HomeMy WebLinkAboutTraffic Study
Table of Contents
Section Page
1.0 Introduction........................................................................................... 1-1
A. Purpose of Report and Study Objectives 1-1
B. Site Location and Study Area 1-1
C. Development Project Description 1-2
2.0 Area Conditions..................................................................................... 2-1
A. Study Area 2-1
B. Existing Traffic Controls and Intersection Geometrics 2-1
C. Existing Traffic Volumes 2-1
D. Existing Level of Service 2-1
E. General Plan Circulation Element 2-2
3.0 Projected Traffic.................................................................................... 3-1
A. Project Traffic Conditions 3-1
1. Trip Generation 3-1
2. Trip Distribution and Assignment 3-2
3. Modal Split 3-2
4. Project Peak Hour Traffic Volumes 3-3
5. Existing Plus Project Peak Hour Traffic Volumes 3-3
B. Background Traffic 3-3
1. Method of Projection 3-3
2. Cumulative Projects Traffic 3-3
3. Background Traffic Growth Rate 3-4
C. Project Completion (Year 2014) Without Project Traffic Volumes 3-4
D. Project Completion (Year 2014) With Project Traffic Volumes 3-5
4.0 Traffic Analysis....................................................................................... 4-1
A. Capacity and Level of Service Improvement Analysis 4-1
1. Level of Service for Existing Plus Project Conditions 4-1
2. Level of Service for Project Completion (Year 2014)
Without Project Conditions 4-1
3. Level of Service for Project Completion (Year 2014)
With Project Conditions 4-2
4. Traffic Signal Warrants 4-3
Table of Contents (continued)
Section Page
5.0 Findings and Recommendations........................................................... 5-1
A. Intersection Analysis Summary 5-1
B. Proposed Mitigation Measures 5-2
C. Circulation Recommendations 5-2
1. On-Site 5-2
2. Area-Wide 5-2
D. Intersection Sight Distance, Safety and Operational Improvements 5-3
E. Regional Funding Mechanisms 5-4
F. Conclusions 5-4
List of Attachments
Exhibits
Location Map........................................................................................................... 1-1
Site Plan................................................................................................................... 1-2
Existing Lane Geometry and Traffic Controls.............................................................. 2-1
Existing Traffic Volumes............................................................................................ 2-2
City of Temecula General Plan Circulation Element.................................................... 2-3
City of Temecula Roadway Cross Sections.................................................................. 2-4
Project Trip Distribution............................................................................................ 3-1
Project Traffic Volumes............................................................................................. 3-2
Existing Plus Project Traffic Volumes.......................................................................... 3-3
Cumulative Developments Location Map................................................................... 3-4
Cumulative Developments Traffic Volumes................................................................ 3-5
Project Completion (Year 2014) Without Project Traffic Volumes............................... 3-6
Project Completion (Year 2014) With Project Traffic Volumes.................................... 3-7
Intersection Sight Distance Analysis........................................................................... 5-1
Recommendations.................................................................................................... 5-2
List of Attachments (continued)
Tables
Intersection Analysis for Existing Conditions.............................................................. 2-1
Trip Generation Rates............................................................................................... 3-1
Project Trip Generation............................................................................................. 3-2
Cumulative Projects Trip Generation.......................................................................... 3-3
Intersection Analysis for Existing Plus Project Conditions............................................ 4-1
Intersection Analysis for Project Completion (Year 2014) Without Project Conditions. 4-2
Intersection Analysis for Project Completion (Year 2014) With Project Conditions...... 4-3
Existing Conditions Summary Intersection Analysis.................................................... 5-1
Project Completion (Year 2014) Conditions Summary Intersection Analysis................ 5-2
Appendices
Traffic Count Worksheets ......................................................................................... A
Highway Capacity Manual Level of Service Definitions............................................... B
Existing Conditions Intersection Analysis Worksheets................................................. C
Cumulative Projects Information............................................................................... D
Existing Plus Project Conditions Intersection Analysis Worksheets............................... E
Project Completion (Year 2014) Without Project Intersection Analysis Worksheets..... F
Project Completion (Year 2014) With Project Intersection Analysis Worksheets.......... G
Peak Hour Traffic Signal Warrant Analysis Worksheets............................................... H
Intersection Sight Analysis Reference......................................................................... I
1-1
1.0 Introduction
A. Purpose of Report and Study Objectives
The purpose of this Traffic Impact Analysis is to evaluate the development of the
Rancho Vista Village project from a traffic circulation standpoint. The proposed
development is located within the City of Temecula.
