HomeMy WebLinkAboutK-St-Apts_TrafficLetter_2-8-19 LOS Engineering, Inc.
Traffic and Transportation
11622 El Camino Real, Suite 100, San Diego, CA 92130
Phone 619-890-1253, Email: justin@losengineering.com
February 8, 2019
Mr. Stefan LaCasse
Quinn Communities
364 2nd Street, Suite 5
Encinitas, CA 92024
Subject: Traffic Letter for the proposed K Street 46 Unit Apartment Project in the City of
Chula Vista (IR18-0009)
Dear Mr. LaCasse:
LOS Engineering, Inc. is pleased to present this traffic letter to determine if a Traffic Impact
Study (TIS) is required for the proposed 46-unit apartment project that will replace an existing
auto repair business located at 310-316 K Street in the City of Chula Vista, California. This
traffic letter documents the following:
1) Project trip generation and if the project will require a traffic study based on San Diego
Association of Governments (SANDAG) Congestion Management Program criteria,
and
2) Project access on K Street.
PROJECT LOCATION AND DESCRIPTION
The project site of approximately 1.13 acres is currently occupied by an existing auto repair
business. According to the project Architect, the total building area is 6,060 sf (Attachment
A). The project location at 310-316 K Street is shown in Figure 1.
The proposed 46-unit apartment project consists of one building of 4 stories with a unit mix of
19 one bedroom units, 19 two bedroom units, and 8 three bedroom units. The project includes
69 surface parking spaces. Other amenities include a community room, an elevator and
separate trash collection facility. The site plan is shown in Figure 2.
LOS Engineering, Inc. Traffic Letter for K St 46 Unit Apts (IR18-0009)
Traffic and Transportation Mr. Stefan LaCasse (2/8/2019)
2
Figure 1: Project Location
Source: Studio E Architects
Figure 2: Site Plan
Source: Studio E Architects
Project
Site
LOS Engineering, Inc. Traffic Letter for K St 46 Unit Apts (IR18-0009)
Traffic and Transportation Mr. Stefan LaCasse (2/8/2019)
3
EXISTING AND PROPOSED PROJECT TRIP GENERATION
The project trip generation is calculated using SANDAG trip rates from the Brief Guide of
Vehicular Traffic Generation Rates for the San Diego Region, April 2002 (rates included in
Attachment B). A trip credit is applied for the existing auto repair business that occupies 1.13
acres or 6,060 sf of building area. The net change in the trip generation with the apartment
project replacing the auto repair business based on acreage is calculated to result in a reduction
of 176 daily trips, a reduction of 14 AM peak hour trips (-21 inbound and +7 outbound), and a
reduction of 23 PM peak hour trips (-1 inbound and -22 outbound) as shown in Table 1.
Table 1: Project Trip Generation (credit based on site acreage)
Proposed
Land Use ADT % IN OUT % IN OUT
Current Use (to be removed)
Auto Repair 400 /Acre -1.13 Acres -452 8% 0.7 0.3 -25 -11 11% 0.4 0.6 -20 -30
Proposed Use
Residential - Apartment 6 /DU 46 DU 276 8% 0.2 0.8 41810% 0.7 0.3 19 8
Net Change: -176 -21 7 -1 -22
Source: SANDAG Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002.
DU-Dwelling Unit; ADT-Average Daily Traffic; Split-percent inbound and outbound.
PM
Rate Size & Units Split Split
AM
The net change in the trip generation with the apartment project replacing the auto repair
business based on the building sf is calculated to result in an increase of 155 daily trips, an
increase of 13 AM peak hour trips (-2 inbound and +15 outbound), and an increase of 14 PM
peak hour trips (14 inbound and 0 outbound) as shown in Table 2.
Table 2: Project Trip Generation (credit based on building sf)
Proposed
Land Use ADT % IN OUT % IN OUT
Current Use (to be removed)
Auto Repair 20 /KSF -6,060 KSF -121 8% 0.7 0.3 -7 -3 11% 0.4 0.6 -5 -8
Proposed Use
Residential - Apartment 6 /DU 46 DU 276 8% 0.2 0.8 41810% 0.7 0.3 19 8
Net Change: 155 -2 15 14 0
Source: SANDAG Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region, April 2002. KSF = 1,000 SF
DU-Dwelling Unit; ADT-Average Daily Traffic; Split-percent inbound and outbound.
