3595NOTE:
Wi-th proper validation
this -form constitutes an CITY OF LA QUINTA
encroachment permit
APPLICATION FOR PERMIT
PUBLIC WORKS CONSTRUCTION (ENCROACHMENT)
For the construction of public or private curbs, driveways, pavements, sidewalks, parking lots, sewers, water mains
and other like public works improvements in connection with MINOR IMPROVEMENTS and APPROVED SUBDIVISIONS
Subdivision Improvement Permit — Class III
DATE: 12/19/01 Minor Improvement Permit Class IV
LOCATION OF CONSTRUCTION Tradition Club. Tract 30056
(Street address or Description of Location)
PURPOSE OF CONSTRUCTION Street improvements
DESCRIPTION OF CONSTRUCTION Paving, Curb 4 Putters.
and drywalls
DIMENSION OF INSTALLATION OR REMOVAL
SIZE OF EXCAVATION, IF NEEDED
Sketch (attach construction plans if appropriate)
See Attached Conditions
i
�r.
APPROXIMATE TIME WHEN WORK WILL BEGIN 12/19/01
_Fc1,9
APPROXIMATE TIME OF COMPLETION 1/10/01 Ly1fj►t��
ESTIMATED CONSTRUCTION COST $ 69.465
(Including removal of all obstruction, materials, and debris, backfilling, com-
paction and placing permanent resurfacing and/or replacing improvements)
In consideration of the granting of this permit, the applicant hereby agrees to:
Indemnify, defend• and save the City, its authorized agents, officers, representatives and employees, harmless from and against any and all
penalties, liabilities or loss resulting from claims or court action and arising out of any accident, loss or damage to persons or property
' happening or occurring as a proximate result of any work undertaken under the permit granted pursuant to this application.
Notify the Administrative Authority at least twenty-four (24) hours in advance of the time when work will be started.
Comply with all applicable City Ordinances, the terms and conditions of the permit and all applicable rules and regulations of the City of
La Quinta and to pay for any additional replacement necessary as the result of this work.
Aoulmit eim,(a
Signature f Applicant or Agent
A,ndraw PtAren 44—S35 T)Aen Carryon., Pa1n 1)enoA rt . CA 346-3228
Name of Applicant (please print) Business Address Telephone No.
A1AT"R An sA1 nVA
Name of Contractor and Job Foreman Business Address Telephone No.
671203 - 03031
Contractor's License No. w - City Business License No.
r:ar^4,, TnpiirpneA 1615R46n1 RXCnnnn1.79—nn
Applicant's Insurance Company Policy Number
FEES: Subdivision Improvement Permit — Class I I I
Public improvements: 3% of estimated construction costs
Private improvements: 3% of estimated construction costs
Minor. Improvement Permit — Class IV: See attached schedule
Inspection Fee
Permit Fee
Penalty
Cash Deposit -Surety Bond
if required
TOTAL:
$ 9.683,97
1nn
$ 7�783�97
Receipt No.
Received by Date
3595
PERMIT VALIDATION
PERMIT NO. 3595
DATE APPROVED 12/19/01
EXPIRATION DATE 19119109,
DATE ISSUED -4
By
C �Afdministrative Authority
Recorded by 11 Telephone: (760) 777-7075
i
I
------------------------------------------------------
NOTE:
With proper validation
this form constitutes an CITY OF LA QUINTA.
encroachment permit
APPLICATION FOR- PERMIT
PUBLIC WORKS CONSTRUCTION (ENCROACHMENT)
For the construction of public or private curbs, driveways, pavements, sidewalks, parking lots, sewers, water mains
and other like public works improvements in connection with MINOR IMPROVEMENTS and APPROVED SUBDIVISIONS
{') Q/D/ Subdivision Improvement Permit - Class II I
DATE: /4/ /CJ Minor Improvement Permit Class IV
LOCATION OF CONSTRUCTION
(Street address or Description of Location)
PURPO E OF CONSTRUCTION
ES! 3dd__ 10N OF CvQN D& Div ` L
�Yudd� G•Y-� ]�jy�V.
MI,NSION OF INSTALLATION OR REMOVAL�F
LF` o d
SIZE OF EXCAVATION, IF NEEDED
APPROXIMATE TIME WHEN WORK WILL BEGIN
Sketch (attach construction plans if appropriateiI
S
APPROXIMATE TIME OF COMPLETION
ESTIMATED CONSTRUCTION COST$ -t59 -41.5 00
(Including removal of all obstruction, materials, and debris, backfilling, com-
paction and piecing permanent resurfacing and/or replacing improvements)
In consideration of the granting of this permit, the. applicant hereby agrees to:
Indemnify, defend. and save the City, its authorized agents, officers, representatives and employees, harmless from and against any and all
penalties, liabilities or loss resulting from claims or court action and arising out of any accident, loss or damage to persons or property
happening or occurring as a proximate result of any'work undertaken under the permit granted pursuant to this application.
`tify the Administrative Authority at least twenty-four 124) hours In advance of the time when work will be started.
Comply with all applicable City Ordinances, the terms and conditions of the permit and all applicable rules and regulations of the City of
Le Qulnm and to pay for any additional replacement necessary as the result of this work.
V �Gvr 1��1�fQQ'✓t-,- 6y p, 1, 1 Signature p I or Agent
A
WIY� . �rlYY19. "t"'I - � 3f7� �� •�i. Q rv�4 �O n r ,�� �#kr ���
Name of Applicant lease print) Business'�Address Telephone No.
Name of Contractor and Job Foreman r Business Address Telephone No.
