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HomeMy WebLinkAboutSpyglass Traffic Study 2007 CITY OF LAKE ELSINORE SPYGLASS RANCH TRAFFIC IMPACT ANALYSIS (REVISED) Prepared by: Carl Ballard and William Kunzman, P.E. QPa�ESSioN QN\ 3 No.TR0056 Z b d * TRAFF�G ��OF OAI. April 29, 2007 KUNZ1vlAN ASSOCIATES 1111 TOWN& COUNTRY ROAD,SUITE 34 ORANGE,CA 92868-4667 PHONE: (714) 973-8383 FAX: (714) 973-8821 EMAIL: MAIL@TRAFFIC-ENGINEER.COM WEB: WWW.TRAFFIC-ENGINEER.COM 3640b Table of Contents I. Introduction and Summary .................................................1 A. Purpose of Report and Study Objectives................................ 1 B. Executive Summary................................................................. 1 1 . Site Location and Study Area............................................... 1 2. Development Description.................................................... 2 3. Principal Findings............................................................... 2 4. Conclusions ....................................................................... 4 5. Recommendations.............................................................. 5 II. Proposed Development .....................................................7 A. Location................................................................................... 7 B. Land Use and Intensity............................................................ 7 C. Site Plan .................................................................................. 7 III. Area Conditions ..............................................................10 A. Study Area............................................................................. 10 1 . Area of Significant Traffic Impact...................................... 10 B. Study Area Land Use............................................................. 10 1 . Existing Land Uses........................................................... 10 C. Site Accessibility................................................................... 11 1 . Area Roadway System ..................................................... 11 2. Traffic Volumes and Conditions ........................................ 11 3. Traffic Signal Warrant Analysis......................................... 12 4. City of Lake Elsinore General Plan Circulation Element..... 12 5. Transit Service................................................................. 12 IV. Project Traffic.................................................................22 A. Site Traffic ............................................................................. 22 1 . Trip Generation ................................................................ 22 2. Trip Distribution................................................................ 22 3. Trip Assignment ............................................................... 23 4. Modal Split....................................................................... 23 B. Other Development Traffic, Opening Year (2009).................. 23 1 . Method of Projection ........................................................ 23 2. Non-Site Traffic for Study Area ......................................... 23 3. Through Traffic................................................................. 24 C. Other Development Traffic, General Plan Buildout............... 24 D. Total Traffic, Opening Year (2009) ........................................ 24 E. Total Traffic, General Plan Buildout...................................... 25 V. Traffic Analysis ...............................................................95 A. Capacity and Level of Service and Improvement Analysis, Opening Year (2009).............................................................. 95 1 . Opening Year (2009) Without Project Intersection Operations Analysis ......................................................... 95 2. Opening Year (2009) With Project Intersection Operation Analysis ........................................................... 96 B. Capacity and Level of Service and Improvement Analysis, General Plan Buildout ........................................................... 96 1 . General Plan Buildout Without Project Intersection Operations Analysis ......................................................... 96 2. General Plan Buildout With Project Intersection Operations Analysis ......................................................... 97 C. Traffic Signal Warrant Analysis ............................................ 97 VI. Recommendations........................................................ 110 A. Site Access.......................................................................... 110 B. Roadway Improvements ...................................................... 110 1. On-Site .......................................................................... 110 2. Off-Site .......................................................................... 110 APPENDICES Appendix A—Glossary of Transportation Terms Appendix B —Traffic Count Worksheets Appendix C — Explanation and Calculation of Intersection.Delay Appendix D—Traffic Signal Warrant Worksheets Appendix E — Project(Commercial) Alternative Traffic Analysis List of Tables Table 1 . Existing Intersection Delay and Level of Service ....................13 Table 2. Project Traffic Generation Rates............................................26 Table 3. Project Traffic Generation By Traffic Analysis Zone................27 Table 4. Other Development Traffic Generation By Traffic Analysis Zone.....................................................................................28 Table 5. Opening Year (2009) Without Project Intersection Delay and Level of Service .............................................................98 Table 6. Opening Year (2009) With Project Intersection Delay and Levelof Service ....................................................................99 Table 7. General Plan Buildout Without Project Intersection Delay and Level of Service ........................................................... 100 Table 8. General Plan Buildout With Project Intersection Delay and Level of Service .................................................................. 101 Table 9. Assumed Roadway Construction Phasing ............................ 112 Table 10. Project Traffic Contribution .................................................. 113 List of Figures Figure 1 . Project Location Map ............................................................. 8 Figure2. Site Plan................................................................................ 9 Figure 3. Existing Through Travel Lanes and Intersection Controls .......14 Figure 4. Existing Average Daily Traffic Volumes..................................15 Figure 5. Existing Morning Peak Hour Intersection Turning Movement Volumes...............................................................16 Figure 6. Existing Evening Peak Hour Intersection Turning Movement Volumes...............................................................17 Figure 7. Currently Adopted City of Lake Elsinore General Plan Circulation Element...............................................................18 Figure 8. Proposed City of Lake Elsinore General Plan Circulation Element................................................................................19 Figure 9. Currently Adopted City of Lake Elsinore General Plan Roadway Cross-Sections ......................................................20 Figure 10. Proposed City of Lake Elsinore General Plan Roadway Cross-Sections .....................................................................21 Figure 11. Project Traffic Analysis Zone Map..........................................30 Figure 12. Opening Year (2009) Project Traffic Distribution — Traffic AnalysisZone 1 ....................................................................31 Figure 13. Opening Year (2009) Project Traffic Distribution — Traffic AnalysisZone 2 ....................................................................32 Figure 14. Opening Year (2009) Project Traffic Distribution — Traffic AnalysisZone 3 ....................................................................33 Figure 15. Opening Year (2009) Project Traffic Distribution — Traffic AnalysisZone 4 ....................................................................34 Figure 16. General Plan Buildout Project Traffic Distribution — Traffic AnalysisZone 1 ....................................................................35 Figure 17. General Plan Buildout Project Traffic Distribution — Traffic AnalysisZone 2 ....................................................................36 Figure 18. General Plan Buildout Project Traffic Distribution — Traffic AnalysisZone 3 ....................................................................37 Figure 19. General Plan Buildout Project Traffic Distribution — Traffic AnalysisZone 4 ....................................................................38 Figure 20. Opening Year (2009) Project Average Daily Traffic Volumes ...............................................................................39 Figure 21. Opening Year (2009) Project Morning Peak Hour Intersection Turning Movement Volumes ...............................40 Figure 22. Opening Year (2009) Project Evening Peak Hour Intersection Turning Movement Volumes ...............................41 Figure 23. General Plan Buildout Project Average Daily Traffic Volumes ...............................................................................42 Figure 24. General Plan Buildout Project Morning Peak Hour Intersection Turning Movement Volumes ...............................43 Figure 25. General Plan Buildout Project Evening Peak Hour Intersection Turning Movement Volumes ...............................44 Figure 26. Other Development Traffic Analysis Zone Map .......................45 Figure 27. Other Development Traffic Distribution — Traffic Analysis Zone1 ..................................................................................46 Figure 28. Other Development Traffic Distribution — Traffic Analysis Zone2..................................................................................47 Figure 29. Other Development Traffic Distribution - Traffic Analysis Zone3..................................................................................48 Figure 30. Other Development Traffic Distribution — Traffic Analysis Zone4 ..................................................................................49 Figure 31. Other Development Traffic Distribution — Traffic Analysis Zone5..................................................................................50 Figure 32. Other Development Traffic Distribution — Traffic Analysis Zone6..................................................................................51 Figure 33. Other Development Traffic Distribution - Traffic Analysis Zone7..................................................................................52 Figure 34. Other Development Traffic Distribution - Traffic Analysis Zone8..................................................................................53 Figure 35. Other Development Traffic Distribution — Traffic Analysis Zone9..................................................................................54 Figure 36. Other Development Traffic Distribution — Traffic Analysis Zone10................................................................................55 Figure 37. Other Development Traffic Distribution — Traffic Analysis Zone11 ................................................................................56 Figure 38. Other Development Traffic Distribution — Traffic Analysis Zone12 ................................................................................57 Figure 39. Other Development Traffic Distribution — Traffic Analysis Zone13 ................................................................................58 Figure 40. Other Development Traffic Distribution — Traffic Analysis Zone14 ................................................................................59 Figure 41. Other Development Traffic Distribution — Traffic Analysis Zone15 ................................................................................60 Figure 42. Other Development Traffic Distribution — Traffic Analysis Zone16 ................................................................................61 Figure 43. Other Development Traffic Distribution — Traffic Analysis Zone17 ................................................................................62 Figure 44. Other Development Traffic Distribution — Traffic Analysis Zone18 ................................................................................63 Figure 45. Other Development Traffic Distribution - Traffic Analysis Zone19 ................................................................................64 Figure 46. Other Development Traffic Distribution — Traffic Analysis Zone20 ................................................................................65 Figure 47. Other Development Traffic Distribution — Traffic Analysis Zone21 ................................................................................66 Figure 48. Other Development Traffic Distribution — Traffic Analysis Zone22 ................................................................................67 Figure 49. Other Development Traffic Distribution - Traffic Analysis Zone23 ................................................................................68 Figure 50. Other Development Traffic Distribution - Traffic Analysis Zone24................................................................................69 Figure 51 . Other Development Traffic Distribution — Traffic Analysis Zone25 ................................................................................70 Figure 52. Other Development Traffic Distribution — Traffic Analysis Zone26 ................................................................................71 Figure 53. Other Development Traffic Distribution — Traffic Analysis Zone27................................................................................72 Figure 54. Other Development Traffic Distribution — Traffic Analysis Zone28 ................................................................................73 Figure 55. Other Development Traffic Distribution — Traffic Analysis Zone29 ............................................................... ..............74 Figure 56. Other Development Traffic Distribution — Traffic Analysis