Rate Size & Units Split Split
AMPM
TRAFFIC IMPACT STUDY CRITERIA
The criteria for the need to prepare a Traffic Impact Study are documented in the SANDAG
Final 2008 Congestion Management Program Update, dated November 2008. The SANDAG
CMP guidelines state “TIS [Traffic Impact Study] should be prepared for all projects which
generate traffic greater than 1,000 total average daily trips (ADT) or 100 peak-hour trips. If a
proposed project is not in conformance with the land use and/or transportation element of the
general or community plan, use threshold rates of 500 ADT or 50 peak-hour trips”. Excerpts
from the SANDAG CMP guidelines are included in Attachment C.
LOS Engineering, Inc. Traffic Letter for K St 46 Unit Apts (IR18-0009)
Traffic and Transportation Mr. Stefan LaCasse (2/8/2019)
4
As shown previously in Tables 1 and 2, the project is calculated to have a net reduction (based
on acreage credit) or a slight increase in trips (based on sf credit). Based on the SANDAG
guidelines, a Traffic Impact Study is not required because the net change in the project trip
generation is calculated to be less than the 1,000 ADT/100 peak hour trip threshold and less
than the 500 ADT/50 peak hour trip threshold.
PROJECT ACCESS
The existing site has 4 curb cuts along the project frontage on K Street. The proposed project
will close the 4 curb cuts and construct 1 new curb cut near the westerly project edge. The new
project driveway will be in general alignment with an existing driveway across the street as
shown in Attachment D.
CONCLUSION
The purpose of this traffic letter is to determine if the proposed 46-unit apartment project that is
replacing an existing auto repair business at 310-316 K Street would trigger the need to prepare
a Traffic Impact Study based on the SANDAG CMP criteria. The project traffic generation
was calculated using SANDAG trip rates from the Brief Guide of Vehicular Traffic Generation
Rates for the San Diego Region, April 2002. Based on the SANDAG guidelines, a Traffic
Impact Study is not required because the net change in the project trip generation is calculated
to be less than the 1,000 ADT/100 peak hour trip threshold and less than the 500 ADT/50 peak
hour trip threshold.
The existing site has 4 curb cuts along the project frontage on K Street. The proposed project
will close the 4 curb cuts and construct 1 new curb cut near the westerly project edge. The new
project driveway will be in general alignment with an existing driveway across the street.
If other uses are to be proposed in the future, then the applicant should revise the trip
generation analysis to determine if a TIS would be required. Please call me at 619-890-1253 if
you have any questions.
Sincerely,
LOS Engineering, Inc.
Justin Rasas, P.E. (RCE 60690), PTOE
Principal and Officer of LOS Engineering, Inc.
Attachments
Attachment A
Existing Building SF
RE: K Street Reports
Alina Prassas <aprassas@studioearchitects.com>
Fri 2/1/2019 8:14 AM
To: Justin Rasas <justin@losengineering.com>;
Hi Justin,
From the property profiles:
316 K Street (APN 573‐450‐04‐00): Lot size= 23,086 SF, Building area= 2,400 SF
310 K Street (APN 573‐450‐05‐00): Lot size= 26,136 SF, Building area= 3,660 SF
Total building area = 6,060. SF.
Let me know if you need anything else!
