Murrieta City Council
May 20, 2025

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

northeast of the building and the drive-thru exit would be located on the western side of the building. An approximate 336-sf outdoor seating area would be situated to the east of the coffee store.

Project Parking and Circulation
The Project would provide 33 parking stalls, with vehicle parking located throughout the project site. The property owner has an existing reciprocal access ag reement with the property owner to the east of the project site (the location of the Del Taco restaura nt). Vehicular access for the project site would be provided via one existing driveway on Clinton Keith Road associated with the Del Taco restaurant east of the project site that would continue to be a right- in-right-out only driveway; one proposed driveway o n Clinton Keith Road; one proposed driveway on Mitchell Road; and one proposed driveway on Sierra Lane.

The proposed driveway on Clinton Keith Road would b e an “Entrance Only” driveway. The proposed driveways on Mitchell Road and Sierra Lane would be full access driveways. All proposed driveways would be unsignalized.

Project Construction
Construction of the proposed Project is expected to commence in 2024 with a construction duration of approximately 12 months and would be completed in o ne phase. Total grading for the proposed Project is estimated to require approximately 12,252 cubic yards of cut and approximately 12,252 cubic yards of fill; earthwork is expected to balance on site.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Exhibit 1: Site Plan

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

REGULATORY SETTING
Beginning in 1988, emissions from gas stations were significantly reduced due to air quality regulatio ns requiring reformulated gasoline and emission control technology. Data from the California Air Resources Board’s (CARB) statewide ambient air monitoring net work shows that concentrations of benzene, the most toxic of the gas station emissions, have decreased by approximately 90 percent since 1989. 1 Gasoline Dispensing Facility Regulations
Since 2001, CARB has adopted a number of significan t enhancements to gasoline dispensing facilities' (GDFs) vapor recovery systems. These efforts are ne cessary to ensure the continued effective operation of the vapor recovery systems during the transfer and dispensing of gasoline at these facilities.

Vapor recovery systems collect gasoline vapors that would otherwise escape into the atmosphere during fuel delivery to the underground storage tanks (Phase I) or fuel storage and vehicle fueling (Phase II). The Enhanced Vapor Recovery (EVR) regulations became state law on April 1, 2001. These regulations provide more stringent requirements for vapor recovery systems in order to reduce gasoline vapor emissions.

State and federal vapor recovery regulations that address gasoline and gas stations include the following:
 In 1988, the Benzene Airborne Toxic Control Measure (ATCM) 2 required all existing and new gas
stations with annual throughput 3 greater than 480,000 gallons to install vapor recovery systems 4 by 1991.
 From 1995 to 2005, national standards required On-B oard Refueling Vapor Recovery (ORVR) to be phased in on all passenger cars and trucks.
 In 2001, the Certification Procedure for Vapor Recovery Systems at Gasoline Dispensing Facilities (CP-201) 5 required enhanced vapor recovery (EVR) systems to be phased in for existing gas stations in state ozone nonattainment areas 6 and new stations statewide. CARB certification procedures have been used to specify performance st andards for gas station vapor recovery systems since 1975.
 In 2003, California’s Phase 3 Reformulated Gasoline (CaRFG Phase 3) Regulations 7 lowered Reid Vapor Pressure requirements on gas used in motor vehicles below the national standard.  In 2015, specifications for Enhanced Conventional ( ECO) Nozzles 8 were approved for non-retail gas stations.

1 California Air Pollution Control Officers Associat ion, Gasoline Service Station Industrywide Risk Assessme nt Technical Guidance Manual , 2021.
2 California Code of Regulations, Title 17 § 93101.
3 Annual throughput is the amount of gas dispensed at a gas station in one year. 4 On Board Refueling Vapor Recovery is a vehicle sy stem that captures gasoline vapor emissions during vehicle fueling. 5 California Air Resources Board, Certification procedure for Vapor Recovery Systems at Gasoline Dispensing Facilities (CP-201) , April 23, 2015, available at: https://ww2.arb.ca.gov/sites/default/files/2022-03/cp201%20effective%20040122.pdf, accessed June 2023. 6 A state ozone nonattainment area is an area with ozone levels above the state air quality standard. 7 California Code of Regulations, Title 13 § 2260.
8 Enhanced Conventional (ECO) Nozzles reduce liquid gasoline emissions due to gas spilling on the grou nd after vehicle fueling, or spillage.

ECO nozzles allow only three drops of liquid gasoline to spill from the nozzle.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

 In 2018, CARB approved specifications for Enhanced ORVR-Vehicle Recognition (EOR) nozzles 9 for gas stations with vapor assist control systems.
 In 2018, CARB approved amendments to specifications for fill pipes 10 and openings of motor vehicle fuel tanks.

CARB Air Quality and Land Use Handbook
The CARB Air Quality and Land Use Handbook (2005) provides recommendations for siting new sensitive land uses in proximity to gasoline dispensing facilities. CARB notes that the cancer risk for a typical gasoline dispensing facility is likely to be less than 10 in a million at the fence line under urban air disper sion conditions. However, CARB recommends the following land use buffers:
 Typical Gas Dispensing Facilities (annual throughpu t less 3.6 million gallons) : Avoid siting new sensitive land uses within 50 feet of typical gas d ispensing facilities. CARB developed the buffer distance based on statistics reported in their staff reports on Enhanced Vapor Recovery.  Large Gasoline Dispensing Facility (annual throughput of 3.6 million gallons per year or greater) :

Avoid siting new sensitive land uses within 300 feet of a large gasoline dispensing facility. The risk levels for large gasoline dispensing facilities wit h a throughput of 3.6 million gallons per year is about 10 in one million at a distance of 50 feet fr om the fence line. At nine million gallons per year, the potential risk could be around 25 in one million at 50 feet, dropping to about five in one million at 300 feet.

Gasoline Service Station Industrywide Risk Assessment Technical Guidance CARB and the California Air Pollution Control Officers Association (CAPCOA) developed the 2021 Gasoline Service Station Industrywide Risk Assessment Technical Guidance Manual (Technical Guidance) based on health analyses conducted to evaluate the health im pacts of emissions from gasoline service stations operating throughout the state. The Technical Guida nce provides an update to the CAPCOA Air Toxics “Hot Spots” Program Gasoline Service Station Indust rywide Risk Assessment Guidelines (1997). The Technical Guidance also provides recommended proced ures for preparing gas station emission inventories and HRAs to meet the requirements of individual facilities subject to Assembly Bill 2588.

Gasoline Service Station Industrywide Risk Assessment Supplemental Policy Guidance Document CARB developed the 2022 Gasoline Service Station Industrywide Risk Assessme nt Supplemental Policy Guidance Document (Supplemental Policy Guidance or Guidance) to provide recommendations regarding public policy for gas stations and discuss potential community-scale health impacts caused by gas station emissions. The Supplemental Policy Guidance analyzed various scenarios including multiple gas stations.

Single Gas Stations. The Guidance notes that the ca ncer risk from gas stations significantly decreases as the receptor moves further from the source. For a s ingle gas station, cancer risk drops by about half the value from 10 to 20 meters (33 to 66 feet) away from the source, and quickly drops to below 1 chance per million at about 60 to 70 meters (197 to 230 feet).

9 Enhanced ORVR Vehicle Recognition (EOR) nozzles re duce gasoline vapor emissions during vehicle fuelin g by forming a tight seal at the vehicle/nozzle interface.
10 A fill pipe is part of a vehicle fueling system t hat connects the gas cap to the fuel tank.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Multiple Gas Stations. CARB included an analysis of four gas three million gallon per year stations (one at each corner of the intersection). CARB found for th e four-gas station scenario, that the 100-meter (32 8- foot) separation distance in urban conditions, the zones of impact for each station interact with each other at cancer risks of 5 to 10 chances per million but no longer impact each other as the separation dista nce increases. For rural conditions, the zones of impact for each station at cancer risks of 5 to 10 chances per million completely separate at a separation distance of 200 meters (656 feet).

South Coast Air Quality Management District Rules
The gasoline station is subject to and required to comply with SCAQMD Rules and permits identify a maximum annual throughput allowed based on specific fuel storage and dispensing equipment that is proposed by the operator.
 Rule 201 – Permit to Construct requires a permit prior to the installation of any equipment “the use of which may cause the issuance of air contamin ants...”. SCAQMD Regulation II, List and Criteria Identifying Information Required of Applic ants Seeking a Permit to construct from the South Coast Air Quality Management District, provides the requirements for the application for a Permit to Construct. SCAQMD Rule 203, Permit to Ope rate, requires a permit following the completion of construction permitted by the Permit to Construct.  Rule 203 – Permit to Operate states that a person shall not operate or use any equipment or agricultural permit unit, the use of which may cause the issuance of air contaminants, or the use of which may reduce or control the issuance of air contaminants, without first obtaining a written permit to operate from the Executive Officer or except as provided in Rule 202.  Rule 461 – Gasoline Transfer and Dispensing requires testing of vapor recovery systems for gasoline dispensing facilities from certified vapor recovery testing companies and contractors.

This rule applies to the transfer of gasoline from any tank truck, trailer, or railroad tank car into any stationary storage tank or mobile fueler, and f rom any stationary storage tank or mobile fueler into any mobile fueler or motor fuel tank.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

CUMULATIVE IMPACTS
California Environmental Quality Act Guidelines
Under the California Environmental Quality Act (CEQ A) Guidelines, “a cumulative impact consists of an impact which is created as a result of the combinat ion of the project evaluated together with other projects causing related impacts” (14 CCR §15130(a) (1)). According to CEQA, an Environmental Impact Report (EIR) must discuss cumulative impacts if the incremental effect of a project, combined with the effects of other projects is “cumulatively consider able” (14 CCR §15130(a)). That section defines “cumulatively considerable” to mean “that the incremental effects of an individual project are significant when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects” (14 CCR 15065) . Together, these projects compose the cumulative scenario which forms the basis of the cumulative impact analysis.

For purposes of this analysis, the proposed Project would cause a cumulatively considerable and therefore significant cumulative impact if:
 The cumulative effects of other past, current, and probable future projects without the Project are not significant and the Project’s incremental impact is substantial enough, when added to the cumulative effects, to result in a significant impact.
 The cumulative effects of other past, current, and probable future projects without the Project are already significant and the Project would result in a cumulatively considerable contribution to the already significant effect. The standards used herein to determine whether the contribution is cumulatively considerable include the existing baseline environmental conditions, and whether the Project would cause a substantial increase in i mpacts, or otherwise exceed an established threshold of significance.

CEQA Guidelines Section 15064(h)(4) provides that t he mere existence of significant cumulative impacts caused by other projects alone shall not constitute substantial evidence that the proposed project’s incremental effects are cumulatively considerable (14 CCR 15064(h)(4)).

South Coast Air Quality Management District Thresholds
Criteria Pollutant Emissions Thresholds. The SCAQMD ’s approach of using mass emissions thresholds is key to determining whether a project’s individual e missions would result in a cumulatively considerabl e adverse contribution to the South Coast Air Basin’s existing air quality conditions. Appendix D of the SCAQMD White Paper on Potential Control Strategies to Addr ess Cumulative Impacts from Air Pollution (2003) notes that projects that result in emissions that do not exceed the project-specific SCAQMD regional thresholds of significance should result i n a less than significant impact on a cumulative ba sis unless there is other pertinent information to the contrary. If a project’s emissions are estimated to be less than the thresholds, the project would not be expected to result in a cumulatively considerable contribution to the significant cumulative impact.

Additionally, the SCAQMD Air Quality Management Pla n (AQMP) accounts for projected increases in air pollutant emissions, including construction emissions, resulting from regional growth anticipated in local land use plans such as general plans and regional t ransportation plans. Overall, the AQMP must

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

demonstrate that the increase in emissions will be more than offset through the implementation of AQMP control measures.

Toxic Air Contaminants. Emissions of toxic air contaminants (TACs) generally have localized effects. As the SCAQMD’s health risk exposure threshold of signific ance from stationary source TACs is based on the incremental increase in health risk from a project’ s TAC emissions, the SCAQMD considers implementation of the project-level mitigation requ irements to be sufficient for a finding of less tha n cumulatively considerable for cumulative impacts of TACs. However, to make this finding, it is assumed that a project would comply with all applicable emi ssion limits and mitigation measures required by th e U.S. Environmental Protection Agency (U.S. EPA), CA RB, SCAQMD rules and regulations, and local ordinances. Therefore, the project-level threshold of significance for evaluating stationary source TA Cs generated by a project should also be used to deter mine whether a project’s stationary source TAC emissions are cumulatively considerable.

CUMULATIVE GAS STATION AIR QUALITY IMPACTS
Geographic Context
Cumulative effects can generally be geographically classified as localized, site-specific issues, and regional level issues. The geographic context of cumulative air quality is the South Coast Air Basin (SCAB), wh ich includes the non-desert portions of Los Angeles, Ri verside, and San Bernardino counties, as well as al l of Orange County. Air quality is impacted by topograph y, dominant air flows, atmospheric inversions, location, and season; therefore, the SCAB represents the area most likely to be impacted by air emissions.

By its very nature, air pollution is largely a cumu lative impact. Ambient air quality standards are violated or approach nonattainment levels due to past develo pment, and attainment of standards can be jeopardized by increasing emissions-generating activity in the region. Although a project’s emissions may be individually limited, they may be cumulatively c onsiderable when taken in combination with past, present, and future development projects.

However, a smaller geographic context is appropriate for the localized effects of air quality. For localized effects, a smaller radius of the Project’s cumulati ve impacts have been conservatively analyzed using a radius of approximately 1,300 feet. There is one existing gas station and one proposed gas station within the vicinity of the project site, which were conser vatively determined to have the potential to intera ct with the proposed Project:
 Existing ARCO AM/PM Gas Station : The existing gas station is located at 27698 Clinton Keith Road and northwest of the Clinton Keith Road and I-15 southbound ramp intersection. The existing gas station includes 12 fueling positions, which are lo cated approximately 1,290 feet east of the proposed Project’s fuel pumps.
 Approved Gas Station (across Clinton Keith Road) : The approved future gas station is located at the southwest corner of Clinton Keith Road and McElwain Road. The approved project includes a service station with 12 fueling positions, a 3,734-sf convenience store, and a 1,295-sf automated car wash with approximately 27 parking spaces on approximately 1.8 acres. The fuel pumps would be located approximately 750 feet southeast of the proposed Project’s fuel pumps.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Cumulative Construction Emissions
Criteria Pollutants. The SCAB is designated nonatta inment for ozone (O 3), PM 10 , and PM 2.5 for State
standards, partial nonattainment for lead, and nona ttainment for O 3 and PM 2.5 for federal standards. As discussed in the Project’s Air Quality Analysis (June 2023), the Project’s construction-related emissions by themselves would not exceed the SCAQMD significance thresholds for criteria pollutants.

Therefore, the Project’s cumulative construction im pacts would be less than significant. Project construction would comply with regulatory requireme nts, including SCAQMD Rule 403 (dust control).

SCAQMD rules, mandates, and compliance with adopted AQMP emissions control measures would also be imposed on construction projects throughout the SCAB, which would include related cumulative projects.

Construction Toxic Air Contaminants. Similar to the Project, the greatest potential for TAC emissions at each related project would generally involve diesel particulate emissions associated with heavy equipment operations during grading and earthwork a ctivities. According to SCAQMD methodology, health effects from carcinogenic air toxics are usu ally described in terms of individual cancer risk.

Individual cancer risk is the likelihood that a person exposed to concentrations of TACs over a lifetime will contract cancer, based on the use of standard risk-assessment methodology.

Based on SCAQMD guidance, individual construction p rojects that exceed the SCAQMD’s thresholds for project specific impacts would cause a cumulatively considerable increase in emissions for those pollutants for which the SCAB is non-attainment. As shown in the Project Air Quality Analysis, construction emissions would not exceed any of the SCAQMD’s regi onal or localized significance thresholds.

Additionally, the Project’s Health Risk Assessment (June 2023) determined that the health risk from TA C exposure would be less than significant. Therefore, the Project’s contribution to cumulative air quali ty would not be cumulatively considerable. Cumulative construction impacts would be less than significant.

Cumulative Operational Impacts
Criteria Pollutants. The SCAQMD has not established separate significance thresholds for cumulative operational emissions. The nature of air emissions is largely a cumulative impact. As a result, no sin gle project is sufficient in size to, by itself, result in nonattainment of ambient air quality standards. Instead, individual project emissions contribute to existing cumulatively significant adverse air quality impacts.

The SCAQMD developed the operational thresholds of significance based on the level above which individual project emissions would result in a cumu latively considerable contribution to SCAB’s existi ng air quality conditions. According to the SCAQMD, if an individual project results in criteria pollutan t emissions that exceed SCAQMD thresholds, then the p roject would also result in a cumulatively considerable net increase. Therefore, a project tha t exceeds the SCAQMD operational thresholds would also be a cumulatively considerable contribution to a significant cumulative impact and, inversely, emission volumes below the SCAQMD operational thresholds are not cumulatively considerable.

As discussed in the Project’s Air Quality Analysis (June 2023), the Project’s operational emissions (including mobile, area, energy, and gas station so urces) by themselves would not exceed the SCAQMD significance thresholds for criteria pollutants. Th erefore, the Project’s operational emissions would not

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

result in a cumulatively considerable contribution to significant cumulative air quality impacts.

Additionally, adherence to SCAQMD rules and regulat ions would alleviate potential impacts related to cumulative conditions on a project-by-project basis . Project operations would not contribute a cumulatively considerable net increase of any nonattainment criteria pollutant.

Operational Toxic Air Contaminants. The new fuel fa cility would require permit to construct and permit to operate approval from the SCAQMD, which will rev iew the facility design and location for compliance with SCAQMD standards for criteria pollutants and air quality. All tanks and dispensers would be equipped with the latest Phase I and Phase II Enhanced Vapor Recovery (EVR) air pollution control equipment technology per CARB regulations. The Phase I EVR equipment controls the vapors in the return path from the tanks back to the tanker truck during offloading filling operations. Phase I EVR systems are 98 percent effective in controlling fugitive emissions from es caping into the environment. The Phase II EVR equipment, which also includes “in-station diagnost ics,” controls and monitors the vapors in the retur n path from the vehicles back to the tanks. Phase II EVR systems are 95 percent effective in controlling fugitive emissions from escaping into the environme nt. Therefore, the operations expected to occur at the proposed fueling and maintenance facility would not emit toxic chemicals in any significant quantity.

As such, TAC emission impacts during operation of the Project and related cumulative projects would be controlled and captured.

A health risk assessment was prepared for the appro ved gas station across Clinton Keith Road and determined that health impacts would be below SCAQMD thresholds. The proposed Project’s Health Risk Assessment (June 2023) also determined that health risk from gas station TAC exposure would be less than significant. Therefore, the Project’s contribution to cumulative air quality would not be cumulatively considerable and cumulative operational impacts would be less than significant.

Project Specific Cumulative Buffer Distances
Based on the CARB Air Quality and Land Use Handbook , gas station emissions are reduced to a less than significant level at 50 feet for average gas statio ns (with an annual throughput of less than 3.6 mill ion gallons per year) and 300 feet for large gas statio ns (with a throughput of 9 million gallons per year or greater). The proposed Project would have an initial throughput of approximately 2.4 million gallons per year and a maximum throughput of approximately 3.0 million gallons per year. Therefore, a buffer distance of 50 feet from each gas station is appropriate for the Project.

As noted above, the CARB Industrywide Risk Assessment Supplemental Policy Guidance Document (2022) analyzed four gas stations (one at each corner of a n intersection) and determined that that with a the 100-meter (328-foot) separation distance, the zones of impact for each station interact with each othe r at cancer risks of 5 to 10 chances per million (i.e ., less than the SCAQMD’s threshold). The gas stati ons would no longer impact each other as the separation distance increases.

Exhibit 2: Cumulative Project Locations shows the locations of the proposed Project as well as the existing ARCO gas station and the approved gas station. As depicted on Exhibit 2 , the proposed Project’s gasoline dispensing pumps would be approximately 750 feet from the gasoline dispensing pumps at the approved Gas Station (across Clinton Keith Road) cumulative project. Additionally, the Project’s pumps are approximately 1,290 feet from the existing ARCO cum ulative project’s gasoline dispensing pumps.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Furthermore, Exhibit 2 shows that none of the surrounding sensitive recep tors (residences and future daycare) would be within 328 feet of more than one gas station. As noted above, the CARB Industrywide Risk Assessment Supplemental Policy Guidance Docume nt (2022) shows that four gas stations (one on each corner of a typical intersection) have less th an significant health risk impacts when there is a 100- meter (328-foot) separation distance. It is noted t hat the 328-foot separation distance is conservativ e, because the Project would not be located on an inte rsection with three other gas stations. Nonetheless, the surrounding sensitive receptors would not be wi thin 328 feet of more than one gas station. As the Project’s incremental impacts would not exceed SCAQ MD thresholds, and the surrounding sensitive receptors would not be within 328 feet of more than one gas station, health risk impacts would not be cumulatively considerable.

Therefore, the Project’s long-term operational emissions would not result in a cumulatively considerable net increase of any criteria pollutant or TAC.

CONCLUSION
Project implementation would result in less than si gnificant cumulative construction and cumulative operational air quality impacts. The Project would have an annual throughput of less than 3.6 million gallons and would not be within 50 feet of sensitiv e receptors. The Project would be required to insta ll vapor recovery systems per CARB’s ATCM, comply with CARB’s Vapor Recovery System Certification Procedure, and Use Enhanced Conventional (ECO) and Enhanced ORVR-Vehicle Recognition (EOR) nozzles, among others. The Project would also be required to comply with SCAQMD Rule 201 (Permit to Construct), Rule 203 (Permit to Operate), and Rule 461 (Gasolin e Transfer and Dispensing). As discussed above, the Project’s cumulative contribution would not be cumulatively considerable and mitigation measures would not be required. Therefore, the proposed Project would not result in significant cumulative effects.

