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Home My WebLink AboutCANYON HILLS FOCUSED TRAFFIC ANALYSIS 12-2002 : ...: .:. .. . . •:: .. .. . ..:. : .. :.. ... .. . :: '. ::. LI I r ...... . ...... ..... .................................................................... ...... .............. ................................. . ............. ....... ..... ............................................... ........................ ..... ............. .............................. ............. '..• . .. •'..•.. ....�...:. ... CCi�,k LLi si�.,,l�.�IJf 11J C7 u16 CITY OF LAKE ELSINORE CANYON HILLS FOCUSED TRAFFIC ANALYSIS (REVISED) DECEMBER 317 2002 . . ..... .. .�.. . . ...... KUNZMAN ASSOCIATES K TRANSPORTATION PLANNING - TRAFFIC ENGINEERING ........... :.: ..':.'.'.'.'.'.'.............'.'.'.':.' ........ ��r ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... . .. ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. CITY OF LAKE ELSINORE CANYON HILLS FOCUSED TRAFFIC ANALYSIS (REVISED) DECEMBER 31 , 2002 ...................................................... ..... .............. . ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ..................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. .. .. . . ................... ..... ............. ....................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. ...................................................... ..... .............. ...................................................... ..... ............. KUNZMAN ASSOCIATES K TRANSPORTATION PLANNING - TRAFFIC ENGINEERING KUNZMAN ASSOCIATES TRANSPORTATION PLANNING - TRAFFIC ENGINEERING 1111 TOWN & COUNTRY ROAD, STE. 34 ORANGE, CA 92868-4667 (714) 973-8383 FAX: (714) 973-8821 E-MAIL: MAIL Q TRAFFIC-ENGINEER.COM December 31, 2002 Mr. Duane Morita CITY OF LAKE ELSINORE 130 S. Main Street Lake Elsinore, CA 92530 Dear Mr. Morita: INTRODUCTION The firm of Kunzman Associates is pleased to submit this focused traffic analysis for the Canyon Hills development in the City of Lake Elsinore. The Canyon Hills project is located adjacent to Cottonwood Canyon Road and east of Railroad Canyon Road in the City of Lake Elsinore. Kunzman Associates previously prepared the Cottonwood Hills Traffic Study for the project site. The purpose of this focused traffic analysis is to address the reductions of traffic that can be expected by the proposed plan versus the previous plan. This includes the reduced traffic impact caused by the middle school to the Railroad Canyon Road/1-15 Freeway interchange. And also the traffic analysis addresses the potential traffic volumes on Lost Road south of the Canyon Hills development. Although this is a technical report, every effort has been made to write the report clearly and concisely. To assist the reader with those terms unique to transportation engineering, a glossary of terms is provided within Appendix A. FINDINGS Figure 1 illustrates the proposed site plan. In the previous traffic analysis, the land uses upon which it was based are listed in Table 1 for the previous plan (see Figure 2). It can be seen from Table 1, that the proposed number of single-family detached residential dwelling units decreased by 154, the number of multi-family attached residential dwelling units increased by 154, the commercial retail square footage increased by 6,000 square feet, and the office square footage decreased by 48,000 square feet. The commercial retail square footage is based on providing 10,000 square feet of floor area per acre and the office square footage is based on providing 15,000 square feet of floor area per acre. There is also an existing middle school in the proposed plan and not in the previous plan. The proposed development is projected to generate a total of approximately 48,618 daily vehicle trips, 3,835 vehicles per hour will occur during the morning peak hour and 4,803 vehicles per hour will occur during the evening peak hour. However, with the exclusion of 70% of the school traffic and 50% of the commercial retail traffic which are internal project trips, the proposed development is projected to generate off-site approximately 41,628 daily vehicle trips, 3,151 vehicles per hour will occur during the morning peak hour and 4,163 vehicles per hour will occur during the evening peak hour. By excluding 70% of the school traffic and 50% of the commercial retail traffic, an approximation of the traffic exiting the site has been calculated. The previous and currently approved development is projected to generate a total of approximately 48,483 daily vehicle trips, 3,615 vehicles per hour will occur during the morning peak hour and 4,824 vehicles per hour will occur during the evening peak hour. However, with the exclusion of 70% of the school traffic and 50% of the commercial retail traffic which are internal project trips, the previous development is projected to generate off-site approximately 42,434 daily vehicle trips, 3,192 vehicles per hour will occur during the morning peak hour and 4,285 vehicles per hour will occur during