HomeMy WebLinkAboutAttachment 7 - Traffic Impact Analysis
CENTRAL AND COLLIER
TRAFFIC ANALYSIS
Reference Number Agency Date
December 6, 2023 City of Lake Elsinore 15560-04 TA Report
PREPARED BY: Charlene So, PE | cso@urbanxroads.com
Connor Paquin, PE | cpaquin@urbanxroads.com
Aric Evatt | aevatt@urbanxroads.com
Approved
BB
12/7/2023
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TABLE OF CONTENTS
Table of Contents ............................................................................................................................................... ii
Appendices ............................................................................................................................................................................... iv
List of Exhibits ..................................................................................................................................................... v
List of Tables ...................................................................................................................................................... vi
List of Abbreviated Terms ............................................................................................................................... vii
1 Introduction............................................................................................................................................... 9
1.1 Summary of Findings ............................................................................................................................................... 9
1.2 Project Overview ....................................................................................................................................................... 9
1.3 Analysis Scenarios .................................................................................................................................................. 12
1.4 Study Area ................................................................................................................................................................. 14
1.5 Deficiencies ............................................................................................................................................................... 14
1.6 Recommendations ................................................................................................................................................. 15
1.7 Parking Evaluation .................................................................................................................................................. 15
1.8 Drive-Thru Evaluation........................................................................................................................................... 19
2 Methodologies ........................................................................................................................................ 23
2.1 Level of Service ........................................................................................................................................................ 23
2.2 Intersection Capacity Analysis ........................................................................................................................... 23
2.3 Traffic Signal Warrant Analysis Methodology ............................................................................................ 25
2.4 Minimum Acceptable Levels of Service (LOS) ............................................................................................ 26
2.5 Deficiency Criteria .................................................................................................................................................. 26
3 Area Conditions ...................................................................................................................................... 27
3.1 Existing Circulation Network ............................................................................................................................. 27
3.2 City of Lake Elsinore General Plan Circulation Element ........................................................................ 27
3.3 Bicycle & Pedestrian Facilities ............................................................................................................................ 31
3.4 Transit Service .......................................................................................................................................................... 31
3.5 Existing (2023) Traffic Counts ........................................................................................................................... 31
3.6 Intersection Operations Analysis ..................................................................................................................... 36
3.7 Traffic Signal Warrants Analysis ....................................................................................................................... 36
3.8 Deficiencies and Improvements ....................................................................................................................... 36
4 Projected Future Traffic ......................................................................................................................... 37
4.1 Project Trip Generation ....................................................................................................................................... 37
4.2 Project Trip Distribution ...................................................................................................................................... 39
4.3 Modal Split ................................................................................................................................................................. 39
4.4 Project Trip Assignment ....................................................................................................................................... 39
4.5 Background Traffic ................................................................................................................................................. 42
5 EAP (2025) Traffic Conditions ................................................................................................................ 43
5.1 Roadway Improvements ..................................................................................................................................... 43
5.2 EAP (2025) Growth Traffic Volume Forecasts ........................................................................................... 43
5.3 Intersection Operations Analysis ..................................................................................................................... 43
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5.4 Traffic Signal Warrants Analysis ....................................................................................................................... 45
5.5 Deficiencies and Improvements ....................................................................................................................... 45
6 Local and Regional Funding Mechanisms ........................................................................................... 47
6.1 City of Lake Elosinore Development Impact Fee (DIF) Program ....................................................... 47
6.2 Riverside County Transportation Uniform Mitigation Fee (TUMF) ................................................... 47
6.3 Measure A .................................................................................................................................................................. 47
7 References ............................................................................................................................................... 49
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APPENDICES
Appendix 1.1: Approved Traffic Study Scoping Agreement
Appendix 1.2: Site Adjacent Queues
Appendix 3.1: Existing Traffic Counts
Appendix 3.2: Existing (2023) Conditions Intersection Operations Analysis Worksheets
Appendix 3.3: Existing (2023) Conditions Traffic Signal Warrant Analysis Worksheets
Appendix 5.1: EAP (2025) Conditions Intersection Operations Analysis Worksheets
Appendix 5.2: EAP (2025) Conditions Traffic Signal Warrant Analysis Worksheets
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LIST OF EXHIBITS
Exhibit 1-1: Location Map ................................................................................................................................ 10
Exhibit 1-2: Preliminary Site Plan ................................................................................................................... 11
Exhibit 1-3: Study Area ..................................................................................................................................... 13
Exhibit 1-4: Shared Parking Agreement ....................................................................................................... 17
Exhibit 1-5: Existing Parking Conditions ........................................................................................................ 18
Exhibit 1-6: Prelminary Site Plan With Vehicle Stacking ............................................................................. 19
Exhibit 3-1: Existing Number of Through Lanes and Intersection Controls ............................................. 28
Exhibit 3-2: City of Lake Elsinore General Plan Circulation Element ......................................................... 29
Exhibit 3-3: County of Riverside General Plan Roadway Cross-Sections .................................................. 30
Exhibit 3-4: City of Lake Elsinore General Plan Bicycle Facilities ................................................................ 32
Exhibit 3-5: Existing Pedestrian Facilities ...................................................................................................... 33
Exhibit 3-6: Existing Transit Routes ................................................................................................................ 34
Exhibit 3-7: Existing (2023) Traffic Volumes .................................................................................................. 35
Exhibit 4-1: Project Trip Distribution .............................................................................................................. 40
Exhibit 4-2: Project Only Traffic volumes ...................................................................................................... 41
Exhibit 5-1: EAP (2025) Traffic Volumes ......................................................................................................... 44
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LIST OF TABLES
Table 1-1: Intersection Analysis Locations .................................................................................................... 14
Table 1-2: Summary of LOS ............................................................................................................................. 14
Table 1-3: City of Lake Elsinore Municipal Code Parking Requirements .................................................. 16
Table 1-4: Central and Collier Municipal Code Parking Space Requirements .......................................... 16
Table 1-5: Reference Drive-Thru Queueing Data Summary ...................................................................... 20
Table 2-1: Signalized Intersection LOS Thresholds ...................................................................................... 24
Table 2-2: Unsignalized Intersection LOS Thresholds ................................................................................. 25
Table 2-3: Traffic Signal Warrant Analysis Locations ................................................................................... 26
Table 3-1: Intersection Analysis for Existing (2023) Conditions ................................................................. 36
Table 4-1: Existing Trip Generation ................................................................................................................ 38
Table 4-2: Proposed Project Trip Generation ............................................................................................... 38
Table 4-3: Trip Generation Comparison ........................................................................................................ 39
Table 5-1: Intersection Analysis for EAP (2025) Conditions ........................................................................ 43
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LIST OF ABBREVIATED TERMS
(1) Reference
ADT Average Daily Traffic
CA MUTCD California Manual on Uniform Traffic Control Devices
Caltrans California Department of Transportation
CMP Congestion Management Program
DIF Development Impact Fee
EAP Existing plus Ambient Growth plus Project
HCM Highway Capacity Manual
ITE Institute of Transportation Engineers
LOS Level of Service
PHF Peak Hour Factor
Project Central and Collier
RCTC Riverside County Transportation Commission
RTA Riverside Transit Agency
SF Square Feet
TA Traffic Analysis
TIF Traffic Impact Fee
TUMF Transportation Uniform Mitigation Fee
v/c Volume to Capacity
vphgpl Vehicles per Hour Green per Lane
WRCOG Western Riverside Council of Governments
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Central and Collier Traffic Analysis
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1 INTRODUCTION
This report presents the results of the Traffic Analysis (TA) for Central and Collier (“Project”), which is
located at 18295 Collier Avenue in City of Lake Elsinore, as shown on Exhibit 1-1. The purpose of this
TA is to evaluate the potential circulation system deficiencies that may result from the development
of the proposed Project, and where necessary recommend improvements to achieve acceptable
operations consistent with General Plan level of service goals and policies. This traffic study has been
prepared in accordance with the City of Lake Elsinore’s Traffic Impact Analysis Preparation Guidelines
and consultation with City staff during the traffic study scoping process. (1) The City approved Project
Traffic Study Scoping agreement is provided in Appendix 1.1 of this TA.
