HomeMy WebLinkAboutResolution - 2123 RESOLUTION N0.-2.123
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN
JACINTO, APPROVING AN AMENDMENT TO THE CIRCULATION
ELEMENT OF THE SAN JACINTO GENERAL PLAN FOR THE FIRST
CYCLE OF 1993 AND INVOLVING A LARGER AREA, INCLUDING
ANNEXATION 66 THE NORTHWEST PLAN AND SUNRISE RANCH
THE CITY COUNCIL OF THE CITY OF SAN JACINTO DOES HEREBY RESOLVE AS
FOLLOWS;
WHEREAS, Section 65631 of the Government Code provides that no mandatory
element of General Plan shall be amended more frequently than four times during any
calendar year, and that the City Council of the City of San Jacinto is amending the
Circulation Element of the San Jacinto General Plan for the First time during the 1993
calendar year; and
WHEREAS, the City Council of San Jacinto held a public hearing regarding
General Plan Amendment 19-93 on May 41 1993 and made a determination that the
Circulation Element of the San Jacinto General Plan should be amended as follows:
A. GPA 1-93 will enhance the logical development of the City and provide
improved circulation in furtherance of the goals and policies of the General
Plan by updating roadway designations.
B. GPA 1-93 allows for reasonable and proper correlation of the circulation
element with the land use element of the general plan.
WHEREAS, advertisement for a public hearing on General Plan 1-93 was published
in accordance with Article 6, Chapter 3, Title 7, of the Government Code; and
WHEREAS, the City Council finds that there will not be a significant impact on the
environment by right of this change and adopts a Negative Declaration for General Plan
Amendment 1-93.
THEREFORE, the land use element of the General plan is hereby amended in
accordance with Exhibit "A®, attached hereto incorporated herein by reference.
MOVED, PASSED AND ADOPTED on the 4th day of May, 1993.
VOTE:
AYES: Councilmembers Ford, Leahy, Solorio, Williams ,
Mayor Hafliger
NOES: None
ABSENT: None
ABSTAIN: None
ATTEST:
MayoO
Alv"VU
De uty City Cfer�,
CERTIFICATE
The foregoing is certified to be a true copy of Resolution No.— duly passed by the said
City Council of the City of San jacinto on the date set forth therein.
Deputy City Clerk
EXHIBIT A
CaliforniaCITY OF SAN JACINTO
GENERAL PLAN CIRCULATION ELEMENT
TRAFFIC STUDY
San Jacinto,
[Revised July 14, 19921
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obert Kahn, John Kain
& Associates, Inc.
Robert Kahn , John Kain
& Associates, Inc.
Transportation Planning • Traffic/Acoustical Engineering
July 14 , 1992
Mr. Les Evans
CITY OF SAN JACINTO
201 East Main Street
San Jacinto, CA 92583
Subject: Revised City of San Jacinto Circulation Element
Traffic Study
Dear Mr. Evans:
ROBERT KAHN, JOHN KAIN & ASSOCIATES, INC. is pleased to submit this
revised buildout traffic analysis prepared in support of the City
of San Jacinto General Plan Circulation Element update. This
report provides a summary of the findings, analysis procedures and
evaluation of the proposed circulation network pursuant to land use
plans currently under consideration within the City.
The function of the Circulation Element of the General Plan is to
serve as the blueprint for development of the circulation system
much in the same way as the Land Use Element serves to guide
development of land uses. Accordingly, the travel demand within
the circulation system exhibited by traffic from the land uses at
buildout must be estimated to determine the adequacy of the roadway
classifications.
The purpose of this report is to provide buildout traffic
projections based upon a cumulative analysis procedure with
manually distributed traffic patterns. A recommended buildout
transportation network has been identified as part of this report.
If you have any questions regarding this study, please do not
hesitate to call at (714) 474-0809.
Sincerely,
ROBERT KAHN, JOHN KAIN TES, INC.
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J hn Kain, AICP w Q Robert Kahn, P.E.
incipal NO. 0555 D Principal
EXP. 12/31/93
RK:JK:CB:kgd/2336 * l G
JN. 328-91-001 sr RAFF�
Attachments 4jF OF C0.l`F��N`P
4101 Birch Street, Newport Beach, California 92660
(714) 474-0809 • FAX (714) 474-0902
CITY OF SAN JACINTO
CIRCULATION ELEMENT TRAFFIC STUDY
SAN JACINTO, CALIFORNIA
(REVISED)
Prepared for:
CITY OF SAN JACINTO
201 East Main Street
San Jacinto, CA 92583
Prepared by:
ROBERT KAHN, JOHN KAIN & ASSOCIATES, INC.
4101 Birch Street, Suite 100
Newport Beach, CA 92660
July 14, ` 1992
JN: 328-91-001
TABLE OF CONTENTS
SECTION PAGE
I. INTRODUCTION AND SUMMARY 1
A. Purpose of Report and Study Objectives
B. Executive Summary
1. Study Area
2 . Principal Findings
II. EXISTING CONDITIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
A. Study Area Network
1. Roadway Inventory
2 . Traffic Volumes and Conditions
B. Circulation Plans
III. PROJECTED TRAFFIC . . . . . . . . . . . . . 26
A. Study Area Land Use
B. Traffic Forecasting Methodology
1. Trip Generation
2 . Trip Distribution
3 . Modal Split
C. Cumulative Future Development Traffic
IV. STUDY AREA BUILDOUT TRAFFIC CONDITIONS . . . . . . . . . . . . . . . 42
A. Circulation System Requirements
B. Phasing of Improvements
APPENDICES
LEVEL OF SERVICE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
ZONE DISTRIBUTION PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
LIST OF EXHIBITS
EXHIBIT PAGE
A STUDY AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
B TRAFFIC ANALYSIS ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . 5
C EXISTING NUMBER OF THROUGH LANES . . . . . . . . . . . . . . . . 12
D EXISTING INTERSECTION CONTROLS . . . . . . . . . . . . . . . . . . 16
E EXISTING AVERAGE DAILY TRAFFIC (ADT) . . . . . . . . . . . . 17
F EXISTING VOLUME TO CAPACITY RATIOS . . . . . . . . . . . . . . 19
G CITY OF SAN JACINTO CIRCULATION ELEMENT . . . . . . . . . 20
H CITY OF SAN JACINTO NORTHWEST AREA PLAN . . . . . . . . . 21
I RIVERSIDE COUNTY GENERAL PLAN CIRCULATION
ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
i RIVERSIDE COUNTY GENERAL PLAN ROADWAY
CROSS-SECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
K CITY OF HEMET DRAFT CIRCULATION ELEMENT . . . . . . . . . 25
L STUDY AREA BUILDOUT AVERAGE DAILY TRAFFIC (ADT) 41
M PROPOSED ROADWAY CROSS-SECTIONS . . . . . . . . . . . . . . . . . 48
N RECOMMENDED ROADWAY CLASSIFICATIONS . . . . . . . . . . . . . 50
0 STUDY AREA BUILDOUT VOLUME TO CAPACITY RATIOS . . . 51
P BUS TURNOUT DESIGN PARAMETERS . . . . . . . . . . . . . . . . . . . 52
LIST OF TABLES
TABLE PAGE
I BUILDOUT LAND USE DATA BASE . . . . . . . . . . . . . . . . . . . . . 27
2 TRIP GENERATION RATES . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3 EXTERNAL TRIP GENERATION BY ZONE . . . . . . . . . . . . . . . . 36
CITY OF SAN JACINTO
CIRCULATION ELEMENT TRAFFIC STUDY
(REVISED)
I. INTRODUCTION AND SUMMARY
A. Purpose of Report and Study Objectives
The purpose of this traffic analysis is to provide buildout
traffic projections based upon a cumulative analysis procedure
with manually distributed traffic patterns . A recommended
buildout transportation network has been identified as part of
this report. The cumulative analysis procedure provides the
areawide data base needed to address citywide traffic issues
in terms of the orientation of routes and link capacity
requirements.
The City of San Jacinto is currently analyzing long range
roadway network requirements in support of an update to its
Circulation Element. As one of the mandated elements of the
General Plan, the Circulation Element sets forth the master
plan for development of the circulation system, consistent
with the Land Use Element.
The primary function of the Circulation Element is provide a
planned, efficient, and safe roadway system to meet the needs
of the Land Use Element. To achieve this, estimates of travel
demand within the roadway system at buildout of the city must
be made. Study area buildout traffic projections have been
prepared for specific land uses currently under consideration
within the City of San Jacinto and its sphere of influence.
With this knowledge, the adequacy of the various roadway
classifications can be determined.
1
The study area includes two major land developments currently
under review and subject to final approval by the City of San
Jacinto: the Northwest Improvement Project (3 , 300 acres) and
Annexation 66 (6, 400 acres) . The majority of the future
traffic in the study area will be generated from the Northwest
Improvement Project and Annexation 66.
Study objectives include (1) documentation of existing traffic
conditions in the study area; (2) evaluation of long range
traffic conditions for the future development; and (3)
determination of the ultimate circulation system needed to
achieve City of San Jacinto level of service requirements.
Existing conditions are based upon recent traffic counts and
roadway conditions which exist in 1992 . Buildout conditions
represent the full development within the study area including
the Northwest Improvement Plan, Annexation 66, and the full
buildout of the remainder of the study area as depicted in the
City's General Plan and zoning.
B. Executive Summary
1. Study Area
Exhibit A illustrates the traffic analysis study area
roughly bounded by Gilman Springs Road to the north,
Florida Avenue (SR-74) and Menlo Avenue to the south,
Soboba Road to the east and Warren Road to the west.
The study area includes the land uses listed in Table 1
in Section 3 of this report.
2
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Exhibit B shows the traffic analysis zones (TAZ) used in this study. Each TAZ represents the area where traffic ,
is generated by the land uses in that TAZ. The zone
system is subdivided into areas which are small enough to
accurately represent the distribution process and the;
manner in which traffic loads to the roadway network.
The study area of the model has been subdivided into 59
zones.
2 . Principal Findings
Based on the -buildout traffic assignment illustrated on
Exhibit L, recommendations are presented for roadway
sizing and corridor requirements. These requirements are
shown on Exhibit N which depicts the recommended
circulation system classifications. Recommended changes
to the existing general plan roadway designations are
listed below:
ROADWAY CLASSIFICATIONS
EXISTING
GENERAL RECOMMENDED
ROADWAY SEGMENT PLAN PLAN
• Warren Rd. south Arterial Urban Arterial
of Ramona Expy:,
• Warren Rd. north Not Classified Major
of Ramona Expy.
• Gilman Springs Rd. Secondary Major
between Sanderson
Ave. and Ramona
Expy.
• Lyon Ave. between Secondary Major
Sanderson Ave. and
Record Rd.
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• Lyon Ave. between Urban Arterial Major
Ramona Blvd. and
De Anza Dr.
• Ramona Expy. east Expressway Urban Arterial
of Chase St.
• Ramona Blvd. Urban Arterial Major
between Sanderson
Ave. and Lyon St.
• De Anza Dr. Secondary Collector
between Lyon St.
and State St.
• San Jacinto Ave. Secondary Collector
between State St.
and Ramona Expy.
• San Jacinto Ave. Not Classified Collector
between Ramona
Expy. and Main St.
• San Jacinto Ave. Urban Arterial Major
south of Main St.
• Alessandro Ave. Not Classified collector
between Ramona
Expy. and Main St.
• Camino Los Banos Not classified Collector
between Ramona
Expy. and 7th St.
• Shaver St. Not Classified Collector
between Hewitt Ave.
and Esplanade Ave.
• Evans St. between Not Classified Collector
Hewitt Ave. and
Shaver St.
• Sanderson Ave. Major Urban Arterial
south of
Cottonwood Ave.
• Kirby St. south Collector Secondary
of Cottonwood Ave.
6
• Esplanade Ave. Secondary Major
between Sanderson
Ave. and Palm Ave.
• Esplanade Ave. Secondary Major
between San
Jacinto Ave. and
Hewitt Ave.'
• Esplanade Ave. Collector Major
between Hewitt Ave.
and Commonwealth
Ave.'
• Esplanade Ave. Secondary Major
between
Commonwealth Ave.
and Ramona Expy.'