Zone30................................................................................75 Figure 57. Other Development Traffic Distribution — Traffic Analysis Zone31 ................................................................................76 Figure 58. Other Development Traffic Distribution — Traffic Analysis Zone32 ................................................................................77 Figure 59. Other Development Traffic Distribution — Traffic Analysis Zone33 ................................................................................78 Figure 60. Other Development Traffic Distribution — Traffic Analysis Zone34 ................................................................................79 Figure 61. Other Development Traffic Distribution — Traffic Analysis Zone35 ................................................................................80 Figure 62. Other Development Traffic Distribution — Traffic Analysis Zone36 ................................................................................81 Figure 63. Other Development Traffic Distribution — Traffic Analysis Zone37 ................................................................................82 Figure 64. Other Development Traffic Distribution — Traffic Analysis Zone38 ................................................................................83 Figure 65. Other Development Traffic Distribution — Traffic Analysis Zone39 ................................................................................84 Figure 66. Other Development Traffic Distribution — Traffic Analysis Zone40................................................................................85 Figure 67. Other Development Traffic Distribution — Traffic Analysis Zone41 ............................... ..............................................86 Figure 68. Other Development Traffic Distribution — Traffic Analysis Zone42 ................................................................................87 Figure 69. Other Development Average Daily Traffic Volumes ................88 Figure 70. Other Development Morning Peak Hour Intersection Turning Movement Volumes ..................................................89 Figure 71. Other Development Evening Peak Hour Intersection Turning Movement Volumes ..................................................90 Figure 72. Opening Year (2009) Without Project Average Daily Traffic Volumes ...............................................................................91 Figure 73. Opening Year (2009) With Project Average Daily Traffic Volumes ...............................................................................92 Figure 74. General Plan Buildout Without Project Average Daily Traffic Volumes.....................................................................93 Figure 75. General Plan Buildout With Project Average Daily Traffic Volumes ...............................................................................94 Figure 76. Opening Year (2009) Without Project Morning Peak Hour Intersection Turning Movement Volumes ............................. 102 Figure 77. Opening Year (2009) Without Project Evening Peak Hour Intersection Turning Movement Volumes ............................. 103 Figure 78. Opening Year (2009) With Project Morning Peak Hour Intersection Turning Movement Volumes ............................. 104 Figure 79. Opening Year (2009) With Project Evening Peak Hour Intersection Turning Movement Volumes ............................. 105 Figure 80. General Plan Buildout Without Project Morning Peak Hour Intersection Turning Movement Volumes .............................106 Figure 81. General Plan Buildout Without Project Evening Peak Hour Intersection Turning Movement Volumes ............................. 107 Figure 82. General Plan Buildout With Project Morning Peak Hour Intersection Turning Movement Volumes ............................. 108 Figure 83. General Plan Buildout With Project Evening Peak Hour Intersection Turning Movement Volumes ............................. 109 Figure 84. Circulation Recommendations ............................................. 114 I. Introduction and Summary A. Purpose of Report and Study Objectives The purpose of this revised traffic impact analysis is to evaluate the development of the Spyglass Ranch project. This traffic report presents the traffic impact study methodology, analysis, findings, recommendations, and supporting data. Study objectives include (1) documentation of existing traffic conditions in the vicinity of the site; (2) evaluation of traffic conditions for the year at opening (2009) of the proposed project; and (3) analysis of General Plan Buildout traffic conditions; and (4) determination of on-site and off-site improvements and system management actions needed to achieve City of Lake Elsinore level of service requirements. 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. B. Executive Summary 1. Site Location and Study Area The project site is located east of Camino Del Norte and adjacent to Elsinore Hills Drive in the City of Lake Elsinore. Pursuant to discussions with City of Lake Elsinore staff, the study area includes the following intersections: 1-15 Freeway SB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) 1-15 Freeway NB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) Dexter Avenue (NS) at: Central Avenue SR-74 (EW) Cambern Avenue (NS) at: Central Avenue SR-74 (EW) Camino Del Norte (NS) at: Main Street (EW) Elsinore Hills Drive (EW) La Strada (EW) Franklin Street (EW) Summerhill Drive (NS) at: Canyon Estates Drive (EW) Railroad Canyon Road (EW) 2. Development Description The approximately 260 acre project site is proposed to be developed with 523 single-family detached residential dwelling units and 512 multi- family attached residential dwelling units. The project site will have primary access to Elsinore Hills Drive and Camino Del Norte. 3. Principal Findings a. Required Level of Service: D. b. Existing Level of Service: For existing traffic conditions, the study area intersections are currently operating at Level of Service D or better during -the peak hours (see Table 1), except for the following study area intersections that operate at Level of Service E to F during the peak hours: 1-15 Freeway NB Ramps (NS) at: Main Street (EW) Summerhill Drive (NS) at: Railroad Canyon Road (EW) c. Opening Year (2009) Level of Service Without Project: For Opening Year (2009) without project traffic conditions, the following study area intersections are projected to operate at Level of Service E to F during the peak hours, without improvements (see Table 5): 1-15 Freeway SIB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) 2 1-15 Freeway NB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) Dexter Avenue (NS) at: Central Avenue SR-74 (EW) Camino Del Norte (NS) at: Main Street (EW) Franklin Street (EW) Summerhill Drive (NS) at: Railroad Canyon Road (EW) For Opening Year (2009) without project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with improvements (see Table 5). d. Opening Year (2009) Level of Service With Project: For Opening Year (2009) with project traffic conditions, the following study area intersections are projected to operate at Level of Service E to F during the peak hours, without improvements (see Table 6): 1-15 Freeway SB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) 1-15 Freeway NB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) Dexter Avenue (NS) at: Central Avenue SR-74 (EW) Camino Del Norte (NS) at: Main Street (EW) Franklin Street (EW) Summerhill Drive (NS) at: Railroad Canyon Road (EW) 3 For Opening Year (2009) with project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with improvements (see Table 6). e. General Plan Buildout Level of Service Without Project: For General Plan Buildout without project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with General Plan improvements (see Table 7). f. General Plan Buildout Level of Service With Project: For General Plan Buildout with project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with General Plan improvements (see Table 8). 4. Conclusions Traffic signals appear to currently be warranted at the following study area intersections for existing traffic conditions (see Appendix D): 1-15 Freeway SIB Ramps (NS) at: Main Street (EW) 1-15 Freeway NB Ramps (NS) at: Main Street (EW) The proposed development is projected to generate a total of approximately 8,006 daily vehicle trips, 617 of which will occur during the morning peak hour and 794 which will occur during the evening peak hour. Traffic signals are projected to be warranted at the following additional study area intersections for Opening Year (2009) without project traffic conditions (see Appendix D): Camino Del Norte (NS) at: Main Street (EW) Elsinore Hills Drive (EW) Franklin Street (EW) A traffic signal is projected to be warranted at the following additional study area intersection for General Plan Buildout without project traffic conditions (see Appendix D): 4 Camino Del Norte (NS) at: La Strada (EW) Development in the study area is occurring relatively concurrently. Each project will develop over one or more years. In some cases, it will be necessary for one project to develop before or concurrently with another project from an access point of view. For purposes of this traffic impact analysis, the assumed roadway construction phasing for each proposed development is depicted in Table 9. The project proportion of General Plan Buildout peak hour traffic contributed to the study area intersections is shown in Table 10. 5. Recommendations On-Site Site-specific circulation and access recommendations are depicted on Figure 84. Construct Camino Del Norte from the west project boundary to the east project boundary at its ultimate cross-section width including sidewalk and parkway improvements in conjunction with development. Construct Elsinore Hills Drive From the north project boundary to Camino Del Norte at its ultimate cross-section width including sidewalk and parkway improvements in conjunction with development. On-site traffic signing/striping should be implemented in conjunction with detailed construction plans for the project site. Sight distance at each project access should be reviewed with respect to standard California Department of Transportation/City of Lake Elsinore sight distance standards at the time of preparation of final grading, landscaping, and street improvement plans. Off-Site As is the case for any roadway design, the City of Lake Elsinore should periodically review traffic operations in the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. The project shall participate in the phased construction of the off-site intersection improvements through payment of established City of Lake Elsinore fees, participation in the Western Riverside Transportation Uniform Mitigation Fees program, payment of the project's fair share 5 traffic contribution, assessment district and/or community facilities district financing, and construction of off-site facilities under appropriate fee credit agreements. The project shall participate in the fair share traffic contribution of the Project Study Report for the 1-15 Freeway/Main Street interchange. To ensure that off-site roadway improvements are provided in conjunction with each development phase, the following development monitoring requirements should be followed throughout the study area: a. Traffic impact reports shall be required with submittal of tentative tract maps or plot plans as required by the City of Lake Elsinore. b. The required format for each traffic impact report will be determined by the City of Lake Elsinore. The required format will include evaluation of peak hour conditions at the intersections significantly impacted by each phase of development. c. If an impacted intersection is estimated to exceed the City of Lake Elsinore Level of Service standards, then the appropriate link and intersection improvements shall be required to be presented for City of Lake Elsinore staff review. d. The improvements needed to maintain the City of Lake Elsinore Level of Service standards will be required to be in place or fully funded and scheduled for construction prior to occupancy of the relevant development phase. s II. Proposed Development A. Location The project site is located east of Camino Del Norte and adjacent to Elsinore Hills Drive in the City of Lake Elsinore. Figure 1 shows the project location map. B. Land Use and Intensity The approximately 260 acre project site is proposed to be developed with 523 single-family detached residential dwelling units and 512 multi-family attached residential dwelling units. The project site will have primary access to Elsinore Hills Drive and Camino Del Norte. C. Site Plan Figure 2 illustrates the project site plan. 7 Figure 1 Project Location Map JQ' co�6`O'�i �► Bella Vista 2nd Street i ( ON 113.4 � 777`..vit 1 Street 'A' cI P N o Sites ; \ L Street V Main Street `��� � Canyon Estates F Drive Franklin '` Street Railroad Canyon Road Grape Auto Center Street Drive Kunzman Associates 3640b/1 8 Figure 2 Site Plan { t �rrrrrJ {i rn ix: �r x J, Kunzman Associates 3640b/2 9 III. Area Conditions A. Study Area 1. Area of Significant Traffic Impact Pursuant to discussions with City of Lake Elsinore staff, the study area includes the following intersections: 1-15 Freeway SB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) 1-15 Freeway NB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) Dexter Avenue (NS) at: Central Avenue SR-74 (EW) Cambern Avenue (NS) at: Central Avenue SR-74 (EW) Camino Del Norte (NS) at: Main Street (EW) Elsinore Hills Drive (EW) La Strada (EW) Franklin Street (EW) Summerhill Drive (NS) at: Canyon Estates Drive (EW) Railroad Canyon Road (EW) B. Study Area Land Use 1. Existing Land Uses The project site is currently vacant and not generating significant traffic. Adjacent uses include the following: 10 North — Vacant South — Vacant East — Vacant West — Vacant C. Site Accessibility 1. Area Roadway System Figure 3 identifies the existing roadway conditions for study area roadways. The number of through lanes for existing roadways and the existing intersection controls are identified. 