MEMORANDUM TERESA MCCLISH, COMMUNITY DEVELOPMENT DIRECTOR

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1 MEMORANDUM TO: FROM: BY: SUBJECT: TRAFFIC COMMISSION TERESA MCCLISH, COMMUNITY DEVELOPMENT DIRECTOR MATTHEW DOWNING, PLANNING MANAGER CONSIDERATION OF LOT MERGER AND CONDITIONAL USE PERMIT ; CONSTRUCTION OF AN APPROXIMATELY 3,150 SQUARE-FOOT FAST-FOOD RESTAURANT WITH DRIVE-THRU; LOCATION 727 EL CAMINO REAL (WESTERN CORNER OF EL CAMINO REAL, FAEH AVENUE, AND BELL STREET); APPLICANT ELA FOODS, INC.; REPRESENTATIVE KEITH SIMON DATE: AUGUST 14, 2017 RECOMMENDATION: It is recommended that the Traffic Commission review the proposed project and provide comments and advisement to the Planning Commission. IMPACT ON FINANCIAL AND PERSONNEL RESOURCES: None. BACKGROUND: The subject property is a vacant, City-owned parcel located at the western corner of the intersection of El Camino Real, Faeh Avenue, and Bell Street, at 727 El Camino Real (Attachment 1). The site primarily fronts El Camino Real and Faeh Avenue and includes ten (10) City improved Park & Ride spaces on El Camino Real. The site is part of the Highway Mixed-Use (HMU) zoned corner, bounded by El Camino Real, Faeh Avenue, and Halcyon Road. Across Faeh Avenue are residences in the adjoining Single Family zoning district. ANALYSIS OF ISSUES: Project Description The proposed project consists of the construction of a 3,146 square-foot, fast-food restaurant with a drive-thru on an approximately 34,625 square-foot vacant commercial site. A Lot Merger is required to merge the ten (10) antiquated underlying lots spread across the parcel, while a Conditional Use Permit is required for the new commercial building. The building is proposed to be one (1) story, with a maximum building height of twenty-one feet ten inches (21 10 ) from finished floor to the top of the tallest roof parapet. The building is proposed to be located in the southern portion of the site closest to Faeh Avenue, allowing vehicular access from El Camino Real and Faeh

2 ARCHITECTURAL REVIEW COMMITTEE CONSIDERATION OF LOT MERGER AND CONDITIONAL USE PERMIT AUGUST 14, 2017 PAGE 2 Avenue, with vehicular egress from the drive-thru onto Faeh Avenue. The remainder of the site will include surface parking totaling thirty-one (31) spaces and landscaped areas doubled as retention basins for stormwater. Parking Parking for fast-food restaurants is required at a ratio of one space per seventy-five square-feet (1/75) of building space accessible by the public. The proposed project includes 1,575 square-feet of floor space accessible to the public, resulting in a parking requirement of twenty-one (21) spaces. In total, thirty-one (31) parking spaces are being provided, exceeding the City s requirements. Access The proposed project would develop one (1) project driveway on El Camino Real and two (2) driveways on Faeh Avenue. The El Camino Real driveway would be a thirty foot (30 ) wide driveway providing full access into and out of the site. The larger driveway on Faeh Avenue would be twenty-five feet (25 ) and would provide full access into and out of the site. The third driveway would be approximately twelve feet (12 ) wide and would be an exit only driveway for the drive-thru customers. According to the traffic study, onethird of the project trips were estimated to exit the site on the drive-thru. The traffic study indicates that the remaining driveways would have adequate throat depth to accommodate the remaining vehicular trips. Trip Generation Trip Generation was developed for the proposed project using the Institute of Transportation Engineers (ITE) Trip Generation factors. The project is anticipated to generate seventy-four (74) net AM peak hour trips and fifty-three (53) net PM peak hour trips. Trip Distribution Trip distribution was developed based on the City s Travel Demand Model, existing traffic flow patterns, geographic location of the project site, and location of other similar destinations. This Area Intentionally Left Blank

3 ARCHITECTURAL REVIEW COMMITTEE CONSIDERATION OF LOT MERGER AND CONDITIONAL USE PERMIT AUGUST 14, 2017 PAGE 3 Impacts Five (5) scenarios were modeled as part of the project s traffic impact analysis report. Those modeling scenarios are: Existing Conditions; Existing plus Approved/Pending Projects Conditions; Existing plus approved/pending Projects plus Project Conditions; Cumulative No Project Conditions; and Cumulative plus Project Conditions. Of the analyzed intersections, the intersections at Brisco Road/El Camino Real, E. Grand Avenue/El Camino Real, and Brisco Road/US 101 Northbound Ramps do not meet operation performance policy goals, with the first two intersections operating at LOS D and LOS F/E conditions, respectively, under the Existing plus Approved/Pending Project plus Project Conditions, and all three intersections operating at LOS F, LOS F, and LOS D conditions respectively, under the Cumulative plus Project Conditions. The Traffic Impact Analysis Report indicates that while the proposed project does not create a significant impact at these intersections in and of itself, the project does contribute trips to the intersections and therefore a pro-rata share for future improvements is an appropriate mitigation of the project s contribution to these impacts.

4 ARCHITECTURAL REVIEW COMMITTEE CONSIDERATION OF LOT MERGER AND CONDITIONAL USE PERMIT AUGUST 14, 2017 PAGE 4 PUBLIC NOTIFICATION AND COMMENT: The Agenda was posted at City Hall and on the City s website in accordance with Government Code Section No comments have been received. Attachments: 1. Traffic Impact Analysis Report

5 ATTACHMENT 1 Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Prepared for: Prepared by:

6 POPEYE'S LOUISIANA KITCHEN TRANSPORTATION IMPACT ANALYSIS DRAFT REPORT Prepared For: 300 E. Branch Street Arroyo Grande, CA Prepared By: Omni-Means, Ltd. 669 Pacific Street, Suite A San Luis Obispo, CA (805) JULY

7 TABLE OF CONTENTS Introduction... 1 Existing Transportation System... 1 Data Collection & Existing Traffic Volumes... 3 Existing Pedestrian & Bicycle Facilities... 4 Existing Transit Services... 5 Traffic Analysis Parameters... 6 Analysis Methodology... 9 Existing Traffic Operations... 9 Project Location and Description Project Site Access Project Trip Generation Trip Reductions Pass-by/Diverted Linked Trips Project Trip Nature, Distribution, and Assignment Existing plus Approved/Pending Projects Short Term (Approved/Pending) Projects Trip Generation Existing plus Approved/Pending Projects plus Project Cumulative Conditions Cumulative No Project Traffic Volumes Cumulative plus Project Freeway Ramp Conditions Existing and Cumulative Conditions Recommended Mitigation Measures Existing plus Approved/Pending Projects plus Project Conditions Year 2035 Base plus Project Conditions Pro Rata Share Calculations Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page i