With the recommended circulation system classifications
shown on Exhibit N, the resulting volume to capacity
ratios for the roadway network have been determined and
are illustrated on Exhibit O. As shown on Exhibit O,
most roadways in the study area will operate better than
Level of Service "C10 (volume to capacity ratio = 0 . 80 or
less) with the exception of portions of the Ramona
Expressway, State Route 79 , Lyon Street, State Street and
Sanderson Avenue.
As illustrated on Exhibit M. the results of the buildout
traffic assignment indicate that additional City roadway
classifications are desirable. These are the inclusion
of the Expressway and Urban Arterial cross-sections, as
well as adjustments to the Arterial cross-section.
' Changes have been made with the Rancho San Jacinto project.
7
The use of the Expressway cross-section is recommended
for Ramona Expressway west of Sanderson Avenue. The
" utilization of this cross-section will provide enhanced
capacity for roadway segments requiring roadway capacity
in excess of that which can be provided by the standard
County of Riverside Expressway cross-section.
To mitigate overloads on the Ramona Expressway and other
key roadways where physical improvements beyond those
recommended are not feasible, this analysis suggests that
it may be necessary to (1) selectively reduce development
intensities of planned land uses throughout the study
area, especially in the large commercial areas and/or (2)
implement Travel Demand Management (TDM) and Urban design
features which reduce peak hour trip activity, increase
vehicle occupancy levels, and encourage alternative
transportation modes.
Urban design encompasses a range of activities and
actions: the establishment of zoning and subdivision
policies governing types and distribution of land uses
and densities, the planning of neighborhoods and patterns
of streets and blocks, the siting and massing of
buildings, and the detailed design of streetscapes. It
entails planning for all modes of , travel, public and
private, alone and in groups, by machine and by foot.
TDM measures include adopting strategies that influence
travel ' behavior -- encouraging carpooling, sharing
required parking, reducing rather than increasing parking
requirements where public transit is an option,
staggering work schedules, and providing employment
opportunities near or, via telecommunication, within the
homes of workers.
8
In the previous Sunrise Ranch Traffic Study by ROBERT
KAHN, JOHN KAIN & ASSOCIATES, INC. (October, 1991) an
additional north/south connection parallel to Sanderson
Avenue to the Ramona =Expressway was evaluated. The
purpose of this additional roadway connection was to
specifically reduce traffic impacts at the intersection
of Sanderson Avenue and the Ramona Expressway. This
alternative was not evaluated in this analysis but is a
viable option:
The 'traffic signals required within the study area at
buildout should specifically include an interconnect of
the signals to function in a coordinated system.
To accommodate future bus service on key roadways,
transit stops should be anticipated at the far side of
major intersections. Pedestrian access to the bus stops
should be provided. Exhibit P shows the recommended bus
turnout design features.
New land use developments within the study area should
participate in the phased construction of traffic signals
as 'required within the study area through payment of
established fees or installation of traffic signals when
warranted based upon traffic analysis of development
phases .
To ensure that roadway improvements are provided in
conjunction with each development phase, the following
development monitoring requirements should be enforced
throughout the study area:
9
a. Traffic impact study reports shall be required with
submittal of each tentative tract map or plot plan
for projects which may significantly impact the
existing roadway network based upon City and County
criteria.
b. The required format for each traffic impact study
report will be determined by the City of San
Jacinto. The required format will include
evaluation of peak hour conditions at intersections
significantly impacted by each phase of
development.
C. If an impacted intersection is estimated to exceed
City service level standards, then appropriate link
and intersection improvements shall be required to
be presented for City staff review.
d. The improvements needed ; to maintain the City
service level standards will be required to be in
place prior to occupancy of the relevant
development phase. Improvements which are included
in an adopted fee program will be provided by the
fee program mechanism if funds are currently
available. If funds are not available to meet the
circulation improvement needs at any particular
development phase, then the project proponent will
either provide the off-site improvements directly
(with assurance of future reimbursement or credits
if a relevant fee program is in place) , or the
development must await other sources of
implementation.
10
ZI. EXISTING CONDITIONS
A. Study Area
1. Roadway Inventory
Roadways in the study area are listed below and depicted
on Exhibit C. In the study area, the following roadway
conditions exist.
Sanderson Avenue: This north/south roadway is classified
as an Urban Arterial (134 foot right-of-way) on the City
of San Jacinto Circulation Element. It is currently two
lanes in the study area.
Lyon Avenue: This north/south roadway is classified as
a Major highway (ioo foot right-of-way) south of De Anza
Drive and as an Urban Arterial (134 foot right-of-way)
between De Anza Drive and the Ramona Expressway on the _
City of San Jacinto Circulation Element. It is currently
two lanes south of De Anza Drive.
Ramona Expressway: This generally east/west roadway is
classified as a Specific Plan Roadway (142 foot right-of-
way) on the City of San Jacinto Circulation Element. It
is currently two lanes in the study area.
Ramona Boulevard: This generally east/west roadway is
classified as an Urban Arterial (134 foot right-of-way)
west of 'Lyon Avenue and as a Secondary highway (88 foot
right-of-way) east of Lyon Avenue on the City of San
Jacinto Circulation Element. It is currently two lanes
between Sanderson Avenue and San Jacinto Avenue.
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De Anza Drive: This generally east/west roadway is
classified as a Secondary highway (88 foot right-of-way)
west of State Street and as a Collector highway (66 foot
right-of-way) east of State Street on the City of San
Jacinto Circulation Element. It is currently two lanes
in the study area.
Cottonwood Avenue: This east/west roadway is classified
as a Major highway (loo foot right-of-way) on the City of
San Jacinto Circulation Element. It is currently two
lanes in the study area.
Warren Road: This north/south roadway is classified as
an Urban Arterial (134 foot right-of-way) on the City of
San Jacinto Circulation Element. It is currently two
lanes in the study area.
Kirby Street: This north/south roadway is classified as
a Collector (66 foot right-of-way) on the City of San
Jacinto Circulation Element and as a Secondary highway
(88 foot right-of-way) on the County of Riverside General
Plan Circulation Element. It is currently two lanes
south of Cottonwood Avenue.
Palm Avenue: This north/south roadway is classified as
a Secondary highway (88 foot right-of-way) on the City of
San Jacinto Circulation Element. It is currently two
lanes south of Esplanade Avenue.
State Street: This north/south roadway is classified as
a ;Major _highway (loo foot right-of-way) south of the
Ramona Expressway and as a Secondary highway north of the
Ramona Expressway on the City of San Jacinto Circulation
13
Element. It is currently two to four lanes in the study
area
San Jacinto Avenue: This north/south roadway is
classified as a Collector highway (66 foot right-of-way)
north of Main Street and as a Secondary highway (88 foot
right-of-way) between Main Street and Seventh Street and
as an Urban Arterial highway south of Seventh Street on
the City of San Jacinto Circulation Element. " It is
currently two to four lanes in the study area.
Hewitt Avenue: This north/south roadway is classified as
a Secondary Highway (88 foot right-of-way) on the City of
San Jacinto Circulation Element. It is currently two
lanes in the study area.
7th Street: This east/west roadway is classified as a
Secondary highway (88 foot right-of-way) on the City of
San Jacinto Circulation Element. It is currently two to
four lanes in the study area.
Esplanade Avenue: This east/west roadway is classified
as a Major highway (100 foot right-of-way) between Lyon
Avenue and the Ramona Expressway and as a Secondary
highway (88 foot right-of-way) west of Lyon Avenue on the
City of San Jacinto Circulation Element. It is currently
two to four lanes in the study area.
Main Street: This east/west roadway is classified as a
Secondary highway (88 foot right-of-way) east of San
Jacinto Avenue and as a Collector highway west of San
Jacinto Avenue on the City of San Jacinto Circulation
14
Element. It is currently two to four lanes in the study
area.
Gilman Springs Road: This generally east/west roadway is
classified as a Secondary highway (88 foot right-of-way)
west of State Street on the City of San Jacinto
Circulation Element. It is currently two lanes in the
study area.
Soboba Road: This generally east/west roadway is
classified as a Secondary highway (88 foot right-of-way)
on the City of San Jacinto circulation Element. It is
currently two lanes in the study area.
To dimension the existing traffic conditions, roadway
characteristics were documented in January, 1992 .
Exhibit C identifies the existing number of through
travel lanes. Existing intersection controls are as
illustrated on Exhibit D.
2 . Traffic Volumes and Conditions
Existing average daily traffic (ADT) on arterial highways
throughout the study area are shown on Exhibit E.
Average daily traffic (ADT) volumes are based upon the
latest traffic data collected by the county of Riverside
Transportation Department, Traffic Division, Traffic
Count Book dated 1990, the 1990 Traffic Volumes on
California State Highways by Caltrans, the City of San
Jacinto Traffic Census Report (February, 1991) , counts
made for the City of San Jacinto by Counts Unlimited
(February, 1992) , City of Hemet 1990 Traffic Flow Map and
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counts made for Robert Kahn, John Kain & Associates',
Inc. .
By dividing existing average daily traffic volumes by the
daily roadway capacities listed below, existing daily
volume to capacity ratios have been calculated. Existing
volume to capacity ratios are shown on Exhibit F. volume
to capacity ratios are based on the County of Riverside
maximum capacities listed below:
MAXIMUM
CAPACITY
FACILITY LANES (LOS = E)
Expressway 8 80, 000
Urban Arterial 6 59 , 000
Arterial/Major 4 38, 000
Secondary 4 30, 000
Collector 2 18, 000
An explanation of Level of Service (LOS) is included in
Appendix "A" .
B. Circulation Plans
Exhibit G shows the current City of San Jacinto Circulation
Element (The Rancho San Jacinto project changes Esplanade
Avenue and Commonwealth Avenue) . The Northwest Area Plan for
the City of San Jacinto supercedes the City' s original
circulation element for the affected area and is illustrated
on Exhibit H. Exhibit I shows the Riverside County General
Plan Circulation Element. This exhibit shows the nature and
extent of arterial highways which are estimated to be needed
to serve ultimatedevelopment, and serves to coordinate future
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CIRCULATION ELEMENT
LEGEND
t RIGHT OF WAY
`'� URBANfAL HIGHWAY a®®�+yu&5
MAJOR HIGHWAY 100`
SECONDARY HIGHWAY I%.
COLLECTOR HIGHWAY 66�
RAMONA EXPRESSWAY
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GENERAL PLAN CIRCULATION ELEMENT
San Jacinto, ' EXHIBIT G
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NORTHWEST AREA PLAN
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M■OUOAWP 100NT11VH,T
aYBHTFROJ I SYMBOL R.W.` DESIGNATION
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z 1 knob®rt Kahn, John Kai n
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RIVERSIDE COUNTY
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az Robert Kahn, John Kein
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arterials between local jurisdictions. Exhibit J illustrates
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of Hemet Draft Circulation Element is illustrated on Exhibit
K.
23
RIVERSIDE COUNTY
GENERAL PLAN ROADWAY CROSSIBIISECTIONS
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San Jacinto, California E2XHIBIT J
2 4 obert Kahn , John i n
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San ort
Jacinto, California EXHIBIT K
ly zs oart Kahn, John Kain
& Associates, Inc.
III PROJECTED TRAFFIC
A. Study Area Land Use
Table 1 shows the expected buildout land uses for each traffic
analysis zone based on an analysis of existing General Plans
and zoning within the study area. Land use data was obtained
from NBS/Lowry and the City of San Jacinto. Table 1 also
shows the percent of internal interaction assumed for
commercial, recreational and residential uses within zones.
B. Traffic Forecasting Methodology
1. Trip Generation
Trip generation represents the amount of traffic which is
attracted and produced by a development.
Trip generation rates were determined for average weekday
traffic. By multiplying the traffic generation rates by
the land use quantities, the traffic volumes are
determined. Table 2 exhibits the trip generation rates
for peak hour and daily traffic.