(,-71-)4? 030
Co;actor's License No. �oC,ft Busine(.;s License No. F �
Applicant's Insurance Company Policy Number
FEES: Subdivision Improvement Permit -Class III
Public improvements: 3%of estimated construction costs
Private improvements: 3% of estimated construction costs
Minor. Improvement Permit - Class IV: See attached schedule
Inspection Fee $ `
Permit Fee �� m
Penalty
Cash Deposit -Surety Bond
if required P
TOTAL:
L-16-3.1
Receipt No.
Received by Date__^
Recorded by
uJ0 I
PERMIT VALIDATION
PERMIT NO. 3 S-9 S
DATE APPROVED
EXPIRATION DATE I Z O 2
DATE ISSUED
By
Ad inistrative Authority
Telephone: (760) 777-7075
c
_ d
•� o�+
Y U
o ���a
Ts
� �;
oqEl
e�
W
`o
g.00 3
e
vyy `� °
v
°' a
y o
u d W
k Y
v a p or
ISX
9
O
2 5�
a o
t� O Q
C y p�
p •�
A 0
m •Q
m
y
n m
Y=
0.
pl
4; Y
41 � •O
y
a 2>�.9
-0
A. 6
0�
1n
9 '0
5 El
a •0
q g
� 9
i 8.y°
°•'@
O
�
p$
u a0.i
A
u -0•O
:p Y u
N
O u
•� .Q—
\�
•yi
Y
a '� � �
y
d
�
o. SDI 3
:° �
alr �
� y
m 9 Y
8.0 o B a
..El
° `o ai
p• °
3
Y
z
:r T
Y ;W�
•„ 3
a•
'!
•"
u
uW .0 q D•p
u
O Ol W
,'agq
.o •c v`
O
a A o.
o�
a -� a
g
0.0
W Y q Y
0 �
u
'o X °' �
'3
d o s
T
O
o p A °
o a v9g �
9 n
mo o@
O
O Y p
u
.�
m
m •� "°"
>
Y O
N •= a
u
.0.ca
p0
��
y u
e. a
yz,2
= Y
}�yae''oad�sary�
A '"' a
y>
r-I m
o�''�
'k °
n
,w�a
° fors• 9
a $
a a p
$ .° •m v
8= 9
'
Y° y
a°
Y J
= A! q
U R.A. o
o 12
V'Y
u •g s
o
a T o
o
•�
•p m
yi
0 •a
T.�
o
Y
ILIBY
Om
m u
O
��,�
dp
V ��
8 u
s
p a°.
r� 8aq
rt3 p
�.a�
e$'"
a °o
' 5
7
0.
x C
o a
a Y
z e a x
Y Y
a
m m
e O
d Y
GTj d'
3 v
Y .a
jai
u
u
W
Y
6
vi
0. Q O
q jL W
W a '�
.p >W O
�i SY'+ iuG O c
:� " U
U
a .- ,
°: y 4.1.
n W
°�
Z°
n w
y
o o C)
ay
W
O
z
zd
O y O
z"9 3W
7 •7 — •a.
_y
wo o
Q L
f+��op
�.
°
maB
•a 6
UO
N
au0
p�
m
aO+
.g
PAG u r u
0. ai W
�.
Y •...
0.
W
ppp���
5
o
a° Q a
°Oa
>`Jdm.9
Ua
Uw
E.53o
�
d
d
Y
OT
U
CD 3.'o`g
F
3 X
E+ 9 m a �
0. U m
U u a A
c
a o El
8 a. ;
Y Y+
�J'a d o v
ou0 d• d G m °� r o`
�qmgo
9 o= W ., oo m v o
Y 3 q a
p 8 8 °
9 U>> @ G6 W 0 Y •- •g
5^ '� a. •9 J I g 'O Wo � �7 W r y
O
m
N o a0 0 00.. u 0. r•i .O O a -i
O jr O
p� UO oO
u •
mO a
a
z ° 3oO mu o to
0.
p —m_ o e£ o
y 4
O 0.2 0 6 Y On. •u
r v 8 u Y g V
cc
ye s �.
i Ch 4 u m a u 4—p <
y° e0
v a s p 0 N Upp T p a W p a Y
8 t°1 .5 3 C OR
w a s� I, z� ao @ ; o
o
y 7 `a d � a��c g -a
9
u
�> u° q 5 y s u u `W
00.0 y 9 %� p •° W u m
°NA
a y W Y 2 m 3= Y s e o Y tl y 4 OC op �N o°p
m 7 .e •, fn �� .0
0.
10
o e U 9 u@ 777U y 4W1 u
. w
> a alp W
O° •N 5 U a Y u
O q Q g >
20 10 0
pj
Z a 0. 3> W 06, C� ao U °u A Q A in tOir 9
o\ �y
& (s1
COORDINATE WORK: The proposed work shall be subordinated to any operation which the State of California or City of
La Quints may conduct in this area during the period of this permit. Work shall be coordinated with the State or City of La
Quints forces to preclude delay or interference with State of City of La Quints projects.
12 SURVEY MONUMENTS: Prior to excavation or beginning of construction, all survey monuments wbicb exist on the
centerline of all streets or property lines when involved shall be completely tied out so they may readily and correctly be
replaced by a licensed civil engineer or surveyor at the expense of the permittee. A complete set of notes showing the ties to
these monuments shall be furnished to the City Engineer prior to the removal of any monuments. This office shall be notified
upon completion or replacement of all survey monuments for proper project clearance.
PAVEMENT CUTTING: Pavement will be mechanically saw cut to a straight to a straight edge prior to excavation. Method
of pavement cutting shall be approved through the office of the City Engineer. (Under no circumstances shall excavating
equipment be used to excavate prior to cutting of pavement.) Excavation material shall be placed in such a position as to best
facilitate the general flow traffic. Prior to final paving operations, any damage to pavement straight edges shall be corrected.
