UPDATEDEXHIBITS_MARSHALLONSPENCE_082825.PDF

Updated Exhibits for the August 28, 2025 
City Council Hearing

August 18, 2025
Reviewer
Community Development Department
City of Tempe
31 East 5th Street, Garden Level East
Tempe, Arizona 85281
Re: Response to Comments for City Council
The Marshall on Spence
1034 East Spence Avenue, Tempe, AZ
Dear Mr. Jasper:
CHA, on behalf of Aptitude Acquisitions, LLC (Aptitude), is pleased to submit the revised plans
and documents package based on comments received at the City Council meeting and through
subsequent staff, interested party, and design team coordination meetings.
The following items are included in this submission: Page sizes 36x24 and 8.5x11.
 
PAD Title Sheet,
 
PAD Overlay Site Plan, C-100
 
Civil Site Layout Plan, C-101
 
Civil Grading, Drainage, and Utility Plans
 
ALTA/NSPS Land Title Survey
 
Architectural Floor Plans
 
Architectural Elevation Plans
 
Architectural Renderings
 
Site and Courtyard Landscape Plans
 
Traffic Impact Study
 
Letters of Support from the Neighborhood
PROJECT SUMMARY
The proposed project has been revised per City comments and discussion. The building frontage
along E Spence Ave features 4 stories at the street with three step backs at the 5th, 6th, and 7th
stories. The development features a ground level and mezzanine parking level to accommodate
89 vehicles. The 5 residential levels above accommodate 105 units with 269 bedrooms. The
architectural design of the residential floors presents open courtyard access on Level 2. On levels
4 , 5, and 6, the southern exposure units can access outdoor terrace spaces. Many windows on
the building have been thoughtfully designed with solar shades for practical and aesthetic effect.
The site design has a 6 foot vegetated setback on the west side to provide buffer to the abutting
property and tall privacy walls and pedestrian gates to keep the site secure.

SUMMARY OF DESIGN CHANGES (after City Council Meeting 6/5/2025):
The following is a brief summary of the design changes that have been incorporated since the
City Council Meeting on 6/5/2025. Please refer to the narrative of responses in the City Council
meeting comments section of this letter.
1. Integrate additional terrace on 7th story (labeled Level 6)
a. Visually diminish the building height by increasing the building stepback on the top
floor by 5 feet, adding glass railings and terrace.
b. Bed count is reduced by 2. Updated bed count is 267. Unit count of 105 remains
the same. Increase number of 2-bedroom units by 2; decrease number of
3-bedroom units by 2.
c. Level 6 terrace landscaping area of approx. 320 sf added to project total.
2. Update traffic flow design, eliminate traffic exit trips onto E Spence Ave.
a. Project site’s main entrance to remain on E Spence Ave. Gate control near lobby
will only open to vehicles entering.
b. Control gate added to north garage exit. No vehicles can travel south into the
project.
c. Gates will be in closed position as default. All gates will be equipped accordingly
to operate in case of emergency.
3. Pull off area added roadside for 2 vehicles.
a. Coordination with the City for adding 2 parking spaces within the right-of-way.
b. 15-minute signage and monitoring by building administration to aid in enforcement.
c. Geogrid reinforcing and landscaping square footage reduced to accommodate
paved pull off.
CITY COUNCIL MEETING COMMENTS:
1. Building step back
CHA response: One of the main concerns posed to the design team was the look and feel of
the proposed 7 story building. After taking into account physical design constraints and the
ability to comply with Fire/Building code; the team was able to create a third step back in the
building on the top floor. Before this, the 6th and 7th floors were in the same vertical plane. By
pushing the 7th floor away from the street frontage by 5 feet, the positive visual impact of
terracing the building become even more apparent. Please refer to the updated renderings
provided in this document package. Above the 4th floor, there is now a constant visual angle
where the floors above are now obscured by the floors below them and the vertical element
is reduced.
The proposed building has a 20 foot setback from the property line for floors 1 thru 4. Each
floor above has an approximately 5 foot stepback resulting in the 7th story being 35 feet from
the property line. Overall the main building façade (stories 1 to 4) is 34 feet from the street
curbline and the top floor is now almost 50 feet away.

If the increased terracing of the building is considered along with the improved color and
materials palette and placement; the project team believes this design creates a very attractive
project for the area.
2. Traffic and Parking on Spence Ave
CHA response: The second major concern raised is how does the project impact traffic on E
Spence Ave. Comments mainly pointed to long queues at the signaled intersection of E
Spence Ave and Rural Road heading west. The design team has worked with a traffic
consultant and Aptitude to find a solution. The current design proposes that The Marshall on
Spence (Phase 2) project does not exit tenants onto E Spence Ave. As a redevelopment site
with the existing building exiting onto Spence Ave, there will now be a net decrease in traffic
trips exiting the site and will provide an overall benefit to the neighborhood. The tenants of
Phase 2 will travel north and utilize the paved cross connection to Phase 1. This was
previously reserved for emergency vehicles only. Vehicles will now exit onto Apache Blvd
through the Phase 1 exit driveway. No tenants from Phase 1 or 2 will be allowed to travel
south.
From our engineering analysis, the driveway entrance for Phase 2 should remain the entry
point for this project. The tenants traveling south on Rural Road have an available left turn
lane to E Spence Ave. No impacts to Rural Road are anticipated for both north and
southbound traffic. If tenants were forced to use the Phase 1 entrance, it is foreseeable that
gate queues could extend out onto Apace Blvd. The tenants would then have a complicated
series of turns while traveling south, only to be constricted by a 20 ft wide bottleneck at the
cross connection that does not support two-way traffic. The project should also maintain its
address identity for easy location for anyone traveling to the site. This applies to emergency
response, new tenants, deliveries and service vehicles, and ride share options.
To reduce roadway congestion from vehicles stopping in the road shoulder, the design team
has worked with the City staff to now include two (2) “15-minute” parking spaces outside of
the travel lanes in the site frontage. These two spaces can be used for vehicle pull-overs such
as ride share or food delivery services. The Developer will work with the City to keep the users
of the pull-over spaces from abusing the posted time limits.
3. Neighborhood input
CHA response: The third point presented to the applicant is neighborhood engagement effort.
Members of Aptitude dedicated their time to knock on doors in the immediate neighborhood
of both residential and commercial locations to garner support of the project. There are 24
letters of support included with this package. They all signed in favor of the project and agree
the project will be a welcomed redevelopment in the area, additional student focused housing
is needed, a higher density development supports streetcar and light rail, replaces an outdated
multi-family development with a quality student focused housing project, and this project
limits/reduces vehicular trips on Spence is a benefit compared to a standard market housing
development [by another development entity].

