HomeMy WebLinkAbout93-036 - Resolutions RESOLUTIONNO. 93-036
A RESOLUTION ADOPITNG A LAND USE/TRANSPOR~ATIONANALYSIS
PRDGRAMFORTHECITYOFRANCMO~
WHEREAS, Section 65089.3 (a) of the California Govel~n~nt Code requires
development and implementation of a Congestion Management Program in each of
California'surbanized counties; and
WHEREAS, the San Bernardino Associated Governme~nts has been designated the
Congestion Management Agency (~4A) for San Bernardino County; and
WHEREAS, the C~4P provides a method of relating ccmm~nzity regional goals
re~ardin~ land use, traffic congestion, and air quality, while retaining local
authority to approve land use decisions; and
WHEREAS, the C~P has designated a system of roadways on which traffic
congestion is to be monitored; and
WHEREAS, Section 65089.3(a) of the California Government Code requires the
county and each city to adopt and implement "a program to analyze the impacts
of land use decisions, including an estimate of the costs associated with
mitigating these impacts" on the C~4P network of roadways.
NOW THEREFORE, BE IT RESOLVED THAT RME CITY OF RANCHO CUCAMONGA hereby
adopts the Land Use/Transportation Analysis Program as specified herein.
1. PURPOSE
The purpose of the Land Use/Transportation Analysis Program of the City of
Rancho Cucamonga is to evaluate the potential impact of land use decisions
within the City on the transportation system both within and outside the
City. The evaluation of potential impacts shall be conducted in a Traffic
Impact Analysis Report (TIA Report), prepared by the development project
applicant.
2. DEFINITIONS
Congestion Management Agency - ((1MA) - The agency responsible for developing
the Congestion Management Program and coordinating and monitoring its
implementation.
Congestion Manaqement Program (~4P) - A program required for each urbanized
county in California, pur~_ant to California Government Code Section 65089.
CMP Intersections - Intersections of two CMP roadways.
C~4P Segment - A section of C~P roadway between two ~4P intersections, or, for
limited access highways, a section between two interchanges.
Key Intersections - (~4P Intersections plus other intersections on the CMP
roadway network deemed to be critical to traffic operations on that roadway.
Resolution No. 93-036
Page 2
Level of Service - (LOS) - A qualitative measure describing operational
conditions within a traffic stream; generally described in terms of such
factors as delay, speed and travel time, freedom to maneuver, traffic
interl~ptions, comfort and convenience, and safety.
Link - A length of roadway between two intersections.
typically consist of several roadway links.
Ramp - Connecting roadway between a freeway and a surface street or between
two freeways.
Travel Demand Management - (T~M) - Demand based techniques for reducing
traffic congestion, such as ridesb~ring programs and flexible work schedules
enabling employees to cu~m~,dte to and from work outside of peak hours.
C~P Model - The transportation planning model or models, consistent with the
Regional Model, which is used for preparing C~P forecasts for San Bernardino
Traffic Impact Analysis (TIA) Rmport - A report prepared by a local
jurisdiction or development project applicant identifying the potential impact
of the proposed project and mitigations needed to maintain the traffic level
of service on the C~P network.
Vehicle Trip - A one-way movement of a vehicle between two points.
TIA Rmports shall be prepared by local jurisdictions when local criteria and
thresholds indicate they are necessary, or when the proposed development
exceeds half the size of the C~QA thresholds for regional review. The
thresholds for required TIA Report preparation are:
250 Dwelling units
250,000 GSF retail space
325,000 GSF industrial space
125,000 GSF office space
250 hotel/motel rooms
For mixed use developments, or staged developments, the size of each proposed
use shall be divided by the appropriate land use type threshold shown above to
determine a land use size ratio. A TIA report will re required if the sum of
the land use size ratios equals or exceeds 1.0. A procedure for making this
determination is provided in Appendix C of the 1992 C~4P.
Local criteria to be used for the City of Rancho Cucamonga will be the size,
type and location of a project as they relate to the probability of a
significant traffic impact.
Resolution No. 93-036
Page 3
The TIA Reports shall be copied to the (IMA upon the receipt of the report by
the City from the preparer. If the TIA Report determines that the project
would add 50 or more 2-way peak hour trips to a (IMP arterial within another
jurisdiction or 100 2-way peak hour trips on a freeway, that jurisdiction (and
Caltrans, if a state highway) shall be provided a copy of the TIA Report.
TIA Reports shall be provided to the CMA and adjacent jurisdictions so that
information exchange and c~m%-unication can occur in conoert with the
permitting jurisdiction's project review schedule and prior to any approval or
permit activity. D&~encies which receive TIA Reports shall provide any
c~u~nts within 3 weeks of the date the TIA Report was mailed by the
permitting jurisdiction. Should the c~m~nts received from adjacent
jurisdictions, the CMA, Caltrans, or transit agencies recommend changes to the
TIA Report, the permitting jurisdiction shall consider c~,,,~nts reoeived and
make changes deemed necessary by the permitting jurisdiction. Should the
changes be such that the permitting jurisdiction chooses to recirculate the
document, the ~ting agencies will complete the review of the revised
document within two weeks of receipt. This process is intended to be
consistent with any actions required under the local Land Use/Transportation
Analysis Program.
If the City wishes co~ullunications to be on record with the ~4A, the City
should forward copies to the CMA to be logged and filed. The C~4A is available
to serve as a clearinghouse for such c~m,unications regardless of the size of
the subject project. These co~m~nications will document forecast implications
of land use decisions and, if deficiencies arise which are attributable to
another jurisdiction' s land use decisions, can be a basis for
interjurisdictional sharing of the responsibility to mitigate transportation
If the City believes that portions of the CMP network within their boundaries
are likely to be impacted by a land use decision within an adjacent
jurisdiction, they may request, bat cannot require, that the adjacent
jurisdiction prepare a TIA report on the subject project. Such a request is
necessary if the size of the project exceeds the adjacent jurisdiction's
review three, hold, but special circumstances may suggest a need for additional
analysis.