Best,
Alina Prassas, Assoc. AIA
Studio E Architects | 2258 First Avenue, San Diego, CA 92101 | 619.235.9262 x1113
5
Attachment B
SANDAG Trip Rates
6
(NOT SO)
BRIEF GUIDE OF VEHICULAR TRAFFIC GENERATION RATES
FOR THE SAN DIEGO REGION
APRIL 2002
LAND USE TRIP CATEGORIES ESTIMATED WEEKDAY VEHICLE HIGHEST PEAK HOUR % (plus IN:OUT ratio) TRIP LENGTH
[PRIMARY:DIVERTED:PASS-BY]P TRIP GENERATION RATE (DRIVEWAY)Between 6:00-9:30 A.M. Between 3:00-6:30 P.M.(Miles)L
AGRICULTURE (Open Space) ..........................[80:18:2]2/acre**10.8
AIRPORT ........................................................[78:20:2]12.5
Commercial 60/acre, 100/flight, 70/1000 sq. ft.* ** 5% (6:4) 6% (5:5)
General Aviation 6/acre, 2/flight, 6/based aircraft* ** 9% (7:3) 15% (5:5)
Heliports 100/acre**
AUTOMOBILES
Car Wash
Automatic 900/site, 600/acre** 4% (5:5) 9% (5:5)
Self-serve 100/wash stall** 4% (5:5) 8% (5:5)
Gasoline ....................................................[21:51:28]2.8
with/Food Mart 160/vehicle fueling space** 7% (5:5) 8% (5:5)
with/Food Mart & Car Wash 155/vehicle fueling space** 8% (5:5) 9% (5:5)
Older Service Station Design 150/vehicle fueling space, 900/station** 7% (5:5) 9% (5:5)
Sales (Dealer & Repair)50/1000 sq. ft., 300/acre, 60/service stall* **5% (7:3)8% (4:6)
Auto Repair Center 20/1000 sq. ft., 400/acre, 20/service stall*8% (7:3)11% (4:6)
Auto Parts Sales 60/1000 sq. ft. **4%10%
Quick Lube 40/service stall**7% (6:4)10% (5:5)
Tire Store 25/1000 sq. ft., 30/service stall**7% (6:4)11% (5:5)
CEMETERY 5/acre*
CHURCH (or Synagogue) ................................[64:25:11]9/1000 sq. ft., 30/acre** (quadruple rates 5% (6:4)8% (5:5)5.1
for Sunday, or days of assembly)
COMMERCIAL/RETAILS
Super Regional Shopping Center 35/1000 sq. ft.,C 400/acre*4%(7:3)10% (5:5)
(More than 80 acres, more than
800,000 sq. ft., w/usually 3+
major stores)
Regional Shopping Center .........................[54:35:11]50/1000 sq. ft.,C 500/acre*4%(7:3)9% (5:5)5.2
(40-80acres, 400,000-800,000
sq. ft., w/usually 2+ major stores)
Community Shopping Center ......................[47:31:22]80/1000 sq. ft., 700/acre* **4%(6:4)10% (5:5)3.6
(15-40 acres, 125,000-400,000 sq. ft.,
w/usually 1 major store, detached
restaurant(s), grocery and drugstore)
Neighborhood Shopping Center 120/1000 sq. ft., 1200/acre* **4% (6:4)10% (5:5)
(Less than 15 acres, less than
125,000 sq. ft., w/usually grocery
& drugstore, cleaners, beauty & barber shop,
& fast food services)
Commercial Shops ......................................[45:40:15]
Specialty Retail/Strip Commercial 40/1000 sq. ft., 400/acre*3% (6:4)9% (5:5)4.3
Electronics Superstore 50/1000 sq. ft**10% (5:5)
Factory Outlet 40/1000 sq. ft.**3% (7:3)9% (5:5)
Supermarket 150/1000 sq. ft., 2000/acre* **4% (7:3)10% (5:5)
Drugstore 90/1000 sq. ft.**4% (6:4)10% (5:5)
Convenience Market (15-16 hours)500/1000 sq. ft.**8% (5:5)8% (5:5)
Convenience Market (24 hours)700/1000 sq. ft.**9% (5:5)7% (5:5)
Convenience Market (w/gasoline pumps)850/1000 sq. ft., 550/vehicle fueling space**6% (5:5)7% (5:5)
Discount Club 60/1000 sq. ft., 600/acre* **1% (7:3)9% (5.5)
Discount Store 60/1000 sq. ft., 600/acre**3% (6:4)8% (5:5)
Furniture Store 6/1000 sq. ft., 100/acre**4% (7:3)9% (5:5)
Lumber Store 30/1000 sq. ft., 150/acre**7% (6:4)9% (5:5)
Home Improvement Superstore 40/1000 sq. ft.**5% (6:4)8% (5:5)