Traffic volumes shown in Table 3 consist of the external
trips generated for new land uses. As a residential trip
generated by a project will also be making trips to a
commercial or other land use within the project, a double
counting of those trips occurs. An assumed thirty
percent of the Table 4 traffic generated by each project
has been removed for interaction of commercial, business
and residential uses within the study area. This has
been done to eliminate the "double counting" of trips
26
TABLE 1
BUILDOUT LAND USE DATA BASE
PERCENT
INTERNAL
ZONE LAND USE INTERACTION UNITS QUANTITY'
1 Industrial 5% TSF 120.0
2 Single-Family 5% DU 360.0
Junior High School ST 1,300.0
3 Commercial Retail 10% TSF 144.0
4 Single-Family 5% DU 429.0
5 Single-FamiLy 5% DU 465.0
Elementary School ST 730.0
6 Single-Family 5% DU 383.0
Multi-Family DU 67.0
7 Single-Family 5% DU 214.0
Elementary School ST 730.0
8 Commercial 10% TSF 48.0
9 Single-Family 5% DU 106.0
Junior High School ST 1,300.0
10 Single-Family 5% DU 101.0
11 Commercial Retail 10% TSF 72.0
Industrial TSF 96.0
Business Park TSF 108.0
12 Single-Family 10% DU 27.0
Commercial Retail TSF 91.2
13 MuLti-Family 10% DU 80.0
Commercial Retail TSF 28.8
TSF = thousand square feet
DU = duelling units
ST = students
AC = acres
z The quantity (TSF) of commercial retail, industrial and business park
have been estimated by'taking gross acres of each land use and
reducing them by 20% for'all' zones except zones 25, 26, 30,'32 and
33, which were reduced by 50%, and then applying the following
factors:
• Commercial Retail = 10 TSF per acre
• Industrial = 15 TSF per acre
• Business Park` = 15 TSF per acre `
27
TABLE 1 (CONT'D)
BUILDOUT LAND USE DATA BASE
PERCENT
INTERNAL
ZONE LAND USE INTERACTION'' UNITS1 QUANTITyz
14 Multi-Family 10% DU 237.0
Commercial Retail TSF 87.2
15 Multi-Family 10% DU 40.0
Commercial Retail TSF 62.4
Elementary School ST 730.0
16 Multi-Family 10% DU 40.0
Commercial Retail TSF 25.6
17 Single-Family 20% DU 1,266.0
Multi-Family DU 496.0
Commercial Retail TSF 256.0
Industrial TSF 1,120.0
Business Park TSF 560.0
18 single-Family 20% DU 502.0
Multi-Family DU 3,904.0
Commercial Retail (NBHD) TSF : 40.8
Commercial Retail (REG) TSF 792.0
Industrial TSF 1,064.0
Business Park TSF 532.0
Elementary School ST 730.0
Junior High School ST 1,300.0
19 Single-family 20% DU 252.0
Multi-Family DSF 2,008.0
Commercial Retail (NBHD)
Commercial Retail (COM) TSF 176.0
Industrial TSF 156.0
Elementary School ST 730.0
Junior High School ST 1,300.0
High School ST 2,174.0
Public Utilities AC 247.0
TSF = thousand square feet
DU = dwelling units
ST = students
AC = acres
2 The quantity (TSF) of commercial retail, industrial and business park
have been estimated by ;taking gross acres of each land use and
reducing them by 20% for all zones except zones 25, 26, 30, 32 and
33, which were reduced by 50%, and then applying the following
factors:
• Commercial Retail = 10 TSF per acre
• Industrial = 15 TSF per acre
• Business Park = 15 TSF per acre
28
TABLE 1 (CONT'D)
BUILDOUT LAND USE DATA BASE
PERCENT
INTERNAL
ZONE LAND USE INTERACTION UNITS' DUANTITYZ
20 Single-Family 15% DU 1,262.0
Multi-Family DU 800.0
Commercial Retail TSF 224.0
Elementary School ST 730.0
Public Utilities AC 38.0
21 N/A3 N/A N/A N/A
22 Multi-Family 1D% DU 245.0
Industrial TSF 391.2
Business Park TSF 195.6
23 Multi-Family 15% DU 144.0
Commercial Retail TSF 72.0
Industrial TSF 1,D98.4
Business Park TSF '549.2
24 Single-Family 10% DU 683.0
Comnercial Retail TSF 246.4
25 Single-Family 10% DU 798.0
Commercial Retail TSF 174.5
26 Single-Family 1D% DU 794.0
Comercial Retail TSF 218.D
27 Single-Family 5% DU 143.0
Multi-Family DU 496.0
Junior High School ST 1,300.0
TSF = thousand square feet
DU = dwelling units
ST = students
AC = acres
' The quantity (TSF) of comnerciat. retail, industrial and business park
have been estimated by taking gross acres of each land use and
reducing them by 2D% for all zones except zones 25, 26, 30, 32 and
33, which were reduced by 50%, and ,then applying the following
factors:
• Commercial Retail = 10 TSF per acre
• Industrial = 15 TSF per acre
• Business Park = 15 TSF per acre
N/A = not applicable
29
TABLE 1 (CONT'D)
BUILDOUT LAND USE DATA BASE
PERCENT
INTERNAL
ZONE LAND USE INTERACTION. . UNITS QUANTITY'
28 Mutti-Family 15% DU 581.0
Commercial Retail TSF 48.8
Elementary School ST 730.0
Industrial TSF 357.6
29 Single-Famity 10% DU 481.0
Multi-Family DU 291.0
Commercial Retail TSF 183.2
Elementary School ST 730.0
30 Single-Family 10% DU 580.0
Multi-Family DU 111.0
Commercial Retail TSF 123.0
31 Single-Family 10% DU 774.0
Multi-Family DU 499.0
Commercial Retail TSF 126.4
32 Single-Family 10% DU 164.0
Multi-Family DU 442.0
industrial TSF 150.0
33 Single-Family 15% DU 429.0
Commercial Retail TSF 34.5
Industrial TSF 270.0
34 N/A N/A N/A N/A .
35 Single-Family 5% DU 410.0
36 Single-Family 5% DU 130.0
Autti-Family DU 205.0
37 Single-Family 10% DU 128.0
commercial Retail TSF 80.0
TSF = thousand square feet
DU = dwelling units
ST = students
AC = acres
' The quantity (TSF) of commercial retail, industrial and business park
have been estimated by 'taking gross acres of each land use and
reducing them by 20% for all zones except zones 25, 26, 30, 32 and
33, which were reduced by 50%, and then applying the following
factors:
• Commercial Retail = 10 TSF per acre
• Industrial = 15 TSF per acre
• Business Park - 15 TSF per acre,
30
TABLE 1 (CONT'D)
BUILDOUT' LAND USE DATA BASE
PERCENT
INTERNAL
ZONE LAND USE INTERACTION UNITS' QUANTITY2
38 Single-Famity 5% DU 32.0
39 Multi-Famity 5% DU 48.0
40 Single-Family 10% DU 208.0
Multi-FamiLy DU 240.0
Commercial Retail TSF 40.0
41 Multi-Family 10% DU 782.0
Conmercial Retail TSF 80.0
42 Single-Family 10% DU 1,363.0
Commercial Retail TSF 132.0
43 Single-Family 5% DU 1,426.0
Multi-Family DU 160.0
44 Multi-Family 5% DU 64.0
45 Single-Family 10% DU 726.0
Multi-Family DU 624.0
Commercial Retail (COM) TSF 120.0
Commercial Retail (HWY) TSF 80.0
46 Single-Family 10% DU 942.0
Commercial Retail TSF 80.0
47 Single-Famity 5% DU 598.0
48 Multi-Family 5% DU 40.0
49 Single-Family 10% DU 152.0
Multi-Family DU 200.0
Commercial Retail TSF 420.8
50 Single-Family 5% DU 40.0
TSF = thousand square feet
DU = dwelling units
ST = students
AC = acres
Z The quantity (TSF) of commerciaL retail, industrial and business park
have been estimated by taking gross acres of each land use and
reducing them by 20% for all zones except zones 25, 26, 30,,32 and
33, which were reduced by 50%, and then applying the following
factors:
• Commercial Retail = 10 TSF per acre
• Industrial = 15 TSF per acre
• Business Park = 15 TSF per acre
31
TABLE 1 YCONTID)
BUILDOUT LAND USE DATA BASE
PERCENT
INTERNAL':
ZONE LAND USE INTERACTION UNITS QUANTITY'
51 Forest/Parks 5% AC 3,700.0
52 Single-Family 5% DU 128.0
53 Forest/Parks 5% AC 1,902.0
54 SingLe-Family 10% DU 6,762.0
55 Estate 5% DU 1,166.0
56 Single-Family 5% DU 64.0
57 Single-FamiLy 20% DU 4,000.0
Commercial Retail TSF 730.0
Light Industrial TSF 3,060.0
58 Single-Family 5% DU 480.0
59 Single-FamiLy 5% DU 320.0
TSF = thousand square feet
DU = duelling units
ST = students
AC = acres
2 The quantity (TSF) of commercial retail, industrial and business park
have been estimated by taking gross acres of each land use and
reducing them by 20% for all zones except zones 25, 26, 30, 32 and
33, which were reduced by 50%, and then applying the following
factors:
• Commercial Retail = 10 TSF per acre
• Industrial = 15 TSF per acre
• Business Park' = 15 TSF per acre
32
TABLE 2
TRIP GENERATION RATES'
PEAK-HOUR
AM PM
LAND USE UNITS2 IN OUT IN OUT DAILY
Estate DU 0. 24 0. 66 0.76 0 . 44 12 . 00
Single-Family DU 0. 19 0.55 0. 66 0. 35 9. 55
Multi-Family DU 0.17 0. 50 0.47 0 . 36 8 . 00
Commercial Retail3
• (26 TSF) TSF 1.79 1. 05 5. 38 5. 38 117 . 80
• (29 TSF) TSF 1.71 1. 00 5. 16 5. 16 112 .71
• (35 TSF) TSF 1. 59 0. 93 4.83 4 . 83 105.33
• (40TSF) TSF 1.49 0. 88 4 . 58 4 . 58 - 99 . 65
• (41 TSF) TSF 1. 48 0. 87 4 . 54 4 . 54 98 . 91
• (48 TSF) TSF 1. 38 0. 81 4. 28 4 . 28 93 . 07
• (49 TSF) TSF 1. 37 0. 81 4 . 26 4 . 26 92 .49 .
• (56 TSF) TSF 130 0. 76 4 . 05 4 . 05 '87 .84
• (62 TSF) TSF 1. 24 0.73 3. 89 3 . 89 84 .34
• (72 TSF) TSF 1. 17 0. 69 3 .70 3 . 70 79 .94
• (80 TSF) TSF 1. 12 0. 66 3 . 56 3 . 56 76. 84
Source: Institute of Transportation Engineers, Trip Generation, Fifth Edition, 1991, Land Use
Categories 210, 231, 820, 110, 520 and 430.
z DU = dwelling unit
TSF = thousand square feet
AC = acre
ST = student
Commercial retail trip generation rates are based upon the following ITE equations for Land Use Code
820:
X $ X X
Shopping Center Rates In Out Shopping Center Rates In Out
Under 570 TSF Under 600 TSF
Ln(T) = 0.625 Ln(X)'+ 5.985 50 50 Ln(PMT) = 0.637 Ln(X) + 3.553 50 50
570 TSF & Over 600 TSF 8 Over
Ln(T) 0.756 Ln(X) + 5.154 50 50 "Ln(PNT) = 0.725 Ln(X) + 2.987 50 50
Ln(ANT) = 0.589 Ln(X) + 2.378 63 37
X = building net Leasable area in TSF (thousand square feet)
ANT = AM peak hour trips
PMT = PH peak hour trips
33
TABLE 2 (CONTID)
TRIP GENERATION RATE
PEAK-HOUR
AM PM
LAND USE UNITS' IN OUT IN OUT DAILY
Commercial Retai13
• (87 TSF) TSF 1. 08 0. 64 3 . 45 3 . 45 74 .40
• (91 TSF) TSF 1. 06 0. 62 3 . 39 3 . 39 73 . 16
+ ( 120 TSF) TSF 0. 95 0.56 3. 07 3 . 07 66. 00
• (123 TSF) TSF 0.94 0. 55 3 . 04 3 . 04 65.39
• (126 TSF) TSF 0 . 93 0.55 3 . 01 3 . 01 64 .73
® (132 TSF) TSF 0 . 91 0. 54 2 .97 2 . 97 63 . 68
• (144 TSF) TSF 0. 88 0. 52 2 . 87 2 . 87 61. 64
a (175 TSF) TSF 0. 81 0. 48 2 . 68 2 . 68 57. 36
0 (176 TSF) TSF . . : 0. 81 0. 48 2 . 67 2 . 67 57. 17
• (183 TSF) TSF 0.80 0. 47 2 . 63 2 . 63 56.32
• (218 TSF) TSF 0.74 0.44 2 . 47 2 . 47 52 .76
• (224 TSF) TSF 0.73 0. 43 2 .45 2 . 45 52 .23
0 (246 TSF) TSF 0.71 0.41 2 .37 2 . 37 50. 39
• (256 TSF) TSF 0.70 0. 41 2 .33, 2 . 33 49. 68
0 (421 TSF) TSF .. 0. 57 0. 33 1. 95 1. 95 41. 23
• (730 TSF) TSF 0.45 0 .27 1. 62 1. 62 34. 65
• (792 TSF) TSF 0. 44 0. 26 1. 58 1. 58 33 . 97
Source: Institute of Transportation Engineers, Trip Generation, Fifth Edition, 1991, Land Use
Categories 210, 231, 820, 110, 520 and 430.