1.1 SUMMARY OF FINDINGS
Since the Project does not propose any new driveways and will utilize the existing driveways on Collier
Avenue (SR-74) and Central Avenue, it is recommended the Project maintain the existing roadway
width at Collier Avenue (SR-74) and Central Avenue, and maintain the existing traffic control and lane
geometrics at the following intersections:
• Driveway 1 & Central Avenue (#1)
• Collier Avenue (SR-74) & Driveway 2 (#2)
Additional details and intersection lane geometrics are provided in Section 1.6 Recommendations of
this report.
1.2 PROJECT OVERVIEW
The proposed Project includes the construction of a new Starbucks coffee shop within an existing shell
lease space. Construction activities will include new custom poly signage, new drive-thru equipment,
landscape patch and infill, new trash enclosure, new drive-thru window, new roof membrane and
mechanical equipment, addition of exterior patio furniture, new interior partition walls, new restroom,
new beverage preparation equipment, new casework, new floor finishes, new wall finishes, new
ceiling, new lighting, new heating ventilation and air conditioning diffusers, and new trench existing
concrete slab for plumbing and electric. The preliminary site plan for the proposed Project is shown
on Exhibit 1-2.
The site was formerly occupied by a bank (with drive-thru) within the 4,400 square foot building. The
use is currently vacant. The Project is located within the existing Oak Grove Crossing Shopping Center.
There are no changes proposed to the existing access to the center, and the site is currently served
by a single access point on Collier Avenue and three access points along Central Avenue.
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EXHIBIT 1-1: LOCATION MAP
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EXHIBIT 1-2: PRELIMINARY SITE PLAN
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Regional access to the Project site is available from the I-15 Freeway via the Central Avenue (SR-74)
interchange. Exhibit 1-3 depicts the location of the proposed Project in relation to the existing
roadway network and the study area intersections.
In order to develop the traffic characteristics of the proposed project, trip-generation statistics
published in the Institute of Transportation Engineers (ITE) Trip Generation Manual (11th Edition, 2021)
for the following land use code: (2)
• Coffee/Donut Shop with Drive-Through – ITE Land Use Code 937
The proposed Project is anticipated to generate a total of 1,056 trip-ends per day, with 192 AM peak
hour trips and 78 PM peak hour trips. The assumptions and methods used to estimate the Project’s
trip generation characteristics are discussed in greater detail in Section 4.1 Project Trip Generation of
this report.
1.3 ANALYSIS SCENARIOS
For the purposes of this traffic study, potential deficiencies to traffic and circulation have been
assessed for each of the following conditions:
• Existing (2023) Conditions
• Existing plus Ambient Growth plus Project (EAP) (2025) Conditions
1.3.1 EXISTING (2023) CONDITIONS
Information for Existing (2023) conditions is disclosed to represent the baseline traffic conditions as
they existed at the time this report was prepared.
1.3.2 EAP (2025) CONDITIONS
The EAP (2025) conditions analyses determines the potential circulation system deficiencies based on
a comparison of the EAP traffic conditions to Existing conditions. The roadway network is similar to
Existing conditions except for new connections to be constructed by the Project. To account for
background traffic growth, an ambient growth factor from Existing (2023) conditions of 2.01% (1
percent per year, compounded annually for 2 years) is included for EAP (2025) traffic conditions. The
ambient growth factor is consistent with the Project traffic scoping agreement provided in Appendix
1.1, which has been reviewed and approved by the City of Lake Elsinore. Consistent with City’s traffic
study guidelines, the EAP analysis is intended to identify “Opening Year” deficiencies associated with
the development of the proposed Project based on the expected background growth within the study
area.
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EXHIBIT 1-3: STUDY AREA
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1.4 STUDY AREA
To ensure that this TA satisfies the City of Lake Elsinore’s traffic study requirements, Urban
Crossroads, Inc. prepared a Project traffic study scoping package for review by City of Lake Elsinore
staff prior to the preparation of this report. This agreement provides an outline of the Project study
area, trip generation, trip distribution, and analysis methodology. The agreement approved by the
County is included in Appendix 1.1 of this TA.
The 2 study area intersections shown on Exhibit 1-3 and listed in Table 1-1 were selected for evaluation
in this TA based on consultation with City of Lake Elsinore staff. At a minimum, the study area includes
intersections where the Project is anticipated to contribute 50 or more peak hour trips per the City’s
traffic study guidelines. (1)
TABLE 1-1: INTERSECTION ANALYSIS LOCATIONS
The “50 peak hour trip” criteria represents a minimum number of trips at which a typical intersection
would have the potential to be substantively affected by a given development proposal. The 50 peak
hour trip criterion is a traffic engineering rule of thumb that is accepted and widely used within
Riverside County for estimating a potential area of influence (i.e., study area).
The intent of a Congestion Management Program (CMP) is to more directly link land use,
transportation, and air quality, thereby prompting reasonable growth management programs that
will effectively utilize new transportation funds, alleviate traffic congestion and related deficiencies,
and improve air quality. The County of Riverside CMP became effective with the passage of
Proposition 111 in 1990 and updated most recently updated in 2011. The Riverside County
Transportation Commission (RCTC) adopted the 2011 CMP for the County of Riverside in December
2011. (5) CMP intersections are identified in Table 1-1. There are no study area intersections identified
as a Riverside County CMP facility.
1.5 DEFICIENCIES
This section provides a summary of deficiencies by analysis scenario. Section 2 Methodologies
provides information on the methodologies used in the analysis and Section 3 Area Conditions and
Section 5 EAP (2025) Traffic Conditions includes the detailed analysis. A summary of the Level of Service
(LOS) results for all analysis scenarios is presented in Table 1-2.
