ACOSTA TOWNHOMES PROJECT
TRIP GENERATION ASSESSMENT | PAGE 1 OF 5
Date: September 17, 2022
To: Daniel Rosas, Associate Planner, City of Rialto
From: George Ghossain, Principal Engineer, Integrated Engineering Group
Subject: Trip Generation Assessment for Acosta Townhomes Project, City of Rialto
Integrated Engineering Group (IEG) is pleased to submit this trip generation assessment memorandum (memo) for the Acosta Townhomes Project located at 345 N. Cactus Ave nue, approximately 400 feet south of Foothill Boulevard and approximately 160 feet north of Holiday Place in the City of Rialto , California. This memo has been prepared per the City of Rialto Traffic Impact Analysis Guidelines for Vehicle Miles Traveled and Level of Service (LOS) Assessment (Guidelines, May 2021).
PROJECT DESCRIPTION
This project is proposing the construction of 26 multi-family housing (low-rise) units (including 5 accessory dwelling units) with on-site amenities on a vacant 1.67-acre parcel. It is anticipated that the proposed development will be built in one phase with vehicular access provided via one (1) driveway along Cactus Avenue . The proposed development will be required to provide on-site parking spaces consistent with City of Rialto parking requirements.
The project site plan is shown in Attachment 1.
TRAFFIC ANALYSIS SCREENING
TRIP GENERATION
Trip generation is a measure or forecast of the number of trips that begin or end at the project site. The traffic generated is a function of the extent and type of development proposed for the site. These trips will result in some traffic increases on the streets where they occur. Per the Draft Guidelines, trip generation for proposed uses must be calculated based on rates from the Trip Generation Manual, 11th Edition, published by the Institute of Transportation Engineers (ITE), to determine if this projec t satisfies the thresholds to be exempt from preparing a TIA. Project ITE average trip generation rates and trip calculations summary are presented in Table 1 and Table 2, respectively.
Table 1 – Project Trip Generation Rates
Land Use1 Units2 ITE LU
Code
AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Multi-family Housing (Low Rise) DU 220 0.10 0.30 0.40 0.32 0.19 0.51 6.74 1 Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, Eleventh Edition (2021). 2 DU = Dwelling Unit
Recommended approval- 12/15/22
Justin P. Schlaefli, PE TE
City of Rialto- Contract Traffic Engineer
ACOSTA TOWNHOMES PROJECT
TRIP GENERATION ASSESSMENT | PAGE 2 OF 5
Table 2 – Project Trip Generation Summary
Land Use1 Intensity Units2 AM Peak Hour PM Peak Hour Daily In Out Total In Out Total
Multi-family Housing (Low Rise) 26 DU 2 8 10 8 5 13 175 Total 2 8 10 8 5 13 175
1 Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, Eleventh Edition (2021). 2 DU = Dwelling Units
Table 2 summarizes the trip generation calculation based on the dwelling unit intensityassociated with the proposed Project. As shown, the proposed project is estimated to generate approximately 175 daily trips, 10 AM peak hour trips and 13 PM peak hour trips.
EXEMPTION ASSESSMENT
Per the City Guidelines, a multi-family project of 50 units or less or a project generating less than 50 vehicle trips during peak hours may be exempt from preparing a TIA. Based on the project trip generation calculation shown in Table 2, the proposed project is well below the 50 units and 50 vehicle peak hour trips thresholds. Therefore, the project will be exempt from preparing a TIA.
FOOTHILL BOULEVARD SPECIFIC PLAN COMPLIANCE
The project is within the Foothill Boulevard Specific Plan (F BSP, May 2010 ) area as identified in the City of Rialto General Plan (December 2010). Per the FBSP (shown in Attachment 2), the project site is designated as Commercial Mixed Use (C-MU). Per the FBSP Mitigated Negative Declaration (MND, May 2010) Table i-2, the projected average residential density for the CMU area wa s 12 DU/acre and the projected average floor area ratio (FAR) is 0.25.
Additionally, fifty (50) percent of the CMU floor area was projected to be developed as residential. Based on these projections and per the information provided in Table 3, the projected residential and commercial uses for the 1.67- acre project site under the FBSP are 20 DUs and 9,093 sf commercial space.
Table 3 – FBSP Projected Land Use Amount
Lot Size (acre) FAR Allowable Gross
Floor Area (GFA, sf)
Commercial
GFA (sf)
Residential
Density (DU/acre)
Projected Dwelling
Units
1.67 0.25 18,186 9,093 12 20
Projected ITE land use average trip generation rates are presented in Table 4 and a trip calculation comparison between the proposed use and FBSP projected land uses is presented in Table 5.
ACOSTA TOWNHOMES PROJECT
TRIP GENERATION ASSESSMENT | PAGE 3 OF 5
Table 4 – FBSP Projected Land Use Trip Generation Rates Land Use1 Units2 ITE LU
Code
AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Multi-family Housing (Low Rise) DU 220 0.10 0.30 0.40 0.32 0.19 0.51 6.74 Strip Retail Plaza (<40 TSF) TSF 822 4.42 0.94 2.36 3.30 3.30 6.59 54.45 1Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, Eleventh Edition (2021). 2DU = Dwelling Unit; TSF = Thousand Square Feet
Per ITE TGM, LU 82 2 Shopping Retail Plaza (<40tsf) typically contains commercial retail uses. Additionally per ITE Trip Generation Handbook, 3 rd Edition (TGH, September 2017), if a shopping plaza is part of a mixed -use development with a significantly different land use type such as residential, internal capture can be applied.
Internal capture rates were appropriately calculated based on the procedure presented in NCHRP Report 684, as recommend in the ITE T GH for retail and restaurant uses . This procedure provides AM in, AM out, PM in and PM out internal capture rates for these uses. Internal capture rates for daily trips are not provided and were calculated based on the total PM internal capture trip reduction compared to the unadjusted total PM project trips . Internal capture rate calculations and excerpts from ITE TGM and TGH are included in Attachment 3.
Table 5 – Proposed vs FBSP Projected Land Use Trip Generation Summary Proposed Uses
Land Use Intensity Units1
AM Peak Hour PM Peak Hour
Daily
In Out Total In Out Total
Multifamily Housing (Low Rise) 26 DU 2 8 10 8 5 13 175
Proposed Total 2 8 10 8 5 13 175
Foothill Boulevard Specific Plan Projected Uses
Multifamily Housing (Low Rise) 20 DU 2 6 8 6 4 10 135
Internal Capture (50% - PM In, 50% - PM Out, 50% - Daily)3 0 0 0 3 2 5 68 Subtotal 2 6 8 3 2 5 67
Strip Retail Plaza (<40 tsf) 9.093 TSF 28 19 47 66 66 132 1089 Internal Capture (3% - PM In, 5% - PM Out, 4% - Daily)3 0 0 0 2 3 5 44 Subtotal 28 19 47 64 63 127 1,045
Projected Total 30 25 55 67 65 132 1112
Net Change -28 -17 -45 -59 -60 -119 -937
1Trip Generation Source: Institute of Transportation Engineers (ITE), Trip Generation Manual, Eleventh Edition (2021). 2DU = Dwelling Unit; TSF = Thousand Square Feet
3Internal Capture percentage is based on NCHRP Report 684, as recommended in the ITE Trip Generation Handbook, 3rd Edition.
As shown in Table 5, the proposed 26 dwelling units are expected to generate 937 less daily trips, 45 less AM peak hour trips and 119 less PM peak hour trips than the uses projected for the site in the FBSP MND.
ACOSTA TOWNHOMES PROJECT
TRIP GENERATION ASSESSMENT | PAGE 4 OF 5
SIGNIFICANCE DETERMINATION
The project has demonstrated consistency with the adopted FBSP MND including transportation analysis.
PROJECT TRIP DISTRIBUTION AND ASSIGNMENT
Trip distribution and assignment is the process of identifying the probable destinations, directions and traffic routes that Project related traffic will likely affect. Trip distribution and assignment are not applicable in this case since this memo has demonstrated, per the City of Rialto Guidelines, that the project trip generation will be less than 50 vehicles during the peak hours; therefore, a full traffic impact analysis will not be required.
Intersection & roadway segment Capacity Analyses
Intersection and roadway capacity analyses are not applicable in this case since this memo has demonstrated, per the City of Rialto Guidelines, that the project trip generation will be less than 50 vehicles during the peak hours; therefore, a full traffic impact analysis will not be required.
Project Access
Access to the Project site will be provided via one full access driveway along Cactus Avenue.
Sight Distance
The project, as designed, provides a clear sight distance at the proposed driveway along Cactus Avenue with visibility triangles free of visual obstructions. Refer to Attachment 4. Project will be conditioned to ensure that no obstructions visual or otherwise will be constructed within the visibility area/sight distance of the proposed driveway.
