
(B) The word "context" should not be construed as a desire to replicate existing
surroundings, but rather to provide appropriate transitions to those surroundings.
"Context" is also not specific to architectural style or design, though in some instances
relationships may be reinforced by an architectural response.
(2) Compatibility
(A) Compatibility is achieved when the apparent scale and mass of new buildings is
consistent with the pattern of achieving a pedestrian oriented design, and when new construction shares general characteristics and establishes design linkages with the overall
pattern of buildings so that the visual unity of the street is maintained.
(B) Compatibility goals may be accomplished through various means, including but not limited to:
(i) the siting, scale, massing, and materials;
(ii) the rhythmic pattern of the street established by the general width of the buildings
and the spacing between them; (iii) the pattern of roof lines and projections;
(iv) the sizes, proportions, and orientations of windows, bays and doorways;
(v) the location and treatment of entryways;
(vi) the shadow patterns from massing and decorative features;
(vii) the siting and treatment of parking; and
(viii) the treatment of landscaping.
(b) Context-Based Design Considerations and Findings
In addition to the findings for Architectural Review contained in Section 18.76.020(d) of the
Zoning Ordinance, the following additional findings are applicable in the CD district and
subdistricts:
(1) Pedestrian and Bicycle Environment
The design of new projects shall promote pedestrian walkability, a bicycle friendly environment, and connectivity through design elements such as:
A. Ground floor uses that are appealing to pedestrians through well-designed visibility
and access;
B. On primary pedestrian routes, climate and weather protection where possible, such as
covered waiting areas, building projections and colonnades, and awnings;
C. Streetscape or pedestrian amenities that contribute to the area's streetscape environment such as street trees, bulbouts, benches, landscape elements, and public
art;
D. Bicycle amenities that contribute to the area's bicycle environment and safety needs,
such as bike racks, storage or parking, or dedicated bike lanes or paths; and
E. Vehicle access from alleys or sidestreets where they exist, with pedestrian access from
the public street.
(2) Street Building Facades
Street facades shall be designed to provide a strong relationship with the sidewalk and the
street(s), to create an environment that supports and encourages pedestrian activity through
design elements such as:
A. Placement and orientation of doorways, windows, and landscape elements to create
strong, direct relationships with the street; B. Facades that include projecting eaves and overhangs, porches, and other architectural
elements that provide human scale and help break up building mass;
C. Entries that are clearly defined features of front facades, and that have a scale that is
in proportion to the size and type of the building and number of units being accessed;
larger buildings should have a more prominent building entrance, while maintaining a
pedestrian scale;
D. Residential units and storefronts that have a presence on the street and are not walled-
off or oriented exclusively inward;
E. Elements that signal habitation such as entrances, stairs, porches, bays and balconies
that are visible to people on the street;
F. All exposed sides of a building designed with the same level of care and integrity; G. Reinforcing the definition and importance of the street with building mass; and
H. Upper floors set back to fit in with the context of the neighborhood.
(3) Massing and Setbacks
Buildings shall be designed to minimize massing and conform to proper setbacks through
elements such as:
A. Rooflines that emphasize and accentuate significant elements of the building such as entries, bays, and balconies;
B. Design with articulation, setbacks, and materials that minimize massing, break down
the scale of buildings, and provide visual interest;
C. Corner buildings that incorporate special features to reinforce important intersections
and create buildings of unique architectural merit and varied styles;
D. Building facades articulated with a building base, body and roof or parapet edge;
E. Buildings set back from the property line to create an effective 12' sidewalk on El Camino Real, 8' elsewhere;
F. A majority of the building frontage located at the setback line; and
G. No side setback for midblock properties, allowing for a continuous street facade,
except when abutting low density residential.
(4) Low-Density Residential Transitions
Where new projects are built abutting existing lower-scale residential development, care shall be
taken to respect the scale and privacy of neighboring properties through:
A. Transitions of development intensity from higher density development building types to building types that are compatible with the lower intensity surrounding uses;
B. Massing and orientation of buildings that respect and mirror the massing of
neighboring structures by stepping back upper stories to transition to smaller scale
buildings, including setbacks and daylight planes that match abutting R-1 and R-2
zone requirements;
C. Respecting privacy of neighboring structures, with windows and upper floor balconies
positioned so they minimize views into neighboring properties; D. Minimizing sight lines into and from neighboring properties;
E. Limiting sun and shade impacts on abutting properties; and
F. Providing pedestrian paseos and mews to create separation between uses.
(5) Project Open Space
Private and public open space shall be provided so that it is usable for the residents, visitors,
and/or employees of a site. A. The type and design of the usable private open space shall be appropriate to the
character of the building(s), and shall consider dimensions, solar access, wind
protection, views, and privacy;
B. Open space should be sited and designed to accommodate different activities, groups,
active and passive uses, and should be located convenient to the users (e.g., residents,
employees, or public)
C. Common open spaces should connect to the pedestrian pathways and existing natural
amenities of the site and its surroundings;
D. Usable open space may be any combination of private and common spaces;
E. Usable open space does not need to be located on the ground and may be located in
porches, decks, balconies and/or podiums (but not on rooftops); F. Open space should be located to activate the street façade and increase "eyes on the
street" when possible;
G. Both private and common open space areas should be buffered from noise where
feasible through landscaping and building placement;
H. Open space situated over a structural slab/podium or on a rooftop shall have a
combination of landscaping and high quality paving materials, including elements such
as planters, mature trees, and use of textured and/or colored paved surfaces; and I. Parking may not be counted as open space.
(6) Parking Design
Parking needs shall be accommodated but shall not be allowed to overwhelm the character of the
project or detract from the pedestrian environment, such that:
A. Parking is located behind buildings, below grade or, where those options are not
feasible, screened by landscaping, low walls, etc.; B. Structured parking is fronted or wrapped with habitable uses when possible;
C. Parking that is semi-depressed is screened with architectural elements that enhance
the streetscape such as stoops, balcony overhangs, and/or art;
D. Landscaping such as trees, shrubs, vines, or groundcover is incorporated into surface
parking lots;
E. For properties with parking access from the rear of the site (such as a rear alley or
driveway) landscaping shall provide a visual buffer between vehicle circulation areas
and abutting properties; F. Street parking is utilized for visitor or customer parking and is designed in a manner
to enhance traffic calming;
G. For properties with parking accessed from the front, minimize the amount of frontage
used for parking access, no more than 25% of the site frontage facing a street should
be devoted to garage openings, carports, or open/surface parking (on sites with less
than 100 feet of frontage, no more than 25 feet);
H. Where two parking lots abut and it is possible for a curb cut and driveway to serve several properties, owners are strongly encouraged to enter in to shared access
agreements; and
I. Parking is accessed from side streets or alleys when possible.
(7) Large (Multi-Acre) Sites
Large (in excess of one acre) sites shall be designed so that street, block, and building patterns
are consistent with those of the surrounding neighborhood, and such that: A. New development of large sites maintains and enhances connectivity with a hierarchy
of public streets, private streets, walks and bike paths (integrated with Palo Alto's
Bicycle Master Plan, when applicable);
B. The diversity of building types increases with increased lot size (e.g., <1 acre =
minimum 1 building type; 1-2 acres = minimum 2 housing types; greater than 2 acres
= minimum 3 housing types); and
C. Where a site includes more than one housing type, each building type should respond
to its immediate context in terms of scale, massing, and design (e.g., Village
Residential building types facing or abutting existing single-family residences).
(8) Sustainability and Green Building Design Project design and materials to achieve sustainability and green building design should be
incorporated into the project. Green building design considers the environment during design and
construction. Green building design aims for compatibility with the local environment: to protect,
respect and benefit from it. In general, sustainable buildings are energy efficient, water
conserving, durable and nontoxic, with high-quality spaces and high recycled content materials.
The following considerations should be included in site and building design:
A. Optimize building orientation for heat gain, shading, daylighting, and natural ventilation.
B. Design landscaping to create comfortable micro-climates and reduce heat island
effects.
C. Design for easy pedestrian, bicycle, and transit access.
D. Maximize onsite stormwater management through landscaping and permeable
pavement.
E. Use sustainable building materials. F. Design lighting, plumbing, and equipment for efficient energy and water use.
G. Create healthy indoor environments.
H. Use creativity and innovation to build more sustainable environments. One example is
establishing gardens with edible fruits, vegetables or other plants to satisfy a portion
of project open space requirements.
I. Provide protection for creeks and riparian vegetation and integrate stormwater
management measures and open space to minimize water quality and erosion impacts to the creek environment.
J. Encourage installation of photovoltaic panels.
July 12, 2016
Mayor Pat Burt
City Council Members
City of Palo Alto
250 Hamilton Avenue, 7th floor
Palo Alto, CA 94301
Re: Appeal of 411-437 Lytton Avenue
Dear Mayor Burt and Fellow Council Members,
As the project applicant, representing my client Mr. Brad Ehikian, I wanted to address the concerns the
project appellants outlined in their appeal letter and to provide background information on the project.
Background Information
A Preliminary ARB hearing was conducted on June 19, 2014 where alternative architectural solutions for
the project were introduced at a concept level to the board and to the community. At this incipient stage,
before the many design professionals needed for the project are retained by the owner, modifications can
be easily made to address concerns of the board and neighbors. At this first public hearing, one
neighbor, Geetha Srikantan, who resides at 385 Waverley Street, expressed some concerns and
questions she had with the project. Following the hearing, the owner and I reached out to Ms. Srikantan
and worked together with her during the ensuing months to arrive at solutions that resulted in her support
of our solution. Her concerns, not unlike the appellant’s, focused on privacy, noise and height.