the evening peak hour. By excluding 70% of the school traffic and 50% of the commercial retail traffic, an approximation of the traffic exiting the site has been calculated. As shown in Table 1, the proposed plan compared to the previous plan is projected to generate approximately 806 (1.9%) less daily vehicle trips, 41 (1.3%) less vehicles per hour will occur during the morning peak hour and 122 (2.8%) less vehicles per hour will occur during the evening peak hour. This change in traffic is insignificant. As shown in Table 2, approximately 1,160 daily vehicle trips, 368 vehicles per hour during the morning peak hour and 128 vehicles per hour during the evening peak hour do not have to cross the Railroad Canyon Road/1-15 Freeway Interchange with the construction of the existing middle school within the Canyon Hills project. The conclusion of the Lost Road analysis is that an unpaved road can easily accommodate the traffic generated by this project and other traffic currently using the road. The expected future volume on Lost Road with project buildout is between 500 and 800 vehicles per day. LAND USE Figure 1 illustrates the proposed site plan. The proposed land uses for the project site include single-family detached residential, multi-family attached residential, commercial retail, institutional, elementary school, middle school, and park. 2 The following describes the proposed land uses from a traffic engineering viewpoint: Sinqle-Family Detached Residential: The primary market for these units will be families with children. As a result, peak traffic volumes will occur during home-to-work and work-to- home trips. Child-related trips such as home-to-school or home-to-Little League are also a significant factor in the daily trip generation, but they have a smaller influence on peak hour volumes. Multi-Family Attached Residential: The traffic characteristics of this type of development reflect the smaller family sizes generally found in attached dwellings. Fewer trips result per dwelling in the peak hours and daily than would result from detached residential dwellings. Commercial Retail: Neighborhood or community shopping centers of this type are characterized by a large number of short duration trips throughout the day. Their typical late morning opening times produce only minor traffic volumes during the morning peak hour. Elementary and Middle School: As a result of their late morning starting and early afternoon quitting times, they do not appreciably effect the street peak hour traffic flow. On a daily basis, student drop-off and pick-up will generate more traffic than teachers commuting. Park: Neighborhood parks generate little vehicle traffic because most persons walk to them. Of the traffic they do generate, it is usually from within the community and during off-peak traffic hours. In the previous traffic analysis, the land uses upon which it was based are listed in Table 1 for the previous plan. It can be seen from Table 1, that the proposed number of single- family detached residential dwelling units decreased by 154, the number of multi-family attached residential dwelling units increased by 154, the commercial retail square footage increased by 6,000 square feet, and the office square footage decreased by 48,000 square feet. The commercial retail square footage is based on providing 10,000 square feet of floor area per acre and the office square footage is based on providing 15,000 square feet of floor area per acre. There is also an existing middle school in the proposed plan and not in the previous plan. TRIP GENERATION The traffic generated by the project is determined by multiplying an appropriate trip generation rate by the quantity of land use. Trip generation rates are predicated on the assumption that energy costs, the availability of roadway capacity, the availability of vehicles to drive, and our life styles remain similar to what we know today. A major change in these variables may affect trip generation rates. 3 Trip generation rates were determined for daily traffic, morning peak hour inbound and outbound traffic, and evening peak hour inbound and outbound traffic for the proposed land uses. By multiplying the traffic generation rates by the land use quantities, the traffic volumes are determined. Table 1 exhibits the traffic generation rates, project peak hour volumes, and project daily traffic volumes. The traffic generation rates are from the Institute of Transportation Engineers (ITE), Trip Generation, 6th Edition, 1997. The proposed development is projected to generate a total of approximately 48,618 daily vehicle trips, 3,835 vehicles per hour will occur during the morning peak hour and 4,803 vehicles per hour will occur during the evening peak hour. However, with the exclusion of 70% of the school traffic and 50% of the commercial retail traffic which are internal project trips, the proposed development is projected to generate off-site approximately 41,628 daily vehicle trips, 3,151 vehicles per hour will occur during the morning peak hour and 4,163 