2. Traffic Volumes and Conditions Figure 4 depicts the existing average daily traffic volumes. The existing average daily traffic volumes were obtained from the 2005 Traffic Volumes on California State Highways by the California Department of Transportation, traffic counts obtained by Kunzman Associates, and factored from peak hours counts (see Appendix B) made for Kunzman Associates using the following formula for each intersection leg: PM Peak Hour (Approach Volume + Exit Volume) x 12 = Leg Volume. This is a conservative estimate and may over estimate the average daily traffic volumes. The existing traffic volumes used are consistent with those used in the City of Lake Elsinore General Plan Update. Older counts have been factored up to existing (2006) conditions and have been adjusted for flow conservation. The technique used to assess the capacity needs of an intersection is known as the Intersection Delay Method (see Appendix C). To calculate delay, the volume of traffic using the intersection is compared with the capacity of the intersection. The existing delay and Level of Service for intersections in the vicinity of the project are shown in Table 1. Existing delay is based upon manual morning and evening peak hour turning movement counts obtained by Kunzman Associates (see Figures 5 and 6). The existing traffic volumes used are consistent with those used in the City of Lake Elsinore General Plan Update. Older counts have been factored up to existing (2006) conditions and have been adjusted for flow conservation. Traffic count worksheets are provided in Appendix B. 11 For existing traffic conditions, the study area intersections are currently operating at Level of Service D or better during the peak hours (see Table 1), except for the following study area intersections that operate at Level of Service E to F during the peak hours: 1-15 Freeway NB Ramps (NS) at: Main Street (EW) Summerhill Drive (NS) at: Railroad Canyon Road (EW) Existing delay worksheets are provided in Appendix D. 3. Traffic Signal Warrant Analysis Traffic signals appear to currently be warranted at the following study area intersections for existing traffic conditions (see Appendix D): 1-15 Freeway SB Ramps (NS) at: Main Street (EW) 1-15 Freeway NB Ramps (NS) at: Main Street (EW) 4. City of Lake Elsinore General Plan Circulation Element Figures 7 and 8 show the currently adopted and proposed City of Lake Elsinore General Plan Circulation Element, respectively. Existing and future roadways are included in the Circulation Element of the General Plan. The currently adopted and proposed City of Lake Elsinore General Plan roadway cross-sections are illustrated on Figures 9 and 10, respectively. 5. Transit Service The study area is currently served by Riverside Transit Agency Routes 7 and 8 along Railroad Canyon Road. 12 Table 1 Existing Intersection Delay and Level of Service Intersection Approach Lanes' Peak Hour Traffic Northbound Southbound Eastbound Westbound Delay(Secs.)-LOSZ Intersection Control' L T R L T R L T R L T R Morning Evening 1-15 Freeway SB Ramps(NS)at: Central Avenue SR-74(EW) TS 0 0 0 1 0 1 0 2 1 1 2 0 20.8-C 25.0-C Main Street(EW) CSS 0 0 0 1 0 1 0 1 1 1 1 0 12.6-B 13.6-13 Railroad Canyon Road(EW) TS 0 0 0 1.5 0 0.51 0 2 1 1 2 0 30.4-C 50.1-D 1-15 Freeway NB Ramps(NS)at: Central Avenue SR-74(EW) TS 1 0 1 0 0 0 1 2 0 0 2 1 20.2-C 28.5-C Main Street(EW) CSS 0 1 0 0 0 0 1 1 0 0 1 0 35.8-E 30.8-D Railroad Canyon Road (EW) TS 0.5 0 1.5 0 0 0 1 2 0 0 2 1 24.2-C 28.3-C Dexter Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 0 1 1 1 1 2 1 1 3 0 27.6-C 26.7-C Cambern Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 0 1 0 1 1 2 2 0 1 2 1 23.6-C 20.1-C Camino Del Norte(NS)at: Main Street(EW) CSS 0 1 0 0 1 1 1 0 1 0 0 0 8.9-A 9.5-A Franklin Street(EW) CSS 0 1 0 0 1 0 0 1 0 0 0 0 10.4-13 11.5-B Summerhill Drive(NS)at: Canyon Estates Drive(EW) TS 1 2 0 1 2 0 1 1 0 1 1 0 17.7-B 18.7-B Railroad Canyon Road(EW) TS 2 2 1 1 1 1> 2 2 0 1 3 0 43.8-D 81.2-F When a right turn lane is designated,the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L=Left;T=Through;R=Right;>=Right Turn Overlap 2 Delay and Level of Service has been calculated using the following analysis software:Traffix,Version 7.8.0115 (2006). Per the 2000 Highway Capacity Manual,overall average intersection delay and level of service are shown for intersections with traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement(or movements sharing a single lane)are shown. 3 TS=Traffic Signal;CSS=Cross Street Stop 13 Figure 3 Existing Through Travel Lanes and Intersection Controls JQ' 4D �1 2Uv,�o'`' ' 3D 7 8 O 5D .�6 6D 4 O N: Bella Vista 2U �ooP 2U,-' 2nd Street 1 , � 2U � � �[ t 4D 2U Street "A° of 1 dQl 2U a�y '0�p-- ------y -- Street "C 4/ raP �P Site ' = J.�; 2U sT�sD r gl \ 9 2U WC Street ---M � J.J. Main 2 �� o`\� Street ti `+�,10 ��r\\ \ Canyon Estates cc 4D 2D ' & 6D Drive %�� Franklin 2U 12 Street Legend 2U g° 2U 130.- Railroad Canyon 0 = Traffic Signal 4D U / Road STOP-- Stop Sign 0 4 = Through Travel Lanes 145D D = Divided Grape U = Undivided Auto Center Street > = Right Turn Overlap Drive Q 6D 1 �Q 2 +-0 al4-11 b - 4� bbr- �i--I 22 == 1� 1� 3 0 4 +_1 5 +-0 6 1 oo� 4--2 000 4-2 000 4-1 000 4-2 4--30 4-2 deb -i 4� bb -O a -r- a► � ba-0 -1 �bbF-1 0 I 1-4, 41 t 1° 1 41 1 � 1� °1 � 10 1� °l � 10 2� 4 � 1 2-+ o00 2� ^o^ 1-D o^0 2-i> n no 2-+ --0 2-4 ^^o 13 0� 0� 0 CS 0� 9 0 10 't-0 11 12 13 14 0 0 4-0 0 0 0 4-0 0 0 0 4-0 0.-o 4-0�b o N^ 4-1 4-3 b �0 4� bb �0 a� bb -0 a� bb �0 4� bb �1 '5-1 1 °I 7 (° 0-+ °I I° 0--+ 1 t (° 0--+ °l ? I° 1— IT lo 2-A. 'I 1 10 Q-po^o 0-i> Q--i>000 1-0 1-i> ^No 2-+ 1� 0 0� 0--el 0 0� Kunzman Associates Intersection reference numbers are in upper left corner of turning movement boxes. 3640b/3 14 Figure 4 Existing Average Daily Traffic Volumes 25.7 2.8 0.2 110.0 7.4 33.9 �`% �j.� 6.oP+fP ```�`� 32.8 fit 2nd Street i /�� Bella Vista P ' 10.0 Street "A" ` l�fT`% �. p-- ------i -- Street "C" oao� 122.0 �� Site Street_ "D"J � j 3.0 ��0.3 �L ----- J---- Main Street 4.3% Ij 13.5 \ Canyon Estates ) Drive 126.0 `.% I Franklin ``0.1 Street 9.7 7.2 7.6 Railroad Canyon 38.7 1.8 Road 15.4 2 30.1 16.3 Grape Auto Center Street Drive 118.0 Legend 22.0= Vehicles Per Day (1000's) Kunzman Associates 3640b/4 15 Figure 5 Existing Morning Peak Hour Intersection Turning Movement Volumes JQ' J�Q O $ 7 PrgL ��e 4 % Bella Vista / 2nd Street It ( A� Street °A° y �p y Street °C°� �oaj Site y� f 9 L Street °D° �r--------� J---- Main 2 �. � i �e Street 10 \ Canyon Estates Drive Franklin 12 Street 3 Railroad Canyon Road 4 Grape Auto Center Street Drive \ 295 0 112 0 2 �0 4-951 o 0 4-463 41 b ,-223 4 4i ID '91 4 D 766 440 350 � 0 0 718 o 0- 0 0 438 0 271 0 3 u, �0 4 4-358 _� 5 �1 S 6 �764 7 8 �218 ; 8 -109 �bbIC �s� 4 albb -00 4 al �bso 4 dbb _O 4 a� bb1066 -112 4 albb "-92s �8 4 45— Ol 131-4 i° D 193-A' 41 276 10 D 236�' 4� � � 413-+ 0 0 0 922-0 63--l> 723-+ 973-+ 855-t�^^v+ 219 0 0 0 104 1� 0 438 0 449 212 125 o O o 0 4 v 463 0 593 0 9 �0 10 �p o 11 �0 0 12 �0 0 13 �2 G 14 �57 "�3 n o 4-0 0 0 0 4-0 0 0 0 4-0 .n o 4-0 =' - 4-5 4-1417 `^ �bba-0 4 a-o 4 albb -O 4 albb -0 4 albb140 4 .5--149 4 D 98 s � � � t10 0-41 1 1D D 0-4 10 D 49--6' 10 D 16- � � 10 D 143� � � 10 0-t o--- -000 0-D000 0-+ �^n^o 3-t^ 662��r"iS" 8� � 0� 14� ^ 106 210, 9 o e 132 349 Kunzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 16 Figure 6 Existing Evening Peak Hour Intersection Turning Movement Volumes 9 1 P-q°�G GP 2nd Street i / Bella Vista 11 1 Street "A" o1 R CO �`oy �'•�d-- ------Z -- Street "C° ca�� d i _� P Site � ;� J. LStreet "D" ; � Main Street \ Canyon Estates F Drive ` J. Franklin 2 Street 13 Railroad Canyon Road 14 Grape Auto Center Street Drive 422 0 219 v 1 2 e o 4-1308 R o M 4-418 -297 4 41 6 r-54 4 D 90s-D Y D 0-11 269-1> Y 4523 323 0 c 1088 o 0 o 0 O o 358 0 131 v 3 �0 4 +--222 m 5 4-1-10 �' 6 �55o N 7 �67 8Fe �1b�428 4 a► bb-0 a 4�lbso2 4 4�6F-03 4 41b6F-79 4 alb -2� 4 D O'r41T1° D 70�' 41T D 116s4IYIf D 189A' 4IYID D 158� 4I � If D 93^ 4I �' ID 655-D o 0 0 1191-D o 172-D o 1247-D o 1433-D 1049-D v+^o 195j 0- 0� 0j �' 140� 6� 0 1029 365 91 7 1 12 145o Oo 0 5v 3100 6640 9 N �0 10 �0 0 11 a p o 12 �0 0 13 �1 14 g m �d 4-0 000 4-0 000 4-0 wo d-0 .+1^ 4-10 �`+ � d 4�bb -0 4 alb -0 4 4� lb"o 4 4�bb 'o 4 albb 42 4 4I � b � D 19 9� 1 7 r I t r D 0-1' 1 T 1416: I T IDE334 �l 1 f D 3 6 4s � Y ID 0-0 ono 0-D o 0 0 0-D o 0 0 �$^0 1097-D 8�, 0� 0- ^ 34313 c c 187e 6 766 Kunzman Associates Intersection reference numbers are in upper left corner of turning movement boxes. 3640b/bbas Figure 7 Currently Adopted City of Lake Elsinore Cameral Plan Circulation Element e- A I � � � pace td( 9 4r e 1 we MALas zn�J t • FJCISTINK:INTERGFIANGEsS � FUTURE INTERCHANGES FUTURE 1NTERCHA4GES SOWFIBOLVADOILY ! �� SPECIAL STUDY.7POLICY AREA .,. O O SPHER£OF INFLUENCE I � CTCY BOUNDARY t h/l FREEWAY URBAN ARTERIAL-STATE HW Y(6 LANES%13C R.CkW I URBAN ARTERIAL(6-LANEV I.&O.W.) MA)OR(A-LANES-'WW R,(XW.) SECONDARY(4-LANES f 9V R.O W.) COLLECTOR(2-LANES?6VR.O.W.) SPECIAL COt..t.EC 0P O)IF-WAY 38CON NARY(2-LAMB I M LQw.1 Ku=ffmn Associates So(rce City of Lake EMrore 3640b/7 18 Figure 8 Proposed City of Lace Elsinore General Plan Circulation Element i `t w y s yy t=•- ..�� w4� � t ♦ ;,�`'—r;.�`X ^a6"� �r. � T SCENC�SIW��- i f� t ttg----€••- 6��}'`���efdj 1 j^y'"k T'pj`"'4�T y�'E �� ....�� y.; � � �"1 hp lk 25 14 LENM A�YATtA[7Q 5 C ` G) qT 4 7� w ? ' A r �:. sWUGMENTED URBAN ARTERIAL(8-LANES) .+ NURBAN ARTERIAL 164 ANES/I W R_O.W.) IIIIIIIII MAJOR(4-LANES I 1 W R-O_W.) i 1 SECONDARY(44ANES 1 W'R.O.W_) -*--COLLECTOR 12-LANES/S8-ROW) O-b0MM COLLECTOR P-LAMS WITH POTENTIALAUGM9M MTllW4"TIQI� - SPHERE OF INFLUENCE *SPECIAL STRAY NEEDED Kunzman Associates Source: City of Lake Elsinore 3640b/8 19 Figure 9 Currently Adopted City of Lake Elsinore General Plan Roadway Cross—Sections -_ T Y�—t+•�tT�77�1 Y(w3EODMN1 iq�Ali MUM HMWAY WUM) tzo'R.O.W. sr tY 6'�tY�tt'�1Y t(MI�D)„—}�—tY-tt'--t— _tOWE LAM URBAN AR?B m MMMAY ELANE tom) +®r F-CM. {{{ Er �1Y -75'OWE am �6` 76` LANE llll R HIGHWAY LANE WU� or RO YV. 7V tr 6'�1Y�ti' (pAtlElEp)�11'�1YE' 1r LANE SKOUNM HIGHWAY °LANE t� Or RAW. �r tr +r�tY�tr�+r tr lM�r4 Kunzman Associates Source: City of Lake Elsinore 3640b/9 20 Figure 10 Propoged City of Lake Elsinore General Plan Roadway Cross—Sections 6' 14' 11' 7 Y 1 r r Y 12' 11' 11' t4' 6' W AUGMENTED URBAN ARTERIAL-STATE HIGHWAY ("All 120 [6' 6' 6' 12, 1 11' 7Y r r tY 11' 1Y 6' 6' girt MEDIAN BOtE �IANE LANE 3 URBAN ARTERIAL HIGHWAY (&LANE) tar so 5' S 6' 15' tr 14' 12' 15 6' S 5 BIKE BIKE tANE MEDUW LANE MAJOR HIGHWAY ("ANE) so' 10 uwEl Y�1 MEDUW�1�2.. 4 BIKE I SECONDARY HMi MAY (41ANO 7W � OTY tY 0 ill II j PAINED DIVIDED COLLECTOR (2-LANE) 68' COLLECTOR HIGHWAY (21ANE) 4jj!j_ :rj6 w>frlpAL wDADMIAY WA! 0M1110ro fO MR LAIDIMIDM!M "M M CDU W W GAS HMi W OWM*C,) Kunzn mn Associates Source: City of Lake Elsinore 3640b/10 21 IV. Project Traffic The approximately 260 acre project site is proposed to be developed with 523 single-family detached residential dwelling units and 512 multi-family attached residential dwelling units. In order to quantify the project land uses, the project has been divided into four (4) traffic analysis zones (see Figure 11). A. Site Traffic 1. 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. 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 2 exhibits the project traffic generation rates and Table 3 shows the project peak hour volumes and project daily traffic volumes. The traffic generation rates are from the Institute of Transportation Engineers (ITE), Trip Generation, 7th Edition, 2003. The proposed development is projected to generate a total of approximately 8,006 daily vehicle trips, 617 of which will occur during the morning peak hour and 794 which will occur during the evening peak hour. The purpose of this alternative traffic analysis (see Appendix E) is to analyze if Planning Areas 5 and 6 are not developed with multi-family attached residential dwelling units, a commercial land use designation shall apply for development consistent with this Specific Plan. 2. Trip Distribution Figures 12 to 15 contain the directional distributions of the Opening Year (2009) project traffic for the proposed land uses. Figures 16 to 19 contain the directional distributions of the General Plan Buildout project traffic for the proposed land uses. 22 To determine the traffic distributions for the proposed project, peak hour traffic counts of the existing directional distribution of traffic for existing areas in the vicinity of the site, and other additional information on future development and traffic impacts in the area were reviewed. 3. Trip Assignment Based on the identified traffic generation and distributions, Opening Year (2009) project average daily traffic volumes have been calculated and shown on Figure 20. Morning and evening peak hour intersection turning movement volumes expected from the Opening Year (2009) project are shown on Figures 21 and 22, respectively. Based on the identified traffic generation and distributions, General Plan Buildout project average daily traffic volumes have been calculated and shown on Figure 23. Morning and evening peak hour intersection turning movement volumes expected from the General Plan Buildout project are shown on Figures 24 and 25, respectively. 4. Modal Split The traffic reducing potential of public transit has not been considered in this report. Essentially the traffic projections are conservative in that public transit might be able to reduce the traffic volumes. B. Other Development Traffic, Opening Year (2009) 1. Method of Projection To assess Opening Year (2009) traffic conditions, project traffic is combined with existing traffic, areawide growth, and other development. The Opening Year for analysis purposes in this report is 2009. 2. Non-Site Traffic for Study Area Table 4 lists the proposed land uses for the other development (see Figure 26) obtained from the City of Lake Elsinore staff for Opening Year (2009) traffic conditions. Table 4 shows the daily and peak hour vehicle trips generated by the other development in the study area. Figures 27 to 68 contain the directional distribution and assignment of the other development traffic. Based on the identified traffic distributions for the other development on arterial highways throughout the study area, other development average daily traffic volumes are shown on Figure 69. Other development 23 morning and evening peak hour turning movement volumes are shown on Figures 70 and 71, respectively. 