REFERENCES

1. California Air Pollution Control Officers Associati on, Gasoline Service Station Industrywide Risk Assessment Technical Guidance Manual , 2021.

2. California Air Resources Board, Air Quality and Land Use Handbook , 2005.

3. California Air Resources Board, Gasoline Service Station Industrywide Risk Assessme nt Supplemental Policy Guidance Document , 2022.

4. Kimley-Horn, Clinton Keith Road and Mitchell Road Shopping Center Project Air Quality Analysis , June 2023.

5. Kimley-Horn, Clinton Keith Road and Mitchell Road Shopping Cente r Project Health Risk Assessment , June 2023.

6. South Coast Air Quality Management District, White Paper on Potential Control Strategies to Address Cumulative Impacts from Air Pollution , 2003.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Exhibit 2: Cumulative Project Locations

Appendix D
NOISE ANALYSIS

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

MEMORANDUM
To: Dana Privitt, Kimley-Horn and Associates, Inc.

From: Danielle Millar, Kimley-Horn and Associates, Inc.

Date: February 9, 2024
Subject: Clinton Keith Road and Mitchell Road Shopping Center Project – Murrieta, CA – Noise Analysis

Purpose

The purpose of this memorandum is to identify noise and vibration impacts associated with construction and operations of the proposed Clinton Keith Road and Mitchell Road Shopping Center Project (Project), located in the City of Murrieta, California (City).

Project Location

The Project site is generally located north of Clinton Keith Road and east of Mitchell Road in the City of Murrieta, County of Riverside. The Project site encompasses approximately 5.24 acres and is currently vacant. The Project site is approximately 0.3 mile west of Interstate 215 (I-215) and approximately 2.7 miles northeast of Interstate 15 (I-15).

Project Description

The proposed Project assumes the subdivision of approximately 5.24 acres into three parcels to allow for the development of the two southernmost parcels for commercial uses. Therefore, the development area assumed in this analysis is 2.3 acres. The proposed Project is a commercial development composed of a convenience store and gasoline station, automated car wash, and drive-thru coffee store; refer to Exhibit 1: Site Plan.

Convenience Store and Gasoline Station

The convenience store would consist of approximately 3,700 square feet (sf), generally located on the northwestern portion of the Project site. The gas station would include 12 fueling pumps, located to the south of the convenience store.

Car Wash

The approximate 1,458-sf automated drive-thru car wash would be located directly north of the convenience store. The car wash would include a conveyor wash tunnel with one vacuum and one dryer system. Overall, the car wash is anticipated to consume approximately 150,000 gallons of water per year.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Drive-thru Coffee Store

The proposed drive-thru coffee store would consist of approximately 886 square feet. The coffee store would be located on the southeastern portion of the Project site. The drive-thru entrance would be located to the northeast of the building and the drive-thru exit would be located on the western side of the building. An approximate 336 square foot outdoor seating area would be situated to the east of the coffee store.

Project Parking and Circulation

The Project would provide 33 parking stalls, with vehicle parking located throughout the Project site. The property owner has an existing reciprocal access agreement with the property owner to the east of the Project site (the location of the Del Taco restaurant). Vehicular access for the Project site would be provided via one existing driveway on Clinton Keith Road associated with the Del Taco restaurant east of the Project site that would continue to be a right-in-right-out only driveway; one proposed driveway on Clinton Keith Road; one proposed driveway on Mitchell Road; and one proposed driveway on Sierra Lane.

The proposed driveway on Clinton Keith Road would be an “Entrance Only” driveway. The proposed driveways on Mitchell Road and Sierra Lane would be full access driveways. All proposed driveways would be unsignalized.

Project Construction

Construction of the proposed Project is expected to commence in 2024 with a construction duration of approximately 12 months and would be completed in one phase. Total grading for the proposed Project is estimated to require approximately 12,252 cubic yards of cut and approximately 12,252 cubic yards of fill; earthwork is expected to balance on site.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Exhibit 1: Site Plan

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Noise Background

Sound is technically described in terms of amplitude (loudness) and frequency (pitch). The standard unit of sound amplitude measurement is the decibel (dB). The decibel scale is a logarithmic scale that describes the physical intensity of the pressure vibrations that make up any sound. The pitch of the sound is related to the frequency of the pressure vibration. Since the human ear is not equally sensitive to a given sound level at all frequencies, a special frequency-dependent rating scale has been devised to relate noise to human sensitivity. The A-weighted decibel scale (dBA) provides this compensation by discriminating against frequencies in a manner approximating the sensitivity of the human ear.

Noise, on the other hand, is typically defined as unwanted sound. A typical noise environment consists of a base of steady ambient noise that is the sum of various distant and indistinguishable noise sources. The sound from individual local sources is superimposed on this background noise. These can vary from an occasional aircraft or train passing by to virtually continuous noise from traffic on a major highway.

Several rating scales have been developed to analyze the adverse effect of community noise on people.

Since environmental noise fluctuates over time, these scales consider that the effect of noise on people is largely dependent on the total acoustical energy content of the noise as well as the time of day when the noise occurs. Most commonly, environmental sounds are described in terms of Leq that has the same acoustical energy as the summation of all the time-varying events. While the equivalent continuous sound level (Leq) represents the continuous sound pressure level over a given period; the Day-Night Sound level (Ldn) is a 24-hour average Leq with a 10 dBA “weighting” added to noise during the hours of 10:00 p.m. to 7:00 a.m. to account for noise sensitivity in the nighttime. The Community Noise Equivalent Level (CNEL) is a 24-hour average Leq with a 10-dBA weighting added to noise during the hours of 10:00 p.m. to 7:00 a.m. and an additional 5 dBA weighting during the hours of 7:00 p.m. to 10:00 p.m. to account for noise sensitivity in the evening and nighttime.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Regulatory Setting

State

California Government Code

California Government Code Section 65302(f) mandates that the legislative body of each county and city adopt a noise element as part of its comprehensive general plan. The local noise element must recognize the land use compatibility guidelines established by the State Department of Health Services. The guidelines rank noise land use compatibility in terms of “normally acceptable”, “conditionally acceptable”, “normally unacceptable”, and “clearly unacceptable” noise levels for various land use types. Single-family homes are “normally acceptable” in exterior noise environments up to 60 CNEL and “conditionally acceptable” up to 70 CNEL. Multiple-family residential uses are “normally acceptable” up to 65 CNEL and “conditionally acceptable” up to 70 CNEL. Schools, libraries, and churches are “normally acceptable” up to 70 CNEL, as are office buildings and business, commercial, and professional uses.

Title 24 – Building Code

The State’s noise insulation standards are codified in the California Code of Regulations, Title 24: Part 1, Building Standards Administrative Code, and Part 2, California Building Code. These noise standards are applied to new construction in California for interior noise compatibility from exterior noise sources. The regulations specify that acoustical studies must be prepared when noise-sensitive structures, such as residential buildings, schools, or hospitals, are located near major transportation noise sources, and where such noise sources create an exterior noise level of 65 dBA CNEL or higher. Acoustical studies that accompany building plans must demonstrate that the structure has been designed to limit interior noise in habitable rooms to acceptable noise levels. For new multi-family residential buildings, the acceptable interior noise limit for new construction is 45 dBA CNEL.

Regional

City of Murrieta General Plan

The General Plan Noise Element contains noise and land use compatibility standards for various land uses throughout the City; see Table 1: Land Use Compatibility for Community Noise Environments. The City uses these standards and criteria in the land use planning process to reduce future noise and land use incompatibilities. The standards shown in Table 1 are the primary tool that allows the City to ensure integrated planning for compatibility between land uses and outdoor noise.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Table 1: Land Use Compatibility for Community Noise Environments Land Use Category
Community Noise Exposure (CNEL)
Normally
Acceptable
Conditionally
Acceptable
Normally
unacceptable
Clearly
Unacceptable
Residential-Low Density, Single-
Family, Duplex, Mobile Homes 50-60 55-70 70-75 75-85
Residential – Multiple Family 50-65 60-70 70-75 70-85
Transient Lodging – Motel, Hotels 50-65 60-70 70-80 80-85 Schools, Libraries, Churches,
Hospitals, Nursing Homes 50-70 60-70 70-80 80-85
Auditoriums, Concert Halls,
Amphitheaters NA 50-70 NA 65-85
Sports Arenas, Outdoor Spectator
Sports NA 50-75 NA 70-85
Playgrounds, Neighborhood Parks 50-70 NA 67.5-77.5 72.5-85 Golf Courses, Riding Stables, Water
Recreation, Cemeteries 50-70 NA 70-80 80-85
Office Buildings, Business Commercial
and Professional 50-70 67.5-77.5 75-85 NA
Industrial, Manufacturing, Utilities,
Agriculture 50-75 70-80 75-85 NA
CNEL = community noise equivalent level; NA = not applicable NORMALLY ACCEPTABLE: Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction, without any special noise insulation requirements.

CONDITIONALLY ACCEPTABLE: New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements is made and needed noise insulation features have been included in the design. Conventional construction, but with closed windows and fresh air supply systems or air conditioning, will normally suffice.

NORMALLY UNACCEPTABLE: New construction or development should be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise-insulation features must be included in the design.

CLEARLY UNACCEPTABLE: New construction or development should generally not be undertaken.

Source: City of Murrieta, City of Murrieta General Plan 2035, Table 11-2: Land Use Compatibility for Community Noise Environments.

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The Noise Element also contains the City’s exterior and interior noise standards; see Table 2: Exterior and Interior Noise Limits.

Table 2: City of Murrieta Exterior and Interior Noise Limits Noise Zone Land Use (Receptor Property) Time Period Allowed Exterior Noise Level (dBA)
Exterior Noise Limits a
I Noise-sensitive area Anytime 45
II
Residential properties 10:00 p.m. to 7:00 a.m. 45
7:00 a.m. to 10:00 p.m. 50
Residential properties within 500
feet of a kennel(s) 7:00 a.m. to 10:00 p.m. 70
III Commercial properties 10:00 p.m. to 7:00 a.m. 55
7:00 a.m. to 10:00 p.m. 60
IV Industrial properties Anytime 70
Interior Noise Limits
All noise zones Multi-family residential 10:00 p.m. to 7:00 a.m. 40 7:00 a.m. to 10:00 p.m. 45
a. Murrieta Municipal Code Section 16.30.090.B states the following:

B. Noise Standards. No person shall operate or cause to be operated. any source of sound at any location within the city or allow the creation of any noise on property owned, leased, occupied or otherwise controlled by a person that causes the noise level, when measured on any other property to exceed the following exterior noise standards:

1. Standard No. 1. Standard No. 1 shall be the exterior noise level which shall not be exceeded for a cumulative period of more than thirty (30) minutes in any hour. Standard No. 1 may be the applicable noise level from Table 3-6 (Table 2) above.

2. Standard No. 2. Standard No. 2 shall be the exterior noise level which shall not be exceeded for a cumulative period of more than fifteen (15) minutes in any hour. Standard No. 2 shall be the applicable noise level from Table 3-6 (Table 2) above, plus five dB.

3. Standard No. 3. Standard No. 3 shall be the exterior noise level which shall not be exceeded for a cumulative period of more than five minutes in any hour. Standard No. 3 shall be the applicable noise level from Table 3-6 (Table 2) above plus ten dB.

4. Standard No. 4. Standard No. 4 shall be the exterior noise level which shall not be exceeded for a cumulative period of more than one minute in any hour. Standard No. 4 shall be the applicable noise level from Table 3-6 (Table 2) above plus fifteen (15) dB.

5. Standard No. 5. Standard No. 5 shall be the exterior noise level which shall not be exceeded for any period of time.

Standard No. 5 shall be the applicable noise level from Table 3-6 (Table 2) above plus twenty (20) dB.

Source: City of Murrieta, City of Murrieta General Plan 2035, Table 11-4: City of Murrieta Exterior and Interior Noise Limits; and City of Murrieta, Murrieta, California Municipal Code, Sections 16.30.090 and 16.30.100.

City of Murrieta Municipal Code

Section 16.30 (Noise) of the Murrieta Municipal Code (MMC) establishes standards to protect the health, safety, and welfare of those living and working in the City and to implement policies of the General Plan Noise Element.

MMC Section 16.30.130 regulates construction noise. MMC Section 16.30.130 prohibits noise generated by construction activities between the hours of 8:00 p.m. and 7:00 a.m. and on Sundays and holidays. In

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addition, construction activities in accordance with MMC Section 16.30.130 shall be conducted in a manner that the maximum noise levels at the affected structures will not exceed those listed in Table 3:

City of Murrieta Construction Noise Standards. Construction noise at business structures (i.e., commercial/business receptors) is also limited to a maximum of 85 dBA. The MMC establishes operational noise standards for various land uses; see Table 1 above. Further, MMC Section 16.30.130(I) limits the operation of air conditioning or refrigeration equipment in a manner that exceeds the following sound levels in Table 4: City of Murrieta Residential Air Conditioning and Refrigeration Equipment Noise Standards.

Table 3: City of Murrieta Construction Noise Standards
Single-Family Residential Multi-Family
Residential Commercial
Mobile Equipment
Daily, except Sundays and holidays,
7:00 a.m. to 8:00 p.m. 75 dBA 80 dBA 85 dBA
Daily, except Sundays and holidays,
8:00 p.m. to 7:00 a.m. 60 dBA 64 dBA 70 dBA
Stationary Equipment
Daily, except Sundays and holidays,
7:00 a.m. to 8:00 p.m. 60 dBA 65 dBA 70 dBA
Daily, except Sundays and holidays,
8:00 p.m. to 7:00 a.m. 50 dBA 55 dBA 60 dBA
Source: City of Murrieta, Murrieta, California Municipal Code, Section 16.30.130(A).

Table 4: City of Murrieta Residential Air Conditioning and Refrigeration Equipment Noise Standards Measurement Location Maximum Noise Level (dBA)
Any point on neighboring property line, five feet above grade level, no closer than three feet from any wall. 55
Center of neighboring patio, five feet above grade level, no closer than three feet from any wall. 50
Outside the neighboring living area window nearest the
equipment location, not more than three feet from the window opening, but at least three feet from any other surface. 50 Source: City of Murrieta, Murrieta, California Municipal Code, Section 16.30.130(I).

Existing Setting

The Project site is impacted by various noise sources. Mobile sources of noise, including traffic along Clinton Keith Road to the south and Mitchell Road to the west are the most common and prominent sources of noise in the Project area. The primary sources of stationary noise near the Project site include parking lot noise at the nearby commercial properties, mechanical equipment (e.g., heating, ventilation, and air conditioning [HVAC] units) operating at the nearby commercial and residential uses, and other urban-related activities (e.g., idling cars/trucks, pedestrians, car radios and music playing, dogs barking, etc.). The noise associated with these sources may represent a single-event noise occurrence or short- term noise.

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Noise Measurements

To quantify existing ambient noise levels in the Project area, Kimley-Horn conducted four short-term noise measurements on November 15, 2022, see Appendix A: Nosie Data. The noise measurement sites were representative of typical existing noise exposure within and immediately adjacent to the Project site, see Exhibit 2: Noise Measurement Locations. The 10-minute measurements were taken between 1:30 p.m. and 2:39 p.m. Short-term Leq measurements are considered representative of the noise levels throughout the day. The average noise levels and sources of noise measured at each location are listed in Table 5:

Existing Noise Measurements.

Table 5: Existing Noise Measurements
Site Location Leq
(dBA)
Lmin
(dBA)
Lmax
(dBA) Time
1 Adjacent to Mitchell Place Apartments, along Mitchell Road to the west of the Project site. 60.4 45.9 71.3 1:30 p.m.
2 Southwest corner of Clinton Keith Road and Mitchell Road intersection. 71.2 54.2 80.7 1:43 p.m.
3 Adjacent to residential uses along Clinton Keith Road, to the south of the Project site. 76.9 52.2 85.6 1:55 p.m.
4 Adjacent to residential uses along Sierra Lane, to the north of the Project site. 58.4 45.8 75.7 2:12 p.m.
5 In commercial parking lot directly east of the Project site. 55.8 47.2 69.0 2:29 p.m.

Source: Noise measurements taken by Kimley-Horn and Associates, November 15, 2022. See Appendix A for noise measurement results.

Sensitive Receptors

Noise exposure standards and guidelines for various types of land uses reflect the varying noise sensitivities associated with each of these uses. Residences, hospitals, schools, guest lodging, libraries, and churches are treated as the most sensitive to noise intrusion and therefore have more stringent noise exposure targets than do other uses, such as manufacturing or agricultural uses that are not subject to impacts such as sleep disturbance. Sensitive receptors near the Project site are shown in Table 6: Sensitive Receptors.

Table 6: Sensitive Receptors
Receptor Description Distance and Direction from the Project Site1 Multi-family residential 375 feet to the north
Single-family residential 132 feet to the south
Multi-family residential 95 feet to the west
Antelope Hills Elementary School 470 feet to the south
The Linden at Murrieta Assisted Living 1,780 feet to the west

1. Distances are measured from the Project site boundary to the sensitive receptor property line.

Source: Google Earth, 2022

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Exhibit 2: Noise Measurement Locations

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Noise Impacts

Construction Noise

Construction noise typically occurs intermittently and varies depending on the nature or phase of construction (e.g., land clearing, grading, excavation, paving). Noise generated by construction equipment, including earth movers, material handlers, and portable generators, can reach high levels.

During construction, exterior noise levels could affect the buildings near the construction site.

Construction activities would include grading/infrastructure improvements, building construction, paving, and architectural coating applications. Such activities may require graders, dozers, and tractors/loaders/backhoes during grading; forklifts, generator sets, tractors/loaders/backhoes, and welders during building construction; pavers, rollers, mixers, tractors/loaders/backhoes, and paving equipment during paving; and air compressors during architectural coating applications. Typical operating cycles for these types of construction equipment may involve 1 or 2 minutes of full power operation followed by 3 to 4 minutes at lower power settings. Other primary sources of acoustical disturbance would be random incidents, which would last less than one minute (such as dropping large pieces of equipment or the hydraulic movement of machinery lifts). Noise generated by construction equipment, including earth movers, material handlers, and portable generators, can reach high levels. The grading phase of Project construction tends to be the shortest in duration and create the highest construction noise levels due to the operation of heavy equipment required to complete these activities. It should be noted that only a limited amount of equipment can operate near a given location at a particular time. Typical noise levels associated with individual construction equipment are listed in Table 7: Typical Construction Noise Levels.

As indicated in Table 7, construction noise levels would be noticeable at the nearby residential uses and other properties in the Project vicinity. However, actual construction-related noise activities would be lower than the conservative levels shown in Table 7 and would cease upon completion of construction.

Due to the variability of construction activities and equipment for the Project, overall construction noise levels would be intermittent and would fluctuate over time. In addition, the noise levels above assume that construction noise is constant, when, in fact, construction activities and associated noise levels would fluctuate and generally be brief and sporadic, depending on the type, intensity, and location of construction activities.

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Table 7: Typical Construction Noise Levels
Equipment Typical Noise Level (dBA) at 50 feet from Source Air Compressor 80
Backhoe 80
Compactor 82
Concrete Mixer 85
Concrete Pump 82
Concrete Vibrator 76
Crane, Mobile 83
Dozer 85
Generator 82
Grader 85
Impact Wrench 85
Jack Hammer 88
Loader 80
Paver 80
Pneumatic Tool 85
Pump 77
Roller 85
Saw 76
Scraper 85
Shovel 82
Truck 84
Source: Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual, September 2018.

The nearest noise-sensitive receptors to the Project site include multi-family residences located approximately 375 feet to the north and 95 feet to the west, as well as single-family residences located approximately 132 feet to the south. The proposed Project may expose these sensitive receptors to elevated noise levels during Project construction. However, it is acknowledged that construction activities would occur throughout the Project site and would not be concentrated at the point closest to the sensitive receptors.

The noise levels calculated in Table 8: Project Construction Noise Levels, show the Project’s estimated exterior construction noise levels without accounting for attenuation from existing physical barriers. This analysis assumes that all construction equipment would operate simultaneously at a center of the construction area in accordance with methodologies from the Federal Transit Administration (FTA) Transit Noise and Vibration Impact Assessment Manual (September 2018) (FTA Transit Noise and Vibration Manual).

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Table 8: Project Construction Noise Levels
Construction
Phase
Receptor Location Worst Case
Modeled
Exterior Noise
Level (dBA Leq)
Noise
Threshold
(dBA Leq)2
Exceeded? Land Use Direction
Distance to
Project Site
Center (feet)1
Grading/
Infrastructure
Improvements
Multi-Family
Residential North 508 65.7 80 No
Single-Family
Residential South 265 71.4 75 No
Multi-Family
Residential West 290 70.6 80 No
Commercial West 195 74.1 85 No
Building
Construction
Multi-Family
Residential North 508 63.4 80 No
Single-Family
Residential South 265 69.1 75 No
Multi-Family
Residential West 290 68.3 80 No
Commercial West 195 71.8 85 No
Paving
Multi-Family
Residential North 508 64.5 80 No
Single-Family
Residential South 265 70.2 75 No
Multi-Family
Residential West 290 69.4 80 No
Commercial West 195 72.8 85 No
Architectural
Coating
Multi-Family
Residential North 508 53.6 80 No
Single-Family
Residential South 265 59.2 75 No
Multi-Family
Residential West 290 58.5 80 No
Commercial West 195 61.9 85 No
Building
Construction/
Paving/
Architectural
Coating
Multi-Family
Residential North 508 67.2 80 No
Single-Family
Residential South 265 72.9 75 No
Multi-Family
Residential West 290 72.1 80 No
Commercial West 195 75.5 85 No

1. Per the methodology described in the FTA Transit Noise and Vibration Impact Assessment Manual (September 2018), distances are measured from the nearby buildings to the center of the Project construction site. Therefore, distance may not match those identified in the context, which are measured from the property line.

