3.0 Local Transportation Analysis for General Plan Consistency
Projects not exempt under the criteria in Section 2.1 must complete a Local Transportation Analysis (LTA) for General Plan consistency, following the guidelines below.
3.1 Study Area
The minimum study area for the LTA should include intersections where a “Collector” or higher classification street intersects another “Collector” or higher classification street, and the project is expected to add 50 or more peak hour trips. Typically, the study area should not extend beyond a 5-mile radius from the project site unless there is evidence supporting a larger area. City staff may adjust the study area size at their discretion.
3.2 Analysis Scenarios
Traffic analysis must be conducted for the following scenarios:
- Existing Conditions
- Opening Year Conditions: Traffic conditions for the year the project opens, incorporating an ambient traffic growth rate based on City staff recommendations.
- Opening Year plus Project Conditions: Opening year conditions, plus traffic generated by the project.
- Cumulative Conditions: Opening year conditions plus traffic from approved and pending developments in the area.
- Cumulative plus Project Conditions: Cumulative conditions plus the project traffic.
For projects involving a General Plan Amendment (GPA), Change of Zone (COZ), Specific Plan, or any action increasing traffic beyond the General Plan, a horizon year analysis is required. Additional scenarios include:
- Horizon Year Conditions: Traffic conditions for the horizon year, typically aligned with RIVCOM, using model volumes from RIVCOM or other approved models.
- Horizon Year plus Project Conditions: Horizon year conditions plus project traffic.
Projects with multiple phases may be evaluated by determining which phase triggers necessary improvements or through a phase-by-phase assessment. Large phased projects can initially be analyzed as a whole, but further traffic studies will be required for each phase. The approach should be confirmed with City staff, though the first option is preferred for most projects.
3.3 Data Collection, Project Trip Generation, and Forecasting Methodologies
3.3.1 Traffic Counts
To analyze traffic under existing conditions, traffic counts must follow these guidelines:
- Conduct peak period turning movement counts at study intersections, including bicycle and pedestrian counts where applicable.
- Collect Average Daily Traffic (ADT) and vehicle classification counts for relevant roadway segments.
- Only use counts collected within the last year unless otherwise approved by City staff.
- Avoid data collection during holiday periods, non-school sessions, construction zones, or from Thanksgiving to early January unless approved by City staff.
- Collect counts on Tuesdays, Wednesdays, or Thursdays during peak hours: 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. Special cases may require midday, school-release hours, or weekends, as directed by City staff.
Count data must be included in the LTA appendices.
3.3.2 Trip Generation
Project trip generation must be developed either by conducting surveys at similar local sites, following the methodology in the latest Institute of Transportation Engineers (ITE) Trip Generation Handbook, or by using rates from the latest ITE Trip Generation Manual. For high-truck uses, such as high-cube warehouses, trip generation is determined in consultation with City staff. High-cube fulfillment centers may use the TUMF High-Cube Warehouse Trip Generation Study or City-approved alternatives, including Amazon-specific rates as outlined in Appendix B. Internal capture for mixed-use developments and pass-by/diverted trips for commercial projects should be developed using approved ITE or RIVCOM methods.
Heavy vehicle traffic should be converted into Passenger Car Equivalents (PCEs) using the following factors:
- 2-Axle Trucks: 1.5 PCE
- 3-Axle Trucks: 2.0 PCE
- 4-Axle and above Trucks: 3.0 PCE
3.3.3 Trip Distribution
Trip distribution must be based on anticipated origin-destination patterns for the land use. Projects requiring a VMT analysis must use select zone assignments from RIVCOM, while simpler projects may use manual distributions. Trip distribution assumptions must be reviewed and approved by City staff.
3.3.4 Horizon Year Traffic Volumes
Horizon year traffic volume forecasts should be developed using RIVCOM and NCHRP methodologies, ensuring growth allocations are consistent with the General Plan and local zoning.
3.4 Analysis Methodologies
3.4.1 Intersection LOS Analysis
The intersection Level of Service (LOS) analysis should follow the most recent Highway Capacity Manual (HCM). Parameters include saturation flow rates, heavy vehicle factors, signal timings, and peak hour factors (PHFs). Microsimulation may be required for complex intersections or where queues build across intersections. Improvements should be considered if LOS thresholds or delay standards are exceeded.
3.4.2 Roadway Segment LOS Analysis
A roadway segment LOS analysis may be required for projects inconsistent with the General Plan. This analysis assesses the impact on roadway segments within the study area using capacity thresholds from the General Plan Circulation Element.
3.5 Intersection General Plan Consistency Requirements
Operational improvements are required if the project causes:
- Intersection LOS to degrade from D to E or F, or
- Peak hour delays to increase by specified thresholds (e.g., 10 seconds for LOS A/B, 1 second for LOS F).
The identified improvements must restore LOS to D or offset delay increases.
3.6 Roadway Segment General Plan Consistency Requirements
Similar criteria apply to roadway segments, where improvements are needed if the project causes:
- Segment LOS to degrade from D to E or F, or
- Adds traffic to a segment already at LOS E or F.
3.7 Site Access, Safety, and Other Analyses
The LTA must evaluate site access and safety, including:
- Sight distance at project driveways and intersections.
- Driveway length to avoid backups into public streets.
- Minimization of driveway impacts on arterial streets.
- Corner clearance to prevent interference with right-turn movements.
- Right-turn lanes for driveways with peak hour traffic exceeding 50 vehicles.
- Pedestrian, bicycle, and transit accessibility to and from the site.
3.8 Traffic Signal Warrant Analysis
A signal warrant analysis is required for unsignalized intersections where operational deficiencies occur under project conditions, following the California Manual on Uniform Traffic Control Devices (CAMUTCD).
3.9 CEQA Assessment – Active Transportation and Public Transit Analysis
The LTA must assess the project's impact on pedestrian, bicycle, and transit facilities. A significant impact occurs if the project conflicts with adopted policies, plans, or programs, or diminishes the performance or safety of these facilities.
3.10 Improvements for Operational Deficiencies
City staff will review proposed improvements or fair-share contributions to address operational deficiencies caused by the project. If a project solely creates a deficiency, full responsibility for improvements may be required. If contributing to an existing deficiency, the project’s fair-share contribution is calculated based on the project's proportional impact. Improvements must be completed before project occupancy, and payment of fair-share contributions is required before building permits are issued.
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