Beruflich Dokumente
Kultur Dokumente
Final Report
Prepared by
Group 2
Group Member: Wenjia Yan / Huicheng Hong
Christopher Wei /Puxuan Cao /Takshun Samuel Li
Table of Contents
1. PROJECT OVERVIEW 2
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1.2 City of Davis and Applicants Demand for the MRIC Site
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Chapter 1.
Project Overview
1.1 General Background
The Mace Ranch Innovation Center (MRIC) finally comes to terms with the
increasing demand for establishing a technology park in order to promote the
business growth in Davis. Technology parks can play a significant role in the
development of local economies by providing new job opportunities, attracting the
capital, and increasing local competitiveness. Furthermore, the MRIC will
promote the production and commercialization of innovated technologies by
enhancing the cooperation among research institutions, technology-based
companies, as well as UC Davis.
1.2 City of Davis and Applicants Demand for the MRIC Site
1.2.1
(1) Provide a suitable space to support existing local businesses especially the
startups and high-technology companies;
(2) To ensure the innovation center could support at least over 25 yerars
development;
(3) Enhance the site connection to the City of Davis;
(4) Create more job opportunities and local tax incomes so that promoting the
business growth.
1.2.2
Chapter 2
Existing Site Analysis of Mace Ranch Innovation Center
2.1 Site Location Description
The proposed 229-acre project site which is shown on Figure1-1, is next to Davis
east city limit which is approximately 2.5 miles from downtown Davis. Regional
access to the proposed project site is made available by the Interstate 80/Mace
Boulevard interchange which is located southwest of the project site. The west
boundary of the project site is made up by the Mace Boulevard. The MRIC and
Mace Triangle sites are bisected by County Road 32A, which converts into 2nd
Street, west of Mace Boulevard.
Detailed information of existing use of Mace Ranch Innovation Site and Mace
Triangle Site is summarized in Table2-1 and Table 2-2 correspondingly.
APN(acres)
033-630-009
Property(County/City)
Agriculture(AG)/Agriculture(AG)
Row corps
(101.86ac.)
033-650-009
Agriculture(AG)/Agriculture(AG)
Agriculture
(85.0 ac)
033-650-026
Agriculture(AG)/Agriculture(AG)
(25.34 ac)
Table 2-2: Mace Triangle Site Current Land Use
Existing Use
City Water storage
tank, Park and
Ride lot
Ikedas Market and
APN(acres)
033-630-006
(4.36ac.)
Property(County/City)
Public and QuasiPublic/Agriculture(AG)
033-630-011
Agriculture(AG)/
vacant land
(4.32ac.)
Agriculture(AG)
Agriculture
033-630-012
Agriculture(AG)/
(7.90ac.)
Agriculture(AG)
Figure 2-1: Existing Land Use of the Project Site and its Surrounding
Chapter 3
Possible Issues and Project Objectives and Identification
3.1 Issues Statement
3.1.1 GHG emission
The MRIC is presently used for agricultural purposes. The Mace Triangle constitutes
of a water storage tank, a Park-and-Ride lot, Ikedas Market, fallow agricultural land,
and vacant land. Knowing the land types and corresponding areas, annual GHG
emissions can be calculated by CalEEMod. Current estimation show that
approximately 1,747.45 MTCO2e is produced on the project site per year. Proposed
land setting plan for MRIC site can be found in Table 3-1.
Size
1,510,000 sf
Manufacturing; Research
884,000 sf
Ancillary Retail
100,000 sf
Hotel/Conference
160,000sf (150rooms)
Green Space
64.6acres
Landscaped Parking
12.6acres
Transit Plaza
0.6 acres
Category
Area
Energy
Transportation
Solid Waste
Water and Waster water
Total
Compared current annual GHG emission amount with the amount of proposed project
at buildout year, it can observe that the project will cause more severe environmental
impacts by emitting larger amount of GHG gases
3.1.2 Connectivity
From Figure 2-4 and Figure 2-5, it can indicate that the public transit cannot cover the
entire project site area. The same problem is also existing for the bike path, which
County Road 105B does not provide the bike trail at present. One more to mention
that, form Figure 2-1, it can observe that there is no road existing at the upper limit of
the project site, which cause the reduction in site connectivity.
