APPENDIX I. Traffic Study

Transcription

1 APPENDIX I Traffic Study

2 May 24, 2017 Mr. Tom Dodson Tom Dodson & Associates 2150 North Arrowhead Avenue San Bernardino, CA SUBJECT: LIBERTY LANE APARTMENTS FOCUSED TRAFFIC ASSESSMENT Dear Mr. Tom Dodson: The firm of Urban Crossroads, Inc. is pleased to submit this Focused Traffic Assessment to Tom Dodson & Associates (Client) for the Liberty Lane Apartments ( Project ), which is located at the southwest corner of Texas Street and Lugonia Avenue, in the City of Redlands. The purpose of this effort is the assess the peak hour intersection operations at the intersection of Texas Street and Lugonia Avenue based on review of current (2017) traffic counts and field observation of peak hour traffic operations at the intersection. EXISTING (2017) TRAFFIC COUNTS Manual AM and PM peak hour turning movement counts were conducted on May 11, 2017 at the intersection of Texas Street and Lugonia Avenue. The raw manual peak hour turning movement traffic count data sheets are included in Attachment A. A review of the new traffic counts indicates an increase in both AM and PM peak hour volumes at the intersection as compared to those previously collected in December 2015 when the analysis for Texonia Park Apartments Traffic Impact Analysis (January 29, 2016, referred to as 2016 Traffic Study ) was conducted. However, as presented in Table 1, the intersection of Texas Street and Lugonia Avenue is currently operating at acceptable level of service (LOS) (i.e., LOS C ), and will continue to operate at acceptable LOS (LOS C ) even with the addition of Project traffic also presented in Table 1. LOS worksheets are provided in Attachment B. MAY 2017 FIELD OBSERVATION In addition to standard delay based LOS calculations, and in an abundance of caution, site location observations were conducted at the intersection of Texas Street and Lugonia Avenue during both peak hours. Video recordings of peak traffic flows during each peak hour were collected, and reviewed to ensure that actual on the ground conditions were congruent with calculated LOS. Results showed no issues in peak hour operations (i.e., most vehicles were able to clear the intersection in one cycle), and turn pockets provided adequate storage for left-turning vehicles on Lugonia Avenue. As such, we Traffic Memo

3 Mr. Tom Dodson Tom Dodson & Associates May 24, 2017 Page 2 of 2 conclude that the new traffic counts and field observations support the analysis results previously presented in 2016 Traffic Study. Screenshots of the heaviest congestion observed during peak hour conditions are presented in Attachment C. If you have any questions, please contact me directly at (949) Respectfully submitted, URBAN CROSSROADS, INC. Pranesh Tarikere, PE Senior Engineer Aric Evatt, PTP President Traffic Memo

4 Table 1 Existing (2017) Existing plus Project Intersection Approach Lanes 1 Delay 2 Level of Delay 2 Level of Traffic NB SB EB WB (secs.) Service (secs.) Service # Intersection Control 3 L T R L T R L T R L T R AM PM AM PM AM PM AM PM 1 Texas Street / Lugonia Avenue TS 0 1 d C C C C 1 When a right turn is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. 2 Per the 2000 Highway Capacity Manual, overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown. 3 TS = Traffic Signal Intersection Analysis for Existing (2017) and Existing plus Project Conditions L = Left; T = Through; R = Right; d= Defacto Right Turn Lane; 1 = Improvement

5 Traffic Memo ATTACHMENT A TRAFFIC COUNTS MAY 2017

6 Counts Unlimited PO Box 1178 Corona, CA (951) City of Redlands N/S: Texas Street E/W: Lugonia Avenue Weather: Clear File Name : REDTELUAM Site Code : Start Date : 5/11/2017 Page No : 1 Groups Printed- Total Volume Texas Street Southbound Lugonia Avenue Westbound Texas Street Northbound Lugonia Avenue Eastbound Start Time Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Exclu. Total Inclu. Total Int. Total 07:00 AM :15 AM :30 AM :45 AM Total :00 AM :15 AM :30 AM :45 AM Total Grand Total Apprch % Total % Texas Street Southbound Lugonia Avenue Westbound Texas Street Northbound Lugonia Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM :30 AM :45 AM :00 AM Total Volume % App. Total PHF

7 Counts Unlimited PO Box 1178 Corona, CA (951) City of Redlands N/S: Texas Street E/W: Lugonia Avenue Weather: Clear File Name : REDTELUAM Site Code : Start Date : 5/11/2017 Page No : 2 Texas Street Out In Total Right 265 Thru 20 Left Peak Hour Data Lugonia Avenue Out In Total Left 157 Thru 19 Right Peak Hour Begins at 07:15 AM Total Volume North Right Thru Left Out In Total Lugonia Avenue Left 79 Thru 103 Right Out In Total Texas Street

8 Counts Unlimited PO Box 1178 Corona, CA (951) City of Redlands N/S: Texas Street E/W: Lugonia Avenue Weather: Clear File Name : REDTELUAM Site Code : Start Date : 5/11/2017 Page No : 3 Texas Street Southbound Lugonia Avenue Westbound Texas Street Northbound Lugonia Avenue Eastbound Start Time Left Thru Right App. App. App. App. Left Thru Right Left Thru Right Left Thru Right Total Total Total Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:15 AM 07:15 AM 07:30 AM 08:00 AM +0 mins mins mins mins Total Volume % App. Total PHF Int. Total