vehicles per hour will occur during the evening peak hour. By excluding 70% of the school traffic and 50% of the commercial retail traffic, an approximation of the traffic exiting the site has been calculated. The total traffic generated has been calculated for the total plan, and then the plan excluding 70 percent of the school traffic generation and excluding 50 percent of the commercial retail traffic generation. These exclusions were made for two reasons. The school trips have mostly been accounted for on the residential end of the trip, and to add the total trips in is to double count. The commercial retail trips have mostly been accounted for on the residential end of the trips, and also a fair percentage of the commercial retail trips are pass-by trips. It should be noted that for commercial retail uses, a portion of the traffic would come from pass-by trips from adjacent roadways, and are trips that are currently on the roadway system. In order to analyze a "conservative" scenario in terms of the assignment of traffic, the traffic volumes from the commercial retail portion of the project site have been partly reduced as a result of pass-by trips (see Appendix B). TRIP GENERATION COMPARISON A trip generation comparison has been conducted between the previous plan for the Canyon Hills development and the proposed plan for the Canyon Hills development. The previous and currently approved development is projected to generate a total of approximately 48,483 daily vehicle trips, 3,615 vehicles per hour will occur during the morning peak hour and 4,824 vehicles per hour will occur during the evening peak hour. However, with the exclusion of 70% of the school traffic and 50% of the commercial retail traffic which are internal project trips, the previous development is projected to generate off-site approximately 42,434 daily vehicle trips, 3,192 vehicles per hour will occur during the morning peak hour and 4,285 vehicles per hour will occur during the evening peak hour. By excluding 70% of the school traffic and 50% of the commercial retail traffic, an approximation of the traffic exiting the site has been calculated. As shown in Table 1, the proposed plan compared to the previous plan is projected to generate approximately 806 (1.9%) less daily vehicle trips, 41 (1.3%) less vehicles per 4 hour will occur during the morning peak hour and 122 (2.8%) less vehicles per hour will occur during the evening peak hour. This change in traffic is insignificant. MIDDLE SCHOOL IMPACT ON RAILROAD CANYON ROAD/1-15 FREEWAY INTERCHANGE Previously, residents on the east side of the 1-15 Freeway had to cross the Railroad Canyon Road/1-15 Freeway Interchange to take students to the middle school. With the proposed plan, an 800 student middle school has been constructed on the east side of the 1-15 Freeway. The existing middle school reduces the number of middle school trips that would have to impact the Railroad Canyon Road/1-15 Freeway Interchange. As shown in Table 2, approximately 1,160 daily vehicle trips, 368 vehicles per hour during the morning peak hour and 128 vehicles per hour during the evening peak hour do not have to cross the Railroad Canyon Road/1-15 Freeway Interchange with the construction of the existing middle school within the Canyon Hills project. As noted in the trip generation comparison above, the proposed plan compared to the previous plan is projected to generate approximately 806 (1.9%) less daily vehicle trips, 41 (1.3%) less vehicles per hour will occur during the morning peak hour and 122 (2.8%) less vehicles per hour will occur during the evening peak hour. This change in traffic is insignificant. LOST ROAD TRAFFIC VOLUMES Lost Road is not proposed for construction south of the project boundary prior to the completion of the project site. It should be noted that Lost Road is classified as a Secondary highway (88 foot right-of-way) on the Riverside County General Plan Circulation Element and will have a capacity of 25,900 vehicles per day when the road is ultimately improved. A traffic count (see Appendix C) was made of the traffic on Lost Road as it passes the residential development that is located approximately 1/4 mile south and west of the Canyon Hills development. These homes will be called the Lost Road homes in this discussion. That traffic count was done manually on a weekday for 2 hours in the morning from 7 AM to 9 AM, and 2 hours in the evening from 4 PM to 6 PM. Using standard extrapolation factors, there is about 300 vehicles per day on Lost Road both north and south of the residential development, and there is a little less than 100 vehicles per day going to the Lost Road homes. The morning peak hour has 20 northbound vehicles and 14 southbound vehicles when one excludes the trips generated by the Lost Road homes. This mixture of more going northbound than southbound in the morning peak hour is inconsistent with most of the 5 traffic being generated by the residential development in the Canyon Hills development. Traffic generated by Canyon Hills residential