The applicant and design team are appreciative for the feedback regarding the project. If you
should require any additional information or have any questions, please do not hesitate to contact
our office at 315-257-7201 or AVitale@chasolutions.com.
Sincerely,
Anthony Vitale, P.E.
Senior Engineer V
Enclosures-Online Submittal
AMV
Cc: 
Aptitude, BKV
V:\Projects\ANY\K7\096928.000\07_Permitting\Local\8 - CITY COUNCIL Response 08-08-2025\1 - The Marshall on Spence -City
Council Response to Comments 08-18-25.docx

E APACHE BLVD
RURAL ROAD
E SPENCE AVE
S TERRACE  RD
S JENTILLY LN
S BONARDEN LN
S RITA LN
S JESSICA LN
S TERRACE RD
S NEWBERRY LN
PHASE
 1
PHASE 2
FIGURE - LETTERS OF SUPPORT

TRANSPORTATION IMPACT STUDY 
 
CivTech Inc. • 10605 North Hayden Road • Suite 140 • Scottsdale, Arizona 85260 
Phone: 480.659.4250 • Fax: 480.659.0566 
August 18, 2025 
Aptitude Apache LLC 
c/o CHA Solutions 
Attn: Mr. Anthony Vitale, P.E. 
300 South State Street, Suite 600 
Syracuse, New York  13202-2024 
RE: TRANSPORTATION IMPACT STUDY FOR THE MARSHALL ON SPENCE (PHASE II) – 1034 EAST SPENCE 
AVENUE – TEMPE, ARIZONA CASE NOS. PL240473, DPR240152, PAD240018, ZON240015 
Dear Mr. Vitale: 
Thank you for engaging CivTech to provide CHA Solutions (CHA) with this Transportation Impact 
Study (TIS) for The Marshall on Spence, Phase II of a student housing project, proposed for two 
parcels on the north side of East Spence Avenue east of Rural Road in the City of Tempe (the 
“Project”). The Maricopa County Assessor Parcel Numbers (APN) for the two parcels are APN 133-10-
020 and -021 from east to west. Both parcels are currently owned by a single owner and developed 
with the Tempe Palms Apartments, a low-rise (up to three stories) multifamily complex with 38 
dwelling units (DUs), all of which are one-bedroom (1-BR) units. The address of the new project will 
be 1034 East Spence Avenue; the former address of Tempe Palms is 1026 East Spence Avenue. 
INTRODUCTION 
BACKGROUND AND PURPOSE 
CivTech was previously engaged to prepare a TIS for The Marshall on Apache project (i.e., “Phase I”) 
and was involved through its review and approval and has an understanding of the project area and 
adjacent neighborhoods. Therefore, CivTech was asked by the Client in December 2024 to prepare a Trip 
Generation Statement (TGS) for The Marshall Phase II to determine if the project met the City's threshold 
for a required Traffic Reduction Plan under the Planned Area Development (PAD) review process. 
In the December TGS, CivTech documented trip generated calculations that showed The Marshall 
Phase II would generate a maximum of 41 vehicle trips during the higher PM peak hour (based on 
the 262 total bedrooms expected at that time). While the current proposed bedroom count has 
increased to 269, the maximum vehicle trips peak hour trips generated (documented herein) has 
increased minimally to 42 trips during the PM peak hour, still well below the 75 vehicle trips during 
either peak hour threshold requiring a Level 1 TIS under the City of Tempe’s Policy for Traffic Impact 
Studies, Updated October 2019. Since the policy does not outline requirements for a document less 
than a Level 1 TIS, which typically includes a Trip Reduction Plan (TRP), CivTech will generally adhere 
to the outline of a typical Level 1 TIS while omitting the TRP. 
CivTech could not find published traffic volume data along Spence Avenue. Therefore, to have an 
accurate count of vehicle trips per day on Spence Avenue for this study, CivTech, recognizing that 
the schedule and timing of the counts were important, recorded traffic counts during early February 
2025 while ASU was in regular session.

