Perris Apartments Traffic Impact Analysis City of Perris, California

Transcription

1 Perris Apartments Traffic Impact Analysis City of Perris, California Prepared for: JD Pierce Company, Inc Martin St., Suite 100 Irvine, CA Prepared by: TJW ENGINEERING, INC. 540 N. Golden Circle Dr. #104 Santa Ana, CA September 30, 2015

2 September 30, 2015 Mr. Peter Kulmaticki JD Pierce Company, Inc Martin Street, Suite 100 Irvine, CA Subject: Traffic Impact Analysis: Perris Apartments, City of Perris Dear Mr. Kulmaticki: TJW ENGINEERING, INC. (TJW) is pleased to present you with this traffic impact analysis for the proposed Perris Apartments project in the City of Perris. The proposed project is located north of the former Walmart Outlet Store between Barrett Avenue and Perris Boulevard and consists of 228 apartment dwelling units. This traffic study has been prepared to meet the traffic study requirements for the City of Perris and assesses the forecast traffic operations associated with the proposed project and its impact on the local street network. This report is being submitted to you for review and forwarding to the City of Perris. Please contact us at (949) if you have any questions regarding this analysis. Sincerely, Thomas Wheat, PE, TE President Jeff Weckstein Transportation Planner Registered Civil Engineer #69467 Registered Traffic Engineer # N. Golden Circle Dr. #104 Santa Ana, California t: (949) f: (949)

3 PERRIS APARTMENTS TRAFFIC IMPACT ANALYSIS Perris, California Prepared for: JD Pierce Company, Inc Martin Street, Suite 100 Irvine, CA Prepared by: 540 N. Golden Circle Dr. #104 Santa Ana, California Thomas Wheat, PE, TE Jeffrey Weckstein September 30, 2015 JN: JDP N. Golden Circle Dr. #104 Santa Ana, California t: (949) f: (949)

4 Table of Contents Section Page 1.0 Executive Summary... iv 1.1 Summary of Analysis Results v 1.2 Summary of Impacts and Recommended Improvements v 1.3 On Site Roadway and Site Access Improvements vi 2.0 Introduction Study Area Analysis Methodology Intersection Analysis Methodology Roadway Segment Capacity Analysis Traffic Signal Warrant Analysis Methodology Performance Criteria Thresholds of Significance Existing Conditions Existing Circulation Network and Study Area Conditions City of Perris General Plan Circulation Element Existing Bicycle and Pedestrian Facilities Existing Public Transit Services Existing Traffic Volumes Existing Conditions Intersection Level of Service Analysis Existing Conditions Roadway Segment Level of Service Analysis Existing Conditions Signal Warrant Analysis Proposed Project Project Description Project Trip Generation Project Trip Distribution Modal Split Project Trip Assignment Cumulative Projects Traffic Existing Plus Ambient Growth Plus Project Conditions (EAP) Roadway Improvements EAP Conditions Traffic Volumes EAP Conditions Intersection Level of Service Analysis EAP Conditions Roadway Segment Level of Service Analysis EAP Conditions Traffic Signal Warrant Analysis 17 TJW Engineering, Inc. JDP15001 Perris Apartments TIA i page

5 5.6 EAP Conditions Recommended Improvements Existing Plus Ambient Growth Plus Project Plus Cumulative Conditions (EAP) Roadway Improvements EAP Conditions Traffic Volumes EAP Conditions Intersection Level of Service Analysis EAP Conditions Roadway Segment Level of Service Analysis EAP Conditions Traffic Signal Warrant Analysis EAP Conditions Recommended Improvements Local Circulation and Site Access On-Site Roadway Improvements Site Access Improvements Safety and Operational Improvements Local and Regional Funding Mechanisms Transportation Uniform Mitigation Fee (TUMF) Program City of Perris Development Impact Fee (DIF) Program 25 List of Tables... Page Table 1 HCM LOS & Delay Ranges Signalized Intersections... 3 Table 2 HCM LOS & Delay Ranges Unsignalized Intersections... 4 Table 3 City of Perris Roadway Segment Thresholds... 5 Table 4 Intersection Analysis Existing Conditions Table 5 Roadway Segment Analysis Existing Conditions Table 6 Signal Warrant Analysis Existing Conditions Table 7 Trip Generation Rates for Proposed Project Land Use Table 8 Trip Generation of Proposed Project Table 9 Summary of Cumulative Projects Table 10 Intersection Analysis Existing Plus Ambient Plus Project Conditions Table 11 Roadway Segment Analysis Existing Plus Ambient Plus Project Conditions Table 12 Signal Warrant Analysis EAP Conditions Table 13 Intersection Analysis EAPC Conditions Table 14 Roadway Segment Analysis EAPC Conditions Table 15 Signal Warrant Analysis EAPC Conditions Table 16 Intersection Analysis EAPC Conditions With Improvements TJW Engineering, Inc. JDP15001 Perris Apartments TIA ii page

6 List of Exhibits... Follows Page Exhibit 1: Proposed Project Site Plan... 1 Exhibit 2: Project Location and Study Area... 2 Exhibit 3: Existing Lane Geometry and Intersection Controls... 8 Exhibit 4: Existing AM/PM Peak Hour Intersection Volumes Exhibit 5: Forecast Trip Distribution of Proposed Project Trips Exhibit 6: Forecast AM/PM Peak Hour Trip Assignment of Proposed Project Exhibit 7: Cumulative Projects Location Map Exhibit 8: Cumulative Projects AM/PM Peak Hour and ADT Volumes Exhibit 9: EAP AM/PM Peak Hour Intersection Volumes and ADT Volumes Exhibit 10: EAPC Lane Geometry and Intersection Controls Exhibit 11: EAPC AM/PM Peak Hour Intersection Volumes and ADT Volumes Appendices Appendix A: Perris Roadway Classifications and Cross Sections Appendix B: Transit Information Appendix C: Existing Traffic Counts Appendix D: HCM Analysis Sheets Appendix E: Signal Warrant Analysis Sheets... TJW Engineering, Inc. JDP15001 Perris Apartments TIA iii page

7 1.0 EXECUTIVE SUMMARY This report presents the results of the traffic impact analysis (TIA) prepared for the proposed Perris Apartments project in the City of Perris. The proposed project is bound by Barrett Avenue to the west, existing industrial/warehousing uses to the north, Gallant Fox Street to the east and the former Perris Walmart Store to the south, and would consist of 228 apartment dwelling units on the acre site. The project site is currently vacant. For the purpose of this TIA, it is assumed that the proposed project will be built and generating trips in The purpose of this TIA is to evaluate the proposed impacts to traffic and circulation associated with the development of the proposed project and recommended improvements to mitigate impacts considered significant in comparison to established regulatory thresholds. This TIA has been prepared in accordance with the County of Riverside Traffic Impact Analysis Preparation Guide (2008). It is our understanding that the City accepts County of Riverside traffic study guidelines and methodologies. Institute of Transportation Engineers (ITE) Trip Generation (9 th Edition, 2012) rates were used to determine trip generation of the proposed project. The proposed project is projected to generate approximately 116 AM peak hour trips, 141 PM peak hour trips and 1,516 daily trips. Consistent with the County s traffic study guidelines, potential impacts to traffic and circulation were assessed for the following scenarios: Existing Conditions (2015); Existing Plus Ambient Growth Plus Project (EAP) Conditions; and Existing Plus Ambient Growth Plus Project Plus Cumulative (EAPC) Conditions. The following nine (9) intersections were studied in the analysis based on the thresholds provided in the County of Riverside Traffic Impact Analysis Preparation Guide and execution of a scoping agreement with City of Perris staff. Barrett Avenue (NS) at Rider Street (EW); Barrett Avenue (NS) at Placentia Avenue (EW); Barrett Avenue (NS) at Orange Avenue (EW); Perris Boulevard (NS) at Ramona Expressway (EW); Perris Boulevard (NS) at Rider Street (EW); Perris Boulevard (NS) at Placentia Avenue (EW); Perris Boulevard (NS) at Gallant Fox Street (EW); Perris Boulevard (NS) at Orange Avenue (EW); and Perris Boulevard (NS) at Nuevo Road (EW). TJW Engineering, Inc. JDP15001 Perris Apartments TIA iv page