The only other neighbors that expressed concern over the project were the residents of 340 Kipling, Tim
and Jenny Williamson. The Williamsons submitted an email to the city on June 17, 2014, two days prior
to the preliminary ARB hearing. The email was forwarded to us after the hearing. When we reached out
to Ms. Srikantan, we also reached out to the Williamsons but did not hear back from them. Subsequently,
we learned that they had moved. The Williamson’s concerns, outlined in their email, centered on privacy
and building height. 340 Kipling, the former home of the Williamsons is the present home of Mr. Vincent
Leung, project appellant, and is two doors away from the project site. The 340 Kipling parcel is “L”
shaped. Along the street frontage there is a home separating 340 Kipling from the project site; at the rear,
the 340 Kipling site shares a side property line with the rear property line of the project site.
Following the preliminary ARB hearing and our outreach to the neighbors that expressed concerns, we
modified and developed the design, resolved Ms. Srikantan’s issues, and submitted the design
documents for formal ARB and planning review on December 9, 2014. On February 18, 2016, after
fourteen (14) months of internal city review as well as review by the city’s contracted outside planning
consultants, M Group, we had out first formal ARB hearing. It was at this hearing that we first met Mr.
Leung.
At this hearing, Mr. Leung expressed his concerns about visual and acoustic privacy to the board. On
March 17, 2016 the board made recommendation to the director for project approval and included
conditions to address Mr. Leung’s concerns over visual and acoustical privacy. Following the hearing, on
March 23, 2016, I reached out to Mr. Leung to better understand how we could address his concerns.
During this call, he expressed concerns about visual and acoustic privacy and also safety and traffic. On
April 26, 2016, the owner and I met with Mr. Leung to walk the site to indicate where the new building and
vehicular ramp would be located and to convey that we would provide traffic calming measures
suggested by Mr. Leung at the ramp entrance. At this meeting Mr. Leung suggested entering the
underground garage from Lytton Avenue. We said this was very problematic. Shortly thereafter the
appeal was filed.
Appeal Concerns
In Mr. Leung’s appeal letter the following concerns are raised:
1. Garage Entrance on Kipling
2. Second Floor Terrace and Windows
3. Compatibility
4. Lack of on-site Loading Space
I will address these aspects of the project to demonstrate compliance with city policies/precedents and
with the neighborhood context of the project.
Garage Entrance on Kipling
The project site is in the CD-C(P) zoning district. The (P) indicates a Pedestrian overlay district that
requires additional project features that promote pedestrian friendly environments. Driveway cuts are
discouraged. Building features like recesses, display windows and awnings are encourage as is the
future prospect of retailors occupying the ground floor spaces. Lytton Avenue is considered the main
bicycle and vehicular route with Class II bike lanes, the main frontage for potential retail uses and is the
main pedestrian route as established by pedestrian counts carried out by Hexagon Transportation
Consultants at the project site on Wednesday, June 1, 2016, Thursday June 2, 2016 and Saturday June
4, 2016. Driveways into city parking lots and underground private developments along Lytton are
commonly from the side street. This precedent is followed with 437 Lytton’s garage entrance on Kipling,
reinforcing the pedestrian orientation of Lytton Avenue.
Other positive aspects about the driveway entrance being on Kipling are:
1. The driveway separates the residential property from the commercial building increasing the
buffer zone.
2. More traffic on Lytton will conflict with ingress and egress from a Lytton garage entrance,
especially when it would be so close to the Kipling intersection.
3. A Kipling garage entrance allows for a larger plaza and landscape feature/buffer between the new
building and the historic 411 Lytton house.
4. A Lytton garage entrance will not work due to site dimension constraints for ramp length and
garage depth.
5. Context Based Design Criteria PAMC 18.18.110 (b)(1)E promotes “vehicle access from alleys or
side streets” and 18.18.110(b)(6)I states “parking is accessed from side streets or alleys when
possible”.
Second Floor Terrace and Windows
The rear terrace is separated from the side yard of 340 Kipling by a twenty-five (25’) foot landscaped
garden. The underground garage is not below this garden so that trees, hedges and other plants will
thrive in native soil. Along the new, six foot (6’) fence line tall, evergreen hedges and bamboo are planted
to provide a visual buffer to the neighbor’s yard. Additionally, a ten foot (10’) landscaped roof is provided
on two sides of the second floor terrace offering additional privacy.
The same the tall hedges continue along the ramp to the Kipling frontage providing a visual buffer to the
home next door. Additionally, a secondary wire-grid fence and trellis covered with vines provides more
landscape screening. No landscaping exists today. No buffer exists today. The proposed project will
provide more landscaped visual buffer than the existing condition.
The ARB conditioned the use of the terrace to the hours of 8AM-6PM M-F and 9AM-5PM on weekends.
However, after discussing this with staff who had reviewed this with the neighbor, we would be willing to
prohibit the outdoor use of the terrace on weekends as well to provide more privacy for the neeieghbors.
Complying with these conditions will be a requirement of the tenant’s lease.
The project’s rear, second floor windows were also conditioned by the ARB to have automatic shade
controls. We suggested to Mr. Leung that window film could also be provided on a portion of these
windows to further provide visual buffer to Mr. Leung’s second floor, dormer window fifty-five (55’) feet
away.
Compatibility
The project is on the edge of the downtown commercial zone to the south and the RMD residential
neighborhood to the north. Site development requirements are stricter in these transition areas of the
CD-C district than the more central area reducing the height to forty feet (40’) from fifty feet (50’),
requiring a daylight plane at the RMD boundary where none is otherwise required and requiring a ten foot
landscape buffer where none is otherwise required. The building mass and scale is in compliance with
these more severe site development requirements.
According to the Context Based Design Criteria in the PAMC, “compatibility is achieved when the
apparent scale and mass of new buildings is consistent with the pattern of achieving a pedestrian
oriented design, and when new construction shares general characteristics and design linkages with the
overall pattern of buildings so that the visual unity of the street is maintained.”
The pattern of development around the site consists of one to three-story commercial and residential
buildings. The building setbacks along Lytton are close to zero feet while those along Kipling are greater.
The proposed height of the project is two to three stories: two commercial floors stepping back to the third
floor residential use. Setbacks along Lytton are zero feet (0’) to twenty-six feet (26’) and along Kipling the
building aligns with the neighboring duplex’s setback as the setback decreases towards the corner of
Lytton. Compatibility is achieved by respecting the pattern of setbacks of the adjacent buildings.
Landscaped recesses in the building façade as well as raised planters relate to similar features in the
commercial development along Lytton. Additionally, the building steps down adjacent to the historic
residence to match the height of the two-story commercial building on the other side of the historic
residence. Drawing references from the residential neighborhood behind, the third-story residential roof
forms are sloped shed roofs and a Gambrel type roof creating design linkages to the pattern of building
forms in the neighborhood. Other project features like the landscaped entry courtyard with featured
artwork as well as deep sidewalk recesses with windows orient the project to the sidewalk and the public
realm maintaining the visual unity of the street.
Lack of on-site Loading Space
Unloading spaces are required, by observation they are not used when inconvenient and difficult to
access. Although required by 18.52.040 on-site unloading spaces in the Palo Alto’s downtown are nearly
non-existent. In many cases throughout the downtown, unloading spaces are provided in the alley
network behind parcels where they are convenient, allow for easy ingress and egress without having to
turn a truck around. The alleys are public ROW. In this case, since there are no existing on street
parking spaces in front of 437 Lytton and the existing Lytton driveway access is being removed we have
provided a convenient way for trucks to maneuver and make deliveries curbside, in the public ROW.
There is approximately 168 feet of curb space that will provide for the bus stop and the unloading zone.
Providing a 12’ x 45’ unloading space with a turn-around on site would be contrary to the goals of reduced
site paving to mitigate heat island effect and of providing a pedestrian friendly environment. Providing
this unloading space on site is impossible for these small sites.
If you are interested, the owner and I would like to meet with you to clarify project details. I will reach out
to you and each council member in the weeks leading up to the hearing. In the meantime, I can be
reached at the telephone number below or my email: khayes@thehayesgroup.com.
I look forward to presenting the project at the August 15, 2016 hearing.
Best regards,
Ken Hayes, AIA
President
Cc: Brad Ehikian
Memorandum
Date:
To:
From:
Subject:
June 13, 2016
Mr. Brad R. Ehikian, Ehikian & Company
Mr. Ken Hayes, Hayes Group Architects, Inc.
Gary Black
Ricky Williams
411 & 437 Lytton Avenue Response to Public Comments
This memorandum provides responses to the public comments to the 411 & 437 Lytton Avenue
Mixed-Use development in Palo Alto received on May 12, 2016 and signed by Mr. Vincent Leung.
The letter requested that Hexagon Transportation Consultants, Inc. provide additional analysis of intersection operations and pedestrian safety due to the increase in vehicle volumes on Kipling
Street that would occur due to the proposed project. This memorandum is intended supplement the
previous traffic study dated August 10, 2015. The primary concerns from the letter include:
1.The Kipling Street entrance and exit will need to provide capacity for more cars than it
currently does. The current parking area off of Kipling Street only has 4 parking spaces,
while the proposed project parking area will have 65 spaces. This increase in vehicles usingthis driveway will reduce pedestrian safety along Kipling Street.
2.Kipling Street is approximately 29 feet wide. When cars are parked on both sides of the
street it becomes too narrow for two-way traffic.
3.The close proximity of the project driveway and the intersection of Kipling Street/Lytton
Avenue may create operational issues due to southbound intersection queues.
4.The southbound delay at the Kipling Street/Lytton Avenue intersection should be addressed.
5.Operational issues at the driveway and intersection of Kipling Street/Lytton Avenue may
divert project trips towards the Kipling Street/Everett Avenue intersection.
The project consists of demolishing the existing two-story office building at 437 Lytton Avenue and
constructing a three story building with two floors of office space and two residential units. The size
of the existing office building is 7,426 square feet. The proposed new office space is 13,522 square feet. The existing house at 411 Lytton Avenue would be remodeled with one bedroom added.
Study intersections and Data Collection
Hexagon conducted AM, PM, and Saturday peak period traffic counts (including vehicle, pedestrian,
and bicycle volumes) in June of 2016 at the following study intersections:
1.Kipling Street & Lytton Avenue
2.Kipling Street & Everett Avenue
All new traffic counts can be found in Appendix A of this memorandum. The project site and
surrounding roadway network are shown on Figure 1.