TABLE 1-2: SUMMARY OF LOS
# Intersection Jurisdiction CMP?
1 Driveway 1 & Central Av.City of Lake Elsinore No
2 Collier Av. (SR-74) & Driveway 2 City of Lake Elsinore, Caltrans No
# Intersection AM PM AM PM
1 Driveway 1 & Central Av.
2 Collier Av. (SR-74) & Driveway 2
= A - D = E = F
Existing EAP
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1.5.1 EXISTING (2023) CONDITIONS
The study area intersections are currently operating at an acceptable LOS during the peak hours for
Existing (2023) traffic conditions.
1.5.2 EAP (2025) CONDITIONS
The study area intersections are anticipated to continue to operate at an acceptable LOS during the
peak hours under EAP (2025) traffic conditions.
1.6 RECOMMENDATIONS
1.6.1 SITE ADJACENT AND SITE ACCESS RECOMMENDATIONS
The proposed Project will develop on an existing and vacant bank use. As such, the site adjacent
roadways of Collier Avenue (SR-74) and Central Avenue are currently built to their ultimate width
based on the City’s General Plan. The Project does not propose any new driveways and will utilize the
existing driveways on Collier Avenue (SR-74) and Central Avenue. As such, it is recommended the
Project maintain the existing roadway width at Collier Avenue (SR-74) and Central Avenue, and
maintain the existing traffic control and lane geometrics at the following intersections:
• Driveway 1 & Central Avenue (#1)
• Collier Avenue (SR-74) & Driveway 2 (#2)
1.6.2 OFF-SITE RECOMMENDATIONS
All study area intersections currently operate at an acceptable LOS during the peak hours and are
anticipated to continue to operate at an acceptable LOS during the peak hours under both Existing
(2023) and EAP (2025) traffic conditions. As such, there are no off-site intersection improvement
recommendations.
1.7 PARKING EVALUATION
The Project site is currently vacant and was formerly occupied by a bank (with drive-thru) within the
4,400 square foot building. The proposed Project consists of the construction of a new Starbucks
coffee shop with a drive-thru, as shown previously on Exhibit 1-2. It should be noted that the existing
and future tenants share a parking agreement. The agreement includes a non-exclusive easement
for that passage and parking of vehicles over and across the parking, driveways, and sidewalk areas
within the tract.
1.7.1 PARKING REQUIREMENTS
To demonstrate that adequate parking supply exists within the Central and Collier project, this parking
assessment provides a review of the City of Lake Elsinore Municipal Code parking requirements and
an estimate of the peak parking demands. Section 17.148.030 of the City of Lake Elsinore Municipal
Code describes the number of parking spaces required for land uses. Section 17.148.030.E.13
identifies the minimum parking spaces required for restaurant land uses, such as the Starbucks coffee
shop. According to the Municipal Code use descriptions, the proposed Starbucks business use is best
described under “Restaurants and other eating, drinking, and food establishments.”
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Table 1-3 provides a summary of the applicable City of Lake Elsinore Municipal Code parking
requirements. For Restaurants, the City of Lake Elsinore Municipal Code requires 1 space per 45
square feet of customer area (1/45 SF), plus 1 space for each 200 square feet (1/200 SF) of
noncustomer area.
TABLE 1-3: CITY OF LAKE ELSINORE MUNICIPAL CODE PARKING REQUIREMENTS
Using the City of Lake Elsinore Municipal Code parking rates, it is possible to calculate the parking
requirements for the proposed Central and Collier project. As shown in Table 1-4, the proposed
Central and Collier project requires 61 stalls. The proposed Project would not meet City of Lake
Elsinore Municipal Code requirements.
TABLE 1-4: CENTRAL AND COLLIER MUNICIPAL CODE PARKING SPACE REQUIREMENTS
1.7.2 SHARED PARKING
As stated previously, the existing and future tenants share a parking agreement. The agreement
includes a non-exclusive easement for that passage and parking of vehicles over and across the
parking, driveways, and sidewalk areas within the tract. The shared parking area is shown on Exhibit
1-4. Based on a field review of parking conditions, the shared parking area provides sufficient parking
for all the uses within the tract without negatively affecting the availability of parking to each use (see
Exhibit 1-5).
Use Parking Rate Description
Restaurants and other
eating, drinking, and
food establishments
1 space per 45 SF of
customer area +
1 space per 200 SF
noncustomer area
one space for each 45 square feet of
customer area, plus one space for each
200 square feet of noncustomer area.
Use Quantity1 Parking Rate2
Required
Parking
Proposed
Parking
Meets
Requirement
Customer3 2,129 SF 1 per 45 SF 47 Noncustomer 2,768 SF 1 per 200 SF 14
Total 61 42 No
1 Based on the August 23, 2023 site plan, prepared by Urban Dwell Architects.
2 Based on the City of Lake Elsinore Municipal Code Section 17.148.030.
3 Quantity includes 497 SF of outdoor seating area.
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EXHIBIT 1-4: SHARED PARKING AGREEMENT
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EXHIBIT 1-5: EXISTING PARKING CONDITIONS
1.7.3 CONCLUSIONS
The Project site is currently vacant and was formerly occupied by a bank (with drive-thru) within the
4,400 square foot building. The proposed Project consists of the construction of a new Starbucks
coffee shop with a drive-thru, located at 18295 Collier Avenue, in the City of Lake Elsinore.
Based on the City of Lake Elsinore parking requirements of 1 space per 45 SF (1/45 SF) of customer
area plus 1 space per 200 SF (1/200 SF) of noncustomer area, the proposed Central and Collier project
will require a total of 61 parking stalls. The proposed Project will provide 42 parking stalls. Our
evaluation indicates that the proposed parking stalls would not meet parking requirements. However,
the existing and future tenants share a parking agreement. The agreement includes a non-exclusive
easement for that passage and parking of vehicles over and across the parking, driveways, and
sidewalk areas within the tract. The shared parking area provides sufficient parking for all the uses
within the tract without negatively affecting the availability of parking to each use.
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1.8 DRIVE-THRU EVALUATION
The Project site is currently vacant and was formerly occupied by a bank (with drive-thru) within the
4,400 square foot building. The proposed Project consists of the construction of a new Starbucks
coffee shop with a drive-thru, as shown on Exhibit 1-6.
EXHIBIT 1-6: PRELMINARY SITE PLAN WITH VEHICLE STACKING
1.8.1 DRIVE-THRU LANE
The proposed Central and Collier Circulation Plan, prepared by Urban Dwell Architects, indicates that
the Starbuck drive-thru lane will provide storage capacity for 11 vehicles (see Exhibit 1-6).
It should be noted that approximately 20 to 25 feet per vehicle is an industry standard used to
estimate the length needed for a queued vehicle. However, since the drive-thru operations involve
relatively low speeds, a slightly shorter distance between vehicles is often observed. This can result
in allowing more vehicles to queue in a given length. While a reduced queue length is appropriate,
this analysis relies on a more conservative vehicle length of 25 feet per queued vehicle.
