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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