DU = dwelling unit
TSF - thousand square feet
AC = acre
ST = student
CortmerciaL retail trip generation rates are based upon the following ITE equations for Land Use Code
820:
x x x x
Shopping Center Rates 1n Out Shopping Center Rates In Out
Under 570 TSF Under 600 TSF
Ln(T) = 0.625 Ln(X) + 5.985 50 50 Ln(PMT) = 0.637 Ln(X) + 3.553 50 50
570 TSF & Over 600 TSF & Over
Ln(T) - 0.756 Ln(X) + 5.154 50 50 Ln(PMT) = 0.725 Ln(X) + 2.987 50 50
Ln(AMT) - 0.589 Ln(X) + 2.378 63 37
X = building net Leasable area in TSF (thousand square feet)
AMT = AM peak hour trips
PMT - PM peak hour trips
34
TABLE 2 (CONTID)
TRIP GENERATION RATESi
PEAK-HOUR
AM PM
LAND USE UNITS' IN OUT IN OUT DAILY
Industrial TSF 0.76 0. 16 0. 12 0. 86 6.97
Public Utilities AC 2 .24 0. 25 0. 16 1. 16 2 . 62
Elementary School ST 0. 18 0. 12 0. 01 0. 01 1. 09
Junior High School ST 0. 18 0. 12 0. 01 0. 01 1. 09
Forest/Parks AC 0. 01 0. 01 0. 02 0. 02 0. 50
Source: institute of Transportation Engineers, Trip Generation, Fifth Edition, 1991, Land Use
Categories 210, 231, 820, 110, 520 and 430.
DU = dwelling unit
TSF = thousand square feet
AC = acre
ST = student
35
TABLE 3
EXTERNAL TRIP GENERATION
BY ZONE
PEAK-HOUR'
AM '. PM
ZONE IN OUT IN OUT DAILY
1 60 15 10 70 560
2 200 235 165 95 3,230
3 80 45 260 260 5,590
4 55 155 190 100 2,730
5 145 230 210 115 3,480
6 55 160 190 105 2,790
7 115 135 100 55 1,890
8 40 25 130 130 2,810
9 170 145 55 35 1,620
10 15 35 45 25 640
11 195 55 195 300 5,030
12 65 45 205 200 4,380
13 40 45 120 110 2,470
14 85 110 260 245 5,280
15 135 95 170 165 4,020
16 35 30 100 95 2,100
17 1,190 765 1,110 1,580 25,000
18 1,725 1,685 2,200 2,555 47,170
19 1,260 1,055 1,080 1,165 22,630
20 450 765 1,055 790 18,470
21 N/A3 N/A N/A N/A N/A
22 385 145 145 410 4,720
23 1,015 255 385 1,130 13,360
24 190 300 650 520 11,930
25 185 330 625 470 11,110
26 195 335 670 515 12,020
27 230 320 225 160 4,490
28 340 280 315 435 7,410
29 265 370 595 480 11,360
ALL peak hour trips rounded to the nearest 5.
Z ALL daily trips rounded to the nearest 10.
' N/A = not appLicabte
36
TABLE 3 (CONT°D)
EXTERNAL TRIP 'GENERATION
BY ZONE
PEAK-HOUR'
AM PM
ZONE IN OUT IN OUT DAILY
30 155 280 510 390 9,120
31 220 470 710 525 12,330
32 140 210 210 215 3,870
33 205 185 285 325 5,720
34 N/A N/A N/A N/A N/A
35 50 150 180 95 2,600
36 40 115 120 80 1,920
37 70 75 230 205 4,640
38 5 10 15 5 200
39 5 15 15 10 260
40 90 170 270 215 4,970
41 140 280 410 355 7,820
42 240 515 815 550 13,500
43 200 575 675 370 9,910
44 5 20 20 15 340
45 280 525 900 715 16,380
46 170 360 570 385 9,540
47 75 220 260 140 3,800
48 5 15 15 10 210
49 190 205 640 595 12,850
50 5 15 20 10 250
51 25 25 50 50 1,230
52 15 45 55 30 810
53 15 15 25 25 630
54 810 2,345 2,810 1,490 40,680
55 185 510 590 340 9,310
56 10 25 30 15 410
57 1,910 1,615 2,345 2,920 47,500
All peak hour trips rounded to the nearest 5.
2 All daily trips rounded to the nearest 10.
37
TABLE 3 (CONT`D)
EXTERNAL TRIP GENERATION
BY ZONE
PEAK-HOUR'
AM
PM
ZONE IH OUT IN OUT DAILY'
58 60 175 210 110 3,050
54 40 115 140 75 2,030
TOTAL 14,280 17,445 24,585 22,575 464,170
ALL peak hour trips rounded to the nearest 5.
' ALL daily trips rounded to the nearest 10.
38
that are produced in one area (i.e. , residential) and
attracted (i.e. , commercial) to another area within the
study area. This factor is appropriate for a study area
of this size.
At buildout, the land uses are estimated to generate
approximately 464, 170 external vehicle trips per day,
31, 725 of which will occur during the AM peak hour and
47 , 160 of which will occur during the PM peak hour (see
Table 3) .
2 . Trip Distribution
Trip distribution represents the directional orientation
of traffic to and from each project site. Trip
distribution is heavily influenced by the geographical
location of the site, the location of work, shopping and
recreational opportunities and the proximity to the
regional freeway system. The directional orientation of
traffic was determined by evaluating existing and
proposed land uses and highways within the community.
Trip distribution for each project has been based upon
long-term conditions, based upon those highway facilities
which will be in place or will be contemplated over the
next few years. The trip distribution patterns for the
study area are listed in Appendix "B" . Each distribution
pattern is based upon the node map shown in Appendix "B" .
3 . Modal Split
The traffic reducing potential of public transit has not
been considered in this report. Essentially the traffic
39
projections are "worse-case" in that any significant
public transit might be able to reduce the projected
traffic volumes.
The assignment of traffic from each site to the adjoining
roadway system has been based upon the site's trip
generation, trip distribution, proposed arterial highway
and local street systems, which would be in place for
study area buildout.
C. Cumulative Future Development Traffic
To assess future traffic conditions for study area
buildout traffic conditions, traffic generated by future
land uses in each study area zone is added to existing
traffic. Future land use is in addition to existing land
use in each study area zone.
Exhibit L illustrates the future average daily traffic
volumes on roadway links throughout the study area.
40
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IV. STUDY AREA BUILDOUT TRAFFIC CONDITIONS
This section of the report summarizes the results of the cumulative
analysis procedure. Circulation plan upgrades and modifications,
based on the forecast for the study area assignment, are also ,l
recommended.
A. circulation system Requirements
The initial application of the model to forecast average daily
traffic volumes at study area buildout has produced volume
projections which appear to be appropriate for the circulation
system and land use assumptions. -
At buildout, the land uses are estimated to generate
approximately 464 , 170 external vehicle trips per day, 31, 725
of which will occur during the AM peak hour and 47, 160 of
which will occur during the PM peak hour.
Based on this traffic analysis, planned land uses
significantly impact the existing and planned roadway system.
To mitigate overloads on the Ramona Expressway and other key
roadways where physical improvements beyond those recommended
are not feasible, this analysis suggests that it may be
necessary to (1) selectively reduce development intensities of
planned land uses throughout the study area, especially in the
large commercial areas and/or (2) implement Travel Demand
Management, (TDM) and Urban design features which reduce peak
hour trip activity, increase vehicle occupancy levels, and
encourage alternative transportation modes.
42
Urban design encompasses a range of activities and actions:
the establishment of zoning and subdivision policies governing
types and distribution of land uses and densities, the
planning of neighborhoods and patterns of streets and blocks,
the siting and massing of buildings, and the detailed design
of streetscapes. It entails planning for all modes of travel,
public and private, alone and in groups, by machine and by
foot. TDM measures include adopting strategies that influence
travel behavior -- encouraging carpooling, sharing required
parking, reducing rather than increasing parking requirements
where public transit is an option, staggering work schedules,
and providing employment opportunities near or, via
telecommunication, within the homes of workers.
Based on the buildout traffic assignment illustrated on
Exhibit L, recommendations are presented for roadway sizing
and corridor requirements. These requirements are shown on
Exhibit N which depicts the recommended circulation system
classifications. Recommended changes to the existing general
plan roadway designations are listed below:
ROADWAY CLASSIFICATIONS
EXISTING
GENERAL RECOMMENDED
ROADWAY SEGMENT PLAN PLAN
• Warren Rd. south Arterial Urban Arterial
of Ramona Expy.
• Warren Rd. north Not Classified Major
of Ramona Expy.
• Gilman Springs Rd. Secondary Major
between Sanderson
Ave. and Ramona
Expy.
43
• Lyon Ave. between Secondary , Major
Sanderson Ave. and
Record Rd.
• Lyon Ave. between Urban Arterial Major
Ramona Blvd. and
De Anza Dr.
• Ramona Expy. east Expressway Urban Arterial
of Chase St.
• Ramona Blvd. Urban Arterial Major
between Sanderson
Ave. and Lyon St.
• De Anza Dr. Secondary Collector
between Lyon St.
and' State"St.
• San Jacinto Ave. Secondary Collector
between State St.
and Ramona Expy.
• San Jacinto Ave. Not Classified Collector
between Ramona
Expy. and Main St.
• San Jacinto Ave. Urban Arterial Major
south of Main St.
• Alessandro Ave. Not Classified Collector
between Ramona
Expy. and Main St.
• Camino Los Banos Not Classified Collector
between Ramona
Expy. and 7th St.
• Shaver St. Not Classified Collector
between Hewitt Ave.
and Esplanade Ave.
• Evans St. between Not Classified Collector
Hewitt Ave. and
Shaver St.
• Sanderson Ave. Major Urban Arterial
south of
Cottonwood Ave.
44
® Kirby St. south Collector Secondary
of Cottonwood Ave.
® Esplanade Ave. Secondary Major
between Sanderson
Ave. and Palm Ave.
® Esplanade Ave. Secondary Major
between San
Jacinto Ave. and
Hewitt Ave.'
® Esplanade Ave. Collector Major
between Hewitt Ave.
and Commonwealth
Ave.'
® Esplanade Ave. Secondary Major
between
Commonwealth Ave.
and Ramona Expy.'
The traffic projections indicated that several roadways in the
City and its Sphere of Influence will have traffic volumes
which exceed Level of Service 01C11 on a daily basis or "D"
during peak hours. The critical deficiencies in these
segments are at key arterial intersections with major
conflicting traffic flows. These include the following
intersections (see Exhibit D) :
Bridge Street (NS) at:
® Ramona Expressway (EW)
Warren Road (NS) at:
® Ramona Expressway (EW)
® Warren Road Extension (EW)
® Cottonwood Avenue (EW)
' Changes have been made with the Rancho San Jacinto project.