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1.8.2 DRIVE-THRU REQUIREMENTS
To demonstrate that adequate space exists within the drive-thru, this queuing assessment provides a
review of the City of Lake Elsinore Municipal Code queuing requirements. Section 17.148.060 of the
City of Lake Elsinore Municipal Code describes the drive-thru facilities requirements and are listed
below:
• A drive-through lane with minimum storage for eight vehicles shall be provided at 20 feet per vehicle.
• The drive-through lane shall be designed such that it will not interfere with free and orderly circulation
of the parking lot.
• The drive-through lane shall not encroach upon or block driveways or parking spaces and shall be
separated from adjoining driveways, parking spaces, and property lines by a landscaped planter a
minimum of five feet in width.
As shown on Exhibit 1-6, the drive-thru provides sufficient space behind the menu board for at least
11 vehicles. As noted previously, this analysis relies on a more conservative vehicle length of 25 feet
per queued vehicle. Additional vehicles are likely able to queue within the drive-thru lane. The
proposed Project meets the minimum storage as identified in the City of Lake Elsinore Municipal Code.
1.8.3 REFERENCE DRIVE-THRU LANE DATA COLLECTION
To evaluate the proposed drive-thru configuration, Urban Crossroads, Inc. collected drive-thru
queuing data at a reference Starbucks location (32271 Mission Trail, Lake Elsinore). Table 1 presents
the existing weekday drive-thru queuing data for the breakfast and lunch conditions. The reference
queueing data includes a count of each vehicle entering the drive-thru lane during peak breakfast and
lunch activity. In addition, the counts describe the total number of vehicles queued in the drive-thru
lane at any time. This includes vehicles queued at the pickup window, cashier window, and order
board.
TABLE 1-5: REFERENCE DRIVE-THRU QUEUEING DATA SUMMARY
For the Starbucks drive-thru lane, Table 1-5 shows that the peak observed vehicle queue lengths
ranged from 6 to 11 vehicles. The average vehicle queue at the reference Starbucks location ranged
from 3 to 5 vehicles. The maximum number of total vehicles observed in the drive-thru never
exceeded 11 vehicles.
1.8.4 DRIVE-THRU QUEUING ANALYSIS
Since the proposed Central and Collier Circulation Plan provides a drive-thru storage capacity of 11
vehicles for the proposed Starbucks, the proposed drive-thru lane will accommodate the reference
average queue length of 5 vehicles. At no time does the existing or reference peak queue exceed a
maximum of 11 vehicles.
Location
Average Vehicle Queue Peak Vehicle Queue
AM
(7am-9am)
MD
(11am-1pm)
AM
(7am-9am)
MD
(11am-1pm)
Starbucks1 5 3 11 6
1 Based on counts collected at the Starbucks located at 32271 Mission Trail on Wednesday, October 18, 2023
(Appendix A).
For the Starbucks drive-thru lane, Table 1 shows that the peak observed vehicle queue lengths
ranged from 6 to 11 vehicles. The average vehicle queue at the reference Starbucks
location ranged from 3 to 5 vehicles. The maximum number of total vehicles
observed in the drive-thru never exceeded 11 vehicles.
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The Starbucks drive-thru queuing analysis demonstrates that the maximum vehicle queue of 11
vehicles can be accommodated within the drive-thru. The site plan provides adequate drive-thru
storage capacity to serve the average queue length of 5 vehicles within the drive-thru lane. During
peak drive-thru demands, the site plan can accommodate a total of 11 vehicles within the drive-thru,
which meets the anticipated peak queue.
1.8.5 CONCLUSIONS
The proposed Project consists of the construction of a new Starbucks coffee shop with a drive-thru,
located at 18295 Collier Avenue, in the City of Lake Elsinore.
The drive-thru analysis suggests that the Project provides stacking accommodations for
approximately 11 vehicles in the Starbucks drive-thru lane. Our evaluation indicates that the
proposed Project meets the minimum storage as identified in the City of Lake Elsinore Municipal Code.
Additionally, our evaluation suggests that the proposed drive-thru lanes for the Starbucks will provide
sufficient capacity to accommodate average and peak vehicle demands for the proposed Central and
Collier development. As such, additional traffic management measures to support on-site circulation
are not recommended.
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2 METHODOLOGIES
This section of the report presents the methodologies used to perform the traffic analyses
summarized in this report. The methodologies described are consistent with City of Lake Elsinore’s
Traffic Study Guidelines.
2.1 LEVEL OF SERVICE
Traffic operations of roadway facilities are described using the term "Level of Service" (LOS). LOS is a
qualitative description of traffic flow based on several factors, such as speed, travel time, delay, and
freedom to maneuver. Six levels are typically defined ranging from LOS A, representing completely
free-flow conditions, to LOS F, representing breakdown in flow resulting in stop-and-go conditions.
LOS E represents operations at or near capacity, an unstable level where vehicles are operating with the
minimum spacing for maintaining uniform flow.
2.2 INTERSECTION CAPACITY ANALYSIS
The definitions of LOS for interrupted traffic flow (flow restrained by the existence of traffic signals
and other traffic control devices) differ slightly depending on the type of traffic control. The LOS is
typically dependent on the quality of traffic flow at the intersections along a roadway. The 6th Edition
Highway Capacity Manual (HCM) methodology expresses the LOS at an intersection in terms of delay
time for the various intersection approaches. (3) The HCM uses different procedures depending on
the type of intersection control.
2.2.1 SIGNALIZED INTERSECTIONS
The City of Lake Elsinore requires signalized intersection operations analysis based on the
methodology described in the HCM. (3) Intersection LOS operations are based on an intersection’s
average control delay. Control delay includes initial deceleration delay, queue move-up time, stopped
delay, and final acceleration delay. For signalized intersections LOS is related to the average control
delay per vehicle and is correlated to a LOS designation as described in Table 2-1. Consistent with the
Riverside County CMP, a saturation flow rate of 1900 vehicles per hour green per lane (vphgpl) has
been utilized for all intersections for all scenarios.
The traffic modeling and signal timing optimization software package Synchro (Version 11) has been
utilized to analyze signalized intersections. Synchro is a macroscopic traffic software program that is
based on the signalized intersection capacity analysis as specified in the HCM. Macroscopic level
models represent traffic in terms of aggregate measures for each movement at the study
intersections. Equations are used to determine measures of effectiveness such as delay and queue
length. The level of service and capacity analysis performed by Synchro takes into consideration
optimization and coordination of signalized intersections within a network.
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TABLE 2-1: SIGNALIZED INTERSECTION LOS THRESHOLDS
The peak hour traffic volumes have been adjusted using a peak hour factor (PHF) to reflect peak 15-
minute volumes. Customary practice for LOS analysis is to use a peak 15-minute rate of flow.
However, flow rates are typically expressed in vehicles per hour. The PHF is the relationship between
the peak 15-minute flow rate and the full hourly volume (e.g., PHF = [Hourly Volume] / [4 x Peak 15-
minute Flow Rate]). The use of a 15-minute PHF produces a more detailed analysis as compared to
analyzing vehicles per hour. Existing PHFs have been used for all analysis scenarios. Per the HCM,
PHF values over 0.95 often are indicative of high traffic volumes with capacity constraints on peak
hour flows while lower PHF values are indicative of greater variability of flow during the peak hour.