9 Counts Unlimited PO Box 1178 Corona, CA (951) City of Redlands N/S: Texas Street E/W: Lugonia Avenue Weather: Clear File Name : REDTELUPM Site Code : Start Date : 5/11/2017 Page No : 1 Groups Printed- Total Volume Texas Street Southbound Lugonia Avenue Westbound Texas Street Northbound Lugonia Avenue Eastbound Start Time Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Left Thru Right RTOR App. Total Exclu. Total Inclu. Total Int. Total 04:00 PM :15 PM :30 PM :45 PM Total :00 PM :15 PM :30 PM :45 PM Total Grand Total Apprch % Total % Texas Street Southbound Lugonia Avenue Westbound Texas Street Northbound Lugonia Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM :15 PM :30 PM :45 PM Total Volume % App. Total PHF

10 Counts Unlimited PO Box 1178 Corona, CA (951) City of Redlands N/S: Texas Street E/W: Lugonia Avenue Weather: Clear File Name : REDTELUPM Site Code : Start Date : 5/11/2017 Page No : 2 Texas Street Out In Total Right 157 Thru 28 Left Peak Hour Data Lugonia Avenue Out In Total Left 826 Thru 104 Right Peak Hour Begins at 05:00 PM Total Volume North Right Thru Left Out In Total Lugonia Avenue Left 100 Thru 248 Right Out In Total Texas Street

11 Counts Unlimited PO Box 1178 Corona, CA (951) City of Redlands N/S: Texas Street E/W: Lugonia Avenue Weather: Clear File Name : REDTELUPM Site Code : Start Date : 5/11/2017 Page No : 3 Texas Street Southbound Lugonia Avenue Westbound Texas Street Northbound Lugonia Avenue Eastbound Start Time Left Thru Right App. App. App. App. Left Thru Right Left Thru Right Left Thru Right Total Total Total Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 05:00 PM 04:30 PM 05:00 PM 04:45 PM +0 mins mins mins mins Total Volume % App. Total PHF Int. Total

12 Location: Redlands Date: 5/11/2017 N/S: Texas Street Day: Thursday E/W: Lugonia Avenue PEDESTRIANS 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM TOTAL VOLUMES: North Leg East Leg South Leg West Leg Texas Street Lugonia Avenue Texas Street Lugonia Avenue TOTAL :00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM TOTAL VOLUMES: North Leg East Leg South Leg West Leg Texas Street Lugonia Avenue Texas Street Lugonia Avenue TOTAL Counts Unlimited P.O. Box 1178 Corona, CA (951)

13 Location: Redlands Date: 5/11/2017 N/S: Texas Street Day: Thursday E/W: Lugonia Avenue BICYCLES 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM TOTAL VOLUMES: North Leg East Leg South Leg West Leg Texas Street Lugonia Avenue Texas Street Lugonia Avenue TOTAL :00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM TOTAL VOLUMES: North Leg East Leg South Leg West Leg Texas Street Lugonia Avenue Texas Street Lugonia Avenue TOTAL Counts Unlimited P.O. Box 1178 Corona, CA (951)

14 ATTACHMENT B INTERSECTION ANALYSIS WORKSHEETS FOR EXISTING (2017) AND E+P CONDITIONS Traffic Memo

15 EXAM Wed May 24, :06:45 Page LIBERTY LANE APARTMENTS FOCUSED TIA (JN:11039) Existing (2017) Conditions AM Peak Hour Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Texas Street (NS) / Lugonia Avenue (EW) ******************************************************************************** Cycle (sec): 85 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 23.2 Optimal Cycle: 74 Level Of Service: C ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: B B B C C C C B B D C C HCM2kAvgQ: ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix (c) 2008 Dowling Assoc. Licensed to URBAN CROSSROADS, IRVINE

16 EXPM Wed May 24, :08:38 Page LIBERTY LANE APARTMENTS FOCUSED TIA (JN:11039) Existing (2017) Conditions PM Peak Hour Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Texas Street (NS) / Lugonia Avenue (EW) ******************************************************************************** Cycle (sec): 85 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 22.9 Optimal Cycle: 74 Level Of Service: C ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: C C C C C C C C C D B B HCM2kAvgQ: ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix (c) 2008 Dowling Assoc. Licensed to URBAN CROSSROADS, IRVINE

17 E+P AM Wed May 24, :07:26 Page LIBERTY LANE APARTMENTS FOCUSED TIA (JN:11039) Existing plus Project Conditions AM Peak Hour Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Texas Street (NS) / Lugonia Avenue (EW) ******************************************************************************** Cycle (sec): 85 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 23.3 Optimal Cycle: 74 Level Of Service: C ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: Added Vol: PasserByVol: Initial Fut: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: B B B C C C C B B D C C HCM2kAvgQ: ******************************************************************************** Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to URBAN CROSSROADS, IRVINE

18 E+P PM Wed May 24, :07:47 Page LIBERTY LANE APARTMENTS FOCUSED TIA (JN:11039) Existing plus Project Conditions PM Peak Hour Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Texas Street (NS) / Lugonia Avenue (EW) ******************************************************************************** Cycle (sec): 85 Critical Vol./Cap.(X): Loss Time (sec): 12 Average Delay (sec/veh): 23.2 Optimal Cycle: 74 Level Of Service: C ******************************************************************************** Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: Y+R: Lanes: ! Volume Module: Base Vol: Growth Adj: Initial Bse: Added Vol: PasserByVol: Initial Fut: User Adj: PHF Adj: PHF Volume: Reduct Vol: Reduced Vol: PCE Adj: MLF Adj: FinalVolume: Saturation Flow Module: Sat/Lane: Adjustment: Lanes: Final Sat.: Capacity Analysis Module: Vol/Sat: Crit Moves: **** **** **** Green/Cycle: Volume/Cap: Delay/Veh: User DelAdj: AdjDel/Veh: LOS by Move: C C C C C C C C C D B B HCM2kAvgQ: ******************************************************************************** Note: Queue reported is the number of cars per lane. Traffix (c) 2008 Dowling Assoc. Licensed to URBAN CROSSROADS, IRVINE