Attachment 1 of this resolution provides the detailed guidelines for preparing
TIA Reports. While the guidelines provide some degree of flexibility in the
preparation of TIA reports, significant variations from these guidelines by
the preparer of the TIA report may be permitted subject to lead agency
approval and with notice provided to the
4. THE IANDUSE/TRANSPORTATIONANALYSIS PROCESS
The steps involved in the process are listed below:
- A development application is sutmnitted to the city.
Resolution No. 93-036
Page 4
If the City determines that project review is required, based on the
est~_~lished size criteria, the City shall provide the applicant with the
standardized TIA procedures and report format.
If neither the City's size criteria nor the CMP thresholds are met, no TIA
Report is required. However, Caltrans and the CMA shall be notified by
the City for proposed traffic-generating projects (other than a single
family residence) in Federally designated urbanized areas where any
portion of the project abuts a State highway or abuts a roadway which
intersects a State highway, and is within 500 feet of that intersection,
including ir~e ramps. ~ne purpose of this requirements is to
provide Caltrans with advance warning of an opportunity to acquire right-
of-way for additional turning lanes at intersections on the C~P network.
The City shall sukmit a copy of the completed TIA Report to the C~A. For
projects adding 50 or more 2-way peak hour trips to a C~P arterial within
another jurisdiction or 100 2-way peak hour trips on a freeway, the City
shall provide that jurisdiction (and Caltrans, if a state highway) with a
copy of the TIA Report.
Potentially impacted jurisdictions may review the TIA Report and provide
technical c~,,,~nts to the City and the (~A. The CMA may also c~,,~_nt to
the lead agency, and may attach the c~m~nts of other jurisdictions.
The City shall consider the responses of potentially impacted
jurisdictions, Caltrans, and the CMA during deliberations on the project
or plan approval. An impacted jurisdiction may request to meet with the
City to resolve technical issues associated with the TIA, which may
include the magnitude of an impact, location of an impact, timing of an
impact, nature of the proposed mitigation, estimated cost of mitigation,
and apportionment of responsibility to mitigate the impact.
Forecast interjurisdictional impacts of a project are to be mitigated
through a facility improvement or strategy developed jointly by the City,
the project applicant, and the impacted jurisdiction(s).
A jurisdiction in which the CMP system is impacted by a land use decision
of the City should be ccmpensa~ by the City or the project applicant for
any mitigations required within the impacted jurisdiction. If this
c~nsation does not occur, and a deficiency plan is required according
to f~4P guidelines to address the impa~ portion of the ~ system, the
TIA Report may be used to assist in to apportioning the responsibility to
mitigate the deficiency within the impacted jurisdiction.
If resolution between the City and a potentially impacted jurisdiction
cannot be achieved, the impacted jurisdiction may request (but cannot
require) the City to condition approval of a project on monitoring of
traffic and/or travel characteristics to and from the project site, and
provision of mitigation as warranted based on the results of monitoring.
At the lead agency's discretion, this may be required of a project as a
mechanism to verify the magnitude of the impacts of a specific project on
C~P roadways, and provide for mitigations as needed following project
approval.
Resolution No. 93-036
Page 5
5. ~ OF AX~CY RESPONSIBTT./TIES
Determine conformance of locally adopted Land Use/Transportation Analysis
programs pursuant to Government Code Section 65089.3.
Review TIA Reports for technical consistency as a basis for the
determination of ~ conformance.
Participate as needed in discussions on the potential interjurisdictional
impacts of land use decisions, mitigation of potential deficiencies, and
fair apportionment of responsibility for mitigation, at the request of the
City or a potentially impa~ jurisdiction.
Maintain the ~ TIA Report guidelines and coordinate modification of the
guidelines as needed. If modification is needed, the modified versions of
the guidelines are to be distributed to all local jurisdictions, transit
agencies, and Caltrans. Any modifications to the guidelines are to be
developed and rec~m-~nded by a technical cum,,~ttee which consists of staff
representatives of the f~4A and local jurisdictions, and must ultimately be
approved by the f~A Board.
As needed, assist the air districts in developing a menu of transportation
control measures or trip reduction and travel demand management strategies
will receive credit as traffic mitigation measures.
Assist in making traffic, transit and TE~ data available to local agencies
for purposes or preparing C~P TIA reports.
In cooperation with SCAG and the local
implement a regional database of existing
land use, and proposed changes in land use.
jurisdictions, plan for and
land use, approved changes in
In cooperation with SCAG, make data available fr~m the C~P model for use
in local models.
Maintain a log and file of TIA Reports received, responses to TIA Reports
received, and dates of sutmnission of responses to the lead agency as part
of the required database on traffic impacts.
Develop guidelines, in cooperation with local jurisdictions and Caltrans,
for traffic monitoring programs potentially needed to monitor traffic
generated by certain development projects.
City Responsibilities
- Adopt and implement the Land Use/Transportation Analysis Program.
~t as lead agency for preparation of TIA Reports on projects within the
City.
Resolution No. 93-036
Page 6
Implement a transportation model and/or analytical procedures capable of
analyzing the impacts of land use decisions on the regional transportation
system, both within the jurisdiction and in adjacent jurisdictions.
Provide copies of TIA R~ports to all jurisdictions in which project-
imposed traffic impacts are identified.
Provide a copy of all TIA Reports to the CMA and list jurisdictions to
which the TIA Reports are being sent.
Incorporate consideration of TIA Report results and responses of other
jurisdictions on TIA Reports into the land use decision and traffic impact
mitigation process and certify that the analysis is consistent with the
CMP guidelines.
