WHITEWOOD I
TRAFFIC ANALYSIS
Reference Number Agency Date
March 1, 2024 City of Murrieta 14984-07 TA Report
PREPARED BY: Charlene So, PE | [email protected] Connor Paquin, PE | [email protected]
Aric Evatt | [email protected]
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TABLE OF CONTENTS
Table of Contents ............................................................................................................................................... ii Appendices ......................................................................................................................................................... iv List of Exhibits ..................................................................................................................................................... v List of Tables ...................................................................................................................................................... vi List of Abbreviated Terms ............................................................................................................................... vii 1 Introduction............................................................................................................................................... 1
1.1 Summary of Findings ............................................................................................................................................... 1
1.2 Project Overview ....................................................................................................................................................... 1
1.3 Analysis Scenarios ..................................................................................................................................................... 4
1.4 Study Area .................................................................................................................................................................... 5
1.5 Deficiencies .................................................................................................................................................................. 7
1.6 Recommendations .................................................................................................................................................... 8 2 Methodologies ........................................................................................................................................ 13
2.1 Level of Service ........................................................................................................................................................ 13
2.2 Intersection Capacity Analysis ........................................................................................................................... 13
2.3 Traffic Signal Warrant Analysis Methodology ............................................................................................ 15
2.4 Roadway Segment Capacity Analysis ............................................................................................................ 16
2.5 Queuing Analysis .................................................................................................................................................... 17
2.6 Minimum Acceptable Levels of Service (LOS) ............................................................................................ 17
2.7 Deficiency Criteria .................................................................................................................................................. 17
2.8 Project Fair Share Calculation Methodology .............................................................................................. 18 3 Area Conditions ...................................................................................................................................... 19
3.1 Existing Circulation Network ............................................................................................................................. 19
3.2 City of Murrieta General Plan Circulation Element .................................................................................. 19
3.3 Bicycle, Equestrian, & Pedestrian Facilities .................................................................................................. 23
3.4 Transit Service .......................................................................................................................................................... 23
3.5 Existing (2022) Traffic Counts ........................................................................................................................... 23
3.6 Intersection Operations Analysis ..................................................................................................................... 28
3.7 Traffic Signal Warrants Analysis ....................................................................................................................... 28
3.8 Roadway Segment Capacity Analysis ............................................................................................................ 28
3.9 Queuing Analysis .................................................................................................................................................... 29 4 Projected Future Traffic ......................................................................................................................... 31
4.1 Project Trip Generation ....................................................................................................................................... 31
4.2 Project Trip Distribution ...................................................................................................................................... 32
4.3 Modal Split ................................................................................................................................................................. 33
4.4 Project Trip Assignment ....................................................................................................................................... 33
4.5 Background Traffic ................................................................................................................................................. 33
4.6 Cumulative Development Traffic ..................................................................................................................... 35 5 Opening Year Cumulative (2024) Traffic Conditions .......................................................................... 39 Whitewood I Traffic Analysis
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5.1 Roadway Improvements ..................................................................................................................................... 39
5.2 Without Project Traffic Volume Forecasts .................................................................................................. 39
5.3 With Project Traffic Volume Forecasts ......................................................................................................... 39
5.4 Intersection Operations Analysis ..................................................................................................................... 42
5.5 Traffic Signal Warrants Analysis ....................................................................................................................... 43
5.6 Roadway Segment Capacity Analysis ............................................................................................................ 43
5.7 Queuing Analysis .................................................................................................................................................... 44
5.8 Project Deficiencies and Recommended Improvements ...................................................................... 45 6 Local and Regional Funding Mechanisms ........................................................................................... 49
6.1 City of Murrieta Development Impact Fee Program ............................................................................... 49
6.2 Riverside County Transportation Uniform Mitigation Fee (TUMF) ................................................... 49
6.3 Measure “I” Funds ................................................................................................................................................... 49
6.4 Fair Share Contribution........................................................................................................................................ 50 7 References ............................................................................................................................................... 51
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APPENDICES
Appendix 1.1: Traffic Study Scoping Agreement
Appendix 1.2: Site Adjacent Queues
Appendix 3.1: Traffic Counts – October 2022
Appendix 3.2: Existing (2022) Conditions Intersection Operations Analysis Worksheets Appendix 3.3: Existing (2022) Conditions Traffic Signal Warrant Analysis Worksheets Appendix 3.4: Existing (2022) Conditions Queuing Analysis Worksheets Appendix 5.1: Opening Year Cumulative (2024) Without Project Conditions Intersection Operations Analysis Worksheets
Appendix 5.2: Opening Year Cumulative (2024) With Project Conditions Intersection Operations Analysis Worksheets
Appendix 5.3: Opening Year Cumulative (2024) Without Project Conditions Traffic Signal Warrant Analysis Worksheets
Appendix 5.4: Opening Year Cumulative (2024) With Project Conditions Traffic Signal Warrant Analysis Worksheets
Appendix 5.5: Opening Year Cumulative (2024) Without Project Conditions Queuing Analysis Worksheets
Appendix 5.6: Opening Year Cumulative (2024) With Project Conditions Queuing Analysis Worksheets
Appendix 5.7: Opening Year Cumulative (2024) With Project Conditions Intersection Operations Analysis Worksheets With Improvements
Appendix 5.8: Opening Year Cumulative (2024) With Project Conditions Queuing Analysis Worksheets With Improvements
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LIST OF EXHIBITS
Exhibit 1-1: Location Map .................................................................................................................................. 2 Exhibit 1-2: Preliminary Site Plan ..................................................................................................................... 3 Exhibit 1-3: Study Area ....................................................................................................................................... 6 Exhibit 1-4: Site Access Recommendations ................................................................................................... 9 Exhibit 3-1: Existing Number of Through Lanes and Intersection Controls ............................................. 20 Exhibit 3-2: City of Murrieta General Plan Circulation Element ................................................................. 21 Exhibit 3-3: City of Murrieta General Plan Roadway Cross-Sections ......................................................... 22 Exhibit 3-4: Existing Pedestrian Facilities ...................................................................................................... 24 Exhibit 3-5: City of Murrieta General Plan Trails and Bikeways ................................................................. 25 Exhibit 3-6: Existing Transit Routes ................................................................................................................ 26 Exhibit 3-7: Existing (2022) Traffic Volumes .................................................................................................. 27 Exhibit 4-1: Project Trip Distribution .............................................................................................................. 32 Exhibit 4-2: Project Only Traffic volumes ...................................................................................................... 34 Exhibit 4-3: Cumulative Development Location Map .................................................................................. 36 Exhibit 4-4: Cumulative Only Traffic Volumes .............................................................................................. 37 Exhibit 5-1: Opening Year Cumulative (2024) Without Project Traffic Volumes ...................................... 40 Exhibit 5-2: Opening Year Cumulative (2024) With Project Traffic Volumes ............................................ 41
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LIST OF TABLES
Table 1-1: Intersection Analysis Locations ...................................................................................................... 5 Table 1-2: Roadway Segment Analysis Locations .......................................................................................... 7 Table 1-3: Summary of LOS ............................................................................................................................... 7 Table 1-4: Summary of Improvements and Rough Order of Magnitude Costs ....................................... 11 Table 2-1: Signalized Intersection LOS Thresholds ...................................................................................... 14 Table 2-2: Unsignalized Intersection LOS Thresholds ................................................................................. 15 Table 2-3: Traffic Signal Warrant Analysis Locations ................................................................................... 16 Table 3-1: Intersection Analysis for Existing (2022) Conditions ................................................................. 28 Table 3-2: Roadway Segment Analysis for Existing (2022) Conditions ...................................................... 29 Table 3-3: Peak Hour Queuing Summary for Existing (2022) Conditions ................................................. 30 Table 4-1: Project Trip Generation Summary ............................................................................................... 31 Table 4-2: Cumulative Development land use Summary ........................................................................... 38 Table 5-1: Intersection Analysis for Opening year Cumulative (2024) Conditions .................................. 42 Table 5-2: Roadway Segment Analysis for Opening Year Cumulative (2024) Conditions ...................... 43 Table 5-3: Peak Hour Queuing Summary for Opening Year Cumulative (2024) Conditions .................. 45 Table 5-4: Intersection Analysis for Opening Year Cumulative (2024) Conditions With Improvements 46 Table 5-5: Peak Hour Queuing Summary for Opening Year Cumulative (2024) Conditions With Improvements .................................................................................................................................................. 47 Table 6-1: Project Fair Share Calculations ..................................................................................................... 50
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LIST OF ABBREVIATED TERMS
(1) Reference
ADT Average Daily Traffic
CA MUTCD California Manual on Uniform Traffic Control Devices Caltrans California Department of Transportation
CEQA California Environmental Quality Act
CMP Congestion Management Program
DIF Development Impact Fee
HCM Highway Capacity Manual
ITE Institute of Transportation Engineers
LOS Level of Service
NCHRP National Cooperative Highway Research Program
PHF Peak Hour Factor
Project Whitewood I
RCTC Riverside County Transportation Commission
RTA Riverside Transit Authority
RTP Regional Transportation Plan
SCAG Southern California Association of Governments
SCS Sustainable Communities Strategy
TA Traffic Analysis
TUMF Transportation Uniform Mitigation Fee
v/c Volume to Capacity
vphgpl Vehicles per Hour Green per Lane
WRCOG Western Riverside Council of Governments
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1 1 INTRODUCTION
This report presents the results of the Traffic Analysis (TA) for Whitewood I development (“Project”), which is located on the northeast corner of Whitewood Road and Clinton Keith Road in the City of Murrieta, as shown on Exhibit 1-1. The purpose of this TA is to evaluate the potential circulation system deficiencies that may result from the development of the proposed Project, and where necessary recommend improvements to achieve acceptable operations consistent with General Plan level of service goals and policies. Although no longer required as part of the California Environmental Quality Act (CEQA) requirements, per the City of Murrieta General Plan, Level of Service (LOS) analysis will continue to be a key performance measure used to analyze traffic congestion. This traffic study has been prepared in accordance with the City’s Traffic Impact Analysis Preparation Guidelines (March 2021), the City of Murrieta General Plan, and consultation with City staff during the traffic study scoping process. (1) The approved Project Traffic Study Scoping agreement is provided in Appendix 1.1 of this TA.