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 2 
 
EXISTING CONDITIONS 
Figure 1 shows the vicinity of the site. 
FIGURE 1 – PROJECT VICINITY MAP 
ROADWAYS AND INTERSECTIONS 
The proposed project is located along Spence Avenue, which is an east-west street classified as a 
local roadway by the City. Beginning just to the west of the project site at Rural Road, Spence Avenue 
extends just over one-half mile to the east to Cedar Street. A speed limit is not posted; therefore, a 
speed limit of 25 mph is being assumed. Per Subparagraph B of Arizona Revised Statutes §28-701 
(Reasonable and Prudent Speed), a “speed in excess of [twenty-five miles per hour in a business or 
residential district] is prima facie evidence that the speed is too great and therefore unreasonable.” The 
pavement is approximately 30 feet wide, allowing for just one lane of travel in each direction. On-street 
parking has been prohibited along both sides of the road its entire length. As noted above, in conducting 
its research for this study, CivTech could find no traffic volumes reported for Spence Avenue from its 
usual online sources; therefore, CivTech engaged Field Data Services of Arizona (FDS-AZ) to record 
daily, bi-directional traffic counts on Spence Avenue. FDS-AZ recorded these counts on Tuesday 
February 11, 2025, a “typical” weekday when nearby Arizona State University was in regular session, 
important “normal” conditions under which the City of Tempe wishes traffic counts to be recorded.

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 3 
 
Figure 2 shows the coordinates at 
which the counts were take plotted on 
a Google Earth Pro image on which 
CivTech has outlined the two phases of 
The Marshall.1 FDS-AZ recorded 3,717 
vehicles on Spence Avenue, 1,806 
eastbound (inbound from Rural Road) 
and 1,911 westbound or outbound to 
Rural Road. Attachment B is the data 
sheet for the counts. 
Rural Road is a north-south arterial 
roadway. 
Extending 
from 
Commonwealth Street in Chandler 
north 
through 
Tempe 
and 
into 
Scottsdale, Rural Road provides three 
travel lanes in each direction in the vicinity of the project with a posted speed limit of 35 mph between 
Broadway Road and Apache Boulevard. The reported 2023 daily volume on Rural Road was 44,861 
vehicles per day per the Maricopa Association of Governments’ Traffic Count Data System. 
Apache Boulevard is an east-west four (4) lane arterial roadway with two (2) lanes and a bicycle 
lane in each direction separated by the Tempe Streetcar. Apache Boulevard begins to the west at Mill 
Avenue. East of Terrace Road, the Streetcar extends less than 1/6-mile to its eastern terminus at 
Dorsey Lane and the Valley Metro Light Rail runs along the center of Apache Boulevard. The posted 
speed limit is 35 mph. Apache Boulevard provides access to the Loop 101 Price Freeway frontage 
roads 1.7 miles east of Terrace Road; 0.35 miles east of the northbound frontage, Apache Boulevard 
crosses the Tempe Canal and enters the City of Mesa, where it is designated Main Street. CivTech 
notes that, unlike the Metro Light Rail, the Streetcar route shares lanes with motor vehicles in some 
areas and drivers are able to cross the tracks in other areas. As can be seen in Figure 1, there is a 
break in the raised median in Apache Boulevard between the Phase 1 East Driveway and Terrace 
Road. Residents of both phases of The Marshall may use this break when traffic permits. 
The intersection of Rural Road and Spence Avenue is a four-legged, signalized intersection. The 
west leg is a driveway to an ASU parking lot. The westbound Spence Avenue approach to Rural Road 
provides an exclusive left turn lane and a shared through/right-turn lane. Both Rural Road approaches 
provide a left turn lane, two through lanes, and a shared through/right-turn lane. 
LOCAL MODE SPLIT 
To estimate Local Mode Split, CivTech referred to Table B08301, Means of Transportation to Work, 
as compiled from the decennial census most recently conducted by the United States Census Bureau 
(USCB) in 2020, regarding the means of transportation by which residents living in the vicinity of the 
project commute to work, data most relevant to the subject of this section of this TIS. The latest 
estimates for all of Tempe and ZIP Code 85281, in which the site is located and which consists of all of 
 
1 Please note that the frequency and spacing of driveways along Spence Avenue makes determining an “optimal” place for the counts 
difficult. CivTech allowed its subcontractors to select the location based on their professional expertise. 
 