8 LIST OF FIGURES Figure 1 - Project Location and Vicinity Map... 2 Figure 2 - Bicycle & Trail Network Plan... 4 Figure 3 - SoCoTransit Route Map... 5 Figure 4 - Existing Control and Lane Geometrics Figure 5 - Existing Traffic Volumes Figure 6 - Project Site Access Figure 7 - Project Trip Distribution Figure 8 - General Plan Land Uses Figure 9 - Existing plus Approved/Pending Projects Volumes Figure 10 - Existing plus Approved/Pending Projects plus Project Volumes Figure 11 - Cumulative No Project Volumes Figure 12 - Cumulative plus Project Volumes LIST OF TABLES Table 1 LOS Criteria and Definition For Intersections... 7 Table 2 Existing Conditions: Intersection LOS Table 3 Weekday Project Trip Generation Table 4 Approved/Pending Projects Table 5 Approved/Pending Projects Trip Generation Table 6 Existing plus Approved/Pending Projects conditions: Intersection LOS Table 7 Existing plus Approved/Pending Projects plus Project conditions: Intersection LOS Table 8 Cumulative No Project Conditions: Intersection LOS Table 9 Cumulative plus Project Conditions: Intersection LOS Table 10 Existing & Cumulative With and Without Project Scenarios: Freeway Ramp Conditions Table 11 Existing & Cumulative With and Without Project Scenarios: Freeway Ramp segment Weaving Conditions Table 12 Year 2035 Base plus Project PM Peak Hour Queuing Analysis: E. Grand Avenue between El Camino Real & US 101 SB Ramps Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page ii

9 Table 13 Pro Rata Share Calculations APPENDIX Project Site Plan Level of Service Worksheets Peak-Hour Warrant-3 Worksheets AM & PM Peak Hour Traffic Counts Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page iii

10 Introduction The has retained Omni-Means to prepare a Transportation Impact Analysis Report (TIAR) for the proposed Popeye s Louisiana Kitchen, proposed to be located at the corner of the intersection of El Camino Real/Faeh Avenue/Bell Street in Arroyo Grande (shown on Figure 1). The site s address is 727 El Camino Real, Arroyo Grande. The proposed project includes approximately 3,200 square feet of fast food restaurant area with a drive-thru as indicated by the Site Plan dated March 2, 2017, (included in the Appendix). The following scenarios are analyzed as a part of the TIAR, as established in the original Scope of Work and approved by the City and Caltrans in the Draft Memorandum of Assumptions (MOA) dated May 16, Existing Conditions; Existing plus Approved/Pending Projects Conditions; Existing plus Approved/Pending Projects plus Project Conditions; Cumulative No Project Conditions; and, Cumulative plus Project Conditions. For each scenario, intersection AM and PM peak hour capacity analyses identifying traffic operations is provided. In addition, potential transportation-related effects of the proposed development includes a review of safety for pedestrian and bicycle access/circulation and vehicular mobility. Transportation improvements required to maintain acceptable vehicular, pedestrian, bicycle access and safety at all locations are identified and documented under the Impacts and Mitigation section of this report. Existing Transportation System The following roadways provide primary circulation within the City for Arroyo Grande and in the vicinity of the propose project. US 101 is a major north-south freeway facility that traverses along coastal California. US 101 serves as the principal inter-regional auto and truck travel route that connects San Luis Obispo County (and other portions of the Central Coast) with the San Francisco Bay Area to the north and the Los Angeles urban basin to the south. Within San Luis Obispo County, US 101 provides major connections between and through several cities and communities. Through the Five Cities (Arroyo Grande, Grover Beach, Oceano, Pismo Beach, Shell Beach) area of the San Luis Obispo County, US 101 represents a major recreational as well as commuter travel route and generally consists of a four-lane divided freeway cross-section with 65 mph posted speed limits. Within the, US 101 forms full-access interchanges with Oak Park Boulevard, Brisco Road/Halcyon Road and Grand Avenue/Branch Street as well as partial interchange access at Traffic Way and Fair Oaks Avenue. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 1

11 / PROJECT LOCATION I I ~.!:; " "' f 1~~_J ~--1,--~-----'~~~ "'l Popeye's Louisiana Kitchen TIAR Project Location and Vicinity Map 6/28/2017 9: 23 AM L: \PRJ\2308\ T2308\ T2308TG001.DWG

12 East Grand Avenue is a primary east-west arterial in Arroyo Grande that extends from East Branch Street just east of the junction with US 101 west to the City of Grover Beach where it becomes West Grand Avenue, and then continues west to the intersection with State Route 1. East Branch Street serves residences, businesses, schools and local government offices in the Historic Village in the downtown area and extends north as State Route 227 to the City of San Luis Obispo. The primary purpose of this corridor is to serve local, recreational and commuter within the Five Cities area and to connect the downtown with the region. El Camino Real is a two-lane north-south arterial that generally extends from the City limits in the north/west to E. Grand Avenue in central Arroyo Grande. El Camino Real runs parallel to and south of US 101 and functions as a frontage road to provide local access and relieve congestion to the freeway. According to the City s 2012 Bicycle & Trails Master Plan, El Camino Real is an Existing Class II facility for bikes. El Camino Real is the project s northern boundary and provides access via a project driveway. Currently, on-street parking exists on El Camino Real and a public ridesharing parking area is provided for commuters. Approximately 75 diagonal parking stalls are located north El Camino Real and 10 diagonal parking stall are made available on the south side of the street that adjoin the property of the proposed project. However, the ridesharing parking lot is not for customers or employees from the proposed project. Halcyon Road is primarily a north-south undivided arterial between El Camino Real and Zenon Way. At the intersection of El Camino Real and Halcyon Road, there is access to the US 101 Southbound ramps. There is a short break in the route at Highway1/Cienaga Street (SR 1). Halcyon Road is a two-lane arterial through most of its route; south of Mesa View Road (SR 1), it is classified as a collector. Halcyon Road is a four-lane arterial between Grand Avenue and Olive Street in Arroyo Grande. Halcyon Road continues as a two-lane collector South of Cabrillo Highway (south). Faeh Avenue is a two-lane local street that extends from Halcyon Road to El Camino Real. The unstriped road is approximately 40 wide (curb to curb) and provides for on-street parking. Faeh Avenue is proposed to provide primary access to the project via two project driveways: one full-access driveway and another exit only driveway for drive-thru customers exiting the site. Brisco Road is an arterial connecting between W. Branch Street and E. Grand Avenue, with intersections at northbound US 101 ramps and El Camino Real. Also measuring 40 wide from curb to curb, Brisco Road allows on-street parking on both sides of the street. Data Collection & Existing Traffic Volumes The following intersections were established through consultations with the City of Arroyo Grande and will be analyzed for this study. Traffic counts were taken March 2017 during the peak hours of 7:00 am to 9:00 am and 4:00 pm to 6:00 pm. 1. Brisco Road/W. Branch Street 2. Brisco Road/US 101 NB Ramps 3. Brisco Road/El Camino Real 4. El Camino Real/N Halcyon Road/US 101 SB Ramps 5. Faeh Avenue/N Halcyon Road 6. Faeh Avenue/Bell Street/El Camino Real Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 3