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Means Objective
Develop the specific bus
line extension route
Measuring Variables s
Accurate location of new bus stops;
total extension distances
complete street
Construct new bike trail
on surrounding
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secondary roads
Good accessibility of
project site
congested intersection
Achieve sustainability to
Utilize different
conditions
Compare results with other existing
proposed mitigation
methods to reduce
public opinion.
VMT/GHG.
Green space allocation
development
energy facility
energy output
Design appropriate
housing area
Speed Limit Reduction
discount usage
Comparison of VMT before and after
Control
The objectives are listed below are in order of importance, with VMT/GHG reduction
being the most important and congestion control being the least. Each
recommendation is ranked between +++ to --- per objective. + indicates that the
recommendation will improve the site in the objective of concern, - indicates that the
recommendation actually worsen the current situation. Blank represents no impacts
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Chapter 4
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Proposed Alternatives
Many strategies of different aspects can be utilized to achieve our objectives. Our
team encompassed our primary focus on transportation aspect and secondary focus on
energy use.
Number
Sidewalk
Lane
Central
Emergency
of Car
width/per
width/per
Island
Use/per
Lines/per
side
side
Width
side
8ft
12ft
5ft
5ft
side
Secondary
One
Bidirectiona
l
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Figure 4-2: Total Distance and Spatial Location of the Designed Secondary Road
From Figure 2-3 and Figure 2-4, it can indicate that Q line and P line are two lines
that with the same route but running in the opposite direction. And these two lines are
most two comprehensive public transit lines as well. Therefore, choose P line and Q
line as the extension bus line should be a good choice. It is because these two bus
lines require only one new extension route strategy so this could save the design cost
as well as the construction cost. Moreover, these two bus lines have largest serving
area which also increase the connectivity of the project site.
Based on the discussion above, the proposed extension routes for P line and Q Line
are shown on Figure 4-3, and the extended routes are represented by the blue color.
MRIC site. The other two primary access points are located at the intersections
between Mace Boulevard and 2nd street and Alhambra Drive, respectively. The
project site would link to the adjacent neighborhood by extending Alhambra Drive.
In our accessibility study, our group will focus on analyzing the three primary
roadway connections which include:
- Intersection of Mace Boulevard and Alhambra Drive
- Intersection of Mace Boulevard and 2nd Street
-
Our group decides to omit the secondary access point as this there is minimal
traffic flow data published for the intersection. Also, the traffic impacts of the
secondary access point are much less significant than the other three primary access
points.
4.2.2 Analysis scenarios
In this traffic analysis, our group mainly focuses on the intersection and segment
analysis. For all three primary access points above, our group performed traffic study
on three main scenarios.
-
Existing Conditions
Existing Plus Project Conditions
Group proposed conditions
Intersection and roadway traffic forecasts are developed using the current MRIC
Environmental Impact Report (EIR). Our group assesses the traffic impact studies of
the three primary intersections related to the project site using Trafficware Synchro.
The delays and the Level Of Service (LOS) of the intersections will be determined.
The scope of intersection analysis is based on a comparison of the With Project and
Without Project traffic volumes. Traffic volume forecast growth will be based on
existing and existing plus project conditions The LOS analysis will consider the
existing and potential impacts of northbound, southbound, eastbound and westbound
queuing at the three primary intersections.
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Below shows the tables of existing and existing plus project conditions of the Mace
Boulevard and Alhambra Drive intersection. We can see most of the approaches have
LOS downgraded after the project implementation. The EB, WB and NB and SB
approaches all fall to LOS F and these conditions are unacceptable. Therefore, our
group try to figure out the change with respect to the no project conditions and see if
we can add an intersection/ divert traffic flow in order to relieve LOS.