45
Sanderson Avenue (NS) at
• Gilman Springs Road (EW)
• Ramona Expressway (EW)
• Ramona Boulevard (EW)
• Warren Road Extension (EW)
• Cottonwood Avenue (EW)
Lyon Street (NS) at:
• Ramona Expressway (EW)
• Ramona Boulevard (EW)
State Street (NS) at:
• Ramona Expressway (EW)
• Ramona Boulevard (EW)
• 7th Street (EW)
• Esplanade Avenue (EW)
San Jacinto Avenue (NS) at:
• Main Street (EW)
• 7th Street (EW)
• Esplanade Avenue (EW)
• Menlo Avenue (EW)
Ramona Expressway (NS) at:
• Main Street (EW)
Provision of additional turn lanes, signal phasing for heavy
turn movements, and other intersection capacity improvements
are projected to provide the needed additional capacity at
these locations. These intersections have been designated as
critical intersections to indicate the need for intersection
capacity improvements beyond what is standard within the
typical arterial cross-sections.
46
In the previous Sunrise Ranch Traffic Study by ROBERT KAHN,
JOHN KAIN & ASSOCIATES, INC. (October, 1991) an additional
north/south connection parallel to Sanderson Avenue to the
Ramona Expressway was evaluated. The purpose of this
additional roadway connection was to specifically reduce
traffic impacts at the intersection of Sanderson Avenue and
the Ramona -Expressway. "' This alternative was not evaluated in.
this analysis but is a viable option.
As illustrated on Exhibit M, the results of the buildout
traffic assignment indicate that additional City roadway
classifications are desirable. These are the inclusion of the
Expressway and Urban Arterial cross-sections, as well as
adjustments to the Arterial cross-section.
By dividing study area buildout average daily, traffic volumes
by the daily roadway capacities listed below, study area
buildout daily volume to capacity ratios have been calculated.
Study area buildout volume to capacity ratios are shown on
Exhibit 0. Volume to capacity ratios are based on the County
of Riverside maximum capacities listed below:
MAXIMUM
CAPACITY
FACILITY LANES (LOS = E)
Expressway 8 80, 000
Urban Arterial 6 59, 000
Arterial/Major 4 38, 000
Secondary 4 30000'
Collector 2 18, 000
An explanation of Level of , Service (LOS) is included in
Appendix "A" .
47
CITY OF SAN JACINTO
PROPOSED ROADWAY CROSSumSECTIONS
142'.:ROW
71' I 71'
fi' 1In3I' 11122f• 1I2nI 13 12'�-72' 13.. i h 2' 12 1 S 9'
}-10 10 srrr-i
mommmommmmmum
EXPRESSWAY
R/W 134' R/W
110'
W
6 -/1012' 12' II-14' 71 7'E 12�'- -12'TCUR
10 I48L
6
CURB n
S LCURB � B R`CURBED OR PAINTED MEDIAN
URBAN ARTERIAL HIGHWAY
110' R/W
86'
NN. pN.
6 6 10• 12' 14' T 7• 14' 12'
:tt.4'El.
2'CURB 2z LE1 CUR2S II _
r _—
`_CURBED OR PAINTED MEDIAN
ARTERIAL HIGHWAY
R/W —1 DO' R/W:
_7B.
MIN.
UK
= �C11R6
SO i 712'�2'�12'—y-1 —}-9URBD 6
/1 �_ PhINiID NEDWI
MAJOR HIGHWAY
R/W 66' R/W
64'
N!L � Mp.
2? 2' i2' 12 6 SOESWX i
%EWNA
CURB I F ............
� �2S CUftB` i
SECONDARY HIGHWAY
R/W R/W
79'
58'
rL WL
._iCURB 2z�-1''2'—q-122� CUR10-.. '-q-5
,lam r PAINTED MEDIAN
INDUSTRIAL COLLECTOR
R/W R/W
66'
44'
BIL MIL
1 12'—y 12'—T�10
CURB ( 2X I� 2g i 5IDLYSU
I CURB
COLLECTOR
CITY OF SAN JACINTO
GENERAL PLAN ort CIRCULATION
San Jacinto, California EXHIBIT M
48 Robert Kahn, Sohn Kain
& Associates, Inc.
With the recommended circulation system classifications shown
on Exhibit N, the resulting volume to capacity ratios for the
roadway network have been determined and are illustrated on
Exhibit O. As shown on Exhibit O, most roadways in the study
area will operate better than Level of Service "C" (volume to
capacity ratio = 0. 80 or less) with the exception of portions
of the Ramona Expressway, State Route 79 , Lyon Street, State
Street and Sanderson Avenue.
The use of the Expressway cross-section is recommended for
Ramona Expressway west of Sanderson Avenue. The utilization
of this cross-section will provide enhanced capacity for
roadway segments requiring roadway capacity in excess of that
which can be provided by the standard County of Riverside
Expressway cross-section.
The traffic signals required within the study area at buildout
should specifically include an interconnect of the signals to
function in a coordinated system.
To accommodate future bus service on key roadways, transit
stops should be anticipated at the far side of major
intersections. Pedestrian access to the bus stops should be
provided. Exhibit P shows the recommended bus turnout design
features.
New land use developments within the study area participate in
the phased construction of traffic signals as required within
the study area through payment of established fees or
installation of traffic signals when warranted based upon
traffic analysis of development phases.
49
N
C
0
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BUS TURNOUT DESIGN PARAMETERS
50•A r .- �. .:
b w � t_ `50'A •��' ,.....::r..r /2' ' ` � .,.:�-;: 50A SO q
SIDEWALK
t'•17
BUS Stop S'qn .
a"Shelter
NO Wheelchair Ramp
M kmKINa (per local code)
aUs b aceaa
star md*sm developrnem
SCALE: 1'-20'
17-107 -....
(11 AppraprWe) •60'desirable for all streets with adjacerd bkelane
CONCRETE
PAD
t YV
SOURCE: ORANGE COUNTY TRANSIT DISTRICT (OCTD)
CITY OF SAN JACINTO
1`7 F-, GENERAL PLAN®rt CIRCULATION
San Jacinto, California EXHIBIT P
52 F�obert Kahn , John Kain
& Associates, Inc.
B. Phasing of Improvements
To ensure that roadway improvements are ' provided in
conjunction with each development ` phase, the following
development monitoring requirements should be enforced
throughout the study area:
a. Traffic impact study reports shall be required with
submittal of each tentative tract map or plot plan
for projects which may significantly impact the
existing roadway network based upon City and County
criteria.
b. The required format for each traffic impact study
report will be determined by the City of San
Jacinto. The required format will include
evaluation of peak hour conditions at intersections
significantly impacted by each phase of
development.
C. If an impacted intersection is estimated to exceed
City service level standards, then appropriate link
and intersection improvements shall be required to
be presented for City staff review.
d. The improvements needed to maintain the City
service level standards will be required to be in
place prior to occupancy of the relevant
development phase. Improvements which are included
in an adopted fee program will be provided by the
fee program mechanism if funds are currently
available. If funds are not available to meet the
circulation improvement needs at any particular
53
development phase, then the project proponent will
either provide the off-site improvements directly
(with assurance of future reimbursement or credits
if , a relevant fee program is in place) , or the
development must await other sources of
implementation.
54
APPENDIX A
LEVEL OF SERVICE DESCRIPTION
LEVEL OF SERVICE- DEFINITIONS"
Service General Freeways Arterials
Level Definition Criteria for measurement: Criteria for measurement:
Density(cars per iane-mile) Average travel speed (mph)
A Free flow. Individual users are Free flow operations. Average Primarily free flow-operations at
virtually unaffected by the pres- travel speeds near 60 mph gen- average travel speeds usually
ence of others in the traffic erally prevail on 70-mph freeway within 90 percent of the free flow
stream. Freedom to select de- elements. Vehicles are almost speed. Vehicles are completely
sired speeds and to maneuver completely unimpeded in their unimpeded In their ability to
within the traffic stream is ex- ability to maneuver within the maneuver within the traffic
tremely high. The general level traffic stream. The average stream. Stopped delay at sig-
of comfort and convenience pro- spacing between vehicles is about nalized intersections is minimal.
vided to the motorist, passenger, 440 ft, or 22 car-lengths, with a
or pedestrian is excellent. maximum density of 12 cars/
mi/In. The effects of minor inci-
dents or breakdowns are easily
absorbed at this level. Although
they may cause a deterioration In
LOS In the vicinity of the Inci-
dent, standing queues will not
form, and traffic quickly returns
to LOS A on passing the dis-
ruption.
8 Stable flow, but the presence of Reasonably free-flow conditions, Unimpeded operations at average
other users in the traffic stream and speeds of over 57 mph are travel speeds usually within 70
begins to be noticeable. Freedom maintained on 70-mph freeway percent of the free flow speed.
to select desired speeds is rela- elements. The average spacing The ability to maneuver within
tively unaffected, but there is a between vehicles is about 260 ft, the traffic stream is slightly
slight decline in the freedom to or 13 car-lengths, with a restricted and stopped delays are
maneuver within the traffic maximum density of 20 not bothersome.
stream from LOS A. The level of can/mi/la. The ability to
comfort and convenience provided maneuver within the traffic
is somewhat less than at LOS A, stream Is only slightly restric-
because the presence of others In ted. The effects of minor inei-
the traffic stream begins to dents and breakdowns are still
affect individual behavior. - easily absorbed, though local
deterioration In service would be
more severe than for LOS A.
C Stable flow, but marks the Stable operations, but flows Stable operations. Ability to
beginning of the range of flow in approach the range in which small maneuver end change lanes In
which the operation of individual Increases In flow will cause midbloek locations may be more
users becomes significantly substantial deterioration In restricted than in LOS B, and
affected by Interactions with service. Average travel speeds longer queues and/or adverse
others In the traffic stream. The are still over 54 mph. Freedom to signal coordination may
selection of speed Is affected by maneuver within the traffle contribute to lower average travel
the presence of others, and stream is noticeably restricted at speeds of about 50 percent of the
maneuvering within the traffic LOB C, and lane changes require average free flow speed.
stream requires substantial additional care and vigilance by
vigilance on the part of the user. the driver. Average spacings are
The general level of comfort and In the range of 175 ft, or 9 car-
convenience declines noticeably lengths, with a maximum density
at this level. of 30/cars/milln. Minor incidents
may still be absorbed, but the
local deterioration In service will
be substantial. Queues may be
expected to form behind any
significant blockage. Additional
vigilance by driver required for
safe operation.
D High-density, but stable, flow. Borders on unstable flow. In this Borders on a range on which small
Speed and freedom to maneuver range, small Increases in flow Increases in flow may cause
are severely restricted, and the cause substantial deterioration In substantial increases In approach
driver or pedestrian experiences a service. Average travel speeds of delay and, hence, decreases in
generally poor level of comfort 46 mph or more can still be arterial speed. This may be due
and convenience. Small increases maintained on 70-mph freeway to adverse signal progression,
in traffic flow will generally elements. Freedom to maneuver Inappropriate signal timing, high
cause operational problems at this within the traffic stream is volumes, or some combination of
level. severely limited. Even minor these. Average travel speeds are
incidents can be expected to about 40 percent of free flow
create substantial queuing, speed.
because the traffic stream has
little space to absorb
disruptions. Average spacings are
about 125 ft, or 6 car-lengths,
with a maximum density of 42
cars/mi/In.
E Operating conditions at or near The boundary between LOS D and Significant approach delays and
the capacity level. All speeds are LOS E describes operation at average travel speeds of one-third
reduced to a low but relatively capacity. Operations in this level the free flow speed or lower.
uniform value. Freedom to man- are extremely unstable, because Such operations are caused by
euver within the traffic stream is there are virtually no usable gaps some combination or adverse
extremely difficult, and It Is in the traffic stream. Vehicles progression, high signal density,
generally accomplished by forcing are spaced at approximately 80 ft, extensive queuing at critical
a vehicle or pedestrian to "give or 4 car-Lengths, at relatively Intersections, and Inappropriate
way" to accommodate such man- uniform headways. This, however, signal timing.
euvers. Comfort and convenience represents the minimum spacing
levels are extremely poor, and at which stable flow can be
driver or pedestrian frustration is accommodated. Any disruption to
generally high. Operations at this the traffic stream, such as a
level are usually unstable, because vehicle entering from a ramp,or a
smelt increases In flow or minor vehicle changing lanes, causes
perturbations within the traffic following vehicles'to give'way to
stream will cause breakdowns. admit the vehicle. At capacity,
the traffic stream has no ability
to dissipate even the most minor
disruptions. Any incident can be
expected to produce a serious
breakdown with extensive
queuing. The range of flows
encompassed by LOS E is
relatively small compared to
other levels, but reflects a
substantial deterioration in
service. Maneuverability within
the traffic stream is extremely
limited. Average travel speeds at
capacity are approximately 30
mph.