13 7. E Grand Avenue/Halcyon Road 8. E Grand Avenue/El Camino Real 9. E Grand Avenue/US 101 SB Off Ramp 10. E Grand Avenue/US 101 SB On Ramp 11. E Grand Avenue/US 101 NB Ramps Per the project's Site Plan, two (2) project driveways are proposed onto Faeh Avenue and one (1) project driveway is proposed on El Camino Real. Existing Pedestrian & Bicycle Facilities The adopted the 2012 Bicycle & Trail Master Plan that includes proposed bicycle and pedestrian trails (reference Figure 2), as well as on-street bicycle facilities to complete the partial network already in place in the City and County. The plan encourages the use of walking and bicycling and recognizes three classes of bikeways: Class I Multi Use Path typically known as bike paths, Class I facilities are multi-use facilities that provide a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Figure 2 - Bicycle & Trail Network Plan Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 4

14 Class II Bike Lane known as bike lanes, Class II facilities provide a striped and signed lane for one way bicycle travel on each side of a street or highway. The minimum width for bike lanes ranges between four and five feet depending upon the edge of roadway conditions (curbs). Bike lanes are demarcated by a six-inch white stripe, signage and pavement legends. Class III Bike Route known as bike routes, Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network. Bike Boulevards are streets with low motorized traffic volumes and speeds, designated and designed to give bicycle travel priority. Bike Boulevards use signs, pavement markings, and speed and volume management measures to discourage through trips by motor vehicles and create safe, convenient bicycle crossings of busy arterial streets. In the project vicinity, there is an Existing Class II Bike Route on El Camino Real between Elm Street and E. Grand Avenue; a proposed Class II Bike Route on Halcyon Road between E. Grand Avenue and El Camino Real; and, a proposed Class II Bike Route along the E. Grand Avenue corridor between Elm Street and El Camino Real. Existing Transit Services The public transportation is provided by South County Area Transit (SCAT), a branch of San Luis Obispo Regional Transit Authority (SLORTA). SCAT routes 21, 22, 24, 27 and 28 serve major roadways in the City. Out of those routes, SCAT routes 21, 27 and 28 directly serve the project area as identified in Figure 3. As a result, ample transit opportunities exist within close proximity of the proposed project. Figure 3 - SoCoTransit Route Map Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 5

15 Traffic Analysis Parameters This TIAR provides a planning level evaluation of traffic conditions, which is considered sufficient for CEQA/NEPA clearance purposes. The planning level evaluation incorporates appropriate heavy vehicle adjustment factors, peak-hour factors, and signal lost-time factors. LOS operations have been determined using HCM-2010 methodologies for determining intersection delay, incorporating the aforementioned factors. The following subsections outline the methodology and analysis parameters used to quantify traffic operations at study intersections. Intersection LOS Methodologies Levels of Service (LOS) have been calculated for all intersection control types using the methods documented in the Transportation Research Board Publication Highway Capacity Manual, Traffic operations have been quantified through the determination of Level of Service (LOS). Level of Service is a qualitative measure of traffic operating conditions, whereby a letter grade A through F is assigned to an intersection or roadway segment representing progressively worsening traffic conditions. For signalized intersections and All-Way-Stop- Controlled (AWSC) intersection, the intersection delays and LOS are average values for all intersection movements. For Two-Way-Stop-Controlled (TWSC) intersections, the intersection delays and LOS is representative of those for the worst-case movement. LOS definitions for different types of intersection controls are outlined in Table 1. Synchro 9 Modeling The Synchro Version 9 software suite by Trafficware has been used to implement the HCM analysis methodologies. The peak hour capacity tables contained in this report present the intersection delay and LOS estimates as calculated using the Synchro software. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 6

16 Level of Service A B C D E F Stable Flow TABLE 1 LOS CRITERIA AND DEFINITION FOR INTERSECTIONS Type of Flow Delay Maneuverability Very slight delay. Progression is very Turning movements are favorable, with most vehicles arriving easily made, and nearly during the green phase not stopping at all drivers find freedom of all. operation. Stable Flow Stable Flow Approaching Unstable Flow Unstable Flow Forced Flow Good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. Higher delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, although many still pass through the intersection without stopping. The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high volume-to-capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. Generally considered to be the limit of acceptable delay. Indicative of poor progression, long cycle lengths, and high volume-to-capacity ratios. Individual cycle failures are frequent occurrences. Generally considered to be unacceptable to most drivers. Often occurs with over saturation. May also occur at high volume-to-capacity ratios. There are many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors. References: 2010 Highway Capacity Manual Vehicle platoons are formed. Many drivers begin to feel somewhat restricted within groups of vehicles. Back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted Maneuverability is severely limited during short periods due to temporary back-ups. There are typically long queues of vehicles waiting upstream of the intersection. Jammed conditions. Back-ups from other locations restrict or prevent movement. Volumes may vary widely, depending principally on the downstream back-up conditions. Stopped Delay/Vehicle All- Way Signalized Unsignalized Stop < 10.0 < 10.0 < 10.0 >10.0 and < 20.0 >20.0 and < 35.0 >35.0 and < 55.0 >55.0 and < 80.0 >10.0 and < 15.0 >15.0 and < 25.0 >25.0 and < 35.0 >35.0 and < 50.0 >10.0 and < 15.0 >15.0 and < 25.0 >25.0 and < 35.0 >35.0 and < 50.0 > 80.0 > 50.0 > 50.0 Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 7

17 Level of Service Thresholds The General Plan Circulation Element specifies minimum level-of-service standards for all the streets and intersections within the City's jurisdiction. In section CT2, the City establishes the following performance standards for acceptable LOS: CT2. Attain and maintain Level of Service (LOS) C or better on all streets and controlled intersections. CT2-1 Where deficiencies exist, mitigate to an LOS D at a minimum and plan improvement to achieve LOS C (LOS E or F unacceptable = significant adverse impact unless Statement of Overriding Considerations or CEQA Findings approved). The design and funding for such planned improvements shall be sufficiently definite to enable construction within a reasonable period of time. In addition to the designated LOS C as the minimum acceptable LOS standard on City facilities, Caltrans LOS policy for state highways will also be implemented. The Caltrans published Guide for the Preparation of Traffic Impact Studies (dated December 2002) states the following: Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State highway facilities, however, Caltrans acknowledges that this may not be always feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. Consistent with Caltrans policies quoted above and City policies, LOS C has been taken as the general threshold for acceptable operations at study intersections and roadway segments maintained by the City, and LOS C has been taken as the general threshold for acceptable operations at study intersections and roadways maintained by the State. General Plan EIR Statement of Overriding Considerations During the 2001 update of the City General Plan, the City Council by Resolution No made findings regarding the Environmental Impact Report (EIR) for the General Plan Update, and adopted a Statement of Overriding Considerations for certain unavoidable significant impacts relating to water, air quality and traffic. Resolution No states, in part, "that based on information set forth in the Final EIR and in the Statement of Significant Environmental Effects and Mitigation Measures, the adverse environmental effects related to circulation/transportation are significant environmental effects that cannot be entirely mitigated or avoided if the Project [General Plan Update] is approved because they are regional in nature and cannot be mitigated by the City policies alone." The Resolution further states "based on the Final EIR and the Statement of Significant Environmental Effects and Mitigation Measures, and other documents in the record, all remaining unavoidable significant environmental effects of the 2001 General Plan Update are overridden by the benefits of the Project [General Plan Update] as described in the Statement of Overriding Considerations." The 2001 General Plan EIR Statement of Significant Environmental Effects and Mitigation Measures lists a potentially significant impact under Section VI: "Transportation and Circulation," that "Correction of circulation deficiencies to LOS 'C' in question with all alternative due to regional land use pattern. Major projects with cumulative traffic impacts include: 11 & 12) Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 8