Participate as needed in discussions on potential interjurisdictional
impacts of land use decisions, mitigation of potential deficiencies, and
fair apportionment of responsibility for mitigation.
Respond to TIA reports prepared by other jurisdictions and bring traffic
impact issues to their attention.
Notify Caltrans and the ~ of traffic-generating projects (other than
single family residences) within Federally designated urbanized areas with
a property line in cu~u~n with a State highway or within 500 feet of a
state highway along an intersecting street.
Consider requiring traffic monitoring programs for certain development
projects to confirm follow-through of c~,mHtments made to the agencies
impacted by that development.
Southern California Association of Governments (SCAG) Responsibilities
Make models and model data available to local agencies for purposes of
preparing TIA Reports.
- Maintain socioeconcmic data sets for models.
In cooperation with the appropriate air district, determine which trip
reduction/travel demand management strategies will receive credit as
traffic mitigation measures.
Make traffic count and level of service information available to local
jurisdictions preparing TIA Reports.
Review CMP TIA Reports, provide a response to the impacting jurisdiction,
and enter into discussions on the resolution of impacts on State roadways
as appropriate to each situation.
Resolution No. 93-036
Page 7
Make transit information available to local agencies preparing TIA
Reports.
Preview ~MP TIA Reports as submitted by local jurisdictions, provide
ccmm-ents to the requesting jurisdiction, adjacent impacted jurisdictions,
and the ~MA, and participate in the process to resolve identified impacts.
Southern California Air Ouality Management District (SCAOMD) and San
Bernardino County Air Pollution Control District (SBCAPCD) Responsibilities
Maintain a list of transportation improvements that are acceptable air
quality mitigations for inclusion in the action plans of TIA Proports.
PASSED, ~, and ADOPTSD this 3rd day of March, 1993.
Alexander, Buquet, Gutierrez, Stout, Williams
NOES: None
ABS~lqT: None
Dennis L. Stout, Mayor
I, DEBRA J. ADAMS, CITY c~.RRK of the City of Rancho Cucamonga, California, do
hereby certify that the foregoing R~solution was duly passed, approved, and
adopted by the City Council of the City of Rancho Cucamonga, California, at a
regular meeting of said City Council held on the 3rd day of March, 1993.
Executed this 4th day of March, 1993, at Rancho Cucamonga,
California.
Debra J. ~~, ~ity Clerk
R~solutionNo. 93-036
Page $
San Bernardino County CMP
APPENDIX C
GUID!~I .INES FOR (IMP TRAFFIC IMPAC'F ANALYSIS REPORTS
IN SAN BERN~INO COUNTY
These guidelines describe the key elements
required for preparing Tra.fi:ic Impact Analysis
Repor~ (TIA Reporu) for the Congestion
Management Program (CMP) in San Bernardino
County. The purpose of these guidelines is to
achieve a common approach of preparing a TIA
by all jurisdictions, thereby, reducing
inconsistencies and disagreements on how such
studies should be performed.
TIA Reports shall be prepared by local
jurisdictions when local criteria and thresholds
indicate they are necessary. However, TIA
reports must be prepared to ~.ti,fy CMP
requirements when the proposed development
equals or exceeds the following size thresholds.
These thresholds represent half of the thresholds
for regional review required by the California
Euviroame, utal Quality Act (CEQA):
·
·
·
·
·
250 Dwelling Units
250,000 GSF Retail
325,000 GSF Industrial
125,000 GSF Office
250 Units Hotel/Motel
For mixed use or staged developments, the size
of ea~ proposed use shall be divided by the
appropriate land use type threshold shown above
to establish size ratio for e, nch land use. A TIA
report will be required if the sum of the land use
siz~ ratios equals or ~ 1.0.
Projects shall not be split to avoid the ~
requirements. If an additiomd phase of a
project, when added to the preceding phases,
causes the sum of the phases to exceed the
threshold, the entire project must be analyzed nq
a unit. The nnnlysis must be conducted when
the phases are anticipated and should not wait
for later phases, even if earlier phases alone
would not exceed the threshold.
Individual development projects, parcels, or
proposals in the same geographic vicinity (within
1/2 mile of each other) that can reasonably be
combined into a single project for analysis
purposes which meets the threshold requirements
for a TIA R~rt shall be analyzed as a single
project.
All 'r~ Reports shall be copied to the CMA. If
a TIA R~port is prepared by the local
jurisdiction as stated above, and if the TIA
Report determines that the project would add 50
or more 2-way peak hour trips to a CMP arterial
within another jurisdiction or 100 2-way peak
hour trips to a freeway, that jurisdiction (and
Caltrans, if a state highway) shall be provided a
copy of the TIA Report by the permiu~ng
jurisdiction. However, these crit~a are not
intnxled to dellFrame. wl~n a local jurisdiction
prepares a TIA Report.
It is the rmpomibility of the local jurisdiction to
provide review copies of the TIA Report to the
~ and to potentially impacid! jurisdictiom so
that r~view will occur in coneeft with the
permi-i~g jurisdiction's project review schedule,
and prior to any approval or permitting activity.
The period allotted for review sh~,il be stipulated
by the perm~ng jurisdiction but shall not be
less than three weeks from the da~ of mailing of
the report. Should serious *___,~chnical flaws be
C-I
Append/x C
Resolution No. 93-036
Page9
San Bernardino County CMP
identified in the TIA Report such .that the
permitting jurisdiction chooses to recirculam the
TIA Report, the recirculated document shall be
reviewed within two week~ of receipt.