1.1 SUMMARY OF FINDINGS
The Project is to construct the following improvements as design features in conjunction with development of the site:
• Project to install a traffic signal at the intersection of Arendt Lane & Clinton Keith Road (#7). • The proposed driveway s on both Whitewood Road and Arendt Lane will be stop controlled for exiting (egress) traffic and will allow for full turning movements (no access restrictions). • Project should improve the curb and gutter, sidewalk, and landscaping along Whitewood Road and Clinton Keith Road as needed to accommodate site access.
Additional details and intersection lane geometrics are provided in Section 1.6 Recommendations of this report.
1.2 PROJECT OVERVIEW
A preliminary site plan for the proposed Project is shown on Exhibit 1 -2. The Project is proposed to consist of 1 30 single family attached residential dwelling units and 132 multifamily residential (low - rise) dwelling units for a total of 2 62 units (see Exhibit 1-2). The 130 single family attached units are classified as units that share a wall with adjacent units (such as a duplex or townhouse). It should be noted, since the time this traffic study has been prepared, the site plan has been updated: the total number of dwelling units has been reduced from 262 dwelling units to 243 dwelling units. In an effort to provide flexibility for minor changes to the site plan during final preparation, this traffic study evaluates the higher number of dwelling units (262 total dwelling units), which provides a conservative analysis.
The proposed Project is anticipated to have an opening year of 2024. Access is proposed on Whitewood Avenue (via Driveway 1 which will align with Moorefield Street to the west) and another driveway on Arendt Lane (Driveway 2, where Arendt Lane will provide access to Clinton Keith Road).
Both proposed driveways would allow for full access. Regional access to the Project site is accommodated from the I-215 Freeway via Clinton Keith Road.
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2 EXHIBIT 1-1: LOCATION MAP
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3 EXHIBIT 1-2: PRELIMINARY SITE PLAN
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4 In order to develop the traffic characteristics of the proposed project, trip -generation statistics published in the Institute of Transportation Engineers (ITE) Trip Generation Manual (11th Edition, 2021) were used to estimate the trip generation. (2) The Project is anticipated to generate a total of 1,826 two-way vehicle trip ends per day with 1 15 AM peak hour trips and 141 PM peak hour trips. The assumptions and methods used to estimate the Project’s trip generation characteristics are discussed in greater detail in Section 4.1 Project Trip Generation of this report.
1.3 ANALYSIS SCENARIOS
For the purposes of this traffic study, potential deficiencies to traffic and circulation have been assessed for each of the following conditions:
• Existing (2022) Conditions
• Opening Year Cumulative (2024) Without Project Conditions • Opening Year Cumulative (2024) With Project Conditions
1.3.1 EXISTING (2022) CONDITIONS
Information for Existing (2022) conditions is disclosed to represent the baseline traffic conditions as they existed at the time this report was prepared. Local schools were in session with in -person instruction at the time of the traffic counts. Traffic counts were conducted in October 2022.
1.3.2 OPENING YEAR CUMULATIVE (2024) CONDITIONS
The Opening Year Cumulative (2024) traffic conditions analysis determines the potential near -term cumulative circulation system deficiencies. To account for growth in traffic between Existing (2022) traffic conditions and the Project Opening Year Cumulative ( 2024), a growth rate of 2 percent was assumed (2.0% per year compounded over 2 years or 1.02 2 years for a total of 4.04%). The roadway network is similar to Existing conditions except for new connections to be constructed by the Project.
Conservatively, this TA adds traffic generated by other known or probable related projects to the existing baseline condition, although it may not be feasible that these projects would be completed within the year. The resulting traffic growth utilized in the TA (traffic generated by related projects) would therefore tend to overstate rather than understate background cumulative traffic deficiencies under 2024 traffic conditions.
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5 1.4 STUDY AREA
To ensure that this TA satisfies the City of Murrieta ’s traffic study requirements, Urban Crossroads, Inc. prepared a Project traffic study scoping package for review by City of Murrieta staff prior to the preparation of this report. This agreement provides an outline of the Project study area, trip generation, trip distribution, and analysis methodology. The scoping agreement is included in Appendix 1.1 of this TA.
1.4.1 INTERSECTIONS
The 7 study area intersections shown on Exhibit 1-3 and listed in Table 1-1 were selected for evaluation in this TA based on consultation with City of Murrieta staff. At a minimum, t he study area includes intersections where the Project is anticipated to contribute 50 or more peak hour trips per the City’s Guidelines. (1) The “50 peak hour trip” criterion represents a minimum number of trips at which a typical intersection would have the potential to be affected by a given development proposal. The 50 peak hour trip criterion is a traffic engineering rule of thumb that is accepted and widely used within Riverside County (including the City of Murrieta) for estimating a potential area of influence (i.e., study area).
TABLE 1-1: INTERSECTION ANALYSIS LOCATIONS
The intent of a CMP is to more link land use, transportation, and air quality, thereby prompting reasonable growth management programs that will effectively utilize new transportation funds, alleviate traffic congestion and related deficiencies, and improve air quality. The County of Riverside CMP became effective with the passage of Proposition 111 in 1990 and most recently updated in 2019 as part of the Riverside County Long Range Transportation Study . The Riverside County Transportation Commission (RCTC) adopted the 2019 CMP for the County of Riverside in December 2019. (3) There are no study area intersections identified as a Riverside County CMP intersection.
# Intersection Jursidiction CMP?
1 I-215 SB Ramps & Clinton Keith Rd. Murrieta, Caltrans No 2 I-215 NB Ramps & Clinton Keith Rd. Murrieta, Caltrans No 3 Warm Springs Pkwy./Bronco Ct. & Clinton Keith Rd. Murrieta No 4 Whitewood Rd. & Moorefield St./Dwy 1 Murrieta No
5 Whitewood Rd. & Clinton Keith Rd. Murrieta No
6 Arendt Ln. & Driveway 2 Murrieta No
7 Arendt Ln. & Clinton Keith Rd. Murrieta No
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6 EXHIBIT 1-3: STUDY AREA
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7 1.4.2 ROADWAY SEGMENTS
The following 2 study area roadway segments listed in Table 1 -2 were selected for this TA at the request of City of Murrieta staff during the scoping process.
TABLE 1-2: ROADWAY SEGMENT ANALYSIS LOCATIONS
1.5 DEFICIENCIES
This section provides a summary of deficiencies by analysis scenario. Section 2 Methodologies provides information on the methodologies used in the analysis and Section 5 Opening Year Cumulative (2024) Traffic Conditions includes the detailed analysis. A summary of LOS results for all analysis scenarios is presented in Table 1-3. It should be noted, the Project does not have any impacts beyond what was studied in the City of Murrieta General Plan.
TABLE 1-3: SUMMARY OF LOS
1.5.1 EXISTING (2022) CONDITIONS
Intersections
The study area intersections are currently operating at an acceptable LOS during the peak hours.
Roadway Segments
There are no study area roadway segments that currently experience capacity issues for Existing (2022) traffic conditions.
# Roadway Segment
1 Whitewood Rd. North of Clinton Keith Rd.
2 Clinton Keith Rd. East of Whitewood Rd.
# Intersection AM PM AM PM AM PM
1 I-215 SB Ramps & Clinton Keith Rd.
2 I-215 NB Ramps & Clinton Keith Rd.
3 Warm Springs Pkwy./Bronco Ct. & Clinton Keith Rd.
4 Whitewood Rd. & Moorefield St./Dwy 1
5 Whitewood Rd. & Clinton Keith Rd.
6 Arendt Ln. & Driveway 2 N/A N/A N/A N/A
7 Arendt Ln. & Clinton Keith Rd. N/A N/A N/A N/A
= A - D = E = F
Existing 2024 Without
Project
2024 With
Project
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8 1.5.2 OPENING YEAR CUMULATIVE (2024) CONDITIONS
Intersections
The study area intersection s are anticipated to operate at an acceptable LOS under Opening Year Cumulative (2024) Without Project traffic conditions (e.g., LOS D or better), with the exception of the following intersection:
• Whitewood Rd. & Clinton Keith Rd. (#5) – LOS F AM and PM peak hours The addition of Project traffic is not anticipated to result in any new deficiencies.
Roadway Segments
Consistent with Existing (2022) conditions , the study area roadway segments are anticipated to continue to have sufficient capacity to accommodate Opening Year Cumulative ( 2024) Without and With Project traffic.
1.6 RECOMMENDATIONS
1.6.1 SITE ADJACENT AND SITE ACCESS RECOMMENDATIONS
The following recommendations are based on the minimum improvements needed to accommodate site access and maintain acceptable peak hour operations for the proposed Project. The site adjacent recommendations are shown on Exhibit 1-4.
Recommendation 1 – Whitewood Road & Moorefield Street/Driveway 1 (#4) – The following improvements are necessary to accommodate site access:
• Project to install a stop control on the westbound approach and construct a shared left -right turn lane (Project driveway).
• Project to stripe a southbound left turn lane within the existing striped two-way left-turn lane median.
Recommendation 2 – Arendt Lane & Driveway 2 (#6) – The following improvements are necessary to accommodate site access:
• Project to install a stop control on the eastbound approach and construct a shared left -right turn lane (Project driveway).
• Project to construct a northbound shared left-through lane. • Project to construct a southbound shared through-right turn lane.
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9 EXHIBIT 1-4: SITE ACCESS RECOMMENDATIONS
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10 Recommendation 3 – Arendt Lane & Clinton Keith Road (#7) – The following improvement s are necessary to accommodate site access:
• Project to install a traffic signal.
• Project to construct a southbound shared left-right turn lane. • Project to construct an eastbound left turn lane with a minimum of 100-feet of storage.
