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November 16, 2017 To: Sarah Pyle and Min Luo, City of Redmond Cc: Felix Palisoc and Maan Sidhu, WSDOT From: Jeff Hee, TSI Subject: AEB Follow Up to WSDOT Comments (October 20, 2017) This technical summary responds to recent WSDOT comments for more information on trip generation for the proposed AEB complex. This analysis includes trip generation sourced from the existing Kirkland AEB site and other local and national data resources. The data comparisons in this document provides the reviewer with a sensitivity analysis of trip generation for the proposed development. 1. Project Description Redmond Anjuman-E-Burhani Community Complex (“AEB”) is proposed at 15250 NE 51st Street in the City of Redmond. The site adjacent to and north of NE 51st Street and just east of the SR 520 ramps and NE 51st Street. Site access is currently being designed for right-in and right-out turn restrictions, a traffic routing plan was provided in the July 24, 2017 Response to WSDOT comment technical memorandum. The proposed AEB will serve the local Dawoodi Bohra community. The site includes 22,667 SF of total building area, with space for prayer and for community gatherings. During functions, attendees will move between the prayer area and community area. The local Dawoodi Bohra community currently leases 2,300 SF of building area in the City of Kirkland. The existing space is transformed to support both community prayer functions and gatherings. Community leaders have stated that it is not ideal to maintain the existing space for multiple uses. The proposed Redmond site is intended to support these functions by providing separate areas for prayer and community gatherings. 2. Local Dawoodi Bohra Community Trip Generation ITE recommends collecting local data when the proposal is unique from the national data. Data was collected specific to the local Dawoodi Bohra community, at the existing community site in the City of Kirkland, and during and outside of Ramadan to provide the reviewer with a range of trip generation information. The data was summarized in the July 24, 2107 response to WSDOT comments memorandum. Table 1 summarizes the data collected at the existing Kirkland site. All peak trip times were at 8:00 PM or later. Table 1: Existing Kirkland AEB Trip Generation Service Description Community (persons)1 On-Street Parking2 Building Area (SF) Peak Hour Trips3 Typical Evening Prayer 150 NA 2,300 17 Typical Gathering 150 NA 2,300 22 Ramadan Prayer 150 NA 2,300 24 Major Event 150 NA 2,300 40 1. Information provided by Applicant 2. All site parking is available since major activities occur outside of peak-periods. 3. Trip generation data collected June 2017 and July 2017 ---PAGE BREAK--- Felix Palisoc and Maan Sidhu, WSDOT AEB Follow Up to WSDOT Comments (October 20, 2017) November 16, 2017 Page 2 of 5 The Dawoodi Bohra community leaders have stated that growth in their community is flat. For analysis purposes, a 5% growth in community membership was assumed over next several years. This growth projection increases the existing 150-member community to about 160 members. Table 2 summarizes the trip generation forecast based on growth in the local Dawoodi Bohra community. Table 2: Trip Generation Forecast (Community Size) – Redmond AEB Service Description Existing Community (persons)1 Community Growth (persons)1 Peak Hour Trip Rate Peak Hour Trips Typical Evening Prayer 150 160 0.11 18 Typical Gathering 150 160 0.15 24 Ramadan Prayer 150 160 0.16 26 Major Event 150 160 0.27 43 1. Information provided by Applicant The existing Kirkland site combines the prayer and gathering areas into their available 2,300 SF of building area. As stated previously, the proposed AEB building area will allow the community to separate these two basic functions. The proposed AEB includes 22,657 SF of total building area, and half the total area is prayer space (11,328.5 SF) and the other half (11,328.5 SF) is space for community gatherings and other functions. Table 3 summarizes the trip generation forecast based on proposed floor area for the prayer space. Attendees will transition between the two major building functions (prayer and gathering); and thus, only half of the building area is used for the trip generation forecast. Table 3: Trip Generation Forecast (Building Area) – Redmond AEB Service Description Existing Area (SF)1 Future Area (SF)2 Peak Hour Trip Rate Peak Hour Trips Typical Evening Prayer 2,300 11,328.5 7.39 84 Typical Gathering 2,300 11,328.5 9.57 108 Ramadan Prayer 2,300 11,328.5 10.43 118 Major Event 2,300 11,328.5 17.39 197 1. Existing building area 2. Future building area, trip generation based on half the total 22,657 SF Tables 2 and 3 show a significant difference in trip generation forecasted depending on the measurable- variable: community size or building area. The community size variable was included with the past study. Community size, which can be related to maximum attendance, provides a more measurable relationship to trip generation than building area for a “mosque” use. There is space within the prayer facility that will not support people. A similar situation where building area does not equate to trip generation is an institution (or a school) where trip generation is a function of enrollment. 3. ITE Trip Generation Mosque The ITE data for a “mosque” land use is limited to one data point collected in 2009 in Ontario, Canada, at a 7,000 SF building. The ITE data identifies the AM peak hour of generator from 6:00-7:00 AM, the PM peak hour of generator from 7:30-8:30 PM and the Friday peak hour of generator from 12:15-1:15 PM. The ITE also indicated that a “church” is a comparable land use. The traditional AM and PM peak hour periods are from 7:00-9:00 AM and from 4:00-6:00 PM. The mosque land use’s peak hours are outside of the traditional peak hour traffic periods. ---PAGE BREAK--- Felix Palisoc and Maan Sidhu, WSDOT AEB Follow Up to WSDOT Comments (October 20, 2017) November 16, 2017 Page 3 of 5 Dawoodi Bohra prayer and community gathering days and times are based on a lunar calendar. It is reasonable to expect a few AEB functions may occur during traditional peak hour periods; however, most functions are expected to occur during non-peak times. Table 4 compares the ITE data for a 22,657 SF church and mosque. Table 4: ITE Trip Generation Data Comparison Church Mosque Peak Hour of Generator Trip Rate1,2 Trips Peak Hour of Generator Trip Rate1 Trips AM (varies 10 AM-12 PM) 0.87 20 AM (6:00 AM-7:00 AM) 1.63 37 PM (varies 7 PM-11 PM) 0.94 21 PM (7:30 PM-8:30 PM) 11.02 250 Sunday (varies 9 AM-1 PM) 12.04 273 Friday (12:15-1:15 PM) 18.37 416 1. Trip rate = trips per 1,000 SF GFA 2. ITE Church AM (7-9 AM) rate is 0.56 trips per 1,000 SF GFA and PM (4-6 PM) rate is 0.55 trips per 1,000 SF GFA The table shows that the trips computed using the ITE rates are higher than the trips forecast based on community size. The data shows that trip generation for the proposed AEB, using local data based on the community, is unlike ITE’s national data. 4. Islamic Center of Mukilteo Trip Generation Raid Tiri, PE, prepared the Traffic Impact Analysis & Revised Parking Analysis Islamic Center of Mukilteo on January 9, 2016. Development included a 3,796 SF mosque to serve the local community. The study uses a peak Friday trip generation rate of 0.25 trips per attendee. The Friday peak hour was from 12:00-2:00 PM. Using the peak Friday trip rate from this study, a maximum attendance (160 persons) generates 40 peak hour trips on a Friday between 12:00 and 2:00 PM. The Friday peak hour trips per attendee using the Mukilteo data is higher, though consistent, with the trip forecasts from the Kirkland AEB data based on the community’s size. 5. Islamic Community Center of Redlands, California Trip Generation Kunzman Associates, Inc. prepare a traffic impact analysis for the Islamic Community Center of Redlands, CA dated June 30, 2016. The proposal is a 5.5-acre site in California’s County of San Bernardino. Trip generation for the Redlands, CA site was based on vehicle occupancy ratios and attendance forecasts. The trip generation for the Redlands, CA site is summarized in Table 5. Table 5: Islamic Community Center of Redlands Trip Generation Description Persons AM Trips Midday Trips PM Trips Daily (Worship) 40 28 54 28 Daily (Employees) 10 11 20 11 Special Events 210 2 68 68 Major Special Event 510 2 168 168 Description Days per Year AM Trips (Trip Rate) Midday Trips (Trip Rate) PM Trips (Trip Rate) Daily Operations 365 39 (0.78) 74 (1.48) 39 (0.78) Special Events 30 13 (0.06) 88 (0.42) 79 (0.38) Major Special Events 2 13 (0.03) 188 (0.37) 179 (0.35) The Islamic Community Center is not part of the Dawoodi Bohra community. The group prayer and community calendar for AEB is different from the Dawoodi Bohra community. ---PAGE BREAK--- Felix Palisoc and Maan Sidhu, WSDOT AEB Follow Up to WSDOT Comments (October 20, 2017) November 16, 2017 Page 4 of 5 The local Washington Dawoodi Bohra community projected to be grow to 160 persons. If it is assumed that the entire community attends the major special event, then the local community is about 32% of the Redlands, CA major special event attendance. Table 6 computes the