8 1.1 SUMMARY OF ANALYSIS RESULTS Existing Conditions The study intersections are currently operating at an acceptable LOS (LOS D or better) during the AM and PM peak hours. The study roadway segments are currently operating at an acceptable LOS (LOS D or better) for existing conditions. EAP Conditions The study intersections are projected to continue to operate at an acceptable LOS (LOS D or better) during the AM and PM peak hours for EAP conditions. The study roadway segments are projected to continue to operate at an acceptable LOS (LOS D or better) for EAP conditions. EAPC Conditions The study intersections are projected to operate at an acceptable LOS (LOS D or better) during the AM and PM peak hours for EAPC conditions with the exception of the following intersection: Barrett Avenue/Orange Avenue (LOS F AM peak hour). The study roadway segments are projected to continue to operate at an acceptable LOS (LOS D or better) for EAPC conditions. 1.2 SUMMARY OF IMPACTS AND RECOMMENDED IMPROVEMENTS Based on the County of Riverside thresholds of significance for EAPC conditions, the addition of project generated trips to the Barrett Avenue/Orange Avenue intersection represents a cumulative impact. The traffic volumes added to this intersection by the Perris Apartments project are not sufficient to warrant any improvements to the existing intersection of Barrett Avenue/Orange Avenue. Signal warrants at this intersection are not met for Existing and EAP conditions and will likely not be met until construction of the Harvest Landing Specific Plan which will create the southern and western leg of the Barrett Avenue/Orange Avenue intersection. We recommend that a traffic study be initiated with the beginning of development of the Harvest Landing Specific Plan to determine if signal warrants are met for this intersection at that time. Transportation improvements throughout the County of Riverside are funded through a combination of direct project mitigation, fair share contributions or development impact fee programs such as the City s adoption of the Transportation Uniform Mitigation Fee (TUMF) program and the City of Perris Development Impact Fee (DIF) program. The proposed project is not within the boundaries of the North Perris Road & Bridge Benefit District Fee (RBBD) program. It is anticipated that the proposed project will be subject to the TUMF and the City s DIF. Identification TJW Engineering, Inc. JDP15001 Perris Apartments TIA v page

9 and timing of needed improvements is generally determined through local jurisdictions based upon a variety of factors. The project s contribution to one of the aforementioned transportation impact fee programs or as a fair share contribution towards a cumulatively impacted facility not found to be covered by a preexisting fee program should be considered sufficient to address the project s fair share towards mitigation measure(s) designed to alleviate the cumulative impact. The TUMF program is administered by the Western Riverside Council of Governments (WRCOG) based upon a regional Nexus Study completed in early 2002 and updated in 2005, 2009 and 2015 to address major changes in right of way acquisition and improvement cost factors. The TUMF program identifies network backbone and local roadways that are needed to accommodate growth through The regional program was put into place to ensure that developments pay their fair share and that funding is in place for the construction of facilities needed to maintain an acceptable level of service for the transportation system. The TUMF is a regional mitigation fee program and is imposed and implemented in every jurisdiction in Western Riverside County. TUMF fees are imposed on new residential, industrial and commercial development through application of the TUMF fee ordinance and fees are collected at the building or occupancy permit phase. The proposed project will participate in the cost of off-site improvements through payment of TUMF fees based on the current fees at the time of construction of the proposed project. The proposed project is located within the City of Perris and will therefore be subject to the City s Development Impact Fees (DIF). The City of Perris DIF program includes a streets/transportation component. Eligible facilities for funding the City DIF program are identified on the County s Public Needs list. The proposed project will participate in the cost of off-site improvements through payment of City DIF fees based on the current fees at the time of construction of the proposed project. 1.3 ON-SITE ROADWAY AND SITE ACCESS IMPROVEMENTS Barrett Avenue Barrett Avenue is located on the project s western boundary. The current roadway half-section of Barrett along the project s frontage already exceeds City standards for both a local street and collector in the General Plan Circulation Element. Gallant Fox Street The proposed project s main access point will align with Gallant Fox Street on the southeast corner of the project site. Currently Gallant Fox Street terminates just west of Perris Boulevard, and provides access to existing land uses on the west side of Perris Boulevard such as Jack in the Box and NAPA Auto Parts and serves as a minor access point for the Spectrum Shopping Center. Construction of the proposed project will create a minor intersection with Gallant Fox Street serving the Perris Apartments to the west and Jack in the Box to the east. The project shall install stop signs at the minor approaches to this intersection and shall construct the project driveway in compliance with applicable City standards. TJW Engineering, Inc. JDP15001 Perris Apartments TIA vi page

10 Wherever necessary, roadways adjacent to the proposed project site and site access points will be constructed in compliance with recommended roadway classifications and respective cross-sections in the City of Perris General Plan Circulation Element. The recommended site access improvements at the project driveways are described below. Barrett Avenue/Driveway 1 Install a stop control on the westbound approach and construct the intersection with the following geometrics: Northbound Approach: One shared through/right-turn lane; Southbound Approach: One through lane and one left-turn lane. Westbound Approach: One shared left-right turn lane. Main Entrance/Gallant Fox Street Install a stop control on the eastbound approach and construct the intersection with the following geometrics: Northbound Approach: One shared through/left-turn lane. Southbound Approach: One shared through/right-turn lane. Eastbound Approach: One shared left -right turn lane. Sight distance at each project access point should be reviewed with respect to standard Caltrans and City sight distance standards at the time of final grading, landscaping and street improvement plans. Signing/striping should be implemented in conjunction with detailed construction plans for the project site. TJW Engineering, Inc. JDP15001 Perris Apartments TIA vii page

11 2.0 INTRODUCTION This traffic study analyzes the forecast traffic operations associated with the proposed Perris Apartments project in the City of Perris. The proposed project is bound by Barrett Avenue to the west, existing industrial/warehousing uses to the north, Gallant Fox Street to the east and the former Perris Walmart Store to the south, and would consist of 228 apartment dwelling units on the acre site. The project site is currently vacant. Figure 1 shows the project site location. Figure 1 Project Location Barrett Ave Placentia Ave Project Site Orange Ave Perris Blvd The proposed project would generate 1,516 daily trips, 116 AM peak hour trips and 141 PM peak hour trips at the project driveways. The project site is currently vacant. Site access for the proposed project is planned at one full access ingress/egress on Gallant Fox Street and one full access ingress/egress on Barrett Avenue. Exhibit 1 shows the proposed Perris Apartments site plan. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

12 A 3 YARD 3 YARD 3 YARD 3 YARD A A A A 3 YARD 3 YARD 3 YARD 3 YARD MAINTENANCE C B Not to Scale G8 8 G8 10 G8 18 A A B B C A C C GALLANT FOX STREET C C C C G8 11 FIRE HYDRANT 4 8 G G YARD SITE ANALYSIS ACRES UNITS 3 YARD DUA 32% COVERAGE BUILDING CONFIGURATION A x 6 UNITS/BLDG. 15 BLDGS. = 90 UNITS B x 6 UNITS/BLDG. 6 BLDGS. = 36 UNITS C x 6 UNITS/BLDG. 17 BLDGS. = 102 UNITS *TWO ELEVATION STYLES PER BUILDING TYPE C A C A C STREET NORTH PERRIS BLVD. 3 YARD A A C C TOT LOT 6 SPA POOL RECREATION BUILDING FIRE HYDRANT MONUMENT B 5 B PATIO 3 YARD 5 MONUMENT UNIT BREAKDOWN PLAN ONE 60 UNITS (26%) 52 UNITS (23%) PLAN TWO PLAN THREE 64 UNITS (28%) PLAN FOUR 52 UNITS (23%) OUTDOOR PATIO 23 G4 C 8 A B C 28 C 30 C G8 RETENTION BASIN BARBEQUE MAIL BOXES FOUNTAIN PARKING ANALYSIS 304 RESIDENCE PARKING PROVIDED 166 OPEN PARKING PROVIDED 79 GARAGE PARKING PROVIDED 549 TOTAL PARKING PROVIDED 7 A 25 DOGWASH PROPERTY LINE A G11 FIRE HYDRANT 8 G8 6 G4 BOUNDRY LINE LIGHT E CF k e n t architectural group SITE PLAN COPYRIGHT C JD Pierce 2 AUGUST 2015 Exhibit 1: Proposed Project Site Plan JDP Perris Apartments Traffic Impact Analysis Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