Public Improvements
Project will be conditioned to dedicate the appropriate right-of-way (ROW) needed for the future construction of Cactus Avenue corridor to its Major Arterial ultimate roadway classification per the City of Rialto Circulation Element. Attachment 5 shows existing and proposed Cactus Avenue. Currently Cactus Avenue existing half width improvement along the project frontage consists of 50-foot-wide center line to property line distance including 36-foot center line to curb line distance and 14-foot parkway with curb, gutter and 6-foot-wide sidewalk. The project will be dedicating 10 additional feet along Cactus Avenue to provide the required 60-foot center line to property line distance consistent with the City of Rialto General Circulation Element requirement for a Major Arterial roadway classification. Active transportation network will be expanded in the future to include bicycle facilities once the appropriate ROW is acquired along the entire length of the Cactus Avenue corridor. Refer to Attachment 6 for excerpts from the City of Rialto General Plan including circulation element, major arterial roadway cross-section and bicycle routes.
Parking
The proposed development will be required to provide on-site parking spaces consistent with City of Rialto parking requirements.
ACOSTA TOWNHOMES PROJECT
TRIP GENERATION ASSESSMENT | PAGE 5 OF 5
Conclusion
The proposed Project is located within the City of Rialto and consists of 26 multi-family housing (low-rise) units (including 5 accessory dwelling units) with on-site amenities on a vacant 1.67-acre parcel. It is determined that the proposed project is consistent with the previously adopted FBSP MND and qualifies for an exemption from conducting a detailed traffic impact analysis based on the traffic assessment and technical information provided in this memo. It is our recommendation that a full TIA should not be required based on the technical information provided in this memorandum.
If you have any questions or concerns, please feel free to contact George Ghossain at:
Email: [email protected]
Phone: (951) 833-3105
Address: 23905 Clinton Keith Road 114-280
Wildomar CA, 92595
Attachments: 1 – Project Site Plan
2 – Foothill Boulevard Specific Plan Mitigated Negative Declaration Excerpts 3 – ITE TGM & TGH Excerpts and Internal Capture Rate Calculations 4 – Landscape Plan/Line of Sight
5 – Cactus Avenue Existing & Proposed Roadway Configuration 6 – City of Rialto General Plan excerpts
Attachment 1 - Site Plan
DW DW
F
DW
F
W D
WD
WD
OWNER: GEORGE C BECERRA
CONTACT: FERNANDO ACOSTA
(714) 307-8018
[email protected]
PROJECT ADDRESS: 345 N. CACTUS AVENUE,
RIALTO, CA 92376
ARCHITECT: ANDRESEN ARCHITECTURE INC.
17087 ORANGE WAY
FONTANA, CA 92335
CONTACT: (909) 355-6688
[email protected]
CIVIL: SAKE ENGINEERS, INC
400 S. RAMONA AVE., STE. 202
CORONA, CA 92879
CONTACT: SAM AKBARPOUR
(951) 279-4041
[email protected]
SOILS: RODRIGUEZ CONSULTING AND ENGINEERING
CONTACT: (909) 277-3986
[email protected]
LANDSCAPING: LANDSCAPE DYNAMICS
CONTACT: (951) 264-4839
[email protected]
9 TYPE A UNITS
TYPE A AREA: (3 BED, 2 1/2 BATH) - 1,585 SF
1ST FLOOR 596 SF
2ND FLOOR 989 SF
GARAGE - 415 SF
5 ADU UNITS
ADU AREA: (3 BED, 3 BATH) - 1,200 SF
1ST FLOOR 662 SF
2ND FLOOR 538 SF
GARAGE - 237 SF
12 TYPE B UNITS
TYPE B AREA: (4 BED, 2 1/2 BATH) - 1,830 SF
1ST FLOOR 596 SF
2ND FLOOR 1,128 SF
GARAGE - 415 SF
PARKING:
2 SPACES REQ./UNIT (21 X 2) REQUIRED 42 SPACES
1 GUEST PARKING REQ./4 UNITS: 6 SPACES
TOTAL 48 SPACES REQUIRED
2 GARAGE SPACES / UNIT PROVIDED 42 SPACES
1 GARAGE SPACES / ADU PROVIDED 5 SPACES
GUEST SPACES PROVIDED (BEHIND GATES) 12 SPACES
GUEST SPACES PROVIDED (OUTSISDE GATES) 3 SPACES
TOTAL 62 SPACES PROVIDED
PRIVATE OPEN SPACE REQ. 100 SF/ UNIT (6' MIN. DIM.)
PRIVATE OPEN SPACE PROV. 175 SF MIN.
AMENITIES REQUIRED: 5 MINOR AMENITIES
AMENITIES PROVIDED: 5 - {2 BBQ AREAS WITH
TRELLIS AND PICNIC TABLES,
1 TOT LOT, 1 COMMON OPEN
SPACE (GRASS AREA) AND 1
GYM WITH EQUIPMENT}
APN: 0130-013-02
ZONING: EXISTING - COMMERCIAL MIXED USE (C-MU)
PROPOSED - R-4 HIGH DENSITY MULTIPLE FAMILY
SPECIFIC PLAN RESIDENTIAL HIGH DENSITY (R-HD)
OCCUPANCY: GROUP R-3
CONSTRUCTION: TYPE V-B
FIRE SPRINKLERS: REQUIRED
PROJECT DESCRIPTION: PROPOSED GATED COMMUNITY (SINGLE-OWNERSHIP) WITH 21 TOWNHOMES, 8 BUILDINGS, 2-STORY, 3 & 4
BEDROOMS) WITH 2-CAR TUCK-UNDER GARAGES AND
BALCONIES ABOVE, 5 ADU UNITS WITH 1-CAR TUCK-
UNDER GARAGES, SITE AMMENITIES, COMMON AND
PRIVATE OPEN SPACES, GUEST PARKING, TRASH
ENCLOSURES AND SITE LIGHTING.
GROSS AREA SIZE: 72,745 SF. (1.67 AC.)
MAXIMUM DENSITY ALLOWED: 1 TO 2 ACRES: 13 DWELLING UNIT / ACRE
1.67 x 13 = 21 UNITS MAX.
UNITS PROPOSED: 21 UNITS + 5 ADUS
MAXIMUM BLDG. COVERAGE ALLOWED: 60% OF LOT AREA
BLDG. COVERAGE: 31,100 SF. (42%) < 60% ALLOWED
MAXIMUM HEIGHT: 6 STORIES OR 75'-0"
BUILDING FOOTPRINT: 27,602 SQ. FT. (38%) (60% ALLOWED)
NET LOT SIZE: 45,143 SQ. FT. (100%)
LANDSCAPE AREA: 18,564 SQ. FT. (41%)
HARDSCAPE AREA: 26,579 SQ. FT. (59%)
Cactus Avenue
SETBACK
10'-0" MIN.120.00'
SETBACK
7'-0"
SETBACK
5'-0"
COMMON
OPEN SPACE
1,455 SF.
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
DRIVEWAY
Trash
Enclosure
12'-0"
GUEST
PARKING (3)
Proposed
Decorative
Pavers Driveway
Gate
3 Guest
Parking
Spaces
GYM WITH EQUIPMENT
995 SF.
BBQ /
Trellis
UNIT 6 UNIT 8
UNIT 11
UNIT 12
UNIT 13
UNIT 17 UNIT 16 UNIT 15 UNIT 14ADU 4 UNIT 19 UNIT 18
UNIT 7
ADU 5UNIT 21UNIT 20
10'-0" 127'-10" 71'-0" 20'-0" 4'-11" 38'-1" 10'-0"
10'-0"36'-6"30'-0"36'-6"7'-0"
601.60'
UNIT 1 UNIT 2ADU 1
GUEST
PARKING (3)
COMMON OPEN SPACE
900 SF.
601.64'
COMMON OPEN SPACE
1,508 SF.