FIGURE 2 – COUNT LOCATION

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 4 
 
Tempe north of (and excluding) the Broadway Road corridor. Table 1 on the next page presents the 
latest (2023) data as reported by the USCB for the City of Tempe and ZIP Code 85281. (Please note 
that data for a “Census Block Group,” an area much smaller than a ZIP Code, is no longer available.) 
Figure 3 presents an illustrated summary of the data CivTech estimated for 2023 (the latest year 
available) from the census that is relevant to local mode split for the City and ZIP Code 85281, 
omitting from the calculations those who choose to work at home. 
A review of the various data found in Figure 3 reveals that, for 2023, it was estimated that 67.5% 
of residents in ZIP Code 85281 commuted to work alone, 9.5% walked to work, 9.8% carpooled, 
5.1% bicycled, and 5.9% took public transit, such as buses (4.3%) and rail (1.6%), including ridership 
on the Tempe Streetcar, which went into operation May 20, 2022. 
Transit. The proposed Project will be within a few-minute walk of Rural Road, along which there are 
north- and southbound transit stops at Spence Avenue for the fixed Route 72 bus (Rural/Scottsdale 
Roads). The route passes through the Tempe Transportation Center (TTC), a transit hub with a Valley 
Metro light-rail station and through which four (4) other local bus routes pass (48, 62, 65, and 66) 
In addition, one (1) of Tempe’s free Orbit neighborhood circulator buses (Mars) originates at the TTC 
and riders can flag down the Mars Orbit anywhere along Spence Avenue. Finally, Tempe’s Streetcar 
runs east-west along Apache Boulevard with a stop at Rural Road, less than one-half mile (0.35 miles) 
from the site. Figure 4 shows the transit stops in vicinity of the site. 
TABLE 1 – MEANS OF TRANSPORTATION TO WORK, 2023 
Label 
85281 
Tempe city, Arizona 
Estimate 
Margin of 
Error (±) 
Estimate 
Margin of 
Error (±) 
Total: 
41,223 
1,998 
117,884 
4,733 
Car, truck, or van: 
25,870 
1,943 
79,962 
5,399 
Drove alone 
22,599 
1,711 
72,775 
5,118 
Carpooled: 
3,271 
675 
7,187 
1,749 
In 2-person carpool 
2,292 
578 
4,540 
1,209 
In 3-person carpool 
599 
309 
1,040 
836 
In 4-person carpool 
156 
119 
1,317 
1,135 
In 5- or 6-person carpool 
40 
51 
151 
262 
In 7-or-more-person carpool 
184 
192 
139 
249 
Public transportation (excluding taxicab): 
1,968 
574 
4,578 
2,759 
Bus 
1,435 
519 
3,713 
2,697 
Subway or elevated rail 
50 
82 
- 
232 
Long-distance train or commuter rail 
- 
33 
- 
232 
Light rail, streetcar, or trolley 
483 
208 
865 
529 
Ferryboat 
- 
33 
- 
232 
Taxicab 
132 
95 
457 
466 
Motorcycle 
137 
104 
426 
271 
Bicycle 
1,701 
557 
3,253 
1,401 
Walked 
3,184 
704 
5,560 
2,269 
Other means 
509 
187 
1,915 
978 
Worked from home 
7,722 
869 
21,733 
2,976 
Sources:  https://data.census.gov/table?q=tempe,+arizona+b08301&tid=ACSDT5Y2023.B08301  
https://data.census.gov/table?q=85281+b08301&tid=ACSDT5Y2023.B08301

CivTech
NORTH
Not to Scale
Means of Transportation to Work: 85281, 2023
85281
Tempe city
Estimate
%
Estimate
%
41,223
117,884
22,599
67.5%
72,775
75.7%
3,271
9.8%
7,187
7.5%
1,435
4.3%
3,713
3.9%
533
1.6%
865
0.9%
132
0.4%
457
0.5%
137
0.4%
426
0.4%
1,701
5.1%
3,253
3.4%
3,184
9.5%
5,560
5.8%
Total
Drove alone
Carpool
Bus
Rail
Taxicab
Motorcycle
Bicycle
Walked
Other means (excludes work-at-home)
509
1.5%
1,915
2.0%
33,501
100.1%
96,151
100.1%
Total without Work-at-home
Worked from home
7,722
21,733
Total
41,223
117,884
Sources: 
https://data.census.gov/table?q=tempe,+arizona+b08301&tid=ACSDT5Y2023.B08301
https://data.census.gov/table?q=85281+b08301&tid=ACSDT5Y2023.B08301
67.5%
9.8%
4.3%
1.6%
0.4%
0.4%
5.1%
9.5%
1.5%
Means of Transportation to Work: 85281, 2023
Drove alone
Carpool
Bus
Rail
Taxicab
Motorcycle
Bicycle
Walked
Other means (excludes
work-at-home)
75.7%
7.5%
3.9%
0.9%
0.5%
0.4%
3.4%
5.8%
2.0%
Means of Transportation to Work: Tempe, 2023
Drove alone
Carpool
Bus
Rail
Taxicab
Motorcycle
Bicycle
Walked
Other means (excludes
work-at-home)
 Data.Census.gov: Means of Transportation to Work
The Marshall on Spence (Phase II) - Transportation Impact Study

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 6 
 
FIGURE 4 – VICINITY MAP SHOWING SITE AND TRANSIT STOPS 
 
Bicycle and Pedestrian Facilities. The proposed Project is within Tempe’s designated Bicycle Commute 
Area as defined in Section 4-603 of the Tempe Zoning and Development Code (ZDC), under Subsection 
D.4, Bicycle Parking, as “properties north of Southern Avenue extending north, east and west to the 
city limit lines.” Tempe has bicycle lanes in the vicinity of the site. A bicycle lane is defined by the City 
as a “portion of a roadway designated for preferential or exclusive use of bicycles and defined by 
pavement markings, curbs, signs or other traffic-control devices.” Bicycle lanes are a minimum of four 
(4) feet in width. Multi-use paths, which are defined as a “paved facility completely separate from the 
roadway and motorized traffic designated for non-motorized, mixed use,” are a minimum of 10 feet 
in width and can be used by pedestrians. The nearest multi-use path begins approximately seven-
tenths of a mile from the site on Terrace Road and extends just 600 feet to 8th Street. Pedestrians 
also have access to Tempe’s extensive network on sidewalks along its streets. Figure 5 at the top of 
the next page depicts the bicycle lanes and multi-use paths in the vicinity of the Project. 
Other Modes of Transportation. In addition to the above traditional alternative modes of travel, a 
scooter may be rented on an hourly basis at any of several locations. Also, ride-hailing services such 
as Uber and Lyft are very popular as an alternative to owning or leasing a vehicle.

