HomeMy WebLinkAboutRCC AGENDA PK 2003/12/01
GUIDELINES FOR TRAFFIC IMPACT STUDIES
IN THE CITY OF CHULA VISTA
I. INTRODUCTION
A. Background
In May 2000 the City of Chula Vista initiated an effort to establish written guidelines for
identification of project traffic impacts in Environmental Impact Report documents, BRW
was hired to review criteria currently being utilized by the City of San Diego and traffic impact
study guidelines recommended by the San Diego Traffic Engineer's Council (SANTEC) /
Institute of Transportation Engineers (ITE). The objective was to determine the applicability
of these standards to developments and facilities within the City of Chula Vista, and develop a
specific set of standards for the City of Chula Vista based on this review. The City of San
Diego and SANTEC/ITE standards were used to reevaluate several recently completed studies
in the City of Chula Vista to determine potential changes in the identification of project
impacts, Results of this evaluation were communicated to the City of Chula Vista department
heads and staff through a series of workshops. Discussions, comments and recommendations
precipitated from these workshops provided the foundation for this document.
B, Purpose and Objectives
This document provides written guidelines for determining the need and scope of traffic
studies and identifying impacts. Use of these guidelines will ensure uniformity in the
preparation and review of traffic studies for developments within the City of Chula Vista.
These new guidelines will also help determine the timeline for implementation of specific
improvement strategies to address identified deficiencies,
II. DETERMINING WHEN A STUDY IS NEEDED
In conformance with requirements of the Congestion Management Program (CMP), an analysis of
CMP freeways and arterials will be required for any project that generates 2,400 daily, or 200 peak
hour trips (As detailed in the 1991 Congestion Management Program),
For those developments that do not satisfy the requirements for a CMP analysis, a traffic study
may be required based on direction provided by the City Engineer and the Environmental Review
Coordinator.
Guidelines for Traffic Impact Studies February 13,2001
III. METHODOLOGY
A. Study Area Definition
1. Volume Thresholds for Study ofCMP Freeway Facilities
All freeway segments are by definition included in the CMP network. All freeway
mainline segments to which the proposed project will add 2400 total trips (Average Daily
Trips ADT) or ISO or more peak hour trips in either direction must be analyzed,
2, Volume Thresholds for Study of CMP Arterial Facilities
All CMP arterial segments, including Regionally Significant Arterials (RSA) and other
CMP arterial segments and intersections (including freeway on/off ramp intersections), to
which the proposed project will add 800 or more total trips (ADT) or 50 or more peak hour
trips in either direction must be analyzed,
3. Volume Thresholds for Local Roadways and Intersections
Traffic studies will be required to review those local and collector roadway facilities that
are not included in the CMP network based on direction provided by the City Engineer.
B. Analysis Scenarios
Each of the study area freeway segments, roadway segments, and intersections shall be
analyzed for the following scenarios:
1. Existing Conditions
2. Existing Conditions + Proposed Project
3. Existing Conditions + Approved and Pending Projects + Proposed Project (Only for nan-
master planned projects)
4. Horizon Years (Usually definea as five year incremental study years for project, i,e, 2005,
2010, 2015, & 2020, However, final determination on years to be studied may vary based
on direction of the City Engineer.)
5, Regional Buildout Year + Proposed Project
Additional scenarios may be required depending on the size and phasing of any proposed
development For each analyzed scenario, peak hour analysis will include the AM and PM
peaks. At the direction of the City Engineer, special studies of midday peak or other off-peak
periods may be required.