Hardware/Paint Store 60/1000 sq. ft., 600/acre**2% (6:4)9% (5:5)
Garden Nursery 40/1000 sq. ft., 90/acre**3% (6:4)10% (5:5)
Mixed Use: Commercial (w/supermarket)/Residential 110/1000 sq. ft., 2000/acre* (commercial only)3% (6:4)9% (5:5)
5/dwelling unit, 200/acre* (residential only)9% (3:7)13% (6:4)
EDUCATION
University (4 years) .......................................[91:9:0]2.4/student, 100 acre*10%(8:2)9% (3:7)8.9
Junior College (2 years) ................................[92:7:1]1.2/student, 24/1000 sq. ft., 120/acre* **12%(8:2)9% (6:4)9.0
High School ...............................................[75:19:6]1.3/student, 15/1000 sq. ft., 60/acre* **20%(7:3)10% (4:6)4.8
Middle/Junior High ...................................[63:25:12]1.4/student, 12/1000 sq. ft. 50/acre**30%(6:4)9% (4:6)5.0
Elementary ...............................................[57:25:10]1.6/student, 14/1000 sq. ft., 90/acre* **32%(6:4)9% (4:6)3.4
Day Care .................................................[28:58:14]5/child, 80/1000 sq. ft.**17%(5:5)18% (5:5)3.7
FINANCIALS ..................................................[35:42:23]3.4
Bank (Walk-In only) 150/1000 sq. ft., 1000/acre* ** 4% (7:3) 8% (4:6)
with Drive-Through 200/1000 sq. ft., 1500/acre* 5% (6:4) 10% (5:5)
Drive-Through only 250 (125 one-way)/lane* 3% (5:5) 13% (5:5)
Savings & Loan 60/1000 sq. ft., 600/acre** 2%9%
Drive-Through only 100 (50 one-way)/lane** 4% 15%
HOSPITAL ......................................................[73:25:2]8.3
General 20/bed, 25/1000 sq. ft., 250/acre* 8%(7:3) 10% (4:6)
Convalescent/Nursing 3/bed** 7%(6:4) 7% (4:6)
INDUSTRIAL
Industrial/Business Park (commercial included)........[79:19:2]16/1000 sq. ft., 200/acre* ** 12% (8:2) 12% (2:8) 9.0
Industrial Park (no commercial)8/1000 sq. ft., 90/acre**11%(9:1)12% (2:8)
Industrial Plant (multiple shifts).............................[92:5:3]10/1000 sq. ft., 120/acre*14%(8:2)15% (3:7)11.7
Manufacturing/Assembly 4/1000 sq. ft., 50/acre**19%(9:1)20% (2:8)
Warehousing 5/1000 sq. ft., 60/acre**13%(7:3)15% (4:6)
Storage 2/1000 sq. ft., 0.2/vault, 30/acre*6%(5:5)9% (5:5)
Science Research & Development 8/1000 sq. ft., 80/acre*16%(9:1)14% (1:9)
Landfill & Recycling Center 6/acre 11%(5:5)10% (4:6)
NOTE: This listing only represents a guide of average, or estimated, traffic generation "driveway" rates and some very general trip data for land uses (emphasis on acreage and building square footage)
in the San Diego region. These rates (both local and national) are subject to change as future documentation becomes available, or as regional sources are updated. For more specific information
regarding traffic data and trip rates, please refer to the San Diego Traffic Generators manual. Always check with local jurisdictions for their preferred or applicable rates.
(OVER)
401 B Street, Suite 800
San Diego, California 92101
(619) 699-1900 • Fax (619) 699-1950
MEMBER AGENCIES: Cities of Carlsbad, Chula Vista, Coronado, Del Mar, El Cajon, Encinitas, Escondido, Imperial Beach, La Mesa, Lemon Grove, National City,
Oceanside, Poway, San Diego, San Marcos, Santee, Solana Beach, Vista and County of San Diego.
ADVISORY/LIAISON MEMBERS: California Department of Transportation, County Water Authority, U.S. Department of Defense, S.D. Unified Port District and Tijuana/Baja California.