Study objectives include: (1) documentation of Existing traffic conditions in the
vicinity of the site; (2) evaluation of Existing Plus Project conditions with and without
the project; (3) evaluation of Project Completion (Year 2014) with and without the
project; and (4) determination of on-site and off-site improvements and system
management actions needed to achieve the City of Temecula level of service
requirements.
B. Site Location and Study Area
The proposed project is located at the northeast corner of Mira Loma Drive at
Rancho Vista Road, in the City of Temecula. The project site is currently vacant.
Exhibit 1-1 illustrates the site location map and traffic analysis study area. The study
area includes the following intersections:
North-South Street East-West Street
Ynez Road Rancho California Road
Ynez Road Rancho Vista Road
Mira Loma Drive (West) Rancho Vista Road
Mira Loma Drive (East) Rancho Vista Road
Margarita Road Rancho Vista Road
1-2
C. Development Project Description
The proposed project would consist of 57 single family homes. Exhibit 1-2
illustrates the site plan. The proposed project will access to the adjoining roadway
network via two (2) full access driveways on Mira Loma Drive. “B” Street will serve
as the main entrance to the site, and “A” Street will serve as the secondary access
point.
A tract map for this site was previously approved for 62 single family homes. The
revised tract will lessen the amount of homes to be built and the traffic impacts
associated with the latest tract would also be less.
2-1
2.0 Area Conditions
A. Study Area
The study area includes the following intersections:
North-South Street East-West Street
Ynez Road Rancho California Road
Ynez Road Rancho Vista Road
Mira Loma Drive (West) Rancho Vista Road
Mira Loma Drive (East) Rancho Vista Road
Margarita Road Rancho Vista Road
B. Existing Traffic Controls and Intersection Geometrics
Exhibit 2-1 identifies the existing roadway conditions for the study area roadways.
The number of through traffic lanes for existing roadways and the existing
intersection controls are identified.
C. Existing Traffic Volumes
Existing AM and PM peak hour traffic volumes for the study area intersections are
shown on Exhibit 2-2. These volumes are based upon manual AM and PM peak
hour turning movement counts collected in June 2012 and January 2013. The
traffic count worksheets are included in Appendix A. To account for potential
increases in delay, as a result of school traffic at the study area intersections near the
site, traffic counts obtained by LINSCOTT, LAW & GREENSPAN ENGINEERS were
used for AM peak hour traffic conditions.
2-2
Existing Average Daily Traffic (ADT) volumes for roadway segments within the study
area have been provided by the City of Temecula and are based on counts taken in
Year 2011.
D. Existing Level of Service
Existing intersection level of service calculations are shown in Table 2-1 and are
based on manual AM and PM peak hour turning movement counts. Definitions
of the Highway Capacity Manual’s Level of Service (LOS) standards are included in
Appendix B. The City of Temecula requires a Level of Service D or better for all
intersections.
Under Existing traffic conditions, all study area intersections are currently operating
at LOS D or better during the peak hours, with the exception of Ynez Road (NS) at
Rancho California Road (EW). This intersection is currently operating at LOS E
during the PM peak hour. HCM calculation worksheets for Existing conditions are
provided in Appendix C.
E. General Plan Circulation Element
Exhibit 2-3 shows the City of Temecula General Plan Circulation Element and
Exhibit 2-4 shows the City of Temecula Roadway Cross Sections.
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3-1
3.0 Projected Traffic
A. Project Traffic Conditions
1. Trip Generation
Trip generation represents the amount of traffic that is attracted and produced by a
development. The trip generation rates are based upon data collected by the
Institute of Transportation Engineers (ITE) Trip Generation, 9th Edition. This
publication provides a comprehensive evaluation of trip generation rates for a
variety of land uses. Both daily and peak hour trip generation rates for the uses
analyzed in this study are shown in Table 3-1.
The traffic generation for the proposed project is based upon the specific land uses
that have been planned for the development. The project site is currently zoned for
medium density residential land use, as approved under the existing General Plan.
The approved land use for this site would consist of 62 single family dwelling units.
The proposed project is seeking to reduce the number of units due to site’s
topography. The proposed project would now consist of 57 single family dwelling
units. The project site is currently vacant and no trip credit for an existing land use
was taken.