GUEST
PARKING (4)
BBQ /
Trellis
Tot Lot
12'-0"97'-6"10'-6"
Type A Type B
19'-0" 15'-0" 86'-10" 10'-0" 37'-0" 93'-6" 10'-0" 86'-10" 5'-0" 48'-5" 38'-1" 10'-0" Type B Type A Type B
Type B
Type B
Type B
Type AType B Type A Type A Type B
UNIT 10UNIT 9 ADU 3
Type AType B
Type B Type A Type B
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
Mail
Box
6' High Wrought Iron
Fence with Pilasters
6' High Wrought Iron
Fence with Pilasters
Proposed
Driveway and
Drive Approach
per City Standards
26'-0"
Existing Curb,
Gutter & Sidewalk
to Remain
50'-0"
Dedication
10'-0" 26'-7"
Underground
Storm Water
Treatement
UNIT 4 UNIT 5ADU 2 UNIT 3
Type A Type A Type B
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACEPRIVATE
OPEN SPACE
BUILDING 1 BUILDING 2 BUILDING 3 BUILDING 4
BUILDING 5
BUILDING 6BUILDING 7BUILDING 8
Trash
Enclosure
PRIVATE
OPEN SPACE
PRIVATE
OPEN SPACE
Existing Curb,
Gutter & Sidewalk
to Remain
Pedrestrian Gate
6' High Decorative
Perimeter CMU Screen wall
6' High Decorative
Perimeter CMU Screen wall
5'-0" 27'-0" 5'-0"
20'-0"6"
5'-0" 16'-0" 41'-0"
20'-0"
5'-0"
R 12' - 0"
R 24' - 0"
7'-0"4'-0" 35'-0"
20'-0"
34'-4" 5'-0" 35'-0" 6'-0" 12'-0" 7'-0"
4'-0"
4'-0"26'-0"
9'-4"
PRIVATE
OPEN SPACE
TYP.
9'-0"
3,093 SQ. FT. 4,122 SQ. FT. 3,318 SQ. FT. 3,093 SQ. FT. 3,443 SQ. FT.
3,318 SQ. FT.4,122 SQ. FT.3,093 SQ. FT.
4'-0"
4'-0"
Dedication
10'-0" 55'-8" 86'-10" 62'-0" 115'-4"
115'-4"
9'-0"
9'-0"
17'-0"9'-0"
Fire
Hydrant
Existing Fire Hydrant
250' From Nearest
Corner of Building
NEW FIRE HYDRANT
8"118'-8"8"
160'-0" 105'-0" 101'-0" 93'-0"
NEW FIRE HYDRANT NEW FIRE HYDRANT
30'-0"
SETBACK
10'-0"
SETBACK
10'-0"
10'-0"
7'-0"
Path of
Travel
Path of
Travel
120.00'
1261
1262
1263
1262
1264
1264
N 00° 01' 49" E
S 89° 52' 36" E601.60'
S 89° 52' 36" E
N 00° 01' 49" E
Decorative Pavers
Pedestrian Walkway
Gate
Intercom
GUEST
PARKING (2)
9'-0"
50'-0" 20'-0"Fire Hydrant
Setback
5'-0"
SIGN
WM
ANC
26'-0"
36'-0" 14'-0"
60'-0"
24'-0"
6'-0"
PROJECT SITE
Living Dining/Kitchen
2-Car Garage
Entry
Powder Pantry
20'-8" 3'-2" 12'-2"
9'-0" 8'-7" 6'-3" 12'-2"
28'-6"
7'-10" 20'-8"
3'-11" 3'-11"
2-Car Garage
Dining/Kitchen
Living
Powder
Entry
9'-6" 4'-10" 6'-10" 15'-4"
11'-10" 20'-8"
36'-0"
12'-2"3'-2"20'-8"
3'-11" 7'-11"
32'-6"
25'-10"
20'-8" 3'-2" 12'-2"
9'-5" 6'-6" 20'-1"
9'-10" 10'-10"
1-Car Garage
Dining/Kitchen
Living
Entry
Bedroom
Bath.
36'-0"
5'-2" 20'-8"
Pantry
13'-1" 7'-7"
17'-0"
3'-6" 17'-2"
Bedroom 2
Bath 2
W.I.C.
Master Bath
Hallway
Laundry
Master Bedroom
17'-0"
12'-2"3'-2"5'-10"11'-4"
32'-6"
2'-6" 6'-5" 3'-3" 4'-10"
3'-3" 8'-11"
5'-9" 11'-3"
Master Bed
Master BathW.I.C.
Bedroom 2
Bath 2 Toilet
Hallway
Bedroom 3
Flex Room
Balcony
Linen Laundry
28'-6"
6'-10" 9'-5" 12'-3"
8'-0" 10'-10" 2'-0" 5'-7" 5'-11" 3'-8"
36'-0"
12'-9" 3'-3" 7'-10" 12'-2"
12'-4" 5'-3" 10'-11"
11'-0" 6'-7" 4'-3" 6'-8"
6'-1" 4'-5" 5'-9"
Master BedMaster BathW.I.C.
Toilet
Bath 2
Flex Room
Bedroom 2 Bedroom 4
Laundry
32'-6"
5'-7" 4'-11" 9'-1" 12'-11"
3'-6" 11'-1" 2'-7" 5'-8" 5'-9" 7'-5 7/8"
36'-0"
6'-1" 4'-5" 3'-9" 5'-4" 12'-11"
12'-2"3'-2"3'-6"13'-8"3'-6"
10'-4" 11'-4" 10'-10"
7'-0" 3'-6" 3'-9" 7'-3" 11'-0"
Bedroom 3
C 2020 Doug Andresen, Architect expressly reserves his common law copyright and other property rights in these plans. These plans are not to be reproduced, changed or copied in any form or manner whatsoever, nor are they to be assigned to any third party without first obtaining the express written permission and consent of Douglas Andresen, Architect.
LICENSED ARCHITECT
STATE OF CA L I FORNIA
Douglas Andresen
C-14504
12-31-23
RENEWAL
DATE
C:\Users\TammyTheodory\Andresen Architecture Inc\AAI - Access\Projects\4_Projects 2020-2029\2021\21-4100 Acosta Apartments\Revit\21-4100 Evergreen Townhomes.rvt9/15/2022 9:52:34 AM PL1Site Plan
Proposed Evergreen Townhomes By:
George Becerra & Fernando Acosta
14 Sep. 2022
21-4100
345 N. Cactus Avenue, Rialto, CA 92376
1" = 20'-0"
Site Plan
Vicinity Map
Proposed Evergreen Townhomes By:
George Becerra & Fernando Acosta
345 N. Cactus Avenue, Rialto, CA 92376
Sequence of Drawings - DR
N
umber Description
PL1 Site Plan
PL2 Floor Plans & Elev's- Bldg. 1,4,8
PL3 Floor Plans & Elev's- Bldg. 2,7
PL4 Floor Plans & Elev's- Bldg. 3
PL5 Floor Plans & Elev's- Bldg. 5
PL6 Floor Plans & Elev's- Bldg. 6
1 of 2 Conceptual Grading Plan
2 of 2 Conceptual Grading Plan
1 of 1 Preliminary Landscape Plan
1/8" = 1'-0"
Type A - First Floor Plan
1/8" = 1'-0"
Type B - First Floor Plan
1/8" = 1'-0"
ADU - First Floor Plan
1/8" = 1'-0"
ADU - Second Floor Plan
1/8" = 1'-0"
Type A - Second Floor Plan
1/8" = 1'-0"
Type B - Second Floor Plan
3D View
Attachment 2 - Foothill Boulevard Specific Plan Mitigated Negative Declaration Excerpts
-4-
Boulevard. The center median is planned to be a raised median that will divide traffic and allow turning movements at a few locations (see Exhibit C, Median Breaks, Gateways, and Wayfinding Signs). Gateways will be located within the center medians or public right-of-ways to identify entrances to the City. Wayfinding signs will be located in the center median to direct vehicles to City locations, such as City Hall or Riverside Drive.
Chapter 5- Infrastructure
The City of Rialto General Plan identifies Foothill Boulevard as a Major Arterial, with an ultimate right of way of 110-feet and a width of 96-feet curb face to curb face. The Specific Plan does not require additional right of way be dedicated or constructed beyond the General Plan standard. The Specific Plan requires applicants to dedicate a five foot landscape easement to the City for new development of vacant properties.
Chapter 6- Implementation
The Specific Plan includes an Implementation Program that provides staff and City decision-makers with the actions and information necessary to effectively implement the vision and goals of the Specific Plan. The Implementation Plan identifies actions, timing, program responsibility, funding sources, and estimated costs.
Chapter 7- Administration
The Administration section identifies the adoption process and explains relevance to other Planning Documents, such as the General Plan and Development Code. This section also provides information for issues such as interpretation, revisions, and modifications.
Chapter 8- Appendices
The appendices include alternative designs that were considered during the Specific Plan process.
Approval Process
Approval of the Specific Plan occurs through adoption by City Council Ordinance, consistent with Development Code Section 18.78.060G- Procedures for Adoption and Amendment of Specific Plans. Upon adoption, the Specific Plan establishes planning guidance for all development and public improvements, and designates permitted land uses and supplemental development standards for the Specific Plan area.
Specific Plan Build-Out
The new designations will allow for increased intensity of residential dwelling units and commercial space within the Foothill Boulevard Specific Plan. The Keyser Marston economic conditions study prepared for the City in 2006 analyzed the existing commercial and residential square footage within the Specific Plan area boundaries.