2. The City employs construction noise standards of 75 dBA for single-family residential uses, 80 dBA for multi-family residential uses, and 85 dBA for commercial uses as outlined in MMC Section 16.30.130 and Table 3.

Source: Federal Highway Administration, Roadway Construction Noise Model, 2006. See Appendix A for noise modeling results.

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MMC Section 16.30.130 has established quantitative construction noise standards of 75 dBA for single- family residential uses, 80 dBA for multi-family residential uses, and 85 dBA for commercial/nonresidential uses during daytime hours (between 7:00 a.m. to 8:00 p.m.). As shown in Table 8, noise levels at the nearest sensitive receptors could reach a maximum of 72.9 dBA at the property line of the nearest sensitive receptor (the single-family residential uses to the south) during the overlapping building construction, paving, and architectural coating phases. Therefore, construction noise levels would not exceed the City’s construction noise standards. While ambient noise levels in the Project vicinity would temporarily increase during construction activities, construction noise would be acoustically dispersed throughout the Project site and not concentrated in one area near surrounding sensitive uses. Therefore, construction noise would not substantially increase ambient noise levels in exceedance of any City standards. Construction-related noise impacts would be less than significant in this regard.

Operational Noise

On-Site Operations

Implementation of the proposed Project would create new sources of noise in the Project vicinity. The major noise sources associated with the Project that would potentially impact existing nearby residences include stationary noise equipment (i.e., air conditioners, car wash vacuum and dryer system, etc.); parking areas (i.e., car door slamming, car radios, engine start-up, and car pass-by); truck deliveries and trash/recycling pickups; drive-thru operations; and off-site traffic noise. A discussion of each of these Project noise sources is provided below.

Mechanical Equipment. Potential stationary noise sources related to long-term operation of the Project would include mechanical equipment. Mechanical equipment (e.g., heating ventilation and air conditioning [HVAC] equipment) typically generates noise levels of approximately 52 dBA at 50 feet.1 The Project would include HVAC units located on the rooftop of the proposed convenience store and coffee shop buildings and the units would be located behind a parapet. HVAC units would be located as close as 143 feet from the property line of the multi-family residences to the west and as close as 210 feet from the single-family residences to the south. Based upon the Inverse Square Law, sound levels decrease by 6 dBA for each doubling of distance from the source. As a result, HVAC noise levels would attenuate by distance to approximately 42.9 dBA at the residences to the west and 39.5 dBA at the residences to the south. The parapets would also provide additional attenuation, which would reduce HVAC noise levels to

34.9 dBA and 31.5 dBA to the west and south, respectively. Therefore, HVAC noise would not exceed the City’s daytime (50 dBA) or nighttime (45 dBA) exterior noise standards for residential uses. Impacts from mechanical equipment would be less than significant.

Car Wash Operations. The automated drive-thru car wash would include a conveyor wash tunnel with one vacuum and one dryer system and would not include speakers or intercoms. Car wash operations would occur during daytime hours (7:00 a.m. to 9:00 p.m.). The Project would utilize one AquaDri FS-40 dryer system and a standard car wash vacuum unit. The AquaDri FS-40 dryer system generates 89 dBA at a distance of 10 feet from the source. Because the drying cycle represents a small portion of the overall

1 Elliott H. Berger, Rick Neitzel, and Cynthia A. Kladden, Noise Navigator Sound Level Database with Over 1700 Measurement Values, 2015.

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wash, the dryers are anticipated to operate for no more than 30 minutes during any given hour. The calculated Hourly Leq given 30 minute usage of the dryer cycle at the exit would be 86 dBA at a reference distance of 10 feet. A standard car wash vacuum unit generates 72 dBA at a distance of 10 feet. The nearest sensitive receptors are the multi-family residential uses to the west and the single-family residential uses to the south. The dryers would be located within the eastern portion of the car wash and the car wash vacuum would be located along Clinton Keith Road; refer to Appendix A for dryer system and vacuum locations. Table 9: Car Wash Noise Levels shows the combined car wash noise level at the nearest sensitive receptors. As shown in Table 9, car wash operations would generate a combined noise level of 48.6 dBA at the multi-family residential uses to the west and 49.1 dBA at the single-family residential uses to the south, which would not exceed the City’s daytime (7:00 a.m. to 10:00 p.m.) exterior noise standard (50 dBA) for residential uses. As the car wash would not operate after9:00 p.m. and would not exceed the City’s nighttime (10:00 p.m. to 7:00 a.m.) noise standards. Therefore, noise levels generated by car wash operations would be less than significant.

Table 9: Car Wash Noise Levels
Receptor Source Reference
Noise Level1
Reference
Distance
Nearest
Receptor
Distance from
Source (feet)2
Building Row
Attenuation3
Modeled
Exterior Noise
Level at
Nearest
Sensitive
Receptor (dBA)
Multi-
family
Residential
Uses to the
West
Dryers 86 dBA 10 Feet 238 Feet 15 43.5
Vacuum 72 dBA 10 Feet 178 Feet NA 47.0
Car Wash Combined Noise Level 48.6
Noise Threshold (dBA)4 50
Threshold Exceeded? No
Single-
family
Residential
Uses to the
South
Dryers 86 dBA 10 Feet 369 Feet 15 39.6
Vacuum 72 dBA 10 Feet 148 Feet NA 48.6
Car Wash Combined Noise Level 49.1
Noise Threshold (dBA)4 50
Threshold Exceeded? No
NA = Not Applicable

1. Noise level specifications for the dryer system and vacuum were provided by the Applicant. Refer to Appendix A.

2. The nearest sensitive receptors are the multi-family residential uses to the west.

3. Building row attenuation assumes partial obstruction as the dryers would be inside the car wash building. Refer to Appendix A for barrier calculations.

4. The car wash would operate during daytime hours, between 7:00 a.m. to 9:00 p.m. Therefore, the City’s daytime exterior noise standard for residential uses (50 dBA) was applied.

Drive-Thru Operations. The proposed drive-thru coffee shop would not utilize a drive-thru speakerphone.

Instead, staff would take orders with tablets at various points throughout the drive-thru queue. Sound levels of speech typically range from 33 dBA at 50 feet for normal speech to 50 dBA at 50 feet for very loud speech.2 The nearest sensitive receptors (single-family residential uses to the south) would be

2 Elliott H. Berger, Rick Neitzel, and Cynthia A. Kladden. Noise Navigator Sound Level Database with Over 1700 Measurement Values, 2015.

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located approximately 210 feet, and the sensitive receptors to the west would be 320 feet from the end of the drive-thru. At this distance, drive-thru operation noise levels would be approximately 37.5 dBA and

33.9 dBA at the south and the west, respectively. Therefore, drive-thru operations would not exceed the City’s daytime (50 dBA) or nighttime (45 dBA) exterior noise standards for residential uses and impacts would be less than significant.

Truck Deliveries and Trash/Recycling Collection. It is anticipated that the proposed Project would involve occasional deliveries (i.e., deliveries of gasoline, diesel, and supplies for the convenience store and coffee shop) and weekly trash/recycling collection from slow-moving trucks during daylight hours. However, this analysis considers potential nighttime truck deliveries to provide a conservative analysis. The primary noise source associated with trucks are the air brakes, engine idling, back up alarms, engine ignition, and acceleration. Once the trucks have pulled in to the parking lot, they are unloaded using a hand cart, and most of that unloading noise would be contained within the truck trailer. It should be noted that per the California Code of Regulations, Title 13, Section 2485, trucks would be prohibited from idling more than five minutes.

Delivery truck noise levels were calculated for the Project based on reference truck noise levels and the inverse square law of sound propagation. Truck unloading related noises would occur for brief periods during the delivery process. For example, air brake and backup alarm noises last a few seconds and idling would be limited to five minutes. Truck unloading would have the longest duration and would make up the majority of the time during each delivery event. Table 10: Delivery Truck Noise, provides the delivery truck noise levels at the Project property line near the closest sensitive receptors.

As shown in Table 10, the combined delivery truck noise levels would range from 32.8 to 43.4 dBA Leq at the nearest sensitive receptors. Therefore, delivery truck noise levels would not exceed the City’s daytime (50 dBA) or nighttime (45 dBA) exterior noise standards for residential uses. Delivery times are currently unknown; however, Project noise levels would not exceed daytime or nighttime standards. In addition, truck deliveries and trash/recycle collection activities occur at the adjacent commercial uses under existing conditions, and traffic noise along Clinton Keith Road and Mitchell Road would act as a buffer from on-site truck noise levels. Therefore, potential noise impacts associated with deliveries and trash/recycling would be less than significant impact and no mitigation would be required.

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Table 10: Truck Delivery Noise
Sensitive
Receptor Source
Reference
Noise Level
(dBA)
Reference
Distance
(feet)
Distance to
Receptor
Property Line
(feet)
Noise Level at
Receptor
Property Line
(dBA Leq)
Daytime
Ambient Noise
Level
(dBA Leq)
Vendor and Convenience Store/Coffee Store Trucks
Single-Family
Residential
Uses to the
South6
Truck Pass-by (arrival, departure) 68 30 150 1 16.1 76.9 Idle (arrival, departure) 70 25 320 2 31.7 76.9
Truck Engine Ignition and Airbrakes 71 25 320 2 6.1 76.9 Truck backup alarm 79 30 320 2 21.7 76.9
Unloading 60 25 320 2 23.8 76.9
Combined Noise Level (1-hour Leq) 3 -- -- 150-320 1, 2 32.8 -- Multi-Family
Residential
Uses to the
West
Truck Pass-by (arrival, departure) 68 30 2502 18.6 60.4 Idle (arrival, departure) 70 25 2502 40.8 60.4
Truck Engine Ignition and Airbrakes 71 25 2502 15.2 60.4 Truck backup alarm 79 30 2502 30.8 60.4
Unloading 60 25 2502 33.0 60.4
Combined Noise Level (1-hour Leq) 3 -- -- 2502 41.9 -- Fueling Trucks
Single-Family
Residential
Uses to the
South6
Truck Pass-by (arrival, departure) 68 30 178 4 14.5 76.9 Idle (arrival, departure) 70 25 178 4 36.8 76.9
Truck Engine Ignition and Airbrakes 71 25 178 4 11.2 76.9 Truck backup alarm 79 30 178 3 26.8 76.9
Combined Noise Level (1-hour Leq) 5 -- -- 178 4 37.2 -- Multi-Family
Residential
Uses to the
West
Truck Pass-by (arrival, departure) 68 30 2204 20.7 60.4 Idle (arrival, departure) 70 25 2204 42.9 60.4
Truck Engine Ignition and Airbrakes 71 25 2204 17.3 60.4 Truck backup alarm 79 30 2204 32.9 60.4
Combined Noise Level (1-hour Leq) 5 -- -- 220 4 43.4 60.4

1. This distance represents the closet point of the drive aisle to the property line of the residences.

2. This is the distance measured from the proposed loading/unloading area to the property line of the sensitive receptors.

3. As the delivery truck noise consists primarily of several brief noise events, each noise level was averaged to determine the 1-hour Leq noise level.

4. This is the distance measured from the proposed re-fueling area to the property line of the sensitive receptors.

5. Noise levels calculated based on distance attenuation using the inverse-square law. As the delivery truck noise consists primarily of several brief noise events, each noise level was averaged to determine the 1-hour Leq noise level.

6. Residents Include a block wall barrier. Therefore, an 8 dBA reduction was applied. Attenuation per RCNM Appendix A.

Parking Lot Noise. The Project would provide 33 parking stalls, located throughout the Project site. Traffic associated with parking lots is typically not of sufficient volume to exceed community noise standards, which are based on a time-averaged scale such as the CNEL scale. The instantaneous maximum sound levels generated by a car door slamming, engine starting up, and car pass-bys range from 53 to 61 dBA.3 Conversations in parking areas may also be an annoyance to adjacent sensitive receptors. Sound levels of speech typically range from 33 dBA at 50 feet for normal speech to 50 dBA at 50 feet for very loud speech.4 It should be noted that parking lot noises are instantaneous noise levels compared to noise standards in

3 Kariel, H. G., Noise in Rural Recreational Environments, Canadian Acoustics 19(5), 3-10, 1991. 4 Elliott H. Berger, Rick Neitzel, and Cynthia A. Kladden. Noise Navigator Sound Level Database with Over 1700 Measurement Values, 2015.

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the hourly Leq or 24-hour CNEL metrics, which are averaged over the entire duration of a time period. As a result, actual noise levels over time resulting from parking lot activities would be far lower than the reference levels identified above.

For the purpose of providing a conservative, quantitative estimate of the noise levels that would be generated from the vehicles entering and exiting the parking lot, the methodology recommended by FTA for the general assessment of stationary transit noise sources is used. Using the methodology, the Project’s peak hourly noise level that would be generated by the on-site parking levels was estimated using the following FTA equation for a parking lot:

Leq(h) = SELref + 10 log (NA/1,000) – 35.6
Where:

Leq(h) = hourly Leq noise level at 50 feet
SELref = reference noise level for stationary noise source represented in sound exposure level (SEL) at 50 feet
NA = number of automobiles per hour

35.6 is a constant in the formula, calculated as 10 times the logarithm of the number of seconds in an hour

Based on the peak hour trip generation rates in the Focused Traffic Analysis for the Proposed Clinton Keith Road Project (Traffic Analysis), prepared by Kimley-Horn and Associates, Inc. (dated October 11, 2022), approximately 344 trips during peak hours would be made to the Project site each day. Using the FTA’s reference noise level of 92 dBA SEL5 at 50 feet from the noise source, the Project’s highest peak hour vehicle trips would generate noise levels of approximately 51.8 dBA Leq at 50 feet from the parking lot.

The nearest parking spaces would be approximately 140 feet from the nearest noise-sensitive receptors (multi-family residential uses to the west). Based strictly on distance attenuation, parking lot noise at the nearest sensitive receptor (multi-family residential uses to the west) would be approximately 42.9 dBA, which is below the City’s daytime (50 dBA) and nighttime (45 dBA) exterior noise standards for residential uses. Therefore, noise impacts from parking lots would be less than significant.

Combined Operational Noise Levels. Project operational noise was modeled with the SoundPLAN software. SoundPLAN allows computer simulations of noise situations, and creates noise contour maps using reference noise levels, topography, point and area noise sources, mobile noise sources, and intervening structures. Modeled noise levels are based on reference data. Noise levels at the nearest off- site properties and sensitive receptors surrounding the Project site were calculated using the input data described above.

Table 11: Noise Level Contributions shows the individual noise contributions from the various on-site sources at the sensitive receptors to the west and to the south. The modeled noise contours are shown in Exhibit 3: Project Daytime Noise Contours and Exhibit 5: Project Nighttime Noise Contours. The worst-

5 Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual, September 2018.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

case combined daytime noise levels would be 49.7 dBA at the receptors to the west and 48.8 dBA at the receptors to the south respectively. The worst-case combined nighttime noise levels would be 44.6 dBA and 43.9 dBA at the receptors to the west and south, respectively. Accounting for a 24 dBA exterior-to- interior attenuation factor, the interior noise levels generated by the combined operational noise sources would be approximately 21 dBA at the multi-family residential uses to the west and 20 dBA at the single- family residences to the south.6 Therefore, the combined operational noise levels would not exceed the City’s exterior daytime (50 dBA), exterior nighttime (45 dBA), or interior nighttime (40 dBA)7 noise standards for residential uses.

Table 11: Noise Level Contributions
Source
Noise Level (dBA)
West Receptor South Receptor
7:00 a.m.
to 10:00 p.m.
10:00 p.m.
to 7:00 a.m.
7:00 a.m.
to 10:00 p.m.
10:00 p.m.
to 7:00 a.m.

Car Wash 39.7 NA 33.8 NA
Mechanical Equipment (HVAC) 39.7 39.7 35.1 35.1
Gas Station and Convenience Store 45.0 41.5 44.0 40.4
Drive-Thru/Walk-Up Window 42.9 42.9 41.6 41.6
Parking 39.8 30.3 39.6 33.9
Vacuum Space 41.3 NA 43.4 NA
HVAC = heating, ventilation, and air conditioning; NA = not applicable (i.e., the noise source would not operate during the specified time)

1. The car wash would not operate during the 10:00 p.m. to 7:00 a.m. period.

6 U.S. Environmental Protection Agency, Protective Noise Levels (EPA 550/9-79-100), November 1979. 7 MMC Section 16.30.100, Interior Noise Standards for Multi-Family Residential.

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Exhibit 3: Project Daytime Noise Contours

Legend
Property Line
Receiver Point

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Exhibit 4: Project Nighttime Noise Contours

Legend
Property Line
Receiver Point

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Off-Site Traffic Noise

The proposed Project would result in additional traffic on adjacent roadways from daily activities, thereby increasing vehicular noise in the vicinity of existing and proposed land uses. A traffic noise level increase is considered substantial if:

 The “Opening Year Without Project” noise level exceeds the normally acceptable land use compatibility standards presented in Table 1 (60 dBA for residential and 77.5 for commercial) and the proposed project would increase this noise level by 3 dBA CNEL (barely noticeable in an exterior environment) or more.

Traffic noise levels for roadways primarily affected by the Project were calculated using the FHWA’s Highway Noise Prediction Model (FHWA-RD-77-108). Traffic noise modeling was conducted for conditions with and without the Project, based on traffic volumes obtained from the Traffic Analysis. The calculated traffic noise levels for the “Opening Year Without Project” and “Opening Year With Project” scenarios are compared in Table 12: Opening Year Traffic Noise Levels. As depicted in Table 12, under the “Opening Year Without Project” scenario, noise levels would range from approximately 48.2 dBA to 69.6 dBA, with the highest noise levels occurring along the Clinton Keith Road segment from Mitchell Road to McElwain Road. The “Opening Year With Project” scenario noise levels would range from approximately 48.2 dBA to 69.7 dBA, with the highest noise levels also occurring along the Clinton Keith Road segment from Mitchell Road to McElwain Road.

Table 12: Opening Year Traffic Noise Levels
Roadway Segment
Opening Year
Without Project
Opening Year
With Project Change Significant
Impacts ADT dBA CNEL1 ADT dBA CNEL1
Sierra Lane
Mitchell Road to McElwain Road 850 49.1 1,030 49.9 0.8 No Mitchell Road
North of Sierra Lane 420 48.2 420 48.2 0.0 No
Sierra Ln to Project Driveway 1,870 54.7 2,050 55.1 0.4 No Project Driveway to Clinton Keith Road 2,170 55.4 5,060 59.0 3.7 No South of Clinton Keith Road 2,180 51.7 2,360 52.1 0.3 No Clinton Keith Road
Greer Road to Mitchell Road 31,780 69.4 33,350 69.6 0.2 No Mitchell Road to McElwain Road 33,260 69.6 34,370 69.7 0.1 No ADT = average daily trips; dBA = A-weighted decibels; CNEL = community noise equivalent level.

1. Traffic noise levels are at 100 feet from the roadway centerline. The actual sound level at any receptor location is dependent upon such factors as the source-to-receptor distance and the presence of intervening structures, barriers, and topography.

Source: Based on traffic data within the Focused Traffic Analysis for the Proposed Clinton Keith Road Project (Traffic Analysis), prepared by Kimley-Horn and Associates, Inc. (dated October 11, 2022). Refer to Appendix A for traffic noise modeling assumptions and results.

As depicted in Table 12, the “Opening Year With Project” scenario traffic noise levels would not exceed the 3.0 dBA increase significance threshold along any of the surrounding roadways, with the exception of the Mitchell Road segment from the Project Driveway to Clinton Keith Road. However, the noise level along this roadway segment would be 59.0 dBA, which would not exceed the normally acceptable land use compatibility standard for residential uses (60 dBA). Therefore, the Project would not exceed both the 3 dBA CNEL threshold and normally acceptable land use compatibility standards. As a result, the

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

Project would not result in a perceptible increase in traffic noise levels and impacts would be less than significant.

Vibration Impacts

Project construction can generate varying degrees of groundborne vibration, depending on the construction procedure and the construction equipment used. Operation of construction equipment generates vibrations that spread through the ground and diminish in amplitude with distance from the source. The effect on buildings located near the construction site often varies depending on soil type, ground strata, and construction characteristics of the receiver building(s). The results from vibration can range from no perceptible effects at the lowest vibration levels, to low rumbling sounds and perceptible vibration at moderate levels, to slight damage at the highest levels. Ground-borne vibrations from construction activities rarely reach levels that damage structures.

The Federal Transit Administration (FTA) has published standard vibration velocities for construction equipment operations. In general, the FTA architectural damage criterion for continuous vibrations (i.e.,

0.20 inch/second) appears to be conservative. The types of construction vibration impact include human annoyance and building damage. Human annoyance occurs when construction vibration rises significantly above the threshold of human perception for extended periods. Building damage can be cosmetic or structural. Table 13: Typical Vibration Levels for Construction Equipment, lists vibration levels at 25 feet for typical construction equipment. Groundborne vibration generated by construction equipment spreads through the ground and diminishes in magnitude with increases in distance. As indicated in Table 13, based on FTA data, vibration velocities from typical heavy construction equipment operations that would be used during Project construction range from 0.003 to 0.210 in/sec PPV at 25 feet from the source of activity.