Both daily and peak hour trip generation for the previously approved land use and
the proposed development are shown in Table 3-2. The previously approved land
use would generate approximately 590 total trip-ends per day, with 47 total vehicle
trips during the AM peak hour and 62 total trip ends per day during the PM peak
hour. The proposed development is projected to generate approximately 543 total
trip-ends per day, with 43 total vehicles per hour during the AM peak hour and 57
total vehicles per hour during the PM peak hour.
3-2
The net trip change as a result of the proposed project would be approximately 47
less trip-ends per day, with 4 less vehicle trips during the AM peak hour and 5 less
trips per day during the PM peak hour.
2. Trip Distribution and Assignment
Trip distribution represents the directional orientation of traffic to and from the
project site. Trip distribution is heavily influenced by the geographical location of
the site, the location of retail, employment, recreational opportunities, and the
proximity to the regional freeway system. The directional orientation of traffic was
determined by evaluating existing and proposed land uses and highways within the
community.
Trip distribution patterns for this study have been based upon near-term and
general plan buildout conditions, and are based upon those highway facilities that
are either in place or will be contemplated over the next few years. The trip
distribution patterns for the project are graphically depicted on Exhibit 3-1.
The assignment of traffic from the site to the adjoining roadway system has been
based upon the site's trip generation, trip distribution, and proposed arterial
highway and local street systems that this traffic study assumes would be in place
by the time of initial occupancy of the site.
3. Modal Split
Modal split denotes the proportion of traffic generated by a project that would use
any of the transportation modes, namely buses, cars, bicycles, motorcycles, trains,
carpools, etc. The traffic reducing potential of public transit and other modes is
significant. However, the traffic projections in this study are conservative in that
public transit and alternative transportation may be able to reduce the traffic
volumes. Thus no modal split reduction is applied to the projections. With the
3-3
implementation of transit service and provision of alternative transportation ideas
and incentives, the automobile traffic demand can be reduced significantly.
4. Project Peak Hour Traffic Volumes
Project AM and PM peak hour intersection turning movement volumes and average
daily traffic are shown on Exhibit 3-2.
5. Existing Plus Project Peak Hour Traffic Volumes
Existing Plus Project AM and PM peak hour intersection turning movement volumes
and average daily traffic includes existing traffic volumes, counted in June 2012,
plus project traffic volumes. Existing Plus Project traffic volumes are shown in
Exhibit 3-3.
B. Background Traffic
1. Method of Projection
To assess Project Completion (Year 2014) traffic conditions, project traffic is
combined with existing traffic, area-wide growth and cumulative projects’ traffic.
Project Completion Year is expected to be in Year 2014. A general plan buildout
analysis has not been performed for this project since the latest proposed
development would conform to the current General Plan zoning allowance of
medium density residential.
2. Cumulative Projects Traffic
Table 3-3 lists the proposed land uses for the nearby cumulative projects for
Project Completion (Year 2014) With Cumulative Projects traffic conditions, known
at the time this study was prepared. Cumulative projects have been obtained from
3-4
the City of Temecula Staff. Cumulative impacts analyzed in this traffic impact study
were conservatively assessed. Some of the cumulative projects may be downsized
or may not be approved, and some approved projects may not be developed. The
cumulative analyses set forth below are conservative and may result in greater
impacts than actually anticipated. Developments that have been approved or are
being processed concurrently in the study area, include the projects illustrated on
Exhibit 3-4. The cumulative development trip distributions are shown on
Appendix D.
Table 3-3 shows the peak hour and daily vehicle trips generated by the Cumulative
Projects being processed concurrently in the study area. Cumulative Projects
AM and PM peak hour intersection turning movement volumes and average daily
traffic are shown on Exhibit 3-5.
3. Background Traffic Growth Rate
To account for area-wide growth on the roadways, future traffic volumes have been
calculated based on a two percent (2%) annual growth rate of existing
traffic volumes over a two-year period for counts taken in Year 2012. Future
average daily traffic volumes have been calculated based on a two percent (2%)
annual growth rate of existing average daily traffic over a three-year period for
counts taken in Year 2011. The City of Temecula provided the area-wide growth
rate.
C. Project Completion (Year 2014) Without Project Traffic Volumes
Project Completion (Year 2014) without project traffic conditions includes existing
traffic volumes on surrounding roadways, cumulative project traffic, and area-wide
growth. The AM and PM peak hour intersection turning movement volumes and
average daily traffic are shown on Exhibit 3-6 for Project Completion (Year 2014)
Without Project traffic conditions.