18 E. Grand Avenue & El Camino Real Mixed Use parking & regional congestion unresolved. [This would] require Statement of Overriding Considerations for approval." The Statement of Overriding Considerations (SOC, Exhibit B to Resolution No. 3555) states "the City Council has weighed the benefits of the proposed 2001 General Plan Update adoption against its unavoidable potentially significant environmental impacts. Based on consideration of the record as a whole, the City Council finds that the benefits of the 2001 General Plan Update outweigh the unavoidable and potentially significant environmental impacts and make adoption acceptable." Relating specifically to traffic, the SOC states that "Circulation/Transportation impacts are regional in nature and cannot be effectively mitigated by City policies alone." Analysis Methodology Synchro 9 will be used for this analysis. This computer software program is based upon the most recent version of the Transportation Research Board Publication Highway Capacity Manual, Fourth Edition, 2010, and is consistent with the Draft Transportation Impact Analysis Report Guidelines (, 2015). Traffic signal timing information was obtained from Caltrans and is input into the model to accurately represent the existing conditions at the signalized intersections at applicable state facilities. Omni-Means will apply level-of-service (LOS) C standard for all scenarios. In addition, seconds of delay will be considered. Significance thresholds for signalized and unsignalized intersections will be evaluated. Should LOS D or E conditions exist under the "No Project" scenario, any additional delay introduced by the project of more than 7.5 seconds for signalized intersections is considered a significant impact. Likewise, if LOS F conditions exist under the No Project scenario, any additional delay introduced by the project of 5.0 seconds or more for signalized intersections is considered a significant impact. For unsignalized intersections, the project is considered to have a significant impact if it would go from acceptable to unacceptable LOS conditions, or if it would increase the delay by more than 5.0 seconds at an intersection that is already operating at an unacceptable condition under the No Project scenario. Existing Traffic Operations The Existing condition analysis investigates current traffic operation within the City of Arroyo Grande in the vicinity of the project site. Figure 4 shows existing intersection lane geometries and control, while Figure 5 shows existing peak hour volumes at the study intersections. Existing AM and PM peak hour intersection traffic operations are quantifies using intersection lane geometrics and traffic volumes. Table 2 shows the peak hour intersections level of service operations at study locations under existing conditions. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 9

19 TABLE 2 EXISTING CONDITIONS: INTERSECTION LOS AM Peak Hour Control Target Warrant Type 1,2 LOS Delay LOS Met? 3 Delay LOS PM Peak Hour Warrant Met? 3 # Intersection 1 Brisco Rd/W Branch St Signal C 10.5 B No 10.5 B No 2 Brisco Rd/US 101 NB Ramps Signal C 15.4 B No 19.4 B No 3 Brisco Rd/El Camino Real Signal C 28.0 C D -- 4 El Camino Real/N Halcyon Rd/US 101 SB Ramps Signal C 12.6 B B -- 5 Faeh Ave/N Halcyon Rd TWSC C 12.6 B No 13.7 B No 6 Faeh Ave/Bell St/El Camino Real TWSC C 4.5 A No 4.6 A No 7 E Grand Ave/Halcyon Rd Signal C 12.3 B B -- 8 E Grand Ave/El Camino Real TWSC C 91.4 F No 42.2 E No 9 E Grand Ave/US 101 SB Ramps Signal C 10.7 B B E Grand Ave/US 101 NB Ramps Signal C 20.8 C B -- Notes: 1. TWSC = Two Way Stop Control 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for Signal 3. Warrant = Based on California MUTCD Warrant 3 As presented in table 2, all study intersections are currently operating at acceptable LOS with the exception two intersections. The signalized intersection of Brisco Road/El Camino Real is operating at LOS D during the PM peak hour and LOS F and E are occurring at the stopcontrolled intersection of E. Grand Avenue/El Camino Real during the AM and PM peak hours, respectively. This is a result of the minor approach (El Camino Real) experiencing long periods of delay waiting for an suitable time to enter into the major traffic flow, i.e., E. Grand Avenue. However, the intersection at E. Grand Avenue/El Camino Real does not currently meet the Peak-Hour Warrant-3 during peak hour conditions. All mitigation measures will be discussed in a subsequent section of this report. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 10

20 .. ~ ~ ~} r -+~ STOP t + t= dols ~ LOCATION A r? ~) Popeye's Louisiana Kitchen TIAR Existing Lane Geometrics and Control 7 /5/ : 40 PM L: \PRJ\2308\ T2J08\ T2308TG001.DWG

21 +--126(157) y-150(73) (154)80--+ i i ( 402) co co Ol """ ~~ -o 3.~ LEGEND: xx AM PEAK HOUR TRAFFIC VOLUMES (XX) - PM PEAK HOUR TRAFFIC VOLUMES 2 ~100(176) +--0(0) y-105(103).. 3 O';;) ~NO ao"'"' "'~~ ~~~ ~370(341) 1 l_l _114(91),.J y-60(40) (34)17 j i i i (217) """,.._ 00 (52) !'.?..~!::.. "'~ ~LO~ "'"'"' ~ 4 ~~ ~~"' -"'~ ~~~ ~14(20) 11 col - 64(63),.J y-4(7) (293)196 j i i i (46)40--+ Ol I'-""" (214) ~!!l..~ am~no ~ai~ Ol LO,...~ ~ ea ~- LOV~ "'"'co -~v "'~':::" ~37(32) 11 "'l - 593(609),.J y-156(153) (80)58 j i i i (647) ai 00 (152) ~ ;:!; ~ «>tam """"'co -N ~~~ 0 6 'N io re : "' 0 ~3(6) i l y-1(7) i i ~-::;- co"' co~ '<I" LO ;:o~ ~ "' 11 "'"l - 640(648) N~LO W'S':::" ~134(76),.J. y-1(1) (38)61 j i i i (800) (2) : : 8 ~Ol ~"-"' t:...::::."' ~71(65) lllol -1(1),.J y-0(1) (4)l j i i i (1) (0) : :2 ON ' co~ - ~co "' i -l - 768(697),.J (495) (319) y-56(106) PROJECT LOCATION.. ~383(407) (571) (116)151 j i i (625) O LO co ao ~ r;) - co 5,'""" A"enue (( ~) Popeye's Louisiana Kitchen TIAR Existing Peak Hour Traffic Volumes 7 /5/ : 41 PM L: \PRJ\2308\ T2308\ T2308TG001.DWG