(3)
Description Average Control Delay
(Seconds), V/C ≤ 1.0
Level of Service,
V/C ≤ 1.01
Operations with very low delay occurring with favorable
progression and/or short cycle length.0 to 10.00 A
Operations with low delay occurring with good progression
and/or short cycle lengths.10.01 to 20.00 B
Operations with average delays resulting from fair
progression and/or longer cycle lengths. Individual cycle
failures begin to appear.
20.01 to 35.00 C
Operations with longer delays due to a combination of
unfavorable progression, long cycle lengths, or high V/C
ratios. Many vehicles stop and individual cycle failures are
noticeable.
35.01 to 55.00 D
Operations with high delay values indicating poor
progression, long cycle lengths, and high V/C ratios.
Individual cycle failures are frequent occurrences. This is
considered to be the limit of acceptable delay.
55.01 to 80.00 E
Operation with delays unacceptable to most drivers
occurring due to over saturation, poor progression, or very
long cycle lengths.
80.01 and up F
Source: HCM, 6th Edition
1 If V/C is greater than 1.0 then LOS is F per HCM.
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2.2.2 UNSIGNALIZED INTERSECTIONS
The City of Lake Elsinore requires the operations of unsignalized intersections be evaluated using the
methodology described in the HCM. (3) The LOS rating is based on the weighted average control delay
expressed in seconds per vehicle (see Table 2-2). At two-way or side-street stop-controlled
intersections, LOS is calculated for each controlled movement and for the left turn movement from
the major street, as well as for the intersection as a whole. For approaches composed of a single lane,
the delay is computed as the average of all movements in that lane. Delay for the intersection is
reported for the worst individual movement at a two-way stop-controlled intersection. For all-way
stop controlled intersections, LOS is computed for the intersection as a whole (average delay).
TABLE 2-2: UNSIGNALIZED INTERSECTION LOS THRESHOLDS
2.3 TRAFFIC SIGNAL WARRANT ANALYSIS METHODOLOGY
The term "signal warrants" refers to the list of established criteria used by the California Department
of Transportation (Caltrans) and other public agencies to quantitatively justify or determine the
potential need for installation of a traffic signal at an otherwise unsignalized intersection. This TA uses
the signal warrant criteria presented in the latest edition of the Caltrans California Manual on Uniform
Traffic Control Devices (CA MUTCD). (4)
The signal warrant criteria for Existing study area intersections are based upon several factors,
including volume of vehicular and pedestrian traffic, frequency of accidents, and location of school
areas. The CA MUTCD indicates that the installation of a traffic signal should be considered if one or
more of the signal warrants are met. (4) Specifically, this TA utilizes the Peak Hour Volume-based
Warrant 3 as the appropriate representative traffic signal warrant analysis for existing traffic
conditions and for all future analysis scenarios for existing unsignalized intersections. Warrant 3 is
appropriate to use for this TA because it provides specialized warrant criteria for intersections with
rural characteristics. For the purposes of this study, the speed limit was the basis for determining
whether Urban or Rural warrants were used for a given intersection. Urban warrants have been used
as posted speed limits on the major roadways with unsignalized intersections are 40 miles per hour
or below and rural warrants have been used where speeds exceed 40 miles per hour.
Description Average Control Delay
(Seconds), V/C ≤ 1.0
Level of Service,
V/C ≤ 1.01
Little or no delays.0 to 10.00 A
Short traffic delays.10.01 to 15.00 B
Average traffic delays.15.01 to 25.00 C
Long traffic delays.25.01 to 35.00 D
Very long traffic delays.35.01 to 50.00 E
Extreme traffic delays with intersection capacity exceeded.>50.00 F
Source: HCM, 6th Edition
1 If V/C is greater than 1.0 then LOS is F per HCM.
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Future intersections that do not currently exist have been assessed regarding the potential need for
new traffic signals based on future average daily traffic (ADT) volumes, using the Caltrans planning
level ADT-based signal warrant analysis worksheets. Similarly, the speed limit has been used as the
basis for determining the use of Urban and Rural warrants. Traffic signal warrant analyses were
performed for the following study area intersection shown in Table 2-3:
TABLE 2-3: TRAFFIC SIGNAL WARRANT ANALYSIS LOCATIONS
Although unsignalized, the intersection of Collier Avenue (SR-74) & Driveway 2 is restricted access
(right-in/right-out only). As such, traffic signal warrants have not been evaluated for this intersection.
The Existing conditions traffic signal warrant analysis is presented in the subsequent section, Section
3 Area Conditions of this report. The traffic signal warrant analyses for future conditions are presented
in Section 5 EAP (2025) Traffic Conditions of this report. It is important to note that a signal warrant
defines the minimum condition under which the installation of a traffic signal might be warranted.
Meeting this threshold condition does not require that a traffic control signal be installed at a
particular location, but rather, that other traffic factors and conditions be evaluated in order to
determine whether the signal is truly justified. It should also be noted that signal warrants do not
necessarily correlate with LOS. An intersection may satisfy a signal warrant condition and operate at
or above acceptable LOS or operate below acceptable LOS and not meet a signal warrant.
2.4 MINIMUM ACCEPTABLE LEVELS OF SERVICE (LOS)
The City of Lake Elsinore has established LOS D as the minimum level of service for its intersections.
Therefore, any intersection operating at LOS E or F will be considered deficient for the purposes of
this analysis.
2.5 DEFICIENCY CRITERIA
The criteria outlined below should be used to define when the Project has caused or contributed to
an LOS deficiency:
• When existing traffic conditions exceed the General Plan target LOS (e.g., LOS D or better).
• When project traffic, added to existing traffic, will deteriorate the LOS to below the target LOS, and
deficiencies cannot be improved through project conditions of approval.
• When cumulative traffic exceeds the target LOS, and deficiencies cannot be improved through the
Transportation Uniform Mitigation Fee (TUMF) network (or other funding mechanism), project conditions
of approval, or other implementation mechanism.
#Intersection
1 Driveway 1 & Central Av.
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3 AREA CONDITIONS
This section provides a summary of the existing circulation network, the City of Lake Elsinore General
Plan Circulation Network, and the resulting intersection operations and traffic signal warrant analyses.
3.1 EXISTING CIRCULATION NETWORK
Pursuant to the agreement with City of Lake Elsinore staff (Appendix 1.1), the study area includes a
total of 2 existing and future intersections as shown previously on Exhibit 1-3. Exhibit 3-1 illustrates
the study area intersections located near the proposed Project and identifies the number of through
traffic lanes for existing roadways and intersection traffic controls.
3.2 CITY OF LAKE ELSINORE GENERAL PLAN CIRCULATION ELEMENT
Exhibit 3-2 shows the City of Lake Elsinore General Plan Circulation Element and Exhibit 3-3 illustrates
the City of Lake Elsinore General Plan roadway cross-sections.