R14 LIMIT OF EXCAVATIONS: Excavations shall be limited to 1000 linear feet of open trench before backfill operations must
begin. All excavations shall be properly barricaded with lights overnight, on weekends and holidays for the protection of the
traveling public. The Public Works Inspector shall determine the suitability of excavation barricading in each case. No
excavation shall remain open for a period exceeding five (5) days. No excavation shall be made unless the construction
material is actually on the work site.
1 BACKFILL MATERIAL' Backfill shall be free of brush, roots or other organic substance detrimental to its use for purposes .
Of producing an adequately consolidated backfill. Any material which the City of La Quints deems unsuitable (spongy or
saturated material) which is encountered during excavation shall not be used for backfill, but shall be supplemented or replaced
by an approved sand or gravel.
R16 BACKFILL SAND: Backfill shall be approved transit -mix sand or equivalent and shall be'placed in lifts of not greater than
three feet (3') and vibrated using vibrotamper or equivalent equipment. Alternate methods may be substituted, but in any can,
a relative compaction of 95 percent shall be ertained with the structural section of the roadway.
R17 BACKFILL PLACEMENT: Backfill shall be applied. in layers of not more than 50 percent of the total depth of the trench
before flooding or a maximum of five-foot (5') lifts wbere trenches are of excessive depths. Care is to be exercised that the
backfill material is not subjected to extreme swell by flooding operations. Backfill material shall be placed so that the resulting
compaction shall be not less than 90 percent or equivalent to the surrounding ground, whichever is the greater compaction.
Where ponding or flooding is used for a maximum settlement, adequate dikes will be constructed to retain the water. Where
jetting is used, the jets shall be of sufficient length to reach the bottom of each layer and the water supply shall be continuous.
RIB COMPACTION TESTS: If so required by the inspector, compaction testa shall be made at intervals of not more than 1000
feet and a minimum of one (1) test on each road: One (1) copy of each test shall be forwarded to the City Engineer for
approval and filed prior to making permanent repairs. Compaction tests shall be made as outlined in Section 6.3.01 of the
Standard Specifications, Division of Highways, State of California, dated January 1973.
R 1. COMPACTION TESTS: If so required by the inspector, compaction tests shall be made for each crossing or service line.
One (1) copy of each test shall be forwarded to the City Engineer for approval and filed prior to making permanent repairs.
Compaction tests shall be made as outlined in Section 6.3.01• of the Standard Specifications, Division of Highways, State of
California, dated January 1973.
2 TEMPORARY PAVEMENT REPAIRS: After completion of backfill and compaction operations, a temporary patch
consisting of 2 inches of SC-800 shall be placed on a prepared subgrade. The SC-800 temporary paving shall be placed after a
maximum of 3000 linear feet of trench has been excavated and backfill operations completed, but in no case shall the
placement of the temporary pavement exceed a five (5) day limit.
2 PERMANENT. PAVEMENT REPAIR: After backfill and compaction have been completed, a temporary patch consisting of
two inches (2") of SC-800 shall be placed immediately. A permanent patch of inches A.C. surfacing placed on a
inch class base shall be placed no later than days after completion of temporary road repair.
QFOG SEAL: A fog seal coat consisting of an application of asphaltic emulsion shall be applied over all patch areas as
determined by the City Engineer.
STREET RESTRIPING: Where street striping is still visible on streets to be excavated, such striping shall be replaced upon
U completion of permanent repairs.
R24 TREE RELOCATION OR REMOVAL: Tree relocation within the City -of La Quints road right of way shall be
accomplished by a licensed, bonded and insured tree service, and handled safely without interference or hazard to the traveling
public. It shall be the responsibility of the permittee to maintain the tree in a vigorous growing condition at its new location.
Trees to be removed shall be in sections which can be handled safely without interference or hazard to highway traffic. The
entire width of the tree stump shall be removed and disposed of so that no debris remains in view of the highway. The stump
bole shall be backfilled and thoroughly compacted as specified in the following paragraph. Where is becomes necessary to
restrict traffic, the work shall be restricted to a maximum of 500 feet at any one time. Adequate signs, flagmen and or
barricades shall he provided to protect the traveling public at all times.
Large holes resulting from tree removal shall be backfilled and compacted to not less than 90 percent or equivalent to the
surrounding ground, whichever is the greater compaction as determined by the impact or field method. Compaction tests shall
comply with Section 6.3.01 of the Standard Specifications, Division of Highways, State of California, dated January 1973.
SPECIAL CONDITIONS --PERMIT NO.3595
--- ANDREW PIERCE CORPORATION ---
In addition to the standard permit conditions, the following shall apply:
1. Pursuant to Section 14.16.320 of the La Quinta Municipal Code (Ordinance 10 § 1 (part), 1982), all
work shall be performed in accordance with the latest edition of the Standard Specifications For Public
Works Construction (SSPWC) and as directed by and to the satisfaction of the City Engineer.
2. ANDREW PIERCE CORPORATION, hereinafter referred to as "Permittee", shall be responsible for
providing continuous dust and erosion control.
3. Streets shall be kept clean. They shall be completely cleaned at the end of each working day and more
frequently if required.
4. Pursuant to Section 6.08.050 of the La Quinta Municipal Code (Ordinance 18 § 1, 1982),
throughout the work site, the Pernd&ee shall comply with City regulated work hours. Operation and
maintenance of equipment within one-half mile of human occupancy shall be performed only during
the following time periods. -
October 1st to April 30. Monday -Friday 7.00 a.m to 5.30 p.m
Saturday 8: 00 am to 5: 00 p.m
May 1st to September 30. Monday -Friday 6.00 am to 7.00 p.m
Saturday 8.00 am to 5:00 p.m
Work shall be prohibited on legal holidays and Sundays.