This study was utilized to create Table i-2 (Specific Plan Land Use and Population Projections) and Table i-3 (Existing Planning Area and Population Projections), which provide an estimated total capacity of the Planning area for both the proposed Specific Plan and the Existing General Plan.
-5-
Table i-2- Specific Plan Land Use and Population Projections Land
Use
Legend Acreage Density
Projected
Average
DU/Ac
4 Total
Dwelling
Units
Build-out
Population
1 Projected
Average
F.A.R.
4 Total Non-
Residential
Floor Area
Sq. Ft.
PC 157.30 No
Residential - - - 0.25 1,712,997
CMU 21.01 Up to 24
du/ac 12 2 252 630 0.25 228,799
RMU 36.13 Up to 30
du/ac 24 867 2,168 .25 3 39,346 3
HDR 46.23 Up to 30
du/ac 26 1,202 3,005 -
Total 260.67 - - 2,321 5,803 - 1,981,142
Notes:
1. Based upon 2.5 persons per dwelling unit.
2. It is anticipated that about fi fty percent of the Commercial Mixed Use area will also be developed with vertical residential mixed uses.
3. It is anticipated that about ten percent of the Residential Mixed Use will be developed with commercial uses.
4. FAR is Floor Area Ratio, the land area divided by the total building feet.
Land Use Legend
PC= Pedestrian CMU= Commercial Mixed Use
RMU= Residential Mixed Use HDR= High Density Residential
There is an estimated potential build-out capacity of 2,321 dwelling units and 1,981,142 square feet of non-residential buildings within the Specific Plan planning area. The existing General Plan projects a build-out capacity in the Specific Plan area of 327 dwelling units and 2,564,596 square feet of non-residential development.
Table i-3- Existing Planning Area and Population Projections Land
Use
Legend Acreage Density
Projected
Average
DU/Ac
1 Total
Dwelling
Units
Build-out
Population
2 Projected
Average
F.A.R.
3 Total Non-
Residential
Floor Area
Sq. Ft.
C-2 98.93 - - - - 0.25 1,077,348
C-3 128.34 - - - - 0.25 1,397,623
H-C 8.23 - - - - 0.25 89,625
R-3 17.18 16 14 241 603
MHD 5.2 16 14 73 183
R-1C 3.25 3-6 du/ac 3.9 13 41
Total 260.03 - - 327 827 2,564,596
-9-
-57-
XVI. TRANSPORTATION/TRAFFIC -- Would the project:
Potentially
Significant
Impact
Less Than
Significant
with
Mitigation
Incorporation
Less Than
Significant
Impact
No
Impact
a) Conflict with an applicable plan,
ordinance or policy establishing
measures of effectiveness for the
performance of the circulation system,
taking into account all modes of
transportation including mass transit
and non-motorized travel and relevant
components of the circulation system,
including but not limited to
intersections, streets, highways and
freeways, pedestrian and bicycle
paths, and mass transit?
×
b) Conflict with an applicable
congestion management program,
including, but not limited to level of
service standards and travel demand
measures, or other standards
established by the county congestion
management agency for designated
roads or highways?
×
c) Result in a change in air traffic
patterns, including either an increase
in traffic levels or a change in location
that result in substantial safety risks?
×
d) Substantially increase hazards due
to a design feature (e.g., sharp curves
or dangerous intersections) or
incompatible uses (e.g., farm
equipment)?
×
e) Result in inadequate emergency
access?
×
-58-
f) Conflict with adopted policies, plans,
or programs regarding public transit,
bicycle, or pedestrian facilities, or
otherwise decrease the performance
or safety of such facilities?
×
a) The Specific Plan is an implementation mechanism for the City’s General Plan and has been considered in the preparation of the City’s General Plan update. The Specific Plan includes improvements such as medians and gateway structures, all within the ultimate right-of-way identified in the General Plan. The Specific Plan encourages alternative methods of transportation, such as walking, bicycling, and mass transit.
The Specific Plan proposes new development standards that will result in a potential increase of 368,651 square feet of commercial development and up to 946 residential development units; thereby resulting in popul ation and employment growth that could increase traffic volumes in the area. As part of the General Plan update effort, a city- wide traffic study was prepared in March 2009. According to the traffic study, the current average annual daily traffic (AADT) on Foothill Boulevard is approximately 29,000 vehicles, as summarized in Table 3 (Existing and Future Daily Traffic Volumes and Service Levels). Based on the land use and circulation changes proposed in the General Plan update, anticipated AADT levels along Foothill Boulevard are 31,067 at the highest volumes (Table XVI-1 Existing and Future Daily Traffic Volumes and Service Level).
Foothill Boulevard is currently a four lane major arterial. The proposed General Plan update and the Specific Plan identify Foothill Boulevard as a 6-lane, major arterial highway. As indicated in Table XVI-1, this roadway classification will accommodate future traffic volumes in a manner that will result in a Level of Service (LOS) C. This service level is generally descriptive of ‘st able traffic flows’ and meets the City’s LOS minimum performance standard of D. Considering projected traffic volumes on Foothill Boulevard and the roadway’s proposed classification, the project will not conflict with applicable plans establishing measures of effectiveness for the performance of the circulation system, and impacts will be less than significant.
Table XVI-1 Existing and Future Daily Traffic Volumes and Service Level From To 2006 2035
AADT LOS AADT LOS
Maple Linden 29,000 D 31,067 C
Linden Riverside 28,500 D 30,489 C
Riverside Pe pper 29,000 D 28,233 C
Source: Iteris 2009
b) Foothill Boulevard is part of the County of San Bernardino’s Congestion Management Program. The County has established a LOS E standard for Foothill Boulevard. As discussed in Section XVI.a above, Foothill Boulevard it projected to operate at a LOS D and therefore would not exceed the service standard adopted by the County.
Impacts will be less than significant.
c) The Rialto Municipal Airport is located northwest of the Specific Plan area, approximately 1.4 miles directly north of the intersection of Maple Avenue and Foothill Boulevard. A portion of the proposed project is located within Safety Zone III, which generally does not restrict land uses and does not have a maximum gross density recommended. Portions of the S
pecific Plan are within the Horizontal Surface
-59-
identified in the Rialto Airport Land Use Plan 10 (ALUP). The minimum notice requirements identified in the ALUP state that structures exceeding an imaginary surface at a slope of 100 to 1 from the nearest point of the runway shall notify the FAA administrator of their intentions. The Specific Plan is within the notice area, however, the maximum permitted building height (75 –feet) is below the allowable height restrictions at the nearest boundary of the Specific Plan (Maple Avenue north of Foothill Boulevard. Therefore, the Specific Plan does not allow any development that could result in a change in air traffic patterns from any airport and no impact will occur.
The closure of the Rialto Airport has been approved by the Executive Office of the United States and the Federal Aviation Administration. Closure will be finalized once all existing commercial businesses are relocated to other areas off of the existing airport grounds.
d) The Specific Plan does make recommendations on future streetscape improvements in the Specific Plan’s Implementation Program These recommendations include construction of raised medians and landscaping, gateway features, thematic and wayfinding signage, improved parcel interconnec tivity, and a reduction in driveways.
The addition of medians is designed to limit site access along the corridor to right- in/right-out only maneuvers, thereby limiti ng hazardous left-turns and improving traffic safety. The reduction in driveways is also m eant to improve traffic safety by limiting the ingress and egress from businesses along the corridor and thereby reducing traffic conflicts. The Specific Plan does not propose any hazardous design features.
The Specific Plan includes various land use changes meant to increase residential opportunities along the corridor and to create a more pedestrian friendly environment.
These land use changes include commercial and residential mixed-use categories.
Potential future construction will result in common urban development and would not result in any incompatible uses being established along Foothill Boulevard. No hazard impact related to incompatible uses will occur.
e) Approximately 65 percent of the area within the Specific Plan is occupied by existing land uses including commercial business and residential units. The area is currently served by emergency responders from the Ri alto Fire Department. The roadway will not be altered from its current alignment and new roadway improvements will increase safety for vehicles and pedestrians working, shopping, or living in the area. All new median pockets will be designed to facilitate emergency vehicle access, and all driveways to existing or proposed businesse s or residential units will use existing design standards so that emergency vehicles can access properties within the Specific Plan boundaries (see the City’s adopted Fire Code in Chapter 15.28 of the Municipal Code). Emergency access will not be impacted by the adoption of the Specific Plan.
f) The Specific Plan will not conflict with established policies regarding alternative transportation. The Specific Plan is designed to facilitate existing policies encouraging the use of alternative transportation by providing for the creation of a pedestrian- oriented, mixed-use growth pattern for the Specific Plan area. Foothill Boulevard is a transit corridor served by Omnitrans bus lines and within one mile of the Metrolink mass transit rail line. During peak hours Omnitrans conducts bus operations at 15 minute intervals and a Metrolink rail station is located south of the Specific Plan boundaries on Riverside Avenue and is accessible by existing bus service. By incorporating residential uses with low-intensity commercial uses, the Specific Plan allows local residents to reduce personal vehicle use within the immediate area for everyday goods and services and allows re sidents the opportunity to have access to commuter service to
jobs in the lar ger overall re gion. The S pecific Plan meets man y
-60-
City and regional objectives for maintaining or improving Levels of Service and promoting transit oriented development; therefore, no impact will occur.