19 Traffic Memo ATTACHMENT C SCREENSHOTS FROM VIDEO RECORDING MAY 2017

20 Northbound on Texas (AM Peak Hour) Northbound on Texas (PM Peak Hour) Southbound on Texas (AM Peak Hour) Southbound on Texas (PM Peak Hour) Traffic Memo

21 EB on Lugonia (AM Peak Hour) EB on Lugonia (PM Peak Hour) WB on Lugoniia (AM Peak Hour) WB on Lugonia (PM Peak Hour) Traffic Memo

22 Texonia Park Apartments TRAFFIC IMPACT ANALYSIS CITY OF REDLANDS DRAFT PREPARED BY: Aric Evatt, PTP (949) x204 Pranesh Tarikere, PE (949) x205 JANUARY 29, 2016 (REVISED) Report

23 TABLE OF CONTENTS TABLE OF CONTENTS... III APPENDICES... V LIST OF EXHIBITS... VI LIST OF TABLES... VII LIST OF ABBREVIATED TERMS... VIII 1 INTRODUCTION Project Overview Analysis Scenarios Study Area Summary of Project Impacts and Mitigation Measures Summary of Cumulative Impacts and Mitigation Measures Mitigation Summary On-Site Roadway and Site Access Improvements METHODOLOGIES Level of Service Intersection Capacity Analysis Traffic Signal Warrant Analysis Methodology LOS Criteria Thresholds of Significance AREA CONDITIONS Existing Circulation Network City of Redlands General Plan Circulation Element Bicycle and Pedestrian Facilities Transit Service Existing (2015) Traffic Counts Existing (2015) Conditions Intersection Operations Analysis PROJECTED FUTURE TRAFFIC Project Trip Generation Project Trip Distribution Modal Split Project Trip Assignment Background Traffic Cumulative Development Traffic Horizon Year (2040) Volume Development EXISTING PLUS PROJECT TRAFFIC CONDITIONS Roadway Improvements Existing plus Project Traffic Volume Forecasts Intersection Operations Analysis Traffic Signal Warrants Analysis Existing Plus Project Impacts OPENING YEAR (2017) TRAFFIC CONDITIONS Roadway Improvements

24 6.2 Opening Year (2017) Without Project Traffic Volume Forecasts Opening Year (2017) With Project Traffic Volume Forecasts Intersection Operations Analysis Traffic Signal Warrants Analysis Opening Year (2017) Impacts HORIZON YEAR (2040) TRAFFIC CONDITIONS Roadway Improvements Horizon Year (2040) Without Project Traffic Volume Forecasts Horizon Year (2040) With Project Traffic Volume Forecasts Intersection Operations Analysis Traffic Signal Warrants Analysis Horizon Year (2040) Cumulative Impacts SITE ACCESS AND ON-SITE CIRCULATION On-Site Roadway Improvements Site Access Improvements Conclusion REFERENCES

25 APPENDICES APPENDIX 1.1: APPROVED TRAFFIC STUDY SCOPING AGREEMENT APPENDIX 3.1: EXISTING TRAFFIC COUNTS DECEMBER 2015 APPENDIX 3.2: EXISTING (2015) CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 5.1: EXISTING PLUS PROJECT CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 5.2: EXISTING PLUS PROJECT CONDITIONS TRAFFIC SIGNAL WARRANT ANALYSIS APPENDIX 6.1: OPENING YEAR (2017) WITHOUT PROJECT CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 6.2: OPENING YEAR (2017) WITH PROJECT CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 6.3: OPENING YEAR (2017) WITH PROJECT CONDITIONS TRAFFIC SIGNAL WARRANT ANALYSIS APPENDIX 7.1: HORIZON YEAR (2040) WITHOUT PROJECT CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 7.2: HORIZON YEAR (2040) WITH PROJECT CONDITIONS INTERSECTION OPERATIONS ANALYSIS WORKSHEETS APPENDIX 7.3: HORIZON YEAR (2040) WITH PROJECT CONDITIONS TRAFFIC SIGNAL WARRANT ANALYSIS 5

26 LIST OF EXHIBITS EXHIBIT 1-1: PRELIMINARY SITE PLAN EXHIBIT 1-2: LOCATION MAP EXHIBIT 1-3: SITE ACCESS AND SITE ADJACENT ROADWAY RECOMMENDATIONS EXHIBIT 3-1: EXISTING NUMBER OF THROUGH LANES AND INTERSECTION CONTROLS EXHIBIT 3-2: CITY OF REDLANDS GENERAL PLAN CIRCULATION ELEMENT EXHIBIT 3-3: CITY OF REDLANDS GENERAL PLAN ROADWAY CROSS-SECTIONS EXHIBIT 3-4: CITY OF REDLANDS BIKE PATHS AND TRAILS PLAN EXHIBIT 3-5: EXISTING PEDESTRIAN FACILITIES EXHIBIT 3-6: EXISTING TRANSIT ROUTES EXHIBIT 3-7: EXISTING (2015) CONDITIONS AVERAGE DAILY TRAFFIC AND PEAK HOUR VOLUMES EXHIBIT 4-1: PROJECT TRIP DISTRIBUTION EXHIBIT 4-2: PROJECT ONLY AVERAGE DAILY TRAFFIC (ADT) AND PEAK HOUR VOLUMES EXHIBIT 4-3: CUMULATIVE DEVELOPMENT PROJECT LOCATION MAP EXHIBIT 5-1: EXISTING PLUS PROJECT AVERAGE DAILY TRAFFIC (ADT) AND PEAK HOUR VOLUMES EXHIBIT 6-1: OPENING YEAR (2017) WITHOUT PROJECT AVERAGE DAILY TRAFFIC (ADT) AND PEAK HOUR VOLUMES EXHIBIT 6-2: OPENING YEAR (2017) WITH PROJECT AVERAGE DAILY TRAFFIC (ADT) AND PEAK HOUR VOLUMES EXHIBIT 7-1: HORIZON YEAR (2040) WITHOUT PROJECT AVERAGE DAILY TRAFFIC (ADT) AND PEAK HOUR INTERSECTION VOLUMES EXHIBIT 7-2: HORIZON YEAR (2040) WITH PROJECT AVERAGE DAILY TRAFFIC (ADT) AND PEAK HOUR INTERSECTION VOLUMES EXHIBIT 8-1: SITE ACCESS AND SITE ADJACENT ROADWAY RECOMMENDATIONS