411 & 437 Lytton Avenue June 13, 2016
Page | 2
Observed Conditions
Hexagon observed existing traffic operations at both study intersections to note any issues that would not be represented in calculations. No operational issues were noted for the intersection of
Kipling Street and Everett Avenue.
During the AM peak hour, queues from the intersection of Waverly Street/Lytton Avenue occasionally backed up to the intersection of Kipling Street/Lytton Avenue. During the PM peak
hour, queues from Cowper Street/Lytton Avenue occasionally backed up to this intersection as well.
In both instances, the spillback into the intersection cleared quickly enough that no significant operational issues or excess delays were created.
Kipling Avenue is a relatively narrow and low-volume roadway with on-street parking allowed on
both sides of the road. When street parking is occupied along both sides, the roadway has approximately 16 feet of clearance for two-way traffic. The narrowed roadway acts as a traffic
calming device, preventing vehicles from travelling at high speeds along Kipling Street and from
quickly entering or exiting driveways.
Project Trip Distribution and Assignment
New trips generated by the project were estimated in the previous memorandum prepared by
Hexagon dated August 10, 2015. In summary, after trip credits have been applied due to the
demolition of the existing buildings, the project is estimated to generate a net total of 10 new trips during the AM peak hour (7 inbound and 3 outbound), and 10 new trips during the PM peak hour (2
inbound and 8 outbound). The project is also estimated to generate 4 new trips during the Saturday
peak hour (2 inbound and 2 outbound).
The proposed project trips and the existing use trips were assigned to the surrounding roadway
network based on the existing travel patterns in the study area and the locations of complementary
land uses. The net trips generated by the project are shown on Figure 1.
Table 1 Project Trip Generation
Daily Daily Pk-Hr Pk-Hr
Land Use ITE Code Trip Rates Trips Rate In Out Total Rate In Out Total Rate In Out Total
Existing Use
Office Space1 710 7,426 s.f.11.03 82 1.56 11 1 12 1.49 2 9 11 0.43 2 1 3
Single-Family Detached 2 210 1 unit 9.52 10 0.75 0 1 1 1.00 1 0 1 0.93 0 1 1
Total Existing 91 11 2 13 3 9 12 2 2 4
Proposed Use
Office Space1 710 13,522 s.f.11.03 147 1.56 18 3 21 1.49 3 17 20 0.43 3 3 6
Single-Family Detached 2 210 1 unit 9.52 10 0.75 0 1 1 1.00 1 0 1 0.93 0 1 1
Apartments 3 220 2 unit 6.65 13 0.51 0 1 1 0.62 1 0 1 0.52 1 0 1
Total Proposed 170 18 5 23 5 17 22 4 4 8
Net Project Trips (Proposed - Existing)78 7 3 10 2 8 10 2 2 4
Notes:
1 Rates based on ITE Land Use Code 710 (General Office), average rate.
2 Rates based on ITE Land Use Code 210 (Single-Family Detached Housing), average rate.
3 Rates based on ITE Land Use Code 220 (Apartment), average rate.
Source: Institute of Traffic Engineers, Trip Generation Manual, 9th Edition, 2012.
Trips
Saturday Peak
Size
AM Peak Hour PM Peak Hour
Trips Trips
411 & 437 Lytton Avenue June 13, 2016
Page | 4
Trips at Project Driveway
The proposed project would have a 65 space parking garage with access via a driveway along Kipling Street. The project would abandon an existing driveway off of Lytton Avenue. Based on the
project trip generation, the project would generate 23 trips during the AM peak hour (18 inbound
and 5 outbound), and 22 trips during the PM peak hour (5 inbound and 17 outbound) at this driveway. This is approximately equal to one new trip every three minutes during the peak hour.
Given this modest number and the low volume on Kipling Street, there would be no issues with
traffic getting in and out of the project driveway. The project is also estimated to generate 8 trips during the Saturday peak hour (4 inbound and 4 outbound).
Intersection Operations
The two study intersections were evaluated for level of service. Level of service is a qualitative
description of operating conditions ranging from LOS A, or free-flow conditions with little or no delay, to LOS F, or jammed conditions with excessive delays. Level of service at unsignalized
intersections was based on the 2000 Highway Capacity Manual (2000 HCM) method. This method
is applicable for two-way stop-controlled intersections. For two-way stop-controlled intersections, the reported level of service represents the highest average delay from the minor (stop-controlled)
street movements and left-turn movements from the major street. The delay and corresponding
level of service at unsignalized, stop-controlled intersections are presented in Table 2.
Table 2 Unsignalized intersection Level of Service Definitions Based on Delay
The LOS calculations show that the existing delays are equal to LOS C or better, which is indicative
of relatively short waiting times (see Table 3).
411 & 437 Lytton Avenue June 13, 2016
Page | 5
Table 3 Intersection Level of Service
Intersection Period LOS Delay1 Direction LOS Delay1 Direction
Incr. in
Delay
AM B 13.9 NB B 14.8 SB 0.9
PM C 17.7 NB C 18.0 NB 0.3
Wknd C 15.4 SB C 15.4 SB 0.0
AM A 9.4 NB A 9.4 NB 0.0
PM A 9.7 SB A 9.7 NB 0.0
Wknd A 9.6 NB A 9.6 NB 0.0
Notes:
Kipling Street &
Lytton Avenue
Kipling Street &
Everett Avenue
Existing Plus ProjectExisting
1 Intersection delay for two-way stop intersection represents the highest average delay (in seconds) from the minor
(stop-controlled) street movement.
Level of Service Analysis Results
The results of the level of service analysis shows that the two study intersections operate at a LOS
C or better during all time periods. With the addition of the project trips, neither intersection will experience an increase in delay greater than one (1) second, nor will they experience a degradation in LOS rating. Due to the acceptable conditions at the intersection of Kipling Street/Lytton Avenue,
no additional project trips are expected to divert towards the intersection of Kipling Street/Everett Avenue, beyond those initially assigned to this direction.
Intersection Queuing
A queuing analysis for the combined southbound turning movements at Kipling Street and Lytton
Avenue was conducted to evaluate whether or not vehicle queuing on Kipling Street would extend beyond the project driveway. The basis of the analysis is as follows: (1) the Poisson probability distribution is used to estimate the 95th percentile maximum number of queued vehicles for a
particular movement; (2) the estimated maximum number of vehicles in the queue is translated into a queue length, assuming 25 feet per vehicle; and (3) the estimated maximum queue length is
compared to the existing or planned available storage capacity for the movement.
The project driveway is located approximately 75 feet from the Kipling Street/Lytton Avenue intersection. A queue of greater than three vehicles from the intersection would block the project
driveway, preventing vehicles from entering and exiting the site and potentially generating on-site
queues.
The counted southbound volume at this intersection was found to be less than 15 vehicles per hour.
The resulting 95th percentile queue for is only equal to one vehicle (see Table 4). With the addition
of project trips, these queues are not expected to measurably increase. The 95th percentile queue is not expected to block the project driveway during any of the evaluated peak hours.
Observed Conditions
Hexagon observed this intersection for any queuing issues not accounted for in the queuing calculation. Southbound vehicles and eastbound left-turning vehicles were timed to determine delay
from the moment they stopped, to the time they cleared the intersection during both the AM and PM
weekday peak hours. Observations revealed that the queuing calculations and 2000 HCM delay
411 & 437 Lytton Avenue June 13, 2016
Page | 6
calculations fairly represent operations as only one vehicle experienced a delay of greater than 10
seconds during each peak hour. This intersection is located between two signalized intersections along Lytton Avenue, which create gaps for left-turning vehicles.
Table 4 Queuing Table
Measurement AM PM Wknd
Existing
Cycle/Delay1 (sec)13.8 12.4 15.4
Volume (vphpl )7 12 11
Avg. Queue (veh/ln.)0.0 0.0 0.0
Avg. Queue2 (ft./ln)1 1 1
95th %. Queue (veh/ln.)1 1 1
95th %. Queue (ft./ln)25 25 25
Storage (ft./ ln.)75 75 75
Adequate (Y/N)Y Y Y
Existing plus Project
Cycle/Delay1 (sec)14.8 14.5 15.4
Volume (vphpl )11 26 15
Avg. Queue (veh/ln.)0 0.1 0.1
Avg. Queue2 (ft./ln)1 3 2
95th %. Queue (veh/ln.)1 1 1
95th %. Queue (ft./ln)25 25 25
Storage (ft./ ln.)75 75 75
Adequate (Y/N)Y Y Y
Notes:
2 Assumes 25 feet per vehicle queued.
1 Vehicle queue calculations based on cycle length for signalized intersections, and
movement delay for unsignalized intersections.
Kipling Street & Lytton Avenue
SB - All Movements
411 & 437 Lytton Avenue June 13, 2016
Page | 7
Bicycle and Pedestrian Facilities Evaluation
The intersection of Kipling Street and Lytton Avenue has crosswalks on all four legs. Sidewalks
exist along all roadway frontages in the project vicinity. Existing bicycle facilities in the project vicinity include Class II bicycle lanes along Lytton Avenue.
The project is proposing a single driveway along Kipling Street. Concerns for this driveway were
raised due to the pedestrian volumes along Kipling Street and the pedestrian access to Johnson Park provided along Kipling. The comments also suggested the possibility of providing the project
driveway along Lytton Avenue. Hexagon conducted AM, PM, and Saturday pedestrian counts at the
two study intersections, detailing the directions from which pedestrian were arriving, and to which pedestrians were departing. At the locations of the potential project driveways, the counts (see
Table 5) showed that pedestrian volumes along Lytton Avenue were greater during the AM and PM
peak hours. Perhaps due to residents walking to the park, pedestrian volumes were greater along Kipling Street during the Saturday peak hour. The pedestrian counts can be found in Appendix A.