3. Through Traffic To account for areawide growth on roadways, Opening Year (2009) traffic volumes have been calculated based on a 2 percent annual growth rate of existing traffic volumes over a three (3) year period. The areawide growth rate was obtained from previous traffic studies in the study area. Areawide growth has been added to daily and peak hour traffic volumes on surrounding roadways, in addition to traffic generated by other development and the project. C. Other Development Traffic, General Plan Buildout The General Plan Buildout traffic volumes have been obtained from the City of Lake Elsinore traffic model which has been modified to support the General Plan updated process. The future peak hour approach and departure volumes obtained from the traffic model are consistent with the National Cooperative Highway Research Program Report 255. A linear programming algorithm is used to calculate individual turning movements that match the known directional roadway segment volumes computed in the previous step. This program computes a likely set of intersection turning movements from intersection approach counts and the initial turning proportions from each approach leg. The existing traffic volumes serve as the starting point for the refinement process, and also provide important insight into the travel patterns and the relationship between peak hour and daily traffic conditions. The initial turning movement proportions are estimated based upon the relationship of each approach leg's forecast traffic volume to the other legs forecast volumes at the intersection. The final forecasted traffic volumes have also been examined against the interim year traffic volumes to ensure there is no negative growth from interim year to General Plan conditions. Finally, traffic volume flow conservation check and possible manual adjustments have been conducted to ensure the reasonableness of traffic flow, especially at the interchange areas. D. Total Traffic, Opening Year (2009) Figure 72 shows the average daily traffic volumes that can be expected for Opening Year (2009) without project traffic conditions and Figure 73 shows the average daily traffic volumes that can be expected for Opening Year (2009) with project traffic conditions. 24 E. Total Traffic, General Plan Buildout Figure 74 shows the average daily traffic volumes that can be expected for General Plan Buildout without project traffic conditions and Figure 75 shows the average daily traffic volumes that can be expected for General Plan Buildout with project traffic conditions. 25 Table 2 Project Traffic Generation Rates' Peak Hour Moming Evening Land Use UnitsZ Inbound Outbound Total Inbound Outbound Total Daily ,Single-Family Detached Residential DU 1 0.19 0.56 0.75 0.64 0.37 1.01 9.57 Multi-Family Attached Residential DU 1 0.07 0.37 0.44 0.35 0.17 0.52 5.86 Source: Institute of Transportation Engineers,Trio Generation,7th Edition,2003,Land Use Categories 210 and 230. 2 DU=Dwelling Units 26 Table 3 Project Traffic Generation By Traffic Analysis Zone Traffic Peak Hour Analysis Morning Evening Zone Land Use Quantity Units' Inbound Outboundl Total Inbound Outbound Total Daily 1 Multi-Family Attached Residential 96 DU 7 36 43 34 16 50 563 2 Single-Family Detached Residential 233 DU 44 130 174 149 86 235 2,230 3 Multi-Family Attached Residential 341 DU 24 126 150 119 58 177 1,998 4 Single-Family Detached Residential 290 DU 55 162 217 186 107 293 2,775 Multi-Family Attached Residential 75 DU 5 28 33 26 13 39 440 Subtotal 60 190 250 212 120 332 3,215 Total 1,035 DU 135 482 617 514 280 794 1 8,006 ' DU=Dwelling Units 27 Table 4 Other Development Traffic Generation By Traffic Analysis Zone Traffic Peak Hour Analysis Morning Evening Zone Project Land Use Quanti Units' Inbound Outbound Total Inbound I Outbound Total Dail 1 Porto Romano Multi-Family Attached Residential 1,383 DU 97 512 609 484 235 719 8,104 Single-Family Detached Residential 105 DU 20 59 79 67 39 106 1,005 Commercial Retail 130.0 TSF 112 72 184 358 387 745 8,054 Subtotal 1 229 643 872 909 661 1,5701 17,163 2 TT 31370(Tuscany Hills North) Single-Family Detached Residential 807 DU 153 452 605 516 299 815 7,723 3 TT 25473(Tuscany West) Single-Family Detached Residential 164 DU 31 92 123 105 61 166 1.569 4 TT 25475/33725 Single-Family Detached Residential 353 DU 67 198 265 225 131 356 3,378 5 TT 25476/25477 Sin le-Fami Detached Residential 509 DU 97 285 382 326 189 515 4,872 6 TT 25478/25479/30698/32129 Single-Family Detached Residential 688 DU 130 385 515 440 254 694 6,583 TT 34231/Fairfield Apartments Multi-Family Attached Residential 445 DU 45 182 227 178 98 276 2,990 Subtotal 175 567 742 618 352 9701 9,573 7 Costco/Lowe's Commercial Retail 418.823 TSF 226 142 368 775 838 1,613 17,230 Pass-By(30%) -68 -43 -111 -233 -251 -484 -5,169 Subtotal 158 99 257 542 587 1,129 12,061 8 Target Commercial Retail 150.000 TSF 122 78 200 393 426 819 8,840 Pass-By(30%) -37 -23 -60 -118 128 -246 -2,652 Subtotal 1 85 55 140 275 298 573 6,188 9 Home Depot Home Improvement Store 140.377 TSF 91 77 168 161 182 343 4,183 Specialty Retell 62.12 TSF 45 30 75 74 94 168 2,753 Fast Food W/O Drive-Thru 6.0 TSF 158 105 263 80 77 157 4,296 Fast Food W/Drive-Thru 9.6 TSF 260 250 510 173 160 333 4,763 Quality Restaurant 12.9 TSF 5 5 10 65 32 97 1,160 Gas Station 16 FP 87 83 170 107 107 214 2,445 Pass-By(30%) -194 -165 -359 198 -196 -394 -5,880 Subtotal 452 385 837 462 456 918 13,720 10 John Laing Homes Single-Family Detached Residential 506 DU 96 283 379 324 187 511 4,842 Multi-Family Attached Residential 1,449 DU 111 548 659 522 262 784 8,756 Golf Course 18 HOLES 32 8 40 22 28 50 643 Commercial Retail 117.0 TSF 105 67 172 333 362 695 7,521 Subtotal 344 906 1,250 1,201 839 2,040 21,762 11 TT 31390-93131822-24130812 Single-Family Detached Residential 2,501 DU 1 475 1,3991 1,874 1.6021 925 2,527 23,935 12 TT 28920-21/28859 Single-Family Detached Residential 577 DU 110 323 433 369 2141 583 5,522 13 TT 30330 Single-Family Detached Residential 449 DU 85 251 336 287 166 453 4,297 14 TT 30040 Single-Family Detached Residential 231 DU 44 129 173 148 85 233 2,211 15 PP 17369/CUP 03404 Senior Housing-Attached 168 DU 7 7 14 12 7 19 585 Medical Offices 34.4 TSF 67 18 85 34 94 128 1,243 Assisted Living 80 BD 10 4 14 12 11 23 219 Subtotal 84 291 113 581 112 1701 2,047 16 PP 18227 Health Club 20.8 TSF 11 15 26 431 41 84 685 17 PP 15519 Office 10.29 TSF 27 4 31 15 75 90 232 18 CUP 03398 Auto Care Center 20.24 TSF 39 21 60 34 34 68 19 CUP 03267R1 Pharmacy W/O Drive-Thru 16.7 TSF 32 22 54 70 70 140 1,504 Commercial Retail 20.0 TSF 36 23 59 104 113 217 2,386 Pass-By(25%) -17 -11 -28 -44 -46 -90 -973 Subtotal 51 341 85 130 137 267 2,917 20 ITT 28786-94 1 Single-Family Detached Residential 878 DU 167 492 659 561 324 885 8,402 21 TT29861-62/30064/30554/ Single-Family Detached Residential 1,552 DU 295 870 1,165 993 575 1,568 14,853 29636/30142/31194 28 Table 4(Continued) Other Development Traffic Generation By Traffic Analysis Zone Traffic Peak Hour Analysis Momino I Evening Zone Project Land Use Quantity Units' Inbound Outbound Total I Inbound Outbound Total Daily 22 PP 15258 Church 48.7 TSF 19 16 35 17 16 33 444 Day Care Center 3.0 TSF 20 18 38 19 21 40 239 Subtotal 39 34 73 36 37 73 683 23 CUP 03220 Park 4.61 AC 1 4 3 7 11 11 22 193 24 TT 31593 Single-Family Detached Residential 521 DU 99 292 391 333 193 526 4,986 25 TT 32013 Single-Family Detached Residential 362 DU 69 203 272 232 134 366 3,464 26 City Center Condos Multi-Family Attached Residential 144 DU 10 53 63 501 24 74 844 27 Lake View Villas Multi-Family Attached Residential 155 DU 11 57 68 54 26 80 908 28 Merrit&Luster Property Single-Family Detached Residential 60 DU 11 34 45 38 22 60 574 29 TT 31345/PP 18773/ Single-Family Detached Residential 121 DU 23 68 91 77 45 122 1,158 KB Homes/TT 32785 Multi-Family Attached Residential 96 DU 10 39 49 38 21 59 645 Subtotal 33 107 140 115 66 181 1,803 30 PP 18751 High Turnover Sit-Down Restaurant 6.959 TSF 42 38 80 46 30 76 885 31 PP 19918 Light Industrial 6.15 TSF 38 8 46 10 35 45 319 32 Tessera Single-Family Detached Residential 90 DU 17 50 67 58 33 91 861 33 Waterbury(Back Basin SP& Single-Family Detached Residential 2,407 DU 457 1,348 1,805 1,540 891 2,431 23,035 East Lake SP) Multi-Family Attached Residential 324 DU 32 133 165 130 71 201 2,177 Subtotal 489 1,481 11970 1,670 962 2,632 25,212 34 Broadstone Riversedge Multi-Family Attached Residential 184 DU 1 18 751 93 74 40 114 1,236 35 Marina Village Multi-Family Attached Residential 94 DU 7 35 42 33 16 49 551 Watersedge Single-Family Detached Residential 170 DU 32 95 127 109 63 172 1,627 Multi-Family Attached Residential 360 DU 29 138 167 132 67 199 2,204 Office 54.6 TSF 102 14 116 24 116 140 837 Hotel 150 RM 51 33 84 47 41 88 1,226 Boat/Watercraft Dealers and Service 50.0 TSF 76 27 103 52 81 133 1,667 Mini-Warehousing(Boats/Watercraft) 76.0 TSF 7 5 12 10 10 20 190 Commercial Retail 89.6 TSF 90 57 147 280 303 583 6,323 Pass-By(12%) -46 -44 -90 -78 -82 -160 -1,689 Subtotal 1 348 360 708 W9 615 1,224 12,936 36 Village at Lakeshore/TT 35024 Single-Family Detached Residential 104 DU 20 58 78 67 38 105 995 TT 33140 Multi-Family Attached Residential 238 DU 19 92 ill 88 45 133 1,474 Subtotal 39 150 189 155 83 238 2,469 37 La Laguna Estates/Albefhill Single-Family Detached Residential 2,141 DU 406 1,200 1,606 1,370 792 2,162 20,489 Ranch SP/TT 327861TT 31957 Multi-Family Attached Residential 258 DU 26 106 132 103 57 160 1,734 Commercial Retail 335.412 TSF 198 127 325 667 724 1,391 14,912 Subtotal 630 1433 2,063 2,1401 1573 3,7131 37,135 38 TT 32077 Single-Family Detached Residential 134 DU 25 75 100 861 50 136 1,282 39 Wasson West Single-Family Detached Residential 274 DU 52 153 205 175 101 276 2,622 40 TT 35123 Single-Family Detached Residential 480 DU 91 269 360 307 178 485 4,594 Golf Course 36 HOLES 63 17 80 44 55 99 1,287 Subtotal 154 286 440 351 233 584 5,881 41 TT 34249(Canyon Hills Estates) Single-Family Detached Residential 302 DU 57 169 226 193 112 305 2,890 Canyon Hills Single-Family Detached Residential 2,7D0 DU 513 1,512 2,025 1,728 999 2,727 25,839 Multi-Family Attached Residential 1,575 DU 158 6461 804 630 347 977 10,584 Subtotal 728 2,327 3,055 2,551 1,4581 4,009 39,313 42 TT 31792 ingle-Family Detached Residential 191 DU 36 1071 143 122 71 193 1,828 Total(2009) 3,600 8,254 11,854 10,577 7,291 17,868 182,686 'DU-Dwelling units;TSF-Thousand Square Feet;FP a Fueling Poeitons;BD a Bcda;AC-Acres;RM-Rooms 2 The total 2009 represents 60%of the total cumulative traffic,with the exception of the Coslcaft ry's Home,Depot Shopping Center,Lake View VSas,TT 32077,Wasson West,and TT 34249(Canyon Hills Estates)projects. A total of 100%of these projecrs trip generation has been assumed.In addition,the total represents 60%of the anticipated Remsgate traffic consistent with their traffic sWdy. 29 Figure 11 Project Traffic Analysis Zone Map --------------------------------------T --------------------------�� 1 , 1 O 1 Street "C" Site ' Street "D" 03 i Legend 1Q = Traffic Analysis Zone Number = Traffic Analysis Zone Boundary Kunzman Associates 3640b/11 30 Figure 12 Opening Year (2009) Project Traffic Distribution — Traffic Analysis Zone 1 10% �P 30% 5% 0,�6 r 5% 2nd Street 1 / Bella Vista Street °A" c1 ^PP 50% yLtyyT. goy r-- ------ Z``-- Street - oa�� Site ;-E x ; 50% Street V I i Main Street .� � Canyon•Estates Drive 10% Fran ' Street Railroad Canyon Road 5% 5% Grape Auto Center Street Drive 30% Legend 10% = Percent To/From Project Kunzmmn Associates 3640b/12 31 Figure 13 Opening Year (2009) Project Traffic Distribution — Traffic Analysis Zone 2 5% P, 5% 30% 5% o,� � 6 �`qDe 1 �•» Bella Vista 5% J 2nd Street i �• \!� 15% Street "A" -C ------y - Street "C° °a% °' . 4 � i =$ ii v70° 55% L Street "D" ;1, � i 1, 65% �r -----. J---- Main `- $- Street J�� •• 10% Canyon Estates •••. Drive `% i 10% Fran Street Railroad Canyon Road 5% Grape Auto Center 5° Street Drive 30% Legend 10% = Percent To/From Project Kunz1rL n Associates 3640b/13 32 Figure 14 Opening Year (2009) Project Traffic Distribution — Traffic Analysis Zone 3 JQ' Jp'Q 307- 5% c` ,10% '`% r It 2nd Street Bella Vista � � tf Street °A" .to goy r-- ------ - Street °C°� ell Site =� -Yy N' \59° C Street "D" �C.6..--� %J. Main `� �� f Street 15% Canyon Estates Fe Drive � 10% Fran Street 5% Railroad Canyon Road 5% Grape Auto Center 5° Street Drive 30% Legend 10% = Percent To/From Project Kunznwn Associates 3640b/14 33 Figure 15 Opening Year (2009) Project Traffic Distribution — Traffic Analysis Zone 4 30% 10% 5% cv � i Bella Vista 2nd Street I IN_--� Street "A° �y r---------Z ------ ° O� Street 75%ite i 85% ,C�treet 'D" Main `. ,J 5% Street 10% \ Canyon Estates sec 15% Dr ive 10% Fran ' I Street"-, 5% Railroad Canyon Road 5% Grape Auto Center 5° Street Drive 30% Legend 10% = Percent To/From Project Kunzman Associates 3640b/15 34 Figure 16 General Plan Buildout Project Traffic Distribution — Traffic Analysis Zone 1 10% 5% P 30% 15% .• A 35% ••� '� / % 5% 2nd Street I ( "., I Bella Vista % � 1 " Street °A° ^PP 50% 'LtJ—YT o �`oy r-- ------ y -- Street sod/ asp i � Ci�I Site 50% mlStreet °D° ; __� Flo---------� J----- Main Street �`. 10% \ Canyon Estates F Drive 10% Fran ```• � I Street Railroad Canyon Road 5% Grape Auto Center 5° Street Drive 30% Legend 10.0 = Vehicles Per Day (1000's) Kunzrnan Associates 3640b/16 35 Figure 17 General Plan Buildout Project Traffic Distribution — Traffic Analysis Zone 2 a 5% 5% oP ec 5% 30% 10% 5% 2nd Street i /�` Bella Vista A. � � tl \,`s 15% Street "A" N �30- ------ Street "C", 15%� g ; _ fP 70. f 55% Street "D" ;C — �� 65% F,----------- Main Street �`•�� 10% Canyon ri Estates J�F 10% Fran Street Railroad Canyon i Road 5% Grape Auto Center 5° Street Drive 30% Leaend 10% = Percent To/From Project Kunzman Associates 3640b/17 36 Figure 18 General Plan Buildout Project Traffic Distribution — Traffic Analysis Zone 3 Jei 5% c P 11 5 30% ,10% i P'q / Bella Vista o J 2nd Street � ( /�� Street "A" 04 Yr` _ _ gp` r-- ------Z Street r^s� C�a� Site x ;E \75% L Street *D° Main Street 15% \ Canyon Estates F� F � Drive �J 10% Fran Street 5e Railroad Canyon Road 5% Grape Auto Center 5% Street Drive 30% Legend 10% = Percent To/From Project Kunzman Associates 3640b/18 37 Figure 19 General Plan Buildout Project Traffic Distribution — Traffic Analysis Zone 4 J� J� 5% 30% 10% i ```� r�' Bella Vista 1 2nd Street i �IN Street 'A° oI f �y --___-r- ------Z Street ° 75§ite _ 85% treet °D° Main `. 