After comparing the traffic flow differences in the two cases, we found that the
significant increase in NBR (50 vs 130), WBL (42 vs 398) and SBT (529 vs 1013)
may be the cause of the significant downgrade of LOS.
Table 4-2: Mace Boulevard+ Alhambra Dr intersection without project
conditions
The table below demonstrates the effects when one lane is added to the turns. As
shown in the table, the LOS of EB, WB and NB approach are brought up to at least D.
However, the LOS of SBT and the SB approach is still F.
Due to the unacceptable LOS of the SB approach, there is a need to add 2 lanes to the
SBT direction in order to bring its LOS to at least D. The table below shows our
groups proposed version of the intersection. One important thing to note is that the
LOS of SBT was brought up to C and the SB approach brought the LOS to C also.
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Table 4-7: Mace Boulevard+ 2nd Street intersection existing with project conditions
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It is essential to clarify that the WBL is initially a two-lane left turn; the WBT is
initially a one-lane through; NBR is initially derived from a NBT lane and SBR is
initially a separated lane right turn.
As mentioned before, the downgrade of this intersection is still acceptable (at least
LOS D). Our group regard that only doing the add one lane case is already sufficient
in reducing delay for this intersection. The table below demonstrates the effects when
one lane is added to the circled lanes. As shown in the table, the WBL has LOS
improved from D to C and the WB approach improves from LOS D to LOS C.
Table 4-8: group proposed version of Mace Boulevard + 2nd Street intersection
Southern Access point of CR 32A analysis:
For intersection 9, it is not an intersection before project implementation. Therefore,
there is no analysis of the existing without project scenario for this intersection.
After project implementation, all the approaches after project implementation are still
LOS A and we need not to make any amendments for this intersection. The details are
shown in the below tables.
Conclusion:
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Our group proposes the number of lanes amendments for the three primary
intersections of the site.
Mace Boulevard + Alhambra Dr. intersection:
Direction
WBL
NBR
SBT
Amendments
Add one more separated lane
Add one more separated lane
Add two more separated lanes
Amendments
Add one more separated lane
Add one more separated lane
Add one more separated lane
Add one more separated lane
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Linking project land use is also a type of mix use. Incorporating bike paths and
pedestrian sidewalks onto site green space design can lead to mutual benefits. Green
space enhances the visual experience sidewalk/bike path users get, while sidewalks
and bike path provide green space more accessibility. Furthermore, lowering onsite
speed limit will be required to accommodate for sidewalk users. According to the
survey our group handed out, most pedestrians prefer traffic speed to be under 25mph
if they were to use the sidewalk. As a result of lowering onsite speed limits, we reduce
automobile convenience and VMT onsite. Walking is not the only method that will
benefits from linking project land use. Biking is also a beneficiary from the linkage.
The designed green space provides parks, recreational areas and beautifies the bike
path. Security of the bike path will also increase with abundance of users, as there is
less chance someone could be isolated. Enhancing the bike experience encourages
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people to bike more, which leads to lower VMT production. According to research,
bike lanes and sidewalks that have good coverage, quality, and security leads to 2-4
times more usage and 5-15% less automobile drivers.
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125 miles before having to recharge (compared to gasoline vehicles 300 or more
miles), most people will not need to drive that often frequently. Additionally electric
cars produce 2-5 times less CO2e annually compared to gasoline cars. Installing
electric vehicle parking on site would be our groups recommendation, to encourage
electric vehicle usage.
4.3.4.2 Energy Efficiency
The MRIC site is in prime position to utilize solar energy. With no other buildings in
the way, almost all the building rooftop should be installed with a solar panel. Solar
energy will not only be used to cut down GHG production (using solar energy we can
produce 25 times less CO2e per kWh), it will also be helpful with the project sites
goal of creating a self-sustainable complex.