Attachment 3 - ITE TGM & TGH Excerpts and Internal Capture Rate Calculations Land Use: 822
Strip Retail Plaza (<40k)
Description
A strip retail plaza is an integrated group of commercial establishments that is planned, developed, owned, and managed as a unit. Each study site in this land use has less than 40,000 square feet of gross leasable area (GLA). Because a strip retail plaza is open-air, the GLA is the same as the gross floor area of the building.
The 40,000 square feet GFA threshold between strip retail plaza and shopping plaza (Land Use 821) was selected based on an examination of the overall shopping center/plaza database. No shopping plaza with a supermarket as its anchor is smaller than 40,000 square feet GLA.
Shopping center (>150k) (Land use 820), shopping plaza (40-150k) (Land Use 821), and factory outlet center (Land Use 823) are related uses.
Additional Data
The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip generation resource page on the ITE website (https:/ /www.ite.org/technical-resources/topics/trip- and-parking-generation/).
The sites were surveyed in the 1980s, the 1990s, the 2000s, and the 2010s in Alberta (CAN), California, Delaware, Florida, New Jersey, Ontario (CAN), South Dakota, Vermont, Washington, and Wisconsin.
Source Numbers
304, 358, 423, 428, 437, 507, 715, 728, 936, 960, 961, 974, 1009 228
Trip Generation Manual 11th Edition • Volume 5
197
Land Use: 821
Shopping Plaza (40-150k)
Description
A shopping plaza is an integrated group of commercial establishments that is planned, developed, owned, and managed as a unit. Each study site in this land use has between 40,000 and 150,000 square feet of gross leasable area (GLA). The term “plaza” in the land use name rather than “center” is simply a means of distinction between the different shopping center size ranges.
Various other names are commonly used to categorize a shopping plaza within this size range, depending on its specific size and tenants, such as neighborhood center, community center, and fashion center.
Its major tenant is often a supermarket but many sites are anchored by home improvement, discount, or other stores. A shopping plaza typically contains more than retail merchandising facilities. Office space, a movie theater, restaurants, a post office, banks, a health club, and recreational facilities are common tenants. A shopping plaza is almost always open-air and the GLA is the same as the gross floor area of the building.
The 150,000 square feet GLA threshold value between shopping plaza and shopping center (Land Use 820) is based on an examination of trip generation data. For a shopping plaza that is smaller than the threshold value, the presence or absence of a supermarket within the plaza has a measurable effect on site trip generation. For a shopping center that is larger than the threshold value, the trips generated by its other major tenants mask any effects of the presence or absence of an on-site supermarket.
The 40,000 square feet GFA threshold between shopping plaza and strip retail plaza (Land Use 822) was selected based on an examination of the overall shopping center/plaza database. No shopping plaza with a supermarket as its anchor is smaller than 40,000 square feet GLA.
Shopping center (>150k) (Land Use 820), strip retail plaza (<40k) (Land Use 822), and factory outlet center (Land Use 823) are related uses.
Land Use Subcategory
The presence or absence of a supermarket in a shopping plaza has been determined to have a measurable effect on site trip generation. Therefore, data are presented for two subcategories for this land use: sites with a supermarket anchor and sites without a supermarket.
Additional Data
The technical appendices provide supporting information on time-of-day distributions for this land use. The appendices can be accessed through either the ITETripGen web app or the trip generation resource page on the ITE website (https:/ /www.ite.org/technical-resources/topics/trip- and-parking-generation/).
General Urban/Suburban and Rural (Land Uses 800–999)
43 Chapter 6: Trip Generation for Mixed-Use Development 6 Trip Generation for Mixed-Use Development
6.1 Background
Most data presented in Trip Generation Manual were collected at single-use, free-standing sites.
However, development sites with two or more complementary land uses are now much more common and a method to accurately estimate the external trip generation effects of these types of developments is needed. At a development site consisting of two or more land uses, there is potential for interaction among those uses (referred to as “internal capture trips”), particularly where the trip can be made by walking. As a result, the total generation of external trips (that is, those entering and exiting the overall site) may be less than the simple sum of the trips generated by each discrete land use.
The recommended methodology is the same recommended procedure presented in NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments. 7 The NCHRP report
provides details on the development of the recommended estimation procedure, its underlying data, and validation of the estimation procedure. The report includes a summary of past research on trip generation and internal trip capture at mixed-use developments, as well as a discussion of other estimation methods that may be appropriate for the analyst to consider.
The recommended approach conforms to the Chapter 3 flow chart for estimation of site trip generation (see Figure 3.1):
● The baseline vehicle trip generation estimates are produced using the procedures presented in Chapters 4 and 9, as appropriate;
● Vehicle trip estimates are converted to person trips using methods presented in Chapter 5; ● The product of the process recommended in this chapter is an estimate of the total person trips entering or exiting the study site, after trips internal to the site (by walking, bicycle, transit, or personal passenger vehicle) are subtracted from total person trips generated by the study site; ● If the mixed-use site is located in an urban infill setting or near a rail transit station or a multi- route bus transit center with high-frequency service, the procedures presented in Chapters 7 and 8 should be applied to the product of the person trip estimates produced in this chapter; and ● Mixed-use development can attract vehicle traffic that is currently on adjacent or nearby streets.
Refer to Chapter 10 for guidance on estimating pass-by and diverted trips.
6.2 Definition of Mixed-Use Development
For the purpose of this Handbook, a mixed-use development is typically a single real-estate development that consists of land uses corresponding to two or more ITE land use types between which trips can be made without using the off-site road system. A mixed-use development may also be referred to as a multi-use development.
7 Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, 2011. 44 Trip Generation Handbook, 3rd Edition
Because of the complementary nature of these land uses, some trips are made among the on-site uses. This capture of trips internal to the site has the net effect of reducing vehicle trip generation between the overall development site and the external street system (compared to the total number of trips generated by comparable land uses developed individually on stand-alone sites).
Mixed-use developments are commonly found ranging in size between 100,000 and 2 million sq. ft. of gross floor area within an overall area of up to roughly 300 acres. The data presented in this chapter correspond to mixed-use developments in this size range. The recommended procedures for estimating trip generation at mixed-use developments are likely applicable at even larger sites, but the analyst is encouraged to collect and consider additional data.
A key characteristic of a mixed-use development is that trips between the various land uses can be made on site and these internal trips do not utilize the major street system. In some mixed- use developments, these internal trips can be made either by walking or by vehicles using internal roadways without using external streets.
An internal capture rate can generally be defined as the percentage of total person trips generated by a site that are made entirely within the site. The trip origin, destination, and travel path are all within the site.
The trip reduction for internally captured trips is separate from the reduction for pass-by trips. These are two distinct components of trip-making behavior and both could be applicable for a proposed development. The internal trips, if present, should be subtracted before pass-by trip reductions are applied (refer to Chapter 10 for a complete discussion of pass-by trip estimation).
6.3 Mixed-Use Development Classified as a Single Land Use A mixed-use development could consist of any combination of different land use types within a defined, congruous area. But that definition would encompass a wide range of potential applications, many of which are not intended to be the focus of this chapter.
A traditional downtown or central business district is not considered a mixed-use development for the purposes of this Handbook. Downtown areas typically have a mixture of diverse employment, retail, residential, commercial, recreation, and hotel uses. Extensive pedestrian interaction occurs because of the scale of the downtown area, ease of access, and proximity of the various uses.
Automobile occupancy, particularly during peak commuting hours, is usually higher in the CBD than in outlying areas. Some downtowns have excellent transit service. For these reasons, trip generation characteristics in a downtown environment are different from those found in general urban or suburban areas. Most data presented throughout Trip Generation Manual from sites in suburban or outlying business district settings with limited or no transit service and free or inexpensive parking.
Accordingly, trip generation characteristics in this chapter, and specifically in the case of capture rates at mixed-use developments, are directly applicable only to sites outside the traditional downtown. Chapter 7 presents a recommended approach for estimating person trips generated in any urban setting including a downtown.