27 LIST OF TABLES TABLE 1-1: INTERSECTION ANALYSIS LOCATIONS TABLE 2-1: SIGNALIZED INTERSECTION LOS THRESHOLDS TABLE 2-2: UNSIGNALIZED INTERSECTION LOS THRESHOLDS TABLE 3-1: INTERSECTION ANALYSIS FOR EXISTING (2015) CONDITIONS TABLE 4-1: PROJECT TRIP GENERATION SUMMARY TABLE 4-2: SUMMARY OF CUMULATIVE DEVELOPMENT PROJECTS TABLE 5-1: INTERSECTION ANALYSIS FOR EXISTING PLUS PROJECT CONDITIONS TABLE 6-1: INTERSECTION ANALYSIS FOR OPENING YEAR (2017) CONDITIONS TABLE 7-1: INTERSECTION ANALYSIS FOR HORIZON YEAR (2040) CONDITIONS

28 LIST OF ABBREVIATED TERMS (1) Reference ADT Average Daily Traffic Caltrans California Department of Transportation CEQA California Environmental Quality Act CMP Congestion Management Program DIF Development Impact Fee DU Dwelling Units E+P Existing Plus Project FHWA Federal Highway Administration HCM Highway Capacity Manual ITE Institute of Transportation Engineers LOS Level of Service MUTCD Manual on Uniform Traffic Control Devices PHF Peak Hour Factor Project Texonia Park Apartments SANBAG San Bernardino Associated Governments SBTAM San Bernardino Transportation Analysis Model sf Square Feet TIA Traffic Impact Analysis tsf Thousand Square Feet vphg vehicle per hour of green 8

29 1 INTRODUCTION This report presents the results of the traffic impact analysis (TIA) for the proposed Texonia Park Apartments ( Project ) located at the southwest corner of Texas Street and Lugonia Avenue in the City of Redlands as shown on Exhibit 1-1. The purpose of this traffic impact analysis is to evaluate the potential impacts to traffic and circulation associated with the development of the proposed Project, and to recommend improvements to mitigate impacts considered significant in comparison to established regulatory thresholds. The scope of this study has been developed through consultation with the City of Redlands, and follows the City of Redlands s traffic study requirements. The approved Project Traffic Study Scoping agreement with the City of Redlands is provided in Appendix 1.1 of this TIA. 1.1 PROJECT OVERVIEW The proposed Project is anticipated to include the development of 80 apartment units with a mix of one, two and three bedroom units. The proposed Project will be a supportive housing development targeting veterans living with mental illness and low-income families. As illustrated on Exhibit 1-1, the Project will have a Leasing/Community Room component that will offer social services or mental health counseling exclusively to the residents of the Project. For the purposes of this traffic study, the Project is anticipated to be completed and occupied by Trips generated by the Project s proposed land uses have been estimated based on trip generation rates collected by the Institute of Transportation Engineers (ITE) as presented in ITE s most current edition of Trip Generation (9th Edition, 2012). The Project is anticipated to generate a net total of approximately 532 trip-ends per day with 41 AM peak hour trips and 50 PM peak hour trips. The assumptions and methods used to estimate the Project s trip generation characteristics are discussed in detail in Section 4.1 Project Trip Generation of this report. 1.2 ANALYSIS SCENARIOS For the purposes of this traffic study, potential impacts to traffic and circulation have been assessed for each of the following conditions: Existing (2015) (1 scenario) Existing plus Project (1 scenario) Opening Year (2017), Without and With Project (2 scenarios) Horizon Year (2040), Without and With Project (2 scenarios) EXISTING (2015) CONDITIONS Information for Existing (2015) conditions is disclosed to represent the baseline traffic conditions as they existed at the time this report was prepared. 9