Hexagon agrees that minimizing the amount of pedestrian/vehicle interface is desirable. This
project is primarily an office development, which would generate very little traffic on weekends. Therefore, to minimize pedestrian/vehicle conflicts, it would be best to locate the driveway on
Kipling Street, as proposed, because it has lower AM and PM peak hour pedestrian volumes.
Table 5 Pedestrian Counts along Project Frontage Sidewalks
NB SB Total EB WB Total
AM 2 7 9 19 11 30
PM 8 12 20 13 14 27
Saturday 13 19 32 10 7 17
Kipling Street Lytton AvenuePeak
Hour
Lytton Avenue is one of the few roadways with bike lanes in the project vicinity. The abandonment of the existing site driveway along Lytton Avenue creates a safer bicycle route along the roadway.
The project as proposed is not expected to have any negative effects on pedestrian and bicycle
circulation.
Conclusions
The intersections that provide access to the site along Kipling Street are operating at acceptable
levels of service, and the project would not create a noticeable change. The proposed project
driveway along Kipling Street is approximately 75 feet from the intersection of Kipling Street/Lytton Avenue. A queue of three vehicles in the southbound direction at this intersection could block the
project driveway. Based on the existing volumes and the existing plus project volumes, the 95th percentile queue in the southbound direction is not expected to be longer than one vehicle. These calculations were confirmed through field observations in which very few vehicles experienced
delays greater than 10 seconds.
Pedestrian volumes along Lytton Avenue are greater than pedestrian volumes along Kipling Street
during the weekday AM and PM peak hours. It is during these peak hours that the proposed project
would generate a high majority of it’s in and out trips. The location of the project driveway off of Kipling Street creates a safer pedestrian environment because it would result in the fewest
pedestrian-vehicle conflicts.
Appendix A
New Traffic Counts, Pedestrian Counts, Bicycles on Roadway Counts
KIPLING ST KIPLING STLYTTON AVELYTTON AVE
(303) 216-2439www.alltrafficdata.net
Location:1 KIPLING ST & LYTTON AVE Noon
Saturday, June 04, 2016Date and Start Time:
Peak Rolling Hour Flow Rates
Peak Hour - All Vehicles
Traffic Counts
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles in Crosswalk
Peak Hour:12:45 PM - 01:45 PM
Peak 15-Minutes:12:45 PM - 01:00 PM
11 22
350
344
5443
340
346
0.93
N
S
EW
0.44
0.90
0.87
0.96
(64)(35)
(987)
(1,000)
(976)
(987)
(162)(131)
2 08
6
323
20
22
309
7
1
2
1
19 9 260
LYTTON AVE
LYTTON AVE
KIPLING ST
KIPLING ST
24
41
41
32
N
S
EW
22
19
1922
13 11
24
8
Left Thru Right Total
EastboundInterval
Start Time RollingHour West East South North
Pedestrain Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn
12:00 PM 0 9 1 0 1 002810769 186 12 5 9 87274291
12:15 PM 0 4 4 0 1 100730963 175 14 4 6 473782100
12:30 PM 0 4 3 0 2 003590375 163 4 8 12 37445360
12:45 PM 0 7 2 0 4 000780593 203 16 6 8 77555072
1:00 PM 0 5 4 0 3 102750881 196 4 17 16 87307460
1:15 PM 0 6 1 0 1 023790575 182 8 5 8 17216130
1:30 PM 0 1 2 0 0 002771274 174 4 13 7 773241100
1:45 PM 0 1 0 0 2 002780573 178 4 15 11 57258270
2:00 PM 0 4 2 0 2 402770777 187 8 5 3 67142163
2:15 PM 0 9 1 0 2 011830281 193 5 10 7 36421
2:30 PM 0 8 1 0 0 002670373 167 6 3 10 63271
2:45 PM 0 3 0 0 1 101730469 167 4 8 11 56171
Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeftThruRightU-Turn Left Thru RightU-TurnLeftThruRightU-Turn
Articulated Trucks 0 0 0 0 0 0000000 00000
Lights 19 9 26 8 1 2730522193176 7442100
Mediums 0 0 0 0 0 0040160 110000
Total 7 309 22 20 323 6 19 9 26 8 1 2 7552100
KIPLING ST KIPLING STEVERETT AVEEVERETT AVE
(303) 216-2439www.alltrafficdata.net
Location:2 KIPLING ST & EVERETT AVE Noon
Saturday, June 04, 2016Date and Start Time:
Peak Rolling Hour Flow Rates
Peak Hour - All Vehicles
Traffic Counts
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles in Crosswalk
Peak Hour:02:00 PM - 03:00 PM
Peak 15-Minutes:02:00 PM - 02:15 PM
5 11
87
84
179
85
90
0.88
N
S
EW
0.67
0.87
0.69
0.82
(27)(16)
(237)
(230)
(250)
(233)
(51)(30)
3 01
3
80
4
4
79
2
0
0
1
7 6 40
EVERETT AVE
EVERETT AVE
KIPLING ST
KIPLING ST
14
6
8
11
N
S
EW
3
3
35
4 10
4
7
Left Thru Right Total
EastboundInterval
Start Time RollingHour West East South North
Pedestrain Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn
12:00 PM 0 3 0 0 0 002170123 47 3 0 1 41840100
12:15 PM 0 2 2 0 0 000170123 48 3 8 10 41822010
12:30 PM 0 2 3 0 1 000170119 46 8 4 4 91640030
12:45 PM 0 1 0 0 1 202210113 43 3 4 5 91621010
1:00 PM 0 1 4 0 0 100100321 45 6 3 8 31592021
1:15 PM 1 1 0 0 0 00015019 30 3 2 5 21691002
1:30 PM 0 3 2 0 0 000230016 44 0 8 2 01850000
1:45 PM 0 2 0 0 0 200170017 40 5 2 4 11851001
2:00 PM 0 3 2 0 0 000200322 55 1 5 1 11942012
2:15 PM 0 2 2 0 0 002160121 46 3 0 3 40110
2:30 PM 0 1 2 0 1 100190018 44 5 1 0 60110
2:45 PM 0 1 0 0 0 000240019 49 2 0 4 22111
Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeftThruRightU-Turn Left Thru RightU-TurnLeftThruRightU-Turn
Articulated Trucks 0 0 0 0 0 0000000 00000
Lights 7 6 4 1 1 327944803 1940000
Mediums 0 0 0 0 0 0000000 00000
Total 2 79 4 4 80 3 7 6 4 1 1 3 1940000
KIPLING ST KIPLING STLYTTON AVELYTTON AVE
(303) 216-2439www.alltrafficdata.net
Location:1 KIPLING ST & LYTTON AVE AM
Wednesday, June 1, 2016Date and Start Time:
Peak Rolling Hour Flow Rates
Peak Hour - All Vehicles
Traffic Counts
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles in Crosswalk
Peak Hour:08:45 AM - 09:45 AM
Peak 15-Minutes:09:00 AM - 09:15 AM
7 18
518
270
927
283
502
0.96
N
S
EW
0.58
0.95
0.56
0.92
(35)(31)
(1,524)
(746)
(1,492)
(749)
(40)(71)
4 01
12
495
11
14
265
4
0
0
2
3 2 40
25
11
45
23
N
S
EW
5
6
2322
13 12
17
6
Left Thru Right Total
EastboundInterval
Start Time
Rolling
Hour West East South North
Pedestrain Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn
7:00:00 AM 0 3 0 0 3 1104900125 184 2 2 4 57421010
7:15:00 AM 0 1 0 0 1 0005201100 159 3 0 6 67711021
7:30:00 AM 0 1 0 0 2 0015503121 185 0 3 3 17941010
7:45:00 AM 0 1 0 0 0 2025803139 214 7 6 9 68053240
8:00:00 AM 0 1 1 0 0 3007005127 213 2 1 7 57932121
8:15:00 AM 0 0 0 0 1 1005206116 182 1 4 4 37920231