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 7 
 
PROPOSED DEVELOPMENT 
SITE PLAN AND DESCRIPTION 
The proposed Project is the second phase of a student housing development, The Marshall Phase I, 
which is currently being constructed by Aptitude Apache LLC north of the subject site. Attachment C 
is the site plan for the project. The new Project would redevelop the parcels south of Phase I. These 
parcels have a total area of 38,125 square feet (sf) or approximately 0.875 acres. A seven-story (i.e., 
mid-rise) building with 105 DUs of Off-Campus Student Apartments (Mid-Rise) Adjacent to Campus 
providing a total of 269 bedrooms is expected. An ATM in an area of 122-sf is also being provided on 
the ground floor in the southeast corner of the building along the sidewalk/site frontage. There will be 
parking on-site for 89 motor vehicles. 
SITE ACCESS 
As can be seen on Attachment C, inbound access to the Phase II parking garage will be via one (1) 
driveway along Spence Avenue. All Phase II residents will be required to exit to Apache Boulevard 
through Phase I via a one-way “corridor connection” from Phase II into Phase I; the reverse will not be 
possible as there will be no access into Phase II through Phase I. CivTech understands that this is a new 
requirement/stipulation after it was originally communicated to CivTech that the City and Fire Department 
would not allow tenant traffic between the two sites. 
TRIP GENERATION AND DISTRIBUTION 
CivTech estimated the potential trip generation for the proposed development using for reference 
TripGen11, the latest (11th) edition of the Institute of Transportation Engineers’ (ITE) Trip Generation 
Manual (TripGen11) and the 3rd edition of the Trip Generation Handbook. For comparison purposes, 
CivTech also estimated the trips from the existing 38-DU Tempe Palms Apartments. TripGen11 contains 
FIGURE 5 – BICYCLE LANES AND MULTI USE PATHS NEAR PROPOSED DEVELOPMENT

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 8 
 
data collected by various transportation professionals for a wide range of different land uses. The data 
for daily and peak hour trips are summarized in the manual, which also provides average rates and 
regression equations developed from the data as well as the percentages of trips that enter and exit 
during the study period. These data are then used to generate (i.e., calculate) the site trips for each 
categorized land use and the in- and outbound trips for the number of units (the independent variable 
in the calculation) that best represents the development size (floor area, dwelling units, rooms, 
students, seats, acres, beds, etc.). For The Marshall Phase II, CivTech assumed that the appropriate 
Land Use is Off-Campus Student Apartments (Mid-Rise) Adjacent to Campus, which is Land Use Code 
(LUC) 226, in a Dense Multi-Use Urban setting. The trip generation calculations for The Marshall Phase 
II are detailed in Table 2. Please note that TripGen11 contains no land use code or any trip generation 
data for a stand-alone ATM; therefore, CivTech has assumed that nearly all ATM patrons will walk to it 
from the development and from surrounding residences, generating few, in any, vehicular trips. 
Based on trip generation rates in TripGen11, the 269 bedrooms/residents of The Marshall Phase II are 
likely to generate approximately 406 vehicular trips on a weekday with 31 trips (11 in/20 out) 
generated during the AM peak hour and 42 trips (21 in/21 out) generated during the PM peak hour. 
The 38-DU existing Tempe Palms multifamily residential land use could be currently generating 180 
vehicular trips on a weekday with 14 trips (4 in/10 out) generated during the AM peak hour and 23 
trips (14 in/9 out) generated during the PM peak hour. Thus, as compared to the existing Tempe 
Palms Apartments, The Marshall Phase II could generate 260 additional vehicular trips on a weekday 
with 17 more trips (7 in/10 out) generated during the AM peak hour and 19 more trips (7 in/12 out) 
generated during the PM peak hour. 
Another Perspective. CivTech was asked to review the daily trip generation to determine if 406 trips 
per day (203 in/203 out) was a reasonable total given that only 89 parking spaces will be available to 
residents of The Marshall Phase II. CivTech has noted above—and in several recent studies for other 
projects proposed for its City Center and the ASU area—how Tempe has made a substantial investment 
in providing improvements and alternative modes of transportation for its residents so that residents 
need not be so dependent on a personal vehicle. Thus, the 406 trips for a development providing only 
89 vehicular parking spaces does seem excessive: the average trips-per-day per-parking-space is 4.56 
trips per parking space per day (= 406 ÷ 89), suggesting that every resident leaves the premises and 
returns twice (or more) each weekday. The site is within a short walk of the ASU campus. In addition,  
Table 2 – Trip Generation 
 
ITE Land 
 
AM Distribution PM Distribution 
Land Use 
Quantity Units+ 
Use Code 
ITE Land Use Name 
In  
Out 
In 
Out 
The Marshall Phase II 
269 Bedrooms 
226 
Off-Campus Student Apartment (Mid-Rise) Adjacent to Campus 
34% 
66% 
51% 
49% 
Tempe Palms Apts.  
38 Dwelling Units 
220 
Multifamily Housing (Low-Rise Close to Rail) 
29% 
71% 
60% 
40% 
ADT 
AM Peak Hour 
PM Peak Hour 
Land Use 
Avg. Rate 
Total 
Avg. Rate 
In  
Out 
Total 
Avg. Rate 
In  
Out 
Total 
The Marshall Phase II [Proposed] 
1.50   
406 
0.11* 
11 
20 
31 
0.16* 
21 
21 
42 
Tempe Palms Apartment [Existing] 
4.72   
180 
0.38   
4 
10 
14 
0.61   
14 
9 
23 
Differences [Proposed – Existing] 
 
+226 
 
+7 
+10 
+17 
 
+7 
+12 
+19 
Notes: * Average rate was calculated by dividing total trips generated using regression equation by the quantity of units. (See below.) 
CALCULATIONS (Equations shown only where applicable) 
Land Use [Units] 
Daily  
AM Peak Hour 
PM Peak Hour 
Off-Campus Student Apartment (Mid-Rise) Adjacent to Campus [X = 269 Bedrooms] 
--- 
TAM = 0.14X – 6.92 = 31 
TPM = 0.17X – 3.48 = 42