The reports focus on the potential impacts of
land use decisions on the CMP network. These
reports are used in conjunction with nnnual
modeling for the CMP network to forecast
transportation deficiencies in San Bernardino
County. While there are unique aspects to many
projects, the approach outlined here can be
applied to the vast majority of projects. The
preparer of the report is responsible for
presenting all the relevant information that
would be helpful 'in making tran-,portation-
rels_t_~ decisions. The guidelines presented here
should be regarded as typical minimum
requirements. They are not a substitute for
exercising good plnnning and engineering
judgnmat. Local agencies may wish to include
additional requirements for traffic analysis
beyond those for the CMP. Only the CMP
requirements are addressed here; any
requirements added by a jurisdiction apply only
in that jurisdiction, unless otherwise agreed.
Other information relating to the preparation of
n TIA report may be found in C~apter 4 of the
Congestion Management Program for San
Bernardino County. Prepaz~s of TIA reports
should consult the CMP for additional detail.
The authority to approve or deny developme~
rests with local jurisdictions. However, the
Land Useffransportatioa .~nslysis Program has
the potential to influence local land use decisions
by providing full evaJo~tlon and d/sclosure of
impacts to the regioaal trn-~portation system,
regardless of jurisdictional boundaries. Local
jurisdictions are required to maimah the adopted
Level of service standards on the CMP system,
so it is essential that local jurisdictions consider
the necessary actions nnd costs required to
mitigate impacts that result from local land use
decisions.
The succ_-,s__~ of the program relies on consistency
with applicable regional plans, and the
cooperative efforts of local jurisdictions,
Caltrans, and the CMA. If an integration of
land use decisions ~ the provision of
transportation facilities is not accomplished as
required by the program, a jurisdiction which
fails w mitigat~ deficiencies on the CMP system
caused by its land use decisions may face
withholding of its Proposition 111 gas tax
The TIA Report may be cotnainedWithin other
similar d~ (e.g. an EIR prepared under
CEQA), or it may be an independent document.
The intent is to address all CMP concerns
without duplication of other work. In some
jurisdictions, the TIA Report may be prepared
by the developer or developer's consultant. In
other jur~ictions, the TIA Report may be
prepared by the jurisdiction or jurisdiction's
col~$ultnm In e~13~ ~.~, J~ J~ in the ~ of
all parties that the participants fully understand
and come to a&,z~ment on the assumptions and
methodology prior to conducting the actual
analysis. This is psrticulariy important when
considering using assumptions that vary from the
norm. The 1o~al jurisdiction may r~!uest a
meeting with the developer and/or prepar~ of
the TIA Report to discuss the methodology prior
to the 'mitisfion of work on the analysis.
'l'ne following outline and commentary
represents the rmotmnonded structure for the
TI.A report.
C-2
Resolution No. 93-036
Page 10
San Bernardino County CMP
I. Introduction.
Should set the stage for the analysis, providing
bnckground information necessary for the
unfnmiliar reader to understand the m%~t/mde of
the project, location of the project, and special
characteristics.'
Project, general plan or specific plan
description.
If this is already included in another part of a
more comprehensive docutnent, that is
acceptable. Wne description must include pwject
size by land use type, location of project,
approximate location of proposed access poinus
to the local and regional roidway system, and
movements from adjacent stree~ allowed
and out of the project. This should be shown in
a site diagram. Special characteri~cs of the
site, such as unusual daily or seasonal pe-,klng
charact~istics or heavy involvement of truck
uaffic, should be mentioned.
B. Analysis methodology.
Provide a general description (overview) of the.
process used to analyze the project. Analysis
years should be specified and the a~proach to the
modeling/traffic forecasti-g p~ should be
explained. The sources of information should be
identified. The study area and method for level
of service nnnlysis for the ¥m'ious midway types
should be identified. At a mlni~mml, the sllldy
area must include all freeway links with 100 or
more peak hour project trips (two-way) and
other CMP roadways with :50 or more peak hour
project trips (two-way). The study area does not.
end with a city boundary. The study area is
defined by the magnitude of project trips alone.
However, the analysis need not extend more
than five miles beyond the project site, even if
there are more than 50 project trips on an
arterial 100 projea trips on a freeway. Within
the deftned study area, all "key intersections," as
listed in the most current CMP, must be
analyzed. Key intersections represent
intersections of CMP roadways plus those
additional intersections recognized. by local
jurisdictions to be im?ortant to mobility on CMP
roadways may .be considered Ir~.y intersections.
At a minimRm, key ~Ons will include
signalized intmection, operating at LOS D or
below. The distribution-of traffic must be
shown for all roadways on which project trips
occur (except those for internal circulation),
whether or not they are on the CI~ network.
The analysis of traffic operations and level of
service is to be provided for the following
conditions and is to include an assessment of
traffic mitigation requ~ts for project
opening day and future conditions.
Existing cenditions - conditions, at the
time of TIA preparation, without the
inclusion of the project generated trips.
Existing deficiencies should be
identified, but mitigation snnlysis is not
requi~d. The existing conditions
analysis must include the full project
impact arm as defined above.
Project opening day - the conditions on
the opening day of the project, first
excluding the project traff~, and then
including the project traf~ assuming the
full trip generation im.nnc~ of the site.
The focus of the opening day analysis is
on the access requ'tranents for the site
and may be limlt~! m the immediate
area surrounding the project.
Futu~ conditions - the conditions for
two 2010 scenarioS: l)' excluding the
project traffic, and 2) including the
project traffic. Full mitigation analysis
is to be performed for future conditions.
C-3
Resolution No. 93-036
Page 11
San Bernardino CounO, CMP
In addition, a staging analysis of
mitigations may. be required for large
projects constructed over a long time
period. The need for a staging analysis
will be determined by the local
jurisdiction.
The analysis of the project opening day and
future condition shall be based on, at a
minimum, the PM peak hour of the adjacent
street traffic. An analysis of the AM peak hour
of the adjacent street traffic is also required for
developments cont~i-i-g residential land uses,
and may be required for other types of
development at local discretion. Analysis may
be required for peak hours other than the AM
and PM peak for some land uses. This
determination will be made by the local
jurisdiction. The peak traffic generation hour of
the development must also be identified, and the
total vehicle trips during the peak hour of the
generator must be estimate. This will facilitnt,_
a decision regarding the need to evaluate time
periods other than the peak hours of the adjacent
sffeets.