8:30:00 AM 0 1 0 0 1 4015812122 196 3 2 6 48121410
8:45:00 AM 0 1 1 0 0 0027101118 202 3 0 9 68174220
9:00:00 AM 0 1 0 0 0 0007003125 212 9 2 8 68096412
9:15:00 AM 0 1 1 0 1 1015703130 202 7 1 14 33400
9:30:00 AM 0 0 0 0 0 1016704122 201 4 6 11 91212
9:45:00 AM 0 3 0 0 0 0025402123 194 3 3 12 62152
Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeftThruRightU-Turn Left Thru RightU-TurnLeftThruRightU-Turn
Articulated Trucks 0 0 0 0 0 0000010 10000
Lights 3 2 4 1 2 34252141145512 7630000
Mediums 0 0 0 0 0 101300390 530000
Total 4 265 14 11 495 12 3 2 4 1 2 4 8170000
KIPLING ST KIPLING STEVERETT AVEEVERETT AVE
(303) 216-2439www.alltrafficdata.net
Location:2 KIPLING ST & EVERETT AVE AM
Wednesday, June 1, 2016Date and Start Time:
Peak Rolling Hour Flow Rates
Peak Hour - All Vehicles
Traffic Counts
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles in Crosswalk
Peak Hour:09:00 AM - 10:00 AM
Peak 15-Minutes:09:00 AM - 09:15 AM
5 7
59
67
149
71
66
0.89
N
S
EW
0.42
0.87
0.70
0.85
(15)(16)
(179)
(159)
(187)
(158)
(32)(24)
2 01
2
55
0
6
62
2
2
1
2
8 3 21
15
5
19
8
N
S
EW
2
3
712
9 6
7
1
Left Thru Right Total
EastboundInterval
Start Time
Rolling
Hour West East South North
Pedestrain Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn
7:00:00 AM 0 0 0 0 1 00190012 25 2 0 0 01041010
7:15:00 AM 0 1 0 0 0 10040114 21 2 0 3 31100000
7:30:00 AM 0 0 0 0 0 20040017 23 1 1 7 11180000
7:45:00 AM 0 1 0 0 1 100150014 35 0 0 1 31340120
8:00:00 AM 0 0 0 0 0 000160015 31 3 1 5 101320000
8:15:00 AM 0 0 0 0 0 200110012 29 0 3 3 51432020
8:30:00 AM 0 2 1 0 1 100130114 39 2 1 3 31451131
8:45:00 AM 0 1 3 0 0 00180117 33 1 0 4 61441010
9:00:00 AM 1 2 1 0 1 000161016 42 4 2 3 71493010
9:15:00 AM 0 1 2 0 0 010140011 31 4 2 10 41001
9:30:00 AM 0 4 0 0 0 201141014 38 0 0 2 10101
9:45:00 AM 0 1 0 0 0 001180014 38 0 1 4 32110
Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeftThruRightU-Turn Left Thru RightU-TurnLeftThruRightU-Turn
Articulated Trucks 0 0 0 0 0 0000000 00000
Lights 7 3 2 1 2 215660552 1411210
Mediums 1 0 0 0 0 0160000 80000
Total 2 62 6 0 55 2 8 3 2 1 2 2 1491210
KIPLING ST KIPLING STLYTTON AVELYTTON AVE
(303) 216-2439www.alltrafficdata.net
Location:1 KIPLING ST & LYTTON AVE PM
Wednesday, June 1, 2016Date and Start Time:
Peak Rolling Hour Flow Rates
Peak Hour - All Vehicles
Traffic Counts
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles in Crosswalk
Peak Hour:05:15 PM - 06:15 PM
Peak 15-Minutes:05:30 PM - 05:45 PM
12 23
365
500
4238
514
372
0.95
N
S
EW
0.50
0.88
0.58
0.86
(56)(37)
(1,068)
(1,504)
(1,073)
(1,520)
(100)(92)
9 01
10
340
15
21
483
10
0
0
2
23 3 160
32
18
36
12
N
S
EW
5
13
1125
19 13
2
10
Left Thru Right Total
EastboundInterval
Start Time
Rolling
Hour West East South North
Pedestrain Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn
4:00:00 PM 0 1 1 0 2 1021310183 233 7 8 18 69201352
4:15:00 PM 0 3 1 0 1 0011060292 220 7 11 15 39144442
4:30:00 PM 0 4 0 0 0 0021310276 229 11 2 12 109107241
4:45:00 PM 0 1 2 0 1 1021310680 238 3 6 5 79273056
5:00:00 PM 0 2 0 0 0 1021341274 227 3 5 11 79152180
5:15:00 PM 0 6 0 0 1 0021080382 216 4 6 11 129336305
5:30:00 PM 0 8 2 0 0 2011430472 246 0 5 9 89245180
5:45:00 PM 0 5 1 0 0 0021100490 226 5 1 8 49076233
6:00:00 PM 0 4 0 0 0 0051220496 245 3 6 6 78904451
6:15:00 PM 0 3 0 0 0 000950396 207 4 0 7 33241
6:30:00 PM 0 3 1 0 0 1031210481 229 4 5 10 106234
6:45:00 PM 0 2 1 0 1 0001160184 209 8 7 9 93100
Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeftThruRightU-Turn Left Thru RightU-TurnLeftThruRightU-Turn
Articulated Trucks 0 0 0 0 0 0000000 00000
Lights 23 3 16 1 2 91046920143229 8980000
Mediums 0 0 0 0 0 001411181 350000
Total 10 483 21 15 340 10 23 3 16 1 2 9 9330000
KIPLING ST KIPLING STEVERETT AVEEVERETT AVE
(303) 216-2439www.alltrafficdata.net
Location:2 KIPLING ST & EVERETT AVE PM
Wednesday, June 1, 2016Date and Start Time:
Peak Rolling Hour Flow Rates
Peak Hour - All Vehicles
Traffic Counts
Note: Total study counts contained in parentheses.
Peak Hour - Pedestrians/Bicycles in Crosswalk
Peak Hour:05:45 PM - 06:45 PM
Peak 15-Minutes:06:00 PM - 06:15 PM
5 5
132
110
177
105
137
0.93
N
S
EW
0.63
0.94
0.53
0.91
(21)(25)
(355)
(293)
(373)
(289)
(47)(29)
2 03
0
131
1
4
98
3
0
0
0
4 2 92
10
0
17
6
N
S
EW
0
0
116
7 3
2
4
Left Thru Right Total
EastboundInterval
Start Time
Rolling
Hour West East South North
Pedestrain Crossings
U-Turn
Westbound Northbound Southbound
Left Thru RightU-Turn Left Thru RightU-Turn Left Thru RightU-Turn
4:00:00 PM 0 3 0 0 0 201210124 55 2 1 4 12262010
4:15:00 PM 0 1 1 0 0 001250026 59 3 1 2 42391031
4:30:00 PM 0 3 1 0 2 001230132 65 6 1 2 32381010
4:45:00 PM 0 3 0 0 0 400140123 47 3 0 1 12300002
5:00:00 PM 0 0 1 0 1 000250040 68 0 1 1 22430100
5:15:00 PM 0 0 1 0 1 302200125 58 6 3 4 102452012
5:30:00 PM 0 3 2 0 0 101190029 57 2 3 3 52491010
5:45:00 PM 0 0 1 0 1 001210132 60 0 0 2 32591011
6:00:00 PM 0 4 1 0 0 001250035 70 1 0 4 12470031
6:15:00 PM 0 0 0 0 1 000250032 62 3 0 7 12020
6:30:00 PM 2 0 0 0 1 001270032 67 2 0 4 21030
6:45:00 PM 0 1 2 0 0 100240018 48 3 5 5 60110
Vehicle Type Left Thru Right
Eastbound
U-Turn
Westbound Northbound Southbound
TotalLeftThruRightU-Turn Left Thru RightU-TurnLeftThruRightU-Turn
Articulated Trucks 0 0 0 0 0 0000000 00000
Lights 4 2 9 3 0 2397411310 2580020
Mediums 0 0 0 0 0 0010000 10000
Total 3 98 4 1 131 0 4 2 9 3 0 2 2590020
AM NORTH WEST NORTH EAST
7:00 3 3 0 3
7:15 0 0 0 8
7:30 1 1 0 3
7:45 0 3 2 1
8:00 1 4 2 1
8:15 0 1 1 1
8:30 1 2 1 2
8:45 2 0 1 4
9:00 4 5 1 2
9:15 1 3 2 0
9:30 0 7 0 2
9:45 2 4 3 3
PEAK 7 19 6 7
PM
4:00 2 2 3 10
4:15 2 4 4 4
4:30 7 2 3 7
4:45 1 5 1 6
5:00 0 1 0 7
5:15 0 6 6 6
5:30 2 4 1 5
5:45 0 2 2 4
6:00 1 0 4 6
6:15 2 2 0 2
6:30 2 5 1 3
6:45 5 4 5 6
Peak 12 13 11 27
SAT
12:00 PM 2 2 5 5
12:15 PM 8 1 3 7
12:30 PM 0 2 4 6
12:45 PM 10 3 1 11
1:00 PM 1 4 6 8
1:15 PM 6 0 2 4
1:30 PM 1 3 6 5
1:45 PM 2 2 7 7
2:00 PM 1 6 2 5
2:15 PM 0 0 5 5
2:30 PM 2 3 2 5
2:45 PM 2 3 0 12
PEAK 19 10 14 32
PEDESTRIAN COUNT-APPROACH
1 KIPLING ST & LYTTON AVE
FROM FROM
NE CORNERNW CORNER
AM NORTH WEST DIDN’T CROSS NORTH EAST DIDN’T CROSS SOUTH WEST DIDN’T CROSS SOUTH EAST DIDN’T CROSS
7:00 1 3 0 2 2 0 0 4 0 2 4 2
7:15 0 5 0 0 1 1 3 1 0 2 3 0
7:30 0 1 0 0 0 0 0 3 0 4 3 0
7:45 0 1 0 0 4 0 6 2 0 1 2 0
8:00 1 2 0 0 4 0 1 2 0 2 5 0
