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HomeMy WebLinkAboutAPPENDIX F – Traffic Study ________________________________________________________________________________________________________________________________ 18484 Outer Highway 18 North, Suite 225, Apple Valley, CA 92307 Telephone: 760.524.9100 November 29, 2022 Eunice Bagwan Environmental Planner/Safety Coordinator Chambers Group, Inc. 5 Hutton Centre Drive, Suite 750 Santa Ana, CA 92707 RE: CHAMBERS GROUP PROJECT NUMBER: 21289-001-3.4 - TRANSPORTATION ASSESSMENT FOR THE CITY OF FONTANA’S FIRE STATION NO. 80 AND TRAINING CENTER LOCATED AT THE NEC OF CHERRY AVENUE AND S. HIGHLAND AVENUE IN FONTANA, CALIFORNIA Dear Eunice: David Evans and Associates, Inc. (DEA) is pleased to submit this draft transportation assessment for the City of Fontana’s Fire Station No. 80 and Training Center as part of the project’s environmental review. INTRODUCTION AND SCOPE The scope of this assessment includes: 1. A non-CEQA traffic impact analysis threshold evaluation to identify if the proposed facility would require the preparation of a traffic impact study to determine if the facility would cause, or contribute to, a deficiency in the city’s general plan level of service policies. This analysis follows the procedures and the thresholds in the city’s Traffic Impact Analysis (TIA) Guidelines for Vehicle Miles Traveled (VMT) and Level of Service Assessment (October 21, 2020). 2. A site access and safety analysis that specifically evaluates the following: a. Driveway sight distance analysis. b. Potential safety, and capacity effects of the driveways with respect to the operational area of the Cherry Avenue and S. Highland Avenue intersection. c. Evaluation of a common method of emergency-vehicle traffic control at fire station driveways where fire apparatus exits during an emergency call, specifically an Emergency-Vehicle Traffic Control Signal or a Hybrid Beacon and an assessment of potential impediments to meeting the standards for implement these devices. 3. A screening assessment for preparing a Vehicle Miles Traveled (VMT) analysis under CEQA. The city’s guidelines permit screening to exempt VMT analysis requirements based on specific criteria including if the project is in a “low VMT-generating area” and whether the project meets the definition of a locally serving type of use which often includes community facilities like public libraries, local government offices, police, and fire stations. PROJECT DESCRIPTION The proposed project is construction of a two-phased public facility comprised of a firefighter training center in Phase 1 and a single-engine fire station in Phase 2. The project is on 2.16-acres (A.P.N. 022802146) located at the northeast corner of Cherry Avenue and South Highland Avenue in the City of Fontana, California. The parcel of land is constrained between San Bernardino County Flood Control District channel and a Southern California Edison (SCE) easement. Eunice Bagwan, November 29, 2022, Page 1 It is comprised of a triangular parcel of land fronting Cherry Avenue with two driveways. One driveway permits access to the training center and one driveway is used for emergency ingress and egress for the Phase 2 fire station. Exhibit A provides the proposed site plan for the project. IMPACT ANALYSIS THRESHOLD EVALUATION Project Trip Generation Table A presents the estimated trip generation for the proposed training center. The estimated trip generation was derived from information provided in a questionnaire completed by fire district personnel. The questionnaire requested information about a typical training event and a large training event. As shown in Table A, the typical training event (attended by about 14 people) generates about four vehicles entering in the morning and four vehicles exiting in the early afternoon, or a bout a total of eight vehicles per day. A large training event (attended by about 19 people) is an all-day event and generates about 5 vehicles entering in the morning and five vehicles departing in the afternoon. Table A shows the sum of traffic generated on a day when both a typical and a large event occurs simultaneously which results in less than 10 trips in the morning peak, 5 trips in the afternoon peak and less than 20 trips per day. Table A: Estimated Weekday Trip Generation for the City of Fontana / San Bernardino County Fire Department Training Center