3-5
D. Project Completion (Year 2014) With Project Traffic Volumes
Project Completion (Year 2014) With Project traffic conditions includes existing
traffic volumes on surrounding roadways, project traffic, area-wide growth and
cumulative projects. Project Completion (Year 2014) With Project AM and PM peak
hour intersection turning movement volumes and average daily traffic are shown on
Exhibit 3-7.
3-6
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InOutTotalInOutTotal
Medium Density
(Approved General Plan
Land Use)
Single Family
Detached 210DU0.190.560.750.630.371.009.52
1 Source: Institute of Transportation Engineers (ITE) Trip Generation manual, 9th Edition, 2012.
2 DU =Dwelling Units
TABLE 3-1
Trip Generation Rates1
Zoning PM
Peak HourITE
Trip Code DailyLand Use Units2 AM
j:\rktables\RK10063TB.xls
JN:0518-2012-01
InOutTotalInOutTotal
Medium Density
(Approved General Plan
Land Use)
Single Family
Detached 62DU123547392362590
Medium Density
(Proposed General Plan
Land Use)
Single Family
Detached 57DU113243362157543
-1-3-4-3-2-5-47
1 DU = Dwelling Unit
Project Trip Generation
TABLE 3-2
Zoning
Net Decrease as a Result of Proposed Land Use
Quantity Units1
Peak Hour
Land UseDailyAMPM
j:\rktables\RK10063TB.xls
JN:0518-2012-01
InOutInOut
Assisted Living25499Beds1251514271
1251514271
Single Family Residential21016DU39106153
39106153
Single Family Residential21015DU38106144
38106144
Hotel310142RM483144401,160
Restaurant9326.000TSF36333927763
846483671,923
Condo/Townhomes23023DU2984134
2984134
Hospital230566.160TSF3742602723749,342
3742602723749,342
Hotel31064RM22142018523
22142018523
Condo/Townhomes230210DU157874361,220
157874361,220
51544749252513,710
1 Source: City Temecula Planning Department
2 TSF = Thousand Square Feet
DU = Dwelling Units
RM = Rooms
7 Comfort Suites
Hotel Subtotal
8 Rancho Highlands
Maravilla Subtotal
5 Tierra Vista Condo
Buildout Subtotal
6Temecula Hospital Subtotal
Simms TTM/GPA/ZC Subtotal
4 Temecula Heritage
Hotel
Subtotal
Total Trip Generation for All Cumulative Projects
DailyUnits2
1 Highgate Senior
Living Subtotal
2 TTM No. 30434
(Paine TTM)Subtotal
3
TABLE 3-3
Cumulative Projects Trip Generation1
ZoneProject
Peak Hour
AMPM
Land UseITEQuantity
j:\rktables\RK10063TB.xls
JN:0518-2012-01
4-1
4.0 Traffic Analysis
A. Capacity and Level of Service Improvement Analysis
1. Level of Service for Existing Plus Project Conditions
Intersection levels of service for the Existing Plus Project conditions are shown in
Table 4-1. For Existing Plus Project traffic conditions, all study area intersections are
projected to operate at LOS D or better during the peak hours with the exception
of the following intersection, which will continue to operate at an LOS “E”:
North-South Street East-West Street
Ynez Road Rancho California Road
This intersection will continue to operate at LOS “E” under Existing Plus Project
traffic conditions. An increase in overall intersection delay of 0.6 seconds is
expected to occur as a result of the project. Since the increase in delay is below
the City’s 2.0 second threshold, the project’s impact at this intersection is
considered insignificant.
HCM calculation worksheets for Existing Plus Project conditions are provided in
Appendix E.
2. Level of Service for Project Completion (Year 2014) Without Project Conditions
Intersection levels of service for the Project Completion (Year 2014) Without Project
conditions are shown in Table 4-2. For Project Completion (Year 2014) Without
Project traffic conditions, all study area intersections are projected to operate at
4-2
LOS D or better during the peak hours, with the exception of the following
intersections, which are expected to operate at Los E.
North-South Street East-West Street
Ynez Road Rancho California Road
Ynez Road Rancho Vista Road
HCM calculation worksheets for Project Completion (Year 2014) Without Project
conditions are provided in Appendix F.