8:15 0 1 0 2 1 1 1 3 0 1 2 0
8:30 2 3 0 0 3 0 3 4 0 1 0 0
8:45 0 4 0 0 3 1 1 4 0 1 6 0
9:00 1 3 0 2 4 0 2 11 0 1 2 1
9:15 1 2 1 0 1 0 2 5 1 0 6 0
9:30 0 3 0 0 2 1 3 9 0 3 7 0
9:45 0 3 1 1 5 0 1 3 1 1 7 0
PEAK 2 11 2 3 12 1 8 28 2 5 22 1
PM
4:00 1 7 0 2 2 1 0 12 0 5 8 0
4:15 1 1 0 0 8 2 1 12 0 2 5 1
4:30 3 3 0 1 2 2 8 7 0 3 2 3
4:45 3 3 0 1 5 0 0 5 1 3 3 3
5:00 1 3 0 2 2 2 0 7 1 1 5 1
5:15 2 4 0 1 5 2 2 7 0 4 6 0
5:30 1 4 0 0 4 1 0 6 0 4 4 1
5:45 1 4 0 0 1 1 1 8 2 2 2 1
6:00 2 4 1 2 1 2 2 4 2 1 0 2
6:15 0 0 0 0 2 0 1 4 2 4 3 2
6:30 2 2 0 1 5 1 0 4 0 2 3 0
6:45 1 3 0 3 7 4 3 7 3 2 2 1
PEAK 8 14 0 4 17 5 9 36 1 13 18 7
SAT
12:00 PM 4 2 0 1 6 4 2 5 2 3 5 2
12:15 PM 4 2 1 0 2 5 8 4 0 2 2 1
12:30 PM 4 0 0 0 5 4 0 4 4 3 4 1
12:45 PM 4 2 0 4 2 4 8 4 2 6 3 3
1:00 PM 1 3 0 5 9 4 5 10 0 4 2 1
1:15 PM 0 0 0 1 0 1 7 3 4 3 4 0
1:30 PM 2 2 1 4 7 1 2 4 2 2 1 2
1:45 PM 3 3 0 5 0 2 6 2 1 9 2 5
2:00 PM 10 0 0 1 8 3 2 4 1 3 3 4
2:15 PM 2 3 0 3 0 2 0 6 0 4 3 0
2:30 PM 3 2 1 0 7 2 3 2 1 1 4 1
2:45 PM 7 1 0 0 9 0 3 5 3 0 4 0
PEAK 13 7 1 9 18 17 21 22 6 15 11 6
SW CORNERNE CORNERNW CORNER SE CORNER
1 KIPLING ST & LYTTON AVE
PEDESTRIAN COUNT
AM SOUTH WEST SOUTH EAST
7:00 1 1 2 0
7:15 1 2 0 2
7:30 1 4 0 1
7:45 0 1 0 2
8:00 1 2 0 2
8:15 0 2 2 1
8:30 2 2 0 3
8:45 1 2 0 2
9:00 0 3 2 1
9:15 3 3 0 2
9:30 0 0 0 2
9:45 1 0 0 3
PEAK 6 10 2 8
PM
4:00 1 1 4 1
4:15 0 2 0 0
4:30 3 2 0 1
4:45 4 1 0 0
5:00 0 0 4 1
5:15 2 3 0 5
5:30 2 1 0 2
5:45 0 2 0 1
6:00 1 4 1 2
6:15 2 3 0 5
6:30 1 2 0 3
6:45 0 2 6 1
PEAK 4 11 7 11
SAT
12:00 PM 3 0 0 0
12:15 PM 5 1 0 0
12:30 PM 2 3 2 2
12:45 PM 1 2 4 2
1:00 PM 2 0 4 3
1:15 PM 0 3 1 2
1:30 PM 1 1 2 2
1:45 PM 0 2 2 1
2:00 PM 2 0 3 0
2:15 PM 2 1 0 3
2:30 PM 3 0 0 0
2:45 PM 0 2 10 2
PEAK 10 6 10 7
PEDESTRIAN COUNT-APPROACH
2 KIPLING ST & EVERETT AVE
FROM FROM
SE CORNERSW CORNER
AM NORTH WEST DIDN’T CROSS NORTH EAST DIDN’T CROSS SOUTH WEST DIDN’T CROSS SOUTH EAST DIDN’T CROSS
7:00 2 0 4 0 0 0 0 1 0 0 1 0
7:15 0 3 3 0 2 0 2 1 1 0 2 0
7:30 1 2 2 0 1 0 0 0 1 0 3 0
7:45 0 5 4 0 0 0 0 4 1 0 1 1
8:00 1 4 2 2 1 0 1 3 0 2 3 0
8:15 4 2 4 0 1 0 0 0 0 0 1 0
8:30 2 3 1 0 0 1 0 3 0 1 2 0
8:45 0 2 0 0 2 1 4 3 0 1 2 0
9:00 3 1 1 1 1 0 1 0 0 0 2 2
9:15 1 2 0 0 2 0 0 3 0 2 3 0
9:30 0 2 1 0 1 1 0 4 0 1 0 0
9:45 0 0 5 0 0 0 0 2 0 1 0 0
PEAK 7 14 11 2 2 1 1 10 1 3 7 1
PM
4:00 0 1 7 0 0 1 0 1 0 0 4 2
4:15 1 1 2 0 1 1 3 1 0 1 1 0
4:30 2 1 7 1 0 1 5 2 2 0 2 0
4:45 1 1 4 0 0 0 0 0 2 0 1 1
5:00 1 3 1 0 0 2 0 1 0 0 0 2
5:15 8 2 8 0 4 1 1 0 1 1 1 0
5:30 1 0 5 1 3 2 0 1 0 2 1 1
5:45 0 2 2 0 1 0 0 0 0 0 0 0
6:00 4 0 2 0 0 0 1 0 1 1 5 0
6:15 0 0 6 0 0 2 2 1 0 0 2 0
6:30 1 0 8 0 2 0 2 2 0 1 2 0
6:45 0 7 4 3 3 0 3 1 0 0 3 0
PEAK 12 7 20 1 4 4 6 3 5 1 4 3
SAT
12:00 PM 3 4 2 0 0 0 0 0 0 0 0 0
12:15 PM 3 1 0 1 4 0 2 0 0 2 0 0
12:30 PM 1 3 1 3 4 0 6 0 2 2 2 1
12:45 PM 2 4 9 1 5 1 0 2 1 1 1 1
1:00 PM 3 2 4 2 1 0 4 2 0 0 0 2
1:15 PM 2 0 1 0 3 0 0 0 0 1 2 1
1:30 PM 0 0 0 0 0 2 1 0 0 5 1 2
1:45 PM 2 1 0 1 2 0 3 1 0 0 2 0
2:00 PM 0 1 2 3 0 0 1 0 0 2 1 0
2:15 PM 3 4 0 0 1 1 0 2 0 0 1 0
2:30 PM 1 2 0 0 7 0 2 0 0 1 0 0
2:45 PM 8 0 0 0 2 0 2 2 0 0 1 0
PEAK 9 10 14 7 14 1 12 4 3 5 3 4
SW CORNERNE CORNERNW CORNER SE CORNER
2 KIPLING ST & EVERETT AVE
PEDESTRIAN COUNT
File Name : #1 KIPLING&LYTTON AM
Site Code : 1
Start Date : 6/2/2016
Page No : 1
Groups Printed- BIKES ON ROAD
LYTTON AVE
Eastbound
LYTTON AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Int. Total
07:00 AM 0 0 0 0 0 4 0 0 1 0 0 0 0 0 0 0 5
07:15 AM 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2
07:30 AM 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 3
07:45 AM 0 3 1 0 1 4 0 0 0 0 0 0 0 0 1 0 10
Total 0 3 1 0 1 13 0 0 1 0 0 0 0 0 1 0 20
08:00 AM 0 3 0 0 0 6 0 0 0 0 0 0 0 0 0 0 9
08:15 AM 0 2 0 0 0 6 0 0 0 0 0 0 0 0 1 0 9
08:30 AM 0 1 0 0 0 7 0 0 0 0 0 0 0 0 0 0 8
08:45 AM 0 4 0 0 0 7 0 0 0 0 0 0 0 0 1 0 12
Total 0 10 0 0 0 26 0 0 0 0 0 0 0 0 2 0 38
09:00 AM 0 1 1 0 0 3 1 0 0 0 0 0 1 0 1 0 8
09:15 AM 0 2 0 0 0 3 1 0 0 0 0 0 0 0 0 0 6
09:30 AM 0 0 0 0 0 3 0 0 0 2 0 0 0 0 0 0 5
09:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2
Total 0 3 1 0 0 10 2 0 0 2 0 0 1 0 2 0 21
Grand Total 0 16 2 0 1 49 2 0 1 2 0 0 1 0 5 0 79
Apprch %0 88.9 11.1 0 1.9 94.2 3.8 0 33.3 66.7 0 0 16.7 0 83.3 0
Total %0 20.3 2.5 0 1.3 62 2.5 0 1.3 2.5 0 0 1.3 0 6.3 0
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON AM
Site Code : 1
Start Date : 6/2/2016
Page No : 2
KIPLING ST
L
Y
T
T
O
N
A
V
E
L
Y
T
T
O
N
A
V
E
KIPLING ST
Right5 Thru0 Left1 Peds0
InOut Total
4 6 10
Rig
h
t
2
Th
r
u
49
Le
f
t
1
Pe
d
s
0
Ou
t
To
t
a
l
In
17
52
69
Left
1
Thru
2
Right
0
Peds
0
Out TotalIn
3 3 6
Le
f
t
0
Th
r
u
16
Ri
g
h
t
2
Pe
d
s
0
To
t
a
l
Ou
t
In
55
18
73
6/2/2016 07:00 AM6/2/2016 09:45 AM
BIKES ON ROAD
North
LYTTON AVE
Eastbound
LYTTON AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 3 0 0 3 0 6 0 0 6 0 0 0 0 0 0 0 0 0 0 9
08:15 AM 0 2 0 0 2 0 6 0 0 6 0 0 0 0 0 0 0 1 0 1 9
08:30 AM 0 1 0 0 1 0 7 0 0 7 0 0 0 0 0 0 0 0 0 0 8
08:45 AM 0 4 0 0 4 0 7 0 0 7 0 0 0 0 0 0 0 1 0 1 12
Total Volume 0 10 0 0 10 0 26 0 0 26 0 0 0 0 0 0 0 2 0 2 38
% App. Total 0 100 0 0 0 100 0 0 0 0 0 0 0 0 100 0
PHF .000 .625 .000 .000 .625 .000 .929 .000 .000 .929 .000 .000 .000 .000 .000 .000 .000 .500 .000 .500 .792
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON AM
Site Code : 1
Start Date : 6/2/2016
Page No : 3
KIPLING ST
L
Y
T
T
O
N
A
V
E
L
Y
T
T
O
N
A
V
E
KIPLING ST
Right2 Thru0 Left0 Peds0
InOut Total
0 2 2
Rig
h
t
0
Th
r
u
26
Le
f
t
0
Pe
d
s
0
Ou
t
To
t
a
l
In
10
26
36
Left
0
Thru
0
Right
0
Peds
0
Out TotalIn
0 0 0
Le
f
t
0
Th
r
u
10
Ri
g
h
t
0
Pe
d
s
0
To
t
a
l
Ou
t
In
28
10
38
Peak Hour Begins at 08:00 AM
BIKES ON ROAD
Peak Hour Data
North
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON PM
Site Code : 1
Start Date : 6/2/2016
Page No : 1
Groups Printed- BIKES ON ROAD
LYTTON AVE
Eastbound
LYTTON AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Int. Total
04:00 PM 0 5 1 0 0 2 0 0 0 1 0 0 0 1 0 0 10
04:15 PM 0 3 0 0 1 5 0 0 0 0 1 0 0 0 0 0 10
04:30 PM 0 2 0 0 0 3 1 0 0 0 1 0 1 0 0 0 8
04:45 PM 0 4 0 0 0 4 0 0 1 0 0 0 0 0 0 0 9
Total 0 14 1 0 1 14 1 0 1 1 2 0 1 1 0 0 37
05:00 PM 1 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4
05:15 PM 0 4 0 0 0 4 0 0 0 0 0 0 0 0 0 0 8
05:30 PM 0 7 0 0 0 2 0 0 0 0 0 0 0 0 0 0 9