Urban Arterials are six-lane divided roadways (typically divided by a raised median or painted two-
way turn-lane) with a 120-foot right-of-way. These roadways serve both regional through-traffic and
inter-city traffic and typically direct traffic onto and off-of the freeways. The following study area
roadway within the City of Lake Elsinore is classified as an Urban Arterial:
• Collier Avenue (SR-74), north of Central Street
Major Roadways are four-lane roadways and may include a painted median. These roadways
typically have a 100-foot right-of-way. These roadways typically direct traffic through major
development areas. The following study area roadways within the City of Lake Elsinore are classified
as a Major Roadway:
• Central Avenue, west of Collier Avenue (SR-74)
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EXHIBIT 3-1: EXISTING NUMBER OF THROUGH LANES AND INTERSECTION CONTROLS
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EXHIBIT 3-2: CITY OF LAKE ELSINORE GENERAL PLAN CIRCULATION ELEMENT
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EXHIBIT 3-3: COUNTY OF RIVERSIDE GENERAL PLAN ROADWAY CROSS-SECTIONS
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3.3 BICYCLE & PEDESTRIAN FACILITIES
Exhibit 3-4 illustrates the City of Lake Elsinore General Plan bicycle facilities. There are existing Class II
bicycle facilities along portions of Collier Avenue. There are also planned Class II bicycle facilities along
Collier Avenue for the remaining portions within the study area.
Existing pedestrian facilities within the study area are shown on Exhibit 3-5. As shown on Exhibit 3-5,
there are existing pedestrian facilities in the vicinity of the Project site that provide access to the
adjacent areas and developments. Field observations and traffic counts conducted in 2023 indicate
moderate pedestrian and bicycle activity within the study area.
3.4 TRANSIT SERVICE
The study area within the City of Lake Elsinore is currently served by Riverside Transit Agency (RTA), a
public transit agency serving various jurisdictions within Riverside County. Existing transit routes in
the vicinity of the study area are illustrated on Exhibit 3-6. As shown on Exhibit 3-6, the existing RTA
Routes 8, 9, and 206 run along Collier Avenue (SR-74). Transit service is reviewed and updated by RTA
periodically to address ridership, budget, and community demand needs. Changes in land use can
affect these periodic adjustments which may lead to either enhanced or reduced service where
appropriate. As such, it is recommended that the Project Applicant work in conjunction with RTA to
potentially extend the existing routes to accommodate bus service to the site.
3.5 EXISTING (2023) TRAFFIC COUNTS
The intersection LOS analysis is based on the traffic volumes observed during the peak hour
conditions using traffic count data collected in October 2023. The following peak hours were selected
for analysis:
• Weekday AM Peak Hour (peak hour between 7:00 AM and 9:00 AM)
• Weekday PM Peak Hour (peak hour between 4:00 PM and 6:00 PM)
The 2023 weekday AM and weekday PM peak hour count data is representative of typical weekday
peak hour traffic conditions in the study area. There were no observations made in the field that
would indicate atypical traffic conditions on the count dates, such as construction activity or detour
routes and near-by schools were in session and operating on normal schedules. As such, no
additional adjustments were made to the traffic counts to establish the baseline condition. The raw
manual peak hour turning movement traffic count data sheets are included in Appendix 3.1.
Existing weekday ADT volumes are shown on Exhibit 3-7. Where actual 24-hour tube count data was
not available, Existing ADT volumes were based upon factored intersection peak hour counts collected
by Urban Crossroads, Inc. using the following formula for each intersection leg:
Weekday PM Peak Hour (Approach Volume + Exit Volume) x 13.50 = Leg Volume
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EXHIBIT 3-4: CITY OF LAKE ELSINORE GENERAL PLAN BICYCLE FACILITIES
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EXHIBIT 3-5: EXISTING PEDESTRIAN FACILITIES
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EXHIBIT 3-6: EXISTING TRANSIT ROUTES
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EXHIBIT 3-7: EXISTING (2023) TRAFFIC VOLUMES
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A comparison of the PM peak hour and daily traffic volumes of various roadway segments within the
study area indicated that the peak-to-daily relationship is approximately 7.36 percent. As such, the
above equation utilizing a factor of 13.50 estimates the ADT volumes on the study area roadway
segments assuming a peak-to-daily relationship of approximately 7.36 percent (i.e., 1/0.0736 = 13.50)
and was assumed to sufficiently estimate ADT volumes for planning-level analyses. Existing weekday
peak hour intersection volumes are also shown on Exhibit 3-7.
Existing peak hour turning movements were reviewed by Urban Crossroads for reasonableness, and
in some cases, were adjusted to achieve flow conservation, reasonable growth, and reasonable
diversion between parallel routes. Flow conservation checks ensure that traffic flow between two
closely spaced intersections, such as two freeway ramp locations, is verified in order to make certain
that vehicles leaving one intersection are entering the adjacent intersection and that there is no
unexplained loss of vehicles.
3.6 INTERSECTION OPERATIONS ANALYSIS
Existing peak hour traffic operations have been evaluated for the study area intersections based on
the analysis methodologies presented in Section 2.2 Intersection Capacity Analysis of this report. The
intersection operations analysis results are summarized in Table 3-1, which indicates that the study
area intersections are currently operating at an acceptable LOS during the peak hours for Existing
(2023) traffic conditions. The intersection operations analysis worksheets are included in Appendix
3.2 of this TA.
TABLE 3-1: INTERSECTION ANALYSIS FOR EXISTING (2023) CONDITIONS
3.7 TRAFFIC SIGNAL WARRANTS ANALYSIS
Traffic signal warrants for Existing traffic conditions are based on existing peak hour intersection
turning volumes. There are no study area intersections that currently meet a traffic signal warrant
under Existing (2023) traffic conditions. Existing conditions traffic signal warrant analysis worksheets
are provided in Appendix 3.3.
3.8 DEFICIENCIES AND IMPROVEMENTS
The study area intersections are currently operating at an acceptable LOS during the peak hours. As
such, no intersection improvements have been identified.
Level of
Traffic Service
#Intersection Control2 AM PM AM PM
1 Driveway 1 & Central Av.CSS 12.4 14.7 B B
2 Collier Av. (SR-74) & Driveway 2 CSS 13.9 15.1 B C
1
2 CSS = Cross-street Stop
Per the Highway Capacity Manual (6th Edition), overall average intersection delay and level of
service are shown for intersections with a 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. HCM delay reported in seconds.
Delay1
(secs.)
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4 PROJECTED FUTURE TRAFFIC
This section presents the traffic volumes estimated to be generated by the Project, as well as the
Project’s trip assignment onto the study area roadway network. A preliminary site plan for the
proposed Project is shown previously on Exhibit 1-2.