Existing conditions.
A. Existing roadway system.
Provide a map and brief written
description of the roadway network.
The number of i~nes on freeways,
principal arterials, and other im.-acted
roadways should be identified.
Signalized intersections and plans for
signalization should be identified. The
existing number of lanes at key CMP
intersections should be clearly identified
on a graphic or in conjunction with the
level of service analysis output. Maps
of the CMP network are avalrable in the
Congestion Management Program
documentation, available from the
Bo
Co
CMA. Also describe the relevant
pertions of the future network as
contained in the general plan within the
study area.
Existing volumes.
Existing average weekday daily traffic
(AWDT) should be identified for the
CMP links i, the study area. Historic
volume growth trends in the study area
should be shown. Consult the local
jurisdiction, Caltrans, and San
Bernardino County for additional
information.
Existing levels of service.
A level of service nn,lysis must be
conduct$d on all existing segments and
im.-,rsections on the CMP tin'work
potentially impac~l by the project or
plan (as defined by the thresholds in
Section .lB). Urban segments (i.e.,
segments on roadways that are generally
sig~mlized) do not require segment
analysis. Segment r~lUirements can
normally be det~mined by the analysis
of lane r~iuirements at into'sections.
Freeway mainline must be analyz_-cl_, and
ramp/weaving analysis may be r~luired
at local discretion, if a ramp or weaving
problem is anticipatsd. Chapter 2 of the
CMP proeats the acceptable LOS
n~thodologies, based on the 1985
Highway Capacity Manual. Several
softwar~ pacirnges are available for
conducting LOS analysis for signalized
in~rsecxions, freeways, and other types
of roadways. The software package and
version used must be identified.
Normally, the existing LOS analysis for
intersections will be run using optir, i?_~
$iga:tal timing, since the future analysis
C-4
A~per~_~!r C
Resolution No. 93-036
Page 12
San Bernardino County CMP
will normally need to be run using
optimi~'_-~ timing. Signal timing
optimization should consider pedestrian
safety and signal coordination
requirements, Minimum times should
be no less than 10 seconds.
Saturation flow ra~s of 1,800 vehicles per hour
of green (vphg) for each tttrough lane, 1,800
vphg for each exclusive right turn lane, 1,700
vphg for one exclusive left turn lane, and 3,200
vphg for two exclusive left turn lanes should be
assumed for capacity analysis. The above
saturation flow r~t_,~_ are considered as the
adjusted saturation flow rates and in no case
shall the adjusted saturation flow rates of the
1985 Highway Capacity Software be allowed to
go lower than the specified saturation flow rates,
when field data are not available. However,
there shall be no restriction on minimum
saturation flow rates if actual saturation flow
rates are available.
Default lost time is .two seconds per phase.
Without local data to show otherwise, a peak-
hour factor of between 0.85 and 0.95 may be
assumed. Variations from these values must be
documented nnd justified. LOS analyses should.
be field-verified so that the results a~e
reasonably consistent with observation and
errors .in the analysis am more liltely to be
caught. A brief coremciliary on exigting
problem areas must be included in this section,
bringing existing problems to the _~___-ntion of the
The CMP requires that trtffic operstiorud
problends be mitigated to provide LOS E or
better operation. If the local jurisdiction.
requires mitigation to a higher LOS, this takes
precedence over the ClV[P requirements.
Related general plan issues.
The relationship to the general plan
should be identified. This section
should provide general background
information ~om the Traffic Circulation
Element of the General Plan, including
plans for the ultimate_ number of lanes,
new roadways planned for the future,
and other information that provides a
context for how the proposed project
interrel,,t~ with the future planned
transportation system.
Future conditions.
Traffic forecasts.
One of the primary products of the TIA
is the comparison of future trtffic
conditions with and without the project.
The primary forecasts will be for the
~ forecast year. (consult the CNIA
for the most currently applicable
forecast years - current forecast year is
2010). If a project is phased over a
development period past the OVIP
forecast year, a buildout forecast with
year 2010 backgto,md trsffic must also
of the forecast that need to be
considered: background traffic and
project traffic. Acceptable
methodologies for these forecasts are
described below:
Project Traffic Forecasts.
Two basic alternatives am available for
fo _r~_-_sting project traffic:
1. Manual method - Germ'sin project
trips ming rat~ from the ITE Trip
Generation report. Distribute and assign
C-5
Resolution No. 93-036
Page 13
San Bernardino County CMP
the trips b~ecl on the location. of t~e
project relative to the remainder of the
urban area and on the type of land use.
Rather than relying on pure judgment w
develop the distribution of projec~
traffic, the future year ~ model nip
table should be obtained from SCAG to
n~sist in making the distribution. T~e
percentage distribution should be
reasonably related to the location of and
the number of trips genentt~ by z~nes
surrounding the project. Computer-
assisted trip distribution ~nd a~signment
methods may be used as long as they
reasonably represent the travel
characteristics of the area in which the
project is located.
2. Use of local model - Create a zone
or zones that represent the project (if not
already contained in the local model).
The CNIP model may be used if new
zones are creat~ to represent the project
(it is unlikely that the CIvlP model will
already have zones small enough to
represent the project). The zone or
zones should include the exact
representation of driveway locations
with centroid connectors. A for~,a.~t of
project tra~c may be generated by
conducting a horizon year assignneat
without the projec~ nnd subtracting it
from a horizon year a~ignment with the
project. The diffm'ence betw~.n the two
assignments represents the project
traffic. It is important that the driveway
representations be exact to produce
acceptable turning movement volumes.