{
7
LAND USE TRIP CATEGORIES ESTIMATED WEEKDAY VEHICLE HIGHEST PEAK HOUR % (plus IN:OUT ratio) TRIP LENGTH
[PRIMARY:DIVERTED:PASS-BY]P TRIP GENERATION RATE (DRIVEWAY)Between 6:00-9:30 A.M. Between 3:00-6:30 P.M.(Miles)L
LIBRARY ..........................................................[44:44:12]50/1000 sq. ft., 400/acre** 2%(7:3) 10% (5:5) 3.9
LODGING .............................................................[58:38:4]7.6
Hotel (w/convention facilities/restaurant)10/occupied room, 300/acre 6% (6:4)8% (6:4)
Motel 9/occupied room, 200/acre*8% (4:6)9% (6:4)
Resort Hotel 8/occupied room, 100/acre*5% (6:4)7% (4:6)
Business Hotel 7/occupied room**8% (4:6)9% (6:4)
MILITARY ............................................................[82:16:2]2.5/military & civilian personnel*9% (9:1)10% (2:8)11.2
OFFICE
Standard Commercial Office .................................[77:19:4]20/1000 sq. ft.,O 300/acre*14% (9:1)13% (2:8)8.8
(less than 100,000 sq. ft.)
Large (High-Rise) Commercial Office.......................[82:15:3]17/1000 sq. ft.,O 600/acre*13% (9:1)14% (2:8)10.0
(more than 100,000 sq. ft., 6+ stories)
Office Park (400,000+ sq. ft.)12/1000 sq.ft., 200/acre* **13%(9:1)13% (2:8)
Single Tenant Office 14/1000 sq. ft., 180/acre*15%(9:1)15% (2:8)8.8
Corporate Headquarters 7/1000 sq. ft., 110/acre*17%(9:1)16% (1:9)
Government (Civic Center)...............................[50:34:16]30/1000 sq. ft.**9%(9:1)12% (3:7)6.0
Post Office
Central/Walk-In Only 90/1000 sq. ft.**5%7%
Community (not including mail drop lane)200/1000 sq. ft., 1300/acre*6% (6:4)9% (5:5)
Community (w/mail drop lane)300/1000 sq. ft., 2000/acre*7% (5:5)10% (5:5)
Mail Drop Lane only 1500 (750 one-way)/lane*7% (5:5)12% (5:5)
Department of Motor Vehicles 180/1000 sq. ft., 900/acre**6% (6:4)10% (4:6)
Medical-Dental ..................................................[60:30:10]50/1000 sq. ft., 500/acre*6% (8:2)11% (3:7)6.4
PARKS .................................................................[66:28:6]4%8%5.4
City (developed w/meeting rooms and sports facilities)50/acre*13%(5:5)9% (5:5)
Regional (developed)20/acre*
Neighborhood/County (undeveloped)5/acre (add for specific sport uses), 6/picnic site* **
State (average 1000 acres)1/acre, 10/picnic site**
Amusement (Theme)80/acre, 130/acre (summer only)**6% (6:4)
San Diego Zoo 115/acre*
Sea World 80/acre*
RECREATION
Beach, Ocean or Bay ...........................................[52:39:9]600/1000 ft. shoreline, 60/acre*6.3
Beach, Lake (fresh water)50/1000 ft. shoreline, 5/acre*
Bowling Center 30/1000 sq. ft., 300/acre, 30/lane **7% (7:3)11% (4:6)
Campground 4/campsite**4%8%
Golf Course 7/acre, 40/hole, 700/course* **7%(8:2)9% (3:7)
Driving Range only 70/acre, 14/tee box*3%(7:3)9% (5:5)
Marinas 4/berth, 20/acre* **3%(3:7)7% (6:4)
Multi-purpose (miniature golf, video arcade, batting cage, etc.)90/acre 2%6%
Racquetball/Health Club 30/1000 sq. ft., 300/acre, 40/court*4%(6:4)9% (6:4)
Tennis Courts 16/acre, 30/court**5%11%(5:5)
Sports Facilities
Outdoor Stadium 50/acre, 0.2/seat*
Indoor Arena 30/acre, 0.1/seat*
Racetrack 40/acre, 0.6 seat*
Theaters (multiplex w/matinee) ...........................[66:17:17]80/1000 sq. ft., 1.8/seat, 360/screen*1/3%8% (6:4) 6.1
RESIDENTIAL .......................................................[86:11:3]7.9
Estate, Urban or Rural 12/dwelling unit*R 8% (3:7) 10% (7:3)
(average 1-2 DU/acre)
Single Family Detached 10/dwelling unit*R 8% (3:7) 10% (7:3)
(average 3-6 DU/acre)
Condominium 8/dwelling unit*R 8% (2:8) 10% (7:3)