trip forecast assuming the local Dawoodi Bohra community is 32% of the size of the Redlands, CA Islamic community. Table 6: Redmond Mosque Trip Generation, with Redlands Data Description Persons AM Trips Midday Trips PM Trips Daily (Worship) 13 9 17 9 Daily (Employees) 3 4 6 4 Special Events 64 1 22 22 Major Special Event 160 1 54 54 Description Days per Year AM Trips Midday Trips PM Trips Daily Operations 365 12 24 12 Special Events 30 4 28 25 Major Special Events 2 4 60 57 The trip forecast using the Redlands data is higher than the trips forecast using Redmond AEB’s community size and comparable to the trips generated for Redmond AEB using the proposed prayer space building area. 6. Data comparison: Table 8 compares the data presented above. Table 8A: Trip Generation; Average Trips - Rate per Community Size Redmond AEB Site: Kirkland Site1 Mukilteo2 Redlands, CA3 Average 160 (persons) Rate Trips Rate Trips Rate Trips Trips AM Peak Hour 0.13 21 0.25 40 0.78 125 62 Midday 0.13 21 0.25 40 1.48 237 99 PM Peak Prayer/Gathering 0.13 21 0.25 40 0.78 125 62 Special Event (Ramadan) 0.16 26 0.25 40 0.42 67 44 Major Event 0.27 43 0.25 40 0.37 59 47 Table 8B: Trip Generation; Average Trips - Rate per 1,000 SF GFA Prayer Space Redmond AEB Site: Kirkland Site4,5 ITE Church4,6 ITE Mosque4,7 Average 11.3285 (1,000 SF GFA) Rate Trips Rate Trips Rate Trips Trips AM Peak Hour 8.48 96 0.56 6 1.63 18 40 Midday 8.48 96 0.87 10 11.02 125 77 PM Peak Prayer/Gathering 8.48 96 0.55 6 11.02 125 76 Special Event (Ramadan) 10.43 118 0.94 11 11.02 125 85 Major Event 17.39 197 12.04 136 18.37 208 181 Table 8 Footnotes: 1. Table 8A: The Kirkland site’s evening prayer and community gathering peak times occurred were after 6 PM. The average of the prayer (0.11 trips/person) and community gathering trip rates (0.15 trips/person) was computed and used to represent trips generated during the AM, midday and PM peak hours for this analysis. The Kirkland site’s special event (0.16 trips/person) and major event (0.27 trips/person) peak hours also occurred outside of the peak hour periods and on weekends. ---PAGE BREAK--- Felix Palisoc and Maan Sidhu, WSDOT AEB Follow Up to WSDOT Comments (October 20, 2017) November 16, 2017 Page 5 of 5 2. Table 8A: The Islamic Center of Mukilteo Friday peak hour trip generation rate (0.25 trips/ person) was between 12:00 PM and 2:00 PM. The Mukilteo analysis also assumed an AM peak hour trip rate equivalent to the mosque land use from ITE (1.63 trips/1,000 SF). The ITE data is included in Table 8B. For Table 8A, the peak AM peak hour, PM peak hour and event trip rates were assumed to be equivalent to the Friday-midday peak hour trip rate of 0.25 trips per attendee. 3. Table 8A: The Redlands, CA data is based on trips/person, inclusive of employees. The AM peak hour (0.78 trips/person), midday peak hour (1.48 trips/person), and PM peak hour (0.78 trips/person) trip generation rates were included in Table 8A for daily prayer times. The maximum peak hour trip rates (0.42 trips/person and 0.37 trips/person) were used for the special event and major event trip rate inputs in Table 8A. 4. Table 8B: The prayer area square footage, half of the total building area of the proposed AEB site, is used to computes for this analysis. 5. Table 8B: The average of the Kirkland site’s prayer (7.39 trips/1,000 SF of prayer area) and community gathering trip rates (9.57 trips/1,000 SF of prayer area) was computed and used to represent trips generated during the AM, midday and PM peak hours for this analysis. The Kirkland site’s special event (10.43 trips/1,000 SF of prayer area) and major event (17.39 trips/1,000 SF of prayer area) peak hours also occurred outside of the peak hour periods and on weekends. 6. Table 8B: The ITE data for a church includes the AM peak hour trip rate (0.56 trips/1,000 SF) and PM peak hour trip rate (0.55 trips/1,000 SF). The midday peak hour rate is represented by the AM peak hour of church-generator rate (0.84 trips/1,000 SF). The special event rate is represented by the PM peak hour of church-generator rate (0.94 trips/1,000 SF). The major event rate is represented by the Sunday peak hour of church-generator rate (12.04 trips/1,000 SF). 7. Table 8B: The ITE data for a mosque includes the AM peak hour of generator rate (1.63 trips/1,000 SF) to represent the AM peak hour. The midday peak hour, PM peak hour and special event peak hours are represented by the PM peak hour of mosque generator rate (11.02 trips/1,000 SF). The major event rate is represented by the Friday peak hour of mosque generator rate (18.37 trips/1,000 SF). 7. Level of Service Analysis: Level of service was updated based on the assumption that the weekday peak hour trips generated by the proposed Redmond AEB site could be as high as 62 trips, refer to Table 8A. Peak hour trip generation is based on community size. Traffic entering and exiting the access in the peak hour is essentially directional, with AEB functions about an hour or more in duration. As a right-in/right-out access all traffic would enter the site from the east and exit the site to the west, to the ramp intersections. The site access is forecast to operate at LOS B. Copies of the level of service-capacity reports are attached. The sensitivity analysis responds to the WSDOT comments and shows a range of trip generation for the proposed AEB. This update does not change the major conclusions from the previous response to comments. The trip analysis above provides a higher ceiling of trips compared to the trip generation computed using only the local community data (Kirkland site). Considering the relative size of the Dawoodi Bohra community is small and community growth has been flat, use of the local trip generation data is reasonable. ---PAGE BREAK--- HCM 2010 TWSC 2: NE 51st ST & Access 11/17/2017 Future PM Peak Hour Inbound LOS 07/21/2017 Background Growth 5% Total 9 Report Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 740 820 65 0 0 Future Vol, veh/h 0 740 820 65 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 804 891 71 0 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 481 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.94 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.32 Pot Cap-1 Maneuver 0 - - - 0 531 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 531 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt EBT WBT WBR SBLn1 Capacity (veh/h) - - - - HCM Lane V/C Ratio - - - - HCM Control Delay - - - 0 HCM Lane LOS - - - A HCM 95th %tile Q(veh) - - - - ---PAGE BREAK--- HCM 2010 TWSC 2: NE 51st ST & Access 11/17/2017 Future PM Peak Hour Outbound LOS 07/21/2017 Background Growth 5% Total 9 Report Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 740 820 0 0 65 Future Vol, veh/h 0 740 820 0 0 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 804 891 0 0 71 Major/Minor Major1 Major2 Minor2 Conflicting Flow All - 0 - 0 - 446 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.94 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.32 Pot Cap-1 Maneuver 0 - - - 0 560 Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 560 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB SB HCM Control Delay, s 0 0 12.4 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBR SBLn1 Capacity (veh/h) - - - 560 HCM Lane V/C Ratio - - - 0.126 HCM Control Delay - - - 12.4 HCM Lane LOS - - - B HCM 95th %tile Q(veh) - - - 0.4 ---PAGE BREAK--- Traffic Impact Analysis & Revised Parking Analysis Islamic Center of Mukilteo January 9, 2016 Prepared for: City of Mukilteo Prepared by: Raid Tirhi, PE 17121 NE 130 St Redmond, WA 98052 Cell: (206) 459-9660 [EMAIL REDACTED] ---PAGE BREAK--- Project Location The proposed development project is called The Islamic Center of Mukilteo. The project is located west of Mukilteo Speedway in Mukilteo, WA. It will construct an access driveway onto Harbor Pointe Blvd SW which is classified as a minor arterial. The project location is depicted on the vicinity map shown below: Project Description and Building Uses The proposed project is to construct a 3,796 square foot mosque building. Mosque building uses are similar to those of a church. It usually consists of an assembly (prayer) area(s), meeting rooms, offices, a kitchen, bathrooms and children’s classrooms to be used on Sundays for children education. During prayer time, all people head towards the designated prayer area(s). This specific project also has a multi- purpose room to be used as kids play area, a meeting room and an overflow prayer area during peak demand on holidays and it could serve as another Sunday school classroom. For a church use, Christmas attendance increases during the month of December. Similarly, during the Islamic month of “Ramadan”, attendance usually increases in a mosque. The difference is that the month of Ramadan is based on a lunar calendar year and floats throughout the Gregorian calendar. Also, there are special night prayers that are usually held between 9 PM and midnight during the month of Ramadan. There are two Islamic holidays per year where a special prayer is held between 9 AM and 11:30 AM. These two days are based on a lunar calendar and could fall on a weekday or a weekend. The most critical difference between a church and a mosque