05:45 PM 0 8 1 0 1 1 0 0 0 1 0 0 0 0 0 0 12
Total 1 21 1 0 1 8 0 0 0 1 0 0 0 0 0 0 33
06:00 PM 0 7 0 0 0 3 0 0 0 0 1 0 0 0 0 0 11
06:15 PM 0 3 0 0 0 2 0 0 0 0 1 0 0 2 0 0 8
06:30 PM 0 11 0 0 0 2 0 0 0 0 0 0 0 0 0 0 13
06:45 PM 0 3 0 0 0 1 0 0 1 0 0 0 0 0 0 0 5
Total 0 24 0 0 0 8 0 0 1 0 2 0 0 2 0 0 37
Grand Total 1 59 2 0 2 30 1 0 2 2 4 0 1 3 0 0 107
Apprch %1.6 95.2 3.2 0 6.1 90.9 3 0 25 25 50 0 25 75 0 0
Total %0.9 55.1 1.9 0 1.9 28 0.9 0 1.9 1.9 3.7 0 0.9 2.8 0 0
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON PM
Site Code : 1
Start Date : 6/2/2016
Page No : 2
KIPLING ST
L
Y
T
T
O
N
A
V
E
L
Y
T
T
O
N
A
V
E
KIPLING ST
Right0 Thru3 Left1 Peds0
InOut Total
4 4 8
Rig
h
t
1
Th
r
u
30
Le
f
t
2
Pe
d
s
0
Ou
t
To
t
a
l
In
64
33
97
Left
2
Thru
2
Right
4
Peds
0
Out TotalIn
7 8 15
Le
f
t
1
Th
r
u
59
Ri
g
h
t
2
Pe
d
s
0
To
t
a
l
Ou
t
In
32
62
94
6/2/2016 04:00 PM6/2/2016 06:45 PM
BIKES ON ROAD
North
LYTTON AVE
Eastbound
LYTTON AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 0 5 1 0 6 0 2 0 0 2 0 1 0 0 1 0 1 0 0 1 10
04:15 PM 0 3 0 0 3 1 5 0 0 6 0 0 1 0 1 0 0 0 0 0 10
04:30 PM 0 2 0 0 2 0 3 1 0 4 0 0 1 0 1 1 0 0 0 1 8
04:45 PM 0 4 0 0 4 0 4 0 0 4 1 0 0 0 1 0 0 0 0 0 9
Total Volume 0 14 1 0 15 1 14 1 0 16 1 1 2 0 4 1 1 0 0 2 37
% App. Total 0 93.3 6.7 0 6.2 87.5 6.2 0 25 25 50 0 50 50 0 0
PHF .000 .700 .250 .000 .625 .250 .700 .250 .000 .667 .250 .250 .500 .000 1.00 .250 .250 .000 .000 .500 .925
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON PM
Site Code : 1
Start Date : 6/2/2016
Page No : 3
KIPLING ST
L
Y
T
T
O
N
A
V
E
L
Y
T
T
O
N
A
V
E
KIPLING ST
Right0 Thru1 Left1 Peds0
InOut Total
2 2 4
Rig
h
t
1
Th
r
u
14
Le
f
t
1
Pe
d
s
0
Ou
t
To
t
a
l
In
17
16
33
Left
1
Thru
1
Right
2
Peds
0
Out TotalIn
3 4 7
Le
f
t
0
Th
r
u
14
Ri
g
h
t
1
Pe
d
s
0
To
t
a
l
Ou
t
In
15
15
30
Peak Hour Begins at 04:00 PM
BIKES ON ROAD
Peak Hour Data
North
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON SAT
Site Code : 1
Start Date : 6/4/2016
Page No : 1
Groups Printed- BIKES ON ROAD
LYTTON AVE
Eastbound
LYTTON AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Int. Total
12:00 PM 0 4 0 0 0 2 0 0 0 0 1 0 0 1 0 0 8
12:15 PM 1 3 0 0 0 1 1 0 0 0 0 0 0 0 1 0 7
12:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
12:45 PM 0 1 0 0 0 3 0 0 2 0 1 0 0 0 0 0 7
Total 1 10 0 0 0 6 1 0 2 0 2 0 0 1 1 0 24
01:00 PM 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 5
01:15 PM 0 4 0 0 1 0 0 0 0 1 1 0 0 1 0 0 8
01:30 PM 0 1 0 0 0 0 0 0 0 1 2 0 0 0 0 0 4
01:45 PM 0 3 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4
Total 0 8 0 0 1 6 0 0 0 2 3 0 0 1 0 0 21
02:00 PM 0 1 0 0 0 4 0 0 0 0 0 0 0 0 0 0 5
02:15 PM 0 1 0 0 0 4 0 0 0 0 0 0 0 0 0 0 5
02:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
02:45 PM 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3
Total 0 6 0 0 0 9 0 0 0 0 0 0 0 0 0 0 15
Grand Total 1 24 0 0 1 21 1 0 2 2 5 0 0 2 1 0 60
Apprch %4 96 0 0 4.3 91.3 4.3 0 22.2 22.2 55.6 0 0 66.7 33.3 0
Total %1.7 40 0 0 1.7 35 1.7 0 3.3 3.3 8.3 0 0 3.3 1.7 0
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON SAT
Site Code : 1
Start Date : 6/4/2016
Page No : 2
KIPLING ST
L
Y
T
T
O
N
A
V
E
L
Y
T
T
O
N
A
V
E
KIPLING ST
Right1 Thru2 Left0 Peds0
InOut Total
4 3 7
Rig
h
t
1
Th
r
u
21
Le
f
t
1
Pe
d
s
0
Ou
t
To
t
a
l
In
29
23
52
Left
2
Thru
2
Right
5
Peds
0
Out TotalIn
3 9 12
Le
f
t
1
Th
r
u
24
Ri
g
h
t
0
Pe
d
s
0
To
t
a
l
Ou
t
In
24
25
49
6/4/2016 12:00 PM6/4/2016 02:45 PM
BIKES ON ROAD
North
LYTTON AVE
Eastbound
LYTTON AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM 0 4 0 0 4 0 2 0 0 2 0 0 1 0 1 0 1 0 0 1 8
12:15 PM 1 3 0 0 4 0 1 1 0 2 0 0 0 0 0 0 0 1 0 1 7
12:30 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
12:45 PM 0 1 0 0 1 0 3 0 0 3 2 0 1 0 3 0 0 0 0 0 7
Total Volume 1 10 0 0 11 0 6 1 0 7 2 0 2 0 4 0 1 1 0 2 24
% App. Total 9.1 90.9 0 0 0 85.7 14.3 0 50 0 50 0 0 50 50 0
PHF .250 .625 .000 .000 .688 .000 .500 .250 .000 .583 .250 .000 .500 .000 .333 .000 .250 .250 .000 .500 .750
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #1 KIPLING&LYTTON SAT
Site Code : 1
Start Date : 6/4/2016
Page No : 3
KIPLING ST
L
Y
T
T
O
N
A
V
E
L
Y
T
T
O
N
A
V
E
KIPLING ST
Right1 Thru1 Left0 Peds0
InOut Total
2 2 4
Rig
h
t
1
Th
r
u
6
Le
f
t
0
Pe
d
s
0
Ou
t
To
t
a
l
In
12
7
19
Left
2
Thru
0
Right
2
Peds
0
Out TotalIn
1 4 5
Le
f
t
1
Th
r
u
10
Ri
g
h
t
0
Pe
d
s
0
To
t
a
l
Ou
t
In
9
11
20
Peak Hour Begins at 12:00 PM
BIKES ON ROAD
Peak Hour Data
North
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT AM
Site Code : 2
Start Date : 6/2/2016
Page No : 1
Groups Printed- BIKES ON ROAD
EVERETT AVE
Eastbound
EVERETT AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Int. Total
07:00 AM 0 0 1 0 0 1 1 0 1 1 0 0 0 0 0 0 5
07:15 AM 1 0 0 0 0 3 0 0 0 0 1 0 0 0 0 0 5
07:30 AM 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 2
07:45 AM 0 0 0 0 0 5 0 0 0 0 1 0 0 0 1 0 7
Total 1 0 1 0 0 10 1 0 2 1 2 0 0 0 1 0 19
08:00 AM 0 0 0 0 0 2 0 0 1 0 0 0 5 0 1 0 9
08:15 AM 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 2
08:30 AM 0 1 0 0 0 6 0 0 0 0 0 0 1 0 0 0 8
08:45 AM 0 2 0 0 1 3 0 0 0 0 0 0 0 0 2 0 8
Total 0 3 0 0 2 11 0 0 1 1 0 0 6 0 3 0 27
09:00 AM 0 1 0 0 1 0 0 0 1 1 0 0 0 0 0 0 4
09:15 AM 0 0 0 0 0 3 0 0 0 1 0 0 0 0 0 0 4
09:30 AM 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 2
09:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Total 0 1 0 0 1 4 0 0 1 4 0 0 0 0 0 0 11
Grand Total 1 4 1 0 3 25 1 0 4 6 2 0 6 0 4 0 57
Apprch %16.7 66.7 16.7 0 10.3 86.2 3.4 0 33.3 50 16.7 0 60 0 40 0
Total %1.8 7 1.8 0 5.3 43.9 1.8 0 7 10.5 3.5 0 10.5 0 7 0
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT AM
Site Code : 2
Start Date : 6/2/2016
Page No : 2
KIPLING ST
E
V
E
R
E
T
T
A
V
E
E
V
E
R
E
T
T
A
V
E
KIPLING ST
Right4 Thru0 Left6 Peds0
InOut Total
8 10 18
Rig
h
t
1
Th
r
u
25
Le
f
t
3
Pe
d
s
0
Ou
t
To
t
a
l
In
12
29
41
Left
4
Thru
6
Right
2
Peds
0
Out TotalIn
4 12 16
Le
f
t
1
Th
r
u
4
Ri
g
h
t
1
Pe
d
s
0
To
t
a
l
Ou
t
In
33
6
39
6/2/2016 07:00 AM6/2/2016 09:45 AM
BIKES ON ROAD
North
EVERETT AVE
Eastbound
EVERETT AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 0 0 0 0 0 0 2 0 0 2 1 0 0 0 1 5 0 1 0 6 9
08:15 AM 0 0 0 0 0 1 0 0 0 1 0 1 0 0 1 0 0 0 0 0 2
08:30 AM 0 1 0 0 1 0 6 0 0 6 0 0 0 0 0 1 0 0 0 1 8
08:45 AM 0 2 0 0 2 1 3 0 0 4 0 0 0 0 0 0 0 2 0 2 8