Table 13: Typical Vibration Levels for Construction Equipment Equipment Approximate Peak Particle Velocity
at 25 Feet (inches/second)
Approximate Peak Particle Velocity
at 50 Feet (inches/second)
Vibratory compactor/roller 0.210 0.074
Large bulldozer 0.089 0.031
Loaded trucks 0.076 0.027
Jackhammer 0.035 0.012
Small bulldozer 0.003 0.001

1. Federal Transit Administration, Transit Noise and Vibration Impact Assessment Manual, September 2018. Table 7-4.

2. Calculated using the following formula: PPV equip = PPVref x (25/D)1.5 where: PPV (equip) = the peak particle velocity in in/sec of the equipment adjusted for the distance PPV (ref) = the reference vibration level in in/sec from Table 7-4 of the FTA Transit Noise and Vibration Impact Assessment Manual, September 2018.

D = the distance from the equipment to the receiver

The nearest structure to any construction activity is the commercial building located approximately 50 feet to the east of proposed construction activities. Vibration velocities from construction equipment would range from 0.001 to 0.074 in/sec PPV at the nearest structure, which would not exceed the structural damage criteria (0.2 in/sec PPV) or human annoyance criteria (0.4 in/sec PPV); refer to Table

kimley-horn.com 1100 W. Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

13. It is also acknowledged that construction activities would occur throughout the Project site and would not be concentrated at the point closest to the nearest structure or sensitive receptor. Therefore, vibration impacts associated with the proposed Project would be less than significant.

Conclusion

Project implementation would result in less than significant short- and long-term noise and vibration impacts. No mitigation measures would be required. Therefore, the proposed Project would not result in significant effects related to noise and vibration.

Appendix A
Noise Data

Noise Measurement Field Data
Project: Job Number: 094671009
Site No.: Date: 11/15/2022
Analyst: Time: 1:30 PM - 1:40 PM
Location:

Noise Sources:

Comments:

Results (dBA):

Leq: Lmin: Lmax: Peak:

Measurement 1: 60.4 45.9 71.3 92.4
Sound Level Meter: LD SoundExpert LxT Temp. (degrees F): 69 Calibrator: CAL200 Wind (mph): 4 mph
Response Time: Slow Sky: Clear
Weighting: A Bar. Pressure: 30.06
Microphone Height: 5 feet Humidity: 24%
Photo:

Equipment Weather
Murrieta Clinton Keith and Mitchell
1 Sarah Miller and Kiana Graham
Adjacent to Mitchell Place Apartments, along Mitchell Road to the west of the Project site.

Cars on Mitchell Road and Clinton Keith Road

Summary
File Name on Meter ST-.014.s
File Name on PC
Serial Number 0007061
Model SoundExpert® LxT
Firmware Version 2.404
User
Location
Job Description
Note
Measurement
Description
Start 2022-11-15 13:30:02
Stop 2022-11-15 13:40:09
Duration 00:10:06.3
Run Time 00:10:03.9
Pause 00:00:02.4
Pre-Calibration 2022-11-15 08:15:25
Post-Calibration None
Calibration Deviation ---
Overall Settings
RMS Weight A Weighting
Peak Weight A Weighting
Detector Slow
Preamplifier PRMLxT1L
Microphone Correction FF:90 2116
Integration Method Linear
OBA Range Normal
OBA Bandwidth 1/1 and 1/3
OBA Frequency Weighting A Weighting
OBA Max Spectrum At LMax
Overload 122.9 dB
A C Z
Under Range Peak 79.4 76.4 81.4 dB
Under Range Limit 24.3 25.5 31.7 dB
Noise Floor 15.2 16.4 22.6 dB
First Second Third
Instrument Identification Kimley-Horn and Associates 1100 W. Town&Country Rd, #700 Orange, CA 92868 Results
LAeq 60.4 dB
LAE 88.2 dB
EA 73.574 µPa²h
LApeak (max) 2022-11-15 13:33:08 92.4 dB
LASmax 2022-11-15 13:33:08 71.3 dB
LASmin 2022-11-15 13:35:10 45.9 dB
SEA -99.9 dB
Exceedance Counts
LAS > 85.0 dB 0 0.0 s
LAS > 115.0 dB 0 0.0 s
LApeak > 135.0 dB 0 0.0 s
LApeak > 137.0 dB 0 0.0 s
LApeak > 140.0 dB 0 0.0 s
Community Noise Ldn LDay 07:00-22:00 LNight 22:00-07:00 Lden LDay 07:00-19:00 LEvening 19:00-22:00

60.4 60.4 -99.9 60.4 60.4 -99.9
LCeq 69.0 dB
LAeq 60.4 dB
LCeq - LAeq 8.6 dB
LAIeq 62.1 dB
LAeq 60.4 dB
LAIeq - LAeq 1.7 dB
dB Time Stamp dB Time Stamp dB Time Stamp Leq 60.4 69.0
LS(max) 71.3 2022/11/15 13:33:08
LS(min) 45.9 2022/11/15 13:35:10
LPeak(max) 92.4 2022/11/15 13:33:08
Overload Count 0
Overload Duration 0.0 s
OBA Overload Count 0
OBA Overload Duration 0.0 s
Duration
A C Z
LxTse_0007061-20221115 133002-ST-.014.ldbin
Statistics
LA 5.00 65.6 dB
LA 10.00 63.4 dB
LA 33.30 59.6 dB
LA 50.00 58.2 dB
LA 66.60 56.4 dB
LA 90.00 51.4 dB
Calibration History
Preamp Date dB re. 1V/Pa 6.3 8.0 10.0
PRMLxT1L 2022-11-15 08:15:25 -29.11 73.23 67.85 58.40
PRMLxT1L 2022-11-15 08:15:00 -29.17 64.95 69.71 68.18
PRMLxT1L 2022-11-10 12:29:27 -27.95 68.98 70.67 68.11
PRMLxT1L 2022-11-10 11:29:24 -27.15 57.93 50.80 51.29
PRMLxT1L 2022-11-10 07:03:07 -29.01 83.04 87.27 63.17
PRMLxT1L 2022-10-25 17:28:00 -28.81 53.32 51.46 50.32
PRMLxT1L 2022-10-25 15:33:16 -28.88 35.54 47.38 46.05
PRMLxT1L 2022-10-25 14:03:30 -28.83 65.85 66.01 64.09
PRMLxT1L 2022-10-20 09:11:57 -28.87 52.15 51.35 57.23
PRMLxT1L 2022-10-11 15:28:26 -28.90 59.14 58.36 58.00
PRMLxT1L 2022-10-04 07:54:40 -29.35 62.07 58.99 62.17
Noise Measurement Field Data
Project: Job Number: 094671009
Site No.: Date: 11/15/2022
Analyst: Time: 1:43 PM - 1:53 PM
Location:

Noise Sources:

Comments:

Results (dBA):

Leq: Lmin: Lmax: Peak:

Measurement 1: 71.2 54.2 80.7 94.1
Sound Level Meter: LD SoundExpert LxT Temp. (degrees F): 69 Calibrator: CAL200 Wind (mph): 4 mph
Response Time: Slow Sky: Clear
Weighting: A Bar. Pressure: 30.06
Microphone Height: 5 feet Humidity: 24%
Photo:

Equipment Weather
Murrieta Clinton Keith and Mitchell
2 Sarah Miller and Kiana Graham
Southwest corner of Clinton Keith Road and Mitchell Road intersection.

Cars on Klinton Keith Road

Summary
File Name on Meter ST-.015.s
File Name on PC
Serial Number 0007061
Model SoundExpert® LxT
Firmware Version 2.404
User
Location
Job Description
Note
Measurement
Description
Start 2022-11-15 13:43:02
Stop 2022-11-15 13:53:06
Duration 00:10:03.9
Run Time 00:10:03.9
Pause 00:00:00.0
Pre-Calibration 2022-11-15 08:15:25
Post-Calibration None
Calibration Deviation ---
Overall Settings
RMS Weight A Weighting
Peak Weight A Weighting
Detector Slow
Preamplifier PRMLxT1L
Microphone Correction FF:90 2116
Integration Method Linear
OBA Range Normal
OBA Bandwidth 1/1 and 1/3
OBA Frequency Weighting A Weighting
OBA Max Spectrum At LMax
Overload 122.9 dB
A C Z
Under Range Peak 79.4 76.4 81.4 dB
Under Range Limit 24.3 25.5 31.7 dB
Noise Floor 15.2 16.4 22.6 dB
First Second Third
Instrument Identification Kimley-Horn and Associates 1100 W. Town&Country Rd, #700 Orange, CA 92868 Results
LAeq 71.2 dB
LAE 99.0 dB
EA 884.550 µPa²h
LApeak (max) 2022-11-15 13:48:43 94.1 dB
LASmax 2022-11-15 13:51:04 80.7 dB
LASmin 2022-11-15 13:48:13 54.2 dB
SEA -99.9 dB
Exceedance Counts
LAS > 85.0 dB 0 0.0 s
LAS > 115.0 dB 0 0.0 s
LApeak > 135.0 dB 0 0.0 s
LApeak > 137.0 dB 0 0.0 s
LApeak > 140.0 dB 0 0.0 s
Community Noise Ldn LDay 07:00-22:00 LNight 22:00-07:00 Lden LDay 07:00-19:00 LEvening 19:00-22:00

71.2 71.2 -99.9 71.2 71.2 -99.9
LCeq 78.0 dB
LAeq 71.2 dB
LCeq - LAeq 6.8 dB
LAIeq 72.2 dB
LAeq 71.2 dB
LAIeq - LAeq 1.0 dB
dB Time Stamp dB Time Stamp dB Time Stamp Leq 71.2 78.0
LS(max) 80.7 2022/11/15 13:51:04
LS(min) 54.2 2022/11/15 13:48:13
LPeak(max) 94.1 2022/11/15 13:48:43
Overload Count 0
Overload Duration 0.0 s
OBA Overload Count 0
OBA Overload Duration 0.0 s
Duration
A C Z
LxTse_0007061-20221115 134302-ST-.015.ldbin
Statistics
LA 5.00 75.4 dB
LA 10.00 74.4 dB
LA 33.30 71.9 dB
LA 50.00 70.3 dB
LA 66.60 67.9 dB
LA 90.00 60.3 dB
Calibration History
Preamp Date dB re. 1V/Pa 6.3 8.0 10.0
PRMLxT1L 2022-11-15 08:15:25 -29.11 73.23 67.85 58.40
PRMLxT1L 2022-11-15 08:15:00 -29.17 64.95 69.71 68.18
PRMLxT1L 2022-11-10 12:29:27 -27.95 68.98 70.67 68.11
PRMLxT1L 2022-11-10 11:29:24 -27.15 57.93 50.80 51.29
PRMLxT1L 2022-11-10 07:03:07 -29.01 83.04 87.27 63.17
PRMLxT1L 2022-10-25 17:28:00 -28.81 53.32 51.46 50.32
PRMLxT1L 2022-10-25 15:33:16 -28.88 35.54 47.38 46.05
PRMLxT1L 2022-10-25 14:03:30 -28.83 65.85 66.01 64.09
PRMLxT1L 2022-10-20 09:11:57 -28.87 52.15 51.35 57.23
PRMLxT1L 2022-10-11 15:28:26 -28.90 59.14 58.36 58.00
PRMLxT1L 2022-10-04 07:54:40 -29.35 62.07 58.99 62.17
Noise Measurement Field Data
Project: Job Number: 094671009
Site No.: Date: 11/15/2022
Analyst: Time: 1:55 PM - 2:05 PM
Location:

Noise Sources:

Comments:

Results (dBA):

Leq: Lmin: Lmax: Peak:

Measurement 1: 76.9 52.2 85.6 99.0
Sound Level Meter: LD SoundExpert LxT Temp. (degrees F): 69 Calibrator: CAL200 Wind (mph): 4 mph
Response Time: Slow Sky: Clear
Weighting: A Bar. Pressure: 30.05"
Microphone Height: 5 feet Humidity: 24%
Photo:

Equipment Weather
Murrieta Clinton Keith and Mitchell
3 Sarah Miller and Kiana Graham
Adjacent to residential uses along Clinton Keith Road, to the south of the Project site.

Cars on Clinton Keith Road

Summary
File Name on Meter ST-.016.s
File Name on PC
Serial Number 0007061
Model SoundExpert® LxT
Firmware Version 2.404
User
Location
Job Description
Note
Measurement
Description
Start 2022-11-15 13:55:22
Stop 2022-11-15 14:05:24
Duration 00:10:01.4
Run Time 00:10:01.4
Pause 00:00:00.0
Pre-Calibration 2022-11-15 08:15:25
Post-Calibration None
Calibration Deviation ---
Overall Settings
RMS Weight A Weighting
Peak Weight A Weighting
Detector Slow
Preamplifier PRMLxT1L
Microphone Correction FF:90 2116
Integration Method Linear
OBA Range Normal
OBA Bandwidth 1/1 and 1/3
OBA Frequency Weighting A Weighting
OBA Max Spectrum At LMax
Overload 122.9 dB
A C Z
Under Range Peak 79.4 76.4 81.4 dB
Under Range Limit 24.3 25.5 31.7 dB
Noise Floor 15.2 16.4 22.6 dB
First Second Third
Instrument Identification Kimley-Horn and Associates 1100 W. Town&Country Rd, #700 Orange, CA 92868 Results
LAeq 76.9 dB
LAE 104.7 dB
EA 3.273 mPa²h
LApeak (max) 2022-11-15 13:58:29 99.0 dB
LASmax 2022-11-15 13:58:30 85.6 dB
LASmin 2022-11-15 14:02:48 52.2 dB
SEA -99.9 dB
Exceedance Counts
LAS > 85.0 dB 1 1.8 s
LAS > 115.0 dB 0 0.0 s
LApeak > 135.0 dB 0 0.0 s
LApeak > 137.0 dB 0 0.0 s
LApeak > 140.0 dB 0 0.0 s
Community Noise Ldn LDay 07:00-22:00 LNight 22:00-07:00 Lden LDay 07:00-19:00 LEvening 19:00-22:00

76.9 76.9 -99.9 76.9 76.9 -99.9
LCeq 80.8 dB
LAeq 76.9 dB
LCeq - LAeq 3.9 dB
LAIeq 78.1 dB
LAeq 76.9 dB
LAIeq - LAeq 1.2 dB
dB Time Stamp dB Time Stamp dB Time Stamp Leq 76.9 80.8
LS(max) 85.6 2022/11/15 13:58:30
LS(min) 52.2 2022/11/15 14:02:48
LPeak(max) 99.0 2022/11/15 13:58:29
Overload Count 0
Overload Duration 0.0 s
OBA Overload Count 0
OBA Overload Duration 0.0 s
Duration
A C Z
LxTse_0007061-20221115 135522-ST-.016.ldbin
Statistics
LA 5.00 81.3 dB
LA 10.00 80.4 dB
LA 33.30 77.6 dB
LA 50.00 76.1 dB
LA 66.60 73.4 dB
LA 90.00 64.5 dB
Calibration History
Preamp Date dB re. 1V/Pa 6.3 8.0 10.0
PRMLxT1L 2022-11-15 08:15:25 -29.11 73.23 67.85 58.40
PRMLxT1L 2022-11-15 08:15:00 -29.17 64.95 69.71 68.18
PRMLxT1L 2022-11-10 12:29:27 -27.95 68.98 70.67 68.11
PRMLxT1L 2022-11-10 11:29:24 -27.15 57.93 50.80 51.29
PRMLxT1L 2022-11-10 07:03:07 -29.01 83.04 87.27 63.17
PRMLxT1L 2022-10-25 17:28:00 -28.81 53.32 51.46 50.32
PRMLxT1L 2022-10-25 15:33:16 -28.88 35.54 47.38 46.05
PRMLxT1L 2022-10-25 14:03:30 -28.83 65.85 66.01 64.09
PRMLxT1L 2022-10-20 09:11:57 -28.87 52.15 51.35 57.23
PRMLxT1L 2022-10-11 15:28:26 -28.90 59.14 58.36 58.00
PRMLxT1L 2022-10-04 07:54:40 -29.35 62.07 58.99 62.17
Noise Measurement Field Data
Project: Job Number: 094671009
Site No.: Date: 11/15/2022
Analyst: Time: 2:12 PM - 2:24 PM
Location:

Noise Sources:

Comments:

Results (dBA):

Leq: Lmin: Lmax: Peak:

Measurement 1: 58.4 45.8 75.7 88.9
Sound Level Meter: LD SoundExpert LxT Temp. (degrees F): 69 Calibrator: CAL200 Wind (mph): 5 mph
Response Time: Slow Sky: Clear
Weighting: A Bar. Pressure: 30.06
Microphone Height: 5 feet Humidity: 24%
Photo:

Equipment Weather
Murrieta Clinton Keith and Mitchell
4 Sarah Miller and Kiana Graham
Adjacent to residential uses along Sierra Lane, to the north of the Project site.

Cars on Sierra Lane

Summary
File Name on Meter ST-.017.s
File Name on PC
Serial Number 0007061
Model SoundExpert® LxT
Firmware Version 2.404
User
Location
Job Description
Note
Measurement
Description
Start 2022-11-15 14:12:21
Stop 2022-11-15 14:24:15
Duration 00:11:54.5
Run Time 00:11:54.5
Pause 00:00:00.0
Pre-Calibration 2022-11-15 08:15:25
Post-Calibration None
Calibration Deviation ---
Overall Settings
RMS Weight A Weighting
Peak Weight A Weighting
Detector Slow
Preamplifier PRMLxT1L
Microphone Correction FF:90 2116
Integration Method Linear
OBA Range Normal
OBA Bandwidth 1/1 and 1/3
OBA Frequency Weighting A Weighting
OBA Max Spectrum At LMax
Overload 122.9 dB
A C Z
Under Range Peak 79.4 76.4 81.4 dB
Under Range Limit 24.3 25.5 31.7 dB
Noise Floor 15.2 16.4 22.6 dB
First Second Third
Instrument Identification Kimley-Horn and Associates 1100 W. Town&Country Rd, #700 Orange, CA 92868 Results
LAeq 58.4 dB
LAE 86.9 dB
EA 54.924 µPa²h
LApeak (max) 2022-11-15 14:18:30 88.9 dB
LASmax 2022-11-15 14:18:31 75.7 dB
LASmin 2022-11-15 14:23:31 45.8 dB
SEA -99.9 dB
Exceedance Counts
LAS > 85.0 dB 0 0.0 s
LAS > 115.0 dB 0 0.0 s
LApeak > 135.0 dB 0 0.0 s
LApeak > 137.0 dB 0 0.0 s
LApeak > 140.0 dB 0 0.0 s
Community Noise Ldn LDay 07:00-22:00 LNight 22:00-07:00 Lden LDay 07:00-19:00 LEvening 19:00-22:00

58.4 58.4 -99.9 58.4 58.4 -99.9
LCeq 70.1 dB
LAeq 58.4 dB
LCeq - LAeq 11.7 dB
LAIeq 60.0 dB
LAeq 58.4 dB
LAIeq - LAeq 1.6 dB
dB Time Stamp dB Time Stamp dB Time Stamp Leq 58.4 70.1
LS(max) 75.7 2022/11/15 14:18:31
LS(min) 45.8 2022/11/15 14:23:31
LPeak(max) 88.9 2022/11/15 14:18:30
Overload Count 0
Overload Duration 0.0 s
OBA Overload Count 0
OBA Overload Duration 0.0 s
Duration
A C Z
LxTse_0007061-20221115 141221-ST-.017.ldbin
Statistics
LA 5.00 64.9 dB
LA 10.00 60.9 dB
LA 33.30 53.8 dB
LA 50.00 51.6 dB
LA 66.60 49.7 dB
LA 90.00 47.8 dB
Calibration History
Preamp Date dB re. 1V/Pa 6.3 8.0 10.0
PRMLxT1L 2022-11-15 08:15:25 -29.11 73.23 67.85 58.40
PRMLxT1L 2022-11-15 08:15:00 -29.17 64.95 69.71 68.18
PRMLxT1L 2022-11-10 12:29:27 -27.95 68.98 70.67 68.11
PRMLxT1L 2022-11-10 11:29:24 -27.15 57.93 50.80 51.29
PRMLxT1L 2022-11-10 07:03:07 -29.01 83.04 87.27 63.17
PRMLxT1L 2022-10-25 17:28:00 -28.81 53.32 51.46 50.32
PRMLxT1L 2022-10-25 15:33:16 -28.88 35.54 47.38 46.05
PRMLxT1L 2022-10-25 14:03:30 -28.83 65.85 66.01 64.09
PRMLxT1L 2022-10-20 09:11:57 -28.87 52.15 51.35 57.23
PRMLxT1L 2022-10-11 15:28:26 -28.90 59.14 58.36 58.00
PRMLxT1L 2022-10-04 07:54:40 -29.35 62.07 58.99 62.17
Noise Measurement Field Data
Project: Job Number: 094671009
Site No.: Date: 11/15/2022
Analyst: Time: 2:29 PM - 2:44 PM
Location:

Noise Sources:

Comments:

Results (dBA):

Leq: Lmin: Lmax: Peak:

Measurement 1: 55.8 47.2 69.0 88.1
Sound Level Meter: LD SoundExpert LxT Temp. (degrees F): 69 Calibrator: CAL200 Wind (mph): 4 mph
Response Time: Slow Sky: Clear
Weighting: A Bar. Pressure: 30.06
Microphone Height: 5 feet Humidity: 24%
Photo:

Equipment Weather
Murrieta Clinton Keith and Mitchell
5 Sarah Miller and Kiana Graham
In commercial parking lot directly east of the Project site.