weekly peak demand is that Christian prayers are held on Sunday mornings but Islamic prayers are held on Fridays at about noon. Friday prayers usually last for about 90 minutes and the start time depends on summer daylight saving time. But, they are always over by 2:30 PM. The proposed project has a Sunday school program for up to 20 children which is anticipated to generate traffic between 9 AM and 2 PM. For the remainder of the week, the proposed project is anticipated to generate some trips during morning prayers which always end by 7 AM and evening prayers that usually start after 7:30 PM. No ---PAGE BREAK--- other uses are anticipated for the remainder of the weekday. It is critical to note that the proposed project is not anticipated to generate any trips between 2:30 PM and 6:30 PM. Assembly Area Practical Capacity Unlike a church, there are no fixed seats in the assembly area. But, an Islamic prayer requires people to line up next to each other in straight lines behind the Imam (prayer leader). The imam is usually in the center of the room and occupies the first line. In Washington state, prayer lines are tilted 18 degrees northeast (this is called the Qiblah direction). The Islamic prayer involves standing up, bowing face down on the floor and sitting is specific positions (see side photos). Therefore and in order to accommodate such movements, each person requires a prayer space of: 2 feet wide by 4.5 feet long = 9 square feet per person. The 4.5’ length determines the number of rows and the 2’ width determine the number of seats per row in the assembly area. Depending on the assembly area design and layout, the following might be needed: an audio center, a library for holy books, a speech platform for the Imam, presence of doors dictating access and circulation where walking isles might be needed for people to access the prayer spaces, storage place for chairs to be used for people with disabilities. The most critical factor is the site limitations that usually dictate the assembly area is that walls not being squared with the Qiblah direction. All of this usually creates up to 25 % inefficiencies in the maximum use of the prayer area limiting the assembly area practical capacity. From the revised site plane, the practical capacity for the proposed project is calculated at 42 people for the assembly area on the main floor plus 11 people for the 2nd floor multi-purpose room. Therefore, the practical capacity or the maximum attendance that can be accommodated on site is now calculated at: 42 + 11 = 53 attendees. Therefore, the effective assembly area for this project is calculated at 53* 9 = 477 square feet. See site plane below. ---PAGE BREAK--- ---PAGE BREAK--- Parking Requirement A parking analysis dated October 24, 2015 was already submitted to the City where it was reviewed and approved. Unfortunately, due to topographic and environmental constraints, the building had to be rotated 90 degrees counter clock wise with a revised site plan (shown above) for a smaller building size. Based on Mukilteo city code (see insert below), public assembly areas for multiple uses including a church use require 1 parking space for each 4 seats. Chapter 17.56 OFF-STREET PARKING 17.56.040 Spaces required. The required number of off-street parking spaces is as set out in Table 17.56.040. (Ord. 996 § 3, 1999; Ord. 884 § 10, 1996: Ord. 519 § 1 (part), 1985; Ord. 387 (part), 1982) Table 17.56.040: Off-Street Parking Requirements Use Classification Number of Spaces Required 31. Stadiums, churches, theaters, sports arenas, auditoriums, and clubs and lodges and all assembly places with fixed seats 1 per 4 seats or 8 feet of bench or pew As indicated above, even though there are no physical seats or benches in a mosque assembly area, however, the individual seating spaces are depicted utilizing clearly marked prayer rug spaces (2ft wide X 4.5ft long per person). Therefore, each prayer space can be used as the seat definition in table 17.56.040 which in turn can be used for the minimum parking calculation. Please note that the above table reaffirms the prayer seating space rug of 2 feet wide per person as it uses 8 feet of bench being equivalent to 4 seats and every 4 eats require one parking stall. Each parking stall is also equal to one peak hour of generator trip during Friday prayers. Since the practical and maximum attendance during Friday prayers is calculated at 53 people, the minimum parking calculation per City code is calculated at 53/4 = 13.25 or 14 parking stalls. Trip Generation Based on the ITE Trip Generation manual 9th Edition, the worst case scenario of traffic impacts for most developments onto the roadway network are normally during the evening peak hours of (4:00 PM – 6:00 PM). But, per Mukilteo City Code 3.107.030 definition: “P.M. peak-hour vehicle trips” means the total number of vehicle trips traveling to or from a development project during a consecutive sixty-minute period occurring sometime between the hours of 2:30 p.m. and 6:30 p.m.” The ITE manual identified a mosque with Land Use Code (LUC) 562. However, it is listed as an independent variables with one observation for a 7,000 building. What is critical is that on page 1112 it does identify the mosque AM peak hour of generator to be between 6:00 and 7:00 AM which is within the definition of the AM peak hour of adjacent traffic. The definition also indicates that the PM peak ---PAGE BREAK--- hour of generator occurs after 7:30 PM which is outside the City’s PM peak hour code definition. Finally, LUC 562 does not show the total daily trips, but the manual lists a church (LUC 560) as related and similar land use. The manual indicates that a church is expected to generate 9.11 weekday trips per 1000 square feet gross floor area. It is critical to note that the proposed project is a small scale mosque and is only intended to serve the immediate community surrounding the site. The two basic functions are Friday prayers and a Sunday school children program. Also, the project is proposed on a very difficult site as it is encumbered by wetlands, grade, and environmental issues. Therefore, there are extreme limitations on the building shape, size, layout and orientation which in turn introduces building use limitations and severely reduces the normal efficiency of the prayer area. For example, in order to reduce the building footprint, the proposed building consists of a two-story building with two bathrooms in each floor. As discussed above and as another example, is that the efficiency of the assembly area practical capacity is severely affected by the building orientation and layout. Therefore, careful consideration should be given when dealing with trip generation based on the 3,796 sf gross floor area versus the 477 sf assembly area practical capacity which only represents 13% of the total square footage. Therefore, we believe that the specific building use, congregation size, and prayer area practical capacity can be used as additional variables for trip generation purposes. Following is a summary table of project trip generation: Size Unit Rate Trips New AM Peak Hour (5:300 am - 7:00 am) 3796 sq ft 1.63 6 New PM Peak Hour (2:30 pm - 6:30 pm) 0 Attendees 0 0 Friday Peak Hour of Generator (12:00 pm - 2:00 pm) 53 Attendees 0.25 14 Sunday Peak Hour of Generator (9:00 am - 2:00 pm) 20 Children 0.5 10 Daily Trips 3796 sq ft 9.11 35 Concurrency Requirements As discussed above and per City code 17.15.020.B.3, the prosed development does not generate any new PM Peak hour trips between 2:30 pm and 6:30 pm. Therefore, the project it is exempt from concurrency requirements and is considered concurrent and is meeting the growth management mandates. Hence, no further analysis is warranted. 17.15.020 Application of chapter—Exemptions. B. The uses listed below are exempt from the concurrency requirements of this chapter: 3. Development that creates no additional impact on any transportation facility by not adding any p.m. peak- hour traffic. ---PAGE BREAK--- Transportation Impacts, Impact Fees & Frontage Improvements As discussed above and per City code 3.107.03 definition, the prosed development generates zero new PM peak hour trips between 2:30 pm and 6:30 pm. Therefore, the proposed project does not have any significant impacts onto the roadway system and the impact fees are calculated at zero. The peak hour of generator trips on Fridays are also insignificant as there will be less than 10 new trips at any City intersection. However, the project fronts Pointe Blvd SW which is already programmed for improvements by the City. Even though, the City did dot finalize the design of its project, the development project is expected to dedicate up to 12 foot of Right Of Way along the entire frontage to facilitate the future City project. Conclusion The proposed project is for a small-scale mosque building located on a difficult site. It will construct more than the minimum parking required per City code and will not have any significant impacts onto the roadway system. We trust that this document is sufficient to address all City concerns regarding parking, trip generation calculations, concurrency, PM peak hour significant impacts, and impact fee calculation. Per discussions with