A shopping center could also be considered a mixed-use development because it typically includes uses other than general retail such as restaurants, banks, and office. However, because data have 45 Chapter 6: Trip Generation for Mixed-Use Development been collected directly for them as a-stand-alone developments, shopping centers are considered in Trip Generation Manual as a single land use. The associated trip generation data presented in the Manual already reflect the effects of internal capture and the mixed-use nature of the center.
Accordingly, internal capture rates are not applicable and should not be used to estimate trips for shopping centers if using statistics and data for Land Use Code 820. However, if the shopping center is part of a larger mixed-use development or if it is planned to have out- parcel development of a significantly different land use type, such as residential, the site could be considered a mixed-use development for the purpose of estimating site trip generation.
A subdivision or planned unit development containing general of fice buildings and support
services such as banks, restaurants, and gasoline service stations arranged in a park- or campus- like atmosphere should be considered an office park (Land Use Code 750), not a mixed-use development. An office building with support retail or restaurant facilities contained inside the building should be treated as a general office building (Land Use Code 710) because the Manual data already reflect such support uses. A hotel with an on-site restaurant and small retail falls within Land Use Code 310 and should not be treated as mixed-use development.
6.4 Underlying Assumptions about Internal Capture at a Mixed-Use Site The internal trip-making characteristics of a mixed-use development site are directly related to its mix of on-site land uses (which are typically a combination of office, retail, restaurant, cinema/ entertainment, residential, or hotel). When combined within a single mixed-use development, these land uses tend to interact and thus attract a portion of each other’s trip generation. As should be expected, the observed internal capture rates for mixed-use developments vary by time of day, mix of on-site land uses, and size of the development.
Four premises form the basis for the recommended methodology:
● Premise 1: The distribution of trip purposes among persons entering or exiting a development site is relatively stable. In other words, the ratios of commute trips, work trips, and visitor trips to or from an office building is roughly the same whether the building is stand-alone or within a mixed-use development.
● Premise 2: The distribution of destination land uses (that is, at the other end of a trip from the development site) is likewise assumed to be relatively stable. For example, the destinations of trips from an office building are distributed among the many potential destinations (such as retail or residential) in roughly the same pattern whether the office is a stand-alone site or in a mixed- use development.
● Premise 3: The converse of Premise 2 is also true, that the distribution of origins for trips to a particular land use is assumed to be relatively stable. ● Premise 4: The number of trips from a land use within a mixed-use development to another land use within the same mixed-use development (that is, an internal trip) is a function of the size of the “receiving” land use and the number of trips it attracts, as well as the size of the “originating” land use and the number of trips it sends. The number of trips between a particular pair of internal land uses is limited to the smaller of these two values.
Key to the success of this methodology in replicating internal capture patterns at mixed-use sites is its balancing step that constrains internal trip-making to realistic levels given the mix of land uses. Figure 46 Trip Generation Handbook, 3rd Edition
6.1 shows an example of this balancing. Assume Land Use A is a large residential development and Land Use B is a smaller retail component of a mixed-use development. The residential development is large enough to generate 75 peak hour outbound trips that could go to an on-site retail destination, and could attract 50 inbound trips from an on-site retail origin. However, in this particular mixed-use development, the retail portion of the development is only large enough to generate 25 peak hour outbound trips to an on-site residential destination and 35 peak hour inbound trips from an on-site residential origin. Therefore with this particular combination of size and type of land uses, the mixed- use development internally captures a maximum of 35 trips from Land Use A to Land Use B and 25 trips from B to A. The remainder of the potential residential-to-retail on-site trips become external trips.
Figure 6.1 Balanced Internal Trips in Mixed-Use Development Example Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, Figure 19, 2011.
6.5 Process for Estimating Mixed-Use Trip Generation
The recommended procedure for estimating internal trip capture and trip generation for a mixed-use development is a series of nine steps:
● Step 1: Determine whether methodology is appropriate for study site. ● Step 2: Estimate person trip generation for individual on-site land uses. ● Step 3: Estimate proximity between on-site land use pairs. ● Step 4: Estimate unconstrained internal person trip capture rates with proximity adjustment. ● Step 5: Estimate unconstrained demand between on-site land use pairs. ● Step 6: Estimate balanced demand between on-site land use pairs. ● Step 7: Estimate total internal person trips between on-site land use pairs. ● Step 8: Estimate total external person trips for each land use. ● Step 9: Calculate overall internal capture and total external vehicle trip generation.
A spreadsheet tool is available which automatically performs many of the required calculations based on input data. The spreadsheet tool can be downloaded from within the Other Resources link in the Trip and Parking Generation section of the ITE website (www.ite.org/tripgeneration/index.asp).
If using the spreadsheet tool, the analyst needs to complete Steps 1 through 3. The estimation tool automatically calculates overall internal capture and total external vehicle trips in Steps 4 through 8 and summarizes the results. The complete step-by-step procedure is provided here 47 Chapter 6: Trip Generation for Mixed-Use Development if the analyst chooses to do the calculations manually (if the analyst, for example, is using local data to supplement the national database). Appendix F contains an example application of the recommended process.
The step-by-step procedure and spreadsheet contain data that enable the analyst to evaluate internal capture at a mixed-use site with any combination of office, retail, restaurant, cinema/ entertainment, residential, and hotel land uses. Because data are not currently available for other land use categories, internal capture to and from those uses is assumed to be zero in the spreadsheet tool.
The analyst is cautioned that each mixed-use development has unique characteristics that influence the extent of internal trip capture. Such characteristics include, but are not limited to, the following:
● The number and magnitudes of complementary land uses; ● The layout of the land uses relative to each other;
● Specific businesses, residence types, and other component characteristics within each land use category;
● Proximity and connectivity between each pair of land uses; ● Design characteristics of the development and its internal transportation system; ● Specific characteristics of the development’s access and parking; and ● Competing opportunities outside the development.
6.5.1 Step 1: Determine Whether Methodology Is Appropriate for Study Site The procedure should be used for estimating internal capture only at a mixed-use development that has characteristics resembling the sites from which the internal capture rates have been derived. In determining if the recommended procedure is appropriate for a particular mixed-use development, the analyst should consider at least the following factors:
● Development Type: The mixed-use development should be a single, physically and functionally integrated development on a single development block or a group of contiguous blocks with two or more uses, with internal pedestrian and vehicular connectivity, and with shared parking among some or all uses. The site should have sufficient parking supply to meet demand although the most convenient parking may sometimes fill during peak demand periods. ● Development Location: The mixed-use development should be downtown fringe, general urban, or suburban. It should not be located either within or adjacent to a central business district. Trip generation for a study site in a CBD setting is addressed in Chapter 7. ● Development Size: The data that form the bases for the internal capture methodology are from mixed-use development sites that have between 100,000 and 2 million sq. ft. of building space and an overall acreage of up to roughly 300 acres. The mixed-use development should fall within those ranges. It can be a single site, a block, or a district or neighborhood (with multiple interconnected or interactive blocks within a defined boundary); however, this procedure should not be used for a development composed of different adjacent, but not directly connected, land uses. Adjacent blocks can be considered to be directly connected if there is an internal street, driveway, alley system, or pedestrianway by which person trips can be made to travel from one block to another. If the development site has multiple land uses and the blocks are configured in such a way that internal trips must exit the site and use an external street system, then the site is not a mixed-use development.
48 Trip Generation Handbook, 3rd Edition
● Land Use Mix: The mixed-use development should consist of a combination of at least two of the following uses: retail, restaurant, office, residential, hotel, and cinema/entertainment. Internal capture for land uses beyond these six should be considered to be zero (unless comparable survey data for other land uses are provided) because there are no supporting data from which to derive an appropriate percentage. In addition, if a substantial portion of the land use at a mixed-use site is outside these six land uses, the Handbook internal capture rates might not be appropriate. Alternatively
, the analyst can collect internal capture data at proxy sites with similar land use and setting characteristics.
● ITE Trip Generation Manual Database: The mixed-use development should not already be covered in the ITE trip generation database as reported in the latest edition of Trip Generation Manual. Current ITE Land Use types that already account for internal trip-making include shopping center, office park with retail, office building with ground floor retail or on-site cafeteria, and hotel with limited retail and restaurant space.
● Time Period for Analysis: The internal capture rates contained in this Handbook cover the weekday AM and PM peak periods for adjacent street traffic. Internal capture rates for weekend peak periods, for weekday midday peak periods, or for a daily period should not be assumed to be the same as or even a simple, direct function of the weekday AM and PM peak period rates. The analyst should collect additional data. Refer to section 6.7 of this chapter for guidance.
If the mixed-use development type, location, or size is not compatible with the sites in the internal capture database or if an estimate of internal capture during the midday or on a weekend is desired.