Another way to cut down energy consumption could be done by iteliLIGHT. This
proposed technology introduces remote controllable lighting. By switching off
unneeded lighting and dimming areas not occupied, this technology claims to save up
to 35% electricity and 42% operational cost.
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The total parking area onsite is expected to be reduced to minimum level in order to
lower VMT. Compare to original design, the total parking area will be decreased from
80.3 acres to 69.7 acres; 13.2% area of parking is removed and used for residential
purpose. In general, most area is not subject to reduction, which includes
manufacturing buildings locations, hotel surrounding parking spaces, and retail
related areas.
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The purpose of not giving in parking space of manufacturing building is that the land
use type requires relatively larger vehicles in everyday routine and they are necessary
vehicle traveling. Also the parking areas provide good air circulation for
manufacturing site. The purpose of not sacrificing hotel surround parking spaces is
similar reason: transportations used by most users of hotel are automobile, so the
cutting of its parking area will not lower VMT but potentially undermine efficiency of
hotel operation. In addition, the multiple means of transportation should be satisfied
near the transit plaza. The purpose of not reducing retail related parking area is that
the insufficient parking area will cause vehicles driving around in site, rising VMT
and congestion level.
The parking area in the central part of site will be transformed into the largest
residential apartment. With comprising parking area at North Common, another two
districts of apartment will be built. Together, they will provide over 400 units of
housing for onsite staff, employee, and students if necessary. Every apartment districts
will have its own parking space that will be available for public and onsite parking
using, and it will be very limited in number and vehicle types and sizes. The goal of
having parking in housing area is to have flexibility for transportation of residents.
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Currently, there are bike lanes on both sides of Second Street. Bicyclists must share
the road with cars going the same direction. Furthermore, pedestrian sidewalks are
only partially constructed on the street. A designated bike path and pedestrian
sidewalk throughout the street will significantly increase the safety factor. To most
effectively utilize current street layout, the road can expand outward on one side to
include the bike path.
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An additional bike lane along Mace Blvd should be constructed to allow easy access
to apartment units nearby. Figure below shows the existing apartments complexes
within 1-mile radius. There are currently 413 apartment units available within the
radius.
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passing through each streets and intersections. After the project build out, traffic data
can be collected for Mace Blvd and Second Street in the same manner. By comparing
the number of bicyclists prior to and after the project, one can deduce the
effectiveness of the bike path and bike lane designs.
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4.6 Housing
The 2015 Housing Survey done by UC Davis estimates the vacancy rate in
City of Davis to be 0.2% -- an incredibly low number considering the national
average is 7%. The survey represents 143 apartment complexes in Davis. It does not
take into consideration of privately owned houses, which the national censes does.
Despite the differences in the surveys themselves, 0.2% vacancy rate still presents an
issue for the MRIC project. MRIC project is estimated to create 5,900 jobs within
Davis. Currently, Davis is a student-oriented community. It is very likely that the
working professionals MRIC aims to bring in do not currently reside in Davis. Other
proximate communities include Woodland (13 miles from Davis) and West
Sacramento (10 miles from Davis). While both cities offer bike routes connecting to
the City of Davis, daily bike trip of over 20 miles is not realistic for most. The
currently Environmental Impact Report (EIR) introduced many viable solutions to
encourage biking, including bike racks at offices, bike path connecting the site to
other areas in Davis. Those solutions will not be effective if employees cannot access
the worksite via biking.
In collaboration with the strategy to limit parking spaces, the project site is
dedicating 13.1 acres to housing. At full occupancy, the housing area will provide
housing for a minimum of 1,043 residents (assuming no-room sharing). Majority of
units will be single bedroom units, catering towards working professionals. Table 4.10
summarizes the units and floor areas available within MRIC site.