the city’s planning manager, the proposed project is anticipated to dedicate up to 12 foot of ROW for a programmed City project along Harbor Pointe Blvd SW. ---PAGE BREAK--- Traffic Engineering I Transportation Planning I Parking I Noise/Vibration I Expert Witness Air Quality I Global Climate Change I Health Risk Assessment ISLAMIC COMMUNITY CENTER OF REDLANDS TRAFFIC IMPACT ANALYSIS June 30, 2016 ---PAGE BREAK--- Kunzman Associates, Inc. ISLAMIC COMMUNITY CENTER OF REDLANDS TRAFFIC IMPACT ANALYSIS June 30, 2016 Prepared by: Robert Kunzman Carl Ballard, LEED GA William Kunzman, P.E. 1111 Town & Country Road, Suite 34 Orange, California 92868 (714) 973‐8383 www.traffic‐engineer.com JN 6416 ---PAGE BREAK--- TABLE OF CONTENTS I. INTRODUCTION 1 A. Project Description 1 B. Study Area 1 C. Analysis Methodology 1 D. Definition of Deficiency and Significant Impact 4 1. Definition of Deficiency 4 2. Definition of Significant Impact 4 II. EXISTING CONDITIONS 8 A. Existing Roadway System 8 B. Existing Volumes 8 C. Existing Level of Service 8 D. Planned Transportation Improvements and Relationship to General Plan 8 E. Existing Transit Routes 8 F. Existing Pedestrian Facilities 9 III. PROJECT TRIPS 18 A. Project Description 18 B. Trip Generation 18 C. Trip Distribution 19 D. Trip Assignment 19 E. Trip Contribution Test 19 IV. FUTURE CONDITIONS 25 A. Future Volumes 25 B. Future Level of Service 25 1. Existing Plus Project 25 2. Opening Year (2018) Without Project 25 3. Opening Year (2018) With Project 26 4. Year 2040 Without Project 26 5. Year 2040 With Project 26 C. Intersection Delay and Level of Service Summary 26 V. CONCLUSIONS AND RECOMMENDATIONS 43 A. Summary 43 B. Existing Conditions 43 C. Project Trips 43 D. Future Conditions 44 1. Existing Plus Project 44 2. Opening Year (2018) Without Project 45 3. Opening Year (2018) With Project 45 4. Year 2040 Without Project 45 5. Year 2040 With Project 45 E. Recommendations 45 1. On‐Site Improvements 45 2. Off‐Site Improvements 46 ---PAGE BREAK--- APPENDICES Appendix A – Glossary of Transportation Terms Appendix B – Traffic Count Worksheets Appendix C – Future Growth Increment Calculation Worksheets Appendix D – Explanation and Calculation of Intersection Delay ---PAGE BREAK--- LIST OF TABLES Table 1. Existing Intersection Delay and Level of Service 10 Table 2. Project Trip Generation 20 Table 3. Existing Plus Project Intersection Delay and Level of Service 27 Table 4. Opening Year (2018) Without Project Intersection Delay and Level of Service 28 Table 5. Opening Year (2018) With Project Intersection Delay and Level of Service 29 Table 6. Year 2040 Without Project Intersection Delay and Level of Service 30 Table 7. Year 2040 With Project Intersection Delay and Level of Service 31 Table 8. Intersection Delay and Level of Service Summary 32 ---PAGE BREAK--- LIST OF FIGURES Figure 1. Project Location Map 6 Figure 2. Site Plan 7 Figure 3. Existing Through Travel Lanes and Intersection Controls 11 Figure 4. Existing Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 12 Figure 5. Existing Friday Evening Peak Hour Intersection Turning Movement Volumes 13 Figure 6. County of San Bernardino General Plan Circulation Element 14 Figure 7. County of San Bernardino General Plan Roadway Cross‐Sections 15 Figure 8. Existing Transit Routes 16 Figure 9. Existing Pedestrian Facilities 17 Figure 10. Project Trip Distribution 21 Figure 11. Project Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 22 Figure 12. Project Friday Evening Peak Hour Intersection Turning Movement Volumes 23 Figure 13. Project Trip Contribution Test Volumes 24 Figure 14. Existing Plus Project Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 33 Figure 15. Existing Plus Project Friday Evening Peak Hour Intersection Turning Movement Volumes 34 Figure 16. Opening Year (2018) Without Project Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 35 Figure 17. Opening Year (2018) Without Project Friday Evening Peak Hour Intersection Turning Movement Volumes 36 Figure 18. Opening Year (2018) With Project Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 37 Figure 19. Opening Year (2018) With Project Friday Evening Peak Hour Intersection Turning Movement Volumes 38 Figure 20. Year 2040 Without Project Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 39 Figure 21. Year 2040 Without Project Friday Evening Peak Hour Intersection Turning Movement Volumes 40 Figure 22. Year 2040 With Project Friday Mid‐Day Peak Hour Intersection Turning Movement Volumes 41 Figure 23. Year 2040 With Project Friday Evening Peak Hour Intersection Turning Movement Volumes 42 Figure 24. Circulation Recommendations 47 ---PAGE BREAK--- I. INTRODUCTION The purpose of this report is to provide an assessment of the traffic impacts resulting from the development of the proposed Islamic Community Center of Redlands project and to identify the traffic mitigation measures necessary to maintain the established level of service standard for the elements of the impacted roadway system. The traffic issues related to the proposed land use and development have been evaluated in the context of the California Environmental Quality Act. The County of San Bernardino is the lead agency responsible for preparation of the traffic impact analysis, in accordance with California Environmental Quality Act authorizing legislation. This report analyzes traffic impacts for the anticipated opening date with full occupancy of the development in Opening Year 2018, at which time it will be generating trips at its full potential, and for the current traffic forecast year, which is the Year 2040. Although this is a technical report, every effort has been made to write the report clearly and concisely. To assist the reader with those terms unique to transportation engineering, a glossary of terms is provided in Appendix A. A. Project Description The proposed development is located north of Beaumont Avenue and west of Nevada Street in the Redlands area of the County of San Bernardino. A vicinity map showing the project location is provided on Figure 1. The approximately 5.5 acre project site is proposed to be developed with an Islamic community center. The project site is currently vacant and not generating vehicle trips. Figure 2 illustrates the project site plan. B. Study Area Regional access to the project site is provided by the I‐10 Freeway. Local access is provided by various roadways in the vicinity of the site. The east‐west roadways which will be most affected by the project are Barton Road, San Timoteo Canyon Road, and Beaumont Avenue. The north‐south roadways which will be most affected by the project are San Timoteo Canyon Road and Nevada Street. A series of scoping discussions were conducted with the County of San Bernardino to define the desired analysis locations for each future analysis year. In addition, the San Bernardino Associated Governments staff has also been contacted to discuss the project. C. Analysis Methodology The analysis of the traffic impacts from the proposed development and the assessment of the required mitigation measures were based on an evaluation of the existing and forecast traffic conditions in the vicinity of the site with and without the project. The following analysis years are considered in this report: ---PAGE BREAK--- 2 ■ Existing Conditions (2016) ■ Existing Plus Project Conditions1 ■ Project Opening Year Conditions (2018) ■ Horizon Year Conditions (2040) Existing intersection traffic conditions were established through Friday mid‐day and Friday evening peak period traffic counts obtained by Kunzman Associates, Inc. in June 2016 (see Appendix In addition, truck classification counts were conducted at the study area intersections. The existing percent of trucks was used in the conversion of trucks to Passenger Car Equivalent’s (see Appendix Project traffic volumes for all future projections were estimated using the manual approach. The distribution of the project trips were based on existing travel patterns calculated using existing traffic counts. This methodology was approved by the County of San Bernardino Transportation staff. The average daily traffic volume forecasts have been determined using the growth increment approach on the San Bernardino Transportation Analysis Model (SBTAM) Year 2012 and Year 2040 average daily traffic volume forecasts (see Appendix This difference defines the growth in traffic over the 28 year period. The incremental growth in average daily traffic volume has been factored to reflect the forecast growth between Year 2016 and Year 2040. For this purpose, linear growth between the Year 2012 base condition and the forecast Year 2040 condition was assumed. Since the increment between Year 2016 and Year 2040 is 24 years of the 28 year time frame, a factor of 0.86 24/28) was used. The Year 2040 without project daily and peak hour directional roadway segment volume forecasts have been determined using the growth increment approach on the San Bernardino Transportation Analysis Model Year 2012 and Year 2040 peak hour volumes. The growth increment calculation worksheets are shown in Appendix C. Current peak hour intersection approach/departure data is a necessary input to this approach. The existing traffic count data