Some adjustments to the turning
movement volumes may be n__,_"~_J_ed,
depending on the adequacy of this
representation.
It should be noted that the above
methodologie~ may produce different
results, both in the generation of trips
and the distribution of trips. However,
both methocis will have application,
depending on the jurisdiction and on the
type and size of project.
Baciq~"ound Traffic Forecasts.
Background traffic refers to all traffic
other than the traffic associated with the
project itself. Several alternatives for
forecasting background traffic are:
1. For opening day analysis - Use
accepted growth rates provided by the
jurisdictions in which the nnnlysis is to
take place. Each jurisdiction's grow',h
~t_~ should be used for intersections
and segments within thatjursidiction. A
table of growth rates may be obtained
from the jurisdictions and may also be
documented in the nnnual ~ report.
2. For horizon year - Cities and/or
County should provide background
fot'~s.~ or growth factors. Local
models may be used to generate
intosection and segment forecasts
dh-ectly, if a traffic refinement process
is properly ~pplied to maximize the
quality ~i re~oaablene~ of the
foreC.~S. Alt~-rnntively, the CN!~p
model may be used to generat~ growth
factors by subarea, which may be
applied to existing into'section
seeneat volume. Ideally, cities
the County should establish the
b~rottlxl for~a~ts nnnually for use by
project a~licants.. Project applicants
may obtain the background forecasts
fi'om the city/county without having to
produce new forecuts. This approach is
c-6 c
ResolutionNo. 93-036
Page 14
San Bernardino County CMP
intended to min/mize conflict aq.d debate
over the forecasts provided, as would
occur if each applicant developed a
completely new set of background.
forecasts Until the city/county is in a
position to produce these forecasts on a
routine basis,' they may wish to use the
results of the background forecast~
from prior acceptable TIA reports as the
basis for background forecasts for other
of background traffic by each TI.A
report preparer is redundant, will only
create conilia among reports, and
should be avoided by the city/county
providing an acceptable background
forecast for use by all TIA report
preparers. The availability of such
forecasts should be established before
initiating the preparation of a TIA
report. If the CMP model is being
used as the basis for the forecast,
assume that the project is not included in
the CMP model forecast (unless it can
be definitively proven otherwise). If a
local model is being used, the
background traffic will be derived by
subtracting the project traffic from the
forecast where the project is already
represented in the model. Where the
project is not repre~,nted in the model,
the background traffic can be dix~-'tly
derived from the model (with
appropriate refinement to mainta/n
quality and reasonableness of the
forecasts).
A Note on Methodology for General
Plans and Specific Plans:
In the case of analysis of general plan'
revisions/updm~ or spedtic plans, the
same approach is applied as above.
However, the "project" to be anal~_~_
consists of the difference in land use
between the previously approved general
plan and the proposed revision to the
genera! plan. Unless otherwise agreed
by the local jurisdiction, the analysis
must assume the maximum intensity of
land uses allowed (i.e., worst case) on
the parcels to which the revision applies.
All new specific plans must be mnnly'Le~
as a project in total, based on worst case
assumptions. Although general plans
may not identify specific access
locations, the analysis must assume
access locations that are reasonable,
based on the location and size of the
plan.
Traffic added by project, general plan
revision/update, or specific plan.
'Vne methods for generating and
distributing project trips must be
consistent with the appropriate
methodology listed above. The tota~
number of nips generated by the projea
must be specified by land use. The
source of the trip generation rates must
be documenmd. Any assumed
reductions in trip generation rat~, such
as internal trips, and transit/TDM
reduaions must be dmannented. Pas~-
by trips may be allowed only for retail
pas~-by percentage and methodology of
applying pass-by trips must be consistent
with the es~mm,~ and methodology
contained in the ITE Trip Generation
report. The maximum pen:entage of
internal trips is 10 pert eat, which must
be justified by having a mixed-use
development of sufficient size. In
special cases, larger reductions may be
allowed; but the~ must be documented
and justified. Reductions for transit or
C-7
AEvem/t~' C
Resolution No. 93-036
Page 15
San Bernardino County CMP
Co
TDM must be accompanied by an
explanation of how the strategies will
actually be implemented and may
require a monitoring program. Projecx
trips (inbound and outbound) must be
identified on a graphic map for both the
pe~ hour or hours being studied.
Industrial uses must also show the
estimated number ~ distribution of
truck trips for the same hours. The
basis for the generation and distribution
of trips must be identified.
Transit and TDM cousiderations.
Tramit and travel demand management
strategies ~re a consideration in many
development projects. Requirements
within ~ jurisdiction are contained in
the local TDM ordinance, to be ~dopted
by each local jurisdiction as pm of the
CMP requirements. Examples of items
to include are location of transit sWps in
relationship to the proposed project,
designation of ridesharing cootdinner,
posting of i~formation on trait routes
and ridesharing information, provision
of transit passes, etc..
Traffic forecasts with and without the
project.
Provide a comparison of traffic volumes
with and without the project for the
appropriat~ peak hour or hours. The
comparison must be provided on a map
showing link volumes by d' _u~__ion. All
CMP ~ links with 50 or more peek
hour project trips (two-way) and
freeway links with 100 or more peak
hour projea trips (two-way) must be
shown. The factor to derive a peak
hour from the two-hour AM peak period
io
Fo
Go
is 55. The factor to derive a peak hour
from the three-hour PM peak is 35.
Future levels of service with and without
project.
Compute levels of service for CMP
segments and intersectious based on the
procedures in the 1985 Highway
Capacity Manual and subsequent
modifications, where applicable. Refer
to the p _roeed__ures adoprod in Chapter 2
of the CMP and-the assumptions
specified in section H.C of this
appendix. Copies of the volumes,
intersection geomeuy, capacity analysis
worksheets, and all relevani assumptions
must be k~uded as appendices to the
TIA report. It should be noted that the
v/c ratio and implied level of service
that can be output by mtvel demand
models are different from the level of
service analysis prescribed in this
section. The capacities used in the
model are not typically the same
aruflysis.