22 Project Location and Description The is located approximately three (3) miles inland from the Central California coastline. Incorporated in 1911, the City contains acres of agriculturally productive land in a valley created by the Arroyo Grande Creek. The City, locally known as one of the Five Cities, adjoins Pismo Beach and Grover Beach, and is neighbor to Oceano and Shell Beach. The economy of the Five Cities depends heavily on tourists and retail sales. Many of the residents of Arroyo Grande commute to work in neighboring communities. Others are employed in the service industries of Arroyo Grande, such as retail, education and health care. A small quantity of manufacturing is located within the City. The heart of the City is the Village of Arroyo Grande, a unique section of the community from which the modern City derived its roots. Antique shops, an ice cream parlor, and turn of the century architecture are reminiscent of an earlier age. 1 Today, the has an estimated population of 17, The term project, refers to the development of a 34,625 square feet parcel generally located at the southwest corner of the intersection of El Camino Real/Faeh Avenue/Bell Street as shown on Figure 1. The proposed project is zoned highway mixed-use. The lot coverage is broken down as follows: 3,146 of building area, 7,235 square feet of landscape area, 24,244 of paved area, with 37 parking spaces provided (21 spaces required). Project Site Access According to the Project Site Access, as shown on Figure 6, the proposed project will develop one project driveway on El Camino Real (Driveway #1). This is a 30 wide driveway that will provide full access into and out of the site. Faeh Avenue is proposed to have two projects driveways, including a 25 wide full access driveway (Driveway #2) and an exit only driveway (Driveway #3) that is approximately 12 wide. For purposes of this analysis, it is assumed that approximately one-third of the project trips (i.e., drive-thru patrons) will exit on Driveway #3. Additionally, Driveways #1 and #2 appear to have adequate throat depth based upon geometrics identified in the Site Plan. 1 Community Profile,, California Department of Finance, May 1, 2017 Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 13

23 Project Trip Generation Figure 6 - Project Site Access For this TIAR, project related impacts are evaluated for weekday conditions therefore weekday peak hour trip rates for the proposed project are provided in Table 3. Table 3 summarizes the estimated trip generation of the project s land-uses based upon data presented in ITE Trip Generation (9 th Edition). Specifically, the proposed project was evaluated using ITE Code 934, which is described as fast food restaurant with drive-thru. Trip reductions were also applied and are further discussed in this section. As shown in Table 3, the project is anticipated to generate 74 net AM peak hour trips (38 in and 36 out) and 53 net PM peak hour trips (28 in and 26 out). Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 14

24 TABLE 3 WEEKDAY PROJECT TRIP GENERATION Land Use Category (ITE AM Peak Hour Trip Rate/Unit PM Peak Hour Trip Rate/Unit Code) Unit 1 Total In % Out % Total In % Out % Fast Food with Drive-Thru (934) ksf % 49% % 48% Quantity AM Peak Hour Trips PM Peak Hour Trips Project Name (Units) Total In Out Total In Out Popeye's Louisiana Kitchen Diverted Link Pass-by Reduction 49% (71) (36) (35) (51) (27) (25) Net New Project Trips Notes: 1. 1 ksf = 1,000 square feet 2. Trip rates based on ITE Trip Generation Manual 9th edition average rates 3. Diverted Link Pass-by Reduction is derived by ITE Trip Generation Handbook, 3rd Edition, Tables F.31 & F.32 Pass-by and Non-Pass-by Trips Weekday, AM & PM Peak Period, Land Use Code Fast-Food Restaurant with Drive-Through Window. It should be noted that the project driveways used the actual trips, not the Net New Project Trips as shown in Table 3. Therefore, 145 AM and 53 PM peak hour trips were analyzed at the three project driveways. Trip Reductions In developing traffic and transportation impact analyses for urban and suburban infill projects, professionals have often relied on ITE published trip generation rates for various types of land use. The ITE data, however, are predominantly representative of suburban contexts and their automobile-dependent land use patterns and transportation networks and typically do not take into account variations in type and location (suburban versus urban) of proposed land uses, proximity of transit service and existence of pedestrian and bicycle facilities. The common use of suburban-focused vehicular trip generation data in the preparation of TIAs, combined with a lack of information and techniques on how and when to adjust the data, has often resulted in an application of conventional trip generation rates to proposed infill development, even in places that are compact, highly walkable and transit-rich. 3 This use of conventional data can over-predict vehicular traffic impacts, resulting in possible mitigations that negatively affect use of transit, bicycle, and pedestrian facilities in the infill project area. Inaccurate data may also result in excessive traffic mitigation fees or requirements for additional infrastructure that can hinder the type of development that promotes lower automobile use. 4 3 Trip Generation Rates for Transportation Impact Analyses for Infill Development NCHRP Report 758 (2013). 4 Ibid. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 15

25 Pass-by/Diverted Linked Trips According to the ITE Trip Generation Handbook (3 rd Edition), pass-by trips are made as intermediate stops on the way from an origin to a primary trip destination without a route diversion. Pass-by trips are attracted from traffic passing the site on an adjacent street or roadway that offers direct access to the generator. Further, pass-by trips do not involve a route diversion to enter the site driveway. Diverted linked trips, on the other hand, are trips that are attracted from the traffic volume on roadways within the vicinity of the generator but require a diversion from a nearby roadway to gain access to the site. For this proposed project, diverted link pass by trips are directly attributable to location of the project and its proximity to US 101, a major regional route. It is assumed that approximately 49% of the restaurant trips that will enter/exit the project will be passing through on the freeway and/or nearby arterials, and will access the site. Diverted link pass by reduction data is not documented in the Institute of Transportation Engineer s Trip Generation Handbook (3 rd Edition); therefore, available pass-by data in the Handbook was used for this analysis to represent diverted link pass by reductions. For land use 934, fast-food restaurant with drive-through window, a diverted link pass-by reduction of 49% will be applied. This data is documented in the Handbook under Tables F.31 & F.32 Pass-by and Non-Pass-by Trips Weekday, AM & PM Peak Period, Land Use Code Fast-Food Restaurant with Drive-Through Window. Project Trip Nature, Distribution, and Assignment The project is expected to generate and attract trips throughout the City and from other locations throughout the area. Directional trip distribution for project generated trips was estimated based upon existing traffic flow patterns, geographic location of the project site, and location of other similar destinations. This resulted in a distribution of all project trips throughout the study area that is illustrated in Figure 7 and is summarized below: 40% to/from US 101 SB Ramps 25% to/from US 101 NB Ramps via E. Grand Avenue 15% to/from Brisco Road/El Camino Real 10% to/from E. Grand Avenue w/o Halcyon Road 10% to/from Halcyon Road s/o E. Grand Avenue Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 16

26 Figure 7 - Project Trip Distribution Existing plus Approved/Pending Projects Short Term (Approved/Pending) Projects Trip Generation Based upon the City s Draft Transportation Impact Analysis Report Guidelines, short term conditions analysis represents a near-term future analysis scenario in which approved/pending development projects and transportation system improvements are assumed to be constructed. This scenario is representative of conditions in the foreseeable future, typically within the next 5 to 10 years. For reference purposes, Figure 8 identifies General Plan land uses within the vicinity of the proposed project, including the mixed use designation at the subject property. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 17

27 Figure 8 - General Plan Land Uses For the Popeye s Louisiana Kitchen TIAR, several projects within the project vicinity are proposed. These include projects that are generally located north and south of the US 101 freeway. Table 4 represents a partial list of approved/pending projects that was provided by the. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 18