The proposed Project includes the construction of a new Starbucks coffee shop within an existing shell
lease space. Construction activities will include new custom poly signage, new drive-thru equipment,
landscape patch and infill, new trash enclosure, new drive-thru window, new roof membrane and
mechanical equipment, addition of exterior patio furniture, new interior partition walls, new restroom,
new beverage preparation equipment, new casework, new floor finishes, new wall finishes, new
ceiling, new lighting, new heating ventilation and air conditioning diffusers, and new trench existing
concrete slab for plumbing and electric. The preliminary site plan for the proposed Project is shown
on Exhibit 1-1.
The site was formerly occupied by a bank (with drive-thru) within the 4,400 square foot building. The
use is currently vacant. The Project is located within the existing Oak Grove Crossing Shopping Center.
There are no changes proposed to the existing access to the center, and the site is currently served
by a single access point on Collier Avenue and three access points along Central Avenue. Regional
access to the Project site is available from the I-15 Freeway via the Central Avenue (SR-74) interchange.
4.1 PROJECT TRIP GENERATION
4.1.1 EXISTING USE
In order to develop the traffic characteristics of the existing use, trip-generation statistics published
in the ITE Trip Generation Manual (11th Edition, 2021) was used to estimate the trip generation for the
existing 4,400 square foot bank. Table 4-1 summarizes the trip generation rates for the existing land
use.
Pass-by trip reduction percentages have been obtained from the ITE Trip Generation Manual (11th
Edition, 2021). Pass-by trips account for trips that are currently on the existing roadway network that
would stop by a destination on the way to their ultimate destination (e.g., stopping at the bank,
pharmacy, dry cleaners, etc. on the way to work or school).
Internal capture is a percentage reduction that can be applied to the trip generation estimates for
individual land uses to account for trips internal within a shopping center (trips that travel between
uses without leaving the site). In other words, trips could be made between the prior bank use with
other uses in the center which include Target, nail salon, dental office, restaurant, and ice cream shop,
by either by walking or using internal roadways without using external streets (Collier Avenue and
Central Avenue). A separate internal capture trip reduction has not been considered and is instead
assumed to be captured in the ITE pass-by trip reductions applied. ITE identifies a pass-by trip
reduction of 29% during the weekday AM peak hour and 35% during the weekday PM peak hour for
a bank with drive-thru window.
The existing use is estimated to generate a total of 286 two-way trips per day on a typical weekday
with approximately 34 AM peak hour trips and 60 PM peak hour trips as shown in Table 4-1.
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TABLE 4-1: EXISTING TRIP GENERATION
4.1.2 PROPOSED PROJECT
In order to develop the traffic characteristics of the proposed Project, trip-generation statistics
published in the ITE Trip Generation Manual (11th Edition, 2021) was used to estimate the trip
generation for the proposed 4,400 square foot Starbucks coffee shop with drive-thru. Table 4-2
summarizes the trip generation rates for the proposed Project.
Similar to the existing use, pass-by trip reduction percentages have been obtained from the ITE Trip
Generation Manual (11th Edition, 2021) for the proposed use. Separate internal capture trip reductions
have not been considered and are instead assumed to be captured in the ITE pass-by trip reductions
applied. ITE identifies a pass-by trip reduction of 50% during the weekday AM peak hour and 55%
during the weekday PM peak hour for a fast-food restaurant with drive-through window (ITE Land Use
Code 934).
The existing use is estimated to generate a total of 1,056 two-way trips per day on a typical weekday
with approximately 192 AM peak hour trips and 78 PM peak hour trips as shown in Table 2.
TABLE 4-2: PROPOSED PROJECT TRIP GENERATION
ITE
Land Use1 Code Units2 In Out Total In Out Total Daily
Bank with Drive-Through 912 TSF 5.77 4.18 9.95 10.51 10.50 21.01 100.35
1 Trip Generation & Vehicle Mix Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, Eleventh Edition (2021).
2 TSF = thousand square feet
Land Use Quantity Units In Out Total In Out Total Daily
Bank with Drive-Through 4.40 TSF 25 18 44 46 46 92 442
Pass-by/Internal Trip Reduction (29% = AM; 35% = PM/Daily)-5 -5 -10 -16 -16 -32 -156
Existing Trips 20 13 34 30 30 60 286
AM Peak Hour PM Peak Hour
AM Peak Hour PM Peak Hour
ITE
Land Use1 Code Units2 In Out Total In Out Total Daily
Coffee/Donut Shop with Drive-Through 937 TSF 43.80 42.08 85.88 19.50 19.50 38.99 533.57
1 Trip Generation & Vehicle Mix Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, Eleventh Edition (2021).
2 TSF = thousand square feet
Land Use Quantity Units1 In Out Total In Out Total Daily
Starbucks with Drive-Through 4.40 TSF 193 185 378 86 86 172 2,348
Pass-by/Internal Trip Reduction (50% = AM; 55% = PM/Daily)-93 -93 -186 -47 -47 -94 -1,292
Proposed Project Trips 100 92 192 39 39 78 1,056
1 TSF = thousand square feet
2 Pass-by reduction consistent with ITE Land Use Code 934 (Fast-Food Restaurant with Drive-Thru Window).
AM Peak Hour PM Peak Hour
AM Peak Hour PM Peak Hour
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4.1.3 TRIP GENERATION COMPARISON
As shown in Table 4-3, the proposed Project is anticipated to generate a net increase of 770 two-way
trips per day with a net increase of 158 AM peak hour trips and 18 PM peak hour trips as compared
to the previous use (bank). The trip generation comparison is provided for informational purposes
only since the existing use is currently vacant, and therefore not currently generating any trips. As
such, the trip generation presented in Table 4-2 has been utilized for the operations analysis.
TABLE 4-3: TRIP GENERATION COMPARISON
4.2 PROJECT TRIP DISTRIBUTION
The Project trip distribution and assignment process represents the directional orientation of traffic
to and from the Project site. The trip distribution pattern is heavily influenced by the geographical
location of the site, the location of surrounding uses, and the proximity to the regional freeway
system. The Project trip distribution patterns are shown on Exhibit 4-1.
4.3 MODAL SPLIT
The potential for Project trips to be reduced by the use of public transit, walking or bicycling have not
been included as part of the Project’s estimated trip generation. Essentially, the Project’s traffic
projections are "conservative" in that these alternative travel modes would reduce the forecasted
traffic volumes.
4.4 PROJECT TRIP ASSIGNMENT
The assignment of traffic from the Project area to the adjoining roadway system is based upon the
Project trip generation, trip distribution, and the arterial highway and local street system
improvements that would be in place by the time of initial occupancy of the Project. Based on the
identified Project traffic generation and trip distribution patterns, Project weekday ADT and peak hour
intersection turning movement volumes are shown on Exhibit 4-2.