13 2.1 STUDY AREA The following nine (9) intersections in the vicinity of the project site have been included in the intersection level of service (LOS) analysis: Barrett Avenue (NS) at Rider Street (EW); Barrett Avenue (NS) at Placentia Avenue (EW); Barrett Avenue (NS) at Orange Avenue (EW); Perris Boulevard (NS) at Ramona Expressway (EW); Perris Boulevard (NS) at Rider Street (EW); Perris Boulevard (NS) at Placentia Avenue (EW); Perris Boulevard (NS) at Gallant Fox Street (EW); Perris Boulevard (NS) at Orange Avenue (EW); and Perris Boulevard (NS) at Nuevo Road (EW). The study intersections are located within the City of Perris. The following six (6) roadway segments in the vicinity of the project site have been included in the roadway segment analysis: Barrett Avenue between Rider St and Placentia Avenue; Barrett Avenue between Placentia Avenue and Orange Avenue; Placentia Avenue between Barrett Avenue and Perris Boulevard; Orange Avenue between Barrett Avenue and Perris Boulevard; Perris Boulevard between Rider Street and Placentia Avenue; and Perris Boulevard between Placentia Avenue and Orange Avenue. This traffic analysis follows the Riverside County Transportation Department s Traffic Impact Analysis Preparation Guide (RCTD, April 2008). Exhibit 2 shows the location of the study intersections, which are analyzed for the following study scenarios: Existing Conditions; Existing Plus Ambient Growth Plus Project (EAP) Conditions; and Existing Plus Ambient Growth Plus Project Plus Cumulative (EAPC) Conditions. Traffic operations are evaluated for the following time periods: Weekday AM Peak Hour occurring within 7:00 AM to 9:00 AM; and Weekday PM Peak Hour occurring within 4:00 PM to 6:00 PM. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

14 RAMONA EXWY 4 RIDER ST BARRETT AVE 1 5 PLACENTIA AVE 2 6 PROJECT SITE 7 GALLANT FOX ST ORANGE AVE 3 8 PERRIS BLVD NUEVO RD 9 Legend: Study Intersection Study Roadway Segment Exhibit 2: Project Location and Proposed Study Area JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

15 2.2 ANALYSIS METHODOLOGY Intersection Analysis Level of Service (LOS) is commonly used to describe the quality of flow on roadways and at intersections using a range of LOS from LOS A (free flow with little congestion) to LOS F (severely congested conditions). The definitions for LOS for interruption of traffic flow differ depending on the type of traffic control (traffic signal, unsignalized intersection with side street stops, unsignalized intersection with all-way stops). The Highway Capacity Manual (HCM) 2010 (Transportation Research Board, 2010) methodology expresses the LOS of an intersection in terms of delay time for the intersection approaches. The HCM methodology utilizes different procedures for different types of intersection control. The County of Riversides traffic study guidelines require signalized intersection operations be analyzed utilizing the HCM 2010 methodology. Intersection LOS for signalized intersections is based on the intersections average control delay for all movements at the intersection during the peak hour. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Table 1 describes the general characteristics of traffic flow and accompanying delay ranges at signalized intersections. Table 1 HCM LOS & Delay Ranges Signalized Intersections LEVEL OF SERVICE A B C D E F DESCRIPTION Very favorable progression; most vehicles arrive during green signal and do not stop. Short cycle lengths. Good progression, short cycle lengths. More vehicles stop than for LOS A. Fair progression; longer cycle lengths. Individual cycle failures may begin to appear. The number of vehicles stopping is significant, though many vehicles still pass through without stopping. Progression less favorable, longer cycle length and high flow/capacity ratio. The proportion of vehicles that pass through without stopping diminishes. Individual cycle failures are obvious. Severe congestion with some long standing queues on critical approaches. Poor progression, long cycle lengths and high flow/capacity ratio. Individual cycle failures are frequent. Very poor progression, long cycle lengths and many individual cycle failures. Arrival flow rates exceed capacity of intersection. Source: Transportation Research Board, Highway Capacity Manual, HCM2010 Edition (Washington D.C., 2010). DELAY (in seconds) > Collected peak hour traffic volumes have been adjusted using a peak hour factor (PHF) to reflect peak 15- minute volumes. It is a common practice in LOS analysis to conservatively use a peak 15-minute flow rate applied to the entire hour to derive flow rates in vehicles per hour that are used in the LOS analysis. The PHF is the relationship between the peak 15-minute flow rate and the full hourly volume. PHF = [Hourly Volume]/ [4 * Peak 15-Minute Volume]. The use of a 15-minute PHF produces a more detailed and TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

16 conservative analysis compared to analyzing vehicles per hour. Existing PHFs, obtained from the existing traffic counts have been used for the Existing, EAP and EAPC analysis scenarios. The County of Riversides traffic study guidelines also require unsignalized intersection operations be analyzed utilizing the HCM 2010 methodology. Intersection operation for unsignalized intersections is based on the weighted average control delay expressed in seconds per vehicle. At a two-way or side-street stop-controlled intersection, LOS is calculated for each stop-controlled minor street movement, for the left-turn movement(s) from the major street, and for the intersection as a whole. For approaches consisting of a single lane, the delay is calculated as the average of all movements in that lane. For all-way stop-controlled intersection, LOS is computed for the intersection as a whole. Table 2 describes the general characteristics of traffic flow and accompanying delay ranges at unsignalized intersections. Table 2 HCM LOS & Delay Ranges Unsignalized Intersections LEVEL OF DELAY DESCRIPTION SERVICE (in seconds) A Little or no delays B Short traffic delays C Average traffic delays D Long traffic delays. Multiple vehicles in queue E Very long delays. Demand approaching capacity of intersection F Very constrained flow with extreme delays and intersection capacity exceeded. > Source: Transportation Research Board, Highway Capacity Manual, HCM2010 Edition (Washington D.C., 2010). This analysis utilizes the Synchro 9 analysis software for all signalized and unsignalized intersections Roadway Segment Capacity Analysis Roadway segment operations have been evaluated using the City of Perris roadway capacity values contained in Table CE-2 of the Perris Circulation Element. The daily roadway segment capacity for each type of roadway is shown in Table 3. Roadway capacities tend to be rule of thumb estimated for planning purposes and are affected by factors such as intersection spacing, configuration and control, access control, roadway grade, design geometrics, sight distance and vehicle mix. Typically when ADTbased roadway segment analysis indicates a deficiency, a review of peak hour operation of the intersections on either end of the segment is undertaken. The more detailed peak hour intersection operation analysis takes into account the factors that affect roadway capacity; unless the peak hour intersection analysis indicates the need for additional through lanes, roadway segment widening is not recommended on the basis of ADT analysis alone. Table 3 summarizes the maximum acceptable two-way volumes (LOS E volumes) for various roadway classifications in the City of Perris. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

17 Table 3 City of Perris Roadway Segment Thresholds ROADWAY NUMBER OF CLASSIFICATION LANES MAXIMUM TWO-WAY TRAFFIC VOLUME (ADT) Arterial 6 53,900 Arterial 4 35,900 Arterial 2 18,000 Collector 4 25,900 Collector 2 13,000 Source: Perris General Plan Circulation Element (August, 2008) Traffic Signal Warrant Analysis Methodology Traffic signal warrants refer to a list of established criteria utilized by Caltrans and other public agencies to quantitatively justify or determine the potential need for installation of a traffic signal at an unsignalized location. This analysis uses the signal warrant criteria in the latest edition of the Federal Highway Administration s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) as amended by the 2014 California MUTCD (CA MUTCD), for all unsignalized study area intersections. The CA MUTCD contains nine different signal warrants for existing conditions based on several different factors such as vehicular volumes, pedestrian volumes, accident frequency, location of schools and location of railroad tracks. This TIA utilizes the peak hour volume based warrant (Warrant 3) as the appropriate traffic signal warrant analysis for Existing traffic conditions. Warrant 3 is appropriate for this analysis because it provides specialized criteria for intersections with rural characteristics. For future scenarios (EAP and EAPC), the Caltrans planning level ADT-based signal warrant analysis worksheets have been used. This study has prepared traffic signal warrants for all unsignalized study intersections. It is important to note that a signal warrant defines the minimum condition under which the installation of a traffic signal may be warranted. Satisfying a signal warrant does not require that a traffic signal be installed at a particular location, rather other traffic factors and conditions should be evaluated to determine if signalization is justified. Additionally, signal warrants do not necessarily correlate with level of service; an intersection may satisfy a warrant and still be operating at or better than LOS D, or be operating at a deficient LOS (E or F) and not meet signal warrants. 2.3 PERFORMANCE CRITERIA The City of Perris General Plan Circulation Element states that the City will maintain a minimum citywide LOS D at all City intersections and roadways with the following exceptions: LOS E is permitted at intersections of any arterials and expressways with SR 74, the Ramona-Cajalco Expressway, and at I-215 freeway ramps. LOS E may be allowed within the boundaries of the Downtown Specific Plan Area. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