28 TABLE 4 APPROVED/PENDING PROJECTS - Approved/Pending Projects # Location Description Status 1 Grace Lane 15 single-family homes and 4 apartments Under Construction 2 Old Ranch Road 4 residential lots and 1 public facility lot Approved Ridgeview Way 3 residential lots Approved East Branch Street 24 townhouses and 13,000 SF retail/office building on 2.78 acres Approved 5 May Street 7 residential lots Approved 6 Corbett Canyon 11 residential lots Pending 7 Pearwood Avenue 8 residential lots Approved 8 Huasna Road 12 residential lots Approved 9 East Cherry Avenue 28 single-family homes Under Construction 10 E. Cherry Avenue and Traffic Way 58 new residences, cultural center, unknown commercial dev. Pending 11 NWC Fair Oaks Avenue/Woodland Drive 44,926 square foot medical office building Pending As identified in Table 4, 11 projects within the vicinity of the project have been identified. These include 9 residential projects and two non-residential projects. Table 5 identifies the estimated weekday daily and peak hour trip generation for the approved/pending projects within the vicinity of the project. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 19

29 Land Use Category Single Family Dwelling Units Multi-Family Dwelling Units TABLE 5 APPROVED/PENDING PROJECTS TRIP GENERATION Unit Daily Trip Rate/Unit Weekday AM Peak Hour Rate/Unit Weekday PM Peak Hour Rate/Unit Total In % Out % Total In % Out % SFDU % 75% % 37% MFDU % 80% % 35% Townhouses/Condos DU % 83% % 33% Retail/Office Building 1,000 sf % 52% % 66% Medical Office 1 1,000 sf % 21% % 72% Weekday AM Peak Hour Trips Weekday PM Peak Hour Trips Description Quantity Daily Trips Total In Out Total In Out Single Family Detached Housing 142 1, [ITE Code: 210] Apartment [ITE Code: 220] Residential Condominiums/ Townhouse [ITE Code: 203] Specialty Retail Center [ITE Code: 826] Medical-Dental Office Building [ITE Code: 720] Project Trips 2, Trip Reduction (10%) 1 (112) (13) (7) (5) (9) (3) (6) Total Project Trips 2, Assumes 10% Internal Capture Rate for Specialty Retail Center and Medical-Dental Office. Errors due to rounding may occur. As shown in Table 5, it is estimated that 2,537 daily trips will be generated, including 233 during the AM peak hour and 238 during the PM peak hour. As also indicated in the table, an internal capture rate of 10% was applied for specialty retail center and medical-dental office land uses. The distribution of the identified approved/pending projects trip generation was determined by use of the recently prepared traffic impact studies, existing traffic flow patterns, geographic location of the project sites, and location of other similar destinations. Existing plus Approved/Pending Projects conditions were then developed by superimposing the projected AM and PM peak hour trips shown in Table 5 onto the existing traffic volumes provided on Figure 5 (previously shown) with the resulting Existing plus Approved/Pending Projects traffic volumes are presented on Figure 9. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 20

30 +--126(157) y-150(73) (154)80--+ i i (404) co co Ol """ ~~ -o 3.~ LEGEND: xx AM PEAK HOUR TRAFFIC VOLUMES (XX) - PM PEAK HOUR TRAFFIC VOLUMES 2 ~100(176) +--0(0) y-105(103).. a a~ ~NO DON r<> "'~~ ~~~ ~370(341) 1 l_l _117(94),.J y-64(44) (34)17 j i i i (217) '<I",.._ DO (52) !'.?..~!::.. "'~ ~.,,~ "'"'"' ~ 4 ~~ ~~"' -"'~ ~~~ ~14(20) 11 DOl - 69(68),.J y-4(7) am~no ~- ea "'"'co "'"""~ -~v "'~':::" ~37(32) ll"'l -596(612),.J y-158(155) (80)58 j i i i (647) (152) ~.a.~ ~~-;:::- - "', :::: 'N io re : "' 0 ~3(6) i l y-1(7) i i DO r<> ~LO ;::::-~ ~ "' ~-::;- 11 "'"l - 645(653) "'~"' W'S':::" ~139(81),.J. y-1(1) (38)61 j i i i (802) (2) : : 8 ~Ol ~"-"' t:...::::."' ~ 76(70) ll"'l-1(1),.j y-0(1) (4)l j i i i (1)3--+ ODOO (0) : :2 ON ' co~ - ~co "' i -l - 778(707),.J y-60(110) PROJECT LOCATION.. ~387(411) (586) (117)152 j i i (625) "' CO DO ~ r;) - co 5,- A"enue (( ~) Popeye's Louisiana Kitchen TIAR Existing plus Approved/Pending Traffic Volumes 7 /5/2017 1: 06 PM L: \PRJ\2308\ T2308\ T2308TG001.DWG

31 Based on the peak hour volumes shown on Figure 9, intersection analysis was then performed assuming the existing intersection lane geometrics and control types (Figure 4). Table 6 presents the results of the Existing plus Approved/Pending Projects conditions analysis. TABLE 6 EXISTING PLUS APPROVED/PENDING PROJECTS CONDITIONS: INTERSECTION LOS AM Peak Hour PM Peak Hour Control Target Warrant Warrant # Intersection Type 1,2 LOS Delay LOS Met? 3 Delay LOS Met? 3 1 Brisco Rd/W Branch St Signal C 10.6 B B -- 2 Brisco Rd/US 101 NB Ramps Signal C 15.4 B B -- 3 Brisco Rd/El Camino Real Signal C 28.0 C D -- 4 El Camino Real/N Halcyon Rd/US 101 SB Ramps Signal C 12.7 B B -- 5 Faeh Ave/N Halcyon Rd TWSC C 12.7 B No 13.8 B No 6 Faeh Ave/Bell St/El Camino Real TWSC C 5.0 A No 5.1 A No 7 E Grand Ave/Halcyon Rd Signal C 12.3 B B -- 8 E Grand Ave/El Camino Real TWSC C 95.0 F No 43.0 E No 9 E Grand Ave/US 101 SB Ramps Signal C 10.8 B B E Grand Ave/US 101 NB Ramps Signal C 21.3 C B -- Notes: 1. TWSC = Two Way Stop Control 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for Signal 3. Warrant = Based on California MUTCD Warrant 3 As presented in Table 6, eight (8) of the study intersections are projected to operate acceptably under Existing plus Approved/Pending Projects conditions. Intersection #3, Brisco Road/El Camino Real, is expected to operate at LOS D during the PM peak period. Also, the unsignalized intersection at E. Grand Avenue/El Camino Real is forecasted to continue to operate at LOS F and E during the AM and PM peak hours, respectively, without meeting the Peak-Hour Warrant-3 during peak hour conditions. This is a result of the minor approach (El Camino Real) experiencing long periods of delay waiting for the critical gap to enter into the major traffic flow (E. Grand Avenue). All mitigation measures will be discussed in a subsequent section of this report. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 22