5% Street 107. Canyon Estates Drive 15% 10% Fran Street 5% Railroad Canyon i Road 5% Grape Auto Center 5° Street Drive 30% Legend 10% = Percent To/From Project Kt,cnzman Associates 3640b/19 38 Figure 20 Opening Year (2009) Project Average Daily Traffic Volumes 0.2 �e�J 0.4 0.2 co�6 0.1 0.9 9i-�G � 2nd Street 1 ^` Bella vista e I Street "A" �yJ�T Site Wi Street "D" 0.9 \x 5.2 it ------ �J-----'� Main 6.0 Street 5.4��: 0.8 0.9 Canyon Estates Fe ���� 0.2 Drive cod Franklin `f\1.1 Street 0.7 0.4 Railroad Canyon i 0.4 Road 0.4 Grape Auto Center Street Drive Legend 0.4 = Vehicles Per Day (1000's) Kunzman Associates 3640b/20 39 Figure 21 Opening Year (2009) Project Morning Peak Hour Intersection Turning Movement Volumes JQ' 0 9 � I / `% I 2nd Street Bella Vista ( /�� Street 'A' o` (�Ta Site y� ; W I 9 L Street 'D° ,E,A Main 2 `. f i Street 10 \ Canyon Estates Drive Franklin 2 Street i 13 Railroad Canyon Road �/ 14 Grape Auto Center Street Drive 2v 38v alb -0 4-14 4 ��b a ? ,p as-1445,p a D 3� D�I I 14-000101 0 0� 0 0 0 0v 0v 0v Ov 7v 0v 3 �0 4 4-11 M 5 �134 7 �p $ �0 n deb-0 4 4�bb�o 4 a� bb -0 a a� bb -o 4 �bb �3 4 ol16 ,0 4 D 0-g I T 11 t ID D a--,, D D 0—� `�' � D 0-61 D 0-� h � � 0� o00 5-+o00 52—�oo& 0--� o00 - 0 10� o00 0-761 0 0--;t, 0--j, 5-761 0� 0 0 10 41 0 0 1 10 53 17Z 0 4 v 91v 55v 64v Ov 24v 9 10 4--309 11 �0 0 12 �0 0 13 �0 0 14 �7 .�Smo 4-0 0.r�0 4-0 o'�io 4-0 gNo 4-0 000 4-0 0oN + -0 4 4� bb -51 4 a� lba-10 4 albb�0 4 4� bb �o 4 a� bbs0 4 83� 0�0 03 0� oro 24�roo o�o00 310 0 1 c 1 7 0 0 Kurtzman Associates Intersection reference numbers are in upper left corner of turning movement boxes. 3640b/bbas 40 Figure 22 Opening Year (2009) Project Evening Peak Hour Intersection Turning Movement Volumes g co 7 `h 4 �S �� 1 % Bella Vista 2nd Street 1 /t Street "A" -- ------_ -- Street "C Site Wi x 9 1 Street "D"J � Main Street `���o � Canyon Estates F Drive %� Franklin 12 I Street 13 Railroad Canyon Road 14 Grape Auto Center Street Drive 10 144 v 1 aQ o 2 aQ N aibb F-,0 4 41bb4-11 ra< 4 D 9--i> D 51-0 0--;z, 0�, 0 e Oo 0 0� Oo 26o Oo 3 4-0 4 � 2 5 0 5 4-79 'a 6 4�Q o 7 Q 8 �Q 00o d-0 00o a-5 o0o a-112 o00 +-0 o`A- p � b b 4-11 aibba-0 a aibb _0 a a► bbs0 4 b $aibo a s aisb d a--0 a D 0-4 D 0-91 D 0-9 q �D D 0--+ Q-D000 19�000 1��00 0--i> 0-.0 6-D000 0 3 0 O--y 0 19„ 0„ 0 e 154 0 30 0 37c 3320 310 37o Oo 140 9 �Q 10 �181 0 11 �0 0 12 4-0 0 13 �p o 14 `t-26 N 41 b 4-0 4- 4-0 � 4-0 s0 29 a a b b 16 F- a a-0 a aib -0 a 306�� 0 , 402 �qo D 0 D O � 'T oI0t0I 0-D 0 0-p 0-p 314 O�y 14 0�D 184 e 26 0 Kunzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 41 Figure 23 General Plan Buildout Project Average Daily Traffic Volumes 0.2 0.4 co 0.6 9 0.1 Bella Vista 0.3 9�"�i 2nd Street • l ` � Street "A" o� � , - ----- o - PP�y Street C Site - 0.9 L Street "D" ;MA ,5.2 �r--------� J-----•. Main +6.0 Street 5.4`�� � 0 8 0.9 Canyon Estates •~� 0.2 Drive Franklin •`'''`1.1 Street 0.7 0.4 Railroad Canyon Road 0.4 0.4 Grape Auto Center Street Drive Legend 0.4 = Vehicles Per Day (1000's) Knnzman Associates 3640b/23 42 Figure 24 General Plan Buildout Project Morning Peak Hour Intersection Turning Movement Volumes ,e aec Bella Vista / 2nd Street ILA ( ^� Street "A" o` f t�- oa � Site y� ; 9 L Street °D°JMA � Tr-------- J-----�. Main 2 `� �� i If Street ` 0 \ Canyon Estates cc Drive Franklin Street 12 I 13 Railroad Canyon Road 14 Grape Auto Center Street Drive 0v 38v 1 �p °0 2 4-0 000 4-8 0053 4-48 albb -0 4 aibbs145 a D 3�1 I D 14� I t 0 0� 0 c 0 v 0 v 0 v 0 v 7 v 3 4 5 4--134 N 6 r 0 0 7 0 0 8 �p M 000 4-0 000 4-193 o00 �0 00 0-0 G of j of 4-0 -0 4 New s0 4 aibb -0 4 o-�b 416F-3 4 D 0 Interchange D o� D o� D o� D o� 0--0 -I f Design 52��I I° 0--0 �I I° 0--0 -I I° 0�� I° 0 0 0 0� 0 c 41 0 19 34 420 910 550 64o Ov 240 9 �0 10 4-i 11 �p o 12 �p o 13 �o 0 14 4 7 4 -0 O 4— O S O �o g N 0 �Q 0 0 0 �0 O O N o--Q ebb -0 a � b � a � bb �10 a a� bb �o 4 aisb -0 4 41 10 a D � � D 0� ' � D 0�' 1Tr D 11�' IT10 D 0= � D 0-6, 4111D 0-Dono oho"^ 0--0o^ 0--D --- 0-Droo 0�o00 0 0 , 24 a 0 a YO—I 7 7Z—O K'1 nzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 43 Figure 25 General Plan Buildout Project Evening Peak Hour Intersection Turning Movement Volumes J�O O 7 8 Bella Vista 2nd Street N I� �a---------_----------1 p Site N� ; 9 W� \ r L�------ Main 2 �1 Street `4.�10 \ Canyon Estates cc Drive % Franklin 12 Street' 13 Railroad Canyon Road i 14 Auto Center Drive Ov 144v 2 4-0 �bbso 4 ,bb �84 y 4 p �se2 D t4 9�001 01 D 51� 0l 01 01 0 , 0� 0 e Ov Ov Ov Ov 26v 3 �0 4 5 4-79 rn 6 �Q o 7 �Q o 8 �Q 000 4-0 New - 4-112 o00 4— o00 4-0 o1Pio 4-0 4lbb -0 4 Intechane 46F-O 4 dbbso 4 4Ibb -0 4 albb�n 4 D o— �I r g D 0s1TI° D 0� °I �' I° D 0�1T10 D 0� °IT10 Design ig 195-0 oo 0-0o0o 0--0 -ono Quo^m 0--+ 0� 0--,0, 19� 0� n 0 n 154 0 0 � 10 n 20 37 v 332 v 31 v 37 v 0 v 14 v 9 4-0 0 10 %-181 11 +--Q o 12 4-0 0 13 4-0 0 14 4-26 9 °=o 4-0 N .f 4-0 on 3�o 4-0 co 4-0 000 4-0 4-0 albb ..0 4 a�bb IF-29 4 allba-6 4 alb6F-0 4 albb •6-0 4 al � b .7-0 4 D 36-# 1T D 0- � D 0 10 D 42--s' to D O 41 � 1D 0--0 M1�o 0--0 oM 0--0 o^n� 0-D 0--0 0-+ o00 314--+ 0� 0� 0-y 14 0� n 184 c 57 oL n 26 26 Kunz17LC n Associates Intersection reference numbers are in upper left comer of tuming movement boxes. 3640b/bbas 44 Figure 26 Other Development Traffic Analysis Zone Map 40 O4 70 co � 2 6 ® 9 1 4 Bella Vista o 2nd Street - e � Street 'A' c� f �~ �y a-- ------s-- Street Site W 1 LStreet 'D'J � Main Street `v�� � � � \ Canyon Estates Fe O ) Drive �oF 11 -�`% I 12 Franklin 13 Street I 14 ® Railroad Canyon 15 ® Road 16 4 Grape Auto Center Street Og Drive ©® 10 ®9 ©0 ©1 41 Kunzmmn Associates 3640b/26 45 Figure 27 Other Development Traffic Distribution — Traffic Analysis Zone 1 Je 10% P 3% mow° 27% 1% 19% % 6% q�1%,,,� i / Bella Vista / 2nd Street ( ^� � � t Street "A" o` 0 �°� r- ------y Street "C 20% Site 73% `4f l Street °D° ; __� �1% Main \23% -25% �Ji Street 45% 19% \ Canyon Estates F� i 3% 23% I Fran ' 15% D 1% Street 10%3% Railroad Canyon 6% 6% Road 1% 5% 5% Grape Auto Center Street Drive 1% 2% � 1% 25% 2% Legend 10% = Percent To/From Project Kunzman Associates 3640b/27 46 Figure 28 Other Development Traffic Distribution — Traffic Analysis Zone 2 20% 5% 1, ��' O 25% -1 10% 9�.,G / 2nd Street X Bella Vista—� Street °A° c` �`oy �a-- ------_-- Street Site x �N Wf \\ L Street °D" r-r -----J J-----'. Main � i Street `J�� � � 50� Can�ron Estates Drive Franklin I Street 207' Railroad Canyon Road Grape Auto Center Street Drive 10� 20% Legend 10% = Percent To/From Project K4dnzmmn Associates 3640b/28 47 Figure 29 Other Development Traffic Distribution — Traffic Analysis Zone 3 30% P^q 1 Bella Vista 2nd Street t�i A � Street "A" a �4 �y -pr--�-----y-- Street P Site ;-EI ��\ L Street "D" ;C"- Main rr -----� .J------• i `� �. � Street 100% Canyon Estates Drive Franklin Street Railroad Canyon 30% Road 6% Grape Auto Center Street Drive 34% 30% Legend 10% = Percent To/From Project Kurtzman Associates 3640b/29 48 Figure 30 Other Development Traffic Distribution — Traffic Analysis Zone 4 70% 24% 6% Co'i 6% / 10% �G i 2nd Street 1 �0.% Bella Vista � Street 'A° c co �,L,(yYT \ ,. s _ Street p Site W1 x ; �\ L Street °D° �r-------- J J-----�. Main Street \ Canyon Estates Drive c�o� Fran ' Street Railroad Canyon Road Grape Auto Center Street Drive 30% Legend 10% = Percent To/From Project K't nzman Associates 3640b/30 49 Figure 31 Other Development Traffic Distribution — Traffic Analysis Zone 5 O 65% a, 1, 30% 5% 9��G 2nd Street ��� Bella vista � � tl Street °A° c` f IL �o LI.�Yr , ,. o-- ------ -- Street "C` oa�� _ c/ �2 Site s ;-E x ; MI \\ A. Street 'D° ;MA Main Street `�� � � Canyon Estates Drive Fran Street Railroad Canyon Road Grape Auto Center --- Street Drive 30% Legend 10% = Percent To/From Project Kunzmmn Associates 3640b/31 50 Figure 32 Other Development Traffic Distribution — Traffic Analysis Zone 6 70% 30% � 1 10% P�9�P�G / 2nd Street �" ` Bella Vista Street °A" � -- Street-.fin oaoi PP/�G cY i � o �P Sites \\ L Street �r'-'------- �- -----'� Main Street `vim '� Canyon Estates Drive F , Fran I Street Railroad Canyon Road Grape Auto Center Street Drive 30% Legend 10% = Percent To/From Project Kunzman Associates 3640b/32 51 Figure 33 Other Development Traffic Distribution — Traffic Analysis Zone 7 me°,' 20% P� 0 w 25% 10% 77 1 ob6 i r P�9 i /j\•• Bella Vista 10% o i 2nd Street I Street °A" & ao • op s Street C � ,�o/ Site i I ; �\ street °D° EM Main `. Fi �� i Street ZJ� I \ Canyon Estates F Drive �aF Fran Street Railroad Canyon Road Grape Auto Center Street Drive 25% Legend 10% = Percent To/From Project Knnzmacn Associates 3640b/33 52 Figure 34 Other Development Traffic Distribution — Traffic Analysis Zone 8 12% P, e� 25% 2% .�% (` oP�fP~9 2% `Lo � Bella vista 1 2nd Street r P • 70% 1% � Street 'A° o _L,(�YT \ ,. �a-- ------_-- street-"C° Site r ;E=-E ; f\\ L Street 'D° Main Street Canyon Estates F ••�� Drivel Fran Street Railroad Canyon j Road Grape Auto Center Street Drive 25% Legend 10% = Percent To/From Project Kunz7nan Associates 3640b/34 53 Figure 35 Other Development Traffic Distribution — Traffic Analysis Zone 9 12% 3% 25% 2% o� i 6 9` / 2nd Street I ( ON Bella Vista 1% e ' °J Street °A° �o M LLt yYT% Street °C° 1� Site :-E x �\ L Street °D°Jy� �r- ------- ..�A.3 Fain Street Canyon Estates Drive Fran Street Railroad Canyon i Road / Grape Auto Center Street Drive 25% Legend 10% = Percent To/From Project Kunzman Associates 3640b/35 54 Figure 36 Other Development Traffic Distribution — Traffic Analysis Zone 10 Je ,mac 24% 9 -1 O `�% 2nd Street Bella Vista Street "A" of ! �� ' 1 ,;r% -- - Street °�. oa�i P Site y1 ;M x \ L Street °D" Main Street � Canyon,Estates met 1% Drive Franklin Street Railroad Canyon Road 2 10% Grape Auto Center Street Drive 2% 10% 2% 10 Legend 10% = Percent To/From Project Kunzman Associates 3640b/36 55 Figure 37 Other Development Traffic Distribution — Traffic Analysis Zone 11 15% c` �6 X9 Bella Vista cryjG 2nStreet I Street "A" o� ty� 4 �y r-- ------y-- Street Site W x ;• �\ L Street "D" �r-------- J „�-----�. Main Street `vim �` � Can'Drive totes F �•�� � Drive Franklin Street Railroad Canyon Road 30% Grape Auto Center Street Drive 15% Legend 10% = Percent To/From Project Kunzman Associates 3640b/37 56 Figure 38 Other Development Traffic Distribution — Traffic Analysis Zone 12 J¢' ,eQ 15% co N /r/�`% Bella Vista / 2nd Street I ( � � Street "A°ll of Site yi c Street °D° ;C. t_ -� i 511 Main �f- Street �4j \ r�� Canyon Estates Drive .,,% �I Franklin Street Railroad Canyon Road 35% Grape Auto Center Street Drive 5% 15% e end 10% = Percent To/From Project Kunzman Associates 3640b/38 57 Figure 39 Other Development Traffic Distribution — Traffic Analysis Zone 13 �e L 10% ••q�P l •• r %L0 P�9�P�o � 2nd Street Bella Vista P ' Street "A" o r Street-"C" oa�i pP 2.5 ; _� P Site qo ;I x ; 4�\ L Street . " ~A Main Street `Q0 �•.� \ Canyon Estates F� �•�� Dr ve •' Franklin ``• ` Street Railroad Canyon Road 30% IGrape Auto Center Street Drive 5% 15% Lie ,end 10% = Percent To/From Project Kunzman Associates 3640b/39 58 Figure 40 Other Development Traffic Distribution — Traffic Analysis Zone 14 JQ' 10% co �6 q`c9�G 2nd Street /�" Bella Vista e � W 111 Street •A• of I f +� _I%,(yY7 % a-- ------s-- Street "C 4 - Site y 1 x mill \ L Street . °J � ' Main Street Canyon Estates F� Drive Franklin Street 14 Railroad Canyon Road 20% Grape Auto Center Street Drive 10% Legend 10% = Percent To/From Project Kunzman Associates 3640b/40 59 Figure 41 Other Development Traffic Distribution — Traffic Analysis Zone 15 10% v c �6 P�9�P�o 2nd Street i / Bella Vista P � I Street "A" -- ------s-- Street -- oa�� _ Site s e e ;E x \ L Street DMA Main Street Canyon Estates F Drive c�o� .�`� Franklin Street Railroad Canyon 15 Road 30% Grape Auto Center Street Drive 10% 10% Legend 10% = Percent To/From Project Kunznwn Associates 3640b/41 60 Figure 42 Other Development Traffic Distribution — Traffic Analysis Zone 16 Jer ,mac : 5 h I-qBella Vista / 2nd Street I Street 'A" it f c s �y 0�p-- ------ -- Street "C" V =. P Site -I ;�_x \ Street 'D"J � / Main Street `4,J Canyon Estates Drive hJ� % Franklin Street Ralroad Canyon Road 16 15% Grape Auto Center Street Drive 10% 5% Legend 10% = Percent To/From Project Kunzmmn Associates 3640b/42 61 Figure 43 Other Development Traffic Distribution — Traffic Analysis Zone 17 �c 10% %% % .A. q6�G 2nd Street ^' Bella Vista Street 'A' f `_ goy �`rP-- ------ -- Street "C"� °a% t5 _ 5�. Site yi x ; \ L Street •D° ;EgA ' Main Street I \ Canyon Estates �e Drive Franklin Street Railroad Canyon Road 20% Grape Auto Center Street Drive 5% 5% Legend 10% = Percent To/From Project Kunzman Associates 3640b/43 62 Figure 44 Other Development Traffic Distribution — Traffic Analysis Zone 18 J¢' J� 5% C'o 2nd Street Bella Vista Street °A° o� 4 Street "C" ea�� Ci Site -E x ; YP W I \\ L Street °D°JC-'- �� Main I t� Street �J�� � Canyon Estates cc Drive �% Franklin Street Railroad Canyon Road 20% Grape Auto Center Street Drive 5% 5% 5% Legend 10% = Percent To/From Project Kunzman Associates 3640b/44 63 Figure 45 Other Development Traffic Distribution — Traffic Analysis Zone 19 arc �P 1, Bella Vista i 2nStreet Street �y 0---- ------y-- Street-.C" oa�i 5.� p� Sites " " L Street D J � Main Street `.% `\ Canyon Estates Drive Franklin Street Railroad Canyon Road 10% Grape Auto Center Street Drive 10% Legend 10% = Percent To/From Project K't nzman Associates 3640b/45 64 Figure 46 Other Development Traffic Distribution — Traffic Analysis Zone 20 J¢' ,yQ 5 10% 6 /r��� 9�P�GP 2nd Street i ( `. I Bella Vista Street W o L4 p-- ------_-- Street "C gk r. plp�y Site =1 Y�o E x W \ 1 Street "D"J<<. " � j �r-------- Main Street Canyon Estates F� 5% Drive Franklin Street Railroad Canyon Road 30% Grape Auto Center Street Drive 5% 0 10% Legend 10% = Percent To/From Project K46nzman Associates 3640b/46 65 Figure 47 Other Development Traffic Distribution — Traffic Analysis Zone 21 J� 10% Co 9�e�a 2�treet Bella Vista Street "A" of f �y ��a-- ------s-- Street "C" ea�� _ .3/ Site ;z E i- ; �\ L Street "D" 11117.1" �1 -� �t-------- �J-----'� e, Main I �. Street Canyon Estates F Drive 5J� Franklin Street Railroad Canyon Road 25% Grape Auto Center Street Drive 5% 10% ®j Legend 10% = Percent To/From Project Kunznwn Associates 3640b/47 66 Figure 48 Other Development Traffic Distribution — Traffic Analysis Zone 22 Cv�6�i 2Street II ^_` Bella Vista 4i Street -A- c� f L4 do r`oy a-- ------y-- Street--ce oar. pPl � Site ; \ L Street "D" ; � �r-------- ',J-----'' Main Street Canyon Estates Drive Franklin Street Railroad Canyon Road 5% Grape Auto Center Street Drive 5% Legend 10% = Percent To/From Project Kunzman Associates 3640b/48 67 Figure 49 Other Development Traffic Distribution — Traffic Analysis Zone 23 �e 5% co % ; 1 q� 1 2nd Street Bella Vista / ; /�•� Street "A° c ^ems �o �L�yYT ``oy r-- ------y-- -Street - ea�� °`' %� Site = �\ L Street °D°J __� �r-------- J_----�. Main }� 8 �.� Street k '•.� Canyon Estates Fe •�.