Description of projected level of service
problems.
Identify resulting levels of service for
intersections. and segments, as
appropriate, on a map for applicable
peak hours. Describe in ~he ~ext the
nature of expec~ level of service
problems. Describe any other impa~ts
that the project may also have on the
CI~ roadway network, particularly
access requiremants.
Project contribution to total new
volumes (forec~t minus existing) on
c-s ppe,u c
Resolution No. 93-036
Page 16
.gan Bernardino County CMP
Compute the ratio of traffic g.enerated
by the proposed development to the total
new traffic generated between the
existing condition and forecast year for
each analyzed lini~. The purpose of this
calculation is to identify the prop0nion
of volume increase that can be attributed
to the proposed project. 'Fnis will be a
necesssry component of any deficiency
plans prepared under the CMP at a later
date. The calculation is to be conducted
on a link basis for all CMP links
analyzed for all applicable peak hours.
The results may be shown on a map or
in a table.
Project mitigation.
The mitigation of project ira.naZiS is
designed to identify potential level of
service problems and to address them
before they actually occur. This will
also provide a framework for
negotiations between the local
jurisdiction and the project developer.
The CMA will not be involved in these
negotiations unless requestzd by a local
jurisdiction. Impacts beyond the
boundaries of the jurisdiction must be
identified in the same fashion as impacts
within the jurisdictional boundary.
Impacted local agerides oreaide the
boundary will be provided an
opportunity for rtnriew of the TIA
report. Negotiations with these outside
jurisdictions and with Caltrans is a
possible outcome, depending on the
magnitude and ~n_~re of the impacts.
For the CMP, the mitigations must
bring the roadway into conformance
with the LOS standards established for
the CMP. However, local ~gencies may.
require conformance to higher
standards, and these must be considered
Bo
in consultation with the local
jurisdiction. Measures to addres~ local
_nee~__s that are independent from the
CMP network may be included in the
TIA report, or'may be provided
separsiely. Consult the local jurisdiction
to de~'mine requirements which may be
beyond the requirements of the CMP.
The information required in this pan of
the TIA Repon is described below.
Other transportation improvements
already programmed (should be assumed
in forecasO.
Roadway improven~,,nts needed w
msint-in CMP level of service standard.
These should include an evaluation of
latin-section turn lanes, signaliTJtion,
sig!lal coordi-~tion, and link lane
additions, at a minire,re. If a freeway
is involved, ian~ requirements and ramp
trt,~me-ts to solve level of service
deficiencies must be e~'tnrnin~. Prior
suglies on the sam~ sections may be
furnished to the preparer of the TIA,
and such studies may be referenced if
they do, in fact, provide the necessary
mitigation for the proposed project.
However, the calculation of percentage
of contribution of the project to the
~wth in ~ffic must still be pwvided
for the sppropriate peak hours, as
described earlier. If the physical or
environmental constraints make
mitigation unlikely in order that the
contribution may be used to ira?rove
Level of service elsewhere on the
system. The point of referencing a
previously conducted study is to avoid
unn-ce~y duplication of effort on the
same sections of roadway. Copies of
previously conducted relevant studies in
C-9
Appe~_!r C
Resolution No. 93-036
Page 17
San Bernardino County CMP
the area may be obtained from the local
jurisdictions or the CMA, inclt{diag any
plans resulting from the anaual modellag
runs for the CMP.
Other improvements needed to maln~i,
the LOS standard.
In some cases, additional transit and
TDM strategies beyond what was in the
original assumptions may be n__,,c~_ sary
to provide an adequate mitigation.
These must be described and the method
for implementation musx be discussed.
Level of service with improvements.
The level of service with improvements
must be computed and shown on a map
or table along with the traffic level of
service without improvements. Delay
values, freeway volume/capacity ratios,
or other measures of level of service
must be included in the results (could be
in an appendix) along with the letter
designation.
The costs of mitigating deficiencies must
be estimated for deficiencies that occur
either within or outside the boundaries
of the jurisdiction. The costs must be
identified separately for each jurisdiction
and for Caltrans roadways. Prior
studies sad cost estimates by Caltrans
and other jurisdictions may be
referenc_-~_. Used together with the
analysis conduc~d in Se~xion HIG, this
will provide an approxim~ion of projea
contribution to the needed
improvements. This esfim~e is
prepared for discussion purposes with
the local jurisdiction and with
Vo
Bo
neighboriag jurisdictions and Caltram.
It does not imply any legal responsibility
or formula for contributions to
mitigations. If a mitigation is identified
az necessary to bring a deficiency into
conformance with .the level of service
standard, but physical or environmen~
constraints make the improvement
impractical, an equivalent contribution
should be considered to improve the
LOS elsewhere on the system.
Relationship to other elements.
While the measures required to address
air quality problems 'are not required for
the TIA Report, they may be required as
p~t of a CEQA review. The TIA
Report may be integrated with
environmental documents prepared for
CEQA requirements. This is at the
discretion of the local jurisdiction.
Conclusions and recommendations.
Summary of pwposed mitigations and
Provide a sumu~y of the impacts,
pwposed mitigations, and the costs of
the mitigations. A cost estim~"- for the
proposed mitigations must be included.
Generalized unit costs will be &vnilable
from either Calt~ans, the local
jurisdiction, or the CMA. The source
of the unit cost ~timnt~ ~ must be
specified in the TIA reDon.
Other recommendations.
List any other recommendations that
should be brought tO the -_--,Rion of the
local jurisdiction, the CMA, or Caltrans.
This may include anticipated problems
C-10 Appeoff_;r C
Resolution No. 93-036
Page 18
San Bernardino County CMP
beyond the forec~t year or on .portions
of the network not analyzed.