32 Existing plus Approved/Pending Projects plus Project Existing plus Approved/Pending Projects plus Project conditions were developed by superimposing proposed AM and PM peak hour project-generated trips (Table 3) using the proposed project trip distribution (Figure 7) onto existing traffic volumes (Figure 5). The resulting Existing plus Approved/Pending Projects plus Project traffic volumes are presented in Figure 10. Intersection analysis was performed assuming the existing intersection lane geometrics and control types (Figure 4). Table 7 presents the results of the Existing plus Approved/Pending Projects plus Project conditions analysis. TABLE 7 EXISTING PLUS APPROVED/PENDING PROJECTS PLUS PROJECT CONDITIONS: INTERSECTION LOS AM Peak Hour PM Peak Hour # Intersection Control Type 1,2 Target LOS Delay LOS Warrant Met? 3 Delay LOS Warrant Met? 3 1 Brisco Rd/W Branch St Signal C 10.6 B B -- 2 Brisco Rd/US 101 NB Ramps Signal C 15.6 B C -- 3 Brisco Rd/El Camino Real Signal C 28.2 C D -- 4 El Camino Real/N Halcyon Rd/US 101 SB Ramps Signal C 12.8 B B -- 5 Faeh Ave/N Halcyon Rd TWSC C 12.9 B No 13.2 B No 6 Faeh Ave/Bell St/El Camino Real TWSC C 5.3 A No 5.8 A No 7 E Grand Ave/Halcyon Rd Signal C 12.4 B B -- 8 E Grand Ave/El Camino Real TWSC C F No 49.1 E No 9 E Grand Ave/US 101 SB Ramps Signal C 10.8 B B E Grand Ave/US 101 NB Ramps Signal C 21.8 C B Driveway #1/El Camino Real TWSC C 1.4 A No 0.9 A No 12 Driveway #2/Faeh Avenue TWSC C 5.2 A No 5.1 A No 13 Driveway #3/Faeh Avenue TWSC C 8.5 A No 8.5 A No Notes: 1. TWSC = Two Way Stop Control 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for Signal 3. Warrant = Based on California MUTCD Warrant 3 As identified in Table 7, all study intersections are forecasted to operate acceptably under Existing plus Approved/Pending Projects plus Project conditions with the exception of two intersections. Brisco Road/El Camino Real is projected to operate at LOS D conditions (40.6 seconds delay) during the PM peak hour. Based upon significance thresholds for mitigation for signalized intersections at LOS D condition under No Project, which has a delay of 43 seconds, the project impact is not significant, i.e., less than 7.5 seconds delay. In contrast, a significant project-related impact is expected at the unsignalized intersection of E. Grand Avenue/El Camino Real where LOS is forecasted to be F during the AM peak hour and E during the PM peak hour. This is a result of the minor approach (El Camino Real) experiencing long periods of delay waiting for an acceptable time to enter into the major traffic flow (E. Grand Avenue). Nonetheless, this intersection is not forecasted to meet the Peak-Hour Warrant-3 during AM or PM peak hour conditions. All mitigation measures will be discussed in a subsequent section of this report. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 23

33 +--126(157) y-151(74) (154)80--+ i i ( 405) Ol.is~ "'0 ~~..i-"' LEGEND: xx AM PEAK HOUR TRAFFIC VOLUMES (XX) - PM PEAK HOUR TRAFFIC VOLUMES 2 ~~ "'~.. ':='~ ~100(176) "'"' +--0(0) j i y-111(107) 3 ca ~"'- ao"'"' "'~~ ~~ ~ ~ 378(346) I I -l (96).; y-67(46) (34) i i i (219) i (52) !2..~SQ. ~n~ ~LO~ ~ (294) i i i (53)49--+ LO Ol co (217) ~!!l.<o -;;;-cc... am~no ~"' co..i-~ aa~ ~ ea "'"'co -~..i- (;;'~':=' ~37(32) il"'l (613).; y-159(156) 6 ;;:;- io Dec "'~ "'... ~10(11) i l y-3(8) i i OLO... ~..i-... ~~ Ol ~ "' ~ m N LO ~ ~147(87) 11 l - 645(653).; y-1(1) (38) i i i (802) (2) : ~-n c;.:::;,,'';r{ - co co j i l (4)1 J (1)3--+ (0) ' ~co -;:"N co~ ~82(75) +--3(2) y-0(1) i i i 52.~~ o~"' ~LO~ ~ "' co i -l (716).; y-61(111) PROJECT LOCATION (( ~) Popeye's Louisiana Kitchen TIAR ~387(411) (586) (120) i i (627) q- LO co ao ~ 0 ao - -:=- "'~ ~"'..i- co 5,'""" A"enue I -l ~25(18).; +--0(0) (14) (0)0--+ Existing plus Approved/Pending Projects plus Project Traffic Volumes 7 /5/2017 1: 08 PM L: \PRJ\2308\ T2308\ T2308TG001.DWG (86) y-11(8) (82)49--+ j i (14) ge j l +--0(0) (0)0--+

34 Cumulative Conditions Cumulative conditions refer to an analysis scenario approximately 20 years in the future. Cumulative conditions were analyzed by deriving traffic volume forecasts using the City of Arroyo Grande Travel Demand Model and the San Luis Obispo Regional Travel Demand Forecast Model, assuming full build-out of the City's General Plan land uses and circulation network. Omni-Means used the Models 2010 (Base) and 2035 (Cumulative) traffic forecasts to identify the incremental change in traffic volumes by approach and applied the factor to known traffic counts to predict 2035 traffic volumes. The count delta method forecasts adjustment is based upon the difference of recent counts from interpolation resulting from base and forecast year. Following this process, Omni-Means checked the forecasted turning movements for reasonableness and made adjustments where necessary. Cumulative No Project conditions will assume that the proposed project site is developed consistent with the existing General Plan land use designation. Previously shown on Figure 8, the mixed use land use is consistent with planned development of restaurant uses. Cumulative plus Project conditions were developed by using existing General Plan land uses on the proposed project site and adding proposed project land use as shown in the Site Plan. Cumulative No Project Traffic Volumes The Travel Demand Models were used to generate the Cumulative base condition volumes. Future lane geometrics are the same as the existing intersection lane geometries and control as shown in Figure 4. Figure 11 shows Cumulative No Project peak hour traffic volumes at study intersections. Table 8 shows the peak hour intersections level of service operations at study locations under Cumulative No Project conditions. TABLE 8 CUMULATIVE NO PROJECT CONDITIONS: INTERSECTION LOS AM Peak Hour PM Peak Hour # Intersection Control Type 1,2 Target LOS Delay LOS Warrant Met? 3 Delay LOS Warrant Met? 3 1 Brisco Rd/W Branch St Signal C 10.9 B B - 2 Brisco Rd/US 101 NB Ramps Signal C 21.5 C D - 3 Brisco Rd/El Camino Real Signal C 33.1 C F - 4 El Camino Real/N Halcyon Rd/US 101 SB Ramps Signal C 13.5 B B - 5 Faeh Ave/N Halcyon Rd TWSC C 12.9 B No 15.2 C No 6 Faeh Ave/Bell St/El Camino Real TWSC C 4.8 A No 4.8 A No 7 E Grand Ave/Halcyon Rd Signal C 12.8 B B - 8 E Grand Ave/El Camino Real TWSC C F No F Yes 9 E Grand Ave/US 101 SB Ramps Signal C 12.3 B B - 10 E Grand Ave/US 101 NB Ramps Signal C 21.2 C B - Notes: 1. TWSC = Two Way Stop Control 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for Signal 3. Warrant = Based on California MUTCD Warrant 3 Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 25