18 For the purposes of this analysis, LOS D is the performance criteria for all study roadway segments and intersections with the exception of the Perris Boulevard/Ramona Expressway intersection whose performance criteria is LOS E. 2.4 THRESHOLDS OF SIGNIFICANCE According to California Environmental Quality Act (CEQA) guidelines, a project is considered to cause a significant impact to a transportation system if it: Conflicts with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel. Conflicts with an applicable congestion management program (CMP), including, but not limited to level of service standards, travel demand measures, or other standards established by the County Congestion Management Agency for roadways or highways. Conflicts with adopted policies or programs regarding public transit, bicycle or pedestrian facilities, or otherwise decreases the performance or safety of such facilities. Per the County of Riverside s traffic study guidelines, a significant direct traffic impact under CEQA occurs when the addition of projected project traffic as defined by the EAP (existing plus ambient growth plus project) scenario causes an intersection that operates at an acceptable level of service under existing conditions to operate at an unacceptable level of service for EAP conditions. Therefore in this study, EAP conditions are compared to existing conditions to identify significant, direct, project related traffic impacts according to the following criteria: If an intersection operating at an acceptable level of service (LOS D or E or better) under existing conditions and the addition of projected project traffic causes the intersection to operate at an unacceptable level of service (LOS E or F). If an intersection is operating at an unacceptable level of service (LOS E or F) under existing conditions and the addition of projected project traffic at the intersection is 50 or more peak hour trips. A significant cumulative impact is identified when a facility is projected to operate at an unacceptable LOS (LOS E or F) due to cumulative future traffic and project related traffic. Cumulative traffic impacts are the result of a combination of the proposed project and other future developments contributing to the overall traffic impact at an intersection. The proposed project s fair share contribution toward a cumulatively impacted facility not found to be covered by a pre-existing fee program should be considered sufficient to address the project s fair share toward mitigation measures designed to alleviate the cumulative impact. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

19 3.0 Existing Conditions 3.1 EXISTING CIRCULATION NETWORK/STUDY AREA CONDITIONS The characteristics of the roadway system in the vicinity of the proposed project site are described below: Perris Boulevard is a four- to six-lane north-south roadway with a raised, landscaped median. Perris Boulevard is classified as a six-lane divided arterial with a 128-foot cross section in the City of Perris General Plan Circulation Element. Currently, Perris Boulevard varies in cross section throughout the study area but is generally a four-lane divided roadway between Ramona Expressway and Nuevo Road. The posted speed limit on Perris Boulevard is 45 miles per hour within the study area. On-street parking is not permitted on Perris Boulevard. Orange Avenue is a two- to four-lane east-west roadway with a raised, landscaped median. Orange Avenue is classified as a four-lane divided secondary arterial with a 94-foot cross section in the City of Perris General Plan Circulation Element. Currently, Orange Avenue varies in cross section throughout the study area and is a two-lane undivided roadway west of Barrett Avenue, a four-lane divided roadway between Barrett Avenue and Perris Boulevard, and a three-lane undivided roadway east of Perris Boulevard.The posted speed limit on Orange Avenue is 45 miles per hour within the study area. On-street parking is not permitted on Orange Avenue. Placentia Avenue is a two- to four-lane east-west roadway. Placentia Avenue is classified as a six-lane divided arterial with a 128-foot cross section in the City of Perris General Plan Circulation Element. Currently, Placentia Avenue varies in cross section throughout the study area and is a two-lane undivided roadway west of Perris Boulevard and a four-lane divided roadway with a continuous left-turn lane east of Perris Boulevard. The posted speed limit on Placentia Avenue is 25 miles per hour west of Perris Boulevard and 40 miles per hour east of Perris Boulevard. On-street parking is permitted on Placentia Avenue west of Perris Boulevard. Rider Street is a two- to four-lane east-west roadway. Rider Street is classified as a four-lane divided secondary arterial with a 94-foot cross section in the City of Perris General Plan Circulation Element. Currently, Rider Street is being widened from a two-lane divided roadway with a continuous left-turn lane to a four-lane divided roadway with a raised landscaped median between Indian Avenue and Perris Boulevard as part of the Duke Perris Logistics Center project. East of Perris Boulevard, Rider Street is a four-lane divided roadway. The posted speed limit on Rider Street is 45 miles per hour within the study area. On-street parking is not permitted on Rider Street. Barrett Avenue is a two-lane undivided roadway between Rider Street and the proposed project s frontage. Between the proposed project s frontage and Orange Avenue, Barrett Avenue is a 3-lane divided roadway with a continuous left-turn lane. Although Barrett Avenue is not classified in the City of Perris General Plan Circulation Element, it appears to have the characteristics of a Collector Street. The posted speed limit on Barrett Avenue is 25 miles per hour within the study area. On-street parking appears to be permitted on Barrett Avenue. Ramona Expressway is a six-lane east-west roadway with a raised, landscaped median. Ramona Expressway is classified as an eight-lane expressway with a 184-foot cross section in the City of Perris General Plan Circulation Element. The posted speed limit on Ramona Expressway is 55 miles per hour west TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

20 of Perris Boulevard and 50 miles per hour east of Perris Boulevard. On-street parking is not permitted on Ramona Expressway. Nuevo Road is a four- to six-lane east-west roadway with a raised, landscaped median. Nuevo Road is classified as a six-lane divided arterial with a 128-foot cross section in the City of Perris General Plan Circulation Element. Nuevo Road is a six-lane divided roadway between I-215 and Perris Boulevard, and is a four-lane divided roadway with a continuous left-turn lane east of Perris Boulevard. The posted speed limit on Nuevo Road is 40 miles per hour within the study area. On-street parking is not permitted on Nuevo Road. There is currently road construction on the westbound approach of the Nuevo Road/Perris Boulevard intersection which restricts the approach to two left-turn lanes and one shared through/rightturn lane. Once complete the westbound approach will consist of two left-turn lanes, two through lanes and one shared through/right-turn lane. Exhibit 3 shows existing conditions study area intersection and roadway geometry. 3.2 CITY OF PERRIS GENERAL PLAN CIRCULATION ELEMENT The proposed project site is located within the City of Perris. Appendix A contains the current Perris General Plan Circulation Element future transportation network and roadway cross sections. 3.3 EXISTING BICYCLE AND PEDESTRIAN FACILITIES There are no striped Class II bicycle lanes in the study area. Sidewalks along roadways and curb ramps at intersections are present in some locations and are generally provided along roadway segments and at intersection corners where development has occurred. 3.4 EXISTING PUBLIC TRANSIT SERVICES The City of Perris is served by the Riverside Transit Agency which provides bus service to the desert cities. Figure 2 shows the Riverside Transit routes in the vicinity of the City of Perris. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

21 1 5 STOP RIDER RAMONA EXWY 6D 4 6D RIDER 2 BARRETT STOP 4D 6 PERRIS STOP 3 STOP BARRETT BARRETT PLACENTIA STOP RIDER ST 2U BARRETT AVE 1 2U 5 4D 4D 7 PERRIS PLACENTIA ORANGE PLACENTIA AVE 2U 2 2U 6 4D GALLANT FOX 4 ORANGE AVE 2U 3 PROJECT SITE 4D 4D 7 8 3U GALLANT FOX ST 8 PERRIS RAMONA 4D ORANGE Legend: PERRIS PERRIS BLVD 9 PERRIS Unsignalized Signalized Intersection Existing Lane Lane Under Construction NUEVO RD 6D 6D 9 4D OVL NUEVO STOP OVL Right-Turn Overlap Stop Controlled Approach 4D PERRIS 2U 2-lane Undivided Roadway 3U 3-lane Undivided Roadway 4D 6D 4-lane Divided Roadway 6-lane Divided Roadway Exhibit 3: Existing Lane Geometry & Intersection Control JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

22 Figure 2 Riverside Transit Routes There are two transit routes directly serving the project site with bus stops along Perris Boulevard east of the proposed project site. Riverside Transit Route 19 runs from the Moreno Valley mall in the City of Moreno Valley to the Perris Station Transit Center in Perris. Route 19 has headways of minutes seven days a week. In the vicinity of the proposed project, Route 19 runs along Perris Boulevard with a stop approximately 0.1 miles southeast of the project site. Riverside Transit Route 30 runs between Weston & Strohm and Barrett & Orange in the City of Perris with a stop at the Perris Station Transit Center. Route 30 has headways of approximately 60 minutes on weekdays and Saturdays. In the vicinity of the proposed project, Route 30 runs along Perris Boulevard and Barrett Avenue with stops generally adjacent to the project site. Appendix B contains detailed information on the existing transit routes serving the proposed project site. The Perris Valley Line extension of Metrolink is currently under construction with completion constructed in late When complete, there will be a Metrolink Station in Downtown Perris approximately 3 miles from the proposed project site. Both Route 19 and Route 30 provide connections to the Perris Station Transit Center. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