Table B presents the estimated trip generation of the Phase 2 fire station. Fire station #80 is proposed as a single engine station. Shift changes occur in the early morning hours between 7:30 and 8:30 AM. Table B also presents the assumptions regarding emergency calls—about six emergency calls are assumed in each 24-hour period. With traffic generated by shift changing personnel and emergency calls, the fire station is estimated is estimated to generate about seven trips in the morning peak hour and one trip in the afternoon peak hour, or eighteen trips per day. Combined, the training center and the fire station would generate about sixteen trips in the morning peak hour and six in the afternoon peak hour, or about 36 trips per day. In Out Total In Out Total In Out Total Staff 2 Drive Alone 2 0 2 0 2 2 0 0 0 4 Trainees 12 Assigned Fire Engine [b]2 0 2 0 2 2 0 0 0 4 Subtotal Typical Training Event 14 4 0 4 0 4 4 0 0 0 8 Staff 2 Drive Alone 2 0 2 0 0 0 0 2 2 4 Trainees 17 Assigned Fire Engine [b]3 0 3 0 0 0 0 3 3 6 Subtotal Large Training Event 19 5 0 5 0 0 0 0 5 5 10 Total Both Events 33 9 0 9 0 4 4 0 5 5 18 Large Training Event (3 days /week) [c] Weekday Vehicle Trips Average Daily Trips [a] Typical training events include laying hose, throwing ladders, flowing water, active fire training, ventilation, rescue operations, confined space rescue training. [b] All fire fighting personnel (trainees) are required to arrive in their assigned fire apparatus because 1) they remain on duty and may be called to an emergency, and 2) much of their training is related to the operation of the fire engine itself and the euipment stored on the vehicle. For purposes of this analysis, fire engine personnel capacity (seats) is equal to the average vehicle occupancy of fire engines arriving at training events which is assumed to be 6 personnel / vehicle. [c] Large training events include engine and truck company operations. To represent the highest potential number of trips generated by the training facility, it is assumed that a typical and large training event can on the same day. The estimated trip generation above assumes a typical and a large training event occuring on the same day. Source of information used to derive trip generation: San Bernardino County Fire Department, 2022. Notes: Arrival (8:00 - 9:00 am) Early Departure (12:00 noon - 1:00 pm) Late Departure (4:00 pm - 5:00 pm) Training Center Attendees Number of Persons Mode of Transportation Typical Training Event (2 Days / Week) [a] Eunice Bagwan, November 29, 2022, Page 2 Table B: Estimated Weekday Trip Generation for the City of Fontana /San Bernardino County Fire Department Fire Station No. 80 (Fire Dept. Questionnaire Method) City of Fontana Impact Analysis Criteria According to the city’s TIA guidelines, a traffic impact analysis is required if the proposed use generates between 50 and 250 two-way peak hour trips. Since the proposed project, combining traffic from both the training center and the fire station, generates less than 50 two-way peak hour trips on a typical weekday, a traffic impact analysis is not required. SITE ACCESS AND SAFETY ANALYSIS Chapter 10.0 of the city’s TIA guidelines (Site Access and Safety Analysis) specifies analyses for project access driveways related to safety. Not all the analyses in the guidelines are applicable to the project’s driveways so this section summarizes the findings of the relevant analyses which include: • Intersection sight distance • Corner clearance • Need for right turn deceleration or turning lanes Planned Improvements Unrelated to the Project The safety analysis of the project’s driveways needs to reflect any future roadway and traffic control improvements that would affect the outcome of the analysis. Below is a brief discussion of a significant planned and funded improvement to Cherry Avenue that would affect site access and the driveway safety analysis. The City of Fontana received a Rebuilding American Infrastructure with Sustainability and Equity (RAISE) discretionary grant from the U.S. Department of Transportation. The city’s $15,088,1951 application for RAISE funds was awarded in 2022 for the transportation project titled “Building a Better-Connected Inland Empire – A Complete Streets Solution”, as described below: • Cherry Avenue – improve the existing four-lane rural Cherry Avenue without sidewalks, curbs, or gutters to a six-lane major