5. Work performed within 500 feet of a signalized intersection is restricted between the hours of 9 a. m
- 3 p.m Traffic control shall beset up after 9 am and removed before 3 p.m The Permittee shall
contact the Riverside Country Traffic Signal Maintenance Department at (909) 275-6894 if signal
operation at the intersection is to be altered in any way.
6. Pursuant to Section 14.16.110 of the La Quinta Municipal Code (Ordinance 10 § I (part), 1982),
Permittee shall assume responsibility for repair of any pavement damage to any public or private street
and for any damage to other City streets or facilities as a result of work performed under this permit.
7. Pursuant to Section 14.16.250 of the La Quinta Municipal Code (Ordinance 10 § 1 (part), 1982),
advance warning signs and traffic control shall be installed and maintained in accordance with Cal Trans
Standards or the Work Area Traffic Control Handbook (WATCH Manual). A traffic control plan, if
required, shall be prepared in accordance with the WATCH Manual and submitted to the City for review
and approval one (1) week prior to starting any construction. It shall be the Permittee's responsibility
to appropriately detour and barricade all construction sites.
8. Pursuant to Section 14.1.6.290 of the La Quinta Municipal Code (Ordinance 10 § 1 (part),, 1982), street
closures shall not be permitted. A minimum of one travel lane of paved surface shall be maintained with
flagmen at all times.
Special Conditions - Permit No.3595 Page 1 of 4
1 f
.J
SPECIAL CONDITIONS --PERMIT NO. 3595
--- ANDREW PIERCE CORPORATION ---
9. Prior to excavating, if required, the Permittee shall contact Underground Service Alert at 1-800-422-
4133. It shall be the Permittee's responsibility to notify the.Public Works Department of anticipated
excavation which impact City facilities, including but not limited to traffic signal conduits and loops,
irrigation lines, electrical conduits, and storm drain facilities.
10. Should additional work, materials, or modifications of the work be required in order to meet City
standards, safety requirements, signage requirements, or to fit actual field conditions, the work shall be
performed by the Permittee as directed by and to the satisfaction of the City Engineer at no cost to the
City of La Quinta.
11. Pursuant to Section *14.16.370 of the La Quinta Municipal Code (Ordinance 10 § I (part), 1982), backfill
compaction within street rights -of -way shall conform with Section 306-1.3 of the latest edition of the
Standard Specifications for Public Works Construction (SSPWC), except as otherwise specified.
Native material may be used as backfill material provided that minimum compaction, achieved in the
manner prescribed herein, is achieved. Backfill shall be performed by mechanical means; no water
densified compaction via jetting or flooding or other means shall be allowed. It shall be the Permittee's
responsibility to provide appropriate geotechnical supervision, testing, and inspection, onsite, at all times
during backfill operations.
Backfill compaction shall be achieved by the following conditions:
.A. When a firm foundation is not encountered due to soft, spongy or other unsuitable material, such
material shall be removed to the limits directed by the Geotechnical Inspector and/or the City
Inspector and the resulting excavation backfilled with pipe bedding material.
B. Backfill materials shall be brought to or maintained at an appropriate moisture content for
compaction. The appropriate moisture content range shall be established at the onset of the
project and ensured prior to use of the materials through progress testing on the stockpiles.
C. The first length of trench backfilled shall be backfilled in. the presence of the City Inspector.
Compaction shall be tested at random depths at approximate three-foot vertical intervals as backfill
is placed to ensure the effectiveness of the compaction methods and to establish the depth of lift
that can be compacted.
D. If lifts greater than one foot are attempted in this trial length of trench, compaction tests shall be
taken within the lifts to ensure that the full depth of the lift is compacted. Upon satisfactory
completion of this portion of trench, the City Inspector shall establish the maximum lift thickness
to be compacted for the remainder of the project.
E. In subsequent lengths of trench, the frequency of compaction tests shall equal one per each lift of
backfill, per 3001mear feet of open trench, at randomly selected locations within the open length
of trench.
Special Conditions - Permit No.3595 Page 2 of 4
i
SPECIAL CONDITIONS --PERMIT NO. 3595
--- ANDREW PIERCE CORPORATION-
--
F. The depth of the randomly selected compaction tests shall also be randomly selected except that
where multiple tests are required in a given length of trench, the tests shall be no closer than three
feet (vertically) from each other.
G. If any compaction test fails, previously placed backfill (in the same length of open trench or
previous lengths of trench) which is represented by the failing test (as determined by the City
Inspector), shall be tested for compliance with compaction requirements.
H. All costs incurred due to the conditions above shall be home by the Permittee. Copies of alltest
results shall be furnished to the City Inspector.
12. All excavations within City of La Quinta right-of-way shall be backfilled, and temporarily paved if within
the existing travel way, at the end of every workday as directed by and to the satisfaction of the City
Engineer for the protection of the public. Lengths of open trench shall not greatly exceed that which
can not be backfilled in the same day. Excavated trenches shall not be allowed open overnight, however,
Permittee may leave a length of excavated trench, not to exceed twenty (20) feet in length, open
overnight at a point where construction will begin the next day, provided that this length of trench is
completely covered by steel plating.
13. All landscaping, irrigation, decorative rock, decorative concrete, lighting, etc., shall be replaced to its
original condition.