would be about 90 percent going southbound in the morning and at most 10 percent going northbound. Of the 300 daily vehicles on Lost Road, it appears that the components of traffic are approximately as follows: • 100 vehicles are through traffic going to neither the Lost Road homes or Canyon Hills, but rather going to or from the 1-15 Freeway and Railroad Canyon Road. • 100 vehicles are to/from the middle school by parents who live near the 1-15 Freeway and whose children go to the middle school. The middle school attendance boundary goes about 1/2 mile west of the 1-15 Freeway. • 50 vehicles are generated by the Lost Road homes (of the 100 generated, some go north and some go south). • 50 vehicles are generated by the existing 260 dwellings in Canyon Hills. The total residential traffic in Canyon Hills will grow by a factor of approximately 14.3. This is determined as follows. When the traffic count was made, there were 260 occupied single-family homes that generate approximately 2,488 trips per day. The total residential trips that will be generated by Canyon Hills is approximately 35,619 trips per day, and the ratio of 35,619/2,488 is 14.3. The existing 260 homes are all in phase 1 and are clustered around the area where Lost Road exits the project to the south. Most persons who will eventually live in Canyon Hills will have little incentive to use Lost Road south of the project. It is estimated that the average home in Canyon Hills will have only 33 percent of the propensity to use Lost Road going south from the project as do the existing 260 homes. Thus, the estimated trafficfrom the project that will use Lost Road in the future is 50 times 14.3/3, or 240 vehicles per day. When the 240 vehicles per day is added to the 250 vehicles per day that currently use Lost Road and are not generated by the residential land uses in Canyon Hills, the estimated future volume on Lost Road is approximately 490 vehicles per day. This estimate of 490 vehicles per day is not precise; however, it is a reasonable estimate. This analysis confirms our original estimate of approximately 500 vehicles per day. With 490 vehicles per day, an unpaved road can easily accommodate this volume. Typically, 10 percent of the daily traffic is in the peak hour of the day, and this would mean 49 vehicles could be expected in the highest hour. A volume of 49 vehicles in one hour is one vehicle every 73 seconds. s It has been a pleasure to serve your needs on this project. Should you have any questions, or if we can be of further assistance, please do not hesitate to call. Sincerely, KUNZMAN ASSOCIATES KUNZMAN ASSOCIATES �oQAOF ESSlo,,, q Q �A.KCi �L v w No.TR0056 Z rn Carl Ballard * William Kunzman, P.E. 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E '� m m v m Ir_ E m m IILL v �1 a'�i ° E E E a E c m E F E v �c c m rn a E a E v `e c m ❑ o a. @ F o n n m m c o " m m@ a o c " m m A A o c m m o m@ ❑ to m )- (n f U 5 5 w 2 a a ul U S w a,c7 a 'rn [4 c iT) 5 n m n 'rn 8 Table 2 Middle School Impact to Railroad Canyon Road/1-15 Freeway Interchange Descriptor Previous Plan Proposed Plan Number of students - 800 Trip Generation Morning Peak Hour - 368 Evening Peak Hour - 128 Daily - 1,160 Trip Reduction to Interchange Morning Peak Hour -0 -368 Evening Peak Hour -0 -128 Daily -0 -1,160 9 Figure 1 Proposed Site Plan FOOTHILL Ce « ti1FADOli� CREEKSIDE - Y.i. � EEiiD1L• Knnzman Associates 1613E/1 10 11 APPENDIX A Glossary of Transportation Terms GLOSSARY OF TRANSPORTATION TERMS COMMON ABBREVIATIONS AC: Acres ADT: Average Daily Traffic Caltrans: California Department of Transportation DU: Dwelling Unit ICU: Intersection Capacity Utilization LOS: Level of Service TSF: Thousand Square Feet V/C: Volume/Capacity VMT: Vehicle Miles Traveled TERMS AVERAGE DAILY TRAFFIC: The total volume during a year divided by the number of days in a year. Usually only weekdays are included. BANDWIDTH: The number of seconds of green time available for through traffic in a signal progression. BOTTLENECK: A constriction along a travelway that limits the amount of traffic that can proceed downstream from its location. CAPACITY: The maximum number of vehicles that can be reasonably expected to pass over a given section of a lane or a roadway in a given time period. CHANNELIZATION: The separation or regulation of conflicting traffic movements into definite paths of travel by the use of pavement markings, raised islands, or other suitable means to facilitate the safe and orderly movements of both vehicles and pedestrians. CLEARANCE INTERVAL: Nearly same as yellow time. If there is an all red interval after the end of a yellow, then that is also added into the clearance interval. CORDON: An imaginary line around an area across which vehicles, persons, or other items are counted (in and out). CYCLE LENGTH: The time period in seconds required for one complete signal cycle. CUL-DE-SAC STREET: A local street open at one end only, and with special provisions for turning around. DAILY CAPACITY: The daily volume of traffic that will result in a volume