� Drivel Franklin Street Railroad Canyon Road 15% Grape Auto Center Street Drive 5% 5% Legend ��► 10% = Percent To/From Project Kunz7nan Associates 3640b/49 68 Figure 50 Other Development Traffic Distribution — Traffic Analysis Zone 24 15% 01 11 A P�qG 2nd Street 4 Bella Vista P ' • LI Street "A" of / ~PP CO Y7 % ------ -- Street "C Site y� ;z _c �\ L Street D. ;�~ �f Main Street •••.� ♦ Canyon Estates met 5% ••.� Drive Franklin Street Railroad Canyon Road / 20% Grape Auto Center Street Drive 90% 35% 15% Legend 10% = Percent To/From Project Kurtzman Associates 3640b/50 69 Figure 51 Other Development Traffic Distribution — Traffic Analysis Zone 25 JQ' 10% 25% 5% C°�6 P� ♦`q�P t / �/«+• Bella Vista 5% 2nd Street I ( /1- �` � tl v v ' Street "A" o t 4 L �.. T % y 10% _ Street C i 10% O VO , Site 1EEE " , \ ` Street "D" Main 90% Street 45% Can Estates yon het Dnve i 45% 10% Franklin Street 5% Railroad Canyon 10% Road 30% / 5% Grape Auto Center Street Drive 5% 5% 25% Legend 10% = Percent To/From Project Kunzrnan Associates 3640b/51 70 Figure 52 Other Development Traffic Distribution — Traffic Analysis Zone 26 JQ' 5 25% c` '% y P� Bella Vista 2nd Street 1 A Street 'A" t�I ^PPS CO y7`� �.- y ��a-- ------Z-- Street "C" I oar' i °' i - Site y� \ L —street J , ' Main Street Canyon Estates 5% Drive Franklin Street Railroad Canyon Road 25% X Grape Auto Center Street Drive 5% 95%® 2 15% Legend 10% = Percent To/From Project Kunzman Associates 3640b/52 71 Figure 53 Other Development Traffic Distribution — Traffic Analysis Zone 27 15% q 1 / Bella Vista Af 2nd Street A, Street "A° o` goy a-- ------_-- Street "C p� Site ;-E x ; �\ L street "D° 1E�a .r -----� J-----�. Main Street Canyon Estates Fey 5% Drive Franklin Street Railroad Canyon Road 20% Grape Auto Center Street Drive 90% 35% 15% Legend 10% = Percent To/From Project Kunzman Associates 3640b/53 72 Figure 54 Other Development Traffic Distribution — Traffic Analysis Zone 28 80% 1, 30% c 0�6 %% -1 2nd Street Bella Vista Street "A ` a-- ------y-- Street 4. Sites x ; \ L street "D" I i 1r-------- J-----�: Main 14. Oct Street Canyon Estates F� Drive `% i Fran ' Street Railroad Canyon Road Grape Auto Center --- Street Drive 30% Legend 10% = Percent To/From Project Kunznwn Associates 3640b/54 73 Figure 55 Other Development Traffic Distribution — Traffic Analysis Zone 29 J¢' J� 9� 1 Bella Vista 2nd Street Street "A" ci co NLt}Y7 p-- ------y-- Street Site X x ; �\ L Street "D" MA �r ----- �J-----'' ¢, Main f �. Street .� \ Canyon Estates Drive Franklin Street Railroad Canyon Road 5% Grape Auto Center Street Drive 5% Legend 10% = Percent To/From Project Kunzman Associates 3640b/55 74 Figure 56 Other Development Traffic Distribution — Traffic Analysis Zone 30 JQ' J� 2nd Street Bella vista � 1 Street "A" c o Street 'C" C5 Site s - YLQ W 1�� I �\ L Street "D" ,� —� J. Main Street r�\\ \ Canyon Estates het Drive Franklin Street 3% Railroad Canyon Road 5% 2% Grape Auto Center Street Drive 5% 10% � Legend 10% = Percent To/From Project Kunzrnan Associates 3640b/56 75 Figure 57 Other Development Traffic Distribution — Traffic Analysis Zone 31 c N`,", 4 9`P�G I ^ Bella Vista 2nd Street P ' Street °A" 04 -a-- ------yir-- Street i-C _ Site �\ L Street °D" Main Street Canyon Estates Drive Franklin '< Street 3% Railroad Canyon Road 5% 2% Grape Auto Center Street Drive 5% 10% Legend 10% = Percent To/From Project Knnzman Associates 3640b/57 76 Figure 58 Other Development Traffic Distribution — Traffic Analysis Zone 32 45% C 1 2ndStreet Bella Vista Street °A° a "Street C" ea�� _ 3 / Site ;-E q� - i x ; \ L Street C. Main Street J` Canyon Estates F Drive o� 45% Franklin Street -25% Railroad Canyon Road 5% Grape Auto Center Street Drive 5% 15% Legend 10% = Percent To/From Project Kunz11' an Associates 3640b/58 77 Figure 59 Other Development Traffic Distribution — Traffic Analysis Zone 33 19% ` h 9 �q�e'GP 2nd Street I ( i�� Bella Vista Street °A" o� 4 Street _ es � =� i� p Site 111 Street °D" Main `� �� i t: Street I \ Canyon Estates F� Drive `% i Franklin Street Railroad Canyon Road 4% 2% Grape Auto Center Street Drive 27% 2% ® Legend 10% = Percent To/From Project Kurtzman Associates 3640b/59 78 Figure 60 Other Development Traffic Distribution — Traffic Analysis Zone 34 45% C 0,% P�9°PSG 2nd Street Bella Vista P ' % \�X Street °A° oo I ! �1 1 &I Street "C" ea�� 5 Site s ;-E x ; �\ L Street "D° Main Street Canyon Estates Drive cow Franklin Street Railroad Canyon Road 3 5% Grape Auto Center Street Drive 15% 5% 30% Legend 10% = Percent To/From Project Kunz7nan Associates 3640b/60 79 Figure 61 Other Development Traffic Distribution — Traffic Analysis Zone 35 45% -1 Ir e�qD�G j 2nd Street I ( 00% Bella vista e i Street °A° o o � LjyyT % �`oy r-- ------ TA Street Sites x ; \ L Street °D"J � i Main Street \ Canyon.Estates F 8 Drive 45% Franklin Street Railroad Canyon ® Road 5% 5% Grape Auto Center Street Drive 30% 5% 15% Legend 10% = Percent To/From Project Kunzman Associates 3640b/60 80 Figure 62 Other Development Traffic Distribution — Traffic Analysis Zone 36 mcJ� 5% 5% P z 15% 10% `�q q�e°G j 2nd Street Bella Vista 35% e �� L Street °A° o�1 ti T� EQ Q--7------ - Street-»�° oa�� Site \ L Street °D° Main Street Canyon Estates Fe Drive Fran Street Railroad Canyon Road Grape Auto Center Street Drive 10% Legend 10% = Percent To/From Project Ki. nz'man Associates 3640b/62 81 Figure 63 Other Development Traffic Distribution — Traffic Analysis Zone 37 5% a 5% �P P�q / Bella Vista /10% — 2nd Street I ( /� P � �� Street "A" o` �� :Lly.Yr % _ Street C jr Site -Ex �\ L Street °D" Main Street `ate Canyon Estates F� Drivel Franklin Street Railroad Canyon Road Grape Auto Center Street Drive Legend 10% = Percent To/From Project Ku zman Associates 3640b/63 82 Figure 64 Other Development Traffic Distribution — Traffic Analysis Zone 38 J¢' ,pQ P 5% �ct��11 15% i 1 �Iie\ Bella Vista 2nd Street �t Street "A" o �y r-- ------y-- Street "-C d i _ C3 Site x °% \ L Street °D" Main � 5% Street� ��� Canyon Estates Drive Franklin Street 10% Railroad Canyon 5 e 60% - Road 10% i Grape Auto Center Street Drive 10% 10% 10% Legend 10% = Percent To/From Project Kurtzman Associates 3640b/64 83 Figure 65 Other Development Traffic Distribution — Traffic Analysis Zone 39 2% 5% 7% 25% 60% 60% 9 Bella Vista 10% �P'G 1o7,J 2nd Street 1 f /%�-^�� Street °A° '` �o oL(�Y7 a s Street °C° ao, 0 —� c3 / Sites ; YP W I \\ L Street °D°J � / Main Street `.� Canyon EstatesDrive F 10% Fran Street Railroad Canyon Road Grape Auto Center Street Drive 25% Legend 10% = Percent To/From Project Kunzman Associates 3640b/65 84 Figure 66 Other Development Traffic Distribution — Traffic Analysis Zone 40 40 15% 5% 10% 9�P�o J 2nd Street Bella Vista e Street "A" -1 �L4 Street P Site 0� ;�x ; VN W \ L Street °D" MA, Main Street �J�� � \ r��0 �t ` \ Canyon Estates F Drivel Franklin Street Railroad Canyon Road Grape Auto Center Street Drive Legend 10% = Percent To/From Project Knnzman Associates 3640b/66 85 Figure 67 Other Development Traffic Distribution — Traffic Analysis Zone 41 10% c` %% 9`P�G 2nd Street Bella Vista P ' I, Street "A" o Street p� Site =�- �� x \\ L Street "D" � �r ------J J-----�. Main `. �� J. Street Canyon Estates ti` 47. Drive % Franklin Street 2% Railroad Canyon 1% "1 Road 18% Grape Auto Center Street Drive 1% 41 Legend 10% = Percent To/From Project Kunzman Associates 3640b/87 86 Figure 68 Other Development Traffic Distribution — Traffic Analysis Zone 42 75% 1� 30%5% c 10% e, GP 2nd Street X Bella VistaStreet 'A' Lq s -- ------y-- Street Site W1 ;ERE ; LStreet 'D' ;MA j 0 Main `� �� i Street J Canyon Estates F Drive Fran Street Railroad Canyon Road Grape Auto Center Street Drive 30% Leg-end 10% = Percent To/From Project Kunzrnan Associates 3640b/68 87 Figure 69 Other Development Average Daily Traffic Volumes 15.6 1.2 V `� co 3.9 1.9 24.5 17.2 2. 1.9 9�e�a 2nd Street (^` Bella Vista Street "A" c t I lip, y op s� _ Street C �ti/ Site -E x 2.9 Street °D°JMA _ � ��10.6 �L ----- J-----•: Main �+5.2 Street 4.6 %%6.9 ♦! Canyon Estates 1 F 3.8 Drive Franklin Y�,3.1 Street 4 4 2.0 1.2 15.2 Railroad Canyon Road .7 13. 12.2 2.3 Grape Auto Center Street Drive Leaend 13.9 = Vehicles Per Day (1000's) Kunzman Associates 3640b/69 88 Figure 70 Other Development Morning Peak Hour Intersection Turning Movement Volumes o � 8 4 c% ,%`,� � 1 o • % Bella Vista I 2nd Street r J �i Street "A" of JLyr ♦ P Site q� ;-E x ; 9 L Street "D" 'C 6 Main Street�� ` 110 ♦ Canyon Estates Drive .�Franklin 1 2 Street'- 3 Railroad Canyon i Road 14 Grape Auto Center Street Drive 253 v 01117--t� +_0 4_374 4-57 IF- 4s133 4 307� I t� � t 114� 0 0 245o Ov Ov Oo 320 28v 3 �0 4 +--284 �ii 5 +--178 6 'Q-' 402 7 +-13 8 �9 c o^ 4-214 0 0 0 4-523 0 0 0 4-189 0 0 0 4-394 `! 4-776 4-622 " 4�bb -249 4 41bbF-o 4 4lbbs0 4 4� bb -0 4 a� bb �lo 4 4 D Os 1 1 1 D 118— 97 D 320 5 dl � � D 8� a b 13�' � � � 444-- 313--C�c o q 81- 0 0} 259-D o o g 417-0 287--C� 143--;�, 0 0 9 44� 0 46 157 n 51 176 54 v 161 0 113 v 149 v 226 0 280 0 9 log 2V 30 4-0 100�� 4-01 11 oP9R 4-0 - 12 -t0 4-0 0 13 �o �p0 0 14�'N� 4-531 4�bbso 4 4� bb�39 4 a� bba-7+ 4 4� � b �o 4 a� bb �o 4 a� bb �3 4 D 5--+ D 0---10 D 0� 41 � ID D 33--41 ° D 1 4 4i � ID b 2--s' I° 0-0 0-10 0� o g3 N 0� 0�0 0-4 ao v o 242-D 122 ^ 0 �, `� 0� 0--;b, 53 32 0 463 c o - 22 0 12 � 97 Knnzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbos 89 Figure 71 Other Development Evening Peak Hour Intersection Turning Movement Volumes J4i 78 / 4 �% 9� 1 Bella Vista 2nd Street J W 1 1 1 Street "A" J'� � 4 Pay a-- ------s -- Street "C p�} Site P � ;, �P 9 L Street "D" ;��=� J. Main Street 10 \ Canyon Estates F Drive .�Franklin Street'-,,,, 12 13 Railroad Canyon Road '14 Grape Auto Center Street Drive 597 v 396 v 1 '_0 J, 2 al b b b b a::42 0-3 4 D 534���� D 234-C 1 164 0--j, 0 0 835v ov 0v 0v 88v 59- 3 4-0 4 4-314 N 5 `-156 °° 6 4-264 N 7 �61 8 �7 o 4-380 0 0 0 4-648 o c o 4-1 M 62 o 0 0 4-357 " N 4-59 4 al � b 4-583 411b -168 4 411b -0 4 a1 � b -0 4 4111D50 4 41bb �55 4 D 0-4' 4I � ID D 166-s' 4� ^� 10 D 166�' II I0 D 241 s4� Y � D 13_Sk D 19�' 41 � 10 446� o 0 0 794--0 o e 300 m o o 656-D o o ' 1177� c 816 g g 144� 0�^ 0� 0� ^ "' 23�r 138� 0 0 175 a 475 149 157 v 604 v 206 v 123 v 190 v 246 v 9 A �0 10 �173 11 '�92 12 4 0 13 4 0 0 14 �83 =I 4-0 yea o — 4 a11b4-0 4 a1Sb �0 4 41 4b4- 428 4� bb -0 4 41 � 6I 27 4 411b �16 4 D 18-5 10 D 0�'4It D 0�' 41Y � D 118s1T10 D 4� 4IY � D 227�' � Y � 0� ^0 0_oG� 0�oe�i8 0 + oSo 14 0�Leo 633-1>j;;q ° 4% 0 0 0„ 43 410 o e 187 69 98 Knnzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 90 Figure 72 Opening Year (2009) Without Project Average Daily Traffic Volumes 42.8 4.2 9.7 C'o�4.1 6 60.4 :'�i 52.0 1 8 4 9`�G j 2nd Street i / Bella Vista e to �IL;7 \� Street 'A° y� Street 'C o Via% Site y� ;zx C Street °D°Jy�� 6.1 �x10.9 rr-------- J-----�. Main ��5.2 Street 12.�°� 18 9 `�`• 69 \ Canyon Estates F� 3.8 Drive cod Franklin \3.2 Street 14.7 9.6 9.3 56.2 Railroad Canyon 1•9 i Road 2.0 37. 44.1 19.6 Grape Auto Center Street Drive Le erg 37.2= Vehicles Per Day (1000's) Kunznwn Associates 3640b/72 91 Figure 73 Opening Year (2009) With Project Average Daily Traffic Volumes J� 43.0 sac 4.24.1 V 10.1 60.6—��� �I 2. `�`P (i `• 52.1 9.3 9�e�a 2nd Street i ^' Bella Vista P ' Street "A" ` �IL c� IPP� - °� Street C Boa/ Site Z x ; Street --J --� 7.0 — `�16.1 ,i------- J------; Main 11.2 Street 18�J�� 19 7 7.8 Canyon Estates F �'�� 4.0 Drive % If � Franklin ``4.3 I Street 14.7 10. 9.7 56.2 Railroad Canyon 1.9 Road 2.4 7. 44.5 19.6 Grape Auto Center Street Drive Legend 37.2= Vehicles Per Day (1000's) Kunzmmn Associates 3640b/73 92 Figure 74 General Plan Buildout Wilthout Project Average Daily Traffic Volumes 56.9 38.1 Co�17.1 6 64.1 1 66.8 q� % 2nd Street Bella Vista ` % ' ' \� Street "A" c I f �� N tj, 74% oy �d-- ------ s -- Street "C", p�P Site G� ;-E x ; VL LU _ Street °D" 12.9 12.8 ,L�----- �J-----'� Main #8.2 Street 0��� � 29 7 •�`• 17.3 Canyon Estates F� 17.9 Drive cow Franklin -4,,20.1 Street 23.0 16. 9.3 Railroad Canyon 2.0 Road 28.3 74.3 26.0 Grape Auto Center Street Drive Legend 26.0= Vehicles Per Day (1000's) Kunzman Associates 3640b/74 93 Figure 75 General Plan Buildout With Project Average Daily Traffic Volumes 57.1 �P 1, 38.5 co 17.7 � 64.1 P�o A 66.9 P�9ip j 2nd Street �/� Bella Vista \� Street "A" Ali O ply r-- -y---' Street C Site i ;- E ; W Street "D" ;�~ 13.8--" ��18.0 ,L�. ----- J-----�. Main 14.2 Street 26.��.� 30.5 18.2 \ Canyon Estates 181 Drive Franklin '`21.2 I Street 23.0 17. 