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31 1.2.2 EXISTING PLUS PROJECT CONDITIONS The Existing Plus Project (E+P) analysis determines significant traffic impacts that would occur on the existing roadway system with the addition of Project traffic. Pursuant to the approved scoping agreement with the City of Redlands, the E+P analysis is intended to identify the Project-specific impacts associated solely with the development of the proposed Project based on a comparison of the E+P traffic conditions to Existing conditions OPENING YEAR (2017) CONDITIONS The Opening Year (2017) conditions analysis determines the near-term cumulative traffic impacts based on a comparison of the with Project traffic scenario to the without Project traffic scenario. To account for background traffic growth, traffic associated with other known cumulative development projects in conjunction with an ambient growth factor of 4.04% (2 percent per year over 2 years, compounded annually) is included for Opening Year (2017) traffic conditions. The Opening Year (2017) conditions analysis will be utilized to determine if improvements funded through regional transportation mitigation fee programs, such as the City of Redlands Development Impact Fee (DIF) program, or other approved funding mechanism can accommodate the near-term cumulative traffic at the target level of service (LOS) identified in the City of Redlands General Plan. If the funded improvements can provide the target LOS, then the Project s payment into these fee programs will be considered as cumulative mitigation through the conditions of approval HORIZON YEAR (2040) CONDITIONS The Horizon Year (2040) conditions analysis will be utilized to determine if improvements funded through local and regional transportation mitigation fee programs, such as the City of Redlands Development Impact Fee (DIF) program, or other approved funding mechanism can accommodate the long-range cumulative traffic at the target LOS identified by the City of Redlands (lead agency). If the planned and funded improvements can provide the target LOS, then the Project s payment into these fee programs will be considered as cumulative mitigation for the long-range traffic impacts. The Horizon Year (2040) traffic conditions presented in this analysis were developed using the San Bernardino Transportation Analysis Model (SBTAM). Forecasted turning movement volumes were compared to Existing (2015) and Opening Year (2017) traffic conditions to ensure growth for Horizon Year (2040) traffic conditions. Where necessary, the initial estimates have been adjusted to achieve reasonable growth. 1.3 STUDY AREA To ensure that this TIA satisfies the City of Redlands traffic study requirements, Urban Crossroads, Inc. prepared a Project traffic study scoping package for review by City of Redlands staff prior to the preparation of this report. The Agreement provides an outline of the Project study area, trip generation, trip distribution, and analysis methodology. The Agreement approved by the City of Redlands is included in Appendix

32 1.3.1 INTERSECTIONS The following three study area intersection locations shown on Exhibit 1-2 and listed in Table 1-1 were selected for this TIA based on the City of Redlands traffic study requirements that require analysis of intersection locations in which a proposed Project is anticipated to contribute 50 or more peak-hour trips and in consultation with City of Redlands staff during the scoping process. TABLE 1-1: INTERSECTION ANALYSIS LOCATIONS ID Intersection Location Jurisdiction 1 Texas Street / Lugonia Avenue Redlands 2 Texas Street / Driveway 1 Future Intersection Redlands 3 Texas Street / Driveway 2 Future Intersection Redlands It should be pointed out that the 50 peak hour trip criterion utilized by the City of Redlands per their traffic study guidelines and is also consistent with the methodology defined in Appendix C of the County of San Bernardino Congestion Management Program (CMP). (1) Although each intersection may have unique operating characteristics, the 50 peak hour trip criterion is a valid and proven way to establish a study area as it generally represents a threshold of trips at which an intersection would have the potential to be impacted. It should be noted that the Project does not contribute 50 or more peak hour trips to the intersection of Texas Street at Lugonia Avenue. However, as this intersection is adjacent to the Project site, it has been included for analysis. 1.4 SUMMARY OF PROJECT IMPACTS AND MITIGATION MEASURES Based on the City of Redlands significance criteria, there were no study area intersections that were found to be impacted by the Project for E+P traffic conditions. Section 5 Existing Plus Project Traffic Analysis includes the detailed analysis results. 1.5 SUMMARY OF CUMULATIVE IMPACTS AND MITIGATION MEASURES As described in detail within Section 6 Opening Year (2017) Traffic Conditions and Section 7 Horizon Year (2040) Traffic Conditions, the study area intersections are not anticipated to experience operational deficiencies. As such, the Project is not anticipated to contribute to any cumulative impacts. 1.6 MITIGATION SUMMARY Construction of site adjacent improvements and payment of traffic related City of Redlands Development Impact Fees (DIF) will mitigate all traffic impacts caused by this Project. 12

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34 Texonia Park Apartments Traffic Impact Analysis 1.7 ON-SITE ROADWAY AND SITE ACCESS IMPROVEMENTS The Project is proposed to access Texas Street via two driveways. Driveway 1 will be restricted to rightin/right-out access only and Driveway 2 will provide full access. The Project will construct improvements on the site adjacent roadways of Texas Street and Lugonia Avenue. Regional access to the Project site will be provided by the I-10 and SR-210 Freeways. Roadway improvements necessary to provide site access and on-site circulation are assumed to be constructed in conjunction with site development and are described below. These improvements should be in place prior to occupancy. The recommended site-adjacent roadway improvements for the Project are described below. These improvements need to be incorporated into the project description prior to Project approval or imposed as conditions of approval as part of the Project approval. Exhibit 1-3 illustrates the site-adjacent roadway improvement recommendations ON-SITE ROADWAY IMPROVEMENTS Lugonia Avenue Lugonia Avenue is an east-west oriented roadway located along the Project s northern boundary. Construct Lugonia Avenue from the Project s western boundary to Texas Street along the Project s frontage at its ultimate half-section width as a Major Arterial (106-foot right-of-way) in compliance with the applicable City of Redlands standards. Texas Street Texas Street is a north-south oriented roadway located along the Project s eastern boundary. Construct Texas Street from Lugonia Avenue to the Project s southern boundary along the Project s frontage at its ultimate half-section width as a Minor Arterial (88-foot right-of-way) in compliance with the applicable City of Redlands standards. Wherever necessary, roadways adjacent to the Project, site access points and site-adjacent intersections will be constructed to be consistent with the recommended roadway classifications and respective crosssections in the City of Redlands General Plan SITE ACCESS IMPROVEMENTS Texas Street at Driveway 1 Install a stop control on the eastbound approach and construct the intersection with the following geometrics: Northbound Approach: One through lane. Southbound Approach: One shared through-right turn lane. Eastbound Approach: One right turn lane, with pork-chop to restrict access to right-in/right-out only. Westbound Approach: Not applicable. Texas Street at Driveway 2 Install a stop control on the eastbound approach and construct the intersection with the following geometrics: Northbound Approach: One shared left-through turn lane Report 14