serves as both the starting point for the refinement process, and also provides important insight into current travel patterns and the relationship between peak hour and daily traffic conditions. The initial turning movement proportions are estimated based upon the relationship of each approach leg’s forecast traffic volume to the other legs forecast volumes at the intersection. The initial estimate of turning movement proportions is then entered into a spreadsheet program consistent with the National Cooperative Highway Research Program Report 255. A linear programming algorithm is used to calculate individual turning movements that match the known directional roadway segment volumes computed in the previous step. This program computes a likely set of intersection turning movements from intersection approach counts and the initial turning proportions from each approach leg. 1 The existing plus project conditions has been analyzed to comply with the Sunnyvale West Neighborhood Association v. City of Sunnyvale CEQA court case. This scenario assumes the full development of the proposed project and full absorption of the proposed project trips on the circulation system at the present time. ---PAGE BREAK--- 3 The Opening Year (2018) traffic volumes have been interpolated from the Year 2040 traffic volumes based upon a portion of the future growth increment. Year 2040 San Bernardino Transportation Analysis Model volumes to create the new future base volumes. Project traffic is then added to the new future base volumes. Quality control checks and forecast adjustments were performed as necessary to ensure that all future traffic volume forecasts reflect a minimum of 10% growth over existing traffic volumes. The result of this traffic forecasting procedure is a series of traffic volumes suitable for traffic operations analysis. The technique used to assess the capacity needs of an intersection is known as the Intersection Delay Method (see Appendix D) based on the Highway Capacity Manual – Transportation Research Board Special Report 209. To calculate delay, the volume of traffic using the intersection is compared with the capacity of the intersection. The signalized intersections are considered deficient (Level of Service F) if the overall intersection critical volume to capacity ratio equals or exceeds 1.0, even if the Level of Service defined by the delay value is below the defined Level of Service standard. The volume to capacity ratio is defined as the critical volumes divided by the intersection capacity. A volume to capacity ratio greater than 1.0 implies an infinite queue. The Level of Service analysis for signalized intersections has been performed using optimized signal timing. This analysis has included an assumed lost time of two seconds per phase. Signal timing optimization has considered pedestrian safety and signal coordination requirements. Appropriate time for pedestrian crossings has also been considered in the signalized intersection analysis. The following formula has been used to calculate the pedestrian minimum times for all Highway Capacity Manual runs: (Curb to curb distance) / (4 feet/second) + 7 seconds For existing/existing plus project/Opening Year (2018) traffic conditions, saturation flow rates of 1,800 vehicles per hour of green for through and right turn lanes and 1,700 vehicles per lane for single left turn lanes, 1,600 vehicles per lane for dual left turn lanes and 1,500 vehicles per lane for triple left turn lanes have been assumed for the capacity analysis. For Year 2040 traffic conditions, saturation flow rates of 1,900 vehicles per hour of green for through and right turn lanes and 1,800 vehicles per lane for single left turn lanes, 1,700 vehicles per lane for dual left turn lanes and 1,800 vehicles per lane for double right turn lanes have been assumed for the capacity analysis. The peak hour traffic volumes have been adjusted to peak 15 minute volumes for analysis purposes using the existing observed peak 15 minute to peak hour factors for all scenarios analyzed. Where feasible improvements in accordance with the local jurisdiction’s General Plan and which result in acceptable operations cannot be identified, the Year 2040 peak hour factor has been adjusted upwards to 0.95. This is to account for the effects of congestion on peak spreading. Peak spreading refers to the tendency of traffic to spread more evenly across time as congestion increases. ---PAGE BREAK--- 4 The traffic mitigation needs anticipated at the time of the project opening with full occupancy and for the Year 2040 were combined into a summary of mitigation requirements and costs. The mitigation cost responsibility for the proposed development was estimated based on the percent of the increase in traffic from the existing condition to the Year 2040 that was attributed to the project generated trips. D. Definition of Deficiency and Significant Impact The following definitions of deficiencies and significant impacts have been developed in accordance with the County of San Bernardino requirements. 1. Definition of Deficiency The definition of an intersection deficiency has been obtained from the County of San Bernardino General Plan. The General Plan states that peak hour intersection operations of Level of Service D or better are generally acceptable. Therefore, any intersection operating at Level of Service E or F will be considered deficient. For freeway facilities, the Congestion Management Program controls the definition of deficiency for purposes of this study. The Congestion Management Program definition of deficiency is based on maintaining a Level of Service standard of Level of Service E or better, except where an existing Level of Service F condition is identified in the Congestion Management Program document (San Bernardino County Congestion Management Program Table 2‐1). A Congestion Management Program deficiency is, therefore, defined as any freeway segment operating or projected to operate at Level of Service F, unless the segment is identified explicitly in the Congestion Management Program document. The identification of a Congestion Management Program deficiency requires further analysis in satisfaction of Congestion Management Program requirements, including: ■ Evaluation of the mitigation measures required to restore traffic operations to an acceptable level with respect to Congestion Management Program Level of Service standards. ■ Calculation of the project share of new traffic on the impacted Congestion Management Program facility during peak hours of traffic. ■ Estimation of the cost required to implement the improvements required to restore traffic operations to an acceptable Level of Service as described above. This study incorporates each of these aspects for all locations where a Congestion Management Program deficiency is identified. 2. Definition of Significant Impact The identification of significant impacts is a requirement of the California Environmental Quality Act. The County of San Bernardino General Plan and ---PAGE BREAK--- 5 Circulation Element have been adopted in accordance with California Environmental Quality Act requirements, and any roadway improvements within the County of San Bernardino that are consistent with these documents are not considered a significant impact, so long as the project contributes its “fair share” funding for improvements. A traffic impact is considered significant if the project both: i) contributes measurable traffic to and ii) substantially and adversely changes the Level of Service at any off‐site location projected to experience deficient operations under foreseeable cumulative conditions, where feasible improvements consistent with the County of San Bernardino General Plan cannot be constructed. ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- 8 II. EXISTING CONDITIONS A. Existing Roadway System Figure 3 identifies the existing conditions for study area roadways. The number of through lanes for existing roadways and the existing intersection controls are identified. Regional access to the project site is provided by I‐10 Freeway. Local access is provided by various roadways in the vicinity of the site. The east‐west roadways which will be most affected by the project are Barton Road, San Timoteo Canyon Road, and Beaumont Avenue. The north‐south roadways which will be most affected by the project are San Timoteo Canyon Road and Nevada Street. B. Existing Volumes Existing intersection traffic conditions were established through Friday mid‐day and Friday evening peak hour traffic counts obtained by Kunzman Associates, Inc. from June 2016 (see Appendix B) and shown on Figures 4 and 5, respectively. Explicit peak hour factors have been calculated using the data collected for this effort as well. The Friday mid‐day and Friday evening peak hour traffic volumes were identified by counting the two‐hour periods from 12:00 PM – 2:00 PM and 4:00 PM – 6:00 PM. In addition, truck classification counts were conducted at the study area intersections. The existing percent of trucks were used in the conversion of trucks to Passenger Car Equivalent’s (see Appendix B and C. Existing Level of Service The Existing delay and Level of Service for intersections in the vicinity