highway with a 20-foot-wide raised landscaped median, sidewalks, and curb and gutter on both sides of the 1.2-mile-long segment from north of the I-210 freeway to Baseline Avenue. The project includes installing traffic signals at South Highland Avenue and Victoria Street, adding Class I off-street trails and Class II bicycle lanes on Cherry Avenue, lighting 1 The total project construction budget equals $20,877,639. A federal recreation trails grant, and private and local agency matching funds totaling $5,789,444 were added to the RAISE grant to provide for the total construction budget. In Out Total In Out Total Shift Change Every 24 hours (3 in and 3 out)3 3 6 0 0 0 6 Emergency Vehicle Trips [a]1 0 1 1 0 1 12 Total Trips 1 3 7 1 0 1 18 Notes: [a] The derivation of peak hour emergency vehicle trips is based on a number of assumptions beginning with the fire department's estimate of an average of six emergency calls in each 24-hour period. Assumptions include: - One emergency call occurs in the AM and PM peak hour with a minimum duration exceeding one hour. - Each emergency call generates two emergency vehicle trips (one outbound and one inbound) but only the outbound trip is counted in the peak hour trip generation because the inbound return trip occurs outside of the peak hours. Source of information used to derive trip generation: San Bernardino County Fire Department, 2022. Station Trip Generating Activity AM Peak Hour (7:30 TO 8:30 AM) PM Peak Hour (4:00 TO 6:00 PM Average Daily Method of Estimating Trip Generation Fire Department Questionnaire of Station Traffic Characteristics for an Average Weekday Eunice Bagwan, November 29, 2022, Page 3 and bus turnouts, and broadband, stormwater, sewer, water, and recycled water infrastructure under the street. • Victoria Street – improve the existing two-lane rural road without sidewalks, curbs, or gutters to a fully improved two-lane collector street with widened 20-foot lanes, a 10-foot-wide raised landscaped median, sidewalk, curb, and gutter on both sides of the 5,000-foot-long segment from the I-15 freeway to Cherry Avenue. This segment of the project realigns Victoria Street to intersect Cherry Avenue where Walnut Avenue currently intersects to create a four-leg intersection that will be signalized as part of the Cherry Avenue improvements. A Class I trail will parallel Victoria Street, and a new pedestrian bridge will extend the San Sevaine trail to the north. Other parts of the Victoria Street improvements include street lighting, a roundabout intersection for local access to new development, bus turnouts, and broadband, stormwater, sewer, water, and recycled water infrastructure under the street. The Cherry Avenue and Victoria Street improvements complete two essential corridors within the Westgate Specific Plan Area. Figure 1 shows the preliminary design plan for the intersection of Cherry Avenue and S. Highland Avenue that was included in the city’s RAISE application. The proposed schedule for completion of the Cherry Avenue and Victoria Street improvements, according to the application, is December 2025. Figure 1: Preliminary Design Plan of Cherry Avenue and S. Highland Avenue. Source: Building a Better-Connected Inland Empire – A Complete Streets Solution, Funding Opportunity Number: DTOS59-22-RA-RAISE, Apr 14, 2022. Intersection Sight Distance Analysis At side-street stop-controlled intersections and driveways a substantially clear line of sight should be maintained between the driver of a vehicle, bicyclist or pedestrian stopped on the minor road/driveway and the driver of an approaching vehicle on the major road that has no stop. Gaps in both directions of the flow of traffic on the major street need to provide adequate time for the stopped vehicle on the minor road Eunice Bagwan, November 29, 2022, Page 4 to either cross all lanes of through traffic, cross the near lanes and turn left, or turn right, without requiring through traffic to radically alter their speed. The visibility required for these maneuvers form a “sight triangle”. There should be no sight obstructions within an intersection’s sight triangles. Intersection sight distance is different for vehicles turning from the project’s driveways under Cherry Avenue’s current configuration and width compared to its future configuration and width after implementation of the RAISE grant improvements. This is not only because of the width