Cars in shopping center

Summary
File Name on Meter ST-.018.s
File Name on PC
Serial Number 0007061
Model SoundExpert® LxT
Firmware Version 2.404
User
Location
Job Description
Note
Measurement
Description
Start 2022-11-15 14:29:30
Stop 2022-11-15 14:44:04
Duration 00:14:34.4
Run Time 00:14:34.4
Pause 00:00:00.0
Pre-Calibration 2022-11-15 08:15:25
Post-Calibration None
Calibration Deviation ---
Overall Settings
RMS Weight A Weighting
Peak Weight A Weighting
Detector Slow
Preamplifier PRMLxT1L
Microphone Correction FF:90 2116
Integration Method Linear
OBA Range Normal
OBA Bandwidth 1/1 and 1/3
OBA Frequency Weighting A Weighting
OBA Max Spectrum At LMax
Overload 122.9 dB
A C Z
Under Range Peak 79.4 76.4 81.4 dB
Under Range Limit 24.3 25.5 31.7 dB
Noise Floor 15.2 16.4 22.6 dB
First Second Third
Instrument Identification Kimley-Horn and Associates 1100 W. Town&Country Rd, #700 Orange, CA 92868 Results
LAeq 55.8 dB
LAE 85.2 dB
EA 36.938 µPa²h
LApeak (max) 2022-11-15 14:34:24 88.1 dB
LASmax 2022-11-15 14:29:30 69.0 dB
LASmin 2022-11-15 14:36:10 47.2 dB
SEA -99.9 dB
Exceedance Counts
LAS > 85.0 dB 0 0.0 s
LAS > 115.0 dB 0 0.0 s
LApeak > 135.0 dB 0 0.0 s
LApeak > 137.0 dB 0 0.0 s
LApeak > 140.0 dB 0 0.0 s
Community Noise Ldn LDay 07:00-22:00 LNight 22:00-07:00 Lden LDay 07:00-19:00 LEvening 19:00-22:00

55.8 55.8 -99.9 55.8 55.8 -99.9
LCeq 69.3 dB
LAeq 55.8 dB
LCeq - LAeq 13.5 dB
LAIeq 57.3 dB
LAeq 55.8 dB
LAIeq - LAeq 1.5 dB
dB Time Stamp dB Time Stamp dB Time Stamp Leq 55.8 69.3
LS(max) 69.0 2022/11/15 14:29:30
LS(min) 47.2 2022/11/15 14:36:10
LPeak(max) 88.1 2022/11/15 14:34:24
Overload Count 0
Overload Duration 0.0 s
OBA Overload Count 0
OBA Overload Duration 0.0 s
Duration
A C Z
LxTse_0007061-20221115 142930-ST-.018.ldbin
Statistics
LA 5.00 59.5 dB
LA 10.00 58.3 dB
LA 33.30 56.3 dB
LA 50.00 55.0 dB
LA 66.60 53.6 dB
LA 90.00 50.2 dB
Calibration History
Preamp Date dB re. 1V/Pa 6.3 8.0 10.0
PRMLxT1L 2022-11-15 08:15:25 -29.11 73.23 67.85 58.40
PRMLxT1L 2022-11-15 08:15:00 -29.17 64.95 69.71 68.18
PRMLxT1L 2022-11-10 12:29:27 -27.95 68.98 70.67 68.11
PRMLxT1L 2022-11-10 11:29:24 -27.15 57.93 50.80 51.29
PRMLxT1L 2022-11-10 07:03:07 -29.01 83.04 87.27 63.17
PRMLxT1L 2022-10-25 17:28:00 -28.81 53.32 51.46 50.32
PRMLxT1L 2022-10-25 15:33:16 -28.88 35.54 47.38 46.05
PRMLxT1L 2022-10-25 14:03:30 -28.83 65.85 66.01 64.09
PRMLxT1L 2022-10-20 09:11:57 -28.87 52.15 51.35 57.23
PRMLxT1L 2022-10-11 15:28:26 -28.90 59.14 58.36 58.00
PRMLxT1L 2022-10-04 07:54:40 -29.35 62.07 58.99 62.17
Project: Murrieta Shopping Center
Construction Noise Impact on Sensitive Receptors
Parameters
Construction Hours: Daytime hours (7 am to 7 pm) 8
Evening hours (7 pm to 10 pm) 0
Nighttime hours (10 pm to 7 am) 0
Leq to L10 factor 3
Receptor (Land Use)
Distance
(feet) Shielding Direction
1 Multi-family Residential 508 0 N
2 Single-Family Residential 265 0 S
3 Multi-family Residential 290 0 W
4 Commercial 195 0 E
5 - - 0 -
6 - - 0 -
7 - - 0 -
RECEPTOR 1 RECEPTOR 2 RECEPTOR 3 RECEPTOR 4 Construction Phase Equipment Type
No. of
Equip.

Acoustical
Usage
Factor
Reference
Noise Level at
50ft per Unit,
Lmax
Noise Level
at Receptor
1, Lmax
Noise Level
at Receptor
1, Leq
Noise Level
at Receptor
2, Lmax
Noise Level
at Receptor
2, Leq
Noise Level
at Receptor
3, Lmax
Noise Level
at Receptor
3, Leq
Noise Level
at Receptor
4, Lmax
Noise Level
at Receptor
4, Leq
Grading/Infrastructure Improvements
Grader 1 40% 85 64.9 60.9 70.5 66.5 69.7 65.8 73.2 69.2 Dozer 1 40% 82 61.6 57.6 67.2 63.2 66.4 62.5 69.9 65.9 Tractor 2 40% 84 66.9 62.9 72.5 68.5 71.7 67.8 75.2 71.2 #N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Combined LEQ 65.7 71.4 70.6 74.1
Building Construction
Crane 1 16% 81 60.5 52.5 66.1 58.2 65.3 57.4 68.8 60.8 Forklifts 2 40% 74 57.2 53.2 62.8 58.8 62.0 58.1 65.5 61.5 Generator 1 50% 81 60.5 57.5 66.1 63.1 65.3 62.3 68.8 65.8 Tractor 1 40% 84 63.9 59.9 69.5 65.5 68.7 64.8 72.2 68.2 Welder/Torch 3 40% 74 58.6 54.7 64.3 60.3 63.5 59.5 66.9 63.0 #N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Combined LEQ 63.4 69.1 68.3 71.8
Paving
Cement Mixer 1 50% 83 62.9 59.9 68.5 65.5 67.7 64.7 71.2 68.2 Paver 1 50% 77 57.1 54.1 62.7 59.7 61.9 58.9 65.4 62.4 Paving Equipment 1 50% 77 57.1 54.1 62.7 59.7 61.9 58.9 65.4 62.4 Rollers 2 20% 80 62.9 55.9 68.5 61.5 67.7 60.8 71.2 64.2 Tractor 1 40% 84 63.9 59.9 69.5 65.5 68.7 64.8 72.2 68.2 #N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Combined LEQ 64.5 70.2 69.4 72.8
Architectural Coating
Compressor (air) 1 40% 78 57.6 53.6 63.2 59.2 62.4 58.5 65.9 61.9 #N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
#N/A #N/A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Combined LEQ 53.6 59.2 58.5 61.9
Building Construction/ Paving/ Architectural Coating
Crane 1 16% 81 60.5 52.5 66.1 58.2 65.3 57.4 68.8 60.8 Forklifts 2 40% 74 57.2 53.2 62.8 58.8 62.0 58.1 65.5 61.5 Generator 1 50% 81 60.5 57.5 66.1 63.1 65.3 62.3 68.8 65.8 Tractor 2 40% 84 66.9 62.9 72.5 68.5 71.7 67.8 75.2 71.2 Welder/Torch 3 40% 74 58.6 54.7 64.3 60.3 63.5 59.5 66.9 63.0 Cement Mixer 1 50% 83 62.9 59.9 68.5 65.5 67.7 64.7 71.2 68.2 Paver 1 50% 77 57.1 54.1 62.7 59.7 61.9 58.9 65.4 62.4 Paving Equipment 1 50% 77 57.1 54.1 62.7 59.7 61.9 58.9 65.4 62.4 Rollers 2 20% 80 62.9 55.9 68.5 61.5 67.7 60.8 71.2 64.2 Compressor (air) 1 40% 78 57.6 53.6 63.2 59.2 62.4 58.5 65.9 61.9 USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
USER DEFINED 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Combined LEQ 67.2 72.9 72.1 75.5
Source for Ref. Noise Levels: RCNM, 2005
Receptor Phase Direction
Distance to
Center of
Site
Ambient
(dBA Leq)
Project
Construction
Noise Level dBA
Leq Threshold
Exceeds
Threshold?
1 Multi-family Residential Grading/Infrastructure Improvements N 508 58.4 65.7 80.0 No Building Construction 63.4 No
Paving 64.5 No
Architectural Coating 53.6 No
Building Construction/ Paving/ Architectural Coating 67.2 No 2 Single-Family Residential Grading/Infrastructure Improvements S 265 76.9 71.4 75.0 No Building Construction 69.1 No
Paving 70.2 No
Architectural Coating 59.2 No
Building Construction/ Paving/ Architectural Coating 72.9 No 3 Multi-family Residential Grading/Infrastructure Improvements W 290 60.4 70.6 80.0 No Building Construction 68.3 No
Paving 69.4 No
Architectural Coating 58.5 No
Building Construction/ Paving/ Architectural Coating 72.1 No 4 Commercial Grading/Infrastructure Improvements E 195 55.8 74.1 85.0 No Building Construction 71.8 No
Paving 72.8 No
Architectural Coating 61.9 No
Building Construction/ Paving/ Architectural Coating 75.5 No Car Wash Dryer
Reference
Dist.

Dist. to
Property
Line
Duration anti-logTotal Noise
Energy
Noise Level
No
Ambient
(feet) (feet) (minutes)
86 10 238 15 43.5 30 22225.22 666756.627 40.5
86 10 369 15 39.7 30 9245.859 277375.771 36.6
The maximum throughput of the automated car wash system is roughly one car every six minutes.

This equates to a worst-case scenario of 10 cars per hour, with a maximum drying cycle time of one minute per car, or 10 minutes during each hour of continuous operation.

Building row attenuation assumes partial obstruction as the dryers would be inside the car wash building.

Barrier/Intervening Structure
Distance Calculation
h = 5 barrier height above point D
d3 = 3.28 segement of d between the source and the barrier d = 238 distance between the source and receiver
d1 = 5.97983
d2 = 234.773
Fresnel Number Calculation
N = 8.31244 Fresnel Number
w = 0.6624 wavelength
d1 = 5.97983 distance between source and top of the barrier d2 = 234.773 distance between receiver and top of the barrier d = 238 distance between the source and receiver
d3 = 3.28 segement of d between the source and the barrier Noise Level Building
Row
Distance
AttenuationReceptor
West
South
𝑁=2𝑤(𝑑1+𝑑2−𝑑)d1= ℎ2+𝑑32d2= ℎ2+(𝑑−𝑑3)2
Car Wash Vacuum
RECEPTOR Noise Source Reference
Level (dBA)
Reference
Distance
(feet)
Distance to
Receptor
(feet)
Level at
Receptor
(dBA)4
Ambient
Level (dBA)5
Combined
Noise at
Receptor
(dBA)
Incremental
Increase
(dBA)
Significant?
West Car Wash Vacuum7 72 10 178 47.0 60.7 60.9 0.2 No
South Car Wash Vacuum7 72 10 148 48.6 60.7 61.0 0.3 No
Vendor Truck Noise Levels - Residences to South
Reference Dist. Dist. to Property Line Duration anti-log Total Noise Energy Noise Level No Ambient
(feet) (feet) (minutes)
Truck passby (arrival, departure) 68 30 150 8 46.0 0.06 40000 2400 16.0 Idle (arrival+departure) 69.6 25 320 8 39.5 10 8822.2642 88222.64226 31.7 Truck engine ignition+airbrakes 71 25 320 8 40.9 0.02 12178.115 243.5622943 6.1 Truck backup alarm 79 30 320 8 50.4 0.08 110647.74 8851.819302 21.7 Loading 60 25 320 8 29.9 15 967.34204 14510.13055 23.8
Total 25.16
* Residents Include a block wall barrier. Attenuation per RCNM Appendix A 32.8

34.84 1 34.84
total 114262.9944
No. samples 60
1904.38324
Leq(1hour) 32.8
Noise Level Barrier/Building
Row*
Distance
Attenuation
Vendor Truck Noise Levels - Residences to West
Reference Dist. Dist. to Property Line Duration anti-log Total Noise Energy Noise Level No Ambient
(feet) (feet) (minutes)
Truck passby (arrival, departure) 68 30 280 0 48.6 0.06 72431.328 4345.879669 18.6 Idle (arrival+departure) 69.6 25 280 0 48.6 10 72704.946 727049.4574 40.8 Truck engine ignition+airbrakes 71 25 280 0 50.0 0.02 100360.76 2007.215261 15.2 Truck backup alarm 79 30 280 0 59.6 0.08 911856.39 72948.51135 30.8 Loading 60 25 280 0 39.0 15 7971.9388 119579.0816 33.0
Total 25.16

41.9 34.84 1 34.84
total 925964.9853
No. samples 60
15432.74976
Leq(1hour) 41.9
Noise Level Barrier/Building
Row*
Distance
Attenuation
Fueling Truck Noise Levels - Residences to South
Reference Dist. Dist. to Property Line Duration anti-log Total Noise Energy Noise Level No Ambient
(feet) (feet) (minutes)
Truck passby (arrival, departure) 68 30 178 8 44.5 0.06 28405.504 1704.330261 14.5 Idle (arrival+departure) 69.6 25 178 8 44.6 10 28512.81 285128.0952 36.8 Truck engine ignition+airbrakes 71 25 178 8 46.0 0.02 39358.634 787.1726719 11.2 Truck backup alarm 79 30 178 8 55.5 0.08 357604.11 28608.32901 26.8 Total 10.16
* Residents Include a block wall barrier. Attenuation per RCNM Appendix A 37.2

49.84 1 49.84
total 316277.7671
No. samples 60
5271.296119
Leq(1hour) 37.2
Noise Level Barrier/Building
Row*
Distance
Attenuation
Fueling Truck Noise Levels - Residences to West
Reference Dist. Dist. to Property Line Duration anti-log Total Noise Energy Noise Level No Ambient
(feet) (feet) (minutes)
Truck passby (arrival, departure) 68 30 220 0 50.7 0.06 117326.78 7039.606736 20.7 Idle (arrival+departure) 69.6 25 220 0 50.7 10 117769.99 1177699.948 42.9 Truck engine ignition+airbrakes 71 25 220 0 52.1 0.02 162567.85 3251.356952 17.3 Truck backup alarm 79 30 220 0 61.7 0.08 1477056.6 118164.5308 32.9 Total 10.16

43.4 49.84 1 49.84
total 1306205.282
No. samples 60
21770.08803
Leq(1hour) 43.4
Noise Level Barrier/Building
Row*
Distance
Attenuation
Combined Noise Levels
dBA Dist (ft) dBA Dist (ft)
HVAC 34.9 143 31.5 210
Drive Thru 33.9 320 37.5 210
Truck Delivery 43.4 250 37.2 320
Total 44.4 40.9
Note: HVAC includes parapet attenuation and south receptors include wall attenuation.

West South
𝐿= 10 𝐿𝑜𝑔10(෍10௅௜ଵ଴௡௜ୀଵ )
FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels Project Name: Clinton Keith Road and Mitchell Road Shopping Center Project Number:

Scenario: Opening Year
Ldn/CNEL: CNEL
Assumed 24-Hour Traffic Distribution: Day Evening Night Total ADT Volumes 77.70% 12.70% 9.60%
Medium-Duty Trucks 87.43% 5.05% 7.52%
Heavy-Duty Trucks 89.10% 2.84% 8.06%
Vehicle Mix Distance from Centerline of Roadway
Median ADT Speed Alpha Medium Heavy CNEL at Distance to Contour # Roadway Segment Lanes Width Volume (mph) Factor Trucks Trucks 100 Feet 70 CNEL 65 CNEL 60 CNEL 55 CNEL 1 Sierra Lane Mitchell Rd to McElwain Rd 2 0 850 30 0 2.0% 1.0% 49.1 - - - - 2 Mitchell Rd North of Sierra Ln 2 0 420 40 0 2.0% 1.0% 48.2 - - - - 3 Mitchell Rd Sierra Ln to Project Dwy 4 0 1,870 40 0 2.0% 1.0% 54.7 - - - 94 4 Mitchell Rd Project Dwy to Clinton Keith Rd 4 0 2,170 40 0 2.0% 1.0% 55.4 - - - 109 5 Mitchell Rd South of Clinton Keith Rd 2 0 2,180 25 0 2.0% 1.0% 51.7 - - - 47 6 Clinton Keith Rd Greer Rd to Mitchell Rd 5 12 31,780 50 0 2.0% 1.0% 69.4 87 276 872 2,758 7 Clinton Keith Rd Mitchell Rd to McElwain Rd 5 15 33,260 50 0 2.0% 1.0% 69.6 92 290 916 2,898 1 Distance is from the centerline of the roadway segment to the receptor location. "-" = contour is located within the roadway right-of-way.

FHWA Highway Noise Prediction Model (FHWA-RD-77-108) with California Vehicle Noise (CALVENO) Emission Levels Project Name: Clinton Keith Road and Mitchell Road Shopping Center Project Number:

Scenario: Opening Year Plus Project
Ldn/CNEL: CNEL
Assumed 24-Hour Traffic Distribution: Day Evening Night Total ADT Volumes 77.70% 12.70% 9.60%
Medium-Duty Trucks 87.43% 5.05% 7.52%
Heavy-Duty Trucks 89.10% 2.84% 8.06%
Vehicle Mix Distance from Centerline of Roadway
Median ADT Speed Alpha Medium Heavy CNEL at Distance to Contour # Roadway Segment Lanes Width Volume (mph) Factor Trucks Trucks 100 Feet 70 CNEL 65 CNEL 60 CNEL 55 CNEL 1 Sierra Lane Mitchell Rd to McElwain Rd 2 0 1,030 30 0 2.0% 1.0% 49.9 - - - - 2 Mitchell Rd North of Sierra Ln 2 0 420 40 0 2.0% 1.0% 48.2 - - - - 3 Mitchell Rd Sierra Ln to Project Dwy 4 0 2,050 40 0 2.0% 1.0% 55.1 - - - 103 4 Mitchell Rd Project Dwy to Clinton Keith Rd 4 0 5,060 40 0 2.0% 1.0% 59.0 - - 80 253 5 Mitchell Rd South of Clinton Keith Rd 2 0 2,360 25 0 2.0% 1.0% 52.1 - - - 51 6 Clinton Keith Rd Greer Rd to Mitchell Rd 5 12 33,350 50 0 2.0% 1.0% 69.6 92 289 915 2,894 7 Clinton Keith Rd Mitchell Rd to McElwain Rd 5 15 34,370 50 0 2.0% 1.0% 69.7 95 299 947 2,995 1 Distance is from the centerline of the roadway segment to the receptor location. "-" = contour is located within the roadway right-of-way.

9.5'TYP.

FUTUREACCESSIBLEEVCSPROPOSEDPROPERTYLINES9.5'TYP.6.0'5.0'6.0'8.6' SD
SDSD
3 PARCEL 2
BLDG 2±886 SFCOURT-YARD±336 SF
ADJACENT RETAILREGIONAL COMMERCIAL (RC)ADJACENT RESIDENTIALSINGLE-FAMILY 1

TRASHENCLOSUREB

ADA PATHWAY
CL
CL
11 DEL TACO
120' QUEUING DISTANCE
120'QUEUINGDISTANCE
TEMP. FENCE
LOADING ZONE25'X15'

EVCEVCEVCEVC
CAR WASH1,458 S.F.(H:19'-5")
8K SUP
12K DIESEL
20K REGULAR
RECIPROCAL ACCESS: UNDERDISCUSSION WITH ADJACENTPROPERTY OWNER-ADJACENTPROPERTY OWNER ISREVIEWING DRAFT AGREEMENT

24.0'
W
EVEV
11 2
5 20.0'20.0'

20.0'20.0'17.4'12.0'5.0'16.1'35.0'

39.9'

46.1'
± 130.49'
± 38.39'± 29.69'
± 23.68'± 201.94'± 109.441'± 125.93'
± 304.6'
± 32.52'
CLINTON KEITH BLVD.

MITCHELL ROAD

PROPOSEDCURB CUT PERDEVELOPER

EXISTINGR-O-W

12.0'6.0'40.0'

7.0'
EX. LIGHT POLE TOBE RELOCATEDEX. AIR RELEASEVALVE TO BERELOCATEDPROPOSED CARWASH KEYPAD &BOLLARDPROPOSEDCLEARANCE BARPROPOSED BIKERACKPROPOSED SIGNPER DEVELOPERPROPOSEDADA PATH EX. 10 FT.SEWERPIPELINESESMT.20.0'10.0'
PROPOSEDSIGN PERDEVELOPEREX. CURB &SIDEWALK

12.0'35.2'15.0'44.0'45.0'4.9'

PROPOSEDAIR & WATER

PROPOSEDSIGN PERDEVELOPER

18.0'13.0'

37.0'

43.0'

38.7'

43.7'

12.0'5.0'

6.0'

8.1'

7.3'7.0'
EVEV

15.5'

12.0'9.5'

14.0'13.5'

32.0'31.1'

12.0'0.6' 0.6'12.0'

12.0'13.8'8.7'6.2'

30.0'

34.9'
CANOPY ℄BUILDING ℄9.8'

30.5'
EX. CURB &SIDEWALKPROPOSED SIGNPER DEVELOPER

23.1'60.5'

PROPOSED R-INONLY CURB CUT

EXISTINGR-O-W

20.0'20.0'65.6'

35.0'

9.4'12.2'15.0'

10.0'42.4'10.5'
R100.0'R15.0'
R15.0'R10.0'
R15.0'
R15.0'R15.0'

15.4'

6.0'

5.4'

PROPOSEDRAISED PLANTERPER DEVELOPER

PROPOSEDDRYER TIMERPROPOSEDTRASHENCLOSURE

PROPOSEDTRANSFORMER
PROPOSED TEMP.FENCE PERDEVELOPER

17.6'

6.0'10.9'

FUEL VENTSTHROUGHCANOPY COLUMN
20'FIRE ACCESSPER DEV.
30'FIRE ACCESSER DEV.