9.7 Railroad Canyon 2.0 Road 28.7 74.7 26.0 Grape Auto Center Street Drive Legend 26.0= Vehicles Per Day (1000's) Kunzrnan Associates 3640b/75 94 V. Traffic Analysis A. Capacity and Level of Service and Improvement Analysis, Opening Year 2009 1. Opening Year (2009) Without Project Intersection Operations Analysis The Opening Year (2009) without project delay and Level of Service for the study area roadway network are shown in Table 5. Table 5 shows delay values based on the geometrics at the study area intersections without and with improvements. Opening Year (2009) without project morning and evening peak hour intersection turning movement volumes are shown on Figures 76 and 77, respectively. For Opening Year (2009) without project traffic conditions, the following study area intersections are projected to operate at Level of Service E to F during the peak hours, without improvements (see Table 5): 1-15 Freeway SIB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) 1-15 Freeway NB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) Dexter Avenue (NS) at: Central Avenue SR-74 (EW) Camino Del Norte (NS) at: Main Street (EW) Franklin Street (EW) Summerhill Drive (NS) at: Railroad Canyon Road (EW) For Opening Year (2009) without project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with improvements (see Table 5). Opening Year (2009) without project delay worksheets are provided in Appendix D. 95 2. Opening Year (2009) With Project Intersection Operation Analysis The Opening Year (2009) with project delay and Level of Service for the study area roadway network are shown in Table 6. Table 6 shows delay values based on the geometrics at the study area intersections without and with improvements. Opening Year (2009) with project morning and evening peak hour intersection turning movement volumes are shown on Figures 78 and 79, respectively. For Opening Year (2009) with project traffic conditions, the following study area intersections are projected to operate at Level of Service E to F during the peak hours, without improvements (see Table 6): 1-15 Freeway SIB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) 1-15 Freeway NB Ramps (NS) at: Central Avenue SR-74 (EW) Main Street (EW) Railroad Canyon Road (EW) Dexter Avenue (NS) at: Central Avenue SR-74 (EW) Camino Del Norte (NS) at: Main Street (EW) Franklin Street (EW) Summerhill Drive (NS) at: Railroad Canyon Road (EW) For Opening Year (2009) with project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with improvements (see Table 6). Opening Year (2009) with project delay worksheets are provided in Appendix D. B. Capacity and Level of Service and Improvement Analysis, General Plan Buildout 1. General Plan Buildout Without Proiect Intersection Operations Analysis The General Plan Buildout without project delay and Level of Service for the study area roadway network are shown in Table 7. Table 7 shows delay values based on the geometrics at the study area intersections 96 with General Plan improvements. General Plan Buildout without project morning and evening peak hour intersection turning movement volumes are shown on Figures 80 and 81, respectively. For General Plan Buildout without project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with General Plan improvements (see Table 7). General Plan Buildout without project delay worksheets are provided in Appendix D. 2. General Plan Buildout With Proiect Intersection Operations Analysis The General Plan Buildout with project delay and Level of Service for the study area roadway network are shown in Table 8. Table 8 shows delay values based on the geometrics at the study area intersections with General Plan improvements. General Plan Buildout with project morning and evening peak hour intersection turning movement volumes are shown on Figures 82 and 83, respectively. For General Plan Buildout with project traffic conditions, the study area intersections are projected to operate at Level of Service D or better during the peak hours, with General Plan improvements (see Table 8). General Plan Buildout with project delay worksheets are provided in Appendix D. C. Traffic Signal Warrant Analysis Traffic signals are projected to be warranted at the following additional study area intersections for Opening Year (2009) without project traffic conditions (see Appendix D): Camino Del Norte (NS) at: Main Street (EW) Elsinore Hills Drive (EW) Franklin Street (EW) A traffic signal is projected to be warranted at the following additional study area intersection for General Plan Buildout without project traffic conditions (see Appendix D): Camino Del Norte (NS) at: La Strada (EW) 97 Table 5 Opening Year(2009)Without Project Intersection Delay and Level of Service Intersection Approach Lanes' Peak Hour Traffic Northbound Southbound Eastbound Westbound Delay(Secs.)-LOS2 Intersection Contro13 L T R L T R L T R L T R Morning Evening 1-15 Freeway SB Ramps(NS)at: Central Avenue SR-74(EW) Without Improvements TS 0 0 0 1 0 1 0 2 1 1 2 0 40.0-D 99.9-F4 With Improvements TS 0 0 0 1.5 0 1.5 0 2 1 2 2 0 17.5-B 50.8-D Main Street(EW) Without Improvements CSS 0 0 0 1 0 1 0 1 1 1 1 0 32.5-D 99.9-F With Improvements TS 0 0 0 1 0 1 0 1 1 2 1 0 14.5-B 20.2-C Railroad Canyon Road(EW) Without Improvements TS 0 0 0 1.5 0 0.5 0 2 1 1 2 0 99.9-F 99.9-F With Improvements TS 0 0 0 2.5 0 1_5 0 3 1 2 3 0 25.3-C 50.9-D 1-15 Freeway NB Ramps(NS)at: Central Avenue SR-74(EW) Without Improvements TS 1 0 1 0 0 0 1 2 0 0 2 1 43.0-D 99.9-F With Improvements TS 2 0 1>> 0 0 0 1 2 0 0 2 1 22.6-C 53.1-D Main Street(EW) -Without Improvements CSS 0 1 0 0 0 0 1 1 0 0 1 0 99.9-F 99.9-F -With Improvements TS 1 0 1 0 0 0 1 1 0 0 1 1 23.4-C 20.0-C Railroad Canyon Road(EW) -Without Improvements TS 0.5 0 1.5 0 0 0 1 2 0 0 2 1 99.9-F 99.9-F -With Improvements TS 1 5 0 1.5 0 0 0 2 3 0 0 3 2 21.3-C 29.5-C Dexter Avenue(NS)at: Central Avenue SR-74(EW) Without Improvements TS 1 1 0 1 1 1 1 2 1 1 3 0 34.9-C 99.9-F -With Improvements TS 1 1 1 1 1 1 1 3 1 1 3 1 31.2-C 33.6-C Cambern Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 0 0 1 1 2 2 0 1 2 1 27.3-C 35.5-D Camino Del Norte(NS)at: Main Street(EW) Without Improvements CSS 0 1 0 0 1 1 1 0 1 0 0 0 19.2-C 38.7-E With Improvements TS 1 1 0 0 1 1 1 0 1>> 0 0 0 19.6-B 20.6-C Elsinore Hills Drive(EW) TS 0 1 1 2 1 0 0 0 0 1 0 1> 13.5-B 14.3-B La Strada(EW) TS 0 1 1 1 1 0 0 0 0 1 0 1 14.1-B 16.2-B Franklin Street(EW) -Without Improvements CSS 0 1 0 0 1 0 0 1 0 0 0 0 14.0-B 35.7-E -WithImprovements TS 1 1 0 0 1 1 1 0 1 0 0 0 10.7-B 13.1-B Summerhill Drive(NS)at: Canyon Estates Drive(EW) TS 1 2 0 1 2 0 1 1 0 1 1 0 18.7-B 23.1-C Railroad Canyon Road(EW) Without Improvements TS 2 2 1 1 1 1> 2 2 0 1 3 0 99.9-F 99.9-F With Improvements TS 2 2 1 2 1 2 2 3 1 1 3 0 45.8-D 46.2-D When a right turn lane is designated,the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L=Left;T=Through;R=Right;>=Right Turn Overlap;»=Free Right Turn;1=Improvement 7 Delay and Level of Service has been calculated using the following analysis software:TraRx,Version 7.8.0115 (2006). Per the 2000 Highway Capacity Manual,overall average intersection delay and level of service are shown for intersections with traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement(or movements sharing a single lane)are shown. TS=Traffic Signal;CSS=Cross Street Stop "99.9-F=Delay High,Intersection Unstable,Level of Service F. 98 Table 6 Opening Year(2009)With Project Intersection Delay and Level of Service Intersection Approach Lanes' Peak Hour Traffic Northbound Southbound Eastbound Westbound Delay(Secs.)-LOS2 Intersection Controls L T R L T R L T R L T R Morning Evening 1-15 Freeway SB Ramps(NS)at: Central Avenue SR-74(EW) Without Improvements TS 0 0 0 1 0 1 0 2 1 1 2 0 40.3-D 99.9-F° With Improvements TS 0 0 0 1.5 0 1.5 0 2 1 2 2 0 17.5-B 52.5-D Main Street(EW) Without Improvements CSS 0 0 0 1 0 1 0 1 1 1 1 0 99.9-F 99.9-F -With Improvements TS 0 0 0 1 0 1 0 1 1 2 1 0 15.6-B 24.4-C Railroad Canyon Road(EW) Without Improvements TS 0 0 0 1.5 0 0.5 0 2 1 1 2 0 99.9-F 99.9-F With Improvements TS 0 0 0 2.5 0 1.5 0 3 1 2 3 0 25.3-C 50.9-D 1-15 Freeway NB Ramps(NS)at: Central Avenue SR-74(EW) Without Improvements TS 1 0 1 0 0 0 1 2 0 0 2 1 43.6-D 99.9-F With Improvements TS 2 0 1» 0 0 0 1 2 0 0 2 1 22.8-C 53.6-D Main Street(EW) Without Improvements CSS 0 1 0 0 0 0 1 1 0 0 1 0 99.9-F 99.9-F With Improvements TS 1 0 1 0 0 0 1 1 0 0 1 1 29.7-C 23.0-C Railroad Canyon Road(EW) -Without Improvements TS 0.5 0 1.5 0 0 0 1 2 0 0 2 1 99.9-F 99.9-F -With Improvements IS 1_¢ 0 1.5 0 0 0 2 3 0 0 3 2 21.3-C 29.5-C Dexter Avenue(NS)at: Central Avenue SR-74(EW) -Without Improvements TS 1 1 0 1 1 1 1 2 1 1 3 0 35.1-D 99.9-F With Improvements TS 1 1 1 1 1 1 1 3 1 1 3 1 31.3-C 34.5-C Cambern Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 0 0 1 1 2 2 0 1 2 1 27.3-C 35.9-D Camino Del Norte(NS)at: Main Street(EW) Without Improvements CSS 0 1 0 0 1 1 1 0 1 0 0 0 99.9-F 99.9-F With Improvements TS 1 1 0 0 1 1 1 0 1>> 0 0 0 24.3-C 25.8-C Elsinore Hills Drive(EW) TS 0 1 1 2 1 0 0 0 0 1 0 1> 15.0-B 15.8-B La Strada(EW) IS 0 1 1 1 1 0 0 0 0 1 0 1 14.3-B 17.0-B Franklin Street(EW) Without Improvements CSS 0 1 0 0 1 0 0 1 0 0 0 0 16.1-C 93.5-F With Improvements TS 1 1 0 0 1 1 1 0 1 0 0 0 10.7-B 13.1-B Summerhill Drive(NS)at: Canyon Estates Drive(EW) TS 1 2 0 1 2 0 1 1 0 1 1 0 18.9-B 23.8-C Railroad Canyon Road(EW) Without Improvements TS 2 2 1 1 1 1> 2 2 0 1 3 0 99.9-F 99.9-F With Improvements TS 2 2 1 2 1 2 2 3 1 1 3 0 47.2-D 46.7-D When a right turn lane is designated,the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L=Left T=Through;R=Right;>=Right Turn Overlap;>>=Free Right Turn;1=Improvement 2 Delay and Level of Service has been calculated using the following analysis software:Traffx,Version 7.8.0115 (2006). Per the 2000 Highway capacity Manual,overall average intersection delay and level of service are shown for intersections with traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement(or movements sharing a single lane)are shown. s TS=Traffic Signal;CSS=cross Street Stop °99.9-F=Delay High,Intersection Unstable,Level of Service F. 99 Table 7 General Plan Buildout Without Project Intersection Delay and Level of Service Intersection Approach Lanes' Peak Hour Traffic Northbound Southbound Eastbound Westbound Delay(Secs.)-LOS2 Intersection Contro13 L T R L T R L T R L T R Morning Evening 1-15 Freeway SB Ramps(NS)at: Central Avenue SR-74(EW) TS 0 0 0 0 0 0 0 3 1 2 3 0 10.7-B 10.2-B Main Street(EW) TS 0 0 0 1.5 0 1.5 0 2 1 2 2 0 17.2-B 18.5-B Railroad Canyon Road (EW) TS 1 0 0 0 0 0 1>> 0 3 0 0 3 0 0.4-A 0.5-A 1-15 Freeway NB Ramps (NS)at: Central Avenue SR-74(EW)4 Main Street(EW) TS 1 0 1 0 0 0 2 2 0 0 2 1 36.5-D 17.6-13 Railroad Canyon Road(EW) TS 0 0 0 0 0 0 0 3 0 0 3 1>> 0.2-A 0.4-A Dexter Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 1 1> 0 0 0 2 3 1 1 3 1 29.1-C 45.1-D Cambern Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 1> 2 1 2> 2 3 1 2 3 1> 39.2-D 50.1-D Camino Del Norte(NS)at: Main Street(EW) TS 2 1 0 0 1 1 1 0 1>> 0 0 0 21.1-C 25.2-C Elsinore Hills Drive(EW) TS 0 2 1 2 2 0 0 0 0 1 0 1> 15.2-13 19.1-B La Strada(EW) TS 0 2 1> 2 2 0 0 0 0 1 0 1 15.2-B 17.4-B Franklin Street(EW) TS 1 2 0 0 2 1> 2 0 1 0 0 0 12.2-B 14.5-B Summerhill Drive(NS)at: Canyon Estates Drive(EW) TS 1 2 0 1 2 0 1 1 0 1 1 0 23.7-C 39.2-C Railroad Canyon Road(EW) TS 2 2 2> 2 2 2> 2 3 1> 2 4 1 49.6-D 49.3-D When a right turn lane is designated,the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L=Left;T=Through;R=Right,>=Right Turn Overlap;»=Free Right Turn;1 =Improvement 2 Delay and Level of Service has been calculated using the following analysis software:Traffix,Version 7.6.0115 (2006). Per the 2000 Highway Capacity Manual,overall average intersection delay and level of service are shown for intersections with traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement(or movements sharing a single lane)are shown. 3 TS=Traffic Signal 4 New Interchange Design 100 Table 8 General Plan Buildout With Project Intersection Delay and Level of Service Intersection Approach Lanes' Peak Hour Traffic Northbound Southbound Eastbound Westbound Delay(Secs.)-LOS2 Intersection Control3 L T R L T R L T R L T R Morning Evening 1-15 Freeway SB Ramps(NS)at: Central Avenue SR-74(EW) TS 0 0 0 0 0 0 0 3 1 2 3 0 10.7-13 10.2-13 Main Street(EW) TS 0 0 0 1.5 0 1.5 0 2 1 2 2 0 17.9-13 20.3-C Railroad Canyon Road(EW) TS 0 0 0 0 0 1>> 0 3 0 0 3 0 0.4-A 0.5-A 1-15 Freeway NB Ramps(NS)at: Central Avenue SR-74(EW)4 Main Street(EW) TS 1 0 1 0 0 0 2 2 0 0 2 1 48.4-D 19.8-B Railroad Canyon Road(EW) TS 0 0 0 0 0 0 0 3 0 0 3 1>> 0.2-A 0.4-A Dexter Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 1> 0 0 0 2 3 1 1 3 1 29.2-C 47.5-D Cambern Avenue(NS)at: Central Avenue SR-74(EW) TS 1 1 1> 1 1 2> 2 3 1 2 3 1> 40.5-D 50.4-D Camino Del Norte(NS)at: Main Street(EW) TS 2 1 0 0 1 1 1 0 1>> 0 0 0 27.3-C 32.2-C Elsinore Hills Drive(EW) TS 0 2 1 2 2 0 0 0 0 1 0 1> 17.1-13 24.0-C La Strada(EW) TS 0 2 1> 2 2 0 0 0 0 1 0 1 15.3-B 17.8-B Franklin Street(EW) TS 1 2 0 0 2 1> 2 0 1 0 0 0 12.2-B 14.9-B Summerhill Drive(NS)at: Canyon Estates Drive(EW) TS 1 2 0 1 2 0 1 1 0 1 1 0 24.1-C 42.6-D Railroad Canyon Road(EW) TS 1 2 2 2> 1 2 2 2> 1 2 3 1> 1 2 4 1 50.7-D 49.6-D When a right turn lane is designated,the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L=Left;T=Through;R=Right;>=Right Turn Overlap,»=Free Right Turn;1 =Improvement 2 Delay and Level of Service has been calculated using the following analysis software:Traffix,Version 7.8.0115 (2006). Per the 2000 Highway Capacity Manual,overall average intersection delay and level of service are shown for intersections with traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement(or movements sharing a single lane)are shown. 3 TS=Traffic Signal 4 New Interchange Design 101 Figure 76 Opening Year (2009) Without Project Morning Peak Hour Intersection Turning Movement Volumes JQ' ,pQ �P 8 co % Bella Vista J 2nd Street 4 1 1 /\Js� Street "A" a' YT ---- Street "C"i ell Sites x ; f 9 L Street "D"J EgA 5"-------- J-----�. Main 2 Street � Canyon Estates F Drive Franklin ,� Street 3 Railroad Canyon Road -1 4 Grape Auto Center Street Drive 566 v 274 v 2 �p 4-1382 - -o 4-548 41 � 10s513 4 4� �, bs228 4 D 1110 pool D 315-0�of 580-4�, 371--;a, 0 e 1006 v 0 v �` 0 v 0 v 497 v 315 v Ti0 1m8 4-941 4 0 0 0 4-1395 F 5 0 0 0 4-358 ' 6 0 0 0 4-1524 7 = 4-1684 8 = 4-1607 a1 � 1Dse18 4 41 � b -0 4 a1bb �0 4 a1 � b �0 4 41Tb �129 4 41bb ,s--22 4 D 0--!9' 1 t l° D 166 O l D 236- 10 D 525 1 D 301-9- D 263--!g' 882 19 1 1193 290--0 " M w 4 375 0 0 0-a 119--;0 45„ - 0 � 1 � 511 � 633 o n 183 185v 161v 112v 153v 717v 909v 9 N +--0 10 +--211 gi 11 12 +--0 0 13 +--2 v t4 +--122 0 0 4-0 0 28 P 4-0 0 83 4-0 8 u^a o 4-0 - 4-5 = 4-2033 -0 4 41 � b s39 4 of to F-74 4 4� � b �0 4 4� � to 42 4 4� � b -161 4 D 110--+ 41T D Lo-i, 4 D 0^ IT � D 85- � � � D 18-.4' D 224� 1T10 o^n 0� og 0 s 0 3--0rn$- 944-0 ourar 0 78-3 ^ 165� 255 471 54 0 1 22 1 e 467 Kunzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 102 Figure 77 Opening Year (2009) Without Project Evening Peak Hour Intersection Turning Movement Volumes JQ' V�k / 7 $ c% 4 % y ``�`���P Bella Vista �GI 2nd Street I Street "A" o� 4 �y o- ----y -- Street "C Site '' ;� ; 9 L Street "D" ;MA �r--------- J---- Main Street\, `+J 10 \ Canyon Estates F ,11 % Dr. ve . i Franklin 12 Street 13 Railroad Canyon Road % 14 Grape Auto Center Street Drive 1044 v 628 v 1 2 �p N O o- 18g1 o!G 4-485 al b b �s25 4 o-� b b sQm 4 D �-- - D 1494 519-D=o 643 278-=, 0 e 0 1988 v O v O v O v 467 v 198 v 3 �0 4 �549 5 �167 6 �847 gi 7 o^ 4-1100 0 0 0 4_1831 0 0 0 4-313 0 0 o d-1282 r r`S 4-2028 8 =` �+ 4-1704 4ibb F-622 4 41 'F-o 4 alb -0 4 4i 4 4i b -143 4 dl �ibs57 4 D 0 D 240= I I D 289� `� 1D D 441--+ D �172---,�, °l 10 D 118�'41 y 10 1110 o 0 0 2051 o 482 o r 1978-D o 8 1927--0 rn 351 a 0� 0� 0� ^ 144� 0 1 563 1 342 0 161 311 v 605 v 206 0 128 v 518 v 950 v 9 �0 10 rn �172 SS 11 �92 � 12 �p o 13 �1 14rz rn �157 Q o 4-0 0 Pv 4-0 ^ o �^ 4-0 ^ 0 4-0 N a- 4-11 --Pi 4-1258 41bb �0 4 albb -27 4 olbbs56 4 a1 � b -0 4 1bs45 4 5--127 4 D 228-441 � (D D 0� � `(' 1D D D 119� � `1' (D D 95� � (D D 6135' 41 `� 1D 0 D rn�o 0� o � 0� �e^ 'e 0-D a^oo 42-0 -^o`S 1796�WNo 465 a ^ 0 0 3 4413 ^ 397 '� 443 3�" �' 424 1 267 0 909 Knnzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 103 Figure 78 Opening Year (2009) With Project Morning Peak Hour Intersection Turning Movement Volumes JQ' $ 7 Bella Vista / 2nd Street r ( \ Street "A° >I JIL� L A Street "C', d , r ��� Site 5 ;-E x P 9 L Street "D" ; � i Main Street �� �+�,10 � \ Canyon Estates Drive � % Franklin , ,2 Street'- 3 Railroad Canyon Road \ 1 4 Grape Auto Center Street Drive 568 v 312 v 1 E o. �1390 2 o 4-0596 d � bs513 a al � br373 a LB05W D0 o00 329- 3713 � 0 e 1006 v 0 v v F525 504 v 315 v 3 �0941 4 �673 'e 5 �313 �1212 A 7 4-244 8 r �125 o 0 0 0 �1403 0 0 0 �551 4-1524 8 4-1684 �e18 a a� bbs0 a 41bb �0 as0 a o-� � b �132 a a� bbs-22 a D 0-9' D 168`� D 236�' �11� D 301� D 263 " 1T10 882-D o 0 0 1295� o n 200 A rn o „�o r 1448-D 1203-D�375� 0�, ' ' 0� 124 45 0 0 1079 0 552c 6 329 0 1 227 v 252 v 167 v 217 v 717 v 933 v 9 10 �520 0 11 +--109 � 12 e:-0 0 13 4-2 W 14 w �129 N �no �0 0�`�- �0 0�»3 �0 '`Rroo �0 �i.'v- �5 .4i�w 4-2033 a a1 b b 7-90 a a1 b b�6a a a�b b so a a� b b sae a a1 b b �1s1 a 0-" 10 D 0 96--+ 1 1 C 18�' � `� �D D 224--+ 10 0--,, 0--0 o 1`i 0-+ 0--C � 0 3-0 944-0 or i 213--R, 0 0--;& 78--7, 189� ^�' 255� 781 0 o v 169 0 0 467 Kunz'man Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 104 Figure 79 Opening Year (2009) With Project Evening Peak Hour Intersection Turning Movement Volumes JQ' C 7 8 c% 4 6P� 1 9 ( _ oP+f�-9 ``,��GP 2nd Street Bella Vista� ( /�� � Street "A" of y7 Street C Site 4 ;X z 9 L Street "D"JMA / ' Main Street 10 Canyon Estates F `11 Drive Franklin Street"", �.11, 13 Railroad Canyon Road 14 crape Auto Center Street Drive 1054 v 772 v 1 �, 4-0 2 �p N o eo 4-1896 o 4:513 al b b 1,625 4 al b sY61 4 P 1503-P 1P 570-D o� 643 21 0 e 1988 v O v v p v 493 v 198 v 3 53 4-0 4 �554 5 `L246 6 �847 9 7 N 93 132 8 r 4-18 b a-622 4 41 b 4-18J6 O O o 4-425 O O o 4-1282 - 4-2028 N N 4-1715 a-0 4 ai 1 10 11--0 41 ai b b 9-0 4 ai b -154 4 al b b 6-57 4 P 0-A� °l 10 240� P 209 P 441= 1 10 P 10 P '453 200 6030 1900� ^ �3�-^ 1913183-:�� 144 :3 0 751 717 1313 72 161 348 v 937 v 237 v 165 v 518 v P443 9 4 10 �353 11 �92 x 12 �p o 13 �1 4- �9. 