added to Cherry Avenue when the road is widened but also because of the restrictions placed on driveway movements with construction of a raised median. Further, the fire station will be built in Phase 2 of the project which is likely to occur after completion of the Cherry Avenue improvements in late 2025. The following summarizes the types of sight distance calculations applicable to each driveway based on the project’s phasing and the anticipated completion of the Cherry Avenue improvements. • Phase 1: Training Center Access Driveway A – the training center is assumed to be completed by 2024 prior to completion of the Cherry Avenue improvements. All project ingress and egress trips are assumed to use Driveway A (see Figure 2) which is located about 160 feet north of the centerline of South Highland Avenue. Corner sight distance (CSD) is the applicable sight distance for a stop-controlled rural driveway permitting left and right turn egress movements. • Phase 2: Fire Station #80 Access Driveway B – the fire station in Phase 2 is assumed to be completed after completion of the Cherry Avenue improvements in late 2025. The Cherry Avenue improvements include a raised median which will restrict the training center’s access Driveway A to right-turn-in / right-turn out. The fire station’s access Driveway B, however, (see Figure 2) requires unrestricted egress to the northbound and southbound directions of Cherry Avenue to maintain Fontana’s emergency response time standards. This requires modification to the raised median and a traffic control system that can be actuated from the fire station or from the station’s fire apparatus. Table C summarizes the required corner sight distance (CSD) for each project driveway by phase, scenario and movement. Table C: Corner Sight Distance (CSD) by Phase, Scenario, Driveway, and Movement Driveway A (Feet) Driveway B (Feet) CSD (Left)830 CSD (Right)700 CSD (Left)Not Applicable 360 CSD (Right)700 360 Not Applicable Notes: CSD = Corner Sight Distance SSD = Stopping Sight Distance [a] Phase / Scenario Assumptions: Phase 1 (Driveway A): CSD(Left) = 1.47(Vm)(Tg+Tg(+)), Vm = 45 mph, (Tg+Tg(+)) = 12.55 sec Phase 1 (Driveway A): CSD(Right) = 1.47(Vm)(Tg+Tg(+)), Vm = 45 mph, (Tg+Tg(+)) = 10.5 sec Phase 2 (Driveway A): CSD(Right) = 1.47(Vm)(Tg+Tg(+)), Vm = 45 mph, (Tg+Tg(+)) = 10.5 sec Phase 2 (Driveway B): Controlled by Emergency-Vehicle Hybrid Beacon (Min. CSD) = SSD at 45 mph Source: Highway Design Manual, Caltrans, Chapter 400 Intersections At-Grade, Topic 405 Intersection Sight Distance Phase 1 Training Center Phase 2 Training Center + Fire Station Intersection Sight Distance Phase / Scenario [a] Eunice Bagwan, November 29, 2022, Page 5 Figure 2: Proposed site plan showing the location of the Phase 1 Driveway A and the Phase 2 Driveway B. Figure 3 illustrates the extent of the required minimum clear sight distance triangles at each of the project’s driveway with Cherry Avenue under today’s configuration and width and under future configuration and width. Driveway A’s Phase 1 corner sight distances of 700 and 830 feet (based on 45 mph) are theoretically achievable due to Cherry Avenue’s flat horizontal and vertical alignment and lack of obstructions. Practically, however, the 830-foot clear sight distance triangle required for turning left may occasionally be challenging for drivers because part of the triangle passes through the shadow created by the I-210 overcrossing and the multi-lane configuration may obscure vehicles in the outside lane. Phase 1 conditions are temporary and by late 2025 the completed Cherry Avenue improvements will dramatically improve site access safety conditions. Corner Clearance Driveways should be located sufficiently distant from the functional area of an adjacent intersection so that right turns exiting a project driveway do not interfere with the right turn queuing at the intersection and provide enough maneuvering distance so the egressing vehicles can safely enter the adjacent intersection’s left-turn lanes. Regardless, a minimum corner clearance distance is not applicable to the project’s Phase 1 or Phase 2 driveways because the driveways are located “downstream” of the functional area (or departure area) of the Cherry Avenue / South Highland Avenue intersection and do not interfere with the queues that form, or lane change maneuvering, at the approaches to intersections. A B Eunice