Table 4-10: Housing Floor Plan
Floor Plan
Units Available
Potential Residents
3 bed, 2 bath
per unit
1100
10
30
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2 bed, 1 bath
1 bed, 1 bath
Total
850
700
2,650
300
413
723
600
413
1,043
Area allocation and floor plan are designed based on existing Davis apartment
complexes.
To attract working professionals, the residential units will also offer the following
amenities/benefits:
Table 4-11. Proposed Housing Benefits and Amenities
Amenities/Benefits
Gym/Swimming Pool
Social Center
Washer and Dryer within each unit
Roommate Matching Program
10% Employee Discount
Many Davis apartments commonly offer workout and community leisure areas. To
remain competitive, the MRIC apartments will offer sizeable communal gym,
swimming pool, and social center. For residents convenience, the apartment will also
offer washer and dryer in every unit. The apartments will also offer a housematematching program for new employees considering living in 2 or 3 bedroom
apartments. The housemate-matching program will include a survey with questions
regarding sleeping and working schedule, cleanliness preference, etc. After pairing
based on survey results, the program will send out contact information to pair-up
employees. Employees can contact their potential housemate, then accept or decline
the pairing. Lease can be signed on a monthly or annual basis. Additionally, any
employees choosing to participate in the housing plan will receive a 10% employee
discount with their employee ID.
The goal of this strategy is to enhance the outcomes of other strategies, by offering
more employees the opportunity to reach their frequent destinations via alternative
means (aside from driving). The effectiveness of this strategy can be easily measured
by two methods. The amount of employees using alternative means can be indirectly
correlated to the utilization of bike racks and the number of parking spots used on site.
The number of employees participating in the housing program can be directly shown
by the number of employee IDs used.
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open and wide, with enough green plantations, wild birds, specifically crows, are
highly possible to be attracted. The example is awkward situation in Russell Blvd and
La Rue Rd that are overpopulated by crows and ravens, causing a number of
problems. Therefore, plantations with awful taste fruit or without fruit are priority to
be considered.
The oval area will provide largest area with open space and green plantation. It will
become main area for various outdoor activities and emergency shelter.
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Mace Ranch Innovation Center Overall Information Http://cityofdavis.org/cityhall/community-development-and-sustainability/development-projects/mace-ranchinnovation-center. Rep. Web. 31.May.2016
Collision Review 2009-2014 Http://cityofdavis.org/city-hall/trffaicmapcollosionreviw. Rep. Web. 31.May.2016
Traffic Count of City of Davis Http://cityofdavis.org/city-hall/trffaicmapcollosionreviw.. Rep. Web. 31.May.2016
Urban street Design Manual of City of San Diego Http://cityofsandiego.org/cityhall/urbanstreetdeignmanual.. Rep. Web. 31.May.2016
Housing Vacancies and Homeownership (CPS/HVS)." - Housing Vacancies and
Homeownership. Web. 31 May 2016.
"Injury Facts 2016 Is Your Source for Safety Data." Injury Facts. Web. 31 May 2016.
"Safety Office." Parking Lot Safety. Web. 31 May 2016.
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Review on Vehicle Travel Speeds and Pedestrian Injuries. Web. 31 May 2016.
Http://www.hsc.wvu.edu/safety/general-safety/parking-lot-safety/. Web.
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Available: https://smartsite.ucdavis.edu/access/content/group/49bba20b-96db-4b8da9cd-d9c5162893cd/2016%20Project/Lecture%205%2020160407/CAPCOAQuantification-Report-9-14-Final.pdf. [Accessed: 22- Apr- 2016].
"Draft EIR Mace Ranch Innovation Center Project", 2015.
D. Greenwald, "Mace Ranch Innovation Center Archives | Davis Vanguard", Davis
Vanguard, 2016. [Online]. Available: http://www.davisvanguard.org/tag/mace-ranchinnovation-center/. [Accessed: 22- Apr- 2016].
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