23 3.5 EXISTING TRAFFIC VOLUMES To determine the existing operation of the study intersections, AM and PM peak period traffic counts were collected on a typical weekday (Tuesday, Wednesday or Thursday) in September The traffic volumes used in this analysis are from the highest hour within the peak period counted. Detailed traffic count data is provided in Appendix C. Additionally, 24-hour average daily traffic (ADT) volumes were collected on a typical weekday in September as well. Exhibit 4 shows existing AM and PM peak hour volumes at the study intersections and ADT volumes at the study roadway segments. 3.6 EXISTING CONDITIONS INTERSECTION LEVEL OF SERVICE ANALYSIS Existing conditions AM and PM peak hour intersection analysis is shown in Table 4. Calculations are based on the existing geometrics at the study area intersections as shown in Exhibit 3. HCM analysis sheets are provided in Appendix D. Intersection Barrett Ave/Rider St Overall Intersection Westbound Left-Turn Northbound Right/Left-turn Southbound Right/Left-turn Barrett Ave/Placentia Ave Overall Intersection Northbound Approach Southbound Approach Barrett Ave/Orange Ave Overall Intersection Eastbound Left-Turn Southbound Left-turn Southbound Right-turn Table 4 Intersection Analysis Existing Conditions Control AM Peak Hour Type Delay - LOS TWSC TWSC TWSC PM Peak Hour Delay - LOS 0.9 A 1.6 A 7.5 A 7.7 A 9.6 A 10.4 B 10.8 B 10.3 B 1.7 A 3.8 A 12.7 B 9.9 A 11.9 B 9.8 A 0.8 A 1.4 A 8.9 A 8.0 A 25.4 D 16.1 C 12.3 B 10.7 B Perris Blvd/Ramona Exwy Signal 32.9 C 32.6 C Perris Blvd/Rider St Signal 19.8 B 18.0 B Perris Blvd/Placentia Ave Signal 19.9 B 17.4 B Perris Blvd/Gallant Fox St Signal 9.8 A 9.0 A Perris Blvd/Orange Ave Signal 26.0 C 30.0 C Perris Blvd/Nuevo Rd Signal 27.1 C 27.4 C Note: TWSC = One-or-Two-Way Stop-Control, Delay shown in seconds per vehicle TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

24 1 5/3 0/0 1/0 6/2 189/82 10/4 5 53/ /893 61/16 321/ /46 147/112 2/0 114/175 6/ /6 115/50 10/6 1/4 6/14 4/7 5/8 14/40 BARRETT BARRETT BARRETT 5/14 0/0 4/21 RIDER 0/2 190/41 6/5 PLACENTIA 8/8 6/16 20/8 28/10 434/250 RAMONA EXWY RIDER ST 659 1,651 BARRETT AVE , /63 71/108 13/28 47/ /873 49/13 31/27 65/39 23/12 31/51 475/877 25/28 PERRIS PERRIS 53/ /615 14/17 RIDER 200/ /12 32/45 PLACENTIA 22/52 485/629 53/10 72/41 10/11 30/24 45/20 360/ / / /180 ORANGE 81/ / /123 PLACENTIA AVE ORANGE AVE PROJECT SITE ,321 GALLANT FOX ST 8 18/26 5/16 16/23 61/ /767 37/19 PERRIS GALLANT FOX 28/46 454/618 14/18 83/81 339/ /126 RAMONA ORANGE 285/ / /276 PERRIS 79/ / /309 8,408 PERRIS BLVD 18/27 226/ / / / /266 PERRIS 51/ / /161 35/ / /163 Legend: XX/XX - AM/PM Peak Hour Volume X,XXX - ADT Volume NUEVO RD 9 244/ / /248 PERRIS 140/88 402/ /164 NUEVO Exhibit 4: Existing Traffic Volumes JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

25 As shown in Table 4, the intersections are currently operating at an acceptable LOS (LOS D or better) during the AM and PM peak hours. 3.7 EXISTING CONDITIONS ROADWAY SEGMENT LEVEL OF SERVICE ANALYSIS Table 5 summarizes existing conditions roadway segment analysis based on the LOS E capacities provided in the City of Perris General Plan Circulation Element, previously summarized in Table 3. Table 5 Roadway Segment Analysis Existing Conditions Existing Existing LOS E Cross Capacity ADT V/C LOS Roadway Segment Section Barrett Ave between Rider and Placentia 2U 13, A Barrett Ave between Placentia and Orange 2U 13, A Placentia Ave between Barrett and Perris 2U 18,000 1, A Orange Ave between Barrett and Perris 4D 35,900 8, A Perris Blvd between Rider and Placentia 4D 35,900 23, B Perris Blvd between Placentia and Orange 4D 35,900 21, A Note: 2U = two-lane undivided roadway. 4D = four-lane divided roadway. V/C = volume to capacity ratio. As shown in Table 5, the study roadway segments are currently operating at an acceptable LOS (LOS D or better) for existing conditions. 3.8 EXISTING CONDITIONS SIGNAL WARRANT ANALYSIS Traffic signal warrants for existing conditions have been prepared based on existing peak hour intersection volumes at all unsignalized study intersections. Table 5 summarizes the results of the signal warrant analysis. Detailed warrant analysis sheets are contained in Appendix E. Table 6 Signal Warrant Analysis Existing Conditions Signal Warrants Met? Intersection AM Peak Hour PM Peak Hour Barrett Avenue/Rider Street No No Barrett Avenue/Placentia Street No No Barrett Avenue/Orange Avenue No No TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

26 4.0 Proposed Project 4.1 Project Description The proposed project is bound by Barrett Avenue to the west, existing industrial/warehousing uses to the north, Gallant Fox Street to the east and the former Perris Walmart Store to the south, and would consist of 228 apartment dwelling units on the acre site. The project site is currently vacant. Site access for the proposed project is planned at one full access ingress/egress on Gallant Fox Street and one full access ingress/egress on Barrett Avenue. 4.2 Project Trip Generation Trip generation represents the amount of traffic, both inbound and outbound, produced by a development. Determining trip generation for a proposed project is based on projecting the amount of traffic that the specific land uses being proposed will produce. Industry standard Institute of Transportation Engineers (ITE) 9 th Edition trip generation rates were used to determine trip generation of the proposed project. Table 7 shows the ITE 9 th Edition trip generation rates used to calculate forecast trip generation of the proposed project. Table 7 Trip Generation Rates for Proposed Project Land Use AM Peak Hour PM Peak Hour Land Use (ITE Code) Unit Daily Trips In Out Total In Out Total AM & Daily Rates (ITE 9 th Edition), PM Rates (WLA TIMP) Apartment (220) DU Note: DU = dwelling unit Source: ITE Trip Generation, 9 th Edition (2012) Table 8 shows the trip generation of the proposed project based on the ITE trip generation rates for the apartment land use. Table 8 Trip Generation of Proposed Project AM Peak Hour PM Peak Hour Land Use Quantity Daily Trips In Out Total In Out Total Apartment 228 DU ,516 Note: DU = dwelling unit As shown in Table 8, the proposed project is projected to generate approximately 116 AM peak hour trips, 141 PM peak hour trips and 1,516 daily trips. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

27 4.3 Project Trip Distribution Projecting trip distribution involves the process of identifying probable destinations and traffic routes that will be utilized by the proposed project s traffic. The potential interaction between the proposed land use and surrounding regional access routes are considered to identify the probable routes onto which project traffic would distribute. The projected trip distribution for the Perris Apartments project is based on anticipated travel patterns to and from the project site which is a residential land use. Exhibit 5 shows the projected trip distribution of proposed project trips. 4.4 Modal Split While there are transit facilities adjacent to the project site, the traffic reducing potential of public transit, walking and bicycling have not been considered in this analysis to present a conservative analysis. Additionally existing pedestrian and bicycle facilities in the study area are virtually nonexistent. 4.5 Project Trip Assignment Exhibit 6 shows the corresponding projected AM/PM peak hour trip and ADT assignment of project trips. 4.6 Cumulative Projects Traffic CEQA guidelines require that other reasonably foreseeable development projects which are either approved or are currently being processed in the study area also be included as part of a cumulative analysis scenario. A list of cumulative projects was developed for this analysis through consultation with City of Perris staff, and obtainment of current development status reports. Exhibit 7 shows the location of nearby cumulative developments. A summary of the cumulative projects land uses is shown in Table 9. Based on the trip generation and trip distribution patterns for the cumulative development projects on arterials throughout the study area, cumulative project ADT volumes and AM and PM peak intersection turning movement volumes are shown on Exhibit 8. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

28 Legend: XX% Percent Trip Distribu on RAMONA EXWY 5% 10% 5% 20% PERRIS BLVD BARRETT AVE RIDER ST 20% 5% 5% 15% 30% PLACENTIA AVE 15% PROJECT SITE 5% 35% GALLANT FOX ST 15% 35% ORANGE AVE 15% 10% 25% NUEVO RD 10% 5% 10% Exhibit 5: Proposed Project Trip Distribution JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