during the peak hour equal to the capacity of the roadway. DELAY: The time consumed while traffic is impeded in its movement by some element over which it has no control, usually expressed in seconds per vehicle. DEMAND RESPONSIVE SIGNAL: Same as traffic-actuated signal. DENSITY: The number of vehicles occupying in a unit, length of the through traffic lanes of a roadway at any given instant. Usually expressed in vehicles per mile. DETECTOR: A device that responds to a physical stimulus and transmits a resulting impulse to the signal controller. DESIGN SPEED: A speed selected for purposes of design. Features of a highway, such as curvature, superelevation, and sight distance (upon which the safe operation of vehicles is dependent) are correlated to design speed. DIRECTIONAL SPLIT: The percent of traffic in the peak direction at any point in time. DIVERSION: The rerouting of peak hour traffic to avoid congestion. FORCED FLOW: Opposite of free flow. FREE FLOW: Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded by other traffic. GAP: Time or distance between successive vehicles in a traffic stream, rear bumper to front bumper. HEADWAY: Time or distance spacing between successive vehicles in a traffic stream, front bumper to front bumper. INTERCONNECTED SIGNAL SYSTEM: A number of intersections that are connected to achieve signal progression. LEVEL OF SERVICE: A qualitative measure of a number of factors, which include speed and travel time, traffic interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating costs. LOOP DETECTOR: A vehicle detector consisting of a loop of wire embedded in the roadway, energized by alternating current and producing an output circuit closure when passed over by a vehicle. MINIMUM ACCEPTABLE GAP: Smallest time headway between successive vehicles in a traffic stream into which another vehicle is willing and able to cross or merge. MULTI-MODAL: More than one mode; such as automobile, bus transit, rail rapid transit, and bicycle transportation modes. OFFSET: The time interval in seconds between the beginning of green at one intersection and the beginning of green at an adjacent intersection. PLATOON: A closely grouped component of traffic that is composed of several vehicles moving, or standing ready to move, with clear spaces ahead and behind. ORIGIN-DESTINATION SURVEY: A survey to determine the point of origin and the point of destination for a given vehicle trip. PASSENGER CAR EQUIVALENTS (PCE): One car is one Passenger Car Equivalent. A truck is equal to 2 or 3 Passenger Car Equivalents in that a truck requires longer to start, goes slower, and accelerates slower. Loaded trucks have a higher Passenger Car Equivalent than empty trucks. PEAK HOUR: The 60 consecutive minutes with the highest number of vehicles. PRETIMED SIGNAL: A type of traffic signal that directs traffic to stop and go on a predetermined time schedule without regard to traffic conditions. Also, fixed time signal. PROGRESSION: A term used to describe the progressive movement of traffic through several signalized intersections. SCREEN-LINE: An imaginary line or physical feature across which all trips are counted, normally to verify the validity of mathematical traffic models. SIGNAL CYCLE: The time period in seconds required for one complete sequence of signal indications. SIGNAL PHASE: The part of the signal cycle allocated to one or more traffic movements. STARTING DELAY: The delay experienced in initiating the movement of queued traffic from a stop to an average running speed through a signalized intersection. TRAFFIC-ACTUATED SIGNAL: A type of traffic signal that directs traffic to stop and go in accordance with the demands of traffic, as registered by the actuation of detectors. TRIP: The movement of a person or vehicle from one location (origin) to another (destination). For example, from home to store to home is two trips, not one. TRIP-END: One end of a trip at either the origin or destination; i.e. each trip has two trip-ends. A trip-end occurs when a person, object, or message is transferred to or from a vehicle. TRIP GENERATION RATE: The quality of trips produced and/or attracted by a specific land use stated in terms of units such as per dwelling, per acre, and per 1,000 square feet of floor space. TRUCK: A vehicle having dual tires on one or more axles, or having more than two axles. UNBALANCED FLOW: Heavier traffic flow in one direction than the other. On a daily basis, most facilities have balanced flow. During the peak hours, flow is seldom balanced in an urban area. VEHICLE MILES OF TRAVEL: A measure of the amount of usage of a section of highway, obtained by multiplying the average daily traffic by length of facility in miles. APPENDIX B Pass-By Trips CHAPTER 5 Pass-by, Primary, and Diverted Linked TIri ps ® Trip-making can be broken down Primary trips are trips made for the Background into two major categories:pass-by specific purpose of visiting the gen- The trip generation rates and equa- trips and non-pass-by trips.In erator.The stop at the generator is