(or any multi-family 6-20 DU/acre)
Apartment 6/dwelling unit*R 8% (2:8) 9% (7:3)
(or any multi-family units more than 20 DU/acre)
Military Housing (off-base, multi-family)
(less than 6 DU/acre)8/dwelling unit 7% (3:7)9% (6:4)
(6-20 DU/acre)6/dwelling unit 7% (3:7)9% (6:4)
Mobile Home
Family 5/dwelling unit, 40/acre*8% (3:7)11% (6:4)
Adults Only 3/dwelling unit, 20/acre*9% (3:7)10% (6:4)
Retirement Community 4/dwelling unit**5% (4:6)7% (6:4)
Congregate Care Facility 2.5/dwelling unit**4%(6:4)8% (5:5)
RESTAURANTS ...................................................[51:37:12]4.7
Quality 100/1000 sq. ft., 3/seat, 500/acre* ** 1% (6:4) 8% (7:3)
Sit-down, high turnover 160/1000 sq. ft., 6/seat, 1000/acre* ** 8% (5:5) 8% (6:4)
Fast Food (w/drive-through) 650/1000 sq. ft., 20/seat, 3000/acre* ** 7% (5:5) 7% (5:5)
Fast Food (without drive-through)700/1000 sq. ft.** 5% (6:4) 7% (5:5)
Delicatessen (7am-4pm)150/1000 sq. ft., 11/seat* 9% (6:4) 3% (3:7)
TRANSPORTATION
Bus Depot 25/1000 sq. ft.**
Truck Terminal 10/1000 sq. ft., 7/bay, 80/acre** 9% (4:6) 8% (5:5)
Waterport/Marine Terminal 170/berth, 12/acre**
Transit Station (Light Rail w/parking) 300/acre, 2
1/2/parking space (4/occupied)**14% (7:3)15% (3:7)
Park & Ride Lots 400/acre (600/paved acre),14% (7:3)15% (3:7)
5/parking space (8/occupied)* **
* Primary source: San Diego Traffic Generators.
** Other sources: ITE Trip Generation Report [6th Edition], Trip Generation Rates (other agencies and publications), various SANDAG & CALTRANS studies, reports and estimates.
P Trip category percentage ratios are daily from local household surveys, often cannot be applied to very specific land uses, and do not include non-resident drivers
(draft SANDAG Analysis of Trip Diversion, revised November, 1990):
PRIMARY - one trip directly between origin and primary destination.
DIVERTED - linked trip (having one or more stops along the way to a primary destination) whose distance compared to direct distance ≥ 1 mile.
PASS-BY - undiverted or diverted < 1 mile.
L Trip lengths are average weighted for all trips to and from general land use site. (All trips system-wide average length = 6.9 miles)
C Fitted curve equation:Ln(T) =0.502 Ln(x) +6.945 T = total trips, x = 1,000 sq. ft.O Fitted curve equation:Ln(T) =0.756 Ln(x) +3.950
R Fitted curve equation: t = -2.169 Ln(d) + 12.85 t = trips/DU, d = density (DU/acre), DU = dwelling unit
S Suggested PASS-BY [undiverted or diverted <1 mile] percentages for trip rate reductions only
during P.M. peak period (based on combination of local data/review and Other sources**):
COMMERCIAL/RETAIL
Regional Shopping Center 20%
Community " " 30%
Neighborhood " " 40%
Specialty Retail/Strip Commercial (other) 10%
Supermarket 40%
Convenience Market 50%
Discount Club/Store 30%
FINANCIAL
Bank 25%
AUTOMOBILE
Gasoline Station 50%
RESTAURANT
Quality 10%
Sit-down high turnover 20%
Fast Food 40%
}
}
T Trip Reductions - In order to help promote regional "smart growth" policies,
and acknowledge San Diego's expanding mass transit system, consider
vehicle trip rate reductions (with proper documentation and necessary
adjustments for peak periods). The following are some examples:
[1] A 5% daily trip reduction for land uses with transit access or near
transit stations accessible within 1/4 mile.
[2] Up to 10% daily trip reduction for mixed-use developments where
residential and commercial retail are combined (demonstrate mode
split of walking trips to replace vehicular trips).