14. Access and egress to all local properties shall be maintained at all times.
15. Pursuant to Section 14.16.375 of the La Quinta Municipal Code. (Ordinance 10 § 1 (part), 1982),
permanent pavement replacement shall be completed no later than seven (7) days after the completion
of the work. Permanent pavement replacement shall conform to the following conditions:
A. Existing asphalt concrete pavement shall be sawcut one (1) foot beyond trench edges. Edges shall
be straight and clean.
B. Permanent pavement replacement structural section, within all trenches, shall be 1" thicker than
existing of asphalt concrete over the same existing thickness of crushed aggregate base or crushed
miscellaneous base, meeting the requirements of Sections 200-2.2 and 200-2.4 of the Standard
Specifications for Public Works Construction. The replaced pavement and base material shall be
compacted to 95% relative compaction and respectively tested, for each 300 linear feet of trench.
Verify exact structural replacement section thicknesses with the City prior to installation.
C. Permanent pavement replacement shall be installed using a City approved 3/4" max medium asphalt
concrete as the base course lift and a City approved %2" max medium finish course lift for capping.
Asphalt concrete mix design shall be approved by the City prior to its placement.
D. Cold -Mill and Overlay - The existing pavement which was properly protected in place during the
trenching operation located adjacent to the trench saw cut shall be cold -milled to a depth of 0.10
Special Conditions - Permit No.3595 Page 3 of 4
•,
.�
v
�
�
��
,.
� �
�
�
7,
�
�
rt
� - .n
i ,
j
��
�
�
a
�
♦
-
� i�
_
,,
- �
r
�•
-
r
a
�
�
� �
�
+
t
'
�
�
�
�
��'
'.
�
i
�
� r
� ;
.I. �
�
� �
. a
� r
�
�
.
�
•
r
�
'
''
r
s
c
�.
. ;
.
. ._
� �
;
SPECIAL CONDITIONS --PERMIT NO. 3595
--- ANDREW PIERCE CORPORATION ---
feet with butt joint created next to the existing unmilled pavement surface. The cold -milled area
and base asphalt concrete in the trench area shall be overlaid with a City approved C2-AR-4000
asphalt concrete mix. The width of the cold milling area shall be as follows:
For longitudinal trenches located in a parking lane: two (2) feet outside the sawcut removal
lines.
For longitudinal trenches located in a traffic lane: two (2) feet outside the sawcut removal
lines, or to the lane line striping, whichever is greater.
For transverse trenches across existing street: two (2) feet outside the sawcut removal lines.
E. If grinding and capping operations are not performed in the same day as base paving operations,
the base course lift of 3/4" max medium asphalt concrete shall be installed from saw -cut edge to
saw -cut edge flush with the existing street surface. The base course lift of paving shall not be left
0.10' low in anticipation of grinding and capping.
F. Any existing lane striping affected by this resurfacing shall be replaced in kind by the Permittee,
as directed by and to the satisfaction of the City Engineer. Affected traffic signal loops shall be
removed and replaced in kind. The finished pavement surface shall be smooth, consistent, and
shall conform to the surrounding grades.
16. Permittee shall permanently stabilize any and all soil that was disturbed as a result of work performed
under this permit with an approved dust control treatment. Soil stabilization shall be done immediately
after completing the operation.
17. Pursuant to Chapter 12.56 of the La Quinta Municipal Code (Ordinance 10 § 1 (part), 1982) the City
has designated certain city streets as Truck Routes. The weight limit for restricted streets (i.e., streets
not part of the Truck Route network) is three (3) tons; trucks exceeding the weight limit may use a
restricted street if making a delivery or pickup on the subject street, or if this permit specifically grants
permission to use the street to deliver street construction materials and/or equipment.
18. Stockpile shall not exceed Yin total height from the existing surrounding area.
19. This permit allows for the construction of street improvements within the Tradition Club, Tract 30056
per the approved plans.
20. The City of La Quinta reserves the right to revoke, suspend or void this permit at any time.
special Conditions - Permit No.3595 Page 4 of
r
r
'
�
•
�
�
� ?
s
,
.�
�
�
�
y
}r
i r
'
r
a
' �
�
-
� �
r
, � j'
- �
i
�
�
5
� �{
,�
�
i
.S
l �
CITY OF LA QUINTA
AREAWIDE TRAFFIC
CIRCULATION STUDY
(SPECIFIC PLAN No. 84-004)
Prepared for
CITY OF LA QUINTA
Prepared by
BERRYMAN & STEPHENSON INC.
CONSULTANTS TO GOVERNMENT AGENCIES
88-730 HIGHWAY 111
RANCHO MIRAGE, CALIFORNIA 92270.
(819) 324-1111-
CITY OF LA QUINTA
AREAWIDE TRAFFIC &.CIRCULATION STUDY
(SPECIFIC PLAN NO. 84-004)
EXECUTIVE SUMMARY
The purpose of the area -wide traffic and circulation study was
twofold: 1) to systematically address the overall short-range and
long-range transportation needs and deficiencies of the City; and
2) to address traffic and circulation impacts and mitigation mea-
sures in connection with the implementation of Specific Plan No.
84-004 (a 700-acre private resort community known as "The Grove").
Of particular interest was the long-range need for an extension of
Adams Street and/or Dune Palms Road through The Grove development.
Several site specific circulation issues were also raised by the
City which are identified and responded to herein.
The methodology employed in this study centered on a comprehensive
review of existing and approved development, growth trends,
traffic volumes, and circulation patterns in and around the City
of La Quinta. The procedural format also included a forecast of
future travel demands based on ultimate build -out of the City's
General Plan together with an independent evaluation of The Grove
development and its impact on the City's streets and.highway
system.
The following represents a summary of the key findings of the
study: The first section represents the analysis and evaluation of
area traffic volumes and their affect on future roadway require-
ments. The second section presents conclusions and recommendations
based. on further review of The Grove development proposal
(assuming that Adams Street or Dune Palms Road will not be
available).