Recommendation 4 – Whitewood Road is a north-south oriented roadway located on the Project’s western boundary. According to the City’s General Plan, Whitewood Road is currently built out to its ultimate half-section width as a Major Highway (100-foot right-of-way) from Clinton Keith Road to the Project’s northern boundary. However, the Project should construct sidewalk, curb -and-gutter, and landscaping improvements on Whitewood Road, along the Project’s frontag e, consistent with the City’s standards.
Recommendation 5 – Clinton Keith Road is an east-west oriented roadway located on the Project’s southern boundary. According to the City’s General Plan, Clinton Keith Road is currently built out to its ultimate half-section width as an Urban Arterial Highway (100-foot right-of-way) from Whitewood Road to the Project’s eastern boundary. However, the Project should construct sidewalk, curb -and- gutter, and landscaping improvements on Clinton Keith Road Road, along the Project’s frontage , consistent with the City’s standards.
On-site traffic signing and striping should be implemented agreeable with the provisions of the California Manual on Uniform Traffic Control Devices (CA MUTCD) and in conjunction with detailed construction plans for the Project site.
Sight distance at each project access point should be reviewed with respect to standard California Department of Transportation (Caltrans) and City of Murrieta sight distance standards at the time of preparation of final grading, landscape, and street improvement plans.
1.6.2 OFF-SITE RECOMMENDATIONS
The recommended improvements needed to address the cumulative deficiencies are summarized in Table 1-4. For those improvements listed in Table 1-4 and not constructed as part of the Project, the Project Applicant’s responsibility for the Project’s contributions towards deficient intersections is fulfilled through payment of fees or fair share that would be assigned to construction of the identified recommended improvements. As noted, the Project should also contribute its fair share toward improvements su ch as restriping, median modifications, and restriping for the roadway segment improvement (see Table 1-4 for details).
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11 TABLE 1-4: SUMMARY OF IMPROVEMENTS AND ROUGH ORDER OF MAGNITUDE COSTS
1.6.3 RIGHT TURN LANE ASSESSMENT
Per the City’s traffic study guidelines, right-turn/deceleration lanes shall be installed at any intersection or driveway where the following conditions exist:
• Per Municipal Code Section 16. 08.040.B.2.d, housing developments with more than 200 parking stalls (inclusive of the spaces located within carports and enclosed garages), that are located on an Arterial or larger street shall provide deceleration lanes adjacent to their major entry per City standards.
Based on the City of Murrieta General Plan, Whitewood Road is classified as a Major roadway while Arendt Lane (future public roadway) is classified as a local street. Based on the City of Murrieta Municipal Code, since Whitewood Road and Arendt Lane are not classified as an Arterial or larger roadway, they are exempt from this requirement and a right turn pocket has not been recommended along Whitewood Road or Arendt Lane to provide access into the Project site.
Although the Project site is located on Clinton Keith Road, the Project does not take direct access from Clinton Keith Road, only Whitewood Road and Arendt Lane (which is proposed as a new public roadway). As such, a right turn lane assessment has not been conducted for Clinton Keith Road since there is no adjacent major entry to the proposed Project on Clinton Keith Road.
Additionally, a right turn lane on Clinton Keith Road at Arendt Lane does not meet the right-turn lane criteria in the City’s traffic study guidelines. Based on the Opening Year Cumulative (2024) With Project traffic conditions anticipated traffic volumes, there is no more than 17 vehicles during either the AM or PM peak hour anticipated to turn right onto Arendt Lane from Clinton Keith Road. As such, a right- turn lane is not recommended per Exhibit E of the National Cooperative Highway Research Program (NCHRP) Report 279 Intersection Channelization Design Guide. (4)
# Intersection Location Jurisdiction Opening Year Cumulative (2024) With Project 5 Whitewood Rd. &
Clinton Keith Rd.
Murrieta Restripe the SB approach to provide dual left turn lanes, one through lane, and one shared through-
right turn lane
No Fair Share 6.0%
Add 2nd NB left turn lane No Fair Share
Add NB right turn lane No Fair Share
1 Improvements included in the City of Murrieta DIF program or WRCOG TUMF program. 2 Identifies the Project's responsibility to construct an improvement or contribute fair share or fee payment towards the implementation of the improvements shown. 3 Program improvements constructed may be eligible for fee credit, at discretion of City. See Table 6-1 for Fair Share Calculations.
Analysis Scenario Improvements
included in Fee
Program?1
Project
Responsibility2
Fair Share
% 3
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12 1.6.4 QUEUING ANALYSIS AT THE PROJECT DRIVEWAYS
A queuing analysis was conducted at the study area intersections for Opening Year Cumulative (2024) With Project traffic conditions to ensure 95th percentile queues would not result in any spillback over existing or proposed adjacent intersections . The analysis was conducted for the weekday AM and weekday PM peak hours. The results have been provided in Appendix 1.2. No queuing issues are anticipated at the Project access points.
SimTraffic is designed to model networks of signalized and unsignalized intersections, with the primary purpose of checking and fine-tuning signal operations. SimTraffic uses the input parameters from Synchro to generate random simulations. The 95th percentile queue is derived from the average queue plus 1.65 standard deviations. The 95th percentile queue is not necessarily ever observed; it is simply based on statistical calculations (or Average Queue plus 1.65 standard deviations). Many agencies utilize the 95th percentile queues for design purposes. A vehicle is considered queued whenever it is traveling at less than 10 feet/second. The random simulations generated by SimTraffic have been utilized to determine the 95 th percentile queue lengths observed for each turn movement. A SimTraffic simulation has been recorded five (5) times, during the weekday AM and weekday PM peak hours, and has been seeded for 15-minute periods with 60-minute recording intervals.
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13 2 METHODOLOGIES
This section of the report presents the methodologies used to perform the traffic analyses summarized in this report. The methodologies described are consistent with City of Murrieta’s Traffic Study Guidelines.
2.1 LEVEL OF SERVICE
Traffic operations of roadway facilities are described using the term "Level of Service" (LOS). LOS is a qualitative description of traffic flow based on several factors , such as speed, travel time, delay, and freedom to maneuver. Six levels are typically defined ranging from LOS A, representing completely free-flow conditions, to LOS F, representing breakdown in flow resulting in stop -and-go conditions.
LOS E represents operations at or near capacity, an unstable level where vehicles are operating with the minimum spacing for maintaining uniform flow.
2.2 INTERSECTION CAPACITY ANALYSIS
The definitions of LOS for interrupted traffic flow (flow restrained by the existence of traffic signals and other traffic control devices) differ slightly depending on the type of traffic control. The LOS is typically dependent on the quality of traffic flow at the intersections along a roadway. The 6th Edition Highway Capacity Manual (HCM) methodology expresses the LOS at an intersection in terms of delay time for the various intersection approaches. (4) The HCM uses different procedures depending on the type of intersection control.
2.2.1 SIGNALIZED INTERSECTIONS
The City of Murrieta requires signalized intersection operations analysis based on the met hodology described in the HCM. (4) Intersection LOS operations are based on an intersection’s average control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. For signalized intersections LOS is related to the average control delay per vehicle and is correlated to a LOS designation as described in Table 2-1. Consistent with City of Murrieta traffic study guidelines, a saturation flow rate of 1900 in vehicles per hour green per lane (vphgpl) has been utilized in the traffic analysis for signalized intersections.
The traffic modeling and signal timing optimization software package Synchro (Version 1 1) is utilized to analyze signalized intersections within the study area. Synchro is a macroscopic traffic software program that is based on the signalized intersection capacity analysis as specified in the HCM.
Macroscopic level models represent traffic in terms of aggregate measures for each movement at the study intersections. Equations are used to determine measures of effectiveness such as delay and queue length. The level of service and capacity analysis performed by Synchro takes into consideration optimization and coordination of signalized intersections within a network.
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14 TABLE 2-1: SIGNALIZED INTERSECTION LOS THRESHOLDS
The peak hour traffic volumes have been adjusted using a peak hour factor (PHF) to reflect peak 15 - minute volumes. Customary practice for LOS analysis is to use a peak 15 -minute rate of flow.
However, flow rates are typically expressed in vehicles per hour. The PHF is the relationship between the peak 15-minute flow rate and the full hourly volume (e.g. , PHF = [Hourly Volume] / [4 x Peak 15 - minute Flow Rate]). The use of a 15-minute PHF produces a more detailed analysis as compared to analyzing vehicles per hour . Existing PHF s have been used for all analysis scenarios . Per the HCM, PHF values over 0.95 often are indicative of high traffic volumes with capacity constraints on peak hour flows while lower PHF values are indicative of greater variability of flow during the peak hour. (4)
2.2.2 UNSIGNALIZED INTERSECTIONS
The City of Murrieta requires the operations of unsignalized intersections be evaluated using the methodology described in the HCM. (4) The LOS rating is based on the weighted average control delay expressed in seconds per vehicle (see Table 2 -2). At two -way or side -street stop -controlled intersections, LOS is calculated for each controlled movement and for the left turn movement from the major street, as well as for the intersection as a whole. For approaches composed of a single lane, the delay i s computed as the average of all movements in that lane. Delay for the intersection is Description
Average Control Delay
(Seconds), V/C ≤ 1.0
Level of Service,
V/C ≤ 1.01
Operations with very low delay occurring with favorable progression and/or short cycle length.
0 to 10.00 A
Operations with low delay occurring with good progression and/or short cycle lengths.
10.01 to 20.00 B
Operations with average delays resulting from fair
progression and/or longer cycle lengths. Individual cycle failures begin to appear.
20.01 to 35.00 C
Operations with longer delays due to a combination of
unfavorable progression, long cycle lengths, or high V/C ratios. Many vehicles stop and individual cycle failures are noticeable.
35.01 to 55.00 D
Operations with high delay values indicating poor
progression, long cycle lengths, and high V/C ratios.
Individual cycle failures are frequent occurrences. This is considered to be the limit of acceptable delay.
55.01 to 80.00 E
Operation with delays unacceptable to most drivers
occurring due to over saturation, poor progression, or very long cycle lengths.