C. Growth Management Oversight Committee (GMOC) Near-Term Analysis
Analysis of roadway segments under near-term conditions (Years 0-4) may be conducted
using the methodology described in Chapter II (Arterial Streets) of the most recent version of
the Highway Capacity Manual, which determines segment level of service based on speed, as
detailed in paragraph IV A below. Classification of facilities and definition of segment lengths
should be consistent with the City's current Growth Management Traffic Monitoring Program,
The Threshold Standard for these arterial analyses requires the maintenance of LOS 'C' or
better as measured by average travel speeds except that LOS 'D' can occur for no more than
2
Guidelines for Traffic Impact Studies February 13. 2001
any two hours of the day, Thus, if LOS 'D' conditions are detennined for any period of two
(2) hours, additional analysis may be required along these high volume segments based on
direction provided by the City EngineeL
For planned arterial facilities that are not currently included in the current Traffic Monitoring
Program, the definition of segment length and facility c1assification wil1 be based on direction
provided by the City EngineeL
IV. SIGNIFICANCE CRITERIA
Project impacts wil1 be defined as either project specific impacts or cumulative impacts, Project
specific impacts are those impacts for which the addition of project trips result in an identifiable
degradation in level of service on freeway segments, roadway segments, or intersections,
triggering the need for specific project-related improvement strategies. Cumulative impacts are
those in which the project trips contribute to a poor level of service, at a nominal leveL
Study horizon year as used herein is intended to describe a future period of time in the traffic
studies, which corresponds to Sandag's traffic model years, and are meant to synchronize study
impacts to be in line with typical study years of2005, 2010, 2015 and 2020,
Criteria for detennining whether the project results in either project specific or cumulative impacts
on freeway segments, roadway segments, or intersections are as fol1ows;
A. Short-term (Study Horizon Year 0 to 4)
For purposes of the short-tenn analysis roadway sections may be defined as either links or
segments, A link is typical1y that section of roadway between two adjacent Circulation
Element intersections and a segment is defined as that combination of contiguous links used in
the Growth Management Plan Traffic Monitoring Program, Analysis of roadway links under
short-tenn conditions may require a more detailed analysis using the Growth Management
Oversight Committee (GMOC) methodology if the typical planning analysis using volume to
capacity ratios on an individual link indicates a potential impact to that link. The GMOC
analysis uses the Highway Capaeity Manual (HCM) methodology of average travel speed
based on actual measurements on the segments as listed in the Growth Management Plan
Traffic Monitoring Program,
1. Intersections
a. Project specific impact ifboth the fol1owing criteria are met:
I. Level of service is LOS E or LOS P-
II. Project trips comprise 5% or more of entering volume,
b, Cumulative impact if only (i) above is met
2, Street Links/Segments
If the planning analysis using the volume to capacity ratio indicates LOS C or better, there
is no impact If the planning analysis indicates LOS D, E or F, the GMOC method should
be utilized. The fol1owing criteria would then be utilized.
a. Project specific impact if al1 the following criteria are met:
3
Guidelines for Traffic Impact Studies February 13,2001
L Level of service is LOS D for more than 2 hours or LOS Elf for I hour
ii. Project trips comprise 5% or more of segment volume.
iii. Project adds greater than 800 ADT to the segment.
b, Cumulative impact if only (i) above is met.
3. Freeways
a. Project specific impact if both the fo11owing criteria are met:
L Freeway segment LOS is LOS E or LOS F
ii, Project comprises 5% or more of the total forecasted ADT on that rreeway
segment.
b, Cumulative impact if only (i) above is met.
B. Long-term (Study Horizon Year 5 and later)
L lntersections
a. Project specific impact ifboth the fo11owing criteria are met:
L Level of service is LOS E or LOS F,
ii. Project trips comprise 5% or more of entering volume.
b. Cumulative impact if only (i) above is met.
2. Street Segments
Use the planning analysis usin~the volume to capacity ratio methodology only. The
GMOC analysis methodology is not applicable beyond a four-year horizon,
a, Project specific impact ifa11 three of the fo11owing criteria are met:
L Level of service is LOS D, LOS E, or LOS F.
ii. Project trips comprise 5% or more of total segment volume,
iii, Project adds greater than 800 ADT to the segment.
b. Cumulative impact if only(i) above is met. However, if the intersections along a LOS
D or LOS E segment a11 operate at LOS D or better, the segment impact is considered
not significant since intersection analysis is more indicative of actual roadway system
operations than street segment analysis. If segment Level of Service is LOS F, impact
is significant regardless, of intersection LOS,
c. Notwithstanding the foregoing, if the impact identified in paragraph a, above occurs at
study horizon year 10 or later, and is offsite and not adjacent to the project, the impact
is considered cumulative. Study year 10 may be that typical SANDAG model year
4
Guidelines for Traffic Impact Studies February 13, 2001
which is between 8 and 13 years in the future, In this case of a traffic study being
perfonned in the period of 2000 to 2002, because the typical model will only evaluate
traffic at years divisible by 5 (i.e, 2005, 2010, 2015 and 2020) study horizon year 10
would correspond to the Sandag model for year 2010 and would be 8 years in the
future, If the model year is less than 7 years in the future, study horizon year 10 would
be 13 years in the future.
d. In the event a direct identified project specific impact in paragraph a. above occurs at
study horizon year 5 or earlier and the impact is offsite and not adjacent to this project,
but the property immediately adjacent to the identified project specific impact is also
proposed to be developed in approximately the same time frame, an additional analysis
may be required to detennine whether or not the identified project specific impact
would still occur if the development of the adjacent property does not take place. If the
additional analysis concludes that the identified project specific impact is no longer a
direct impact, then the impact shall be considered cumulative,
3. Freeways
a. Project specific impact if both the following criteria are met:
L Freeway segment LOS is LOS E or LOS F
ii. Project comprises 5% or more of the total forecasted ADT on that freeway
segment.
b, Cumulative impact if only (i) above is met.
.-
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