35 ~288~ i i i-- "'N 2 'N ~LO I' LO..i-~ ~co l'o "'"' -159~189~ y J i N~ ~a co N.;.::.. LEGEND: xx AM PEAK HOUR TRAFFIC VOLUMES (XX) - PM PEAK HOUR TRAFFIC VOLUMES i i.. LO~~ ~N<O "'"'"' Ji l (54)30.J (252) l'o N- (69) q-l"l N~ co... NV ~~ ~404(386) -148(106) y-42(49) iii 0 <O LO v"' co ~N~ 3 r;)r;;' ~-..i- N-m CON- ~174(194) -0(2) y-187(160)..i-~..i- "'"'"' -~- 4 <O~ LO<» -=...:::.~ co ao~... "' -NCO ~15(22~ -10(76 Ji l y-5(8) (330)221.J iii (51)45--+ I' - LO (254) N' ~.q-~lo m~- "'~ ~ am~no NW.-. ea ~..i- "'"'"' ~~~ ~39(34) I I l - 628(645) ~ y-165(153) (88)64.J j j j (711) "'v co (167) ~ ~ g] ~~~ "'"' LO LO CO.:::..~.::: a> v LO <D~.q-v "'"::::' ~4(8) i l y-1(9) i i "'"'.q-<o "'~ ~~ "' LO ~ a co "'~"' (5'.2:N' ~147(95) ll"'l -703(810) ~ y-1(1) (42)68.J i i i (910) o,,, (2) S : : 8 ~co s~ -""' J i l (5)1.J (1)4--+ (1) ~ Nr;; co~ ~"' ~85(78) -1(1) y-1(1) i i i OC>O 00~ -v- I "' -Nl -806(818) ~ y-84(171) PROJECT LOCATION.. ~595(516) 5-603(773) (93)172.J i i (786) v 0 co co ~... «> 5,- A"enue (( ~) Popeye's Louisiana Kitchen TIAR Fi ure 11 Cumulative No Project Traffic Volumes 7 /5/ : 41 PM L: \PRJ\2308\ T2308\ T2308TG001.D WG

36 As presented in Table 8, three (3) intersections are forecasted to operate at unacceptable LOS in Cumulative No Project conditions. These failing intersections include Brisco Road/US 101 NB Ramps, Brisco Road/El Camino Real, and E Grand Avenue/El Camino Real. The intersection at E. Grand Avenue/El Camino Real is anticipated to meet the Peak-Hour Warrant-3 under PM peak hour conditions for the Cumulative No Project scenario. This is a result of expectation of the minor approach (El Camino Real) experiencing long periods of delay while waiting for an suitable time to enter into the major traffic flow (E. Grand Avenue). Recommended improvements to mitigate these deficiencies are proposed in the concluding section of this report. Cumulative plus Project Cumulative plus Project traffic volumes were derived from adding project trips (Table 3) to Cumulative No Project volumes (Figure 6). Future lane geometrics are the same as the existing intersection lane geometries and control as shown in Figure 4. Figure 12 shows Cumulative plus Project peak hour traffic volumes at study intersections. Table 9 shows the peak hour intersections LOS operations at study locations under Cumulative plus Project conditions. TABLE 9 CUMULATIVE PLUS PROJECT CONDITIONS: INTERSECTION LOS AM Peak Hour Control Target Warrant Type 1,2 LOS Delay LOS Met? 3 Delay LOS PM Peak Hour # Intersection 1 Brisco Rd/W Branch St Signal C 10.9 B C -- 2 Brisco Rd/US 101 NB Ramps Signal C 21.9 C D -- Warrant Met? 3 3 Brisco Rd/El Camino Real Signal C 32.7 C F -- 4 El Camino Real/N Halcyon Rd/US 101 SB Ramps Signal C 13.7 B B -- 5 Faeh Ave/N Halcyon Rd TWSC C 13.3 B No 15.3 B No 6 Faeh Ave/Bell St/El Camino Real TWSC C 5.6 A No 4.9 A No 7 E Grand Ave/Halcyon Rd Signal C 12.8 B B -- 8 E Grand Ave/El Camino Real TWSC C F No F Yes 9 E Grand Ave/US 101 SB Ramps Signal C 12.3 B B E Grand Ave/US 101 NB Ramps Signal C 21.6 C B Driveway #1/El Camino Real TWSC C 1.4 A No 0.9 A No 12 Driveway #2/Faeh Avenue TWSC C 5.2 A No 5.1 A No 13 Driveway #3/Faeh Avenue TWSC C 8.5 A No 8.5 A No Notes: 1. TWSC = Two Way Stop Control 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for Signal 3. Warrant = Based on California MUTCD Warrant 3 As shown in Table 9, three (3) intersections are projected to operate at unacceptable LOS during the AM and/or PM peak hour periods during the Cumulative plus Project conditions. Additionally, intersection at E. Grand Avenue/El Camino Real is expected to meet the Peak- Hour Warrant-3 under PM peak hour conditions. This is a result of the minor approach (El Camino Real) forecasted to experience long periods of delay waiting for an acceptable time to enter into the major traffic flow (E. Grand Avenue). All mitigation measures will be discussed in a subsequent section of this report. Popeye's Louisiana Kitchen Transportation Impact Analysis Draft Report Page 27

37 ~228l i i I{)"' co "' ~~ 2 ~ ~I{)..i-~ ~a,..._ ""' COi') -159~189l y J i "' v"' - I{) - ~~ LEGEND: xx AM PEAK HOUR TRAFFIC VOLUMES (XX) - PM PEAK HOUR TRAFFIC VOLUMES 3 n<» ~-..i- COl')I').. ec::r ~174(194) N-0 CXlNN -0(2) y-193(164) i i Ji l (54)30.J,,,_ (254) "'"'.q-1') (69) (OlO CXll' NV ~~ ~412(391) -151(108) y-45(51) 4 <CID -NCXl "'"'~ ~~"' roo~ o-"' -"' ~20~25l Ji l y-7(9) (330)221.J iii (58) ,,,... (257) "'co~..i-~.-.. am~no ~"',,,co~ iii OCOCXl..i-mro ~"'~..i-~co "'co co -~- -~..i- "'"'"' ~I{)~ "'co ~- ea ~~N ~39(34) 11 "'l - 629(646) ~ y-166(153) (90)66.J i i i (712)427 - "' co "' (167) ~ [;; g] COLON IOl{)CXl -N ~~~ I{) I{) om I{)~ l')cxl ~11(10) i l y-3(10) i i -I{) a~ IOCX> ' ~~!::!. an ~ O~C> ~155(101) 11 col - 103(81 o) ~ y-1(1) (42)68.J i i i (910)855--+,,, (2) SE : 8 ~"' CXle>CXl c;.:::;,,'?5 _,...,... J i l (5)1.J (1)4--+ (1) ~ r;>r;; ro~ ~"' o- ~91(83) -3(2) y-1(1) i i i 52.~~ o~n ~co~ ~ i "'l -818(827) ~ y-85(172) PROJECT LOCATION (( ~) Popeye's Louisiana Kitchen TIAR Cumulative plus Project Traffic Volumes (96)177 J i i (788) CXl 0 ~ 0 CXl - -:=- CXl CXl ~co "'~ 0... "'~ ~ A"enue I -l ~25(18) ~ -o(o) (14)19.J (0) (96) y-11(8) (89)55--+ j i (14) ge J l-o(o) (0) /5/2017 1: 11 PM L: \PRJ\2308\ T2308\ T2 308TG001.DWG