80.01 and up F
Source: HCM, 6th Edition
1 If V/C is greater than 1.0 then LOS is F per HCM.
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15 reported for the worst individual movement at a two -way stop-controlled intersection. For all-way stop controlled intersections, LOS is computed for the intersection as a whole (average delay).
TABLE 2-2: UNSIGNALIZED INTERSECTION LOS THRESHOLDS
2.3 TRAFFIC SIGNAL WARRANT ANALYSIS METHODOLOGY
The term "signal warrants" refers to the list of established criteria used by the Caltrans and other public agencies to quantitatively justify or ascertain the potential need for installation of a traffic signal at an otherwise unsignalized intersection. This TA uses the signal warrant criteria presented in the latest edition of the California Department of Transportation (Caltrans) California Manual on Uniform Traffic Control Devices (CA MUTCD) for all study area intersections. (5) The signal warrant criteria for Existing conditions are based upon several factors, including volume of vehicular and pedestrian traffic, frequency of accidents, and location of school areas. The Caltrans CA MUTCD indicates that the installation of a traffic signal should be considered if one or more of the signal warrants are met. (5) Specifically, this TA utilizes the Peak Hour Volume-based Warrant 3 as the appropriate representative traffic signal warrant analysis for existing study area intersections for all analysis scenarios. Warrant 3 is appropriate to use for this TA because it provides specialized warrant criteria for intersections with urban characteristics (e.g., adjacent major streets operating at or below 40 miles per hour) or rural characteristics (e.g., adjacent major streets operating above 40 miles per hour). For the p urposes of this study, the speed limit was the basis for determining whether Urban or Rural warrants were used for a given intersection.
Future intersections that do not currently exist have been assessed regarding the potential need for new traffic signals based on future average daily traffic (ADT) volumes, using the Caltrans planning level ADT-based signal warrant analysis worksheets. Traffic signal warrant analyses were performed for the following study area intersections shown in Table 2-3.
Description
Average Control Delay
(Seconds), V/C ≤ 1.0
Level of Service,
V/C ≤ 1.01
Little or no delays. 0 to 10.00 A
Short traffic delays. 10.01 to 15.00 B
Average traffic delays. 15.01 to 25.00 C
Long traffic delays. 25.01 to 35.00 D
Very long traffic delays. 35.01 to 50.00 E
Extreme traffic delays with intersection capacity exceeded. > 50.00 F Source: HCM, 6th Edition
1 If V/C is greater than 1.0 then LOS is F per HCM.
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16 TABLE 2-3: TRAFFIC SIGNAL WARRANT ANALYSIS LOCATIONS
Traffic signal warrant analyses were performed for all of the full access unsignalized study area intersections. The traffic signal warrant analysis for Existing (2022) conditions are presented in Section 3 Existing (2022) Traffic Analysis. The traffic signal warrant analyses for future conditions are presented in Section 5 Opening Year Cumulative (2024) Traffic Analysis of this report.
It is important to note that a signal warrant defines the minimum condition under which the installation of a traffic signal might be warranted. Meeting this threshold condition does not require that a traffic control signal be installed at a particular location, but rather, that other traffic factors and conditions be evaluated in order to determine whether the signal is truly justified. It should also be noted that signal warrants do not necessarily correlate with LOS. An intersection may satisfy a signal warrant condition and operate at or above acceptable LOS or operate below acceptable LOS and not meet a signal warrant.
2.4 ROADWAY SEGMENT CAPACITY ANALYSIS
Roadway segment operations have been evaluated using the City of Murrieta’s traffic guidelines. (1) These roadway capacities are “rule of thumb” estimates for planning purposes and are affected by such factors as intersections (spacing, configuration and control features), degree of access control, roadway grades, design geometrics (horizontal and vertical alignment standards), sight distance, vehicle mix (truck and bus traffic) and pedestrian bicycle traffic. In other words, while using average daily traffic (ADT) for planning purposes is suitable with regards to evaluating potential volume to capacity with future forecasts, it is not suitable for operational analysis because it doe s not account for the factors listed previously. As such, where the ADT based roadway segment analysis indicates a deficiency (unacceptable LOS), a review of the more detailed peak hour intersection analysis and progression analysis are undertaken. The m ore detailed peak hour intersection analysis explicitly accounts for factors that affect roadway capacity.
Any roadway segment that operates unacceptably in the Without Project scenario where the project is anticipated to add traffic in excess of 5% of the roadway capacity (e.g., a volume-to-capacity increase of more than 0.05) should identify improvements to add capacity to the segment.
# Intersection
4 Whitewood Rd. & Moorefield St./Dwy 1
6 Arendt Ln. & Driveway 2
7 Arendt Ln. & Clinton Keith Rd.
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17 2.5 QUEUING ANALYSIS
A queuing analysis has been performed for the study area intersections. The 95th percentile queuing of vehicles has been assessed at the intersections to determine potential queuing deficiencies.
Specifically, the queuing analysis is utilized to identify any potential queuing and “spill back” onto the I-215 Freeway mainline from the off-ramps or out of the turn pockets.
The traffic progression analysis tool and HCM intersection analysis program, Synchro, has been used to assess the potential deficiencies/needs of the intersections with traffic added from the proposed Project. Storage (turn-pocket) length recommendations at the ramps have been based upon the 95th percentile queue resulting from the Synchro progression analysis. There are two footnotes which appear on the Synchro outputs. One footnote indicates if the 95 th percentile cycle exceeds capacity.
Traffic is simulated for two complete cycles of the 95th percentile traffic in Synchro in order to account for the effects of spillover between cycles. In practice, the 95 th percentile queue shown will rarely be exceeded and the queues shown with the footnote are acceptable for the design of storage bays. The other footnote indicates whether or not the volume for the 95 th percentile queue is metered by an upstream signal. If the upstream intersection is at or near capacity, the 50 th percentile queue represents the maximum queue experienced.
2.6 MINIMUM ACCEPTABLE LEVELS OF SERVICE (LOS)
The definition of an intersection deficiency has been obtained from the City of Murrieta’ General Plan:
LOS D along all City maintained roads (including intersections) and LOS E at freeway interchanges.
For the purposes of this traffic impact analysis , LOS D has also been considered the acceptable threshold for all study area intersections.
Per the City’s Traffic Study Guidelines, roadway segments within the study area should maintain LOS C capacities along roadways. As an exception, LOS D may be allowed in the North Murrieta Business Corridor, Clinton Keith/Mitchell, Golden Triangle North (Central Murrieta), South Murrieta Business Corridor, or other Focus Areas, or other employment centers.
2.7 DEFICIENCY CRITERIA
This section outlines the methodology used in this analysis related to identifying circulation system deficiencies. Consistent with the City of Murrieta’s traffic study guidelines, the following criteria will be applied for the traffic analysis.
SIGNALIZED INTERSECTION OPERATING REQUIREMENTS
• Any signalized study intersection operating at an acceptable LOS D or better without project traffic in which the addition of project traffic causes the intersection to degrade to a LOS E or F shall identify improvements to improve operations to LOS D or better.
• Any signalized study intersection that is operating at LOS E or F without project traffic where the project increases delay by 5.0 or more seconds shall identify improvements to offset the increase in delay.
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18 UNSIGNALIZED INTERSECTION GENERAL PLAN CONSISTENCY REQUIREMENTS An operational improvement would be required if the study determines that either section a) or both sections b) and c) occur:
• a) The addition of project related traffic causes the intersection to degrade from an acceptable LOS D or better to LOS E or F.
OR
• b) The project adds 5.0 seconds or more of delay to an intersection that is already projected to operate without project traffic at a LOS E or F,
AND
• c) The intersection meets the peak hour traffic signal warrant after the addition of project traffic.
If the conditions above are satisfied, improvements should be identified that achieve the following:
• LOS D or better for case a) above or to pre-project LOS and delay for case b) above.
ROADWAY SEGMENT GENERAL PLAN CONSISTENCY REQUIREMENTS
Consistent with the acceptable LOS for the City, the following roadway segment requirements should be considered, and improvements recommended if the project exceeds the noted operational goals:
• Any study roadway segment operating at a LOS C or better without project traffic in which the addition of project traffic causes the segment to degrade to an LOS E or F should identify improvements to achieve LOS C.
• As an exception, LOS “D” may be allowed in the North Murrieta Business Corridor, Clinton Keith/Mitchell, Golden Triangle North (Central Murrieta), South Murrieta Business Corridor, or other Focus Areas, or other employment centers
• Any roadway segment that operates unacceptably in the no project scenario where the project adds traffic in excess of 5% of the roadway capacity (e.g. , a volume-to-capacity ratio increase of 0.05) should identify improvements to add capacity to the segment.
2.8 PROJECT FAIR SHARE CALCULATION METHODOLOGY
In cases where this TA identifies that the Project would contribute additional traffic volumes to traffic deficiencies, Project fair share costs of improvements necessary to address deficiencies have been identified. The Project’s fair share cost of improvements is determined based on the following equation, which is the ratio of Project traffic to new future traffic, and new future traffic is project traffic plus future development traffic:
Project Fair Share % = Project AM/PM Traffic / (Project AM/PM Traffic + Future Development Traffic) The project fair share percentage has been calculated for both the AM peak hour and PM peak hour and the higher of the two has been selected. The Project fair share contribution calculations are presented in Section 6 Local and Regional Funding Mechanisms of this TA.
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19 3 AREA CONDITIONS
This section provides a summary of the existing circulation network, the City of Murrieta General Plan Circulation Network, and a review of existing peak hour intersection operations, traffic signal warrant, roadway segment and freeway off-ramp queuing analyses.
3.1 EXISTING CIRCULATION NETWORK
Pursuant to the agreement with City of Murrieta staff (Appendix 1.1), the study area includes a total of 7 existing and future intersections as shown previously on Exhibit 1 -3. Exhibit 3 -1 illustrates the study area intersections located near the proposed Project and identifies the number of through traffic lanes for existing roadways and intersection traffic controls.