CONCLUSIONS AND RECOMMENDATIONS
Section I - Future Roadway Requirements
1) Due to the heavy traffic loadings projected for Washington
Street, Adams Street should be added to the City's Circulation
Element as a "Secondary Street" between Avenue 52 and Avenue
50, and as a "Major Arterial" between Avenue 50 and Avenue 48;
-1-
l
2) Although Jefferson Street, as a 4-lane'Arterial Highway is
projected to be overloaded with traffic, the addition of Dune
Palms Road will provide only marginal relief to Jefferson
Street. Therefore, in lieu of the addition of Dune Palms Road
to the Circulation Element, Jefferson Street should be desig-
nated for-6 lanes of travel (3 in each direction);
3) In addition, there are strong indications that Washington
Street and Jefferson Street north of Highway 111 should be
upgraded to provide 6-lanes of travel (3 in each direction)
based upon projected traffic volumes.
Section II - "The Grove" Development Plan Without Adams Street
or Dune Palms Road Extension
Secondary Access to Avenue 48 and Avenue 50
Project traffic volumes could operationally be accommodated by the
main project access locations at Washington Street and at
Jefferson Street. However, residents of The Grove development
would be better served if the subject access locations along
Avenue 48 and 50 were available. It is therefore our recom-
mendation that both of these access locations be included in the
plan.
Avenue 48 Access to The Grove
There is no need under the current configurations of area roadways
to align The Grove's Avenue 48 access with either Adams Street or
Dune Palms Road north of Avenue 48. Since the new access with
Avenue 48 will be located a sufficient distance from adjacent
intersections (Adams Street and/or Dune Palms Road), the proposed
intersection offset may be beneficial to area traffic.
However, should the Avenue 48 access point be utilized more than
anticipated (i.e. residential traffic greater than expected or a
high use of the Country Club), signalization of this intersection
may be required. Therefore, it is recommended that the Avenue 48
access location be relocated to a point equidistant between Adams
Street and Dune Palms Road (about 300 feet westerly).
Modification of Internal Circulation
There is no need for site plan modification to encourage project
residents to use the secondary access locations at Avenue 48 and
Avenue 50. Once these entrances are available, residential traffic
will in all likelihood select the closest and safest access,
according to their own preference.
-2-
Jefferson Street Traffic Controls
A traffic signal would not be warranted at the Jefferson Street
project access location. Therefore the stop sign installation as
described in the EIR is appropriate. However, development
densities or project distribution patterns could change where a
signal may in the future be warranted. Therefore, as part of the
conditions of approval, the developer should agree to fund 100
percent of a signal should this become necessary prior to
development of parcels immediately east of The Grove.
Developer Contributions to Area Improvements
The developer should indeed contribute towards the construction of
traffic signals along the perimeter public streets. Moreover,
requirements for signals should in fact, be an integral part of
all City/developer agreements. Since "The Grove" will signifi-
cantly contribute to the necessity of these and other roadway
improvements, (i.e. street widenings, new bridges, etc.), it
follows that part of the financial burden should be placed in that
direction.
Phasing of Improvements Along Avenue 48
If the project were to stand alone, the phased roadway improve-
ments discussed in the EIR would probably be adequate. However,
because of other circulation and traffic volume factors (i.e. the
development and occupancy of other significant projects near "The
Grove" and the fact that Avenue 48 will serve as an alternative
roadway link for Highway 111), the earliest completion of Avenue
48 between Washington and Jefferson Streets would be in the best
interest of the City. Therefore, it is recommended that the
developer construct the final half width of Avenue 48-concurrent
with the beginning of Phase II construction.
Number and Length of Cul-De-Sacs
If the site were developed as currently envisioned, there would be
at least 10 cul-de-sacs whose length would exceed 1000 feet. Also,
there would be two locations where an estimated cul-de-sac length
of about 2500 feet would occur and another with a length in excess
of 2200 feet. On that basis, residential and emergency access
problems could be anticipated.
Our recommendation in this case is to substantially reduce the
number and length of cul-de-sacs that are shown on the current
plan. It is recognized however that even under any plan, there
would still be a few cul-de-sacs with longer lengths. However, as
long as they are kept to a minimum, potential access problems
should be minimal given the availability of other nearby second
-3-
access points (created via the rough concept plan) and a moderate
use of the "grasscrete" areas. Included with this report is a
conceptual illustration of one such scenario.
It is noted that the developer has recently presented a proposal
whereby the grasscrete areas would be replaced by concrete.
Assuming that this concept will result in the elimination of most
of the longer cul-de-sacs, and assuming that emergency access
would be enhanced, the modified plan should be acceptable (subject
to review).
Access to Commercial Areas Along Highway 111
The review of potential acreage figures along Highway 111
indicates that roughly 382 acres could be developed in this area.
On that basis, and given the projected daily traffic volumes along
the roadway, 'future design considerations along Highway 111
should include a six lane roadway section together with a raised
median island. There are several other design requirements that
must be considered as well. These include the number and location
of future access locations, the number and location of signalized
intersections, potential access restrictions to developments
within a close proximity of major intersections, and the
establishment of a "secondary" roadway system to enhance area
circulation in and around the several developments.
To ensure the continued satisfaction of these requirements, all
development proposals along Highway 111 should be thoroughly
reviewed prior to final acceptance. Not only should each proposal
meet site specific requirements, it should also serve as a
compliment to the overall development as well.