Land Use In Out Total In Out Total Daily
Existing Use 20 13 34 30 30 60 286
Proposed Project 100 92 192 39 39 78 1,056
Net Change in Trips 80 79 158 9 9 18 770
AM Peak Hour PM Peak Hour
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EXHIBIT 4-1: PROJECT TRIP DISTRIBUTION
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EXHIBIT 4-2: PROJECT ONLY TRAFFIC VOLUMES
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4.5 BACKGROUND TRAFFIC
Future year traffic forecasts have been based upon background (ambient) growth at 1% per year,
compounded annually, for 2025 traffic conditions. The total ambient growth is 2.01% for 2025 traffic
conditions. The ambient growth factor is intended to approximate regional traffic growth. This
ambient growth rate is added to existing traffic volumes to account for area-wide growth not reflected
by cumulative development projects. Ambient growth has been added to daily and peak hour traffic
volumes on surrounding roadways, in conjunction with traffic generated by the development of future
projects that have been approved but not yet built and/or for which development applications have
been filed and are under consideration by governing agencies. 2025 traffic volumes are provided in
Section 5 of this report. The traffic generated by the proposed Project was then manually added to
the base volume to determine With Project forecasts.
The near-term traffic analysis includes the following traffic conditions, with the various traffic
components:
• Existing Plus Ambient Growth Plus Project (2025)
o Existing 2023 counts
o Ambient growth traffic (2.01%)
o Project traffic
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5 EAP (2025) TRAFFIC CONDITIONS
This section discusses the traffic forecasts for EAP (2025) conditions and the resulting intersection
operations and traffic signal warrant analyses.
5.1 ROADWAY IMPROVEMENTS
The lane configurations and traffic controls assumed to be in place for EAP (2025) conditions are
consistent with those shown previously on Exhibit 3-1, with the exception of the following:
• Project driveways and those facilities assumed to be constructed by the Project to provide site access
are also assumed to be in place for EAP (2025) conditions (e.g., intersection and roadway improvements
at the Project’s frontage and driveways).
5.2 EAP (2025) GROWTH TRAFFIC VOLUME FORECASTS
This scenario includes Existing (2023) traffic volumes plus an ambient growth factor of 2.01% and the
addition of Project traffic. The weekday ADT volumes and peak hour volumes which can be expected
for EAP (2025) traffic conditions are shown on Exhibit 5-1.
5.3 INTERSECTION OPERATIONS ANALYSIS
EAP (2025) peak hour traffic operations have been evaluated for the study area intersections based
on the analysis methodologies presented in Section 2 Methodologies of this TA. The intersection
analysis results are summarized in Table 5-1 for EAP (2025) traffic conditions, which indicates that the
study area intersections are anticipated to continue to operate at an acceptable LOS during the peak
hours under EAP (2025) traffic conditions. The intersection operations analysis worksheets for EAP
(2025) traffic conditions are included in Appendix 5.1 of this TA.
TABLE 5-1: INTERSECTION ANALYSIS FOR EAP (2025) CONDITIONS
Level of Level of
Service Service
AM PM AM PM AM PM AM PM
1 Driveway 1 & Central Av.TS 12.4 14.7 B B 15.7 16.7 C C
2 Collier Av. (SR-74) & Driveway 2 TS 13.9 15.1 B C 15.2 16.0 C C
1
2 CSS = Cross-street Stop
Per the Highway Capacity Manual (6th Edition), overall average intersection delay and level of service are
shown for intersections with a 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. HCM delay reported in seconds.
#
Existing (2023)EAP (2025)
Intersection
Traffic
Control2
Delay 1
(secs.)
Delay1
(secs.)
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EXHIBIT 5-1: EAP (2025) TRAFFIC VOLUMES
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5.4 TRAFFIC SIGNAL WARRANTS ANALYSIS
There are no unsignalized study area intersections anticipated to meet a traffic signal warrant under
EAP (2025) conditions (see Appendix 5.2).
5.5 DEFICIENCIES AND IMPROVEMENTS
The study area intersections are anticipated to continue to operate at an acceptable LOS during the
peak hours. As such, no intersection improvements have been identified.
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6 LOCAL AND REGIONAL FUNDING MECHANISMS
Transportation improvements within the City of Lake Elsinore are funded through a combination of
improvements constructed by the Project, development impact fee programs or fair share
contributions. Fee programs applicable to the Project are described below.
6.1 CITY OF LAKE ELOSINORE DEVELOPMENT IMPACT FEE (DIF) PROGRAM
Transportation improvements throughout the City of Lake Elsinore are funded through a combination
of project improvements, fair share contributions or development impact fee programs, such as the
Western Riverside Council of Governments (WRCOG) TUMF program or the City’s Transportation
Impact Fee (TIF) program. Identification and timing of needed improvements is generally determined
through local jurisdictions based upon a variety of factors. These fees are collected as part of a
funding mechanism aimed at ensuring that regional highways and arterial expansions keep pace with
the projected vehicle trip increases.
Fees from new residential, commercial and industrial development are collected to fund local
facilities. Under the City’s TIF program, the City may grant to developers a credit against specific
components of fees when those developers construct certain facilities and landscaped medians
identified in the list of improvements funded by the TIF program.
The timing to use the TIF fees is established through periodic capital improvement programs which
are overseen by the City’s Engineering Department. Periodic traffic counts, review of traffic accidents,
and a review of traffic trends throughout the City are also periodically performed by City staff and
consultants. The City uses this data to determine the timing of the improvements listed in its facilities
list. The City also uses this data to ensure that the improvements listed on the facilities list are
constructed before the LOS falls below the LOS performance standards adopted by the City. In this
way, the improvements are constructed before the LOS falls below the City’s LOS performance
thresholds. The City’s TIF program establishes a timeline to fund, design, and build the improvements.
6.2 RIVERSIDE COUNTY TRANSPORTATION UNIFORM MITIGATION FEE (TUMF)
The TUMF program is administered by the WRCOG based upon a regional Nexus Study most recently
updated in 2016 to address major changes in right of way acquisition and improvement cost factors.
(5) This regional program was put into place to ensure that development pays its fair share, and that
funding is in place for construction of facilities needed to maintain the requisite level of service and
critical to mobility in the region. TUMF is a truly regional mitigation fee program and is imposed and
implemented in every jurisdiction in Western Riverside County.
6.3 MEASURE A
Measure A, Riverside County's half-cent sales tax for transportation, was adopted by voters in 1988
and extended in 2002. It will continue to fund transportation improvements through 2039. Measure
A funds a wide variety of transportation projects and services throughout the County. RCTC is
responsible for administering the program. Measure A dollars are spent in accordance with a voter-
approved expenditure plan that was adopted as part of the 1988 election.
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7 REFERENCES
1. City of Lake Elsinore. Traffic Impact Analysis Preparation Guide. City of Lake Elsinore : s.n., June
2020.
2. Institute of Transportation Engineers. Trip Generation Manual. 11th Edition. 2021.
3. Transportation Research Board. Highway Capacity Manual (HCM). 6th Edition. s.l. : National
Academy of Sciences, 2016.
4. California Department of Transportation. California Manual on Uniform Traffic Control Devices
(CA MUTCD). [book auth.] California Department of Transportation. California Manual on Uniform
Traffic Control Devices (CA MUTCD). 2014, Updated March 30, 2021 (Revision 6).
5. Western Riverside Council of Governments. TUMF Nexus Study, 2016 Program Update. July 2017.
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