Bagwan, November 29, 2022, Page 6 Figure 3: Site driveway clear sight distance triangles by phase and movement. Right Turn Treatments at Site Access Driveways The city’s TIA guidelines contain traffic volume thresholds for considering installing right-turn deceleration lanes at site access driveways. When peak hour right-turn volumes reach or exceed 50 vehicles, a right-turn deceleration lane may be considered. Deceleration lanes are a safety feature at intersections. On higher speed roadways, when designed to the correct length, deceleration lanes eliminate the speed differential between vehicles slowing to turn right and through traffic traveling at the speed limit. The city’s guidelines suggest that right-turn deceleration lanes should be reviewed for appropriateness, when feasible, on all driveways accessing major and primary arterials. The length of right turn lane should be sufficient to allow a vehicle traveling at the posted speed to decelerate before entering the driveway as outlined in the Caltrans Highway Design Manual. The estimated peak hour traffic volumes for both the Phase 1 training center and the Phase 2 fire station do not exceed 50 vehicles for all movements combined and do not trigger the threshold for considering right turn deceleration lanes Eunice Bagwan, November 29, 2022, Page 7 ASSESSMENT OF EMERGENCY-VEHICLE TRAFFIC CONTROL AT FIRE STATION DRIVEWAYS Three common forms of traffic control are used at fire station driveways. 1. The most common type of control is no control or yield control at the fire station driveway. Pavement markings “Keep Clear” is typically installed on each lane adjacent to the fire station driveway. No control or yield control of fire station driveways is effective on low-volume collector or local streets where many fire stations are located. This form of control is not applicable to the Cherry Avenue driveways proposed for Fire Station #80 because of the volume and speed of traffic on Cherry Avenue. 2. An emergency-vehicle traffic control signal can be operated as a fully or semi-actuated traffic signal in stop and go mode for each non-fire station driveway approach with the fire station driveway actuated by an emergency vehicle or manually from controls inside the fire station. It can also be operated in flashing mode between emergency-vehicle actuations. There are specific sequences of flashing and steady indications for emergency-vehicle traffic control signals documented in the California Manual on Uniform Traffic Control Devices (CA MUTCD). This form of fire station driveway traffic control may not be the most suitable type of control for the Cherry Avenue driveway proposed for Fire Station #80 because of the relatively close spacing that would exist between the fire station’s emergency egress Driveway B and the future signalized Cherry Avenue / S. Highland Avenue intersection (about 375 feet). 3. A third common form of fire station driveway traffic control is an emergency-vehicle hybrid beacon. The hybrid beacon is often considered at locations where an emergency-vehicle traffic control signal is warranted but it is not practical or effective to install an emergency-vehicle traffic control signal. Emergency-vehicle hybrid beacons can only be actuated by authorized emergency or maintenance personnel. The CA MUTCD requires that all of the following criteria be satisfied before installing this form of traffic control: A. The conditions justifying an emergency-vehicle traffic control signal are met; and B. An engineering study, considering the road width, approach speeds, and other pertinent factors, determines that emergency-vehicle hybrid beacons can be designed and located in compliance with the requirements contained in the MUTCD, such that they effectively warn and control traffic at the location; and C. The location is not at or within 100 feet from an intersection or driveway where the side road or driveway is controlled by a STOP or YIELD sign. Figure 4 illustrates the recommended median modifications and an emergency-vehicle hybrid beacon traffic control arrangement required to expedite fire engine egress from the station with implementation of the RAISE grant improvements. Eunice Bagwan, November 29, 2022, Page 8 Figure 4: Widening of Cherry Avenue to six lanes will require a median break and some form of traffic control for emergency-vehicle egress to southbound Cherry Avenue. The emergency-vehicle hybrid beacon arrangement shown conceptually in this diagram is a common method of controlling traffic on major multi-lane arterial streets where emergency vehicles need to egress directly onto the arterial. VEHICLE MILES TRAVELED (VMT) SCREENING ASSESSMENT Fontana’s Screening Criteria The city’s VMT guidelines identify four types of project screening that lead agencies can apply to screen projects from requiring a project-level VMT assessment. The screening criteria are consistent with other agency’s criteria in San Bernardino County and are described below. 