F Level-of-service F. Forced or Level F describes forced or Arterial flow at extremely low
breakdown flow. Tbds condition breakdown flow. Such conditions speeds below one-third to one-
exists wherever the amount of generally exist within queues quarter of the free flow speed.
traffic approaching a point forming behind breakdown Intersection congestion is likely at
exceeds the amount which can points. Breakdown occurs when critical signalized locations, with
traverse the point. Queues form the ratio of actual arrival flow high approach delays resulting.
behind such locations. Arrival rate to actual capacity or the Adverse progression Is frequently
flow exceeds discharge flow. forecasted flow rate to estimated a contributor to this condition.
capacity exceeds 1.00.
Operations at such a point will
generally be at or near capacity,
and downstream operations may
be better as vehicles pass the
bottleneck (assuming that there
are no additional downstream
problems). The LOS F operations
observed within a queue are the
result of a breakdown or bottle-
neck at a downstream point.
*Source: "Highway Capacity Manual, Special Report 209"
Tr"nvnortatinn Rewrareh Hoard. Washinvton i1.C.. 1985
APPENDIX B
ZONE DISTRIBUTION PATTERNS
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File name: ROUTESI.DAT
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5 o y 29 28 83 15 14 13 12 132
20 o y 29 28 83 15 82 124 120 115 114
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10 0 y 29 30 89 17 18 19 94 4 127 129 130
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10 o y 29 28 27 26
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5 o y 32 31 30 89 17 16 15 14 13 12 132
5 o y 32 31 30 89 17 88 133
10 0 y 32 33 21 19 18 17 16 15 14 13 12 131
15 0 y 32 33 21 22 23 24 25
10 0 y 32 33 21 22 103 102 6 127 129 130
10 0 y 32 33 34 35 36 37 38 39 40 41
5 0 y 32 33 34 35 36 37 38 39 40 53 109
5 0 y 32 33 34 50 51 52 53 54
5 o y 32 33 34 50 101 96 136 67 97 74 98 145 108
5 o y 32 33 21 19 94 93 3 125 122 121 120 119 118 117
Fite name; ROUTESI4.DAT
In/Out
% Bound Mirror Route path
5 y 45 44 43 56
5 0 y 45 44 43 42 26 81 14 13 12 132
20 0 y 45 44 84 28 83 15 82 124 120 115 114
5 o y 45 44 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 45 44 58 64 85 72 86 152 159 175
10 a y 45 46 90 30 89 17 16 15 14 13 12 131
5 0 y 45 46 90 30 89 17 88 87 2 122
5 0 y 45 46 91 59 135 66 92 74 98 145 108
5 0 y 45 46 91 59 135 66 92 74 75 138 76 139 140 141
5 0 y 45 46 91 59 135 66 67 68 69 70 71
20 0 y 45 46 47 48 49 50 51 52 53 54
10 0 y 45 46 47 48 49 50 51 36 22 103 102 6 127 129 130
Fite name: ROUTE515.DAT
In/Out
% Bound Mirror Route path
5 0 y 91 46 45 44 43 56
20 0 y 91 46 45 44 84 28 83 15 82 124 120 115 114
10 o y 91 46 90 30 89 17 16 15 14 13 12 131
5 0 y 91 46 90 30 89 17 88 87 2 122 121 120 119 118 117
5 0 y 91 59 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 91 59 135 66 92 74 75 138 76 139 140 141
5 0 y 91 59 135 66 92 74 75 138 76 139 142
5 o y 95 48 47 46 45 44 43 42 26 81 14 13 12 132
20 0 y 95 48 49 50 51 52 53 54
10 0 y 95 48 49 50 51 36 22 103 102 6 127 129 130
5 0 y 95 60 96 136 67 97 74 98 145 108
5 0 y 95 60 96 136 104 106 109 137
Fite name: ROUTESI6.DAT
In/Out
% ^ and Mirror Route path
5 y 45 44 43 56
5 o y 45 44 43 42 26 81 14 13 12 132
'.0 o y 45 44 84 28 83 15 82 124 120 115 114
5 o y 45 44 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 45 44 58 64 85 72 86 98
10 0 y 45 46 90 30 89 17 16 15 14 13 12 131
5 o y 45 46 90 30 89 17 88 87 2 122 121 120 119 118 117
5 o y 45 46 91 59 135 66 92 74 98 145 108
5 o y 45 46 91 59 135 66 92 74 75 138 76 139 140 141
5 0 y 45 46 91 59 135 66 67 68 69 70 71
20 0 y 45 46 47 48 49 50 51 52 53 54
10 0 y 45 46 47 48 49 50 51 36 22 103 102 6 127 129 130
File name: RDUTE517.DAT '
In/Out
% Bound Mirror Route path
5 o y 80 1 123
5 o y 80 14 13 12 132
10 o y 80 14 13 12 131
5 o y 80 14 81 26 42 43 44 45 46 47 48 49 50 51 52 53 54
5 o y 80 14 81 26 42 43 56
5 o y 80 14 15 83 28 84 44 58 64 65 66 67 68 69 70 71
5 o y 80 14 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
10 o y 80 14 15 16 17 18 19 21 22 23 24 25
20 o y 80 1 124 120 115 114
10 o y 80 119 118 117
15 o y 80 1 124 2 3 4 127 129 130
5 o y 80 1 124 2 3 93
Fite name: ROUTES18.DAT
In/Out
% Bound Mirror Route path
5 y 133 20 18 17 16 15 14 13 12 132
5 o y 93 20 18 19 21 22 23 24 25
10 0 y 87 133 88 17 16 15 14 13 12 131
5 0 y 20 133 88 17 16 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 20 133 88 17 89 30 90 46 91 59 135 66 67 68 69 70 71
5 0 y 20 133 88 17 89 30 90 46 47 48 49 50 51 52 53 54
5 0 y 3 93 94 19 21 22 23 24 25
10 0 y 3 93 94 4 127 129 130
15 0 y 20 93 3 4 127 129 130
10 0 y 20 93 3 125 122 121 120 119 118 117
5 0 y 133 87 2 122 121 120 115 114
20 0 y 88 87 2 124 120 115 114
Fite name: ROUTESI9.DAT
In/Out
% Bound Mirror Route path
5 0 y 99 21 19 18 17 16 15 14 13 12 132
5 a y 99 21 19 18 17 16 15 14 13 12 131
5 0 y 99 21 33 34 50 49 48 47 46 45 44 43
5 o y 99 21 19 94 93 3 125 122 121 120 119 118 117
10 0 y 99 21 22 23 24 25
5 o y 99 103 22 23 24 25
5 o y 99 103 22 23 24 40 53
5 o y 99 102 103 22 36 51 104 68 67 66 65 64 85
5 o y 99 102 103 22 36 51 104 68 69 107
5 a y 99 102 6 127 126 121 120 119 118 117
5 a y 5 6 102 103 22 36 51 52 53 54
20 o y 5 6 127 129 130
20 o y 5 4 3 2 124 120 115 114
FiLe name: ROUTE520.DAT
In/Out
% ,:Qnund Mirror Route path
5 u y 105 103 22 36 51 104 68 67 66 65 64 63
10 0 y 105 103 102 6 127 126 121 120 119 118 117
5 0 y 10 105 23 22 21 19 18 17 16 15 14 13 12 132
5 o y 10 105 23 22 21 19 18 17 16 15 14 13 12 131
5 0 y 10 105 23 38 52 106 69 107 75 138 76 139 140 141
5 0 y 103 105 23 24 25
5 0 y 105 10 11 24 40 53
5 o y 105 10 11 24 40 41
10 0 y 8 10 11 134
25 0 y 7 8 9 129 130
20 o y 7 6 5 4 3 2 124 120 115 114
File name: ROUTES2I.DAT
In/Out
% Bound Mirror Route path
?0 o y 77 12 131
10 o y 77 61 62 63 64 65 66 67 68 69 70 71
5 o y 77 61 62 63 64 65 66 92 74 75 138 76 139 140 141
5 o y 77 61 62 63 64 85 72 86 152 159 160 165 169 172 173
15 o y 13 12 132
5 o y 13 12 131
10 o y 13 14 15 16 17 18 19 21 22 23 24 25
15 o y 13 14 15 16 17 18 19 94 4 127 129 130
15 o y 13 14 15 82 124 120 115 114
File name: RO0TES22.DAT
In/Out
% ._.Bound Mirror Route path
10 o y 81 14 13 12 132
10 0 y 81 14 13 12 131
5 a y 81 14 80
20 a y 81 14 15 82 124 120 115 114
5 o y 81 14 15 16 17 18 19 21 22 23 24 25
15 o y 81 14 15 16 17 18 19 94 4 127 129 130
5 0 y 81 26 42 43 56
5 a y 81 26 42 43 44 45 46 47 48 49 50 51 52 53 54
5 0 y 81 26 42 43 44 45 46 47 48 49 50 51 52 53 40
5 0 y 81 26 42 43 44 45 46 47 48 95 60 96 136 67 97
5 0 y 81 26 27 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
5 o y 81 26 27 28 84 44 58 64 85 72 73 74 75 138 76 139 140 141
5 o y 81 26 27 28 84 44 58 64 65 66 67 68 69 70 71
File name: ROUTES23.DAT
In/Out
% Bound Mirror Route path
5 0 y 81 26 27 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 81 26 27 28 84 44 58 64 85 72 73 74 75 138 76 139 140 141
5 0 y 81 26 27 28 84 44 58 64 65 66 67 68 69 70 71
5 o y 81 26 27 28 29 30 31 32 33 21 22 23 24 25
5 D y 81 26 27 28 83 15 82 124 120 115 114
5 0 y 81 26 42 43 56
5 0 y 81 26 42 43 44 45 46 47 48 95 60 96 136 67 97 74 98 145 108
5 0 y 81 26 42 43 44 45 46 47 48 49 50 51 52 53 54
5 D y 81 14 15 16 17 18 19 21 22 23 38
15 0 y 81 14 15 16 17 18 19 94 4 127 129 130
15 o y 81 14 15 82 124 120 115 114
5 o y 81 14 80
10 0 y 81 14 13 12 132
10 0 y 81 14 13 12 131
file name: ROUTES24.DAT
In/Out
% Bound Mirror Route path
5 y 35 34 50 49 48 47 46 45 43 42 26 81 14 13 12 131
5 0 y 35 34 50 49 48 47 46 45 44 84 28 83 15 82 124 120 115 114
5 0 y 35 34 50 49 48 47 46 45 44 58 64 85 72 86 152 159 160 165 169 172 173
10 o y 35 34 33 21 19 18 17 16 15 14 13 12 132
10 o y 35 34 33 21 19 18 17 16 15 82 124 120 115 114
10 o y 35 34 33 21 19 94 93 3 125 122 121 120 119 118 117
5 0 y 35 36 51 104 68 69 70 71
5 0 y 35 36 51 52 53 54
5 0 y 35 36 37 38 52 106 69 107
15 0 y 35 36 37 38 39 40 41
10 0 y 35 36 22 23 24 25
10 0 y 35 36 22 103 102 6 127 129 130
5 o y 35 36 22 103 102 6 127 126 121 120 115 114
Fite name: ROUTE525.DAT -
In/Out
% Bound Mirror Route path
5 o y 37 36 51 104 68 67 66 65 64 63
5 o y 37 36 51 50 49 48 47 46 45 44 43 42 26 81 14 13 12 132
10 0 y 37 36 22 21 19 18 17 16 15 14 13 12 131
5 0 y 37 36 22 21 19 18 17 16 15 82 124 120 115 114
10 o y 37 36 22 103 102 6 127 129 130
5 o y 37 36 22 103 102 6 5 4 3 125 122 121 120 119 118 117
10 0 y 37 36 22 103 102 6 5 4 3 125 122 121 120 115 114
5 0 y 37 38 23 22 21 19 18 17 16 15 82 124 120 115 114