3.2 CITY OF MURRIETA GENERAL PLAN CIRCULATION ELEMENT
As noted previously, the Project site is located within the City of Murrieta. The roadway classifications and planned (ultimate) roadway cross -sections of the major roadways within the study area, as identified on the City of Murrieta General Plan Circulation Element, are described subsequently.
Exhibit 3-2 shows the City of Murrieta General Plan Circulation Element and Exhibit 3-3 describes the City of Murrieta General Plan roadway cross-sections. The study area roadways that lie within the City of Murrieta are described below.
Urban Arterial Highways are designed to accommodate six travel lanes with a 20-foot raised median, within a 134-foot right of way. The following study area roadway within the City of Murrieta is classified as an Urban Arterial Highway:
• Clinton Keith Road
Major Highways are designed to accommodate four travel lanes with either a raised or painted median, within a 100-foot right of way. The following study area roadway within the City of Murrieta is classified as a Major Highway:
• Whitewood Road
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20 EXHIBIT 3-1: EXISTING NUMBER OF THROUGH LANES AND INTERSECTION CONTROLS
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21 EXHIBIT 3-2: CITY OF MURRIETA GENERAL PLAN CIRCULATION ELEMENT
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22 EXHIBIT 3-3: CITY OF MURRIETA GENERAL PLAN ROADWAY CROSS-SECTIONS
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23 3.3 BICYCLE, EQUESTRIAN, & PEDESTRIAN FACILITIES
Field observations indicate pedestrian and bicycle activity within the study area associated primarily with the Vista Murrieta High School during both the morning and evening peak hours . As shown on Exhibit 3-4, pedestrian facilities are partially built out in relation to existing development in the study area. The City of Murrieta trails and bike networks are shown on Exhibit 3-5. As shown on Exhibit 3- 5, there is an existing Class II bike lane (on-street, striped bike lanes) along Whitewood Road and a proposed Class I bike route along Clinton Keith Road.
3.4 TRANSIT SERVICE
The study area is currently served by Riverside Transit Agency (RTA). RTA Route 61 runs along Whitewood Road and Baxter Road. The transit route is illustrated on Exhibit 3-6. This RTA route could likely serve the proposed Project. Transit service is reviewed and updated by RTA periodically to address ridership, budget, and community demand needs. Changes in land use can affect these periodic adjustments which may lead to either enhanced or reduced service where appropriate.
3.5 EXISTING (2022) TRAFFIC COUNTS
The intersection LOS analysis is based on the traffic volumes observed during the peak hour conditions using traffic count data collected in October 2022. The following peak hours were selected for analysis:
• Weekday AM Peak Hour (peak hour between 7:00 AM and 9:00 AM) • Weekday PM Peak Hour (peak hour between 4:00 PM and 6:00 PM) Local schools are back in session with in-person instruction, as such, no additional adjustments were made to the traffic counts for the purposes of establishing the existing baseline (i.e., adjustments due to COVID-19 pandemic closures) . The 2022 weekday AM and weekday PM peak hour count data is representative of typical weekday peak hour traffic conditions in the study area. There were no observations made in the field that would indicate atypical traffic conditions on the count dates, such as construction activity or detour routes and near-by schools were in session and operating on normal schedules. The raw manual peak hour turning movement traffic count data sheets are included in Appendix 3.1. Existing weekday ADT volumes are shown on Exhibit 3 -7. Where actual 24 -hour tube count data was not available, Existing ADT volumes were based upon factored intersection peak hour counts collected by Urban Crossroads, Inc. using the following formula for each intersection leg:
Weekday PM Peak Hour (Approach Volume + Exit Volume) x 11.70 = Leg Volume A comparison of the PM peak hour and daily traffic volumes of various roadway segments within the study area indicated that the peak -to-daily relationship is approximately 8.55 percent. As such, the above equation utilizing a factor of 11.70 estimates the ADT volumes on the study area roadway segments assuming a peak-to-daily relationship of approximately 8.55 percent (i.e., 1/0.0855 = 11.70) and was assumed to sufficiently estimate ADT volumes for planning-level analyses. Existing weekday AM and weekday PM peak hour intersection volumes are also shown on Exhibit 3-7.
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24 EXHIBIT 3-4: EXISTING PEDESTRIAN FACILITIES
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25 EXHIBIT 3-5: CITY OF MURRIETA GENERAL PLAN TRAILS AND BIKEWAYS
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26 EXHIBIT 3-6: EXISTING TRANSIT ROUTES
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27 EXHIBIT 3-7: EXISTING (2022) TRAFFIC VOLUMES
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28 3.6 INTERSECTION OPERATIONS ANALYSIS
Existing peak hour traffic operations have been evaluated for the study area intersections based on the analysis methodologies presented in Section 2.2 Intersection Capacity Analysis of this report. The intersection operations analysis results are summarized in Table 3 -1, which indicates that all of the study area intersection s are currently operating at an acceptable LOS during the peak hours . The intersection operations analysis worksheets are included in Appendix 3.2 of this TA.
TABLE 3-1: INTERSECTION ANALYSIS FOR EXISTING (2022) CONDITIONS
3.7 TRAFFIC SIGNAL WARRANTS ANALYSIS
Traffic signal warrants for Existing traffic conditions are based on existing peak hour intersection turning volumes. There are no unsignalized study area intersections that currently warrant a traffic signal for Existing traffic conditions. Existing conditions traffic signal warrant analysis worksheets are provided in Appendix 3.3.
3.8 ROADWAY SEGMENT CAPACITY ANALYSIS
The roadway volume capacity values have been utilized from the City of Murrieta traffic study guidelines. These roadway segment capacities are approximate figures only and are used at the General Plan level to assist in determining the roadway functional classification (number of through lanes) needed to meet traffic demand. Table 3-2 provides a summary of the Existing (2022) conditions roadway segment capacity analysis based on the City’s Roadway Capacity Thresholds. As shown in Table 3 -2, all study area roadway segments currently operate at an acceptable LOS based on the planning level daily roadway capacity thresholds and minimum LOS criteria.
Delay2 Level of
Traffic (secs.) Service
# Intersection Control1 AM PM AM PM
1 I-215 SB Ramps & Clinton Keith Rd. TS 13.1 12.9 B B
2 I-215 NB Ramps & Clinton Keith Rd. TS 21.1 19.0 C B
3 Warm Springs Pkwy./Bronco Ct. & Clinton Keith Rd. TS 32.8 28.7 C C 4 Whitewood Rd. & Moorefield St./Dwy 1 CSS 12.4 11.5 B B 5 Whitewood Rd. & Clinton Keith Rd. TS 46.5 36.3 D D
6 Arendt Ln. & Driveway 2
7 Arendt Ln. & Clinton Keith Rd.
1 TS = Traffic Signal; CSS = Cross-Street Stop
2 Per the Highway Capacity Manual (6th Edition), overall average intersection delay and level of service are shown for intersections with a 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.
Future Intersection
Future Intersection
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29 TABLE 3-2: ROADWAY SEGMENT ANALYSIS FOR EXISTING (2022) CONDITIONS
3.9 QUEUING ANALYSIS
Queuing analysis findings are presented in Table 3-3. As shown in Table 3-3, the following movements currently experience queuing issues during the peak hours under Existing (2022) traffic conditions:
• Whitewood Road & Clinton Keith Road (#5), southbound left turn – AM and PM peak hours • Whitewood Road & Clinton Keith Road (#5), westbound left turn – AM peak hour only Worksheets for Existing traffic conditions queuing analysis are provided in Appendix 3.4.
GP Roadway LOS E Existing
# Roadway Segment Limits Classification Section Capacity1 2022 V/C2 LOS 3 1 Whitewood Rd. North of Clinton Keith Rd. Major 4D 34,100 17,163 0.50 A 2 Clinton Keith Rd. East of Whitewood Rd. Urban Arterial 6D 53,900 30,938 0.57 A 1 These maximum roadway capacities have been extracted from the following source: City of Murrieta General Plan 2035 Update (Table 4.2-2). 2 V/C = Volume to Capacity Ratio
3 LOS = Level of Service
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30 TABLE 3-3: PEAK HOUR QUEUING SUMMARY FOR EXISTING (2022) CONDITIONS
# Intersection AM PM
1 I-215 SB Ramps & Clinton Keith Rd. SBL/T 960 201 302 Yes Yes SBR 1,185 308 273 Yes Yes
2 I-215 NB Ramps & Clinton Keith Rd. NBL/R 960 325 344 Yes Yes NBR 1,525 340 344 Yes Yes
3 NBL 55 24 11 Yes Yes
NBR 55 0 0 Yes Yes
SBL 350 87 127 Yes Yes
SBR 350 67 81 Yes Yes
EBL 305 113 165 Yes Yes
WBL 200 110 4 Yes Yes
WBR 220 33 37 Yes Yes
4 NBL TWLTL 3 3 Yes Yes
5 Whitewood Rd. & Clinton Keith Rd. NBL 450 256 2 319 2 Yes Yes SBL 145 236 2 238 2 No No
EBL 325 169 2 274 2 Yes Yes
WBL 185 288 2 145 2 No Yes
WBR 340 47 40 Yes Yes
BOLD = 95th percentile queue exceeds the available storage. 2 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 3 TWLTL = Two-way Left-Turn Lane
1 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.
Movement
Available
Stacking
Distance (Feet)3
95th Percentile Queue (Feet) Acceptable? 1
AM Peak Hour PM Peak Hour
Warm Springs Pkwy./Bronco Ct. &
Clinton Keith Rd.
Whitewood Rd. & Moorefield
St./Dwy 1
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31 4 PROJECTED FUTURE TRAFFIC
A preliminary site plan for the proposed Project is shown on Exhibit 1 -2. The Project is proposed to consist of 130 single family attached residential dwelling units and 132 multifamily residential (low - rise) dwelling units for a total of 262 units (see E xhibit 1-2). The 130 single family attached units are classified as units that share a wall with adjacent units (such as a duplex or townhouse). It should be noted, since the time this traffic study has been prepared, the site plan has been updated: the total number of dwelling units has been reduced from 262 dwelling units to 243 dwelling units. In an effort to provide flexibility for minor changes to the site plan during final preparation, this traffic study evaluates the higher number of dwelling units (262 total dwelling units), which provides a conservative analysis.