8
Attachment C
SANDAG CMP Guidelines
9
iii
ABSTRACT
TITLE: Final 2008 Congestion Management Program Update
AUTHOR: San Diego Association of Governments
DATE: November 2008
SOURCE OF
COPIES:
San Diego Association of Governments
401 B Street, Suite 800
San Diego, CA 92101
(619) 699-1900
NUMBER OF
PAGES:
143
ABSTRACT: State Proposition 111, passed by voters in 1990,
established a requirement that urbanized areas prepare
and regularly update a Congestion Management
Program (CMP). The purpose of the CMP is to monitor
the performance of the region’s roadway transportation
system, develop programs to address near- and long-term
congestion, and better integrate transportation and land
use planning. SANDAG, as the designated Congestion
Management Agency for the San Diego region, is
responsible for developing, adopting, and updating the
CMP. SANDAG, local jurisdictions, and transportation
operators (i.e., California Department of Transportation,
Metropolitan Transit System, North County Transit
District, etc.) are responsible for implementing the CMP.
10
39
CHAPTER 4
LAND USE ANALYSIS PROGRAM
Introduction
The California Environmental Quality Act (CEQA) requires that all jurisdictions in the State of
California evaluate the potential environmental impacts caused by new development or projects. If
impacts are identified, then potential mitigation measures are evaluated and recommended.
Congestion Management Program (CMP) enabling legislation requires that SANDAG develop a
process to evaluate and mitigate the impacts of new development on the CMP system that is based
on the existing CEQA review process. This process, called the Enhanced CEQA Review, is presented
in this chapter along with a discussion of available resources to identify and mitigate current and
future congestion.
Enhanced California Environmental Quality Act Project Review
An enhanced CEQA review process was established in 2002 for use by local jurisdictions and/or
project sponsors to conduct traffic impact studies and provide mitigation for new large project
impacts on the CMP transportation system. Local agencies are required to implement this enhanced
CEQA review process. The key features of this process include:
• A large project is defined as generating, upon its completion, an equivalent of 2,400 or more
average daily vehicle trips or 200 or more peakhour vehicle trips.
• The review is to include a traffic impact analysis or Traffic Impact Study (TIS) and mitigation
for project impacts to the regional transportation system. The current guidelines are provided
in Appendix D.
• The traffic impact analysis must identify the project’s impacts on the CMP transportation
system, their associated costs, and appropriate mitigation.
• Early project coordination with affected public agencies and transportation operators is
required.
• Local agencies are to coordinate with the Metropolitan Transit System (MTS) and the North
County Transit District (NCTD) to ensure that transit operators evaluate the impact of new
development on CMP transit performance measures.
State regulation requires that all environmental documents prepared for projects in the San Diego
region be submitted to the State Clearinghouse, and the State Clearinghouse in turn advises
SANDAG of documents it has received. In many instances projects sponsors also send a copy of
environmental documents directly to SANDAG. Under its regional intergovernmental review
program, SANDAG reviews and comments on environmental documents submitted by various
agencies. As part of that process, the documents are reviewed to ensure that the Enhanced CEQA
Review Process is followed for large projects, and the results of the required traffic analyses and
identified mitigation measures are adequate.
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APPENDIX D
TRAFFIC IMPACT STUDY GUIDELINES
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APPENDIX D
TRAFFIC IMPACT STUDY GUIDELINES
Background
In September 1998, the San Diego Regional Traffic Standards Task Force gathered for the first time
to promote “cooperation among the cities, Caltrans, and the County of San Diego to create a
region-wide standard for determining traffic impacts in environmental reports.” Ultimately the
San Diego Traffic Engineers’ Council (SANTEC) and the Institute of Transportation Engineers
(ITE – California Border Section) were requested to prepare guidelines for traffic impact studies (TIS)
that could be reviewed by the Task Force and other appropriate groups. The primary documents
used to help prepare these guidelines were the SANDAG Congestion Management Program (CMP)
and Traffic Generators manual, City of San Diego’s Traffic Impact Study Manual and Trip Generation
Manual, and Caltrans’ Draft Guide for the Preparation of Traffic Impact Studies.
Purpose of Traffic Impact Studies
TIS forecast, describe, and analyze the traffic and transit effects a development will have on the
existing and future circulation infrastructure. The purpose of the TIS is to assist engineers in both
the development community and public agencies when making land use and other development
decisions. TIS quantifies the changes in traffic levels and translates these changes into
transportation system impacts in the vicinity of a project.