6.5.2 Step 2: Estimate Person Trip Generation for Individual On-Site Land Uses The purpose of the second step is to estimate the person trips generated for each on-site land use.
Person trips can be estimated from
● Directional (in, out) vehicle trip generation estimates for each land use; ● Mode share (percent of external person trips in personal passenger vehicle, truck, transit, and non-motorized) for each land use; and
● Vehicle occupancy for each land use.
These are baseline assumptions. They are used to factor baseline vehicle trip estimates to baseline person trip estimates which are assumed to be the same as study site person trip estimates. These should not reflect anticipated or potential changes in study site external mode shares (for example, walk trips to/from a mixed-use development in an infill setting or transit trips to/from a mixed-use development near a transit station). Those external mode share calculations are addressed in Chapters 7 and 8.
The following paragraphs describe the data requirements for each set of inputs, including references to the appropriate location on the spreadsheet tool where each data item should be entered. Figure
6.2 presents the PM peak hour input and output pages in the spreadsheet model. The spreadsheet also includes AM peak hour input and output pages and internal capture rate look-up tables for both AM and PM.
Vehicle Trip Generation by Land Use. The analyst should estimate vehicle trip generation for each component land use using the procedures presented in Chapters 3 and 4 of this Handbook. 49 Chapter 6: Trip Generation for Mixed-Use Development The recommended procedure can estimate internal trip capture for the following generic land use categories: office, retail, restaurant, residential, hotel, and cinema/entertainment.
Therefore, for the purpose of estimating internal capture, the analyst must consolidate individual appropriate land uses into the above land use categories. As an example, for a mixed-use development containing apartments and townhouses, compute vehicle trips generated for each and total them to estimate the total residential vehicle trips. The vehicle trip generation estimates should be entered in Table 1 of the spreadsheet tool shown in Figure 6.2 as entering or exiting vehicle trips.
The recommended procedure estimates internal capture only for trips to/from land uses that fall into one of the above six categories. Also included in Table 1 of the estimator spreadsheet is a row for the analyst to input the inbound and outbound vehicle trip generation data for all other land uses that are not subject to internal trip capture computations. If there are multiple on-site land uses that are not subject to internal trip capture, the individual land use estimates should be combined before entering into the “All Other Land Uses” row. These trips are automatically assumed to be external trips (that is, with no internal capture) in subsequent computations.
The spreadsheet calculates the total of the entering and exiting vehicle trips for the individual land uses.
Project Name:
Analysis Period:
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips* Office 1.00 0 0 1.00 0 0
Retail 1.00 28 28 1.00 19 19
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 2 2 1.00 6 6
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 6 2 3 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 0 1 0
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 9 0 0 0
Retail 0 0 0 0
Restaurant 0 2 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 5 0 0
Hotel 0 1 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 0 0 0 0 0 0
Retail 0 28 28 28 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 0 2 2 2 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 0 0 0 0 0 0
Retail 0 19 19 19 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 0 6 6 6 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses3 0 0 0 0 0 0
0 *Indicates computation that has been rounded to the nearest whole number. 0 0
0 0
0 Destination (To)
Cinema/Entertainment
0 3Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator Destination Land Use
Table 9-A (O): Internal and External Trips Summary (Exiting Trips) Origin Land Use Person-Trip Estimates External Trips by Mode* External Trips by Mode*
1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A 2Person-Trips
Person-Trip Estimates
Evergreen Townhomes
AM Street Peak Hour
Table 9-A (D): Internal and External Trips Summary (Entering Trips) Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Origin (From) Destination (To)
Cinema/Entertainment
Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends Table 7-A (O): Exiting Trips
0 0
0 Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Origin (From)
Land Use Table 7-A (D): Entering Trips
Project Name: Organization:
Project Location: Performed By:
Scenario Description: Projected Date:
Analysis Year: Checked By:
Analysis Period: Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 0
Retail 132 66 66
Restaurant 0
Cinema/Entertainment 0
Residential 10 6 4
Hotel 0
All Other Land Uses2 0
Total 142 72 70
Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized Office
Retail 1.00 1.00
Restaurant
Cinema/Entertainment
Residential 1.00 1.00
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 0 3 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 2 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 142 72 70 Office N/A N/A
Internal Capture Percentage 7% 7% 7% Retail 3% 5%
Restaurant N/A N/A
External Vehicle-Trips3 132 67 65 Cinema/Entertainment N/A N/A External Transit-Trips4 0 0 0 Residential 50% 50%
External Non-Motorized Trips4 0 0 0 Hotel N/A N/A
NCHRP 8-51 Internal Trip Capture Estimation Tool
Evergreen Townhomes
Foothill Blvd and Cactus Ave
2022
PM Street Peak Hour
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only) Estimated Vehicle-Trips Table 2-P: Mode Split and Vehicle Occupancy Estimates
Land Use Entering Trips Exiting Trips
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) Origin (From) Destination (To)
Cinema/Entertainment
Table 4-P: Internal Person-Trip Origin-Destination Matrix* Origin (From) Destination (To)
Cinema/Entertainment
0 0
0 0
0 Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use 4Person-Trips
Estimation Tool Developed by the Texas Transportation Institute 1Land Use Codes (LUCs) from Trip Generation Informational Report, published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator 3Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P *Indicates computation that has been rounded to the nearest whole number.
Project Name:
Analysis Period:
Veh. Occ. Vehicle-Trips Person-Trips* Veh. Occ. Vehicle-Trips Person-Trips* Office 1.00 0 0 1.00 0 0
Retail 1.00 66 66 1.00 66 66
Restaurant 1.00 0 0 1.00 0 0
Cinema/Entertainment 1.00 0 0 1.00 0 0
Residential 1.00 6 6 1.00 4 4
Hotel 1.00 0 0 1.00 0 0
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 1 19 17 3
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 2 1 0
Hotel 0 0 0 0
Office Retail Restaurant Residential Hotel
Office 5 0 0 0
Retail 0 0 3 0
Restaurant 0 33 1 0
Cinema/Entertainment 0 3 0 0 0
Residential 0 7 0 0
Hotel 0 1 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 0 0 0 0 0 0
Retail 2 64 66 64 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 3 3 6 3 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses 3 0 0 0 0 0 0
Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 0 0 0 0 0 0
Retail 3 63 66 63 0 0
Restaurant 0 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0 0
Residential 2 2 4 2 0 0
Hotel 0 0 0 0 0 0
All Other Land Uses 3 0 0 0 0 0 0
*Indicates computation that has been rounded to the nearest whole number.
Evergreen Townhomes
PM Street Peak Hour
Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Origin (From) Destination (To)
Destination (To)
Cinema/Entertainment
Cinema/Entertainment
0 3
1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P 2Person-Trips
0 0
Table 9-P (D): Internal and External Trips Summary (Entering Trips) Destination Land Use
3Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator Table 9-P (O): Internal and External Trips Summary (Exiting Trips) Origin Land Use Person-Trip Estimates External Trips by Mode* Person-Trip Estimates External Trips by Mode*
0 Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Origin (From)
0 0
0 0
0 Project Name: Organization:
Project Location: Performed By:
Scenario Description: Projected Date:
Analysis Year: Checked By:
Analysis Period: Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 0
Retail 47 28 19
Restaurant 0
Cinema/Entertainment 0
Residential 8 2 6
Hotel 0
All Other Land Uses2 0
Total 55 30 25
Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized Office
Retail 1.00 1.00
Restaurant
Cinema/Entertainment
Residential 1.00 1.00
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 0 0 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 0 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 55 30 25 Office N/A N/A
Internal Capture Percentage 0% 0% 0% Retail 0% 0%
Restaurant N/A N/A
External Vehicle-Trips3 55 30 25 Cinema/Entertainment N/A N/A External Transit-Trips4 0 0 0 Residential 0% 0%
External Non-Motorized Trips4 0 0 0 Hotel N/A N/A
NCHRP 8-51 Internal Trip Capture Estimation Tool
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) 0 0
Cinema/Entertainment
Development Data (For Information Only)
0 0
0 Estimated Vehicle-TripsLand Use
Evergreen Townhomes
Table 2-A: Mode Split and Vehicle Occupancy Estimates
Table 4-A: Internal Person-Trip Origin-Destination Matrix* Destination (To)Origin (From)
Origin (From) Destination (To)
Cinema/Entertainment
Land Use Entering Trips Exiting Trips
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance) Estimation Tool Developed by the Texas Transportation Institute Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use 2Total estimate for all other land uses at mixed-use development site-not subject to internal trip capture computations in this estimator 3Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A 1Land Use Codes (LUCs) from Trip Generation Informational Report, published by the Institute of Transportation Engineers. 4Person-Trips
*Indicates computation that has been rounded to the nearest whole number.