3. Level of Service for Project Completion (Year 2014) With Project Conditions
Intersection levels of service for Project Completion (Year 2014) With Project
conditions are shown in Table 4-3. For Project Completion (Year 2014) With Project
traffic conditions, all study area intersections are projected to operate at LOS D or
better during the peak hours with the exception of the following intersections,
which will continue to operate at LOS “E”:
North-South Street East-West Street
Ynez Road Rancho California Road
Ynez Road Rancho Vista Road
These intersections will continue to operate at LOS “E” under Opening Year (2014)
with Project traffic conditions. An increase in overall intersection delay of 0.9
seconds and 0.7 seconds is expected to occur at Ynez Road at Rancho California
Road and Ynez Road at Rancho Vista Road, respectively, as a result of the project.
Since the increase in delay is below the City’s 2.0 second threshold, the
project’s impact at this intersection is considered insignificant.
4-3
HCM calculation worksheets for Project Completion (Year 2014) With Project
conditions are provided in Appendix G.
4. Traffic Signal Warrants
Peak hour traffic signal warrants have been analyzed at the following unsignalized
study area intersection:
North-South Street East-West Street
Mira Loma Drive Rancho Vista Road
Traffic signal warrants have been performed at the above study area intersection for
all study scenario conditions. The intersection is projected to not satisfy peak hour
traffic signal warrants. A traffic signal is not required in order to improve level of
service operations at this intersection. The traffic signal warrant analysis worksheets
are included in Appendix H.
4-4
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5-1
5.0 Findings and Recommendations
A. Intersection Analysis Summary
A summary of the Existing Conditions level of service analysis for each condition is
included in Table 5-1.
Under existing traffic conditions, all study area intersections are currently operating
at acceptable conditions during the peak hours, with the exception of the following
intersection which is currently operating at an LOS “E”:
North-South Street East-West Street
Ynez Road Rancho California Road
The proposed project will consist of 57 single family units and it is projected to
generate approximately 533 trip-ends per day, with 43 vehicles per hour during the
AM peak hour and 57 vehicles per hour during the PM peak hour.
Intersection levels of service for Project Completion (Year 2014) With Project
Conditions are shown in Table 5-2. Traffic conditions include existing traffic
volumes on surrounding roadways, area wide growth and cumulative projects
traffic. All study area intersections are projected to operate at an acceptable level of
service during the peak hours, except for the following intersections, which are
projected to operate at an LOS “E”:
North-South Street East-West Street
Ynez Road Rancho California Road
Ynez Road Rancho Vista Road
5-2
No mitigation is required for Project Completion (Year 2014) with project
conditions, as the project does not increase the overall intersection delay by more
than two (2) seconds.
B. Proposed Mitigation Measures
No mitigation measures are required for the proposed project.
A summary of the change in level of service with the addition of the project is
provided in Tables 5-1 and 5-2. The project is not expected to have a significant
impact at any of the study area intersections.
C. Circulation Recommendations
1. On-Site
I. Construct the on-site circulation system per the detailed site plan.
II. Install stop signs, stop bars, and stop legends at all project access points.
On-site circulation recommendations are shown on Exhibit 5-2.
2. Area-Wide
I. A traffic signal at the intersection of Mira Loma Drive at Rancho Vista Road is
not required from a level of service standpoint.
Area-wide recommendations are summarized on Exhibit 5-2.
5-3
D. Intersection Sight Distance, Safety and Operational Improvements
The City of Temecula utilizes the sight distance design standards identified in the
California Highway Design Manual to determine intersection sight distance. The
required stopping sight distance for a private road or driveway is 200 feet on
roadways with a speed of 30 miles per hour. Mira Loma Drive is classified as a local
street and therefore has a design speed of 30 miles per hour, as shown on the
City of Temecula Roadway Design Requirements Standard Plan No. 113. This sight
distance standard is also consistent with design standards identified in the County
of Riverside’s Standard Drawing No. 821. A copy of the reference material is available
in Appendix I.
Exhibit 5-1 shows the intersection sight distance analysis at the intersection of the
project driveway at Mira Loma Drive. The required stopping sight distance for this
driveway is 200 feet, based on a design speed of 30 miles per hour. This is considered
conservative, as the actual posted speed limit on Mira Loma Drive is 25 miles per hour.
Per the latest grading plans, adequate sight distance would be obtainable at both
project driveways. The sight distance analysis takes into consideration both vertical
and horizontal changes in the roadway, which may affect driver vision. The vertical
change in elevation on Mira Loma Drive is approximately 25 feet over a span of 200
feet from the project access locations. The slope of Mira Loma Drive is downward,
south to north, from Rancho Vista Road toward the project access. This angle of
slope would allow for adequate sight distance. The project accesses are located on
the inside of a horizontal curve on Mira Loma Drive which limits the amount of sight
distance for a driver. However, provided a limited use area is established, adequate
sight distance is obtainable.