The proposed Project is anticipated to have an opening year of 2024. Access is proposed on Whitewood Avenue (via Driveway 1 which will align with Moorefield Street to the west) and another driveway on Arendt Lane (Driveway 2, where Arendt Lane will provide access to Clinton Keith Road).
Both proposed driveways would allow for full access.
4.1 PROJECT TRIP GENERATION
Trip generation represents the amount of traffic which is both attracted to and produced by a development. Determining traffic generation for a specific project is therefore based upon forecasting the amount of traffic that is expected to be both attracted to and produced by the specific land uses being proposed for a given development. In order to develop the traffic characteristics of the proposed project, trip-generation statistics published in the ITE Trip Generation Manual (11th Edition, 2021). (2) Trip generation rates for the proposed uses are summarized in Table 4-1. A summary of the proposed Project trip generation is also shown in Table 4 -1. As shown in Table 4 -1, the proposed Project is anticipated to generate 1,826 two-way trips per day with 115 AM peak hour trips and 141 PM peak hour trips.
TABLE 4-1: PROJECT TRIP GENERATION SUMMARY
ITE LU AM Peak Hour PM Peak Hour
Land Use1 Code Units2 In Out Total In Out Total
Trip Generation Rates:
Single Family Attached 215 DU 0.15 0.33 0.48 0.32 0.25 0.57 7.20 Multifamily Residential (Low-Rise) 220 DU 0.10 0.30 0.40 0.32 0.19 0.51 6.74 1 Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, 11th Edition (2021). 2 DU = Dwelling Units
Land Use QuantityUnits1 In Out Total In Out Total
Trip Generation Summary:
Single Family Attached 130 DU 19 43 62 42 32 74 936
Multifamily Residential (Low-Rise) 132 DU 13 40 53 42 25 67 890 Total 32 83 115 84 57 141 1,826
1 DU = Dwelling Units
Daily
AM Peak Hour PM Peak Hour
Daily
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32 4.2 PROJECT TRIP DISTRIBUTION
The Project trip distribution represents the directional orientation of traffic to and from the Project site. Trip distribution is the process of identifying the probable destinations, directions or traffic routes that will be utilized by Project traffic. The potential interaction between the planned land uses and surrounding regional access routes are considered to identify the route where the Project traffic would distribute. The Project trip distribution was developed based on anticipated travel patterns to and from the Project site and are consistent with other similar projects that have been reviewed and approved by City of Murrieta staff. Exhibit 4-1 illustrates the trip distribution patterns for the Project, which is part of the TA scoping process (see Appendix 1.1).
EXHIBIT 4-1: PROJECT TRIP DISTRIBUTION
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33 4.3 MODAL SPLIT
The potential for Project trips to be reduced by the use of public transit, walking or bicycling have not been included as part of the Project’s estimated trip generation . Essentially, the Project’s traffic projections are "conservative" in that these alternative travel modes would reduce the forecasted traffic volumes.
4.4 PROJECT TRIP ASSIGNMENT
The assignment of traffic from the Project area to the adjoining roadway system is based upon the Project trip generation, trip distribution, and the arterial highway and local street system improvements that would be in place by the time of initial occupancy of the Project. Based on the identified Project traffic generation and trip distribution patterns, Project weekday ADT and weekday/weekend peak hour intersection turning movement volumes are shown on Exhibit 4-2.
4.5 BACKGROUND TRAFFIC
Future year traffic forecasts have been based upon background (ambient) growth at 2 .0% per year, compounded annually, for 202 4 conditions. The rate will be compounded over a 2-year period (i.e.,
1.022 years = 1.0404 or 4.04% for 2024). The ambient growth factor is intended to approximate regional traffic growth. This ambient growth rate is added to existing traffic volumes to account for area-wide growth not reflected by cumulative development projects. Ambient growth has been added to daily and peak hour traffic volumes on surrounding roadways, in addition to traffic generated by the development of future projects that have been approved but not yet built and/or for which development applications have been filed and are under consideration by governing agencies.
The currently adopted Southern California Association of Governments (SCAG) 20 20 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) (September 2020) growth forecasts for the City of Murrieta identifies projected growth in population of 113,600 in 2016 to 127,700 in 2045, or a 12.41 percent increase over the 29-year period. (6) The change in population equates to roughly a 0.40 percent growth rate, compounded annually. Similarly, growth over the same 29-year period in households is projected to increase by 22.61 percent, or 0.71 percent annual growth rate.
Finally, growth in employment over the same 29-year period is projected to increase by 66.77 percent, or a 1.78 percent annual growth rate. This results in an average of 0.96 percent annual growth rate.
As such, the 2.0 % per year ambient growth rate utilized in this TA would appear to conservatively estimate annual traffic growth and overstate as opposed to understate future traffic forecasts.
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34 EXHIBIT 4-2: PROJECT ONLY TRAFFIC VOLUMES
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35 4.6 CUMULATIVE DEVELOPMENT TRAFFIC
A cumulative project list was developed for the purposes of this analysis through consultation with planning and engineering staff from the City of Murrieta. The cumulative project list includes known and foreseeable projects that are anticipated to contribute traffic to the study area intersections.
Where applicable, c umulative projects anticipated to contribute measurable traffic (i.e. , 50 or more peak hour trips) to study area intersections have been manually added to the study area network to generate Opening Year Cumulative forecasts. In other words, this list of cumulative development projects has been reviewed to determine which projects would likely contribute measurable traffic through the study area intersections (e.g., those cumulative projects in close proximity to t he proposed Project). For the purposes of this analysis, the cumulative projects that were determined to affect one or more of the study area intersections are shown on Exhibit 4-3, listed in Table 4 -2, and have been considered for inclusion. Any additional traffic generated by other projects not on the cumulative projects list is likely accounted for through background ambient growth factors that have been applied to the peak hour volumes at study area intersections as discussed in Section 4.5 Background Traffic. Cumulative development projects shown on Exhibit 4 -3 and listed in Table 4 -2.
Cumulative Only ADT and peak hour intersection turning movement volumes are shown on Exhibit 4-
4. Cumulative development trip generation is provided in Appendix 4.1 for each of the cumulative projects listed in Table 4-2.
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36 EXHIBIT 4-3: CUMULATIVE DEVELOPMENT LOCATION MAP
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37 EXHIBIT 4-4: CUMULATIVE ONLY TRAFFIC VOLUMES
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38 TABLE 4-2: CUMULATIVE DEVELOPMENT LAND USE SUMMARY
# Project Name Land Use1 Quantity Units1
MUR1 The Orchard (DPO-03-161) Shopping Center 186.000 TSF Shopping Center 78.489 TSF
Hotel 91 RM
Automobile Parts/Service Center 4.000 TSF
Tire Store 5.000 TSF
Shopping Center 11.650 TSF
High Turnover (Sit-Down) Restaurant 3.000 TSF
Fast-Food with Drive-Thru Window 5.000 TSF
Drive-in Bank 5.000 TSF
MUR4 McElwain and Linnel (DP-2019-1887) Hotel 120 RM
Medical Office 116.200 TSF
High Turnover (Sit-Down) Restaurant 9.300 TSF
Hotel 206 RM
MUR6 Murrieta-Whitewood Skilled Nursing Facility
(DP-2015-708)
Nursing Facility 74.613 TSF
Warehouse 153.362 TSF
Gas Station/Car-Wash 32.000 FS
Shopping Center 79.900 TSF
MUR8 Murrieta Highlands (PRE-2022-2506) Single Family Residential 222 DU MUR9 Meadowlark (DP-2018-1624) Multi-Family Low-Rise 83 DU Gas Station/Car-Wash 3.600 TSF
Convenience Store 3.560 TSF
Daycare 10.000 TSF
Car-Wash 4.100 TSF
MUR12 Whitewood Multifamily (DP-2021-2347) Multifamily Low Rise 324 DU Multifamily Low Rise 153 DU
Multifamily Mid-Rise 330 DU
MUR14
Kaiser (MDP-2014-347, DP-2014-348, DP-2020-
2155) Medical Office 90.000 TSF
MUR15
Physicians Hospital/Loma Linda Hospital (CUP-
007-2499/DPO-008-2608) Hospital 124 Beds
Single Family Residential 578 DU
Multifamily Low Rise 172 DU
Shopping Center 346.302 TSF
MUR17 Golden Cities (VTM 28532-3/DP-2016-1253) Single Family Residential 69 DU MUR18 Golden Cities (VTM 28532-5/DP-2016-1253) Single Family Residential 119 DU MUR19 Alderwood (TTM 32718) Single Family Residential 10 DU MUR20 Alderwood (TTM 34445/DP-2016-1253) Single Family Residential 13 DU Single Family Residential 237 DU
Multifamily Low Rise 199 DU
Business Park 267.000 TSF
Strip Retail 5.000 TSF
Gas Station with Market 5.158 TSF
Coffee Shop with Drive-Thru 0.886 TSF
MUR23 Murrieta Baxter Single Family Residential 508 DU
1 DU = Dwelling Units; TSF = Thousand Square Feet; RM = Rooms MUR5 Makena Hills (EA-2017-1315) / (DP-2021-2271)
MUR2 Vineyard Shopping Center (DPO-2012-3260)
MUR3 Curci Property (DP-2018-1691)
MUR7 Costco and Vineyard II (DP-2018-1652 & DP-
2018-1656)
MUR10 76 Gas Station/C-Store (DP-2019-1846)
MUR11 Express Carwash and Learning Center (CUP-
2020-2179)
MUR22 Clinton Keith Road & Mitchell (DP-2021-2466)
MUR13 Murrieta Apartments (DP-2021-2355)
MUR16 Murrieta Hills (TTM 35853)
MUR21 Discovery Village (TTM-2022-2515)
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39 5 OPENING YEAR CUMULATIVE (2024) TRAFFIC CONDITIONS
This section discusses the methods used to develop Opening Year Cumulative (2024) Without and With Project traffic forecasts, and the resulting intersection operations, traffic signal warrant, roadway segment, and freeway off-ramp queuing analyses.