6.4'
24'FIRE ACCESSPER DEV.

11.8'CLEAN AIRVEHICLECLEAN AIRVEHICLE

CLEAN AIRVEHICLE

42.0'
PROPOSED 1VACUUM SPACE

4.9'
PROPOSED 15'x25'LOADING SPACE15.0'25.0'

14.1'

1.8'

5.0'5.0'6.0'5.8'

22.0'

68.0'
V12 PROPOSED ABBCHARGING STATION;TYP.

23.6'

9.5'8.0'18.0'

5.0'

16.3'

20.0'11.0'

21.2'31.0'

46.4'
R20.0'

CIRCLE K STORESITE PLANNEC CLINTON KEITH ROAD & MITCHELL ROAD, MURRIETA, CA PROJECT NAME:CIRCLE K CONVENIENCE STORE

ZONING INFORMATION

VICINTIY MAP

PROJECT INFORMATION
N
PROJECT ADDRESS:NEC CLINTON KEITH ROAD & MITCHELL ROAD, MURRIETA, CAPROJECT DESCRIPTION:PROPOSAL FOR A NEW CONVENIENCE STORE WITH ASSOCIATEDFUEL SALES CONSISTING OF A 5,200 S.F. CONVENIENCE STORE, A 1,458 S.F. CAR WASH, AND A FUEL CANOPY WITH 6 PUMPS.JURISDICTION:CITY OF MURRIETA, CAEXISTING ZONING:NC (NEIGHBORHOOD COMMERCIAL) BLDG HEIGHT PROVIDED: 21'-6"SETBACKS:STREET:15'SIDE:0' ADJ. TO RESIDENTIAL:20'ADJ. TO RESIDENTIAL:25' SITE DATABUILDING AREA PARKING REQUIREMENTSCIRCLE K PARKING REQUIRED19 SP CIRCLE K PARKING PROVIDED PARCEL:APN: 392-230-035
SITE
±1.286 AC (± 56,015 SF)CIRCLE K NET SITE AREA:

ARCHITECT :GREENBERG FARROW30 EXECUTIVE PARK, SUITE 100IRVINE, CA 92614PHONE: (949) 296-0450FAX: (949) 296-0479CONTACT: DOUG COUPER OWNER:CIRCLE K STORES INC.255 E. RINCON STREET, SUITE 100CORONA, CA 92879LAND DEVELOPMENT CONSULTANTS, LLC3281 E. GUASTI ROAD, SUITE 700ONTARIO, CA 91761PHONE: (602) 850-8101FAX: (602) 997-9807CONTACT: WILLIAM SCARBROUGH OWNER REPRESENTATIVE:

1. THIS IS A CONCEPTUAL SITE PLAN AND IS FOR PLANNING PURPOSESONLY.2. THIS SITE PLAN IS BASED ON A PDF OF SITE PLAN PREPARED BY BICKELGROUP ARCHITECTURE DATED 03/13/23 AND AN AERIAL.GENERAL NOTES 3 SP2 SP1 SP1 SP1 SP

SITE PLAN

COPYRIGHT NOTICE

NOT ISSUED FOR CONSTRUCTION
CIRCLE KSTORES INC.MURRIETA,CALIFORNIANEC CLINTON KEITH ROAD& MITCHELL ROAD

ISSUE/REVISION RECORD

PROFESSIONAL SEAL

PROFESSIONAL IN CHARGEPROJECT MANAGERQUALITY CONTROLDRAWN BYPROJECT NAME

PROJECT NUMBERSHEET TITLE

SHEET NUMBER
30 Executive ParkSuite 100Irvine, CA 92614t: 949 296 0450 CSP 11.0W

3. ADDITIONAL ACCESSIBILITY REQUIREMENTS TO BE VERIFIED WITHJURISDICTION.

STANDARD PARKING SPACESACCESSIBLE PARKING SPACESTOTAL PARKING PROVIDED18 SP1+1 SP20 SP SCALE 1"=50'100'50'0
MAX. BLDG HEIGHT ALLOWED: 35'
CONVENIENCE STORE BLDG AREACAR WASH BLDG AREAFUEL CANOPY AREACIRCLE K SITE COVERAGE(BASED ON 10,700 S.F. BLDG, CAR WASH, AND FUEL CANOPY AREASAND ±1.286 A.C. OF NET SITE AREA) 5,200 SF1,458 SF4,042 SF±19.1% (8,320 SF/AC)
CONVENIENCE STORE @ 5SP/1000 SF
PROPOSED ZONING:NC (NEIGHBORHOOD COMMERCIAL)
CLEAN AIR PARKING PROVIDED (INCLUDING 2 EVCS SPACES)BICYCLE PARKING PROVIDEDVACUUM PARKING PROVIDEDLOADING SPACE REQUIRED PROVIDED

Appendix E
FOCUSED TRAFFIC ANALYSIS

kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

MEMORANDUM

To: Bob Moehling
Public Works Director/City Engineer
City of Murrieta
From: Pranesh Tarikere, PE
Kimley-Horn and Associates, Inc.

Date: October 11, 2022
Subject:

Focused Traffic Analysis for the Proposed Clinton Keith Road Project in the City of Murrieta
This Focused Traffic Analysis memorandum has been prepared for the proposed Clinton Keith Road project in the City of Murrieta. The Focused Traffic Analysis includes an evaluation of the trip generation, trip distribution, internal circulation, and queuing capacity of the proposed project.

PROJECT DESCRIPTION
The project site is located on the northeast corner of Mitchell Road at Clinton Keith Road in the City of Murrieta. For the purposes of this report, Mitchell Road is considered to run in the north- south direction, and Clinton Keith Road is considered to run in the east-west direction. A location map is shown on Figure 1.

The project site is currently vacant. The applicant proposes to develop the project site in two phases. The first phase would include the development of a 1,222 square-foot (SF) coffee/donut shot with drive-through, a convenience store/gasoline station with 12 fueling pumps, and a 1,473 SF automated car wash on the southern portion of the project site. The second phase of the project has assumed 33,279 SF of retail located on the northern portion of the project site. A copy of the project site plan is provided on Figure 2.

Vehicular access provisions for the project site would be primarily provided via one existing driveway on Clinton Keith Road, one proposed driveway on Clinton Keith Road, one proposed driveway on Mitchell Road, and one proposed on Sierra Lane. The existing driveway on Clinton Keith Road would continue to be a right-in-right-out (RIRO) only driveway. The proposed driveway on Clinton Keith Road would be an “Entrance Only” driveway. The proposed driveways on Mitchell Road and Sierra Lane would be full access driveways. All proposed driveways would be unsignalized.

Mr. Moehling, October 11, 2022, Page 2
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 LEVEL OF SERVICE (LOS) ANALYSIS

This focused traffic analysis has been prepared in accordance with the City of Murrieta Traffic Impact Analysis Preparation Guidelines (March 2021).

Analysis Scenarios

This traffic analysis will provide an evaluation of morning and evening peak hour operations for the following scenario:
· Opening Year 2024 Plus Project
The following study intersections are included in the analysis:

1. Mitchell Road at Sierra Lane

2. Mitchell Road at Project Driveway

3. Mitchell Road at Clinton Keith Road

Intersection Analysis – HCM Methodology

Peak hour intersection operations were evaluated using the methods prescribed in the Highway Capacity Manual, 6th Edition (HCM). The intersection analysis was conducted using the Synchro software program.

For signalized intersections, the HCM methodology estimates the average delay (in average seconds per vehicle) for each of the movements through the intersection, taking into account a number of factors, including number of lanes, volume of traffic, cycle length, and signal timing and phasing.

For unsignalized intersections, the HCM methodology analysis determines the average total delay for each vehicle making any movement from the stop-controlled minor street, as well as left turns from the major street. Delay values are calculated based on the relationship between traffic on t h e m a j o r s t r e e t a n d t h e a v a i l a b i l i t y o f a c c e p t a b l e g a p s i n t h e t r a f f i c s t r e a m t h r o u g h w h i c h conflicting traffic movements can be made.

The HCM delay forecast translates to a Level of Service designation, ranging from LOS A to LOS F.

A summary description of each Level of Service and the corresponding delay is provided in the following chart.

Mr. Moehling, October 11, 2022, Page 3
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 LEVEL OF SERVICE DESCRIPTIONS
Level of
Service
Signalized:

HCM
Unsignalized:

HCM
Description
Delay
(sec) Delay (sec)
A < 10 ≤10 EXCELLENT – No vehicle waits longer than one red light, and no approach phase is fully used.

B > 10 – 20 > 10 and ≤ 15
VERY GOOD – An occasional approach phase is fully utilized; d r i v e r s b e g i n t o f e e l s o m e w h a t r e s t r i c t e d w i t h i n g r o u p s o f vehicles.

C > 20 – 35 > 15 and ≤ 25
GOOD – Occasionally, drivers may have to wait through more than one red light; back-ups may develop behind turning vehicles.

D > 35 – 55 > 25 and ≤ 35
FAIR – Delays may be substantial during portions of the rush h o u r s , b u t e n o u g h l o w e r v o l u m e p e r i o d s o c c u r t o p e r m i t clearing of developing lines, preventing excessive back-ups.

E > 55 – 80 > 35 and ≤ 50
POOR – Represents the most vehicles that the intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles.

F > 80 > 50
FAILURE – Back-ups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with
continuously increasing queue lengths.

LOS = Level of Service; ICU = Intersection Capacity Utilization; HCM = Highway Capacity Manual; V/C = volume-to-capacity Source: Highway Capacity Manual, 6 th Edition

LOS Standards and Measure of Significance
The City of Murrieta Level of Service standard for intersection operation is Level of Service D or better. The City considers the following criteria for application in a traffic study to identify infrastructure improvements required to provide acceptable operations.

Mr. Moehling, October 11, 2022, Page 4
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 Signalized Intersections
· 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.

Unsignalized Intersections
Consistent with the acceptable LOS for the City’s General Plan, the City considers the following unsignalized intersection criteria when identifying operational deficiencies:

An operational improvement would be required if the study determines that either section a) or sections b) and c) occur:
a) The addition of the 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

Mr. Moehling, October 11, 2022, Page 5
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

EXISTING TRAFFIC CONDITIONS

Existing Traffic Volumes

Existing lane configurations and traffic control at the study intersections are shown onFigure 3.

Existing morning peak period (7:00 to 9:00 AM) and evening peak period (4:00 to 6:00 PM) turning movement counts were collected for all existing study intersections and are shown on Figure 4. The counts were completed in May 2022. Peak hour intersection traffic count worksheets are provided in Appendix A.

TRIP GENERATION AND DISTRIBUTION
Project trip generation estimates are based on the Institute of Transportation Engineers (ITE) Trip Generation Manual (11th Edition) trip rates. Internal capture and pass-by reduction factors (based on the City of Murrieta Traffic Impact Analysis Preparation Guidelines) were applied.

Trip generation rates and the resulting trip generation estimates during the AM and PM peak hours for the proposed project are summarized in Table 1. After applying internal capture and pass-by trip reductions, the project is estimated to generate approximately 4,974 new daily weekday trips, 295 new AM peak hour weekday trips (156 inbound and 139 outbound), and 344 new PM peak hour weekday trips (172 inbound and 172 outbound).

Based on the previously approved M i t c h e l l C r o s s i n g T r a f f i c I m p a c t A n a l y s i s (February 2015) completed by Kunzman Associates, Inc, the proposed project would generate approximately 2,758 more daily weekday trips, 228 more AM peak hour weekday trips (116 inbound and 112 outbound), and 208 more PM peak hour weekday trips (112 inbound and 96 outbound).

I t s h o u l d b e n o t e d t h a t t h e C i t y G u i d e l i n e s l i m i t t h e p a s s - b y r e d u c t i o n f a c t o r s t o 2 5 % f o r appropriate land uses. Table 2 shows the estimated trip generation during the AM and PM peak hours for the proposed project with the use of the ITE Trip Generation Manual (11th Edition) pass-by rates. Table 2 shows that the proposed project would generate 2,469 more daily weekday trips, 98 more AM peak hour weekday trips (50 inbound and 48 outbound), and 56 more PM peak hour weekday trips (36 inbound and 20 outbound) compared to the previously accepted traffic impact analysis. As a result, the project would generate 100 or less trips in peak hours and a traffic impact analysis would not be required.

Project trip distribution assumptions were developed based on existing travel patterns, previously accepted traffic studies, and the likely origins and destinations of site employees and patrons. Trip distribution assumptions and the resulting AM and PM peak hour trip assignments are shown onFigure 5. Similar trip distribution assumptions were used for Phase 2 of the project.

Mr. Moehling, October 11, 2022, Page 6
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

OPENING YEAR 2024 PLUS PROJECT CONDITIONS
The Project Opening Year (the year the project would be constructed and occupied) is anticipated to be Year 2024. Based on consultation with City staff, an ambient growth of 2.0% per year to Opening Year 2024 was applied to existing traffic volumes.

Peak Hour Intersection Operations
Project-related and cumulative project trips were added to the Opening Year 2024 traffic volumes to develop forecasts for the Opening Year 2024 Plus Project conditions. The resulting peak hour traffic volumes are shown on Figure 6. The results of the intersection analysis for Opening Year 2024 Plus Project conditions are shown on T a b l e 3 a n d i n d i c a t e t h e s t u d y intersections would operate at an acceptable Level of Service during both peak hours.

Intersection analysis worksheets are provided in Appendix B.

INTERAL CIRCULATION ANALYSIS
Vehicular access provisions for the project site would be primarily provided via one existing driveway on Clinton Keith Road, one proposed driveway on Clinton Keith Road, one proposed driveway on Mitchell Road, and one proposed on Sierra Lane. The existing driveway on Clinton Keith Road would continue to be a right-in-right-out (RIRO) only driveway. The proposed driveway on Clinton Keith Road would be an “Entrance Only” driveway. The proposed driveways on Mitchell Road and Sierra Lane would be full access driveways. All proposed driveways would be unsignalized.

Internal vehicular circulation through the project site will be primarily provided by an internal drive aisle connecting the proposed project to the existing retail center to the east. Vehicles exiting onto Clinton Keith Road from the project site would need to use the existing driveway located next to the Del Taco.

Mr. Moehling, October 11, 2022, Page 7
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

STORAGE CAPACITY AT LEFT-TURN POCKETS
Queue lengths at left-turn pockets were assessed at the following locations:
· Mitchell Road at Sierra Lane
o Westbound Left-Turn
· Mitchell Road at Clinton Keith Road
o Westbound Left-Turn
o Northbound Left-Turn
o Eastbound Left-Turn
o Southbound Left-Turn
A summary of left-turn pocket storage capacity, as well as 50th and 95th percentile queue lengths at the locations noted above are shown on Tables 4 and 5. The tables show that all left-turn pockets would have adequate storage capacity for 50 th p e r c e n t i l e a n d 9 5th percentile queues during all scenarios.

CONCLUSION
The proposed project is estimated to generate approximately 4,954 new daily weekday trips, 275 new AM peak hour weekday trips (144 inbound and 131 outbound), and 344 new PM peak hour weekday trips (172 inbound and 172 outbound).

Based on the previously approved M i t c h e l l C r o s s i n g T r a f f i c I m p a c t A n a l y s i s (February 2015) completed by Kunzman Associates, Inc, the proposed project would generate approximately 2,758 more daily weekday trips, 228 more AM peak hour weekday trips (116 inbound and 112 outbound), and 208 more PM peak hour weekday trips (112 inbound and 96 outbound).

Using the ITE pass-by rates the proposed project would generate 2,469 more daily weekday trips, 98 more AM peak hour weekday trips (50 inbound and 48 outbound), and 56 more PM peak hour weekday trips (36 inbound and 20 outbound) compared to the previously accepted traffic impact analysis. As a result, the project would generate 100 or less trips in peak hours and a traffic impact analysis would not be required.

The results of the intersection analysis for Opening Year 2024 Plus Project conditions indicate the study intersections would operate at an acceptable Level of Service during both peak hours.

Vehicular access provisions for the project site would be primarily provided via one existing driveway on Clinton Keith Road, one proposed driveway on Clinton Keith Road, one proposed driveway on Mitchell Road, and one proposed on Sierra Lane. The existing driveway on Clinton Mr. Moehling, October 11, 2022, Page 8
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 Keith Road would continue to be a right-in-right-out (RIRO) only driveway. The proposed driveway on Clinton Keith Road would be an “Entrance Only” driveway. The proposed driveways on Mitchell Road and Sierra Lane would be full access driveways. All proposed driveways would be unsignalized.

The left-turn queuing analysis shows that all left-turn pockets would have enough storage capacity for 50th percentile and 95th percentile queues during all scenarios.

Mr. Moehling, October 11, 2022, Page 9
kimley-horn.com 1100 Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030

FIGURES
Figure 1 – Location Map
Figure 2 – Site Plan
Figure 3 – Existing Lane Configurations and Traffic Control Figure 4 – Existing Traffic Volumes
Figure 5 – Project Traffic Volumes
Figure 6 – Opening Year 2024 Plus Project Traffic Volumes TABLES
Table 1 – Summary of Project Trip Generation
Table 2 – Summary of Project Trip Generation – ITE Pass-by Rates Table 3 – Summary of Intersection Operation
Table 4 – Summary of AM Left-Turn Storage Queues
Table 5 – Summary of PM Left-Turn Storage Queues

APPENDICES
Appendix A – Peak Hour Intersection Traffic Counts
Appendix B – Synchro Analysis Worksheets
LEGEND:= Study IntersectionX
312

LEGEND:= Study Intersection= Turn or Through Lane= SignalX 3 12

2. Mitchell Rd atWest Project Dwy1. Mitchell Rd atSierra Ln3. Mitchell Rd atClinton Keith Rd = Stop Sign
= AM/PM Peak Hour LEGEND:= Study IntersectionXTurning Movement Volumes

2. Mitchell Rd atWest Project Dwy3
12 1. Mitchell Rd atSierra Ln3. Mitchell Rd atClinton Keith Rd = AM/PM Peak Hour LEGEND:= Study IntersectionXTurning Movement Volumes

2. Mitchell Rd atWest Project Dwy
= Trip Distribution
3 12

1. Mitchell Rd atSierra Ln3. Mitchell Rd atClinton Keith Rd = AM/PM Peak Hour LEGEND:= Study IntersectionXTurning Movement Volumes

2. Mitchell Rd atWest Project Dwy3
12 1. Mitchell Rd atSierra Ln3. Mitchell Rd atClinton Keith Rd TABLE 1
SUMMARY OF PROJECT TRIP GENERATION
CLINTON KEITH ROAD PROJECT
Trip Generation Rates 1
ITE AM Peak Hour PM Peak Hour
Land Use Code Unit Daily In Out Total In Out Total
Coffee/Donut Shop w/ D.T. 937 KSF 533.570 43.799 42.081 85.88 19.495 19.495 38.99 Convenience Store/Gasoline Station 945 Fueling Position 265.120 8.030 8.030 16.06 9.210 9.210 18.42 Automated Car Wash 948 KSF * * * * 7.100 7.100 14.20
Strip Retail Plaza (<40k) 822 KSF 54.450 1.416 0.944 2.36 3.295 3.295 6.59 Trip Generation Estimates
AM Peak Hours 2 PM Peak Hour
Land Use Quantity Unit Daily 2 In Out Total In Out Total Coffee/Donut Shop w/ D.T. 1.222 KSF 652 54 51 105 24 24 48 Convenience Store/Gasoline Station 12 Fueling Position 3,181 96 96 192 111 111 222 Automated Car Wash 1.473 KSF 80 16 16 32 10 10 20
Strip Retail Plaza (<40k) 33.280 KSF 1,812 47 31 78 110 110 220 Internal Capture (10% Daily, 10% AM, 10% PM) -565 -21 -19 -40 -26 -26 -52 Pass-By Trips (25% AM, 25% PM) -186 -36 -36 -72 -57 -57 -114 Total Project Trips 4,974 156 139 295 172 172 344
2,216 40 27 67 60 76 136
Net Project Trips 2,758 116 112 228 112 96 208
1 Source: Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition 2 Source: Daily and AM peak hour trip generation for Automated Car Wash were observed at existing locations Mitchell Crossing Retail TIA (February 2015)
Clinton Keith Road Project
Focused Traffic Analysis Memorandum
Kimley-Horn and Associates, Inc.