29 1 5 4/2 5/18 1/5 1/5 4/14 BARRETT 14/8 RIDER RAMONA EXWY 4 1/5 PERRIS 5/3 19/10 4/2 RIDER 2 6 4/14 BARRETT PLACENTIA 14/8 RIDER ST BARRETT AVE 1 5 7/28 PERRIS 1/4 PLACENTIA 5/2 28/ /7 BARRETT /32 3/14 ORANGE PLACENTIA AVE PROJECT SITE GALLANT FOX ST 33/17 33/17 PERRIS 8/32 GALLANT FOX 4 2/8 1/5 ORANGE AVE /5 24/12 2/9 RAMONA ORANGE 2/5 PERRIS 5/2 9/5 5/3 100 PERRIS BLVD 9 PERRIS 6/23 5/2 9/5 10/5 1/5 NUEVO RD 9 3/9 2/9 NUEVO Legend: XX/XX - AM/PM Peak Hour Volume X,XXX - ADT Volume PERRIS Exhibit 6: Projected Project Trip Assignment JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

30 RAMONA RIDER PROJECT SITE 9 ORANGE PERRIS REDLANDS NUEVO RD Source: Google Earth Pro Exhibit 7: Cumulative Projects Map JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

31 1 7/17 4/9 16/8 6/ /118 8/9 35/26 2 8/4 22/12 BARRETT 15/10 30/20 RIDER RAMONA EXWY /10 20/40 7/17 PERRIS 78/122 8/9 RIDER 3 29/80 8/14 12/9 30/16 15/8 BARRETT BARRETT 71/39 8/14 PLACENTIA 15/10 20/15 15/10 14/26 150/112 5/20 RIDER ST 765 1,220 BARRETT AVE 1 5 2, /18 58/83 47/26 30/60 10/20 4/10 62/93 PERRIS 8/4 16/9 PLACENTIA 48/67 8/4 4 12/9 92/181 5/20 31/28 78/105 5/12 20/10 20/10 ORANGE 16/35 323/244 39/25 PLACENTIA AVE ORANGE AVE PROJECT SITE ,410 GALLANT FOX ST 8 22/56 40/37 PERRIS 56/71 GALLANT FOX 39/34 RAMONA ORANGE 9/6 155/400 PERRIS 11/37 82/95 3,380 PERRIS BLVD 9 35/50 30/42 77/115 3/9 59/103 40/58 PERRIS 21/21 90/87 8/6 144/94 8/6 Legend: XX/XX - AM/PM Peak Hour Volume X,XXX - ADT Volume NUEVO RD 9 44/42 48/162 12/19 PERRIS 9/9 67/66 15/11 NUEVO Exhibit 8: Projected Cumulative Projects Trip Assignment JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

32 Table 9 Summary of Cumulative Projects Project Location/Name Land Use Quantity AM Peak Hour PM Peak Hour 1. Stratford Ranch Single-Family Detached 365 DU , Stratford Ranch Industrial High-Cube Warehouse TSF , IDI P High-Cube Warehouse 1750 TSF , Rados Distribution Center High-Cube Warehouse 1200 TSF , IDS II High-Cube Warehouse 350 TSF Oakmont II High-Cube Warehouse 1600 TSF , TR Single-Family Detached 318 DU , Ridge II High-Cube Warehouse TSF ,369 Single-Family Detached Condo/Townhome Sports Park Business Park Shopping Center 717 DU 1139 DU 16.7 Acres TSF TSF , , Daily 6,826 5, ,814 5, Harvest Landing Specific Plan Sub Total 2,682 3,139 32,221 Less 10% Internal Trip Capture ,222 Less 34% Pass-by (Retail) Project Total 2,414 2,683 28, Jordan Distribution High-Cube Warehouse 378 TSF Aiere High-Cube Warehouse 642 TSF , Starcrest High-Cube Warehouse TSF Single-Family Detached Retail Supermarket Pharmacy w/drive-thru High Turnover Restaurant 192 SU 15 TSF 50 TSF 20 TSF 15 TSF ,828 1,979 5,112 1,801 1,907 Sub Total 584 1,150 12, Mission Pacific Commercial Less Internal Trips (20% PM, 30% Daily) ,788 Less 34% Pass-by (Retail) Less 36% Pass-by (Supermarket) Less 53% Pass-by (Drugstore) Less 43% Pass-by (Restaurant) Project Total , Optimus I High-Cube Warehouse TSF , Optimus II High-Cube Warehouse TSF ,744 TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

33 16. Integra High-Cube Warehouse 864 TSF , CUP Office Warehouse 3.12 TSF TSF 18. P Senior Housing 429 DU , P Retail 80 TSF , P Apartments 75 DU TR Single-Family Detached 496 DU , TR Single-Family Detached 161 DU , TR Single-Family Detached 122 DU , TR Single-Family Detached 75 DU Total Cumulative Projects 6,138 8,016 88,075 Note: TSF = thousand square feet. DU = Dwelling Unit TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

34 5.0 Existing Plus Ambient Growth Plus Project Conditions Existing plus ambient growth plus project (EAP) conditions analysis is intended to identify the projectrelated impacts on both the existing and planned near-term circulation system. 5.1 ROADWAY IMPROVEMENTS The lane configurations and traffic controls assumed to be in place for the EAP scenario are consistent with those previously shown in Exhibit 3, with the exception of project driveways and other facilities assumed to be constructed by the proposed project to provide site access. 5.2 EAP TRAFFIC VOLUMES EAP volumes include background traffic plus the addition of the traffic projected to be generated by the proposed project. Since the proposed project is expected to be built and generating trips in 2018, EAP volumes include an ambient growth rate of 4% per year for three years, applied to existing volumes. EAP Volumes = (Existing (2015) Counts * 1.04^3) + Project Traffic Exhibit 9 shows EAP AM and PM peak hour volumes at the study intersections and ADT volumes at the study roadway segments. 5.3 EAP CONDITIONS INTERSECTION LEVEL OF SERVICE ANALYSIS EAP conditions AM and PM peak hour intersection analysis is shown in Table 10. Calculations are based on the existing geometrics at the study area intersections as shown in Exhibit 2. HCM analysis sheets are provided in Appendix D. Table 10 Intersection Analysis Existing Plus Ambient Plus Project Conditions Existing (2015) EAP (2018) Intersection Control Type Delay 1 LOS Delay 1 LOS AM PM AM PM AM PM AM PM Barrett Ave/Rider St TWSC B B B B Barrett Ave/Placentia Ave TWSC B A B B Barrett Ave/Orange Ave TWSC D C D C Perris Blvd/Ramona Exwy Signal C C D D Perris Blvd/Rider St Signal B B C C Perris Blvd/Placentia Ave Signal B B C B Perris Blvd/Gallant Fox St Signal A A B B Perris Blvd/Orange Ave Signal C C C D Perris Blvd/Nuevo Rd Signal C C C C Note: TWSC = One-or-Two-Way Stop-Control, Delay shown in seconds per vehicle TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

35 1 6/3 0/0 1/0 7/2 217/94 11/4 5 60/ / /18 361/ /52 166/131 2/0 129/202 11/22 BARRETT 6/16 0/0 18/32 RIDER RAMONA EXWY 4 43/71 80/121 16/36 PERRIS 65/ /702 20/21 RIDER 2 4/7 129/56 11/7 1/4 11/30 4/8 BARRETT 0/2 214/46 7/6 PLACENTIA 9/9 22/26 22/9 RIDER ST BARRETT AVE / / /15 35/30 73/44 26/13 PERRIS 225/ /13 37/55 PLACENTIA 30/60 574/723 60/11 3 6/9 30/52 BARRETT 31/11 488/ ,957 27, /57 534/987 36/59 81/46 11/12 34/27 54/36 405/452 ORANGE PLACENTIA AVE 1,320 2 PROJECT SITE ,513 GALLANT FOX ST 53/46 6/18 51/43 PERRIS GALLANT FOX 31/52 511/695 24/ / / /202 91/ / /143 ORANGE AVE / /875 42/21 95/ / /142 RAMONA ORANGE 321/ / /315 PERRIS 94/ / /351 9,558 PERRIS BLVD 20/30 254/ / / / /304 PERRIS 57/ / /181 40/ / /183 Legend: XX/XX - AM/PM Peak Hour Volume X,XXX - ADT Volume NUEVO RD 9 277/ / /279 PERRIS 157/99 454/ /184 NUEVO Exhibit 9: Existing Plus Ambient Plus Project Traffic Volumes JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