CivTech
Not to Scale
The Marshall on Spence (Phase II) - Transportation Impact Study
Apache Blvd.
Spence Ave.
Terrace Rd.
Rural Rd.
Streetcar
Site Trip Distribution and Assignment 
Percentage Trip Distribution
LEGEND
NORTH
XX%
32%
25%
18%
25%
1
2
4
SITE
Ph I
3
3,717[3,830]
1,911[1,911]
1,806[1,919]
Terrace Rd.
Light Rail
58%
10%
0.0%
6
One-way northbound/outbound
corridor connection
18%
40%
XX% Percentage Site Outbound Trip Distribution
XX%   Percentage Site Inbound Trip Distribution
XX(XX)[XXX] - AM(PM)[Daily] Traffic Volumes
X,XXX[X,XXX]   - Daily Volumes: Current[With The Marshall]
18%
18%
0%
32%
32%
100%
15%
0%
43%
25%
25%
42%
0%
25%
5
100%
0%
42%
0%
7
0(0)[0]
2(3)[30]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
5(5)[51]
3(5)[51]
4(4)[37]
0(0)[0]
0(0)[0]
0(0)[0]
Rural Rd & Apache Blvd
1
0(0)[0]
4(4)[37]
5(8)[81]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
2(4)[37]
2
Rural Rd & Spence Ave
0(0)[0]
0(0)[0]
0(0)[0]
7(12)[118]
4(9)[85]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
Site Access & Spence Ave
3
4(9)[85]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
Terrace Rd & Spence Ave
2
Figure 6:
0(0)[0]
1(2)[20]
0(0)[0]
8(8)[74]     5(5)[50]
0(0)[0]
6(7)[65]
0(0)[0]
0(0)[0]
3(7)[65]
0(0)[0]
0(0)[0]
0(0)[0]
Terrace Rd & Apache Blvd
3
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
9(9)[88]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
20(21)[203]
Phase 1 East Dwy & Apache Blvd
4
0(0)[0]
0(0)[0]
0(0)[0]
1(1)[14]
0(0)[0]
19(20)[189]
8(8)[74]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
0(0)[0]
Median Break & Apache Blvd
5

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 10 
 
the Mars Orbit circulator runs along Spence Avenue and there is a Tempe Streetcar station on Apache 
Boulevard just to the north of Phase I, with a direct pedestrian path through Phase I to it. Therefore, 
CivTech suggests that most Phase II residents who own vehicles will not use their vehicles every day 
and that the daily trips calculated by use of the published industry data is overly conservative. 
Additionally, the published weekday average rate and the regression equation were based on only 
four sets of observations and all four sites provided between 150 and 200 bedrooms, many fewer than 
the projects now underway and/or being proposed in Tempe. In the future, CivTech suggests, as 
traffic engineers add to the data, the average rate will decrease and the variations between the plots 
of the average rate and those of the fitted curve will narrow. 
TRIP DISTRIBUTION AND ASSIGNMENT 
The site is within walking distance of the ASU campus and the trip generation reflects that with 269 
residents expected to generate just 42 PM peak hour trips. CivTech used 2030 socio-economic data 
compiled by the Maricopa Association of Governments (MAG) to determine a single trip distribution 
pattern. MAG has two primary categories of data: population and employment. Traffic engineers 
typically use population data to determine where concentrations of people live around a commercial/ 
employment use; traffic engineers use employment data to determine in which directions residents are 
going on their morning commutes and returning from on their afternoon commutes. In this case, 
CivTech assumed that Marshall residents with vehicles would use their vehicles to travel to part-time 
evening jobs and area attractions (restaurants, shops, etc.) within a seven-mile radius of the site. For 
this task, CivTech referred to its May 2023 The Marshall Tempe traffic study to determine a trip 
distribution pattern. This previous study generated trips based on future employment within a seven-
mile radius of the site using MAG’s 
projected 2030 socio-economic data. The 
resulting trip distribution percentages for 
the study area are listed in Table 3. The 
trip distribution calculations from that 
study and the figure illustrating them are 
included in Attachment D. 
The percentages listed in Table 3 were applied to the site trips generated to determine the AM and 
PM peak hour site traffic at the intersections within the study area.  
Figure 6 illustrates the resulting site trip distribution percentages, the site trip assignment for the 
proposed development, and the current and expected daily traffic volumes on Spence Avenue. 
IMPACTS ON TRANSPORTATION SYSTEM 
INCREASE IN VEHICULAR TRAFFIC 
As summarized above, the trip generation reveals that the proposed development is anticipated to 
generate 406 vehicular trips on a weekday with 31 trips (11 in/20 out) generated during the AM peak 
hour and 42 trips (21 in/21 out) generated during the PM peak hour. The site’s expected 406 trips 
each day represent an increase of just 0.9% to the reported 44,861 vpd that were on Rural Road in 
2023. This averages to one new vehicle on Rural Road every 3½ minutes, one new trip added nearly 
every 2 minutes during AM peak hour, and one new trip just less than every 1½ minutes during the 
PM peak hour. The impact is, therefore, expected to be minimal. 
TABLE 3 – SITE TRIP DISTRIBUTION 
Direction (To/From) 
Percentage 
North on Rural Road (north of Terrace Road) 
25% 
South on Rural Road (south of Apache Boulevard) 
18% 
East on Apache Boulevard (east of Terrace Road) 
32% 
West on Apache Boulevard (west of Rural Road) 
25% 
Total 
100%