October 2022
TABLE 2
SUMMARY OF PROJECT TRIP GENERATION - ITE PASS-BY RATES
CLINTON KEITH ROAD PROJECT
Trip Generation Rates 1
ITE AM Peak Hour PM Peak Hour
Land Use Code Unit Daily In Out Total In Out Total
Coffee/Donut Shop w/ D.T. 937 KSF 533.570 43.799 42.081 85.88 19.495 19.495 38.99 Convenience Store/Gasoline Station 945 Fueling Position 265.120 8.030 8.030 16.06 9.210 9.210 18.42 Automated Car Wash 948 KSF * * * * 7.100 7.100 14.20
Strip Retail Plaza (<40k) 822 KSF 54.450 1.416 0.944 2.36 3.295 3.295 6.59 Trip Generation Estimates
AM Peak Hours 2 PM Peak Hour
Land Use Quantity Unit Daily 2 In Out Total In Out Total Coffee/Donut Shop w/ D.T. 1.222 KSF 652 54 51 105 24 24 48 Pass-By Trips (50% AM, 55% PM) -72 -25 -23 -48 -12 -12 -24 Convenience Store/Gasoline Station 12 Fueling Position 3,181 96 96 192 111 111 222 Pass-By Trips (76% AM, 75% PM) -280 -65 -65 -130 -75 -75 -150 Automated Car Wash 1.473 KSF 80 16 16 32 10 10 20
Pass-By Trips (76% AM, 75% PM) -36 -11 -11 -22 -7 -7 -14 Strip Retail Plaza (<40k) 33.280 KSF 1,812 47 31 78 110 110 220 Pass-By Trips (40% PM) -80 0 0 0 -40 -40 -80
Internal Capture (10% Daily, 10% AM, 10% PM) -564 -22 -20 -42 -25 -25 -50 Pass-By Trips (Varied) 3 -432 -101 -99 -200 -134 -134 -268 Total Project Trips 4,685 90 75 165 96 96 192
2,216 40 27 67 60 76 136
Net Project Trips 2,469 50 48 98 36 20 56
1 Source: Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition 2 Source: Daily and AM peak hour trip generation for Automated Car Wash were observed at existing locations 2 Source: Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Pass-by trip reduction for Automated Car Wash was assumed to be the same as the conveniece store/gasoline station.

Mitchell Crossing Retail TIA (February 2015)
Clinton Keith Road Project
Focused Traffic Analysis Memorandum
Kimley-Horn and Associates, Inc.

October 2022
TABLE 3
SUMMARY OF INTERSECTION OPERATION
OPENING YEAR 2024 PLUS PROJECT
Traffic AM Peak Hour PM Peak Hour
Int. # Intersection Control Delay LOS Delay LOS
1 Mitchell Road at Sierra Lane U 7.7 A 7.9 A
2 Mitchell Road at Project Driveway U 10.8 B 11.7 B
3 Mitchell Road at Clinton Keith Road S 36.3 D 33.8 C
Notes:
- Bold values indicate intersections operating at an unacceptable Level of Service - Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach.

Clinton Keith Road Project
Focused Traffic Analysis Memorandum
Kimley-Horn and Associates, Inc.

October 2022
TABLE 4
SUMMARY OF AM LEFT-TURN STORAGE QUEUES
CLINTON KEITH ROAD PROJECT
50th Percentile 95th Percentile
WBL 150 -- 5
SBL 200 34 67
WBL 150 89 148
NBL 90 42 110
EBL 150 70 149
Yes
Yes
Yes
Yes
Yes
Mitchell Rd/Clinton Keith Rd
Mitchell Rd/Sierra Ln
Intersection Turn
Movement
Adequate Storage
Capacity?
Storage
Capacity
(ft/ln)
Opening Year Plus Project
AM Peak Hour Queue Length (ft/ln)
Clinton Keith Road Project
Focused Traffic Analysis Memorandum
Kimley-Horn and Associates, Inc.

October 2022
TABLE 5
SUMMARY OF PM LEFT-TURN STORAGE QUEUES
CLINTON KEITH ROAD PROJECT
50th Percentile 95th Percentile
WBL 150 -- 5
SBL 200 47 101
WBL 150 53 141
NBL 90 10 32
EBL 150 88 149
Mitchell Rd/Clinton Keith Rd
Yes
Yes
Yes
Yes
Mitchell Rd/Sierra Ln Yes
Intersection Turn
Movement
Storage
Capacity
(ft/ln)
PM Peak Hour Queue Length (ft/ln)
Adequate Storage
Capacity?
Opening Year Plus Project
Clinton Keith Road Project
Focused Traffic Analysis Memorandum
Kimley-Horn and Associates, Inc.

October 2022

APPENDIX A

PEAK HOUR INTERSECTION TRAFFIC
COUNTS
File Name : 01_MUR_Mit_Sie AM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 1
City of Murrieta
N/S: Mitchell Road
E/W: Sierra Lane
Weather: Clear
Groups Printed- Total Volume
Mitchell Road
Southbound
Sierra Lane
Westbound
Mitchell Road
Northbound
Sierra Lane
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 0 2 0 2 13 0 0 13 1 2 3 6 0 1 18 19 40
07:15 AM 1 6 0 7 15 2 0 17 9 2 3 14 0 4 11 15 53
07:30 AM 0 5 0 5 12 1 1 14 6 1 3 10 0 2 14 16 45
07:45 AM 0 4 0 4 13 0 0 13 7 2 7 16 0 3 9 12 45
Total 1 17 0 18 53 3 1 57 23 7 16 46 0 10 52 62 183
08:00 AM 0 3 0 3 14 0 0 14 7 1 6 14 1 1 10 12 43
08:15 AM 0 6 0 6 25 1 1 27 5 3 7 15 0 2 12 14 62
08:30 AM 0 3 0 3 10 1 2 13 8 3 9 20 0 1 9 10 46
08:45 AM 0 4 0 4 4 1 0 5 4 2 2 8 0 2 8 10 27
Total 0 16 0 16 53 3 3 59 24 9 24 57 1 6 39 46 178
Grand Total 1 33 0 34 106 6 4 116 47 16 40 103 1 16 91 108 361 Apprch % 2.9 97.1 0 91.4 5.2 3.4 45.6 15.5 38.8 0.9 14.8 84.3 Total % 0.3 9.1 0 9.4 29.4 1.7 1.1 32.1 13 4.4 11.1 28.5 0.3 4.4 25.2 29.9 Mitchell Road
Southbound
Sierra Lane
Westbound
Mitchell Road
Northbound
Sierra Lane
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 4 0 4 13 0 0 13 7 2 7 16 0 3 9 12 45
08:00 AM 0 3 0 3 14 0 0 14 7 1 6 14 1 1 10 12 43
08:15 AM 0 6 0 6 25 1 1 27 5 3 7 15 0 2 12 14 62
08:30 AM 0 3 0 3 10 1 2 13 8 3 9 20 0 1 9 10 46
Total Volume 0 16 0 16 62 2 3 67 27 9 29 65 1 7 40 48 196 % App. Total 0 100 0 92.5 3 4.5 41.5 13.8 44.6 2.1 14.6 83.3 PHF .000 .667 .000 .667 .620 .500 .375 .620 .844 .750 .806 .813 .250 .583 .833 .857 .790 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_MUR_Mit_Sie AM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 2
City of Murrieta
N/S: Mitchell Road
E/W: Sierra Lane
Weather: Clear
Mitchell Road
Sierra Lane
Sierra Lane
Mitchell Road
Right
0 Thru
16 Left
0 InOut Total
13 16 29
Right
3 Thru
2 Left
62 OutTotal In
36 67 103
Left
27 Thru
9 Right
29 Out TotalIn
118 65 183
Left
1 Thru
7 Right
40 TotalOut In
29 48 77
Peak Hour Begins at 07:45 AM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
07:15 AM 07:30 AM 07:45 AM 07:00 AM
+0 mins. 1 6 0 7 12 1 1 14 7 2 7 16 0 1 18 19
+15 mins. 0 5 0 5 13 0 0 13 7 1 6 14 0 4 11 15
+30 mins. 0 4 0 4 14 0 0 14 5 3 7 15 0 2 14 16
+45 mins. 0 3 0 3 25 1 1 27 8 3 9 20 0 3 9 12
Total Volume 1 18 0 19 64 2 2 68 27 9 29 65 0 10 52 62
% App. Total 5.3 94.7 0 94.1 2.9 2.9 41.5 13.8 44.6 0 16.1 83.9 PHF .250 .750 .000 .679 .640 .500 .500 .630 .844 .750 .806 .813 .000 .625 .722 .816 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_MUR_Mit_Sie PM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 1
City of Murrieta
N/S: Mitchell Road
E/W: Sierra Lane
Weather: Clear
Groups Printed- Total Volume
Mitchell Road
Southbound
Sierra Lane
Westbound
Mitchell Road
Northbound
Sierra Lane
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 2 0 2 6 1 0 7 12 6 8 26 0 2 5 7 42
04:15 PM 0 0 0 0 7 1 2 10 7 6 5 18 0 0 5 5 33
04:30 PM 1 2 0 3 5 4 1 10 12 6 7 25 0 2 13 15 53
04:45 PM 2 3 1 6 6 3 1 10 11 5 3 19 0 1 12 13 48
Total 3 7 1 11 24 9 4 37 42 23 23 88 0 5 35 40 176
05:00 PM 0 2 0 2 7 4 0 11 10 4 10 24 0 2 9 11 48
05:15 PM 0 1 1 2 10 2 4 16 10 6 7 23 1 0 11 12 53
05:30 PM 1 1 0 2 0 3 1 4 8 3 6 17 0 0 10 10 33
05:45 PM 0 2 0 2 5 3 0 8 12 4 7 23 0 0 6 6 39
Total 1 6 1 8 22 12 5 39 40 17 30 87 1 2 36 39 173
Grand Total 4 13 2 19 46 21 9 76 82 40 53 175 1 7 71 79 349 Apprch % 21.1 68.4 10.5 60.5 27.6 11.8 46.9 22.9 30.3 1.3 8.9 89.9 Total % 1.1 3.7 0.6 5.4 13.2 6 2.6 21.8 23.5 11.5 15.2 50.1 0.3 2 20.3 22.6 Mitchell Road
Southbound
Sierra Lane
Westbound
Mitchell Road
Northbound
Sierra Lane
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 1 2 0 3 5 4 1 10 12 6 7 25 0 2 13 15 53
04:45 PM 2 3 1 6 6 3 1 10 11 5 3 19 0 1 12 13 48
05:00 PM 0 2 0 2 7 4 0 11 10 4 10 24 0 2 9 11 48
05:15 PM 0 1 1 2 10 2 4 16 10 6 7 23 1 0 11 12 53
Total Volume 3 8 2 13 28 13 6 47 43 21 27 91 1 5 45 51 202 % App. Total 23.1 61.5 15.4 59.6 27.7 12.8 47.3 23.1 29.7 2 9.8 88.2 PHF .375 .667 .500 .542 .700 .813 .375 .734 .896 .875 .675 .910 .250 .625 .865 .850 .953 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 01_MUR_Mit_Sie PM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 2
City of Murrieta
N/S: Mitchell Road
E/W: Sierra Lane
Weather: Clear
Mitchell Road
Sierra Lane
Sierra Lane
Mitchell Road
Right
2 Thru
8 Left
3 InOut Total
28 13 41
Right
6 Thru
13 Left
28 OutTotal In
35 47 82
Left
43 Thru
21 Right
27 Out TotalIn
81 91 172
Left
1 Thru
5 Right
45 TotalOut In
58 51 109
Peak Hour Begins at 04:30 PM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:30 PM 04:30 PM 04:30 PM 04:30 PM
+0 mins. 1 2 0 3 5 4 1 10 12 6 7 25 0 2 13 15
+15 mins. 2 3 1 6 6 3 1 10 11 5 3 19 0 1 12 13
+30 mins. 0 2 0 2 7 4 0 11 10 4 10 24 0 2 9 11
+45 mins. 0 1 1 2 10 2 4 16 10 6 7 23 1 0 11 12
Total Volume 3 8 2 13 28 13 6 47 43 21 27 91 1 5 45 51
% App. Total 23.1 61.5 15.4 59.6 27.7 12.8 47.3 23.1 29.7 2 9.8 88.2 PHF .375 .667 .500 .542 .700 .813 .375 .734 .896 .875 .675 .910 .250 .625 .865 .850 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_MUR_Mit_CK AM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 1
City of Murrieta
N/S: Mitchell Road
E/W: Clinton Keith Road
Weather: Clear
Groups Printed- Total Volume
Mitchell Road
Southbound
Clinton Keith Road
Westbound
Mitchell Road
Northbound
Clinton Keith Road
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 14 1 18 33 14 274 2 290 4 0 44 48 4 374 7 385 756 07:15 AM 13 1 17 31 33 321 9 363 7 0 33 40 6 311 8 325 759 07:30 AM 10 5 18 33 27 333 3 363 8 2 26 36 6 290 11 307 739 07:45 AM 6 3 20 29 26 469 9 504 7 1 19 27 8 335 22 365 925 Total 43 10 73 126 100 1397 23 1520 26 3 122 151 24 1310 48 1382 3179 08:00 AM 9 12 5 26 55 349 4 408 12 2 30 44 9 255 49 313 791 08:15 AM 7 23 14 44 50 354 7 411 29 6 64 99 4 277 57 338 892 08:30 AM 12 2 11 25 17 417 6 440 18 3 52 73 10 338 14 362 900 08:45 AM 7 0 11 18 14 378 4 396 9 0 24 33 5 302 5 312 759 Total 35 37 41 113 136 1498 21 1655 68 11 170 249 28 1172 125 1325 3342 Grand Total 78 47 114 239 236 2895 44 3175 94 14 292 400 52 2482 173 2707 6521 Apprch % 32.6 19.7 47.7 7.4 91.2 1.4 23.5 3.5 73 1.9 91.7 6.4 Total % 1.2 0.7 1.7 3.7 3.6 44.4 0.7 48.7 1.4 0.2 4.5 6.1 0.8 38.1 2.7 41.5 Mitchell Road
Southbound
Clinton Keith Road
Westbound
Mitchell Road
Northbound
Clinton Keith Road
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 6 3 20 29 26 469 9 504 7 1 19 27 8 335 22 365 925 08:00 AM 9 12 5 26 55 349 4 408 12 2 30 44 9 255 49 313 791 08:15 AM 7 23 14 44 50 354 7 411 29 6 64 99 4 277 57 338 892 08:30 AM 12 2 11 25 17 417 6 440 18 3 52 73 10 338 14 362 900 Total Volume 34 40 50 124 148 1589 26 1763 66 12 165 243 31 1205 142 1378 3508 % App. Total 27.4 32.3 40.3 8.4 90.1 1.5 27.2 4.9 67.9 2.2 87.4 10.3 PHF .708 .435 .625 .705 .673 .847 .722 .875 .569 .500 .645 .614 .775 .891 .623 .944 .948 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_MUR_Mit_CK AM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 2
City of Murrieta
N/S: Mitchell Road
E/W: Clinton Keith Road
Weather: Clear
Mitchell Road
Clinton Keith Road
Clinton Keith Road
Mitchell Road
Right
50 Thru
40 Left
34 InOut Total
69 124 193
Right
26 Thru
1589
Left
148
OutTotal In
1404 1763 3167
Left
66 Thru
12 Right
165
Out TotalIn
330 243 573
Left
31 Thru
1205
Right
142
TotalOut In
1705 1378 3083
Peak Hour Begins at 07:45 AM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
07:30 AM 07:45 AM 08:00 AM 07:00 AM
+0 mins. 10 5 18 33 26 469 9 504 12 2 30 44 4 374 7 385 +15 mins. 6 3 20 29 55 349 4 408 29 6 64 99 6 311 8 325 +30 mins. 9 12 5 26 50 354 7 411 18 3 52 73 6 290 11 307 +45 mins. 7 23 14 44 17 417 6 440 9 0 24 33 8 335 22 365 Total Volume 32 43 57 132 148 1589 26 1763 68 11 170 249 24 1310 48 1382 % App. Total 24.2 32.6 43.2 8.4 90.1 1.5 27.3 4.4 68.3 1.7 94.8 3.5 PHF .800 .467 .713 .750 .673 .847 .722 .875 .586 .458 .664 .629 .750 .876 .545 .897 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_MUR_Mit_CK PM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 1
City of Murrieta
N/S: Mitchell Road
E/W: Clinton Keith Road
Weather: Clear
Groups Printed- Total Volume
Mitchell Road
Southbound
Clinton Keith Road
Westbound
Mitchell Road
Northbound
Clinton Keith Road
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 5 0 6 11 27 325 13 365 8 1 19 28 13 372 8 393 797 04:15 PM 9 1 4 14 36 306 6 348 7 0 28 35 8 339 7 354 751 04:30 PM 7 0 9 16 23 348 16 387 7 0 25 32 11 388 6 405 840 04:45 PM 11 1 9 21 22 354 8 384 3 1 16 20 10 351 6 367 792 Total 32 2 28 62 108 1333 43 1484 25 2 88 115 42 1450 27 1519 3180 05:00 PM 13 1 10 24 15 356 12 383 4 0 24 28 13 342 9 364 799 05:15 PM 11 4 8 23 21 364 14 399 2 0 18 20 11 432 2 445 887 05:30 PM 10 0 3 13 27 320 9 356 1 0 16 17 8 388 1 397 783 05:45 PM 5 3 3 11 22 329 12 363 2 1 19 22 11 343 3 357 753 Total 39 8 24 71 85 1369 47 1501 9 1 77 87 43 1505 15 1563 3222 Grand Total 71 10 52 133 193 2702 90 2985 34 3 165 202 85 2955 42 3082 6402 Apprch % 53.4 7.5 39.1 6.5 90.5 3 16.8 1.5 81.7 2.8 95.9 1.4 Total % 1.1 0.2 0.8 2.1 3 42.2 1.4 46.6 0.5 0 2.6 3.2 1.3 46.2 0.7 48.1 Mitchell Road
Southbound
Clinton Keith Road
Westbound
Mitchell Road
Northbound
Clinton Keith Road
Eastbound
Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 7 0 9 16 23 348 16 387 7 0 25 32 11 388 6 405 840 04:45 PM 11 1 9 21 22 354 8 384 3 1 16 20 10 351 6 367 792 05:00 PM 13 1 10 24 15 356 12 383 4 0 24 28 13 342 9 364 799 05:15 PM 11 4 8 23 21 364 14 399 2 0 18 20 11 432 2 445 887 Total Volume 42 6 36 84 81 1422 50 1553 16 1 83 100 45 1513 23 1581 3318 % App. Total 50 7.1 42.9 5.2 91.6 3.2 16 1 83 2.8 95.7 1.5 PHF .808 .375 .900 .875 .880 .977 .781 .973 .571 .250 .830 .781 .865 .876 .639 .888 .935 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 02_MUR_Mit_CK PM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 2
City of Murrieta
N/S: Mitchell Road
E/W: Clinton Keith Road
Weather: Clear
Mitchell Road
Clinton Keith Road
Clinton Keith Road
Mitchell Road
Right
36 Thru
6 Left
42 InOut Total
96 84 180
Right
50 Thru
1422
Left
81 OutTotal In
1638 1553 3191
Left
16 Thru
1 Right
83 Out TotalIn
110 100 210
Left
45 Thru
1513
Right
23 TotalOut In
1474 1581 3055
Peak Hour Begins at 04:30 PM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:30 PM 04:30 PM 04:00 PM 04:30 PM
+0 mins. 7 0 9 16 23 348 16 387 8 1 19 28 11 388 6 405
+15 mins. 11 1 9 21 22 354 8 384 7 0 28 35 10 351 6 367 +30 mins. 13 1 10 24 15 356 12 383 7 0 25 32 13 342 9 364 +45 mins. 11 4 8 23 21 364 14 399 3 1 16 20 11 432 2 445 Total Volume 42 6 36 84 81 1422 50 1553 25 2 88 115 45 1513 23 1581 % App. Total 50 7.1 42.9 5.2 91.6 3.2 21.7 1.7 76.5 2.8 95.7 1.5 PHF .808 .375 .900 .875 .880 .977 .781 .973 .781 .500 .786 .821 .865 .876 .639 .888 Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 03_MUR_Del T_CK AM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 1
City of Murrieta
N/S: Del Taco Driveway
E/W: Clinton Keith Road
Weather: Clear
Groups Printed- Total Volume
Del Taco Driveway
Southbound
Clinton Keith Road
Westbound
Clinton Keith Road
Eastbound
Start Time Left Right App. Total Thru Right App. Total Left Thru App. Total Int. Total 07:00 AM 0 1 1 300 4 304 0 431 431 736
07:15 AM 0 1 1 363 1 364 0 356 356 721
07:30 AM 0 4 4 374 6 380 0 324 324 708
07:45 AM 0 7 7 510 10 520 0 365 365 892
Total 0 13 13 1547 21 1568 0 1476 1476 3057
08:00 AM 0 8 8 409 10 419 0 297 297 724
08:15 AM 0 4 4 421 11 432 0 348 348 784
08:30 AM 0 6 6 419 7 426 0 402 402 834
08:45 AM 0 12 12 374 15 389 0 332 332 733
Total 0 30 30 1623 43 1666 0 1379 1379 3075
Grand Total 0 43 43 3170 64 3234 0 2855 2855 6132
Apprch % 0 100 98 2 0 100
Total % 0 0.7 0.7 51.7 1 52.7 0 46.6 46.6
Del Taco Driveway
Southbound
Clinton Keith Road
Westbound
Clinton Keith Road
Eastbound
Start Time Left Right App. Total Thru Right App. Total Left Thru App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM
07:45 AM 0 7 7 510 10 520 0 365 365 892
08:00 AM 0 8 8 409 10 419 0 297 297 724
08:15 AM 0 4 4 421 11 432 0 348 348 784
08:30 AM 0 6 6 419 7 426 0 402 402 834
Total Volume 0 25 25 1759 38 1797 0 1412 1412 3234
% App. Total 0 100 97.9 2.1 0 100
PHF .000 .781 .781 .862 .864 .864 .000 .878 .878 .906
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 03_MUR_Del T_CK AM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 2
City of Murrieta
N/S: Del Taco Driveway
E/W: Clinton Keith Road
Weather: Clear
Del Taco Driveway
Clinton Keith Road
Clinton Keith Road
Right
25 Left
0 InOut Total
38 25 63
Right
38 Thru
1759
OutTotal In
1412 1797 3209
Left
0 Thru
1412
TotalOut In
1784 1412 3196
Peak Hour Begins at 07:45 AM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
08:00 AM 07:45 AM 07:00 AM
+0 mins. 0 8 8 510 10 520 0 431 431
+15 mins. 0 4 4 409 10 419 0 356 356
+30 mins. 0 6 6 421 11 432 0 324 324
+45 mins. 0 12 12 419 7 426 0 365 365
Total Volume 0 30 30 1759 38 1797 0 1476 1476
% App. Total 0 100 97.9 2.1 0 100
PHF .000 .625 .625 .862 .864 .864 .000 .856 .856
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 03_MUR_Del T_CK PM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 1
City of Murrieta
N/S: Del Taco Driveway
E/W: Clinton Keith Road
Weather: Clear
Groups Printed- Total Volume
Del Taco Driveway
Southbound
Clinton Keith Road
Westbound
Clinton Keith Road
Eastbound
Start Time Left Right App. Total Thru Right App. Total Left Thru App. Total Int. Total 04:00 PM 0 16 16 345 23 368 0 389 389 773
04:15 PM 0 27 27 330 15 345 0 383 383 755
04:30 PM 0 16 16 366 13 379 0 418 418 813
04:45 PM 0 18 18 374 17 391 0 387 387 796
Total 0 77 77 1415 68 1483 0 1577 1577 3137
05:00 PM 0 17 17 371 18 389 0 388 388 794
05:15 PM 0 18 18 383 14 397 0 458 458 873
05:30 PM 0 12 12 351 14 365 0 411 411 788
05:45 PM 0 10 10 357 14 371 0 375 375 756
Total 0 57 57 1462 60 1522 0 1632 1632 3211
Grand Total 0 134 134 2877 128 3005 0 3209 3209 6348
Apprch % 0 100 95.7 4.3 0 100
Total % 0 2.1 2.1 45.3 2 47.3 0 50.6 50.6
Del Taco Driveway
Southbound
Clinton Keith Road
Westbound
Clinton Keith Road
Eastbound
Start Time Left Right App. Total Thru Right App. Total Left Thru App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 16 16 366 13 379 0 418 418 813
04:45 PM 0 18 18 374 17 391 0 387 387 796
05:00 PM 0 17 17 371 18 389 0 388 388 794
05:15 PM 0 18 18 383 14 397 0 458 458 873
Total Volume 0 69 69 1494 62 1556 0 1651 1651 3276
% App. Total 0 100 96 4 0 100
PHF .000 .958 .958 .975 .861 .980 .000 .901 .901 .938
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268
File Name : 03_MUR_Del T_CK PM
Site Code : 10822554
Start Date : 5/24/2022
Page No : 2
City of Murrieta
N/S: Del Taco Driveway
E/W: Clinton Keith Road
Weather: Clear
Del Taco Driveway
Clinton Keith Road
Clinton Keith Road
Right
69 Left
0 InOut Total
62 69 131
Right
62 Thru
1494
OutTotal In
1651 1556 3207
Left
0 Thru
1651
TotalOut In
1563 1651 3214
Peak Hour Begins at 04:30 PM