36 1 = Per the 2010 Highway Capacity Manual, overall average delay and LOS are shown for signalized and all-way stop-controlled intersections. For intersections with one-or-two-way stop-control, the delay and LOS for the worst individual movement is shown. As shown in Table 10, the intersections are projected to continue to operate at an acceptable LOS (LOS D or better) during the AM and PM peak hours for EAP conditions. Based on the thresholds of significance for EAP conditions previously discussed in section 2.4, the addition of project generated trips is projected to not have a significant direct impact at any of the study intersections for EAP conditions. 5.4 EAP ROADWAY SEGMENT LEVEL OF SERVICE ANALYSIS Table 11 summarizes EAP conditions roadway segment analysis based on the LOS E capacities provided in the Perris General Plan Circulation Element, previously summarized in Table 3. Table 11 Roadway Segment Analysis Existing Plus Ambient Plus Project Conditions Existing EAP LOS E Cross Capacity ADT V/C LOS Roadway Segment Section Barrett Ave between Rider and Placentia 2U 13, A Barrett Ave between Placentia and Orange 2U 13,000 1, A Placentia Ave between Barrett and Perris 2U 18,000 1, A Orange Ave between Barrett and Perris 4D 35,900 9, A Perris Blvd between Rider and Placentia 4D 35,900 27, C Perris Blvd between Placentia and Orange 4D 35,900 24, B Note: 2U = two-lane undivided roadway. 4D = four-lane divided roadway. V/C = volume to capacity ratio. As shown in Table 11, the study roadway segments are projected to operate at an acceptable LOS (LOS D or better) for EAP conditions. 5.5 EAP CONDITIONS SIGNAL WARRANT ANALYSIS Traffic signal warrants for EAP conditions have been prepared based on the Caltrans planning-level ADT warrant at the study intersections for which signal warrants were not met for existing conditions. Table 12 summarizes the results of the signal warrant analysis. Detailed warrant analysis sheets are contained in Appendix E. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

37 Table 12 Signal Warrant Analysis EAP Conditions Intersection Barrett Avenue/Rider Street Barrett Avenue/Placentia Street Barrett Avenue/Orange Avenue Signal Warrants Met? No No No 5.6 EAP CONDITIONS RECOMMENDED IMPROVEMENTS Since the study intersections and roadway segments are projected to operate at an acceptable LOS for EAP conditions, and since the addition of project generated trips is projected to not have a significant direct impact on any of the study facilities, no improvements are recommended for EAP conditions. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

38 6.0 Existing Plus Ambient Growth Plus Project Plus Cumulative Conditions Existing plus ambient growth plus project plus cumulative (EAPC) conditions analysis is intended to identify the project-related impacts on both the existing and planned near-term circulation system. 6.1 ROADWAY IMPROVEMENTS The lane configurations and traffic controls assumed to be in place for the EAP scenario are consistent with those previously shown in Exhibit 3, with the exception of project driveways and other facilities assumed to be constructed by the proposed project to provide site access. Additionally, half width improvements on Barrett Avenue, Placentia Avenue and Orange Avenue adjacent to the Harvest Landing Specific Plan cumulative project are assumed to be in place since the trip generation from that project is assumed in EAPC traffic volumes. Exhibit 10 shows anticipated EAPC roadway and intersection geometrics. 6.2 EAPC TRAFFIC VOLUMES EAPC volumes include background traffic plus the addition of the traffic projected to be generated by the proposed project and traffic projected to be generated by cumulative developments in the vicinity of the proposed project which are in various stages of planning, entitlement and construction. Since the proposed project is expected to be built and generating trips in 2018, EAPC volumes include an ambient growth rate of 4% per year for three years, applied to existing volumes. EAPC Volumes = (Existing (2015) Counts * 1.04^3) + Project Traffic + Cumulative Projects Traffic The cumulative projects were previously discussed in Section 4.6 Cumulative Projects Traffic. Exhibit 11 shows EAPC AM and PM peak hour volumes at the study intersections and ADT volumes at the study roadway segments. 6.3 EAPC CONDITIONS INTERSECTION LEVEL OF SERVICE ANALYSIS EAPC conditions AM and PM peak hour intersection analysis is shown in Table 13. HCM analysis sheets are provided in Appendix D. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

39 1 5 STOP RIDER RAMONA EXWY 6D 4 6D RIDER 2 BARRETT STOP 4D 6 PERRIS STOP 3 STOP BARRETT BARRETT PLACENTIA STOP RIDER ST 4D BARRETT AVE 1 4D 5 4D 4D 7 PERRIS PLACENTIA ORANGE PLACENTIA AVE 4U 2 4U 6 4D GALLANT FOX 4 STOP ORANGE AVE 4D 3 PROJECT SITE 4D 4D 7 8 3U GALLANT FOX ST 8 PERRIS RAMONA 4D ORANGE Legend: PERRIS PERRIS BLVD 9 PERRIS Unsignalized Signalized Intersection Existing Lane Lane Under Construction NUEVO RD 6D 6D 9 4D OVL NUEVO STOP OVL Right-Turn Overlap Stop Controlled Approach 4D PERRIS 2U 2-lane Undivided Roadway 3U 3-lane Undivided Roadway 4D 6D 4-lane Divided Roadway 6-lane Divided Roadway Exhibit 10: EAPC Geometry & Intersection Control JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

40 1 13/20 5/9 23/10 217/94 17/8 5 60/ / /27 361/ /78 166/131 10/4 129/202 33/34 BARRETT 21/26 48/52 RIDER RAMONA EXWY 4 58/81 100/161 23/53 PERRIS 65/ /824 28/30 RIDER 2 4/7 158/136 19/21 1/4 23/39 4/8 BARRETT 0/2 285/85 15/20 PLACENTIA 24/19 42/41 37/19 RIDER ST BARRETT AVE / / /41 65/90 83/64 30/23 PERRIS 233/ /22 37/55 PLACENTIA 30/60 622/790 68/ /25 45/60 45/37 638/393 6/20 1,734 3,177 29, /57 596/ /59 81/46 11/12 34/27 66/45 497/633 5/20 BARRETT 20/10 20/10 ORANGE PLACENTIA AVE 1,920 2 PROJECT SITE ,923 GALLANT FOX ST 53/46 6/18 51/43 PERRIS GALLANT FOX 31/52 567/766 24/ / / / / / /168 ORANGE AVE / /931 82/58 95/ / /142 RAMONA ORANGE 330/ / /315 PERRIS 105/ / /351 12,938 PERRIS BLVD 55/80 284/ / / / /362 PERRIS 57/ / /268 48/ / /189 Legend: XX/XX - AM/PM Peak Hour Volume X,XXX - ADT Volume NUEVO RD 9 321/ / /298 PERRIS 166/ / /195 NUEVO Exhibit 11: Existing Plus Ambient Plus Project Plus Cumulatives Traffic Volumes JDP Perris Apartments TIA Not to Scale Traffic Engineering & Transportation Planning Consultants N. Golden Circle Dr #104 - Santa Ana, CA P: (949) F: (949)

41 Table 13 Intersection Analysis EAPC Conditions Control Type EAPC (2018) Delay 1 LOS AM PM AM PM Intersection Barrett Ave/Rider St TWSC B B Barrett Ave/Placentia Ave TWSC C C Barrett Ave/Orange Ave TWSC F D Perris Blvd/Ramona Exwy Signal D D Perris Blvd/Rider St Signal C C Perris Blvd/Placentia Ave Signal C C Perris Blvd/Gallant Fox St Signal B B Perris Blvd/Orange Ave Signal D D Perris Blvd/Nuevo Rd Signal D D Note: TWSC = One-or-Two-Way Stop-Control, Delay shown in seconds per vehicle 1 = Per the 2010 Highway Capacity Manual, overall average delay and LOS are shown for signalized and all-way stop-controlled intersections. For intersections with one-or-two-way stop-control, the delay and LOS for the worst individual movement is shown. As shown in Table 13, the intersections are projected to operate at an acceptable LOS (LOS D or better) during the AM and PM peak hours for EAPC conditions with the exception of the following intersections: Barrett Avenue/Orange Avenue - northbound left-turn movement and southbound left-turn movement (LOS F AM peak hour). Based on the thresholds of significance for EAPC conditions previously discussed in section 2.4, the addition of project generated trips to the Barrett Avenue/Orange Avenue intersections represents a cumulative impact. Measures to address the cumulative impact at the Barrett Avenue/Orange Avenue intersection for EAPC conditions are discussed in Section 6.6 EAPC Recommended Improvements. 6.4 EAPC ROADWAY SEGMENT LEVEL OF SERVICE ANALYSIS Table 14 summarizes EAPC conditions roadway segment analysis based on the LOS E capacities provided in the City of Perris General Plan Circulation Element, previously summarized in Table 3. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