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36 Texonia Park Apartments Traffic Impact Analysis Southbound Approach: One shared through-right turn lane. Eastbound Approach: One shared left-right turn lane. Westbound Approach: Not applicable. On-site traffic signing and striping should be implemented in conjunction with detailed construction plans for the Project site. Sight distance at each project access point should be reviewed with respect to standard Caltrans and City of Redlands sight distance standards at the time of preparation of final grading, landscape and street improvement plans Report 16

37 2 METHODOLOGIES This section of the report presents the methodologies used to perform the traffic analyses summarized in this report. The methodologies described are generally consistent with City of Redlands and San Bernardino County Congestion Management Program (CMP) traffic study guidelines. (1) 2.1 LEVEL OF SERVICE Traffic operations of roadway facilities are described using the term "Level of Service" (LOS). LOS is a qualitative description of traffic flow based on several factors such as speed, travel time, delay, and freedom to maneuver. Six levels are typically defined ranging from LOS A, representing completely freeflow conditions, to LOS F, representing breakdown in flow resulting in stop-and-go conditions. LOS E represents operations at or near capacity, an unstable level where vehicles are operating with the minimum spacing for maintaining uniform flow. 2.2 INTERSECTION CAPACITY ANALYSIS The definitions of LOS for interrupted traffic flow (flow restrained by the existence of traffic signals and other traffic control devices) differ slightly depending on the type of traffic control. The LOS is typically dependent on the quality of traffic flow at the intersections along a roadway. The Highway Capacity Manual (HCM) methodology expresses the LOS at an intersection in terms of delay time for the various intersection approaches. (2) The HCM uses different procedures depending on the type of intersection control SIGNALIZED INTERSECTIONS The City of Redlands requires signalized intersection operations analysis based on the methodology described in Chapter 16 of the HCM. (3) Intersection LOS operations are based on an intersection s average control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. For signalized intersections LOS is directly related to the average control delay per vehicle and is correlated to a LOS designation as described in Table 2-1. TABLE 2-1: SIGNALIZED INTERSECTION LOS THRESHOLDS Level of Service Description Average Control Delay (Seconds) A Operations with very low delay occurring with favorable progression and/or short cycle length. 0 to

38 Level of Service Description Average Control Delay (Seconds) B Operations with low delay occurring with good progression and/or short cycle lengths to C Operations with average delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures begin to appear to D Operations with longer delays due to a combination of unfavorable progression, long cycle lengths, or high V/C ratios. Many vehicles stop and individual cycle failures are noticeable to E Operations with high delay values indicating poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent occurrences. This is considered to be the limit of acceptable delay to F Operation with delays unacceptable to most drivers occurring due to over saturation, poor progression, or very long cycle lengths and up Source: HCM 2000, Chapter 16 The LOS analysis for signalized intersections has been performed using optimized signal timing. This analysis has included an assumed lost time of four seconds per critical phase in accordance with San Bernardino County CMP recommended default values. (2) Signal timing optimization has considered pedestrian safety and signal coordination requirements. Appropriate time for pedestrian crossings has also been considered in the signalized intersection analysis. The two study area intersections have been analyzed using the software package Traffix (Version 8.0 R1, 2008). The peak hour traffic volumes have been adjusted using a peak hour factor (PHF) to reflect peak 15 minute volumes. Common practice for LOS analysis is to use a peak 15-mintue rate of flow. However, flow rates are typically expressed in vehicles per hour. The PHF is the relationship between the peak 15-minute flow rate and the full hourly volume (e.g. PHF = [Hourly Volume] / [4 x Peak 15-minute Flow Rate]). The use of a 15-minute PHF produces a more detailed analysis as compared to analyzing vehicles per hour. Existing PHFs have been used for all analysis scenarios. Per Chapter 8 of the HCM 2000, PHF values over 0.95 often are indicative of high traffic volumes with capacity constraints on peak hour flows while lower PHF values are indicative of greater variability of flow during the peak hour. (2) Saturation flow rates of 1,800 vehicles per hour of green (vphg) for through and right-turn lanes and 1,700 vphg for single left-turn lanes have been assumed for all capacity analysis under Existing (2015) and Opening Year (2017) conditions. For Horizon Year (2040) conditions, saturation flow rates of 1,900 vphg for through 18

39 and right-turn lanes and 1,800 vphg for single left-turn lanes have been assumed. These saturation flow rates are consistent with the recommended values in the CMP. (1) UNSIGNALIZED INTERSECTIONS The City of Redlands requires the operations of unsignalized intersections be evaluated using the methodology described in Chapter 17 of the HCM. (2) The LOS rating is based on the weighted average control delay expressed in seconds per vehicle (see Table 2-2). TABLE 2-2: UNSIGNALIZED INTERSECTION LOS THRESHOLDS Level of Service Description Average Control Delay Per Vehicle (Seconds) A Little or no delays. 0 to B Short traffic delays to C Average traffic delays to D Long traffic delays to E Very long traffic delays to F Extreme traffic delays with intersection capacity exceeded. > Source: HCM 2000, Chapter 17 At two-way or side-street stop-controlled intersections, LOS is calculated for each controlled movement and for the left turn movement from the major street, as well as for the intersection as a whole. For approaches composed of a single lane, the delay is computed as the average of all movements in that lane. 2.3 TRAFFIC SIGNAL WARRANT ANALYSIS METHODOLOGY The term "signal warrants" refers to the list of established criteria used by Caltrans and other public agencies to quantitatively justify or ascertain the potential need for installation of a traffic signal at an otherwise unsignalized intersection. This TIA uses the signal warrant criteria presented in the latest edition of the Federal Highway Administration s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD), as amended by the MUTCD 2014 California Supplement, for the unsignalized Project driveway. (3) The signal warrant criteria are based upon several factors, including volume of vehicular and pedestrian traffic, frequency of accidents, and location of school areas. Both the FHWA s MUTCD and the MUTCD 19