Total Volume
Peak Hour Data
North
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at:
04:15 PM 04:30 PM 04:30 PM
+0 mins. 0 27 27 366 13 379 0 418 418
+15 mins. 0 16 16 374 17 391 0 387 387
+30 mins. 0 18 18 371 18 389 0 388 388
+45 mins. 0 17 17 383 14 397 0 458 458
Total Volume 0 78 78 1494 62 1556 0 1651 1651
% App. Total 0 100 96 4 0 100
PHF .000 .722 .722 .975 .861 .980 .000 .901 .901
Counts Unlimited, Inc.

PO Box 1178
Corona, CA 92878
(951)268-6268

APPENDIX B

SYNCHRO ANALYSIS WORKSHEETS
HCM 6th AWSC
2: Mitchell Rd & Sierra Ln 09/16/2022
OY WP AM Updated (9/16/22) 8:35 am 07/08/2022 Synchro 11 Report

Intersection
Intersection Delay, s/veh 7.7
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 1 0 42 7 0 0 28 9 7 0 17 0
Future Vol, veh/h 1 0 42 7 0 0 28 9 7 0 17 0
Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 1 0 53 9 0 0 35 11 9 0 22 0
Number of Lanes 0 1 0 1 1 0 0 1 1 1 1 0
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 1 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 1 2
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 2 2 2 1
HCM Control Delay 7.4 8 7.9 7.6

HCM LOS A A A A
Lane NBLn1 NBLn2 EBLn1 WBLn1 WBLn2 SBLn1 SBLn2
Vol Left, % 76% 0% 2% 100% 0% 0% 0%
Vol Thru, % 24% 0% 0% 0% 100% 100% 100%
Vol Right, % 0% 100% 98% 0% 0% 0% 0%
Sign Control Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 37 7 43 7 0 0 17
LT Vol 28 0 1 7 0 0 0
Through Vol 9 0 0 0 0 0 17
RT Vol 0 7 42 0 0 0 0
Lane Flow Rate 47 9 54 9 0 0 22
Geometry Grp 7 7 6 7 7 7 7
Degree of Util (X) 0.065 0.01 0.062 0.013 0 0 0.028
Departure Headway (Hd) 5.034 3.954 4.092 5.196 4.695 4.673 4.673 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes
Cap 710 901 866 683 0 0 762
Service Time 2.777 1.697 2.161 2.971 2.47 2.426 2.426
HCM Lane V/C Ratio 0.066 0.01 0.062 0.013 0 0 0.029
HCM Control Delay 8.1 6.7 7.4 8 7.5 7.4 7.6
HCM Lane LOS A A A A N N A
HCM 95th-tile Q 0.2 0 0.2 0 0 0 0.1
HCM 6th Signalized Intersection Summary
5: Mitchell Rd & Clinton Keith Rd 09/16/2022
OY WP AM Updated (9/16/22) 8:35 am 07/08/2022 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 119 1231 148 156 1671 34 69 19 172 113 47 93 Future Volume (veh/h) 119 1231 148 156 1671 34 69 19 172 113 47 93 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 125 1296 156 164 1759 36 73 20 181 119 49 98 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 156 1339 597 201 2052 637 94 41 373 184 483 409 Arrive On Green 0.09 0.38 0.38 0.11 0.40 0.40 0.05 0.26 0.26 0.05 0.26 0.26 Sat Flow, veh/h 1781 3554 1585 1781 5106 1585 1781 160 1449 3456 1870 1585 Grp Volume(v), veh/h 125 1296 156 164 1759 36 73 0 201 119 49 98 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1702 1585 1781 0 1609 1728 1870 1585 Q Serve(g_s), s 6.2 32.2 6.1 8.1 28.3 1.3 3.6 0.0 9.5 3.0 1.8 4.4 Cycle Q Clear(g_c), s 6.2 32.2 6.1 8.1 28.3 1.3 3.6 0.0 9.5 3.0 1.8 4.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00
Lane Grp Cap(c), veh/h 156 1339 597 201 2052 637 94 0 414 184 483 409 V/C Ratio(X) 0.80 0.97 0.26 0.82 0.86 0.06 0.78 0.00 0.49 0.65 0.10 0.24 Avail Cap(c_a), veh/h 186 1339 597 327 2133 662 109 0 414 200 483 409 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.3 27.5 19.4 39.0 24.6 16.5 42.1 0.0 28.4 41.8 25.4 26.4 Incr Delay (d2), s/veh 18.8 17.5 0.2 8.0 3.6 0.0 26.0 0.0 4.0 6.3 0.4 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.5 16.2 2.2 3.9 11.5 0.5 2.3 0.0 4.1 1.4 0.8 1.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 59.1 45.0 19.6 47.0 28.2 16.5 68.1 0.0 32.4 48.1 25.9 27.8 LnGrp LOS E D B D C B E A C D C C
Approach Vol, veh/h 1577 1959 274 266
Approach Delay, s/veh 43.6 29.5 41.9 36.5
Approach LOS D C D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.3 27.7 14.6 38.4 9.2 27.7 12.4 40.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.2 19.8 16.5 30.5 5.5 19.5 9.4 37.6 Max Q Clear Time (g_c+I1), s 5.0 11.5 10.1 34.2 5.6 6.4 8.2 30.3 Green Ext Time (p_c), s 0.0 0.7 0.2 0.0 0.0 0.4 0.0 5.9 Intersection Summary
HCM 6th Ctrl Delay 36.3
HCM 6th LOS D
HCM 6th TWSC
10: Mitchell Rd & Project Dwy 09/16/2022
OY WP AM Updated (9/16/22) 8:35 am 07/08/2022 Synchro 11 Report

Intersection
Int Delay, s/veh 3.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 127 7 68 101 7 129
Future Vol, veh/h 127 7 68 101 7 129
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 100 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 134 7 72 106 7 136
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 207 89 0 0 178 0
Stage 1 125 - - - - -
Stage 2 82 - - - - -
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 762 951 - - 1395 -
Stage 1 887 - - - - -
Stage 2 932 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 758 951 - - 1395 -
Mov Cap-2 Maneuver 758 - - - - -
Stage 1 887 - - - - -
Stage 2 927 - - - - -
Approach WB NB SB
HCM Control Delay, s 10.8 0 0.4

HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 766 1395 -
HCM Lane V/C Ratio - - 0.184 0.005 -
HCM Control Delay (s) - - 10.8 7.6 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.7 0 -
HCM 6th AWSC
2: Mitchell Rd & Sierra Ln 09/16/2022
OY WP AM Updated (9/16/22) 8:35 am 07/08/2022 Synchro 11 Report

Intersection
Intersection Delay, s/veh 7.7
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 1 0 42 7 0 0 28 9 7 0 17 0
Future Vol, veh/h 1 0 42 7 0 0 28 9 7 0 17 0
Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 1 0 53 9 0 0 35 11 9 0 22 0
Number of Lanes 0 1 0 1 1 0 0 1 1 1 1 0
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 1 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 1 2
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 2 2 2 1
HCM Control Delay 7.4 8 7.9 7.6

HCM LOS A A A A
Lane NBLn1 NBLn2 EBLn1 WBLn1 WBLn2 SBLn1 SBLn2
Vol Left, % 76% 0% 2% 100% 0% 0% 0%
Vol Thru, % 24% 0% 0% 0% 100% 100% 100%
Vol Right, % 0% 100% 98% 0% 0% 0% 0%
Sign Control Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 37 7 43 7 0 0 17
LT Vol 28 0 1 7 0 0 0
Through Vol 9 0 0 0 0 0 17
RT Vol 0 7 42 0 0 0 0
Lane Flow Rate 47 9 54 9 0 0 22
Geometry Grp 7 7 6 7 7 7 7
Degree of Util (X) 0.065 0.01 0.062 0.013 0 0 0.028
Departure Headway (Hd) 5.034 3.954 4.092 5.196 4.695 4.673 4.673 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes
Cap 710 901 866 683 0 0 762
Service Time 2.777 1.697 2.161 2.971 2.47 2.426 2.426
HCM Lane V/C Ratio 0.066 0.01 0.062 0.013 0 0 0.029
HCM Control Delay 8.1 6.7 7.4 8 7.5 7.4 7.6
HCM Lane LOS A A A A N N A
HCM 95th-tile Q 0.2 0 0.2 0 0 0 0.1
Queues
5: Mitchell Rd & Clinton Keith Rd 09/16/2022
OY WP AM Updated (9/16/22) 8:35 am 07/08/2022 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 125 1296 156 164 1759 36 73 201 119 49 98 v/c Ratio 0.71 0.97 0.22 0.64 0.82 0.05 0.68 0.41 0.60 0.11 0.19 Control Delay 61.7 48.4 3.1 47.3 27.1 0.1 72.4 9.0 54.8 29.3 0.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.7 48.4 3.1 47.3 27.1 0.1 72.4 9.0 54.8 29.3 0.8 Queue Length 50th (ft) 70 377 0 89 317 0 42 9 34 23 0
Queue Length 95th (ft) #149 #568 29 148 381 0 #110 65 #67 52 0 Internal Link Dist (ft) 677 239 472 338
Turn Bay Length (ft) 100 200 200
Base Capacity (vph) 184 1333 709 324 2145 741 108 495 198 444 516 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.68 0.97 0.22 0.51 0.82 0.05 0.68 0.41 0.60 0.11 0.19 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM 6th AWSC
2: Mitchell Rd & Sierra Ln 09/16/2022
OY WP PM V2 8:42 am 07/08/2022 Synchro 11 Report

Intersection
Intersection Delay, s/veh 7.9
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 1 5 47 38 14 6 45 22 37 3 8 2
Future Vol, veh/h 1 5 47 38 14 6 45 22 37 3 8 2
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 1 5 49 40 15 6 47 23 39 3 8 2
Number of Lanes 0 1 0 1 1 0 0 1 1 1 1 0
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 1 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 1 2
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 2 2 2 1
HCM Control Delay 7.7 8.1 8 7.7

HCM LOS A A A A
Lane NBLn1 NBLn2 EBLn1 WBLn1 WBLn2 SBLn1 SBLn2
Vol Left, % 67% 0% 2% 100% 0% 100% 0%
Vol Thru, % 33% 0% 9% 0% 70% 0% 80%
Vol Right, % 0% 100% 89% 0% 30% 0% 20%
Sign Control Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 67 37 53 38 20 3 10
LT Vol 45 0 1 38 0 3 0
Through Vol 22 0 5 0 14 0 8
RT Vol 0 37 47 0 6 0 2
Lane Flow Rate 71 39 56 40 21 3 11
Geometry Grp 7 7 6 7 7 7 7
Degree of Util (X) 0.1 0.044 0.068 0.06 0.027 0.005 0.014 Departure Headway (Hd) 5.081 4.043 4.385 5.384 4.672 5.421 4.779 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes
Cap 696 870 822 669 771 663 753
Service Time 2.88 1.842 2.386 3.085 2.373 3.127 2.485
HCM Lane V/C Ratio 0.102 0.045 0.068 0.06 0.027 0.005 0.015 HCM Control Delay 8.5 7 7.7 8.4 7.5 8.2 7.6
HCM Lane LOS A A A A A A A
HCM 95th-tile Q 0.3 0.1 0.2 0.2 0.1 0 0
HCM 6th Signalized Intersection Summary
5: Mitchell Rd & Clinton Keith Rd 09/16/2022
OY WP PM V2 8:42 am 07/08/2022 Synchro 11 Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 153 1545 24 87 1502 60 17 10 86 150 12 91 Future Volume (veh/h) 153 1545 24 87 1502 60 17 10 86 150 12 91 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 163 1644 26 93 1598 64 18 11 91 160 13 97 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 199 1689 753 113 2180 677 36 35 293 200 451 382 Arrive On Green 0.11 0.48 0.48 0.06 0.43 0.43 0.02 0.20 0.20 0.06 0.24 0.24 Sat Flow, veh/h 1781 3554 1585 1781 5106 1585 1781 174 1438 3456 1870 1585 Grp Volume(v), veh/h 163 1644 26 93 1598 64 18 0 102 160 13 97 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1702 1585 1781 0 1612 1728 1870 1585 Q Serve(g_s), s 8.1 40.6 0.8 4.6 23.5 2.2 0.9 0.0 4.8 4.1 0.5 4.5 Cycle Q Clear(g_c), s 8.1 40.6 0.8 4.6 23.5 2.2 0.9 0.0 4.8 4.1 0.5 4.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.89 1.00 1.00
Lane Grp Cap(c), veh/h 199 1689 753 113 2180 677 36 0 328 200 451 382 V/C Ratio(X) 0.82 0.97 0.03 0.82 0.73 0.09 0.50 0.00 0.31 0.80 0.03 0.25 Avail Cap(c_a), veh/h 307 1690 754 113 2180 677 99 0 328 200 451 382 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.1 23.0 12.6 41.7 21.5 15.4 43.6 0.0 30.5 41.9 26.1 27.6 Incr Delay (d2), s/veh 9.6 15.9 0.0 37.0 1.3 0.1 10.4 0.0 2.5 20.4 0.1 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.0 19.4 0.3 3.2 9.1 0.8 0.5 0.0 2.1 2.3 0.2 1.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.7 39.0 12.6 78.6 22.8 15.5 54.1 0.0 32.9 62.3 26.2 29.2 LnGrp LOS D D B E C B D A C E C C
Approach Vol, veh/h 1833 1755 120 270
Approach Delay, s/veh 39.5 25.5 36.1 48.7
Approach LOS D C D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.7 22.8 10.2 47.3 6.3 26.2 14.6 42.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.2 18.3 5.7 42.8 5.0 18.5 15.5 33.0 Max Q Clear Time (g_c+I1), s 6.1 6.8 6.6 42.6 2.9 6.5 10.1 25.5 Green Ext Time (p_c), s 0.0 0.3 0.0 0.1 0.0 0.2 0.2 5.7 Intersection Summary
HCM 6th Ctrl Delay 33.8
HCM 6th LOS C
HCM 6th TWSC
10: Mitchell Rd & Project Dwy 09/16/2022
OY WP PM V2 8:42 am 07/08/2022 Synchro 11 Report

Intersection
Int Delay, s/veh 4.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 175 9 100 123 9 87
Future Vol, veh/h 175 9 100 123 9 87
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 100 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 94 94 94 94 94 94
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 186 10 106 131 10 93
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 239 119 0 0 237 0
Stage 1 172 - - - - -
Stage 2 67 - - - - -
Critical Hdwy 6.84 6.94 - - 4.14 -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 - - 2.22 -
Pot Cap-1 Maneuver 728 910 - - 1327 -
Stage 1 841 - - - - -
Stage 2 948 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 722 910 - - 1327 -
Mov Cap-2 Maneuver 722 - - - - -
Stage 1 841 - - - - -
Stage 2 940 - - - - -
Approach WB NB SB
HCM Control Delay, s 11.7 0 0.7

HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 729 1327 -
HCM Lane V/C Ratio - - 0.269 0.007 -
HCM Control Delay (s) - - 11.7 7.7 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 1.1 0 -
HCM 6th AWSC
2: Mitchell Rd & Sierra Ln 09/16/2022
OY WP PM V2 8:42 am 07/08/2022 Synchro 11 Report

Intersection
Intersection Delay, s/veh 7.9
Intersection LOS A
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 1 5 47 38 14 6 45 22 37 3 8 2
Future Vol, veh/h 1 5 47 38 14 6 45 22 37 3 8 2
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 1 5 49 40 15 6 47 23 39 3 8 2
Number of Lanes 0 1 0 1 1 0 0 1 1 1 1 0
Approach EB WB NB SB
Opposing Approach WB EB SB NB
Opposing Lanes 2 1 2 2
Conflicting Approach Left SB NB EB WB
Conflicting Lanes Left 2 2 1 2
Conflicting Approach Right NB SB WB EB
Conflicting Lanes Right 2 2 2 1
HCM Control Delay 7.7 8.1 8 7.7

HCM LOS A A A A
Lane NBLn1 NBLn2 EBLn1 WBLn1 WBLn2 SBLn1 SBLn2
Vol Left, % 67% 0% 2% 100% 0% 100% 0%
Vol Thru, % 33% 0% 9% 0% 70% 0% 80%
Vol Right, % 0% 100% 89% 0% 30% 0% 20%
Sign Control Stop Stop Stop Stop Stop Stop Stop
Traffic Vol by Lane 67 37 53 38 20 3 10
LT Vol 45 0 1 38 0 3 0
Through Vol 22 0 5 0 14 0 8
RT Vol 0 37 47 0 6 0 2
Lane Flow Rate 71 39 56 40 21 3 11
Geometry Grp 7 7 6 7 7 7 7
Degree of Util (X) 0.1 0.044 0.068 0.06 0.027 0.005 0.014 Departure Headway (Hd) 5.081 4.043 4.385 5.384 4.672 5.421 4.779 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes
Cap 696 870 822 669 771 663 753
Service Time 2.88 1.842 2.386 3.085 2.373 3.127 2.485
HCM Lane V/C Ratio 0.102 0.045 0.068 0.06 0.027 0.005 0.015 HCM Control Delay 8.5 7 7.7 8.4 7.5 8.2 7.6
HCM Lane LOS A A A A A A A
HCM 95th-tile Q 0.3 0.1 0.2 0.2 0.1 0 0
Queues
5: Mitchell Rd & Clinton Keith Rd 09/16/2022
OY WP PM V2 8:42 am 07/08/2022 Synchro 11 Report

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 163 1644 26 93 1598 64 18 102 160 13 97 v/c Ratio 0.65 0.98 0.03 0.83 0.79 0.09 0.18 0.26 0.81 0.03 0.17 Control Delay 48.1 41.4 0.1 92.8 28.2 0.2 45.1 10.3 72.2 27.8 0.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.1 41.4 0.1 92.8 28.2 0.2 45.1 10.3 72.2 27.8 0.7 Queue Length 50th (ft) 88 463 0 53 290 0 10 5 47 5 0
Queue Length 95th (ft) 149 #640 0 #141 365 0 32 46 #101 22 0 Internal Link Dist (ft) 677 239 472 338
Turn Bay Length (ft) 100 200 200
Base Capacity (vph) 304 1682 819 112 2013 736 98 400 198 500 558 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.98 0.03 0.83 0.79 0.09 0.18 0.26 0.81 0.03 0.17 Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.