Foothill Blvd and Cactus Ave
AM Street Peak Hour
2022
PM In PM Out PM Total PM In PM Out PM In PM Out PM Total Retail 66 66 132 3% 5% 2 3 5 4%
Residential 6 4 10 50% 50% 3 2 5 50%
2Internal Capture percentage is based on NCHRP Report 684, as recommended in the ITE Trip Generation Handbook, 3rd Edition. 3Internal Capture percentage from footnote 2 applied to trip generation from footnote 1 4Calculated internal capture percentage for total PM trips based on internal capture PM total trips column divided by unadjusted PM PM total trips Land
Use
Unadjusted Project Trips1 Internal Capture %2 Internal Capture Project Trips3 PM Total %4
1Trip generation based on rates from Institute of Transportation Engineers (ITE), Trip Generation Manual , Eleventh Edition (2021) Attachment 4 - Landscape Plan/Line of Sight
Attachment 5 - Cactus Avenue Existing & Proposed Roadway Configuration SAKE ENGINEERS, INC.
CONCEPTUAL GRADING PLAN
SEPTEMBER, 2022
CITY OF RIALTO
SAKE
CONCEPTUAL GRADING PLAN
CITY OF RIALTO
PREPARED UNDER THE DIRECTION OF:
SAM AKBARPOUR P.E. RCE. 053038
CONSTRUCTION NOTES:
CACTUS AVE.
210 FWY
10 FWY
RIBBON GUTTER DETAIL:
SEE SHEET 2
SECTION "A-A":
A
A
\\Nas-new\data\projects\CI Rialto\Jn3392 Cactus Aprt\Civil\PLOT PLAN.dwg, PLOT PLAN 1, 9/14/2022 9:14:36 AM, 1:20
SAKE ENGINEERS, INC.
CONCEPTUAL GRADING PLAN
SEPTEMBER, 2022
CITY OF RIALTO
SAKE
CONCEPTUAL GRADING PLAN
CITY OF RIALTO
PREPARED UNDER THE DIRECTION OF:
SAM AKBARPOUR P.E. RCE. 053038
CONSTRUCTION NOTES:
RIBBON GUTTER DETAIL: TYP. STREET SECTION :
CACTUS AVENUE
SEE SHEET 1
HOLLADAY PL.
\\Nas-new\data\projects\CI Rialto\Jn3392 Cactus Aprt\Civil\PLOT PLAN.dwg, PLOT PLAN 2, 9/14/2022 9:14:52 AM, 1:20
Attachment 6 - City of Rialto General Plan excerpts
MAKING THE CONNECTIONS:
THE CIRCULATION CHAPTER
Chapter
4 Page
4-9
Eucalyptus Ave
Lytle Creek Rd
Alder Ave
Locust Ave
Acacia Ave
Terra Vista Dr
Agua
Cactus Ave
7th St
Marygold Ave
Riversi
de Ave
BNSF Railway
Laurel Ave
Casmalia Ave
Baseline Rd
Valley Blvd
Slover Ave
Cedar Ave
Randall Ave
Foothill Blvd
Merrill Ave
Linden Ave
Pepper Ave
Riverside Ave
11th St
Bloo
mington
Ave
Mansa
Rd
Jurupa Ave
Rialto Ave
Etiwanda Ave
Tam
arind Ave
Southern Pacific Railroad
Santa Ana Ave
H
olly St
Union Pacific Railroad
Atchison, Topeka
& Santa Fe Railroad
Southern Pacific Railroad
Cajon Wa
shLytle Creek Wash
Channel
Devil Creek
Channel
Cable
Creek
Devore Rd
El Rivino Rd
M
aple Ave
Walnut St
Casa Grande Dr
Palm
etto Ave
Alder Ave
Union Pacific Railroad
San Bernardino Ave
City of
Fontana
City of
Colton
Riverside County
City of
San Bernardino
San Bernardino County
San Bernardino
County
Sierra Ave
Renaissance Specific Plan
(refer to plan for street classifications)
Riverside Ave
Cedar Ave
Lilac Ave
Cactus Ave
W
illow
Ave
Baseline Rd
Acacia Ave
Slover Ave
Linden Ave
Valley Blvd
Sycam
ore Ave
Randall Ave
Merrill Ave
Foothill Blvd
Pepper Ave
Locust Ave
Ayala Dr
Santa Ana Ave
Bohnert Ave
Etiwanda Ave
Easton St
Walnut Ave
Rialto Ave
Summit Ave
Alder
Ave
Jurupa Ave
Sierra Ave
El Rivino Rd
Laurel Ave
Brown Ave
Linden Ave
Easton St
Cactus Ave
W
illow Ave
Source: Iteris, Inc. (2008)
0 0.5 1 1.5 2
Miles
Base Map Features
Rialto Incorporated Area
Rialto Sphere of Influence
County Boundary
Local Road
Railroad
Hydrological Feature
Freeway
Major Arterial Highway
Major Arterial
Major Arterial
Modified Major Arterial I
Modified Major Arterial II
Modified Arterial I
Modified Arterial II
Secondary Arterial
Secondary Arterial
Secondary Arterial
Collector Street
Collector Street
Street Classification
Freeway Interchanges
Existing Interchange
Planned Future Interchange
Existing right-of-ways are indicated with
a solid line, proposed right-of-ways are
indicated with a dotted line, and right-of-ways
outside the planning area are indicated
with a gray line.
Exhibit 4.1 – Street Classifications
CITY OF RIALTO
General Plan
Page
4-4
Chapter
4 Major Arterial Highway
A Major Arterial Highway can accommodate six lanes of traffic and ha s a raised medi
an. Driveway access to this roadway is typically limited to provide efficient high-volume flow. Bloomington Avenue is the only Major Arterial Highway in Rialto.
Major Arterial Highway
12’
13’ 13’
12’
120’ ROW
18’14’ 12’14’ 12’
Major Arterial
Major Arterials are generally the largest of th e local surface street road ways,
linking freeways with local streets to accommodate larger volumes of through traffic moving at higher speeds than local streets. These facilities carry high traffic volumes and are primary thoroughfares that connect Rialto with adjacent cities and the regional highway system. Typically, Major Arterials have at least two lanes of travel in each direction, left-turn lanes at intersections, and parking lanes, an d are designed to accommodate high speeds. To provide a sufficient level of safety and traffic flow, the number of driveways along Major Arterials is limited.
Major Arterial
12’
12’ 12’
14’
120’ ROW
16’14’ 12’14’ 14’
There are fo ur modified
versions of the Major Arterial, each
having slightly varying characteristics such a different number of vehicles lanes, widths, street parking, bike lanes, medians, or dedicated bus lanes.
Major Arterial Highway
Major Arterial
MAKING THE CONNECTIONS:
THE CIRCULATION CHAPTER
Chapter
4 Page
4-15
Eucalyptus Ave
Lytle Creek Rd
Alder Ave
Locust Ave
Acacia Ave
Terra Vista Dr
Agua
Cactus Ave
7th St
Marygold Ave
Riverside Ave
BNSF Railway
Laurel Ave
Casmalia Ave
Baseline Rd
Valley Blvd
Slover Ave
Cedar Ave
Randall Ave
Foothill Blvd
Merrill Ave
Linden A
ve
Pepper Ave
Riverside Ave
11th St
Bloo
ming
ton Ave
Mansa
Rd
Jurupa Ave
Rialto Ave
Etiwanda Ave
Tam
arind Ave
Southern Pacific Railroad
Santa Ana Ave
H
olly St
Union Pacific Railroad
Atchison, Topeka & Santa Fe Railroad
Southern Pacific Railroad
Cajon
W
ashLytle Creek Wash
Channel
Devil Creek
Chann
el
Cable
Creek
Devore Rd
El Rivino Rd
M
aple Ave
Walnut St
Casa Grande Dr
Palm
etto Ave
Alder Ave
Union Pacific Railroad
San Bernardino Ave
City of
Fontana
City of
Colton
Riverside County
City of
San Bernardino
San Bernardino County
San Bernardino
County
Sierra A
ve
PACIFIC ELECTRIC TRAIL
SANTA ANA RIVER TRAIL
Source: Iteris, Inc. (2007)
00 . 511 . 52
Miles
Base Map Features
Rialto Incorporated Area
Rialto Sphere of Influence
County Boundary
Freeway/Highway
Local Roads
Railroad
Hydrological Features
Bike Trails
Class I - Bike Path
Class II - Bike Lane
Class II - Bike Lane (subject to change)
Class III - Bike Route
Parks
Existing
Proposed
Education Facilities
Elementary School
Middle School
Alternative School
High School
Continuation High School
Exhibit 4.4 – Bicycle Routes