40 2014 California Supplement indicate that the installation of a traffic signal should be considered if one or more of the signal warrants are met. (3) As the existing study area intersection of Texas Street at Lugonia Avenue is currently signalized, this TIA will assess the potential need for a traffic signal at the future Project driveway based on future average daily traffic (ADT) volumes, using the Caltrans planning level ADT-based signal warrant analysis worksheets. The traffic signal warrant analysis for future conditions is presented in Section 5 Existing Plus Project Traffic Analysis, Section 6 Opening Year (2017) Traffic Analysis and Section 7 Horizon Year (2040) Traffic Analysis of this report. It is important to note that a signal warrant defines the minimum condition under which the installation of a traffic signal might be warranted. Meeting this threshold condition does not require that a traffic control signal be installed at a particular location, but rather, that other traffic factors and conditions be evaluated in order to determine whether the signal is truly justified. It should also be noted that signal warrants do not necessarily correlate with LOS. An intersection may satisfy a signal warrant condition and operate at or above acceptable LOS or operate below acceptable LOS and not meet a signal warrant. 2.4 LOS CRITERIA The definition of an intersection deficiency has been obtained from each of the applicable surrounding jurisdictions. The City of Redlands has set the goal for acceptable LOS as LOS C or better, for study area intersections. 2.5 THRESHOLDS OF SIGNIFICANCE For purposes of analyzing California Environmental Quality Act (CEQA) impacts, the E+P scenario will be used to establish direct project impacts. To determine whether the addition of Project traffic at a study intersection results in a significant impact, the following thresholds of significance have been utilized: A significant impact occurs at a study intersection if the addition of project trips causes the peak hour LOS to fall from acceptable (LOS A, B, C, D or see applicable jurisdictional LOS criteria) to and unacceptable (LOS E or F or see applicable jurisdictional LOS criteria) The Project will be responsible for fully mitigating its impacts to bring an intersection back to an acceptable LOS equal to, or better than pre-project conditions. Cumulative traffic impacts are deficiencies that are not directly caused by the Project, but occur as a result of regional growth combined with that or other nearby cumulative development projects. The Project s contribution to a particular cumulative transportation deficiency is deemed cumulatively considerable if the Project adds significant traffic to the forecasted deficiency (as measured by the 50 or more peak hour trip threshold). A Project s contribution to a cumulatively considerable impact can be reduced to less than significant if the Project is required to implement or fund its fair share of improvements designed to alleviate the potential cumulative impact. If full funding of future cumulative improvements is not reasonably assured, a temporary unmitigated cumulative impact may occur until the needed improvement is fully funded and constructed. 20

41 3 AREA CONDITIONS This section provides a summary of the existing circulation network, the City of Redlands General Plan Circulation Network, and a review of existing peak hour intersection operations, freeway mainline operations and traffic signal warrants. 3.1 EXISTING CIRCULATION NETWORK Pursuant to the Traffic Study Scoping Agreement (Appendix 1.1 ) and discussion with City of Redlands staff, the study area includes a total of two existing and future intersections as shown previously on Exhibit 1-2. Of these two intersections, the existing study area circulation network includes the intersection of Texas Street at Lugonia Avenue. The second intersection is the planned Project driveway that does not currently exist. Exhibit 3-1 illustrates the study area around the proposed Project and identifies the number of through traffic lanes for existing roadways and intersection traffic controls. 3.2 CITY OF REDLANDS GENERAL PLAN CIRCULATION ELEMENT As previously noted, the Project site is located within the City of Redlands. Exhibit 3-2 shows the City of Redlands General Plan Circulation Element, and Exhibit 3-3 illustrates the City of Redlands General Plan roadway cross-sections. The roadway classifications and planned (ultimate) roadway cross-sections of the major roadways within the study area, as identified on the City of Redlands General Plan Circulation Element, are described subsequently. Major Arterials can accommodate four or six travel lanes and may have raised medians. These facilities carry high traffic volumes and are the primary thoroughfares linking Redlands with adjacent cities and the regional highway system. Right of way (including sidewalks) on these facilities varies between 110 and 132 feet depending on the number of lanes. The study area roadway of Lugonia Avenue within the City of Redlands is classified as a Major Arterial. Minor Arterials can accommodate two or four travel lanes and may be undivided or accommodate a two-way left-turn-lane. These facilities carry traffic along the perimeters of major developments, provide support to the major and primary highways, and are also through streets enabling traffic to travel uninterrupted for longer distances through the City. Right of way (including sidewalks) on these facilities varies between 72 and 88 feet depending on the number of lanes. The study area roadway of Texas Street within the City of Redlands is classified as a Minor Arterial. 3.3 BICYCLE AND PEDESTRIAN FACILITIES Exhibit 3-4 illustrates the planned trails and bikeways in the vicinity of the Project as included on the City of Redlands Bikeways and Trails Plan. As shown, there is a planned Class III bikeway along Texas Street. 21