5.1 ROADWAY IMPROVEMENTS
The lane configurations and traffic controls assumed to be in place for Opening Year Cumulative (2024) conditions are consistent with those shown previously on Exhibit 3-1, with the exception of the following:
• Project driveways and those facilities assumed to be constructed by the Project to provide site access are also assumed to be in place for Opening Year Cumulative conditions only (e.g., intersection and roadway improvements along the Project’s frontage and driveways). • If applicable, driveways and those facilities assumed to be constructed by cumulative developments to provide site access are also assumed to be in place for Opening Year Cumulative conditions only.
5.2 WITHOUT PROJECT TRAFFIC VOLUME FORECASTS
This scenario includes Existing traffic volumes, plus an ambient growth rate of 4.04%, plus traffic from pending and approved but not yet constructed known development projects in the area. The weekday ADT and weekday AM and PM peak hour volumes which can be expected for Opening Year Cumulative (2024) Without Project traffic conditions are shown on Exhibit 5-1.
5.3 WITH PROJECT TRAFFIC VOLUME FORECASTS
This scenario includes Opening Year Cumulative (2024) Without Project traffic in conjunction with the addition of Project traffic. The weekday ADT and weekday AM and PM peak hour volumes which can be expected for Opening Year Cumulative (2024) With Project traffic conditions are shown on Exhibit 5-2.
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40 EXHIBIT 5-1: OPENING YEAR CUMULATIVE (2024) WITHOUT PROJECT TRAFFIC VOLUMES
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41 EXHIBIT 5-2: OPENING YEAR CUMULATIVE (2024) WITH PROJECT TRAFFIC VOLUMES
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42 5.4 INTERSECTION OPERATIONS ANALYSIS
5.4.1 OPENING YEAR CUMULATIVE (2024) WITHOUT PROJECT TRAFFIC CONDITIONS LOS calculations were conducted for the study intersections to evaluate their operations under Opening Year Cumulative (2024) Without Project conditions with roadway and intersection geometrics consistent with Section 5.1 Roadway Improvements . As shown in Table 5-1, all of the study area intersections are anticipated to operate at an acceptable LOS under Opening Year Cumulative (2024) Without Project traffic conditions (i.e., LOS D or better) with the exception of the following intersection:
• Whitewood Rd. & Clinton Keith Rd. (#5) – LOS F AM and PM peak hours The intersection operations analysis worksheets for Opening Year Cumulative (2024) Without Project traffic conditions are included in Appendix 5.1 of this TA.
5.4.2 OPENING YEAR CUMULATIVE (2024) WITH PROJECT TRAFFIC CONDITIONS As shown in Table 5-1, the addition of Project traffic is not anticipated to result in any new deficiencies.
The Project -related increase in delay is not anticipated to exceed 5.0 seconds at the deficient intersection identified above. As such, the deficiency is not identified as a Project -related traffic deficiency per the City of Murrieta traffic study guideli nes. The intersection operations analysis worksheets for Opening Year Cumulative ( 2024) With Project traffic conditions are included in Appendix 5.2 of this TA
TABLE 5-1: INTERSECTION ANALYSIS FOR OPENING YEAR CUMULATIVE (2024) CONDITIONS
Delay2 Level of Delay2 Level of
Traffic (secs.) Service (secs.) Service
# Intersection Control1 AM PM AM PM AM PM AM PM AM PM
1 I-215 SB Ramps & Clinton Keith Rd. TS 16.0 21.5 B C 16.0 22.6 B C -- -- No 2 I-215 NB Ramps & Clinton Keith Rd. TS 28.4 27.8 C C 28.8 30.1 C C -- -- No 3 Warm Springs Pkwy./Bronco Ct. & Clinton Keith Rd. TS 46.3 42.8 D D 47.4 43.1 D D -- -- No 4 Whitewood Rd. & Moorefield St./Dwy 1 CSS 16.8 18.4 C C 22.7 28.0 C D -- -- No 5 Whitewood Rd. & Clinton Keith Rd. TS >200.0 >200.0 F F >200.0 >200.0 F F >1.0 >1.0 Yes 6 Arendt Ln. & Driveway 2 CSS 8.5 8.4 A A -- -- No
7 Arendt Ln. & Clinton Keith Rd. TS 7.5 4.3 A A -- -- No * BOLD = LOS does not meet the applicable jurisdictional requirements (i.e., unacceptable LOS). 1 TS = Traffic Signal; CSS = Cross-Street Stop; CSS = Improvement 2 3 Per the City of Murrieta traffic study guidelines, increase in delay is calculated for deficient intersections only to determine Project-related deficiencies. 2024 Without Project 2024 With Project
Change in
Delay
Future Intersection
Per the Highway Capacity Manual (6th Edition), overall average intersection delay and level of service are shown for intersections with a 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.
Project-
Related
Deficiency?3
Future Intersection
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43 5.5 TRAFFIC SIGNAL WARRANTS ANALYSIS
Traffic signal warrants have been performed for Opening Year Cumulative ( 2024) traffic conditions based on peak hour intersection turning movements volumes or planning level (ADT) volumes. Based on this analysis, no traffic signal s are warranted under Opening Year Cumulative ( 2024) Without Project traffic conditions. The intersection of Arendt Lane & Clinton Keith Road (#7) is anticipated to meet a traffic signal warrant under Opening Year Cumulative (2024) With Project traffic conditions.
The Opening Year Cumulative (2024) Without Project and With Project traffic conditions traff ic signal warrant analysis worksheets are provided in Appendices 5.3 and 5.4, respectively.
5.6 ROADWAY SEGMENT CAPACITY ANALYSIS
Th roadway segment capacity values from the City of Murrieta ’s traffic study guidelines have been utilized. These roadway segment capacities are approximate figures only and are used at the General Plan level to assist in determining the roadway functional classification (number of through lanes) needed to meet traffic demand. Table 5-2 provides a summary of the Opening Year Cumulative (2024) conditions roadway segment capacity analysis based on the C ity’s Roadway Capacity Thresholds. As shown in Table 5-2, all study area roadway segments are anticipated to contin ue to operate at an acceptable LOS under Opening Year Cumulative (2024) traffic conditions based on the planning level daily roadway capacity thresholds and minimum LOS criteria , consistent with Existing (2022) traffic conditions. It should be noted, as discuss in Section 2.6 Minimum Acceptable Levels of Service (LOS), LOS C or better is considered acceptable LOS for roadway segments, with the exception of projects located within the North Murrieta Business Corridor, where LOS D is considered acceptable LOS. Since the proposed Project is within the North Murrieta Business Corridor, LOS D is considered acceptable LOS for Whitewood Road, North of Clinton Keith Road (#1).
TABLE 5-2: ROADWAY SEGMENT ANALYSIS FOR OPENING YEAR CUMULATIVE (2024)
CONDITIONS
GP Roadway LOS E
# Roadway Segment Limits Classification Section Capacity1 V/C 2 LOS 3 V/C 2 LOS 3 1 Whitewood Rd. North of Clinton Keith Rd. Major 4D 34,100 29,696 0.87 D4 30,518 0.89 D4 2 Clinton Keith Rd. East of Whitewood Rd. Urban Arterial 6D 53,900 39,098 0.73 C 39,646 0.74 C 1 These maximum roadway capacities have been extracted from the following source: City of Murrieta General Plan 2035 Update (Table 4.2-2). 2 V/C = Volume to Capacity Ratio
3 LOS = Level of Service
4 Per the City of Murrieta General Plan, LOS D is allowed for roadway segments within the North Murrieta Business Corridor. 2024 NP 2024 WP
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44 5.7 QUEUING ANALYSIS
Queuing analysis findings for Opening Year Cumulative (2024) Without Project are presented in Table 5-3. As shown in Table 5 -3, the following movements are anticipated to experience queuing issues during the peak hours under Opening Year Cumulative (2024) Without Project traffic conditions:
• Warm Sprigs Parkway/Bronco Court & Clinton Keith Road (#3), westbound left turn lane – AM and PM peak hours
• Whitewood Road & Clinton Keith Road (#5), northbound left turn – AM and PM peak hours • Whitewood Road & Clinton Keith Road (#5), southbound left turn – AM and PM peak hours • Whitewood Road & Clinton Keith Road (#5), eastbound left turn – AM and PM peak hours • Whitewood Road & Clinton Keith Road (#5), westbound left turn – AM peak hour only With the addition of Project traffic, there are no additional movements that are anticipated to experience queuing issues under Opening Year Cumulative (2024) With Project traffic conditions.
Worksheets for Opening Year Cumulative (202 4) Without Project and With Project traffic conditions queuing analysis are provided in Appendices 5.5 and 5.6, respectively.
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45 TABLE 5-3: PEAK HOUR QUEUING SUMMARY FOR OPENING YEAR CUMULATIVE (2024)
CONDITIONS
5.8 PROJECT DEFICIENCIES AND RECOMMENDED IMPROVEMENTS
5.8.1 RECOMMENDED IMPROVEMENTS TO ADDRESS DEFICIENCIES AT INTERSECTIONS The effectiveness of the recommended improvement strategies to address Opening Year Cumulative (2024) traffic deficiencies are presented in Table 5 -4 to achieve pre -project delay or better .
Worksheets for Opening Year Cumulative (2024) With Project conditions, with improvements, HCM calculation worksheets are provided in Appendix 5. 7. It should be noted, the Project does not have any impacts beyond what was studied in the City of Murrieta General Plan.