lions contained in Trip Generation some traffic impact study applica- the primary reason for the trip. are derived from actual measure- dons,it is necessary to further sub- The trip typically goes from origin ments of traffic generated by indi- divide non-pass-by trips into pri- to generator and then returns to vidual sites.These rates and equa- mazy trips and diverted linked the origin.For example,a home- dons represent vehicles entering trips.These trip types are illustrat- to-shopping-to-home combination and exiting a site at its driveways. ed in figure 5.1 and are defined of trips is a primary trip set. Therefore,these volumes are below appropriate for determining the Diverted linked trips are trips that total traffic to be accommodated by 7ypes of Thus Generated by are attracted from the traffic a site ��;;' ":: =� volume on roadways within the site driveways. , N. � vicinityof the generator but that -A-L+ Y r-n w Pass-By r require a diversion from that road- The pass-by trip-making Non-Pass-H� -�k ` j way to another roadway to gain May phenomenon, if estimated to D �; access to the site.These trips could travel on highways be significant,should be-recog- g ys or free- ways adjacent to a generator,but sized when examining ttte fief- P _�,trips are made as intermedi- without access to the generator. i c impact of a,development on ate stops on the way from an origin Diverted linked trips add traffic the adjacent street system. to a primary trip destination with- to streets adjacent to a site,but out a route diversion.Pass-by trips may not add traffic to the area's There are instances, however,when are attracted from traffic passing major travel routes (see figure the total number of trips generated the site on an adjacent street or road- 5.1). Both pass-by and diverted by a site is different from the way that offers direct access to the linked trips may be part of a multi- amount of new traffic added to the generator.Pass-by trips are not ple-stop chain of trips. street system by the generator.For diverted from another roadway. example,retail-oriented develop- Pass-bytrips do not involve a i ments such as shopping centers, discount stores,restaurants,banks, route diversion to enter the site' service stations,and convenience markets often locate adjacent to busy streets in order to attract the motorists already on the street. Non-pass-by trips are simply all trips These sites attract a portion of generated by a site that are not their trips from traffic passing the Pass-by trips.This term is some- site on the way from an origin to times used when diverted linked an ultimate destination.These trips are not tabulated separately retail trips may not add new traf- from primary trips. fic to the adjacent street system. Figure 5.1 Types of Trips "t oil Agin PRIMARY TRIPS (via area and adjacent streets) DIVERTED LINKED l,`�.. �ifDyesttttatCaRt TRIPS (via adjacent � Driveway streets) (via driveway only) PASS-BY TRIPS I (on adjacent streets) f LEGEND Trips Prior to Development Traps After Development "y ® Sample example, 50 percent enter and 50 of non-pass-by trips destined to Application percent exit the shopping center(as the site is 170(the 200 total trips of Pass-By Trip shown in figure 5.2(B)). minus the 30 inbound pass-by trips Assignment Process shown earlier in figure 5.2 In this example,the objectives are From data collected at other shop- Eighty percent(or 136)are expect- to(1)estimate the number of new ping centers,it is estimated(in this ed to arrive from the east and to trips added to the adjacent street example)that about 15 percent of return to the east. traffic volume with the develop- the driveway volume is pass-by(fig- ment of a shopping center with ure 5.2(B)).Therefore,30 of the The assignment of the pass-by trips 580,000 square feet of gross leasable inbound vehicles(i.e., 15 percent of is shown in figure 5.2(F).Of the 30 area,and(2)determine the turn 200 vehicles)and 30 of the out- pass-by trips,83 percent(or 25) movements at the shopping center bound vehicles are considered pass- arrive from the east and depart to driveway.The forecasted two-way by trips- the west Likewise, 17 percent(or evening peak hour traffic on a street 5)arrive from the west and depart adjacent to the proposed shopping The assumed trip distribution for to the east Note that the calcula- center is 1,200 vehicles,as shown in the non-pass-by trips is shown in lion also shows the expected figure 5.2(A�-1,000 traveling west figure 5.2(C).These values are through-trip reductions as the trips and 200 traveling east based on local knowledge of pig the site turn into the new expected trip patterns for primary driveway.For example,the new abjecUm ofAsdgnment and diverted linked trips to and westbound right-turn volume of 25 from the shopping center(based on causes a reduction in the westbound - •^1� J�} existing travel patterns,surround- through movement D®tet nhm l tKii'ntavemOnts ing land uses, etc.).For example, 80 pt a shopping,Center driveway percent of the non-pass-by trips are The final assignment