4-0 0;N 4-0 � o�� 4-0 --9 0 4-0 '�- 4-11 04-1258 � al b lo 6-0 4 al b a-56 4 al b.s-62 4 41 b a-0 4 al b 45 4 &-127 4 D 264� � � � D 0� 4I � I� D 0-4' � � � P 161� � � � D 95� 41 � � � � 10 0-0 o g 8 0� o�S 8 0-D e g o 42-P 0 Z "' 0 441 411 N 1� < N 608 0 0 54 n 293 7Z 1 2 0 909 Ktinzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 105 Figure 80 General Plan Buildout Without Project Morning Peak Hour Intersection Turning Movement Volumes 7U q` Bella Vista 2nd Street ^o L1p P¢y ?J�-or--------- --------- � lJa�i Site 9 i Main 2 JJ Street ,10 Canyon Estates cc Drive .� Franklin ,�2 Street 13 Railroad Canyon Road 14 Auto Center Drive p v 855 v 1 0 0 2 0 4-2453 4-739 1R 41 b b s928 4 al b b .r-220 4 C 1240 C 683 y 820 395 0 0 624v 0v Ov Ov 1214v 3 "p n 4 5 4-510 A 6 1%4 7 't-863 M 8 't-436 � o 0 4-1813 � New 0 0 0 4-424 - 0 0 0 4-1813 "� 0 0 0 4-1698 `F, � 4-1634 4ibb � Interchange a 4 411b �0 4 41bb �0 4 4) � b �113 4 4Ibb -217 4 u 0s 41 �, ge p 613`r q 10 0 0s q u 326— q 10 C� 984- % Y 10 1611 Design 420 2457 o 0 0 2550-D i$ 1226--� 0--+ 0 0 220„ 129� 0 0 820 n 0 0 309 4 361 v 374 v 438 v 755 v 1249 v 1436 v 9 't-p o 10 �357 11 �318 12 �p o 13 �4 14 `L234 n r to 0 4-0 0'A 58 4-0 0 re� 4-0 9 4 o � b 4 b b 4-2159 � 4ibb �0 4 41 �ib .6-176 4 41bb d-473 4 bb s0 4 41 s35 4 1 s-622 4 D 384-+ � q � D 0�"� 1 � 0=+ � t10 D 268� gq � 51� � Y1 a 0 313� 0 03 o it 03 0�! 423 °�ao 2123 � 0 1510 555�"� •' 991 728 1 n 182 n 693 890 Kunzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 106 Figure 81 General Plan Buildout Without Project Evening Peak Hour Intersection Turning Movement Volumes 8 c 7 N 1 OP�fP� .�,`GP Bella Vista J1 2nd Street P � o ,y 4p Z i �� • dy 1 ;, p� Site N� 9 Lai , Main 2 `� �� Street `��10 Canyon Estates c� ,11 Drive Franklin 12 Street'-, 13 Railroad Canyon Road 14 Auto Center Drive 0 v 1009 v 1 +-0 2 "0 0 0 0 4-2467 4-780 dlbb �4-708 4 41b10 -114 4 D 1674�--- C 626-+ 953 450 0 0 1295 v 0 v 0 v 0 v 1589 v 3 5-p 4 5 �292 6 `�1149 7 yam 8 �529 M1 0 0 4-1924 0 0 0 4-497 o 0 0 4-1924 o 0 0 4-1313 + 4-1154 ^' alb lo �0 4 Interchange °I b 60 4 a1 b b �0 4 of b b � 16 4 al b b �281 4 D Os � Tl Design 432-^ h � D 0-" D 670- 41 � lO r147 `1i `� 10 ig 17g5-p o 0 o g 859-�r o w 334P-p o 0 0 2513-D g g o 0�y 0� 0� 223� '-- n 0 c 659 v 0 419870 1070 v 1265 v 1294 v 1148 v 1114 v 1517 v 9 o w �0 0 10 0 -1 11 , �317 ^ 12 +-p o 13 Q6 14 N o �421 r §g 4-0 o=r 4-0 T 4-0 � 0 4-0 -m 4-14 �� 4-2024 41b6so 4 445 4 albb6--398 4 albb -0 4 albb5T-42 4 41bb0--371 4 D 449 � � � D 0 � � (� D 0 4,TT D 928--+ 1 T r D 124- 41 T 1 D 782 10 0--i>^m o O o 0--0 SA 0-+ 42-l> -o 2009-C 6723 M 0�y ~ 0� '' 230� ' 428 fR S 551� 1151 n 130 n 4 77 n 1523 1 5 Kunzman Associates Intersection reference numbers are in upper left corner of turning movement boxes. 3640b/bbas 107 Figure 82 General Plan Buildout With Project Morning Peak Hour Intersection Turning Movement Volumes co 4 7 '�6P q` Bella Vista �G i 2nd Street P X O �'� r� ------ y Tor--------- `81 d i 5i Site N� ; 9 WI ' Fain 2 r Street `�10 f\ \ Canyon Estates ,11 Drive .� Franklin 12 Street 13 Railroad Canyon Road 14 Auto Center Drive 0v 893v 1 0 0 0 4-2461 2 §o;, 4-787 41 � 10s928 4 41 F-373 4 D 1242���� D 697��1 � 8203 3953 0I e 624v Oo Ov Ov 1 Ov 3 ,r Q-0 4 5 Q-644 6 �1564 7 Q-863 �o 0 4-1813 0 0 0 4-617 0 0 0 4-1813 0 0 0 4-1698 4-1634 41bb�0 4 Interchange 41bb�0 4 4� � b F-0 4 dl � b -113 4 4l � bs.220 4 D 161� 411 T Design ge D 613� �' ID D 0�41 ID D 326—' °I I° D 9EK 41 10 472- o n 2457—D o 0 0 5 2550-4 3i3 1226-0 2q 0� 0 225„ 129� 0 0 0 "a 0 n 328 0 403 v 464 v 492 v 818 v 1249 v 1460 v 9 Q p o 10 Q-665 11v� +-318 12g m `Lp o 13 Q-4 2 t4^ Q-240 ^ .i 0 4-0 0 r^`' 4-0 0 �S 4-0 A N o 4-0 + 0 4-11 4-2159 41bb �o 4 41bb�zz7 4 41 � b�483 4 4lbbso 4 411bs3s 4 albb �e22 4 D 393� 4I Y � D 0�" dl � � D 0--+ 10 D 279:: 10 D 51sd1 I D 313-' 41 0—Do 0� ouH2g 0�0�� 0—D;�$o 4—D � 0 1589—i> 396 3 0� 0� 42 236Z, 555�z^00 o 43 9 188 0 699 0 89D Kunzman Associates Intersection reference numbers are in upper left comer of turning movement boxes. 3640b/bbas 108 Figure 83 General Plan Buildout With Project Evening Peak Hour Intersection Turning Movement Volumes JQ' �P 11 p V� � 7 8 X c0 Bella Vista �G 2nd Street P \Js T � I Site N� ; 9 t_ i ter-------- ------�� z , Main Street 2 `�10 \ Canyon Estates Drive .� Franklin 12 Street 13 Railroad Canyon Road 114 Auto Center Drive 0 v 1153 v t o 0 0 4-2473 " 2 • 5 4-6W 4� lo s708 4 41 b b F-198 4 D 1683-4 1 t ( D 0� 4 677--0 1 953 450 0 0 0 1295o Ov Ov Ov 1615v 3 - 4-p 4 5 371 $ 6 +--1149 P 7 4-am "' 8 o +-529 41bbo--1924 New oCl �009 4 a blo �024a a1Sb -16 4 41bbs2924 D o� 4 Interchange � bb41f f 41 1' 41 1° °I � 1 Design � 432-s o o� � s7o-4 � 734� 1795-0 0 0 0 1055-non 3342-0 0 0 0 2513 -0 *s,� 1495-D o m 0 0 0--461 147- 0 814 0 430 n 1190 1107 v 1596 v 1325 v 1185 v 1114 v 1531 c 9 r o +--p o 10 r a, 4-178 11 �317 nl 12 �p o 13 r +-6 N 14 n N 4-447 v 0 4-o q w 4-0 0 4-0 °+0 4-0 m 4-14 `M r n 4-2024 41 b b�o 4 4� 1 7-475 4 al b b a-404 4 al b b s o 4 4► b b 7-42 4 41 b F-371 4 485 0--46 1 t I° � os I T 10 D 970-4 °I � 1° 0 124 4 °I � I° 1> 782-4 41 ? I° 0_0 0 0--0 o 0 o o-D 0 42-0 o 2009-D g 986 0� 0 ^ 230 442 0 551- 1 1208 c c 513 L 1549 0 1375 Kunzman Associates Intersection reference numbers are in upper left corner of turning movement boxes. 3640b/bbas 109 VI. Recommendations A. Site Access The project site will have primary access to Elsinore Hills Drive and Camino Del Norte. B. Roadway Improvements 1. On-Site Site-specific circulation and access recommendations are depicted on Figure 84. Construct Camino Del Norte from the west project boundary to the east project boundary at its ultimate cross-section width including sidewalk and parkway improvements in conjunction with development. Construct Elsinore Hills Drive from the north project boundary to Camino Del Norte at its ultimate cross-section width including sidewalk and parkway improvements in conjunction with development. On-site traffic signing/striping should be implemented in conjunction with .detailed construction plans for the project site. Sight distance at each project access should be reviewed with respect to standard California Department of Transportation/City of Lake Elsinore sight distance standards at the time of preparation of final grading, landscaping, and street improvement plans. 2. Off-Site As is the case for any roadway design, the City of Lake Elsinore should periodically review traffic operations in the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. The project shall participate in the phased construction of the off-site intersection improvements through payment of established City of Lake Elsinore fees, participation in the Western Riverside Transportation Uniform Mitigation Fees program, payment of the project's fair share traffic contribution, assessment district and/or community facilities district financing, and construction of off-site facilities under appropriate fee credit agreements. 110 Development in the study area is occurring relatively concurrently. Each project will develop over one or more years. In some cases, it will be necessary for one project to develop before or concurrently with another project from an access point of view. For purposes of this traffic impact analysis, the assumed roadway construction phasing for each proposed development is depicted in Table 9. The project proportion of General Plan Buildout peak hour traffic contributed to the study area intersections is shown in Table 10. The project shall participate in the fair share traffic contribution of the Project Study Report for the 1-15 Freeway/Main Street interchange. To ensure that off-site roadway improvements are provided in conjunction with each development phase, the following development monitoring requirements should be followed throughout the study area: a. Traffic impact reports shall be required with submittal of tentative tract maps or plot plans as required by the City of Lake Elsinore. b. The required format for each traffic impact report will be determined by the City of Lake Elsinore. The required format will include evaluation of peak hour conditions at the intersections significantly impacted by each phase of development. c. If an impacted intersection is estimated to exceed the City of Lake Elsinore Level of Service standards, then the appropriate link and intersection improvements shall be required to be presented for City of Lake Elsinore staff review. d. The improvements needed to maintain the City of Lake Elsinore Level of Service standards will be required to be in place or fully funded and scheduled for construction prior to occupancy of the relevant development phase. 111 Table 9 Assumed Roadway Construction Phasing Project Roadway Segment Improvement TT 31593 Elsinore Hills Drive Camino Del Norte to South Project Boundary Construct as 2 Lanes South Project Boundary to Rosetta Canyon Drive Construct as 4 Lanes TT 32013 La Strada West Project Boundary to Existing Terminus Construct as 2 Lanes Spyglass Ranch Elsinore Hills Drive North Project Boundary to Camino Del Norte Widen from 2 Lanes to 4 Lanes Camino Del Norte West Project Boundary to East Project Boundary Widen from 2 Lanes to 4 Lanes Porto Romano Camino Del Norte West Project Boundary to East Project Boundary Construct as 4 Lanes La Strada Camino Del Norte to North Project Boundary Construct as 4 Lanes 112 Table 10 Project Traffic Contribution General Project Plan Buildout Total %of Peak Existing With Project Project New New Intersection Hour Traffic Traffic Traffic Traffic Traffic 1-15 Freeway SB Ramps(NS)at: Central Avenue SR-74(EW) Morning 2,675 5,451 11 2,776 0.4% Evening 3,384 5,817 14 2,433 0.6% Main Street(EW) Morning 1,204 3,145 245 1,941 12.6% Evening 1,222 3,286 307 2,064 14.9% Railroad Canyon Road (EW) Morning 2,573 4,048 - 1,475 0.0% Evening 3,045 5,014 - 1 1,969 0.0% 1-15 Freeway NB Ramps(NS)at: Central Avenue SR-74 (EW)' Morning - - - - - Evening - - - - - Main Street(EW) Morning 792 3,206 420 2,414 17.4% Evening 805 3,281 540 2,476 21.8% Railroad Canyon Road(EW) Morning 3,195 5,834 - 2,639 0.0% Evening 3,650 6,415 - 2,765 0.0% Dexter Avenue(NS)at: Central Avenue SR-74(EW) Morning 3,190 6,103 24 2,913 0.8% Evening 3,514 6,168 29 2,654 1.1% Cambern Avenue(NS)at: Central Avenue SR-74 (EW) Morning 2,416 6,457 44 4,041 1.1% Evening 2,361 6,866 57 4,505 1 1.3% Camino Del Norte(NS)at: Main Street(EW) Morning 240 2,492 444 2,252 19.7% Evening 365 3,439 571 3,074 18.6% Elsinore Hills Drive(EW) Morning - 2,099 466 2,099 22.2% Evening - 3,457 599 3,457 17.3% La Strada(EW) Morning - 1,672 83 1,672 5.0% Evening - 3,417 105 3,417 3.1% Franklin Street(EW) Morning 259 1,327 82 1,068 7.7% Evening 609 2,898 105 2,289 1 4.6% Summerhill Drive(NS)at: Canyon Estates Drive(EW) Morning 874 2,289 31 1,415 2.2% Evening 1,446 3,333 40 1,887 2.1% Railroad Canyon Road (EW) Morning 3,580 8,028 31 4,448 0.7% Evening 1 4,193 9,090 40 4,897 1 0.8% New Interchange Design 113 Figure 84 Circulation Recommendations Construct Camino Del Norte from the west project boundary to the east project boundary at its ultimate cross—section width including sidewalk and parkway improvements in conjunction with development. Construct Elsinore Hills Drive from the north project boundary to Camino Del Norte at its ultimate cross—section width including sidewalk and parkway improvements in conjunction with development. 1 1 r-------------------------------------T--------------- ------------i 1 1 I 1 1 1 SS/treet°D° i �p vi1 I � I x 1 Site of , .\ co ` � I � I r- ------------------------------- i �o io I I �J On—site traffic signing/striping should be implemented in conjunction with detailed construction plans for the project site. Sight distance at each project access should be reviewed with respect to standard California Department of Transportation/City of Lake Elsinore sight distance standards at the time of preparation of final grading, landscaping, and street improvement plans. The project shall participate in the phased construction of the off—site intersection improvements through payment of established City of Lake Legend Elsinore fees, participation in the Western Riverside Transportation Uniform Mitigation Fees program, payment of the project's fair share = Traffic Signal traffic contribution, assessment district and/or community facilities district s = Stop Sign financing, and construction of off—site facilities under appropriate fee credit agreements. As is the case for any roadway design, the City of Lake Elsinore should periodically review traffic operations in the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. The project shall participate in the fair share traffic contribution of the Kunzman Associates �Project Study Report for the 1-15 Freeway/Main Street interchange. 3640b/84 114