1. Projects located in a Transit Priority Area (TPA) may be presumed to have a less than significant impact absent substantial evidence to the contrary. 2. Projects located within a Low-VMT Generating Area. Projects located within these areas may be presumed to have a less than significant impact absent substantial evidence to the contrary. Projects screened from requiring a VMT analysis need to be shown to generate VMT per resident, per worker, or per service population that is like the existing land uses in the low VMT area. The San Bernardino County Transportation Authority (SBCTA) provides a web-based tool that can be used to identify whether individual parcels are located within a low-VMT generating area. B A Eunice Bagwan, November 29, 2022, Page 9 3. The Low Project Type screening criterion identifies local serving retail projects (having less than 50,000 square feet) that may be presumed to have a less than significant impact absent substantial evidence to the contrary. Local serving retail generally improves the convenience of shopping close to home and has the effect of reducing vehicle miles of travel. The city’s VMT guidelines include the following list of local-serving retail: • Supermarket • Restaurant/café/bar • Coffee/donut shop • Dry cleaners • Barbershop • Hair/nails salon • Walk-in medical clinic • Urgent care • Auto repair/tire shop • Gyms/health club • Dance/yoga/fitness/material arts studio Non-retail land uses can also be local serving uses and be presumed to have a less than significant impact absent substantial evidence to the contrary. The following non-retail types of land uses are considered local serving by their very nature: • Local-serving K-12 schools • Local parks • Day care centers • Local-serving gas stations • Local-serving banks • Local-serving hotels (e.g., non-destination hotels) • Student housing projects on or adjacent to college campuses • Local-serving assembly uses (places of worship, community organizations) • Community institutions (public libraries, fire stations, local government) • Local serving community colleges that are consistent with the assumptions in the Southern California Association of Government’s (SCAG) Regional Transportation Plan (RTP) /Sustainable Communities Strategy (SCS) • Affordable or supportive housing • Assisted living facilities • Senior housing (as defined by HUD) 4. Projects generating net daily trips of less than 500 vehicular trips / day. Projects that generate fewer than 500 average daily trips (ADT) would not cause a substantial increase in the total citywide or regional VMT and are therefore presumed to have a less than significant impact on VMT. Examples of development which generate less than 500 trips / day include: • Single family residential – 52 dwelling units or fewer • Multi-family residential – 68 dwelling units or fewer • General Office – 51,000 square feet or less • Light Industrial – 100,000 square feet or less • Warehousing – 287,000 square feet or less • High-Cube Fulfillment Center Warehouse – 357,000 square feet or less Eunice Bagwan, November 29, 2022, Page 10 Applying the Screening Criteria to the Proposed Project Table D summarizes the application of the city’s VMT screening criteria to the proposed project. The training center and the fire station each satisfy the Low Project Type and Net Daily Vehicle Trips Less Than 500 / Day criteria. The VMT screening assessment concludes that the proposed project is exempt from identifying significant VMT impacts under CEQA. Table D: Summary of Fontana’s VMT Screening Criteria Applied to the Proposed Project Proposed Project VMT Screening Criteria 1. Located in a Transit Priority Area 2. Located in a Low- VMT Generating Area [a] 3. Low Project Type [b] 4. Net Daily Vehicle Trips of 500 / Day or Less Phase 1 Training Center No No Yes Yes Phase 2 Fire