of all trips and (2) to the adja- expected to arrive from the east and entering and leaving the shopping added r to return to the east after the trip center driveway,as well as passing cent street.Uvffic volume. to the shopping center. the driveway,is shown in figure 5.2(G).These values are simply the The shopping center is estimated The distribution of the pass-by sum of the base volumes(from fig- to generate 2,000 evening peak trips is based on the volume of traf- ure 5.2(A)),the non-pass=by trips hour trips(based on the fitted fic passing the driveway,as shown generated by the site(from figure curve equation given for Land Use in figure 5.2(D).Because 83 per- 5.2(E)),and the pass-by trips gen- Code 820 on page 1,339 of Trip cent of the traffic passing by the erated by the site(from figure Generation, Sixth Edition).An site comes from the east(i.e., 1,000 5.2(F)).Note that the through-traf- assessment of the shopping center of the 1,200 shown previously in fic volumes in both directions on parking configuration and access figure 5.2 (A)),it is assumed that 83 the major street are reduced as a points indicates that an estimated percent of the pass-by trips will result of the pass-by trip analysis. 20 percent of the site-generated likewise arrive from the east and traffic will use the driveway being will depart toward the west. analyzed in this example.Thus,the driveway volume is estimated to be The assignment of the non-pass-by 400 evening peak hour trips(i.e., trips generated by the site is shown 20 percent of 2,000 trips). For this in figure 5.2(E).The total number Yam, YT '.. yttn'� - 11-- •L ._! t. -a s �f a •Lam r' y ti • , • ., by including the magnitude of the volumes must equal the total M Cautionstraffic passing the site on the adja- external site generation(i.e., the Statistical analysis and correlation cent roadways. sum of primary, pass-by, and of the pass-by data collected by the diverted linked trips). Pass-by trips profession continue to evolve. The analyst should exercise caution are not included in(and thus, sub- However,due to the limited in the use of pass-by and diverted treated from)the through-volumes amount of pass-by data available linked data presented in this chap- passing a given site access point on and the inherent variability in sur- ter to ensure that the following an adjacent road. Standard veyed site characteristics,it has still aspects of pass-by trip characteris- methodologies for assessing the proven difficult to obtain high cor- tics are handled appropriately in traffic impacts of site development relation indices. the analysis process. typically require that diverted Diverted linked trips are clearly dif- linked trips be included as addi- tional trips within the confines of Pass-by trips are closely.: ferent from pass-by trips. local impact assessment studies. linker!to the size of the dev " Diverted linked trips add trips to the adjacent roads at a proposed or opyvte!�fi and to th9 vclums In a multi-use development,it is expanded site, but may not addlikelythat there will be trips internal traffic on the adjacent, ;. " trips to nearby major highways or to the site(refer to chapter 7 for that can delivef'the pst3a-bfreewad' guidance).Before applying the pass- trip. However.predlctiva Diverted linked trips are often dif- by reduction,the internal trips ficult to identify.Therefore,divert- should be removed from the total mathemadcaC'�+eletla �'• number of trips generated by the s,.. ` ed linked trips should be treated have been elusive. multi-use site.Pass-by trips are similarly to primmy cps' only applicable to trips that enter unless:(1)all three(primary,pass- or exit the site,not internal trips. Traditional pass-by trip analyses by,and diverted linked)categories have attempted to correlate pass-by are being analyzed and processed rep- trippercentages i.e. percent of the Overall, diverted linked trips p g ( ,P separately,and(2)the travel routes resent a change in local area travel total number of trips generated by a for diverted linked trips can be site)with units of occupied site clearly established. patterns but constitute no new 'increase on a macroscopic scale. development(such as gross leasable Within the immediate study area, area,gross floor area,seats in a Pass-by trips are drawn from the diverted linked trips do represent restaurant,or fueling positions at a passing traffic stream,but are additional traffic on individual gas/service station).Limited results always included in the site streets and should be analyzed for some land uses show that this driveway movements.In traffic that way. correlation can be enhanced further analyses,summation of driveway MData Base on For all land uses except shopping The pass-by do& "tebie Pass-By, Primary, centers,data are plotted for only and Diverted Linked one independent variable.For 5.1 were collected during peak Trips shopping centers, data are plotted periods.These pass-by rela- Listed in table 5.1 are 19 land uses for GLA and peak hour traffic on tionships may differ from those for which=has