of the project are shown in Table 1. For Existing traffic conditions, the study area intersections currently operate within acceptable Levels of Service during the peak hours. Existing delay worksheets are provided in Appendix D. D. Planned Transportation Improvements and Relationship to General Plan The County of San Bernardino General Plan Circulation Element is shown on Figure 6. Existing and future roadways are included in the Circulation Element of the General Plan and are graphically depicted on Figure 6. This figure shows the nature and extent of arterial highways that are needed to adequately serve the ultimate development depicted by the Land Use Element of the General Plan. The County of San Bernardino General Plan roadway cross‐sections are shown on Figure 7. E. Existing Transit Routes The study area is currently served by the Omnitrans Route 19 along Barton Road within the study area. The existing bus routes provided within the study area are shown on Figure 8. ---PAGE BREAK--- 9 F. Existing Pedestrian Facilities Existing pedestrian facilities are shown on Figure 9. ---PAGE BREAK--- Traffic Control3 L T R L T R L T R L T R Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands TS 1 0 1 0 0 0 0 2 d 1 2 0 8.7‐A 10.1‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands CSS 0 0.5 0.5 0.5 0.5 0 0 0 0 0.5 0 0.5 12.5‐B 14.7‐B Nevada Street (NS) at: Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands CSS 0 1 0 0 1 0 0 1 0 0 1 0 10.2‐B 10.7‐B 1 2 3 Table 1 Existing Intersection Delay and Level of Service Intersection Approach Lanes1 Friday Peak Hour Delay‐LOS2 Northbound Southbound Eastbound Westbound Jurisdiction TS = Traffic Signal; CSS = Cross Street Stop When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. 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. Delay and level of service has been calculated using the following analysis software: Vistro, Version 4.00‐00. Per the Highway Capacity Manual, overall average intersection delay and level of service are shown for intersections with traffic signal Intersection L = Left; T = Through; R = Right; d = De Facto Turn Lane 10 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- 18 III. PROJECT TRIPS A. Project Description The approximately 5.5 acre project site is proposed to be developed with an Islamic community center. The project is currently vacant and not generating vehicle trips. Access will be provided to Nevada Street. B. Trip Generation The trips generated by the project are determined by multiplying an appropriate trip generation rate by the quantity of land use. Trip generation rates are predicated on the assumption that energy costs, the availability of roadway capacity, the availability of vehicles to drive, and life styles remain similar to what are known today. A major change in these variables may affect trip generation rates. Trip generation rates were determined for Friday morning, Friday mid‐day, and Friday evening peak hours inbound and outbound traffic for the proposed land use. The Islamic Community Center of Redlands has provided a list of all special events and daily activities. This list provides the hours of operation, the number of employees, the number of attendees, the times of the events, and the duration of the events. A conservative vehicle occupancy of 1.00 persons per vehicle has been assumed to convert the number of employees to vehicles. A conservative vehicle occupancy of 1.50 persons per vehicle has been assumed to convert the number of attendees to vehicles. The daily trip generation for the site assumes 100 percent of the attendees utilize the site for each event. Based on discussions with the applicant, Friday mid‐day peak hour contains the peak trip generation. For daily operations, the maximum number of employees is 10. Daily operations assumed that all employees arrive during the morning peak hour and depart during the evening peak hour. During the mid‐day peak hour, it is assumed that all employees exit and enter the site. Daily worship occurs up to five times a day with a maximum number of attendees of 40. Daily worship occurs throughout the day. Daily worship attendees are assumed to arrive during the morning peak hour and depart during the evening peak hour. During the mid‐day peak hour, it is assumed that service attendees arrive and depart. Ramadan prayer occurs in the evenings with a maximum number of attendees of 200. Ramadan prayer attendees are assumed to arrive during the mid‐day peak hour and the evening peak hour. Annual feast occurs in the evenings with a maximum number of attendees of 500. Annual feast attendees are assumed to arrive during the mid‐day peak hour and the evening peak hour. The trip generation for the project looks at the daily operations plus special event vehicle trips. Major special events only occur two days a year and are not included in the analysis. ---PAGE BREAK--- 19 As shown in Table 2, the proposed development is projected to generate approximately 88 vehicle trips during the Friday mid‐day peak hour and 79 vehicle trips during the Friday evening peak hour. C. Trip Distribution Figure 10 contains the directional distribution of the project trips for the proposed land use. D. Trip Assignment Based on the identified trip generation and distribution, Friday mid‐day and Friday evening peak hour intersection turning movement volumes expected from the project are shown on Figures 11 and 12, respectively. E. Trip Contribution Test No analysis is required further than 5 miles from the project site. The roadway elements that must be analyzed are dependent on the analysis year. The identification of the study area, and the intersections and highway segments requiring analysis, was based on an estimate of the two‐way traffic volumes on the roadway segments near the project site. All arterial segments have been included in the analysis when the anticipated project volume equals or exceeds 50 two‐way trips in the peak hours. The requirement is 100 two‐way peak hour trips for freeways. Figure 13 graphically depicts the project trip contribution test volumes on all of the roadway segments adjacent to the potential intersection analysis locations until the project volume contribution has clearly dropped below the 50 trip threshold and 100 trip threshold. The project does not contribute trips greater than the freeway threshold volume of 100 two‐way peak hour trips. ---PAGE BREAK--- Inbound Outbound Total Inbound Outbound Total Inbound Outbound Total 365 27 1 28 27 27 54 1 27 28 134 365 10 1 11 10 10 20 1 10 11 40 30 1 1 2 67 1 68 67 1 68 267 2 1 1 2 167 1 168 167 1 168 667 365 37 2 39 37 37 74 2 37 39 174 30 11 2 13 77 11 88 68 11 79 307 2 11 2 13 177 11 188 168 11 179 707 11 2 13 77 11 88 68 11 79 307 1 2 3 4 5 Special Events ‐ Total5 Table 2 Project Trip Generation1 Description Days Per Year Friday Peak Hour Daily Morning Mid‐Day Evening Daily (Worship)2 Daily (Employees)2 Special Event (Ramadan)3 Major Special Event (Annual Feast)4 Daily Operations ‐ Total The trip generation for the project looks at the daily operations plus special event vehicle trips. Major special events only occur two days a year and are not included in the analysis. Major Special Events ‐ Total Used in Traffic Analysis The Islamic Community Center of Redlands has provided a list of all special events and daily activities. This list provides the hours of operation, the number of employees, the number of attendees, the times of the events, and the duration of the events. A conservative vehicle occupancy of 1.00 persons per vehicle has been assumed to convert the number of employees to vehicles. A conservative vehicle occupancy of 1.50 persons per vehicle has been assumed to convert the number of attendees to vehicles. The daily trip generation for the site assumes 100 percent of the attendees utilize the site for each event. Based on discussions with the applicant, Friday mid‐day peak hour contains the peak trip generation. For daily operations, the maximum number of employees is 10. Daily operations assumed that all employees arrive during the morning peak hour and depart during the evening peak hour. During the mid‐day peak hour, it is assumed that all employees exit and enter the site. Daily worship occurs up to five times a day with a maximum number of attendees of 40. Daily worship occurs throughout the day. Daily worship attendees are assumed to arrive during the morning peak hour and depart during the evening peak hour. During the mid‐day peak hour, it is assumed that service attendees arrive and Ramadan prayer occurs in the evenings with a maximum number of attendees of 200. Ramadan prayer attendees are assumed to arrive during the mid‐day peak hour and the evening peak hour. Annual feast occurs in the evenings with a maximum number of attendees of 500. Annual feast attendees are assumed to arrive during the mid‐day peak hour and the evening peak hour. 20 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- 25 IV. FUTURE CONDITIONS A. Future Volumes As described within Section I.C., the Year 2040 average daily traffic volume forecasts with the project are developed using a growth increment process based on volumes predicted by the San Bernardino Transportation Analysis Model Year 2012 and Year 2040 traffic models. The growth increment for Year 2040 on each roadway segment is the increase in San Bernardino Transportation Analysis Model volumes from existing Year 2016 to Year 2040. The final Year 2040 roadway segment volume used for analysis purposes is then determined by adding the Year 2040 growth increment volume to the existing counted volume. The Opening Year (2018) traffic projections have been interpolated between Year 2040 traffic volumes and existing traffic volumes utilizing a portion of the growth increment (see Section Project traffic volumes for all future projections were estimated using the manual approach. B. Future Level of Service 1. Existing Plus Project The Existing Plus Project delay and Level of Service for the study area roadway network are shown in Table 3. Table 3 shows delay values based on the geometrics at the study area intersections without and with improvements. Existing Plus Project delay calculation worksheets are provided in Appendix D. Existing Plus Project Friday mid‐day and Friday evening peak hour intersection turning movement volumes are shown on Figures 14 and 15, respectively. For Existing Plus Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. 