10 0 y 37 38 23 24 25
15 o y 37 38 39 40 41
5 0 y 37 38 52 53 54
5 0 y 37 38 52 106 69 70 71
5 a y 37 38 52 106 69 107 75 108 154 160 165 169 172 173
5 0 y 37 38 52 106 69 107 75 108 146 147
File name: ROUTES26.DAT
In/Out
% Round Mirror Route path
5 y 39 38 52 106 69 107 75 108 154 160 165 169 172 173
5 o y 39 38 52 106 104 136
5 0 y 39 38 52 51 50 49 48 47 46 90
5 0 y 39 38 52 53 54
5 0 y 39 38 37 36 22 103 102 6 5 4 3 2 124 120 115 114
5 0 y 39 38 37 36 22 103 102 6 5 4 3 125 122 121 120 119 118 117
5 0 y 39 38 23 22 21 19 18 17 16 15 14 13 12 132
5 0 y 39 38 23 22 21 19 18 17 16 15 14 13 12 131
5 0 y 39 38 23 22 21 19 18 17 16 15 82 124 120 115 114
5 0 y 39 40 24 11 9 129 127 126 121 120 115 114
15 0 y 39 40 24 11 9 129 130
10 0 y 39 40 24 25
15 0 y 39 40 41
5 y 39 40 53 109 70 71
5 0 y 39 40 53 109 137
Fite name: ROUTE527.DAT
In/Out
% Bound Mirror Route path
--- ----- ------ ------------
t'
5 0 y 55 56 62 61 77 12 131
10 0 y 55 56 62 63 64 65 66 67 68 69 70 71
5 o y 55 56 62 72 73 74 75 138 76 139 140 141
5 o y 55 56 57 58 59 60
5 0 y 55 56 57 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 55 56 57 58 44 84 28 83 15 82 124 120 115 114
15 0 y 55 42 43 44 45 46 47 48 49 50 51 52 53 54
10 o y 55 42 43 44 84 28 83 15 82 124 120 115 114
10 0 y 55 42 26 27 28 29 30 89 17 18 19 94 4 127 129 130
5 0 y 55 42 26 27 28 83 15 82 124 120 115 114
5 0 y 55 42 26 81 14 80
10 o y 55 42 26 81 14 13 12 132
10 0 y 55 42 26 81 14 13 12 131
Fite name: ROUTES28.DAT
In/Out
% .9ound Mirror Route path
5 y 43 56 62 61 77 12 131
5 0 y 43 44 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 43 56 62 72 73 74 75 138 76 139 140 141
5 0 y 43 44 45 46 91 59 135 66 67 68 69 70 71
5 0 y 43 44 45 46 91 59 135 136 104 106 109 137
15 o y 43 44 45 46 47 48 49 50 51 52 53 54
5 0 y 43 44 45 46 47 48 49 50 51 36 22 103 102 6 127 129 130
10 0 y 27 26 81 14 13 12 132
10 0 y 27 26 81 14 13 12 131
5 0 y 27 26 81 14 80
10 a y 27 28 29 30 89 17 18 19 94 4 127 129 130
20 0 y 27 28 83 15 82 124 120 115 114
File name: ROUTES29.DAT
In/out
% Bound Mirror Route path
15 0 y 57 56 62 61 77 12 131
10 o y 57 56 43 42 26 81 14 13 12 132
5 o y 57 56 43 42 26 81 14 80
10 o y 57 56 43 44 45 46 47 48 49 50 51 52 53 54
10 o y 57 56 43 44 45 46 47 48 49 50 51 36 22 103 102 6 127 129 130
5 o y 57 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 57 58 64 85 72 86 152 159 160 165 166 162 158
15 0 y 57 58 64 65 66 67 68 69 70 71
5 o y 57 58 59 60 96 136 67 97 74 98
20 o y 57 58 44 84 28 83 15 82 124 120 115 114
File name: ROUTE530.DAT
In/Cut
% Round Mirror Route path
5 0 y 59 58 57 56 55 42 26 81 14 13 12 132
5 0 y 59 58 57 56 62
15 0 y 59 58 44 84 28 83 15 82 124 120 115 114
5 0 y 59 58 64 85 72 86 152 159 160 165 169 172 173
5 0 y 59 58 64 85 72 86 152 153
5 0 y 91 46 45 44 84 28 83 15 82 124 120 115 114
10 0 y 91 46 90 30 89 17 16 15 14 13 12 131
5 0 y 91 46 90 30 89 17 88 133
15 0 y 91 46 47 48 49 50 51 52 53 54
10 0 y 59 60 95 48 49 50 51 36 22 103 102 6 127 129 130
10 0 y 59 60 96 136 67 68 69 70 71
5 0 y 59 135 66 92 74 75 138 146
5 o y 59 135 136 104 106 109 137
file name: ROUTES3I.DAT
In/Out
% Bound Mirror Route path
5 0 y 104 136 96 60 95 48 47 46 45 44 84 28 83 15 82 124 120 115 114
5 o y 104 136 67 66 65 64 63
5 0 y 104 136 67 97 74 98 145 108
5 o y 104 136 67 68 69 70 71
10 0 y 101 50 49 48 47 46 45 44 43 42 26 81 14 13 12 132
10 o y 101 50 49 48 47 46 45 44 84 28 83 15 82 124 120 115 114
5 o y 101 50 34 33 21 19 18 17 16 15 14 13 12 131
10 0 y 101 50 51 52 53 54
5 o y 136 104 51 36 22 21 19 18 17 16 15 14 13 12 131
15 0 y 136 104 51 36 22 103 102 6 127 129 130
5 o y 136 104 51 36 22 23 24 25
10 o y 136 104 106 109 137
10 0 y 136 104 68 69 70 71
File name: ROUTE532.OAT
In/Out
% '-unr1 Mirror Route path
10 0 y 106 104 68 67 66 65 64 63 62 61 77 12 131
10 0 y 106 104 68 69 70 71
15 0 y 106 104 51 36 22 103 102 6 127 129 130
5 0 y 106 104 51 36 22 103 102 6 5 4 3 125 122 121 120 115 114
5 0 y 106 104 51 36 22 21 19 18 17 16 15 14 13 12 132
10 0 y 106 104 51 50 49 48 47 46 45 44 84 28 83 15 82 124 120 115 114
5 0 y 104 106 52 51 50 49 48 47 46 45 44 43 42 26 81 14 13 12 132
5 0 y 104 106 69 107 75 108 154 160 165 169 172 173
5 0 y 104 106 69 107 75 138 76 139 140 141
15 0 y 104 106 109 137
10 0 y 104 106 52 53 54
5 o y 104 106 52 38 23 24 25
Fite name: ROUTES33.DAT '
In/Out
% Bound Mirror Route path
5 o y 109 106 69 68 67 66 65 64 63 62 61 77 12 131
5 o y 109 106 69 107 75 108 154 160 165 169 172 173
5 o y 109 106 69 107 75 108 145
5 0 y 109 106 69 70 71
5 0 y 109 106 52 51 50 49 48 47 46 45 44 43 42 26 81 14 13 12 132
5 0 y 109 106 52 51 50 49 48 47 46 45 44 84 28 83 15 82 124
5 o y 109 106 52 51 36 22 103 102 6 5 4 3 125 122 121 120 115 114
5 o y 109 1D6 52 38 23 22 21 19 18 17 16 15 14 13 12 132
5 0 y 109 106 52 38 23 24 25
5 o y 1D6 109 70 110 76 139 140 141
5 o y 106 109 70 71
15 o y 106 109 137
10 o y 106 109 53 54
20 o y 106 109 53 40 24 11 9 129 130
File name: ROUTES34.DAT
In/Out
% Bound Mirror Route path
15 y 78 61 77 12 131
15 0 y 78 61 77 12 132
5 0 y 78 79 175 176 177 172 173
5 o y 78 79 175 174
5 o y 78 61 62 56 43
20 o y 78 61 62 63 64 58 44 84 28 83 15 82 124 120 115 114
15 0 y 78 61 62 63 64 65 66 67 68 69 70 71
5 0 y 78 61 62 63 64 65 66 67 68 104 51 36 22 103 102 6 127 129 130
5 o y 78 61 62 63 64 65 66 135 136
5 0 y 78 61 62 63 64 85 72 86 152 159 160 165 166 162 158
5 o y 78 61 62 72 73 74 75 138 76 139 140 141
Fite name: ROUTE535.OAT
In/Out
% Bound Mirror Route path
15 0 y 62 61 77 12 131
5 0 y 62 61 77 12 132
10 o y 62 56 43 42 26 81 14 13 12 132
20 0 y 62 56 43 44 94 28 83 15 82 124 120 115 114
10 0 y 62 56 43 44 45 46 47 48 49 50 51 52 53 54
15 o y 62 63 64 65 66 67 68 69 70 71
5 0 y 62 63 64 65 66 67 68 69 70 109 53
10 0 y 62 63 64 65 66 67 68 104 51 36 22 103 102 6 127 129 130
5 0 y 62 72 86 152 159 160 165 169 172 173
5 0 y 62 72 73 74 75 138 76 139 140 141
Fite name: ROUTES36.DAT
In/Out
X Round Mirror Route path
15 u y 63 62 61 77 12 131
15 o y 63 62 61 77 12 132
25 0 y 63 64 58 44 84 28 83 15 82 124 120 115 114
20 0 y 63 64 65 66 67 68 69 70 71
5 0 y 63 64 65 66 67 68 104 51 52 53 54
10 0 y 63 64 65 66 67 68 104 51 36 22 103 102 6 127 129 130
5 0 y 62 72 86 152 159 160 165 169 172 173
5 0 y 62 72 73 74 75 138 76 139 140 141
Fite name: ROUTES37.DAT
In/Out
% Bound Mirror Route path
5 o y 73 72 86 152 159 160 165 169 172 173
5 o y 73 72 86 152 159 175
15 0 y 72 73 74 75 138 76 139 140 141
15 0 y 73 72 85 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 73 65 64 63 62 61 77 12 131
5 o y 73 65 64 58 44 84 28 83 15 14 13 12 132
5 0 y 73 65 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 73 65 66 67 68 69 70 71
5 0 y 92 74 98 145
5 0 y 92 74 75 138 76 139 140 141
5 o y 92 66 135 59 91 46 90 30 89 17 88 87 2 122 121 120 119 118 117
10 o y 92 66 67 68 69 70 71
5 0 y 92 66 67 68 104 51 36 22 103 102 6 127 129 130
File name: ROUTES38.DAT
In/Out
% Qound Mirror Route path
10 y 92 66 65 64 63 62 61 77 12 131
10 o y 92 66 65 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 97 67 136 96 60 59 58 44 84 28 83 15 82 124 120 115 114
5 0 y 92 66 135 59 91 46 90 30 89 17 16 15 14 13 12 132
5 o y 92 66 135 59 91 46 90 30 89 17 88 87 2 122 121 120 119 118 117
10 o y 92 74 75 138 76 139 140 141
5 o y 67 97 74 98 145 153 159 160 165 169 172 173
5 0 y 67 97 74 98 145 108 146 147
5 0 y 67 97 74 75 138 76 139 140 141
5 0 y 67 97 107 69 106 52
20 0 y 97 67 68 69 70 71
10 o y 97 67 68 104 51 36 22 103 102 6 127 129 130
Pile name: ROUTES39.DAT
In/out
% Bound Mirror Route path
5 0 y 107 97 67 66 65 64 63 62 61 77 12 131
5 o y 107 97 67 66 65 64 63 62 61 77 12 132
10 o y 107 97 67 66 65 64 58 44 84 28 83 15 82 124 120 115 114
5 o y 107 97 74 98 145 153 159 160 165 169 172 173
5 o y 107 97 74 98 86
10 0 y 107 97 74 75 138 76 139 140 141
5 0 y 68 104 51 36 22 103 102 6 5 4 3 125 122 121 120 115 114
15 o y 68 104 51 36 22 103 102 6 127 129 130
5 o y 97 107 75 108 146 147 111
10 o y 97 107 75 138 76 139 140 141
20 0 y 97 107 69 70 71
5 0 y 97 107 69 106 52 38 23 24 25
File name: ROUTE540.DAT
In/Out
% -Round Mirror Route path
5 y 107 69 68 67 66 65 64 63 62 61 77 12 131
5 0 y 107 69 68 67 66 65 64 63 62 61 77 12 132
10 0 y 107 69 68 67 66 65 64 58 44 84 28 83 15 82 124 120 115 114
5 0 y 107 75 108 154 160 165 169 172 173
5 0 y 107 75 108 145
5 0 y 107 75 108 146 147 111
5 0 y 107 69 106 52 38 23 22 103 102 6 5 4 3 2 124 120 115 114
5 0 y 107 69 106 52 38 23 105
20 0 y 110 76 139 140 141
20 o y 110 70 71
15 a y 110 70 109 53 40 24 11 9 129 130