42 Table 14 Roadway Segment Analysis EAPC Conditions EAPC EAPC LOS D Cross Capacity ADT V/C LOS Roadway Segment Section Barrett Ave between Rider and Placentia 2U 13,000 1, A Barrett Ave between Placentia and Orange 2U 13,000 1, A Placentia Ave between Barrett and Perris 2U 18,000 3, A Orange Ave between Barrett and Perris 4D 35,900 12, A Perris Blvd between Rider and Placentia 4D 35,900 29, D Perris Blvd between Placentia and Orange 4D 35,900 25, C Note: 2U = two-lane undivided roadway. 4D = four-lane divided roadway. V/C = volume to capacity ratio. As shown in Table 14, the study roadway segments are projected to operate at an acceptable LOS (LOS D or better) for EAPC conditions. 6.5 EAPC CONDITIONS SIGNAL WARRANT ANALYSIS Traffic signal warrants for EAPC conditions have been prepared based on the Caltrans planning-level ADT warrant at the study intersections for which signal warrants were not met for existing conditions or EAP. Table 15 summarizes the results of the signal warrant analysis. Detailed warrant analysis sheets are contained in Appendix E. Barrett Avenue/Rider Street Barrett Avenue/Placentia Street Barrett Avenue/Orange Avenue Table 15 Signal Warrant Analysis EAPC Conditions Intersection Signal Warrants Met? 6.6 EAPC CONDITIONS RECOMMENDED IMPROVEMENTS The traffic volumes added to this intersection by the Perris Apartments project are not sufficient to warrant any improvements to the existing intersection of Barrett Avenue/Orange Avenue. Signal warrants at this intersection are not met for Existing and EAP conditions and will likely not be met until construction of the Harvest Landing Specific Plan which will create the southern and western leg of the Barrett Avenue/Orange Avenue intersection. We recommend that a traffic study be initiated with the beginning of development of the Harvest Landing Specific Plan to determine if signal warrants are met for this intersection at that time. Table 16 summarizes the resulting EAPC LOS at the Barrett Avenue/Orange Avenue intersection assuming implementation of the recommended improvement. No No Yes TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

43 Table 16 Intersection Analysis EAPC Conditions With Improvements EAP (2017) Intersection Control Type Delay 1 LOS AM PM AM PM Barrett Avenue/Orange Avenue - Without Improvement - With Improvement TWSC Signal Note: TWSC = Two-Way Stop-Control, Delay shown in seconds per vehicle 1 = Per the 2010 Highway Capacity Manual, overall average delay and LOS are shown for signalized and all-way stop-controlled intersections. For intersections with one-or-two-way stop-control, the delay and LOS for the worst individual movement is shown. As shown in Table 16, assuming implementation of the recommended improvements for EAPC conditions, the Barrett Avenue/Orange Avenue intersection is projected to operate at an acceptable LOS (LOS D or better). The applicant shall participate in the funding or construction of off-site improvements, including traffic signals that needed to serve cumulative traffic conditions through the payment of the Transportation Uniform Mitigation Fees (TUMF), City of Perris Development Impact Fees (DIF), or a fair share contribution as directed by the City. These fees are collected as part of a funding mechanism aimed at ensuring that regional highways and arterial expansions keep pace with projected population increases. F A D B TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

44 7.0 Local Circulation and Site Access This section summarizes proposed site access and on-site circulation recommendations. 7.1 ON-SITE ROADWAY IMPROVEMENTS The recommended site-adjacent roadway improvements are described below. Barrett Avenue Barrett Avenue is located on the project s western boundary. The current roadway halfsection of Barrett along the project s frontage already exceeds City standards for both a local street and collector in the General Plan Circulation Element. Gallant Fox Street The proposed project s main access point will align with Gallant Fox Street on the southeast corner of the project site. Currently Gallant Fox Street terminates just west of Perris Boulevard, and provides access to existing land uses on the west side of Perris Boulevard such as Jack in the Box and NAPA Auto Parts and serves as a minor access point for the Spectrum Shopping Center. Construction of the proposed project will create a minor intersection with Gallant Fox Street serving the Perris Apartments to the west and Jack in the Box to the east. The project shall install stop signs at the minor approaches to this intersection and shall construct the project driveway in compliance with applicable City standards. Wherever necessary, roadways adjacent to the proposed project site and site access points will be constructed in compliance with recommended roadway classifications and respective cross-sections in the City of Perris General Plan Circulation Element. 7.2 SITE ACCESS IMPROVEMENTS The recommended site access improvements at the project driveways are described below. Barrett Avenue/Driveway 1 Install a stop control on the westbound approach and construct the intersection with the following geometrics: Northbound Approach: One shared through/right-turn lane; Southbound Approach: One through lane and one left-turn lane. Westbound Approach: One shared left-right turn lane. Main Entrance/Gallant Fox Street Install a stop control on the eastbound approach and construct the intersection with the following geometrics: Northbound Approach: One shared through/left-turn lane. Southbound Approach: One shared through/right-turn lane. Eastbound Approach: One shared left -right turn lane. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

45 7.3 SAFETY AND OPERATIONAL IMPROVEMENTS Sight distance at each project access point should be reviewed with respect to standard Caltrans and City sight distance standards at the time of final grading, landscaping and street improvement plans. Participate in the phased construction of off-site traffic signals through payment of the project s fair share of TUMF and DIF fees. Signing/striping should be implemented in conjunction with detailed construction plans for the project site. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

46 8.0 Local and Regional Funding Mechanisms Transportation improvements throughout the County of Riverside are funded through a combination of direct project mitigation, fair share contributions or development impact fee programs such as the City s adoption of the Transportation Uniform Mitigation Fee (TUMF) program and the City of Perris Development Impact Fee (DIF) program. The proposed project is not within the boundaries of the North Perris Road & Bridge Benefit District Fee (RBBD) program. It is anticipated that the proposed project will be subject to the TUMF and the City s DIF. Identification and timing of needed improvements is generally determined through local jurisdictions based upon a variety of factors. The project s contribution to one of the aforementioned transportation impact fee programs or as a fair share contribution towards a cumulatively impacted facility not found to be covered by a pre-existing fee program should be considered sufficient to address the project s fair share towards mitigation measure(s) designed to alleviate the cumulative impact. Discussion of the relevant pre-existing transportation impact fee programs is provided below. 8.1 TRANSPORTATION UNIFORM MITIGATION FEE (TUMF) PROGRAM The TUMF program is administered by the Western Riverside Council of Governments (WRCOG) based upon a regional Nexus Study completed in early 2002 and updated in 2005, 2009 and 2015 to address major changes in right of way acquisition and improvement cost factors. The TUMF program identifies network backbone and local roadways that are needed to accommodate growth through The regional program was put into place to ensure that developments pay their fair share and that funding is in place for the construction of facilities needed to maintain an acceptable level of service for the transportation system. The TUMF is a regional mitigation fee program and is imposed and implemented in every jurisdiction in Western Riverside County. TUMF fees are imposed on new residential, industrial and commercial development through application of the TUMF fee ordinance and fees are collected at the building or occupancy permit phase. The proposed project will participate in the cost of off-site improvements through payment of TUMF fees based on the current fees at the time of construction of the proposed project. 8.2 CITY OF PERRIS DEVELOPMENT IMPACT FEE (DIF) PROGRAM The proposed project is located within the City of Perris and will therefore be subject to the City s Development Impact Fees (DIF). The City of Perris DIF program includes a streets/transportation component. Eligible facilities for funding the City DIF program are identified on the County s Public Needs list. The proposed project will participate in the cost of off-site improvements through payment of City DIF fees based on the current fees at the time of construction of the proposed project. TJW Engineering, Inc. JDP15001 Perris Apartments TIA page

47 Appendices

48 APPENDIX A PERRIS CLASSIFICATIONS AND CROSS SECTIONS

49 Exhibit CE-12: City of Perris Future Roadway Network City of Perris General Plan Circulation Element 43

50 City of Perris General Plan Exhibit CE-11: City of Perris Future Cross-Sections Circulation Element 36

51 City of Perris General Plan Exhibit CE-11A: City of Perris Future Cross-Sections Circulation Element 37

52 City of Perris General Plan Exhibit CE-11B: City of Perris Future Cross-Sections Circulation Element 38

53 City of Perris General Plan Exhibit CE-11C: City of Perris Future Cross-Sections Circulation Element 39

54 City of Perris General Plan Exhibit CE-11D: City of Perris Future Cross-Sections Circulation Element 40

55 City of Perris General Plan Exhibit CE-11E: City of Perris Future Cross-Sections Circulation Element 41

56 City of Perris General Plan Exhibit CE-11F: City of Perris Future Cross-Sections Circulation Element 42