Per the sight distance standards, a limited use area should be established and
maintained to provide a clear line of sight for vehicles negotiating an intersection. No
5-4
trees, walls, or any objects over 30 inches high shall be allowed in the limited use
area. Also, on-street parking should be restricted for approximately 130 feet south
of access “B” and 90 feet north of access “A”, within the limited use areas of each
intersection. No parking should be allowed between the project access intersections
on Mira Loma Drive
As is the case for any roadway design, the City of Temecula should periodically review
traffic operations in the vicinity of the site once the project is constructed to assure
that the traffic operations are satisfactory.
E. Regional Funding Mechanisms
Participate in the City’s adopted TUMF (Transportation Uniform Mitigation Fee)
program and pay development fees as required by the City of Temecula.
F. Conclusions
Based upon this review, the proposed Rancho Vista Village project can be
accommodated in the City of Temecula.
AMPMAMPMAMPMAMPMAMPMAMPM
•Rancho California Road (EW)37.665.2DE38.365.8DE3 0.70.6NCNC
•Rancho Vista Road (EW)48.733.4DC49.434.3DC0.70.9NCNC
•Rancho Vista Road (EW)14.911.4BB17.212.5CB2.31.1 B to C4 NC
•Rancho Vista Road (EW)21.821.5CC22.021.7CC0.20.2 NC NC
•Rancho Vista Road (EW)27.932.6CC27.933.1CC0.00.5NCNC
1
2 LOS= Level of Service
3
4 Change is LOS is considered less than significant
TABLE 5-1
Existing Conditions Summary Intersection Analysis
Intersection
Existing Plus Project
Conditions
Delay1
(Seconds)LOS2Delay1
(Seconds)
Change as Result of
Project
LOS2
No mitigation is required for this intersection since the project contributes less than 2.0 seconds of delay.
LOS2
Existing Conditions
Delay1
(Seconds)
Analysis Software: Synchro 7. Per the 2000 Highway Capacity Manual, overall average intersection delay and level of service
are shown for intersections with traffic signal or all-way stop control. For intersections with cross-street stop control, the delay
and level of service for the worst individual movement (or movements sharing a single lane) are shown.
Ynez Road (NS) at
Mira Loma Drive West (NS) at
Mira Loma Drive East (NS) at
Margarita Road (NS) at
j:\rktables\RK10063TB.xls
JN:0518-2012-01
AMPMAMPMAMPMAMPMAMPMAMPM
•Rancho California Road (EW)47.274.9DE48.875.8DE3 1.60.9NCNC
•Rancho Vista Road (EW)59.440.7ED60.142.3E3 D0.71.6NCNC
•Rancho Vista Road (EW)15.711.6 C B18.412.7CB2.71.1NCNC
•Rancho Vista Road (EW)21.821.2 C C22.021.5CC0.20.3NCNC
•Rancho Vista Road (EW)28.133.5CC28.233.9CC0.10.4NCNC
1
2 LOS= Level of Service
3
TABLE 5-2
Change as Result of
Project
Delay1
(Seconds)
Project Completion (Year 2014) Conditions Summary Intersection Analysis
Delay1
(Seconds)LOS2LOS2Delay1
(Seconds)
Project Buildout
(Year 2014)
Without Project
Conditions
No mitigation is required for this intersection since the project contributes less than 2.0 seconds of delay.
LOS2
Intersection
Project Buildout
(Year 2014)
With Project Conditions
Analysis Software: Synchro 7. Per the 2000 Highway Capacity Manual, overall average intersection delay and level of service are
shown for intersections with traffic signal or all-way stop control. For intersections with cross-street stop control, the delay and
level of service for the worst individual movement (or movements sharing a single lane) are shown.
Ynez Road (NS) at
Mira Loma Drive West (NS) at
Mira Loma Drive East (NS) at
Margarita Road (NS) at
j:\rktables\RK10063TB.xls
JN:0518-2012-01
______________________________________________________________________________
______________________________________________________________________________
Appendices
Appendix A
Traffic Count Worksheets
Appendix D
Cumulative Projects Information
Appendix E
Existing Plus Project Conditions
Intersection Analysis Worksheets