File name: ROUTES4I.DAT
In/Out
% Bound Mirror Route path
5 0 y 110 70 69 68 67 66 65 64 63 62 61 77 12 131
5 0 y 110 70 69 68 67 66 65 64 63 62 61 77 12 132
5 0 y 110 70 69 68 67 66 65 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 110 70 71
15 0 y 110 70 109 53 40 24 11 9 129 130
5 0 y 110 76 138 75 74 73 72 85 64 58 44 84 28 83 15 82 124 120 115 114
5 0 y 110 76 111 157 158 162 166 165 169 172 173
5 0 y 110 76 111 147
5 0 y 139 76 138 75 108
5 0 y 139 142 148 158 162 166 167 170
5 o y 139 142 148 149 150
30 0 y 139 140 141
File name: ROIJTES42.DAT
In/out
% -°nund Mirror Route path
10 0 y 152 86 72 62 61 77 12 139
10 0 y 152 86 72 62 61 77 12 132
5 0 y 152 153 145 108 146 147 111 148
5 o y 152 153 145 108 146 147 111 76 110 70 109 53 54
5 0 y 152 159 160 165 169 172 173
5 0 y 86 152 159 160 165 166 162 158
10 0 y 86 98 74 75 138 76 139 140 141
10 0 y 86 72 73 74 75 138 76 139 140 141
15 o y 86 72 85 64 65 66 67 68 69 70 71
5 0 y 86 72 85 64 65 66 67 68 104 51 36 22 103 102 6 127 129 130
20 0 y 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
File name: ROUTES43.DAT '
In/Out
% Bound Mirror Route path
5 0 y 153 152 159 160 165 169 172 173
10 0 y 153 152 86 72 85 64 63 62 61 77 12 131
5 0 y 153 152 86 72 85 64 58 44 84 28 83 15 14 13 12 132
5 o y 98 86 152 159 160 165 169 170
15 0 y 98 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
5 0 y 73 72 85 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 73 74 75 138 76 139 140 141
5 o y 152 153 159 175
5 0 y 152 153 145 98 74 97
10 0 y 152 153 145 98 74 75 138 76 139 140 141
5 o y 86 98 145 108 146 147 111 148 149 150 151
5 o y 86 98 145 108 146 147 111 157 158
5 0 y 86 98 145 108 146 147 111 76 110 70 109 53 40 24 11 9 129 130
5 0 y 86 98 74 75 138 76 110 70 109 53 40 24 11 9 129 130
5 o y 86 98 74 75 107 69 70 71
FiLe name: ROUTES44.0AT
In/Out
% Round Mirror Route path
5 y 154 153 159 175
5 0 y 154 153 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 154 153 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
5 o y 108 145 98 74 73 72 85 64 63 62 61 77 12 131
5 0 y 108 145 98 74 97
5 o y 153 154 160 165 169 172 173
5 o y 153 154 108 75 107 69 106 52 38 23 22 21 19 18 17 16 15 14 13 12 132
5 0 y 153 154 108 75 107 69 106 52 38 23 24 25
5 o y 153 154 108 75 107 69 106 52 51 36 22 103 102 99
5 0 y 153 154 108 75 138 76 139 140 141
10 0 y 145 108 146 147 111 148 149 150 151
10 0 y 145 108 146 147 111 76 110 70 109 53 40 24 11 9 129 130
5 0 y 145 108 146 147 111 76 110 70 109 53 54
20 y 145 108 75 138 76 139 140 141
FiLe name: ROUTES45.DAT
In/Out
% Bound Mirror Route path
5 0 y 146 108 145 153 159 175 79 78 61 77 12 131
5 0 y 146 108 154 160 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
5 0 y 146 108 75 107 69 106 52 38 23 105
5 0 y 146 108 75 107 69 106 52 38 23 22 21 19 18 17 16 15 14 13 12 132
5 0 y 146 108 75 107 69 68 67 66 65 64 63 62 61 77 12 131
5 o y 161 166 167 170
5 0 y 161 166 167 168
5 0 y 156 157 158 162 166 165 169 172 173
5 0 y 156 157 158 162 166 165 160 159 152 86 72 85 64 58 44 84 28 15 82 124 120 115 114
10 o y 156 157 111 76 110 70 109 53 40 24 11 9 129 130
10 0 y 156 157 111 76 110 70 71
10 0 y 147 111 148 149 150 151
10 0 y 147 111 148 142 139 140 141
5 0 y 147 111 76 138 75 74 73 72 85 64 58 44 84 28 83 15 82 124 120 115 114
10 0 y 146 138 76 139 140 141
file name: ROUTE546.DAT
In/Out
% O�und Mirror Route path
5 y 162 166 165 169 172 173
10 a y 162 166 165 160 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
5 0 y 149 163 168
10 0 y 149 163 164
5 0 y 149 148 111 147 146 108 145
5 o y 149 148 111 147 146 108 75 107 69 106 52
5 a y 149 148 142 139 76 138 75 74 73 72 85 64 63 62 61 77 12 131
5 0 y 149 148 142 139 76 110 70 109 53 40 24 11 9 129 130
10 0 y 149 148 142 139 140 141
10 0 y 149 150 151
Fite name: ROUTES47.DAT
In/out
% Bound Mirror Route path
10 o y 79 175 176
30 o y 79 175 159 153 145 98 74 75 138 76 139 140
5 0 y 79 175 159 153 145 98 74 75 138 76 110 70 109 53 40 24 11 9 129 130
25 0 y 79 175 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
15 a y 79 78 61 77 12 131
15 0 y 79 78 61 77 12 132
File name: ROUTES48.DAT
In/Out
% sound Mirror Route path
10 o y 175 176
30 0 y 175 159 153 145 98 74 75 138 76 139 140
5 0 y 175 159 153 145 98 74 75 138 76 110 70 109 53 40 24 11 9 129 130
25 o y 175 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
15 0 y 175 79 78 61 77 12 131
15 0 y 175 79 78 61 77 12 132
Fite name: ROUTE549.DAT
In/out
% Bound Mirror Route path
5 o y 166 165 169 172 173
15 0 y 166 167 168
30 o y 166 162 158 148 142 139 140
10 o y 166 162 158 157 111 76 110 70 109 53 40 24 11 9 129 130
5 o y 166 162 158 157 111 76 110 70 109 53 40 24 25
5 o y 166 162 158 157 111 76 110 70 109 53 54
5 o y 166 162 158 157 111 76 110 70 69 68
15 o y 166 165 160 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
5 o y 166 165 160 159 152 86 72 85 64 58 44 84 28 83 15 14 13 12 132
5 o y 166 165 160 159 152 86 72 85 64 63 62 61 77 12 131
File name: ROUTES50.DAT
In/Out
% �ound Mirror Route path
10 0 y 174 175 176
15 0 y 174 175 79 78 61 77 12 131
15 o y 174 175 79 78 61 77 12 132
30 o y 174 175 159 153 145 98 74 75 138 76 139 140
5 0 y 174 175 159 153 145 98 74 75 138 76 110 70 109 53 40 24 11 9 129 130
25 o y 174 175 159 152 86 72 85 64 58 44 84 28 83 15 82 124 120 115 114
File name: ROUTE551.OAT
In/Out
% Bound Mirror Route path
15 0 y 117 118 119 120 115 114
15 0 y 123 1 124 120 115 114
15 0 y 123 1 124 2 3 4 127 129 130
5 o y 123 1 124 82 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172.173
5 0 y 13 12 131
15 0 y 13 12 132
10 0 y 13 14 15 16 17 18 19 21 22 23 24 25
File name: ROUTE552.DAT
In/Out
% -�und Mirror Route path
40 0 y 123 1 124 120 115 114
10 0 y 123 1 119 118 117
25 0 y 123 1 124 2 3 4 127 129 130
10 o y 123 1 124 82 15 14 13 12 132
5 o y 123 1 124 82 15 16 17 18 19 21 22 23 24 25
5 0 y 123 1 124 82 15 83 28 84 44 58 64 65 66 67 68 69 70 71
5 0 y 123 1 124 82 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
Fite name: ROUTES53.DAT
In/Out
% Bound Mirror Route path
5 o y 118 113 112
5 o y 118 113 115 116
5 0 y 118 113 115 120 124 82 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
35 o y 118 113 115 114
20 o y 113 118 117
5 0 y 113 118 119 1
5 0 y 113 118 119 120 115 114
10 0 y 113 118 119 120 121 122 125 3 4 127 129 130
5 0 y 113 118 119 120 121 122 125 3 4 5
5 o y 113 118 119 120 124 82 15 83 28 84 44 58 64 65 66 67 68 69 70 71
File name: ROUTES54.OAT
In/Out
% Pound Mirror Route path
20 0 y 113 112
5 o y 117 118 119 120 115 114
10 o y 117 118 119 120 115 114
5 o y 118 119 120 124 2 3 4 127 129 130
5 o y 120 115 114
5 o y 120 124 82 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
File name: ROUTE555.DAT
In/Out
% Bound Mirror Route path
20 a y 117 118 119 120 115 114
5 0 y 131 12 13 14 15 16 17 18 19 21 22 23 24 25
5 0 y 131 12 77 61 62 63 64 65 66 67 68 69 70 71
5 o y 132 12 13 14 15 16 17 18 19 21 22 23 24 25
File name: ROUTES56.DAT
In/Out
% °nund Mirror Route path
55 d y 115 114
20 o y 115 120 119 118 117
10 0 y 115 120 121 126 127 129 130
5 0 y 115 120 124 82 15 14 13 12 132
5 0 y 115 120 124 82 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
5 o y 115 120 124 82 15 83 28 84 44 58 64 65 66 67 68 69 70 71
Fite name: ROUTES57.OAT
In/Out
% Bound Mirror Route path
x --- ----- ------ -----------
20 o y 126 121 120 115 114
5 o y 121 120 115 114
5 o y 125 122 121 120 115 114
15 0 y 2 122 121 120 119 118 117
5 o y 122 2 87 88
5 o y 122 2 124 82 15 14 13 12 132
5 o y 122 125 3 2 124 82 15 83 28 84 44 58 64 85 72 86 152 159 160 165 169 172 173
5 o y 122 125 3 93
5 0 y 122 125 3 4 94 19 21 22 23 24 25
5 0 y 122 125 3 4 127 129 130
5 0 y 125 126 127 6 102 103 22 36 51 104 68 69 70 71
20 0 y 125 126 127 129 130
File name: ROUTE558.DAT
In/Out
% Bound Mirror Route path
LO 0 y 126 121 120 115 114
10 0 y 126 121 120 119 118 117
5 o y 126 125 3 93
5 o y 126 127 129 130
5 o y 126 127 6 102 103 22 36 51
5 0 y 126 127 6 102 103 22 21 19 18 17 16 15 14 13 12 132
5 0 y 126 127 6 102 103 22 21 19 18 17 16 15 14 13 12 131
35 0 y 128 129 130
5 o y 128 129 9 11 24 40 53 109 70 110 76 139 140 141
5 0 y 128 129 9 11 24 25
Pile name: ROUTE559.DAT
In/Out
% Bound Mirror Route path
' --- ----- ----- ------------
20 o y 78 61 77 12 131
15 o y 78 61 77 12 132
25 o y 78 61 62 63 64 58 44 84 28 83 15 82 124 120 115 114
20 o y 78 61 62 63 64 65 66 67 68 69 70 71
5 o y 78 61 62 63 64 65 66 67 68 69 70 109 53 40 24 11 9 129 130
10 a y 78 79 175 176
5 o y 78 79 175 159 153 145 98 74 75 138 76 139 140 141