Summary List of Typical Figures and Tables to
Be Included in a TIA Report:
· Project location and study area (map)
· Project size by land use (table)
Trips generated by !and use for AM and
PM weekday peak hours of adjacent
street traffic and for daily traffic
inbound and outbound (table) and other
applicable peak hours
List of other planned trn.sportation
improvements affecting the project
Existing intersection and link volumes
and levels of service (map)
Distribution and assignment of project
trips (map)
Forecast traffic without project and with
project for applicable peak hours (map
or table)
Levels of service without project and
with project (map or table)
Improvements required to mitigate
project impacts (ms? and/or uble)
Ratio of project traffic to new traffic
(new .traffic means the difference
between existing and forecast) on
anal~ links (map or table)
Improvement costs by jurisdiction and
for Caltrnn~ roadways
C-11
~ Bemordino County CMP
Resolution No. 93-036
Page 19
ATFA~ I TO APPENDIX C
SUMMAR~Y OF ANALYSIS ASSUMPTIONS
FOR THE CMP TRAFFIC IMPACT ANALYSIS GUID~'~-nqES
Methodology
Assumptions -
Saturation Flows
Case (i)
1985 HCM operational analysis.
Optimi,_~4 signal timing/phasing for future signal analysis, unless assumed to be
in a coordinated system, in which case estimated actual cycle length is used. The
maximum cycle length for a single signalized intersection or system should
normnlly be 130 seconds.
10 second minimum phase time, including change interval. -
Average arrivals, unless a coordi~nt~4 sigllal syst~n di_~t~ otherwise.
Ideal lane width (12 feet).
2 second lost time/phase.
"Required" solution if analysis by CAPSSI.
Exclusive right turn lane is assumed to exist if pavement is wide enough to
permit a separate right turn, even if it is not striped.
A full saturation flow rate can be assumed for an extra lane provided just on the
upstream of the intersection only if this lane also extends at least 600 fi
downsueam of the intersection (or to the next downsream intersection).
PHF -- 0.95 for 2010 analysis.
The lane utilization factor may also be set at 1.00 when the v/c ratio for the lane
group approaches 1.0, as lanes tend to be more equally utilized in such
situations.
When field saturation flow rates and any special intersection characteristics are
not available, the following adjusted saturation flow rates are re~ommended for
Level of Sin'vice analysis.
Exclusive thru :
Exclusive left
Exclusive right
Exclusive double left:
Exclusive triple left
1800 vphgpl
: 1700 vphgpl
: 1800 vphgpi
1600 vphgpl
: 1500 vphgpl or less
C-12
· 4RyeS__ f,' C
Resolution No. 93-036
Page 20
Note:
Ose Oi)
If Highway Capacity Software is used, all the factors in
the ~amration flow adjustment worksheet should be
Field saturation flow r~_!~_ should be used if they are available and any special
traffic or geometric characteristics should also be taken into account if known to
affect traffic flow.
Freewlys
Capacity of 2,200 vehicles/hour/lane
5 % trucks (includes u-acks, buses and RV's)
Peak hour factor of .98 for congested areas and .90 - .92 for less congested areas
Directional distribution of 55 % and 45 %, if using non-directional volumes fi'om C. altrans volume
book
Design speed of 70 mph
Volumes used from Caltrans' annual volume book are assumed to be PM peak hour. AM peak
mainline volumes assumed as 90% of PM peak, if using Cal~xans volume book
SNI~ Controlled Int,,~,e~nn
1985 HCM for 2-way stop
1990 Michael Kyte Method for 4-way stop (available through Me Trans, University of Florida
Two I ln~. Hi--ways: Chwl~r 8 HCM
Mountainous:
Rolling:
Fiat:
g~ade > 6%
3 - 6% up and down ~rades
0 - 3 % up and down grades
Area Type - Rural
Suburban
% of no pasiing zone: 60% for mountainous
40% for wiling
20% for fiat
Volume considered as two way volume
Peak hour factor depends on two way volume (Table 8-3 HCM)
% of RV's ranges from I - 5 %
C-13 Append~ C
San Benmrdino Coun~ CMP
Lane widths 10 - 12 ft.
Design speed of S0 - 65 mph, depends ~pon specific locations
Resolution No. 93-036
Page 21
Multilane Hi!,hways: New Chlpter 7 HCM
Capacity - 2,200 vph
85th percentile speed
Peak hour factor .85 - rural
.87 - .92 suburban
Peak hour directional volume = 60% of bidirectional volume
1) Maximum internal trip percentage is 10% unless higher can be justified
2) Pass by trips
3)
Retail uses and fast food restaurants only
Use ITE procedures to estimate percentage
For analysis at entry points into site, driveway volume is not reduced
(i.e., trip generation rate is still the same). Rather', trips are
redistributed based on the assumed prevalent directions of pass-by trips
(see recommended FIE procedure).
Reductiom for transit or TDM are a maximum of 10% unless higher can be justified.
1)
If a new traffic generating development project (other than a single fnmily residential unit) within
A Federally desi&mated urbs,i,_~ area abuts a state highway or abuts a highway that intersects
a state highway within 500 feet of that intersection, the local jurisdiction in which the
development occurs must notify Caltrans and the CMA.
2) The TIA procea_ures will be reviewed at least every six moaths. Forward comments to the CMA.
3) Industrial uses must show estimn~_~! number and distribution'of truck trips for peak hours.
Intersections will be considered deficient if the critical v)c ratio equals or excel_ s 1.0, even if
the level of service defined by the delay value is below the defined LOS standard.
All the computer-generated traffic forecasts should be refitned for use in TIA Reports to provide
the best estimate of future volumes possible.
c:~pmjeeu\ 1590~tia&sum
C- 14 App~v~_~? C