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 11 
 
Spence Avenue. As noted, FDS-AZ recorded 3,717 vehicles on Spence Avenue on February 11. More 
than two-thirds (67.9%) of the trips were between noon and midnight. Above, CivTech projected 
that The Marshall Phase II would generate a net increase of 226 trips over those expected from the 
existing Tempe Palms Apartments, which CivTech understands are still in operation on the Phase II 
site. With only entering vehicles to be allowed from Spence Avenue, the net increase of traffic would 
be half of the daily volume or 113 trips (=226 ÷ 2); if all were added to Spence Avenue west of the 
site access, the increase would be just over three percent (113 ÷ 3,717 = 3.05%). 
The new total/with-site volume on Spence Avenue would be approximately 3,830 vehicles per day 
(vpd). While not classified as such, Spence Avenue functions as a residential collector street that 
brings traffic from other neighborhood streets to Rural Road. CivTech reviewed some daily design 
capacities from other Valley jurisdictions to determine if 3,830 vehicles per day (vpd) could be 
considered an acceptable expected daily volume on Spence Avenue. 
• Scottsdale. Two-lane Local Collectors in Scottsdale can be expected to carry up to 5,000 vpd. 
• Surprise. Minor Collectors can carry up to 5,040 vpd while maintaining an acceptable level of service 
(LOS) D. 
• Phoenix. Section 7.1.3.2 of the City of Phoenix Street Planning and Design Guidelines indicate that 
daily volumes on a collector street should not exceed 8,000 vpd. 
The expected volumes on Spence are lower than design volumes for similar collector streets in the 
cities of Scottsdale and Surprise. Therefore, CivTech concludes that there would still be some capacity 
left on Spence Avenue after development of Phase II of The Marshall. 
ANTICIPATED TRANSIT RIDERSHIP 
The proposed development is a short walk from Rural Road, along which the local fixed Route 72 bus 
runs several times per hour. It passes through the Tempe Transportation Center, where a resident has 
access to several public transit options. Also, the Orbit Mars circulator bus runs along Spence Avenue; 
the developer will provide an 8-foot by 8-foot pad at the curb in the southwest corner of the site, where 
riders of Tempe’s Orbit Mars circulator bus may wait for and flag down the circulator bus. The 
development is expected to provide 105 DUs with 269 bedrooms. For the purpose of estimating transit 
ridership, CivTech assumes that the number of residents is the equivalent of the number of bedrooms. 
A review of the data in the table on Figure 3 suggests that, if future residents used public transit at 
the same rate as residents of Tempe ZIP Code 85281 overall, 5.9% (16) of the 269 estimated 
residents would use public transit, representing 4.3% (12) using the bus and 1.6% (4) using rail. 
BIKE SYSTEM LINKAGES AND PEDESTRIAN ACCESS 
Bicycle Lanes. With reference to Figure 5, there are no bicycle lanes along Rural Road, Spence 
Avenue, or along Terrace Road south of Apache Boulevard. Residents who choose to bicycle to and 
from ASU would likely use the two low-speed, low-volume local roadways (avoiding Rural Road) to 
enter the bicycle lanes along Terrace Road north of Apache Boulevard. From there, residents are 
linked to the City’s extensive network of bicycle routes along and north of Apache Boulevard.

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 12 
 
Pedestrian Facilities. Pedestrians will have access to Tempe’s extensive network on sidewalks along 
its streets. 
Bicycle and Pedestrian Access to Apache Boulevard. For Phase II residents who bicycle or walk, a 
sidewalk will connect Phase I and Phase II, giving Phase II residents direct access to Apache 
Boulevard and convenient access to the Tempe Streetcar. CivTech notes that there is a signalized 
bicycle and pedestrian crossing on Apache Boulevard at the east end of the Rural/Apache Streetcar 
station, less than 500 feet west of the Phase I site; therefore, within a few minutes, Phase II residents 
can bicycle or walk to Apache Boulevard and a Streetcar station via the sidewalk. 
SIGHT DISTANCE ANALYSIS 
Adequate sight distances must be provided for those motorists leaving and approaching the site 
access. A sight triangle is the area encompassed by the line of sight from a stopped vehicle on the 
minor roadway to the approaching vehicle on the major roadway: there must be sufficient 
unobstructed sight distance along both approaches of a street or driveway intersection and across 
their included corners to allow operators of vehicles to see each other. The distance is a function of 
the posted speed limit for any given roadway that intersects a public collector or an arterial. The site 
driveway does not have a posted speed limit and exiting vehicles are presumed to be traveling at a 
low speed, since under State law, vehicles must slow to yield (or stop) when approaching a “T” 
intersection, in this case when approaching Spence Avenue from the site driveway.1 Sight distance 
calculations according to City of Tempe requirements are summarized in Table 4 at the top of the 
next page. Since 25 mph is the lowest design speed reported in the City of Tempe requirements, 
CivTech used a 25 mph design speed for the purposes of this analysis. 
TABLE 4 – SIGHT DISTANCE REQUIREMENTS 
Roadway 
Posted Speed Limit/ 
Design Speed (mph) 
Sight Distance Along Roadway 
Left of Driveway 
(Case B2/B3) 
Right of Driveway 
(Case B1) 
Site Access A & Spence Avenue No Posted Speed Limit / 25 
195’ 
125’ 
 
 
 
 
A review of the sight distance calculations summarized in Table 4 reveals that sight distances of 195 
feet to the left of the proposed Site Access and 125 feet to the right should be provided. These 
minimum sight distances must be maintained. 
Additionally, landscaping should be trimmed to maintain sight distances while meeting current Tempe 
landscape requirements. Shrubs and bushes are to be trimmed to be at a maximum of two (2) feet 
in height and tree branches trimmed to be not lower than eight (8) feet from the ground. A copy of 
the City of Tempe’s Intersection Sight Distance guidelines is included in Attachment E. 
 