Station No No Yes Yes Notes: [a] Based on output from the SBCTA Web-Based Screening Tool for a year 2022 baseline and deriving VMT metrics using OD VMT per service population. The proposed project is in Traffic Analysis Zone (TAZ) 53717301 which generates about 7.5% more VMT than the county’s threshold established for the TAZ (see Figure 5). The SBCTA screening tool can be accessed at the following location: https://sbcta.maps.arcgis.com/apps/webappviewer/index.html?id=779a71bc659041ad995cd48d9ef4052b [b] The city’s VMT guidelines contain low project type screening criteria for non-retail local-serving land uses partly comprised of community institutions and services that include fire stations. The Training Center will be an integral part of developing and retaining a high quality and skilled fire-fighting resource in Fontana. Thus, it was considered a key part of the Fire District’s infrastructure and subject to the low project type criteria. Figure 5: Visual output from the SBCTA VMT screening tool for Low-VMT generating areas. The proposed training center and fire station are not located in a low-VFMT generating area. Eunice Bagwan, November 29, 2022, Page 1 APPENDICES A. Traffic Counts at Cherry Avenue / South Highland Avenue B. Preliminary Design Plans for RAISE Grant Funded Improvements to Cherry Avenue and Victoria Street C. Exhibit of RAISE Grant Transportation Improvements Within the Westgate Specific Plan Area Eunice Bagwan, November 29, 2022, Page 1 APPENDICES A. Traffic Counts at Cherry Avenue / South Highland Avenue B. Preliminary Design Plans for RAISE Grant Funded Improvements to Cherry Avenue and Victoria Street C. Exhibit of RAISE Grant Transportation Improvements Within the Westgate Specific Plan Area APPENDIX A Traffic Counts at Cherry Avenue / South Highland Avenue CHERRY AVENUE AND S. HIGHLAND AVENUE ALL WAY STOP CONTROLLED CONVERT TRUCKS TO PASSENGER CAR EQUIVALENTS (PCEs) USING THE FOLLOWING FACTORS: 2-AXLE TRUCKS = 1.5, 3-AXLE TRUCKS = 2.0, 4+ AXLES = 3.0 PEAK HOUR AUTO AND TRUCK VOLUMES IN 15-MINUTE INCREMENTS 5*1.5=8 2*2=4 15*3=45 5*1.5=8 3*2=6 12*3=36 +8+4+45 = 830 +8+6+36 = 872 CONVERT TRUCKS TO PASSENGER CAR EQUIVALENTS (PCEs) USING THE FOLLOWING FACTORS: 2-AXLE TRUCKS = 1.5, 3-AXLE TRUCKS = 2.0, 4+ AXLES = 3.0 PEAK HOUR = 4 TO 5:00 PM PEAK HOUR = 4 TO 5:00 PM PEAK HOUR = 4 TO 5:00 PM PEAK HOUR = 4 TO 5:00 PM NO TRUCKS 3*1.5=5 2*2=4 11*3=33 3*1.5=5 2*2=4 10*3=30 +5+4+33 0 937 28 +5+4+30 12 951 0 26 0 18 Eunice Bagwan, November 29, 2022, Page 1 APPENDICES A. Traffic Counts at Cherry Avenue / South Highland Avenue B. Preliminary Design Plans for RAISE Grant Funded Improvements to Cherry Avenue and Victoria Street C. Exhibit of RAISE Grant Transportation Improvements Within the Westgate Specific Plan Area APPENDIX B Preliminary Design Plans for RAISE Grant Funded Improvements to Cherry Avenue and Victoria Street Preliminary Design Plans Completed Tracking Number:GRANT13596617 Funding Opportunity Number:DTOS59-22-RA-RAISE Received Date:Apr 14, 2022 12:06:05 PM EDT Preliminary Design Plans Completed Tracking Number:GRANT13596617 Funding Opportunity Number:DTOS59-22-RA-RAISE Received Date:Apr 14, 2022 12:06:05 PM EDT Preliminary Design Plans Completed Tracking Number:GRANT13596617 Funding Opportunity Number:DTOS59-22-RA-RAISE Received Date:Apr 14, 2022 12:06:05 PM EDT Preliminary Design Plans Completed Tracking Number:GRANT13596617 Funding Opportunity Number:DTOS59-22-RA-RAISE Received Date:Apr 14, 2022 12:06:05 PM EDT Eunice Bagwan, November 29, 2022, Page 1 APPENDICES A. Traffic Counts at Cherry Avenue / South Highland Avenue B. Preliminary Design Plans for RAISE Grant Funded Improvements to Cherry Avenue and Victoria Street C. Exhibit of RAISE Grant Transportation Improvements Within the Westgate Specific Plan Area APPENDIX C Exhibit of RAISE Grant Transportation Improvements Within the Westgate Specific Plan Area Legend RAISE Multi-Use Trail & Ped Signal RAISE Bike/Ped Bridge RAISE Class I Bike San Sevaine TrailConstructedFuture, not RAISE Pacific Electric Multi-Use Trail, 21 miles connecting 5 cities RAISE Class II Bike Future School Etiwanda High School RAISE Sidewalk 2 3 1 1 2 3 RAISE Roadway To Regional Commuter Rail Station Integrated Traffic System Roundabout Westgate West Westgate East Westgate Center Tracking Number:GRANT13596617 Funding Opportunity Number:DTOS59-22-RA-RAISE Received Date:Apr 14, 2022 12:06:05 PM EDT