-4-
INTRODUCTION
This report has been developed to provide the City of La Quinta
with a factual basis for determining whether Adams Street and/or
Dune Palms Road should be added to the Circulation Element of the
City General Plan. Specifically, the study was directed toward an
analysis of areawide circulation needs and deficiencies with a
perspective towards avoiding problems that may arise in the future
when the City is completely built out.
On that basis, a systematic means of addressing transportation
needs and deficiencies within the City of La Quinta, plus a
comprehensive travel demand forecasting procedure was undertaken.
This procedure included the development of a microcomputer -based,
travel demand forecasting model of the City of La Quinta, the
City's sphere of influence, and the immediate surrounding areas
(e.g., the Cities of Indio and Indian Wells).
I� The subject travel demand forecasting model is an analytic tool
used primarily to evaluate general traffic impacts of various land
uses on the City's network of streets and highways. It also plays
�- an important part in testing alternative circulation systems.
In order to respond to other concerns expressed by the City of La
Quinta, the overall evaluation also included a detailed review of
roadway and access design details that relate directly to The
Grove development generally located to the east of the Wash-
ington/Eisenhower intersection. To provide a clear understanding
of the City's concerns in this regard, this section of the
analysis is presented in a "question and answer" format where the
City concern is listed first, followed by the response.
EXISTING STREETS & HIGHWAYS NETWORK
The existing streets and highways network for the City of La
Quinta was utilized as the basis for all travel demand forecasts.
As discussed in a subsequent section of this report, the existing
roadway network was also tested for future conditions. In this
case, future conditions included Adams Street; Adams Street plus
Dune Palms Road; and Adams plus Dune Palms Road plus Madison
Street between Avenue 52 and Avenue 48. Moreover, all Arterial
and Major Highways, with the exception of Highway 111, were
assumed to be 4-lane facilities. Highway 111 was assumed to be
6-lanes. The physical characteristics of the future roadway net-
work are discussed in subsequent sections of this report. Existing
regional and local roadways are discussed below.
-5-
Regional Access Roadways.
The regional highways that currently provide access to the La
Quinta area are Interstate 10 (I-10) and to a lesser extent,
Highway 111. Primary local circulation facilities for north -south
access to the City include Jefferson Street, Washington Street,
and Eisenhower Drive. Several east -west roadways are also included
in the local circulation system as well. The primary roadways in
this category are 50th and 52nd Avenues. Other east -west
facilities include 54th Avenue, Airport Boulevard, 58th Avenue,
and Fred Waring Drive.
Interstate 10 (I-10) bears in a northeasterly to southwesterly
direction and is located approximately 6 miles north of the City.
Currently, this facility carries approximately 25,000 vehicles per
day (VPD) and provides local interchanges at Washington Street and
Monroe Street.
State Highway 111 is located about 2 miles north of the City. This
facility currently provides two lanes in each direction of travel
and averages about 16,000 vpd. The facility is shown on the
Riverside County Circulation Element on an .arterial highway with
100 feet of right of way (ROW).
Local North -South Roadways
Jefferson Street is also shown on the current Riverside County
Master Plan of Highways as an Arterial Highway providing 86 feet
of pavement width on 110 feet of right-of-way. For the most part,
this roadway exists as a two lane facility and provides traffic
service between Lake Cahuilla and Interstate 10. Current traffic
volumes along this facility range from about 900 vpd in areas
south of Airport Boulevard to roughly 4700 vpd north of Highway
111.
Although there are considerable portions of this roadway that are
uncontrolled, the area from about 50th Avenue north is controlled
by stop signs at the major intersections, except at the signalized
intersection of Jefferson Street and Highway 111.
Washington Street is a north -south arterial highway that provides
the primary connection between between Highway 111 and the City of
La Quinta. This facility is shown on the Riverside County Master
Plan as an Arterial Highway which calls for ROW availability of
110 feet. Current daily traffic volumes on this facility range
from about 18900 vpd south of 50th Avenue to 9100 vpd south of
Highway 111.
N•�
1
Although not a direct link from the City to areas north,
Eisenhower Drive is also part of the primary north -south circ-
ulation system within the City. This facility currently has a
Master Planned designation of a Major Highway which calls for 100
feet of ROW. Existing traffic volumes on this facility range from
about 300 vpd at its terminus near Calle Tecate to 5400 vpd just
west of Washington Street..
Local East-West Roadways
The local roadways that currently provide east west access to the
City primarily consist of 50th and 52nd Avenue. 52nd Avenue is
currently designated as a Major Highway on the west side of
Washington Street and an Arterial Highway on the east side of
Washington Street. The current daily traffic volumes along this
two lane facility vary between 600 vpd near Madison Street to
about 3600 vpd in areas west of Washington Street.
50th Avenue is Master Planned by the County of Riverside as a
Major Roadway with 100 feet of ROW. The current volume levels on
this facility range from about 1400 vpd west of Washington Street
to 3200 vpd in areas east of Washington Street.
The City of La Quinta's streets and highways network, as defined
by the current Circulation Element, is presented in Figure 1. The
Master Planned designations of other roadways within the area are
also depicted. Existing daily traffic volumes along key roadways
are shown in Figure 2.
TRAVEL DEMAND FORECASTS
Travel demand forecasting is an element of the transportation
planning process which involves the projection of traffic on
existing and future circulation systems. These projections are
based on a wide variety of factors including existing traffic
volumes and circulation patterns; land use and development
scenarios; socioeconomic and demographic characteristics; and
travel characteristics within a geographic area. In turn, these
projections can be utilized to determine traffic and circulation
impacts, and to develop policies and programs to meet identified
needs and deficiencies. The forecasting procedure can also be
employed to determine transit usage, levels of service at critical
intersections, and the consequences of altering circulation
patterns.