received and adjacent streets for the weekday compiled pass-by and diverted evening peak period; GLA is also during the peak hour linked trip data.The table denotes used as the independent variable linked trip percentages may vary by whether the data are presented in for shopping centers during the this handbook in a table or a figure midday Saturday time period. site due to the specific influences of (in a data plot similar to those pre- the characteristics of passing traffic, sented in Trip Generation for trip A regression equation is shown on area roadway network patterns, end data).Table 5.1 also identifies the data plot if there are more than specific businesses in the site being the time periods for which the data 10 points and the Rz is greater than analyzed,other nearby develop- have been reported. 0.25 (which only occurs on two of ment, and so forth. Surveys of simi- the Land Use Code 820 data plots). lar developments near the analysis Tables 5.2 through 5.26 present the Note that this threshold is less than site are encouraged. values for percentage of site gener- the 0.5 threshold for Rz used for Because data are limited for many ation that is accounted for by pass- data plots in Trip Generation. of the land uses,the analyst is by,non-pass-by,p��'and encouraged to collect pass-by trip diverted linked trips. Recommended guidelines for data and transmit the data to ITE. using the data presented in Section 5.6 of this chapter describes Figures 5.3 through 5.15 plot the these figures and tables are how to collect the appropriate data average pass-by trip percentages provided in section 5.5 of this associated with the various land chapter.In particular,the and provides sample forms to use. uses.No plots are provided for guidelines recommend when diverted linked trips.These figures to use the data and how to are provided to enable the user to select a pass-by percentage. visualize the data scatter provided in tables 5.2 through 5.26. Users of the data are cautioned that the number and geographic distrib- Data plots are provided for each ution of sites are limited.Little or land use where nine or more data no data on adjacent street traffic points are available for a specific volumes have been collected for independent variable. uses other than shopping centers. The actual pass-by and diverted Figure 5.5 Shopping Center (820) Average Pass-By Trip Percentage vs: 1,000 Sq. Feet Gross Leasable Area On a: Weekday, P.m. Peak Period Number of Studies: 100 Average 1,000 Sq. Feet GLA: 329 Data Plot 120 110 . . ... . . . . . .. - . . 100 .. ... . .. .. . .. . . . . .. . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . yo x . . . . . . . . . . . rn a ,n 70 X . .... : .... . . . . . t- x T 0] 60 X.xic:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . y x al x x ?� o- . so -W . ..X. . , . X ...... . . . .. . . . . .. ..X. .. . . . . . . . . . . . . .... . . . . ... . . . m : Of x X x X X Q40 > . . .X . .;..... : ... . . . ... . II �xc�XX X XKK x : X : x : : : : X: 30 X . . ... x : ... ... .... ... .. . . . . . . . . . . . : X X X x x X X x X x 20 . . . . . ..x -X. . . . . . ... . . X. :x. . .X.: . ..x X . .. ...... x X x : x 'K x X: 10 :.. . . .. . . ... . .. . .. . - . . - . . . .... . . . . ... ... ,...... .... .. .. . . . . . ... . . . 0 0 100 200 300 400 Soo 600 700 600 900 1000 1100 1200 X=1,000 Sq. Feet Gross Leasable Area X Aetuai Data Pointe Fitted Curve Fitted Curve Equation: Ln(T)_-0.291 Ln(X)+5.001 R2=0.37 r_:_ n at u n aF 1.(`han+or F ■ ITF Al APPENDIX C Traffic Count Worksheet Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: Lost Rd DATE: 12/11/2002 LOCATION: City of Lake Elsinore E-W STREET: Navajo Springs DAY: WEDNESDAY PROJECT# 02-1543-001 A NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 0 1 0 0 1 0 0 0 0 0.5 0 0.5 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 6 0 0 1 1 2 10 7AS AM 5 0 1 1 1 0 8 7:30 AM 7 1 1 10 1 1 21 7:45 AM 2 0 0 2 0 1 5 8:00 AM 3 0 1 1 0 1 6 8:15 AM 0 0 0 1 0 1 2 8:30 AM 2 0 1 0 0 0 3 8:45 AM 1 0 0 2 0 0 3 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM 11:00 AM 11:15 AM 11:30 AM 11:45 AM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 0 26 1 4 18 0 0 0 0 3 0 6 58 AM Peak Hr Begins at: 700 AM PEAK VOLUMES = 0 20 1 2 14 0 0 0 0 3 0 4 44 CONTROL: No Trafic Control Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: Lost Rd DATE: 12/11/2002 LOCATION: City of Lake Elsinore E-W STREET: Navajo Springs DAY: WEDNESDAY PROJECT# 02-1543-001 P NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 0 1 0 0 1 0 0 0 0 0.5 0 0.5 1:00 PM 1:15 PM 1:30 PM 1:45 PM 2:00 PM 2:15 PM 2:30 PM 2:45 PM 3:00 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 1 0 1 1 0 1 4 4:15 PM 1 0 2 0 0 0 3 4:30 PM 3 2 0 1 1 0 7 4:45 PM 8 1 0 2 0 1 12 5:00 PM 2 0 0 3 0 0 5 5:15 PM 1 1 1 1 0 1 5 5:30 PM 3 0 0 2 0 2 7 5:45 PM 2 1 1 1 1 1 7 6:00 PM 6:15 PM 6:30 PM 6:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 0 21 5 5 11 0 0 0 0 2 0 6 50 PM Peak Hr Begins at: 445 PM PEAK VOLUMES = 0 14 2 1 8 0 0 0 0 0 0 4 29 CONTROL: No Trafic Control