2. Opening Year (2018) Without Project The Opening Year (2018) Without Project delay and Level of Service for the study area roadway network are shown in Table 4. Table 4 shows delay values based on the geometrics at the study area intersections without and with improvements. Opening Year (2018) Without Project delay calculation worksheets are provided in Appendix D. Opening Year (2018) Without Project Friday mid‐day and Friday evening peak hour intersection turning movement volumes are shown on Figures 16 and 17, respectively. For Opening Year (2018) Without Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. ---PAGE BREAK--- 26 3. Opening Year (2018) With Project The Opening Year (2018) With Project delay and Level of Service for the study area roadway network are shown in Table 5. Table 5 shows delay values based on the geometrics at the study area intersections without and with improvements. Opening Year (2018) With Project delay calculation worksheets are provided in Appendix D. Opening Year (2018) With Project Friday mid‐day and Friday evening peak hour intersection turning movement volumes are shown on Figures 18 and 19, respectively. For Opening Year (2018) With Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. 4. Year 2040 Without Project The Year 2040 Without Project delay and Level of Service for the study area roadway network are shown in Table 6. Table 6 shows delay values based on the geometrics at the study area intersections without and with improvements. Year 2040 Without Project delay calculation worksheets are provided in Appendix D. Year 2040 Without Project Friday mid‐day and Friday evening peak hour intersection turning movement volumes are shown on Figures 20 and 21, respectively. For Year 2040 Without Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. 5. Year 2040 With Project The Year 2040 With Project delay and Level of Service for the study area roadway network are shown in Table 7. Table 7 shows delay values based on the geometrics at the study area intersections without and with improvements. Year 2040 With Project delay calculation worksheets are provided in Appendix D. Year 2040 With Project Friday mid‐day and Friday evening peak hour intersection turning movement volumes are shown on Figures 22 and 23, respectively. For Year 2040 With Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. C. Intersection Delay and Level of Service Summary A summary of Intersection delay and Levels of Service are provided in Table 8. ---PAGE BREAK--- Traffic Control3 L T R L T R L T R L T R Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands TS 1 0 1 0 0 0 0 2 d 1 2 0 9.3‐A 10.8‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands CSS 0 0.5 0.5 0.5 0.5 0 0 0 0 0.5 0 0.5 12.9‐B 15.3‐C Nevada Street (NS) at: Project North Access (EW) ‐ #3 County of San Bernardino/City of Redlands CSS 0.5 0.5 0 0 0.5 0.5 0.5 0 0.5 0 0 0 9.1‐A 9.2‐A Project South Access (EW) ‐ #4 County of San Bernardino/City of Redlands CSS 0.5 0.5 0 0 0.5 0.5 0.5 0 0.5 0 0 0 9.1‐A 9.1‐A Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands CSS 0 1 0 0 1 0 0 1 0 0 1 0 10.5‐B 11.0‐B 1 2 3 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. TS = Traffic Signal; CSS = Cross Street Stop Table 3 Existing Plus Project Intersection Delay and Level of Service Intersection Jurisdiction Intersection Approach Lanes1 Friday Peak Hour Northbound Southbound Eastbound Westbound Delay‐LOS2 Delay and level of service has been calculated using the following analysis software: Vistro, Version 4.00‐00. Per the Highway Capacity Manual, overall average intersection delay and level of service are shown for intersections with traffic signal When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L = Left; T = Through; R = Right; d = De Facto Turn Lane; BOLD = Improvement 27 ---PAGE BREAK--- Traffic Control3 L T R L T R L T R L T R Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands TS 1 0 1 0 0 0 0 2 d 1 2 0 8.8‐A 10.2‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands CSS 0 0.5 0.5 0.5 0.5 0 0 0 0 0.5 0 0.5 12.8‐B 14.9‐B Nevada Street (NS) at: Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands CSS 0 1 0 0 1 0 0 1 0 0 1 0 10.3‐B 10.8‐B 1 2 3 TS = Traffic Signal; CSS = Cross Street Stop Table 4 Opening Year (2018) Without Project Intersection Delay and Level of Service Intersection Jurisdiction Intersection Approach Lanes1 Friday Peak Hour Northbound Southbound Eastbound Westbound Delay‐LOS2 When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. Delay and level of service has been calculated using the following analysis software: Vistro, Version 4.00‐00. Per the Highway Capacity Manual, overall average intersection delay and level of service are shown for intersections with traffic signal L = Left; T = Through; R = Right; d = De Facto Turn Lane 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. 28 ---PAGE BREAK--- Traffic Control3 L T R L T R L T R L T R Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands TS 1 0 1 0 0 0 0 2 d 1 2 0 9.5‐A 10.9‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands CSS 0 0.5 0.5 0.5 0.5 0 0 0 0 0.5 0 0.5 13.2‐B 15.5‐C Nevada Street (NS) at: Project North Access (EW) ‐ #3 County of San Bernardino/City of Redlands CSS 0.5 0.5 0 0 0.5 0.5 0.5 0 0.5 0 0 0 9.1‐A 9.2‐A Project South Access (EW) ‐ #4 County of San Bernardino/City of Redlands CSS 0.5 0.5 0 0 0.5 0.5 0.5 0 0.5 0 0 0 9.1‐A 9.1‐A Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands CSS 0 1 0 0 1 0 0 1 0 0 1 0 10.7‐B 11.1‐B 1 2 3 Delay and level of service has been calculated using the following analysis software: Vistro, Version 4.00‐00. Per the 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. TS = Traffic Signal; CSS = Cross Street Stop Table 5 Opening Year (2018) With Project Intersection Delay and Level of Service Intersection Jurisdiction Intersection Approach Lanes1 Friday Peak Hour Northbound Southbound Eastbound Westbound Delay‐LOS2 When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L = Left; T = Through; R = Right; d = De Facto Turn Lane; BOLD = Improvement 29 ---PAGE BREAK--- Traffic Control3 L T R L T R L T R L T R Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands TS 1 0 1 0 0 0 0 2 d 1 2 0 10.7‐B 13.4‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands CSS 0 0.5 0.5 0.5 0.5 0 0 0 0 0.5 0 0.5 14.3‐B 17.2‐C Nevada Street (NS) at: Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands CSS 0 1 0 0 1 0 0 1 0 0 1 0 10.8‐B 11.3‐B 1 2 3 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. TS = Traffic Signal; CSS = Cross Street Stop Table 6 Year 2040 Without Project Intersection Delay and Level of Service Intersection Jurisdiction Intersection Approach Lanes1 Friday Peak Hour Northbound Southbound Eastbound Westbound Delay‐LOS2 Delay and level of service has been calculated using the following analysis software: Vistro, Version 4.00‐00. Per the Highway Capacity Manual, overall average intersection delay and level of service are shown for intersections with traffic signal When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L = Left; T = Through; R = Right; d = De Facto Turn Lane 30 ---PAGE BREAK--- Traffic Control3 L T R L T R L T R L T R Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands TS 1 0 1 0 0 0 0 2 d 1 2 0 11.5‐B 14.4‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands CSS 0 0.5 0.5 0.5 0.5 0 0 0 0 0.5 0 0.5 14.8‐B 18.0‐C Nevada Street (NS) at: Project North Access (EW) ‐ #3 County of San Bernardino/City of Redlands CSS 0.5 0.5 0 0 0.5 0.5 0.5 0 0.5 0 0 0 9.1‐A 9.3‐A Project South Access (EW) ‐ #4 County of San Bernardino/City of Redlands CSS 0.5 0.5 0 0 0.5 0.5 0.5 0 0.5 0 0 0 9.1‐A 9.2‐A Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands CSS 0 1 0 0 1 0 0 1 0 0 1 0 11.1‐B 11.6‐B 1 2 3 Delay and level of service has been calculated using the following analysis software: Vistro, Version 4.00‐00. Per the 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. TS = Traffic Signal; CSS = Cross Street Stop Table 7 Year 2040 With Project Intersection Delay and Level