TIS requirements usually are outlined as part of any environmental (CEQA) project review process;
and, in order to monitor effects by these requirements, Notices of Preparation must be submitted to
all affected agencies. In addition, the Land Use Analysis Program of the CMP requires that an
“enhanced CEQA review” be undertaken to evaluate the impacts of large projects on the regional
transportation system. These guidelines are intended to provide guidance to local jurisdictions
and/or project sponsors in meeting these CMP requirements.
Note: These guidelines are subject to continual update, as future technology and documentation
become available. Local jurisdictions should be consulted regarding their preferred or
applicable procedures.
Objectives of TIS Guidelines
The following guidelines were prepared to assist local agencies throughout the San Diego region in
promoting consistency and uniformity in traffic impact studies. All Circulation/Community Element
roadways, all state routes and freeways (including metered and unmetered ramps), and all transit
facilities that are impacted should be included in each study.
In general, the region-wide goal for an acceptable Level of Service (LOS) on all freeways, roadway
segments, and intersections is LOS D. For undeveloped or not densely developed locations, as
determined by any local jurisdiction, the goal may be to achieve a LOS “C”. Individual local
jurisdictions, as well as Caltrans, have slightly different LOS objectives. For example, the Regional
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Growth Management Strategy for San Diego has an objective of LOS D; while the CMP has
established a minimum standard of LOS E. In other words, if the existing LOS is “D or worse,”
preservation of the existing LOS must be maintained or acceptable mitigation must be identified.
Definitions of LOS currently used by Caltrans are provided in Table D.3.
These guidelines do not establish a legal standard for these functions, but are intended to
supplement any individual TIS manuals or LOS objectives for the various jurisdictions. These
guidelines attempt to consolidate regional efforts to identify when a TIS is needed, what
professional procedures should be followed, and what constitutes a significant traffic impact.
The instructions outlined in these guidelines are subject to update as future conditions and
experience become available. Special situations may call for variation from these guidelines.
Caltrans and lead agencies should agree on the specific methods used in traffic impact studies
involving any State Route facilities, including metered and unmetered freeway ramps.
Need for a Study
TIS should be prepared for all projects which generate traffic greater than 1,000 total average daily
trips (ADT) or 100 peak-hour trips. If a proposed project is not in conformance with the land use
and/or transportation element of the general or community plan, use threshold rates of 500 ADT or
50 peak-hour trips. Early consultation with any affected jurisdictions is strongly encouraged since a
“focused” or “abbreviated” TIS may still be required – even if the above threshold rates are not
met.
Currently, a CMP analysis is required for all large projects, which are defined as generating 2,400 or
more average daily trips or 200 or more peak-hour trips. This size of study usually would include
computerized long-range forecasts and select zone assignments. Please refer Figure D.1 for TIS
requirements.
The geographic area examined in the TIS must include the following:
• All local roadway segments (including all State surface routes), intersections, and mainline
freeway locations where the proposed project will add 50 or more peak-hour trips in either
direction to the existing roadway traffic.
• All freeway entrance and exit ramps where the proposed project will add a significant number
of peak-hour trips to cause any traffic queues to exceed ramp storage capacities (refer to
Figure D.1). (Note: Care must be taken to include other ramps and intersections that may
receive project traffic diverted as a result of already existing, or project causing congestion at
freeway entrances and exits.)
The data used in the TIS generally should not be more than two years old, and should not reflect a
temporary interruption (special events, construction detour, etc.) in the normal traffic patterns
unless that is the nature of the project itself. If recent traffic data are not available, current counts
must be made by the project applicant/consultant.
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Figure D.1
Flow Chart for Traffic Impact Study Requirements
* Check with Caltrans for current ramp metering rates and ramp storage capacities. (See Table D.4 – Ramp Metering Analysis)
** However, for health and safety reasons, and/or local and residential street issues, an “abbreviated” or “focused” TIS may still
be requested by a local agency. (For example, this may include traffic backed up beyond an off-ramp’s storage capacity, or
may include diverted traffic through an existing neighborhood.)
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Attachment D: Project Driveway Alignment
Existing
Driveway
Across the
Street
Project
Driveway
Approximate
Centerline
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