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46 Field observations conducted in January 2014 indicate nominal pedestrian and bicycle activity within the study area. Existing pedestrian facilities within the study area are shown on Exhibit 3-5. Existing bus stop locations, crosswalks and sidewalks are shown. As shown, not all pedestrian facilities in the vicinity of the Project are constructed. However, there is pedestrian access to the adjacent Texonia Park on the opposite side of Lugonia Avenue. 3.4 TRANSIT SERVICE The study area is currently served by Omnitrans, a public transit agency serving various jurisdictions within San Bernardino County, with bus service along Lugonia Avenue via Route 15. The existing bus route provided within the area by Omnitrans is shown on Exhibit 3-6. Route 15 passes the proposed Project along the northern boundary on Lugonia Avenue. Transit service is reviewed and updated by Omnitrans periodically to address ridership, budget and community demand needs. Changes in land use can affect these periodic adjustments which may lead to either enhanced or reduced service where appropriate. Based on the route provided on Exhibit 3-6, it appears that Route 15 would serve the Project in the future. 3.5 EXISTING (2015) TRAFFIC COUNTS Manual AM and PM peak hour turning movement counts were conducted on December 8, The raw manual peak hour turning movement traffic count data sheets are included in Appendix 3.1. Existing (2015) average daily traffic (ADT) volumes on arterial highways throughout the study area are shown on Exhibit 3-7. Existing (2015) ADT volumes are based upon factored intersection peak hour counts collected by Urban Crossroads, Inc. using the following formula for each intersection leg: Weekday PM Peak Hour (Approach Volume + Exit Volume) x 12 = Leg Volume Comparison between the PM peak hour and daily traffic volumes typically indicate that the peak-to-daily relationship of approximately eight to nine percent would sufficiently estimate average daily traffic (ADT) volumes for planning-level analyses. As such, it was determined that the above equation could be utilized to approximate the ADT volume on the study area segments based on the same relationship (i.e., 8-9 percent PM peak-to-daily relationship). Existing (2015) AM and PM peak hour intersection volumes are also shown on Exhibit EXISTING (2015) CONDITIONS INTERSECTION OPERATIONS ANALYSIS Existing (2015) peak hour traffic operations have been evaluated for the intersection of Texas Street at Lugonia Avenue based on the analysis methodologies presented in Section 2.2 Intersection Capacity Analysis of this report. The intersection operations analysis results are summarized in Table 3-1 which indicates that the intersection of Texas Street at Lugonia Avenue is currently operating at acceptable LOS (LOS C or better) during both the AM and PM peak hours. The intersection operations analysis worksheets are included in Appendix 3.2 of this TIA. 26

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50 Table 3 1 Intersection Analysis for Existing (2015) Conditions Intersection Approach Lanes 1 Delay 2 Level of Traffic NB SB EB WB (secs.) Service # Intersection Control 3 L T R L T R L T R L T R AM PM AM PM 1 Texas Street / Lugonia Avenue TS 0 1 d B C 2 Texas Street / Driveway 1 Future Intersection 3 Texas Street / Driveway 2 Future Intersection When a right turn is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. TS = Traffic Signal L = Left; T = Through; R = Right; d= Defacto Right Turn Lane Per the 2000 Highway Capacity Manual, overall average intersection delay and level of service are shown for intersections with a traffic signal or all way stop control. For intersections with cross street stop control, the delay and level of service for the worst individual movement (or movements sharing a single lane) are shown. 30

51 4 PROJECTED FUTURE TRAFFIC This section presents the traffic volumes estimated to be generated by the Project, as well as the Project s trip assignment onto the study area roadway network. The proposed Project is anticipated to include the development of 80 apartment units with a mix of one, two and three bedroom units. The proposed Project will be a supportive housing development targeting veterans living with mental illness and low-income families. As illustrated previously on Exhibit 1-1, the Project will have a Leasing/Community Room component that will offer social services or mental health counseling exclusively to the residents of the Project. The Project is anticipated to be completed and occupied by The Project is proposed to access Texas Street via a full access Driveway. 4.1 PROJECT TRIP GENERATION Trip generation represents the amount of traffic which is both attracted to and produced by a development. Determining traffic generation for a specific project is therefore based upon forecasting the amount of traffic that is expected to be both attracted to and produced by the specific land uses being proposed for a given development. The Institute of Transportation Engineers (ITE) Trip Generation manual is a nationally recognized source for estimating site specific trip generation. (4) Trip generation rates used to estimate Project traffic and the subsequent trip generation summary are shown in Table 4-1. The trip generation rates are based upon data collected by ITE for the Apartments land use (ITE Land Use Code 220) in their recently published manual. As shown on Table 4-1, the Project is anticipated to generate a net total of approximately 532 trip-ends per day with 41 AM peak hour trips and 50 PM peak hour trips. 4.2 PROJECT TRIP DISTRIBUTION Trip distribution is the process of identifying the probable destinations, directions or traffic routes that will be utilized by Project traffic. The potential interaction between the planned land uses and surrounding regional access routes are considered, to identify the route where the Project traffic would distribute. The Project trip distribution was developed based on anticipated travel patterns to and from the Project site in conjunction with City of Redlands staff. The trip distribution pattern of Project trips is heavily influenced by the geographical location of the site, the location of surrounding uses, and the proximity to the regional freeway system. Exhibit 4-1 illustrates trip distribution pattern for the Project. Trip Distribution - 10% of trips head to/come from north on Texas Street - 35% of trips head to/come from south on Texas Street - 35% of trips head to/come from west on Lugonia Avenue - 20% of trips head to/come from east on Lugonia Avenue 31

52 Table 4 1 Project Trip Generation ITE LU AM Peak Hour PM Peak Hour Daily Land Use Code Units 2 Inbound Outbound Total Inbound Outbound Total Trip Generation Rates 1 Apartments 220 DU AM Peak Hour PM Peak Hour Land Use Quantity Units 2 Inbound Outbound Total Inbound Outbound Total Trip Generation Summary Daily Texonia Park Apartments 80 DU Trip Generation Source: ITE (Institute of Transportation Engineers) Trip Generation, 9th Edition, DU = Dwelling Units 32

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