Total Volume 0 3 0 0 3 2 11 0 0 13 1 1 0 0 2 6 0 3 0 9 27
% App. Total 0 100 0 0 15.4 84.6 0 0 50 50 0 0 66.7 0 33.3 0
PHF .000 .375 .000 .000 .375 .500 .458 .000 .000 .542 .250 .250 .000 .000 .500 .300 .000 .375 .000 .375 .750
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT AM
Site Code : 2
Start Date : 6/2/2016
Page No : 3
KIPLING ST
E
V
E
R
E
T
T
A
V
E
E
V
E
R
E
T
T
A
V
E
KIPLING ST
Right3 Thru0 Left6 Peds0
InOut Total
1 9 10
Rig
h
t
0
Th
r
u
11
Le
f
t
2
Pe
d
s
0
Ou
t
To
t
a
l
In
9
13
22
Left
1
Thru
1
Right
0
Peds
0
Out TotalIn
2 2 4
Le
f
t
0
Th
r
u
3
Ri
g
h
t
0
Pe
d
s
0
To
t
a
l
Ou
t
In
15
3
18
Peak Hour Begins at 08:00 AM
BIKES ON ROAD
Peak Hour Data
North
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT PM
Site Code : 2
Start Date : 6/2/2016
Page No : 1
Groups Printed- BIKES ON ROAD
EVERETT AVE
Eastbound
EVERETT AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Int. Total
04:00 PM 0 1 0 0 0 0 0 0 0 1 0 0 0 1 0 0 3
04:15 PM 1 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 4
04:30 PM 1 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 3
04:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 2 2 0 0 0 3 1 0 0 2 0 0 0 1 0 0 11
05:00 PM 1 2 1 0 0 2 0 0 0 0 0 0 0 1 0 0 7
05:15 PM 1 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4
05:30 PM 1 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3
05:45 PM 1 1 0 0 0 0 2 0 0 1 1 0 0 0 0 0 6
Total 4 6 1 0 0 3 2 0 0 2 1 0 0 1 0 0 20
06:00 PM 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2
06:15 PM 0 2 1 0 0 0 0 0 0 0 0 0 0 2 1 0 6
06:30 PM 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 3
06:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1
Total 0 3 1 0 0 5 0 0 0 0 0 0 0 2 1 0 12
Grand Total 6 11 2 0 0 11 3 0 0 4 1 0 0 4 1 0 43
Apprch %31.6 57.9 10.5 0 0 78.6 21.4 0 0 80 20 0 0 80 20 0
Total %14 25.6 4.7 0 0 25.6 7 0 0 9.3 2.3 0 0 9.3 2.3 0
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT PM
Site Code : 2
Start Date : 6/2/2016
Page No : 2
KIPLING ST
E
V
E
R
E
T
T
A
V
E
E
V
E
R
E
T
T
A
V
E
KIPLING ST
Right1 Thru4 Left0 Peds0
InOut Total
13 5 18
Rig
h
t
3
Th
r
u
11
Le
f
t
0
Pe
d
s
0
Ou
t
To
t
a
l
In
12
14
26
Left
0
Thru
4
Right
1
Peds
0
Out TotalIn
6 5 11
Le
f
t
6
Th
r
u
11
Ri
g
h
t
2
Pe
d
s
0
To
t
a
l
Ou
t
In
12
19
31
6/2/2016 04:00 PM6/2/2016 06:45 PM
BIKES ON ROAD
North
EVERETT AVE
Eastbound
EVERETT AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 1 2 1 0 4 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 7
05:15 PM 1 2 0 0 3 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 4
05:30 PM 1 1 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3
05:45 PM 1 1 0 0 2 0 0 2 0 2 0 1 1 0 2 0 0 0 0 0 6
Total Volume 4 6 1 0 11 0 3 2 0 5 0 2 1 0 3 0 1 0 0 1 20
% App. Total 36.4 54.5 9.1 0 0 60 40 0 0 66.7 33.3 0 0 100 0 0
PHF 1.00 .750 .250 .000 .688 .000 .375 .250 .000 .625 .000 .500 .250 .000 .375 .000 .250 .000 .000 .250 .714
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT PM
Site Code : 2
Start Date : 6/2/2016
Page No : 3
KIPLING ST
E
V
E
R
E
T
T
A
V
E
E
V
E
R
E
T
T
A
V
E
KIPLING ST
Right0 Thru1 Left0 Peds0
InOut Total
8 1 9
Rig
h
t
2
Th
r
u
3
Le
f
t
0
Pe
d
s
0
Ou
t
To
t
a
l
In
7
5
12
Left
0
Thru
2
Right
1
Peds
0
Out TotalIn
2 3 5
Le
f
t
4
Th
r
u
6
Ri
g
h
t
1
Pe
d
s
0
To
t
a
l
Ou
t
In
3
11
14
Peak Hour Begins at 05:00 PM
BIKES ON ROAD
Peak Hour Data
North
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT SAT
Site Code : 2
Start Date : 6/4/2016
Page No : 1
Groups Printed- BIKES ON ROAD
EVERETT AVE
Eastbound
EVERETT AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Left Thru Right Peds Int. Total
12:00 PM 0 1 1 0 1 1 0 0 0 0 0 0 0 0 0 0 4
12:15 PM 0 1 0 0 0 5 0 0 0 1 0 0 0 0 0 0 7
12:30 PM 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
12:45 PM 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 3
Total 1 5 1 0 1 6 1 0 0 1 0 0 0 0 0 0 16
01:15 PM 0 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 3
01:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2
01:45 PM 0 1 0 0 0 1 0 0 0 0 0 0 1 1 0 0 4
Total 0 1 0 0 0 3 0 0 1 1 0 0 1 2 0 0 9
02:00 PM 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3
02:30 PM 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 2
02:45 PM 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2
Total 0 4 0 0 0 2 1 0 0 0 0 0 0 0 0 0 7
Grand Total 1 10 1 0 1 11 2 0 1 2 0 0 1 2 0 0 32
Apprch %8.3 83.3 8.3 0 7.1 78.6 14.3 0 33.3 66.7 0 0 33.3 66.7 0 0
Total %3.1 31.2 3.1 0 3.1 34.4 6.2 0 3.1 6.2 0 0 3.1 6.2 0 0
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT SAT
Site Code : 2
Start Date : 6/4/2016
Page No : 2
KIPLING ST
E
V
E
R
E
T
T
A
V
E
E
V
E
R
E
T
T
A
V
E
KIPLING ST
Right0 Thru2 Left1 Peds0
InOut Total
5 3 8
Rig
h
t
2
Th
r
u
11
Le
f
t
1
Pe
d
s
0
Ou
t
To
t
a
l
In
11
14
25
Left
1
Thru
2
Right
0
Peds
0
Out TotalIn
4 3 7
Le
f
t
1
Th
r
u
10
Ri
g
h
t
1
Pe
d
s
0
To
t
a
l
Ou
t
In
12
12
24
6/4/2016 12:00 PM6/4/2016 02:45 PM
BIKES ON ROAD
North
EVERETT AVE
Eastbound
EVERETT AVE
Westbound
KIPLING ST
Northbound
KIPLING ST
Southbound
Start
Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM 0 1 1 0 2 1 1 0 0 2 0 0 0 0 0 0 0 0 0 0 4
12:15 PM 0 1 0 0 1 0 5 0 0 5 0 1 0 0 1 0 0 0 0 0 7
12:30 PM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
12:45 PM 1 1 0 0 2 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 3
Total Volume 1 5 1 0 7 1 6 1 0 8 0 1 0 0 1 0 0 0 0 0 16
% App. Total 14.3 71.4 14.3 0 12.5 75 12.5 0 0 100 0 0 0 0 0 0
PHF .250 .625 .250 .000 .875 .250 .300 .250 .000 .400 .000 .250 .000 .000 .250 .000 .000 .000 .000 .000 .571
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
File Name : #2 KIPLING&EVERETT SAT
Site Code : 2
Start Date : 6/4/2016
Page No : 3
KIPLING ST
E
V
E
R
E
T
T
A
V
E
E
V
E
R
E
T
T
A
V
E
KIPLING ST
Right0 Thru0 Left0 Peds0
InOut Total
3 0 3
Rig
h
t
1
Th
r
u
6
Le
f
t
1
Pe
d
s
0
Ou
t
To
t
a
l
In
5
8
13
Left
0
Thru
1
Right
0
Peds
0
Out TotalIn
2 1 3
Le
f
t
1
Th
r
u
5
Ri
g
h
t
1
Pe
d
s
0
To
t
a
l
Ou
t
In
6
7
13
Peak Hour Begins at 12:00 PM
BIKES ON ROAD
Peak Hour Data
North
All Traffic Data Services, Inc
9660 W 44th Ave
Wheat Ridge,CO 80033
303-216-2439
ATTACHMENT F
Hardcopies to Council Members Only
Project plans can be reviewed at
http://www.cityofpaloalto.org/news/displaynews.asp?NewsID=2668&TargetID=319