of Service Intersection Jurisdiction Intersection Approach Lanes1 Friday Peak Hour Northbound Southbound Eastbound Westbound Delay‐LOS2 When a right turn lane is designated, the lane can either be striped or unstriped. To function as a right turn lane there must be sufficient width for right turning vehicles to travel outside the through lanes. L = Left; T = Through; R = Right; d = De Facto Turn Lane; BOLD = Improvement 31 ---PAGE BREAK--- Mid‐Day Evening Mid‐Day Evening Mid‐Day Evening Mid‐Day Evening Mid‐Day Evening Mid‐Day Evening San Timoteo Canyon Road (NS) at: Barton Road (EW) ‐ #1 County of San Bernardino/City of Redlands 8.7‐A 10.1‐B 9.3‐A 10.8‐B 8.8‐A 10.2‐B 9.5‐A 10.9‐B 10.7‐B 13.4‐B 11.5‐B 14.4‐B San Timoteo Canyon Road/Nevada Street (NS) at: San Timoteo Canyon Road (EW) ‐ #2 County of San Bernardino/City of Redlands 12.5‐B 14.7‐B 12.9‐B 15.3‐C 12.8‐B 14.9‐B 13.2‐B 15.5‐C 14.3‐B 17.2‐C 14.8‐B 18.0‐C Nevada Street (NS) at: Project North Access (EW) ‐ #3 County of San Bernardino/City of Redlands N/A N/A 9.1‐A 9.2‐A N/A N/A 9.1‐A 9.2‐A N/A N/A 9.1‐A 9.3‐A Project South Access (EW) ‐ #4 County of San Bernardino/City of Redlands N/A N/A 9.1‐A 9.1‐A N/A N/A 9.1‐A 9.1‐A N/A N/A 9.1‐A 9.2‐A Beaumont Avenue (EW) ‐ #5 County of San Bernardino/City of Redlands 10.2‐B 10.7‐B 10.5‐B 11.0‐B 10.3‐B 10.8‐B 10.7‐B 11.1‐B 10.8‐B 11.3‐B 11.1‐B 11.6‐B 6 See Table 7 1 See Table 1 2 See Table 3 3 See Table 4 4 See Table 5 5 See Table 6 Intersection Delay and Level of Service Summary Table 8 With Project6 Without Project5 With Project4 Without Project3 Friday Peak Hour Delay‐Level of Service Intersection Jurisdiction Project2 Year 2040 Opening Year (2018) Existing1 Existing Plus 32 ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- ---PAGE BREAK--- 43 V. CONCLUSIONS AND RECOMMENDATIONS A. Summary The traffic issues related to the proposed land use and development have been evaluated in the context of the California Environmental Quality Act. The County of San Bernardino is the lead agency responsible for preparation of the traffic impact analysis, in accordance with the California Environmental Quality Act authorizing legislation. This report analyzes traffic impacts for the anticipated opening date with full occupancy of the development in Year 2018, at which time it will be generating trips at its full potential. A series of scoping discussions were conducted with the County of San Bernardino and the California Department of Transportation to define the desired analysis locations for each future analysis year. In addition, staff from the County of San Bernardino has also been contacted to discuss the project and its associated travel patterns. No analysis is required further than 5 miles from the project site. The roadway elements that must be analyzed are dependent on both the analysis year project Opening Year or Buildout Year (2040) and project generated traffic volumes. The identification of the study area, and the intersections and highway segments requiring analysis, was based on an estimate of the two‐way traffic volumes on the roadway segments near the project site. All arterial segments have been included in the analysis when the anticipated project volume equals or exceeds 50 two‐way trips in the peak hours. The requirement is 100 two‐way peak hour trips for freeways. The project does not contribute trips greater than the freeway threshold volume of 100 two‐way peak hour trips. B. Existing Conditions Regional access to the project site is provided by the I‐10 Freeway. Local access is provided by various roadways in the vicinity of the site. The east‐west roadways which will be most affected by the project are Barton Road, San Timoteo Canyon Road, and Beaumont Avenue. The north‐south roadways which will be most affected by the project are San Timoteo Canyon Road and Nevada Street. For Existing traffic conditions, the study area intersections currently operate within acceptable Levels of Service during the peak hours. C. Project Trips The trips generated by the project are determined by multiplying an appropriate trip generation rate by the quantity of land use. Trip generation rates are predicated on the assumption that energy costs, the availability of roadway capacity, the availability of ---PAGE BREAK--- 44 vehicles to drive, and life styles remain similar to what are known today. A major change in these variables may affect trip generation rates. Trip generation rates were determined for Friday morning, Friday mid‐day, and Friday evening peak hours inbound and outbound traffic for the proposed land use. The Islamic Community Center of Redlands has provided a list of all special events and daily activities. This list provides the hours of operation, the number of employees, the number of attendees, the times of the events, and the duration of the events. A conservative vehicle occupancy of 1.00 persons per vehicle has been assumed to convert the number of employees to vehicles. A conservative vehicle occupancy of 1.50 persons per vehicle has been assumed to convert the number of attendees to vehicles. The daily trip generation for the site assumes 100 percent of the attendees utilize the site for each event. Based on discussions with the applicant, Friday mid‐day peak hour contains the peak trip generation. For daily operations, the maximum number of employees is 10. Daily operations assumed that all employees arrive during the morning peak hour and depart during the evening peak hour. During the mid‐day peak hour, it is assumed that all employees exit and enter the site. Daily worship occurs up to five times a day with a maximum number of attendees of 40. Daily worship occurs throughout the day. Daily worship attendees are assumed to arrive during the morning peak hour and depart during the evening peak hour. During the mid‐day peak hour, it is assumed that service attendees arrive and depart. Ramadan prayer occurs in the evenings with a maximum number of attendees of 200. Ramadan prayer attendees are assumed to arrive during the mid‐day peak hour and the evening peak hour. Annual feast occurs in the evenings with a maximum number of attendees of 500. Annual feast attendees are assumed to arrive during the mid‐day peak hour and the evening peak hour. The trip generation for the project looks at the daily operations plus special event vehicle trips. Major special events only occur two days a year and are not included in the analysis. The proposed development is projected to generate approximately 88 vehicle trips during the Friday mid‐day peak hour and 79 vehicle trips during the Friday evening peak hour. D. Future Conditions An Existing Plus Project, Opening Year (2018), and Year 2040 analysis are included in this report. The traffic operations analyses are summarized in Table 8. 1. Existing Plus Project For Existing Plus Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. ---PAGE BREAK--- 45 2. Opening Year (2018) Without Project For Opening Year (2018) Without Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. 3. Opening Year (2018) With Project For Opening Year (2018) With Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. 4. Year 2040 Without Project For Year 2040 Without Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. 5. Year 2040 With Project For Year 2040 With Project traffic conditions, the study area intersections are projected to operate within acceptable Levels of Service during the peak hours. E. Recommendations The recommendations in this section address on‐site improvements, off‐site improvements and the phasing of all necessary study area transportation improvements. 1. On‐Site Improvements On‐site improvements and improvements adjacent to the site will be required in conjunction with the proposed development to ensure adequate circulation within the project itself (see Figure 24). Construct Nevada Avenue from the north project boundary to Beaumont Avenue at its ultimate half‐section width including landscaping and parkway improvements in conjunction with development, as necessary. Construct Beaumont Avenue from the west project boundary to Nevada Avenue at its ultimate half‐section width including landscaping and parkway improvements in conjunction with development, as necessary. On‐site traffic signing and striping should be implemented in conjunction with detailed construction plans for the project. The site should provide sufficient parking spaces to meet County of San Bernardino parking code requirements in order to service on‐site parking demand. ---PAGE BREAK--- 46 2. Off‐Site Improvements As is the case for any roadway design, the County of San Bernardino should periodically review traffic operations in the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. Participate in the phased construction of off‐site traffic signals through payment of traffic signal mitigation fees. The traffic signals within the study area at buildout should specifically include an interconnect of the traffic signals to function in a coordinated system. ---PAGE BREAK--- ---PAGE BREAK--- APPENDICES Appendix A – Glossary of Transportation Terms Appendix B – Traffic Count Worksheets Appendix C – Future Growth Increment Calculation Worksheets Appendix D – Explanation and Calculation of Intersection Delay