1 Per Arizona Revised Statutes, Title 28 – Transportation, § 28-771A, at an uncontrolled “T” intersection, “The vehicle on 
the terminating street or highway shall yield to the vehicle on the continuing street or highway.”

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 13 
 
SUMMARY 
To summarize the above, CivTech concludes the following: 
• The 269 bedrooms/residents of The Marshall Phase II are likely to generate approximately 406 
vehicular trips on a weekday with 31 trips (11 in/20 out) generated during the AM peak hour and 
42 trips (21 in/21 out) generated during the PM peak hour. 
o The 38-DU existing Tempe Palms multifamily residential land use could be currently generating 
180 vehicular trips on a weekday with 14 trips (4 in/10 out) generated during the AM peak hour 
and 23 trips (14 in/9 out) generated during the PM peak hour. 
o As compared to the existing Tempe Palms Apartments, The Marshall Phase II could generate 226 
additional vehicular trips on a weekday with 17 more trips (7 in/10 out) generated during the AM 
peak hour and 19 more trips (7 in/12 out) generated during the PM peak hour. 
o A daily volume of 3,717 vehicles was recorded for CivTech on Spence Avenue. The Marshall Phase 
II is expected to generate a net increase of 226 trips over those expected from the existing 
apartments. With only entering vehicles to be allowed from Spence Avenue, the net increase of 
traffic would be half of the daily volume or 113 trips; if all were added to Spence Avenue west of 
the site access, the increase would be just over three percent (3.05%). 
o The new total/with-site volume on Spence Avenue would be approximately 3,830 vehicles per day 
(vpd). Spence Avenue is a residential collector street that brings traffic from residential streets to 
Rural Road and via other residential (or local or minor) collector streets to Apache Boulevard. 
CivTech reviewed some daily design capacities from other Valley jurisdictions and determined that 
the expected 3,830 vpd is an acceptable expected daily volume. 
o CivTech’s trip generation calculations were conducted based on bedrooms, as would be done by 
any traffic engineer per industry practice. The estimated 406 trips per day applied to the 89 vehicle 
parking spaces yields an average of 4.56 trips per day per parking space, which is more than two 
trips in and out by every resident each weekday. CivTech suggests that such a scenario is unlikely 
and that the actual number of trips generated each day would be less, possible substantially less. 
• The proposed development is a short walk from Rural Road, along which the local fixed Route 72 
bus runs several times per hour. It passes through the Tempe Transportation Center, where a 
resident has access to several public transit options. Also, Orbit Mars runs along Spence Avenue. 
o Tempe’s Streetcar runs east-west along Apache Boulevard with a stop at Rural Road, less than 
one-half mile (0.35 miles) from the site. 
o If future residents used public transit at the same rate as residents of Tempe ZIP Code 85281 
overall, 5.9% (16) of the 269 estimated residents would use public transit, representing 4.3% 
(12) using the bus and 1.6% (9) using rail. 
• There are no bicycle lanes along Rural Road, Spence Avenue, or along Terrace Road south of Apache 
Boulevard. Residents who choose to bicycle to and from ASU would likely use the two low-speed, 
low-volume local roadways (avoiding Rural Road) to enter the bicycle lanes along Terrace Road 
north of Apache Boulevard. From there, residents are linked to the City’s extensive network of bicycle 
routes along and north of Apache Boulevard.

Transportation Impact Study 
1034 East Spence Avenue – Tempe, Arizona 
Page 14 
 
• Pedestrians will have access to Tempe’s extensive network on sidewalks along its streets. 
• Sight distances of 195 feet to the left of the proposed Site Access and 125 feet to the right should 
be provided. These minimum sight distances must be maintained. 
o Additionally, landscaping should be trimmed to maintain sight distances while meeting current 
Tempe landscape requirements. Shrubs and bushes are to be trimmed to be at a maximum of 
two (2) feet in height and tree branches trimmed to be not lower than eight (8) feet from the 
ground. 
CivTech makes no recommendations for any mitigation measures. A trip reduction plan was not 
required. 
 
Thank you for allowing CivTech to assist you on this project. Please contact me with any questions 
you may have on this statement. 
Sincerely, 
CivTech 
 
Joseph F. Spadafino, P.E., PTOE, PTP 
Senior Project Manager/Traffic Engineer 
Attachments (5) 
 
X:\24-1180 CHA Solutions - The Marshall on Spence, Tempe AZ\Submittals\3rd Submittal\TIS\Level 1 TIS, no TRP - The Marshall, Tempe DRAFT v3_3.docx

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31

02/06/2024
SOLID WASTE
PLAN
DRIVEWAY CONNECTION
TO THE MARSHALL ON
SPENCE, SEE LAYOUT
PLAN
MANAGEMENT TO MOVE DUMPSTERS
FROM THE MARSHALL ON SPENCE TO THE
MARSHALL AT TEMPE BUILDING ON
ALTERNATE DAYS FOR STAGING/PICKUP.
C-105
RECY
BIN2
BIN1
RECY
271 BEDS
AVERAGE 1,285lbs TRASH/DAY
        2,570lbs EVERY 2 DAYS
2 CY DUMPSTER CAPACITY (COMPACTED) ~600lbs
FILL: 2 DUMPSTER/DAY, 3 DUMPSTERS MIN. ON SITE.
PICK UP: EVERY 2 DAYS
BIN3
CHUTE