# Intersection AM PM AM PM
1 I-215 SB Ramps & Clinton Keith Rd. SBL/T 960 257 600 2 Yes Yes 262 620 2 Yes Yes SBR 1,185 415 350 Yes Yes 415 350 Yes Yes
2 I-215 NB Ramps & Clinton Keith Rd. NBL/R 960 627 2 789 2 Yes Yes 630 2 797 2 Yes Yes NBR 1,525 664 2 798 2 Yes Yes 670 2 822 2 Yes Yes
3 NBL 55 24 11 Yes Yes 24 11 Yes Yes
NBR 55 0 0 Yes Yes 0 0 Yes Yes
SBL 350 119 2 190 2 Yes Yes 119 2 190 2 Yes Yes
SBR 350 81 122 Yes Yes 81 122 Yes Yes
EBL 305 110 132 Yes Yes 110 135 2 Yes Yes
WBL 200 311 2 304 2 No No 313 2 320 2 No No
WBR 220 43 6 Yes Yes 43 27 Yes Yes
4 NBL TWLTL 5 5 Yes Yes 5 5 Yes Yes
SBL TWLTL 0 0 Yes Yes
5 Whitewood Rd. & Clinton Keith Rd. NBL 450 474 2 588 2 No No 474 2 588 2 No No SBL 145 382 2 465 2 No No 382 2 465 2 No No
EBL 325 399 2 584 No No 402 2 597 2 No No
WBL 185 321 2 178 No Yes 322 2 180 2 No Yes
WBR 340 55 63 Yes Yes 55 77 Yes Yes
7 Arendt Ln. & Clinton Keith Rd. EBL 100 11 20 Yes Yes
WBL 100 25 54 Yes Yes
BOLD = 95th percentile queue exceeds the available storage. 2 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 3 TWLTL = Two-way Left-Turn Lane; 100 = Improvement
Movement
95th Percentile Queue (Feet) Acceptable? 1
AM Peak Hour PM Peak Hour
2024 Without Project 2024 With ProjectAvailable
Stacking
Distance (Feet)3
1 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable. 95th Percentile Queue (Feet) Acceptable? 1
AM Peak Hour PM Peak Hour
Warm Springs Pkwy./Bronco Ct. &
Clinton Keith Rd.
Whitewood Rd. & Moorefield
St./Dwy 1 Future Movement
Future Movement
Future Movement
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46 TABLE 5-4: INTERSECTION ANALYSIS FOR OPENING YEAR CUMULATIVE (2024) CONDITIONS
WITH IMPROVEMENTS
5.8.2 RECOMMENDED IMPROVEMENTS TO ADDRESS DEFICIENCIES ON ROADWAY SEGMENTS The study area roadway segments are anticipated to operate at an acceptable LOS under Opening Year Cumulative (202 4) Without Project and With Project traffic conditions. As such, study area roadway segment improvements have not been identified.
5.8.3 RECOMMENDED IMPROVEMENTS TO ADDRESS DEFICIENCIES FOR QUEUES The effectiveness of the recommended improvement strategies to address Opening Year Cumulative (2024) queuing deficiencies are presented in Table 5 -4 and are consistent with the intersection improvements shown in Table 5 -4. Worksheets for Opening Year Cumulative (202 4) With Project conditions, with improvements, HCM calculation worksheets are provided in Appendix 5.7.
Delay2 Level of
Traffic Northbound Southbound Eastbound Westbound (secs.) Service # Intersection Control3 L T R L T R L T R L T R AM PM AM PM 5 Whitewood Rd. & Clinton Keith Rd.
TS 1 2 0 1 2 0 2 3 0 2 3 1 >200.0 >200.0 F F
TS 1 2 0 1 2 0 2 3 0 2 3 1 >200.0 >200.0 F F
TS 2 2 1 2 2 0 2 3 0 2 3 1 120.8 61.2 F E
1 When a right turn 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.
2 Per the Highway Capacity Manual 6th Edition, overall average intersection delay and level of service are shown for intersections with a 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.
3 TS = Traffic Signal; CSS = Cross-Street Stop
Intersection Approach Lanes1
- With Project
- With Improvements
L = Left; T = Through; R = Right; 1 = Improvement - Without Project
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47 TABLE 5-5: PEAK HOUR QUEUING SUMMARY FOR OPENING YEAR CUMULATIVE (2024)
CONDITIONS WITH IMPROVEMENTS
# Intersection AM PM
3 NBL 55 24 11 Yes Yes
NBR 55 0 0 Yes Yes
SBL 350 119 2 190 2 Yes Yes
SBR 350 81 122 Yes Yes
EBL 305 110 135 2 Yes Yes
WBL 325 313 2 320 2 Yes Yes
WBR 220 43 27 Yes Yes
5 Whitewood Rd. & Clinton Keith Rd. NBL 450 210 2 256 2 Yes Yes SBL 145 0 153 2 Yes Yes
EBL 475 159 2 458 2 Yes Yes
WBL 350 347 2 175 2 Yes Yes
WBR 340 255 2 60 Yes Yes
2 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 3 100 = Improvement
Available
Stacking
Distance (Feet)3
2024 With Project
Movement
95th Percentile Queue (Feet) Acceptable? 1
1 Stacking Distance is acceptable if the required stacking distance is less than or equal to the stacking distance provided. An additional 15 feet of stacking which is assumed to be provided in the transition for turn pockets is reflected in the stacking distance shown on this table, where applicable.
AM Peak Hour PM Peak Hour
Warm Springs Pkwy./Bronco Ct. &
Clinton Keith Rd.
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49 6 LOCAL AND REGIONAL FUNDING MECHANISMS
Transportation improvements within the City of Murrieta are funded through a combination of project mitigation, development impact fee programs or fair share contributions, such as the City of Murrieta Development Impact Fee (DIF) program. Identification and timing of needed improvements is generally determined through local jurisdictions based upon a variety of factors.
6.1 CITY OF MURRIETA DEVELOPMENT IMPACT FEE PROGRAM
In 2006, the City of Murrieta adopted their DIF program incorporating the regional component of Measure I. The fee schedule was updated in June 2020. Fees from new residential, commercial, and industrial development are collected to fund Measure I compliant regional facilities. Under the City’s DIF program, the City may grant to developers a credit against specific components of fees when those developers construct certain facilities and landscaped medians identified in the list of improvements funded by the DIF program.
After the City’s DIF fees are collected, they are placed in a separate interest-bearing account pursuant to the requirements of Government Code sections 66000 et seq. The timing to use the DIF fees is established through periodic capital improvement programs which are overseen by the City’s Public Works Department. Periodic traffic counts, review of traffic accidents, and a review of traffic trends throughout the City are also periodically performed by City staff and consultants. The City uses this data to determine the timing of the improvements listed in its facilities list.
6.2 RIVERSIDE COUNTY TRANSPORTATION UNIFORM MITIGATION FEE (TUMF) The Transportation Uniform Mitigation Fee (TUMF) program is administered by the Western Riverside Council of Governments (WRCOG) based upon a regional Nexus Study most recently updated in 2016 to address major changes in right of way acquisition and improvement cost factors. (7) This regional program was put into place to ensure that development pays its fair share, and that funding is in place for construction of facilities needed to maintain the requisite level of service and critical to mobility in the region. TUMF is a truly regional mitigation fee program and is imposed and implemented in every jurisdiction in Western Riverside County.
6.3 MEASURE “I” FUNDS
In 2004, the voters of Riverside County approved the 30-year extension of Measure “I”, a one -half of one percent sales tax on retail transactions, through the year 2040, for transportation projects including, but not limited to, infrastructure improvements, commuter rail, public transit, and other identified improvements. The Measure “I” extension requires that a regional traffic impact fee be created to ensure development is paying its fair share. A regional Nexus study was prepared by the RCTC and concl uded that each jurisdiction should include a regional fee component in their local programs in order to meet the Measure “I” requirement. The regional component assigns specific facilities and cost sharing formulas to each jurisdiction and was most recent ly updated in November 2011. Revenues collected through these programs are used in tandem with Measure “I” funds to deliver projects identified in the Nexus Study. While Measure “I” is a self -executing sales tax Whitewood I Traffic Analysis
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50 administered by RCTC, it bears discussion here because the funds raised through Measure “I” have funded in the past and will continue to fund new transportation facilities in Riverside County.
6.4 FAIR SHARE CONTRIBUTION
Project improvements may include a combination of fee payments to established programs, construction of specific improvements, payment of a fair share contribution toward future improvements or a combination of these approaches. Improvements constructed by development may be eligible for a fee credit or reimbursement through the program where appropriate (to be determined at the City’s discretion).
When off-site improvements are identified with a minor share of responsibility assigned to proposed development, the approving jurisdiction may elect to collect a fair share contribution or require the development to construct improvements. Detailed fair share calculations have been provided in Table 6-1 for the applicable identified improvements.
TABLE 6-1: PROJECT FAIR SHARE CALCULATIONS
# Intersection Project Other
Project Fair
Share
5 Whitewood Rd. & Clinton Keith Rd.
AM: 86 1,343 6.0%
PM: 105 2,289 4.4%
BOLD = Denotes highest fair share percentage.
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51 7 REFERENCES
1. City of Murrieta. Traffic Impact Analysis Preparation Guidelines. Murrieta : s.n., March 2021.
2. Institute of Transportation Engineers. Trip Generation Manual. 11th Edition. 2021.
3. VRPA Technologies, Inc. for Riverside County Transportation Commission. Riverside County Long Range Transportation Study. County of Riverside : VRPA Technologies, Inc., December 2019.
4. Transportation Research Board. Highway Capacity Manual (HCM). 6th Edition. s.l. : National Academy of Sciences, 2016.
5. Caltrans. California Manual on Uniform Traffic Control Devices (MUTCD). [book auth.] California Department of Transportation. California Manual on Uniform Traffic Control Devices (CAMUTCD). 2017.
6. Southern California Association of Governments (SCAG). 2020 Regional Transportation Plan / Sustainable Communities Strategy. Adopted September 2020.
7. Western Riverside Council of Governments. TUMF Nexus Study, 2016 Program Update. July 2017.
8. County of Riverside. Transportation Analysis Guidelines for Level of Service Vehicle Miles Traveled.
County of Riverside : s.n., December 2020 (Adopted).
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