Four basic steps are involved in travel demand forecasting: 1)
trip generation, which forecasts the number of trips generated by
each sub -area (i.e., traffic analysis zone) within an overall
-7-
r�
110' Rtw
ta' ee la'
�1
I
ARTERIAL HIGHWAY
100' Pew
ia• T0' ta'
VARIES
0 1a'
MAJOR HIGHWAY
as, Pew
12' e4• 1a'
I
SECONDARY STREET
e0' Pew
11' 44'
I
COLLECTOR STREET
00, Pew
10' 40, 10'
i
I �
.LOCAL STREET
LEGEND
EXISTING ARTERIAL HIGHWAY
EXISTING MAJOR HIGHWAY
EXISTING SECONDARY STREET
EXISTING COLLECTOR STREET
LOCAL STREET
-- CITY BOUNDARY
----- SPHERE OF INFLUENCE
— — — FUTURE ARTERIAL HIGHWAY
FUTURE MAJOR HIGHWAY
—� FUTURE SECONDARY STREET
-- FUTURE COLLECTOR STREET
ld
SESSIONS! SO
Figure 1. EXISTING CIRCULATION ELEMENTIBM
10
/ •i
/ OV Tq`•••�
O91 •�:�
•
••
I
I
I �
I �
O/
• I I
3900 FRED WARINO OR (44 NAVE.) 14000
O, 900 WI
O'. aI 9 ¢ j
~I
MILES AVENUE of
�O o,
0 0l
WAY /'�--� I <� O
,1900 IWESTW NO DRIVE
= I o~� KEY
J o s�I 20 0 XXX= EXISTING 24 HOUR TRAFFIC
VOLUMES It 2 WAY
48TN AV NUE�_� I 1100. NOTES-: ..
1 VOLUMES ROUNDED TO NEAREST 100
5400 VEHICLES PER DAY
o 2 COUNT DATES INCLUDE 1980 - 1984
om cr)°D 3 COUNT SOURCE : COUNTY OF
1400 SOTH AVENUE 2300 RIVERSIDE
oZ �3200
CO 1
. a CALLE TAMPICOI O--------------
I
I � I
1.1111 0 0 52NO 900 :AVENUE 600 I
l
�I
WI
53RD AVENUE QI
11 N I
c t.t54TH 300
2 )I
O
I
LLE TECATE 4 OI
GF
W m I
AIRPORT
. I
BOULEVARD .
700 I
CITY o
o oly
=
I ^� iI
O F
5BTN AVENUE
LA QUINTA r i 400
I
II I
' I
. I I
I � I
iI SCALE f . 1/2 MILE
Figure 2. EXISTING DAILY TRAFFIC VOLUMES
■
study area; 2) trip distribution, which determines the directional
orientation of generated traffic; 3) mode choice, which predicts
how trips will be divided among the various trans- portation modes
(e.g., automobile, transit, etc.); and 4) trip assignment, which
determines, by mode, the specific routes taken from zone to zone.
Two preliminary steps were also included in the travel demand
forecasting procedure: 1) the creation of traffic analysis zones
(TAZ); and 2) definition of the various street and highway network
configurations to be studied (typically involving an existing and
a future network). The base year selected for this study was 1980.
The forecast year was not defined .but assumed to be the year of
"ultimate" build -out.
Land Use/Socioeconomic Data Base
Land use and socioeconomic data were derived from various sources
including the General Plan and Zoning maps of the Cities of La
Quinta, Indio, and Indian Wells; the Coachella Valley Association
of Governments (CVAG); the Southern California Association of
Governments (SCAG); and the County of Riverside. Information
regarding travel within the general area was limited, and thus,
with the assistance of City staff, generalized assumptions were
made regarding trip making propensities, trip distribution, and
trip assignment.
Traffic Analysis Zones
To facilitate the travel demand estimation process, the City of La
Quinta and the adjoining properties were divided into numerous
traffic analysis zones. These small geographic areas were then
utilized to forecast travel demands as described below.
Based on available land use/socioeconomic data, the City of La
Quinta, its sphere of influence, and its immediate surroundings
(including most of the City of Indio) were therefore divided into
100 individual TAZs. 70 of these TAZs are considered within the
City or its sphere of influence. Ranging in size from approxi-
mately 100 to 640 acres, TAZs were formulated after taking into
consideration total traffic generated, and the types and homo-
geneity of land use and development for each. Figure 3 depicts
the TAZ system developed for La Quinta.
Trip Generation
Trip generation projections for the study area are based on the
anticipated number of dwelling units, acres, or rooms under
ultimate build -out conditions. Trip generation is expressed in
vehicle trip ends, where a trip end is a one-way vehicular
movement either entering or departing a generating land use. Each
-10-
: 21
20 c19
■
4
.. ..... RE
s
.400
59
53 60�'''•:
• r
u■u••r...i•u�..ruu...■
52 61
.........�..............:
.
5.1 62
50 .63
49 1 64
■
48 '65
■
l ■
42 43
LA QUINTA -�
i
08
i
Figure 3. TRAFFIC ANALYSIS ZONES (TAZ)
IBM
-11-
vehicle trip has two trip ends - one at its origin and one at its
destination. The traffic generation forecast is carried out by
multiplying appropriate gereration factors by each individual land
use quantity in the overall area.
Trip generation rates are empirically derived factors which relate
amounts o-f traffic generated to specific land uses and building
�. types - varying according to building size, density, location, and
other variable characteristics. Generalized trip generation rates
have been established for nearly all forms of land uses and
development. The Institute of Transportation Engineers (ITE) Trip
Generation: An Informational Report, is widely accepted as the
most authoritative source on the subject of trip generation. This
document was first published in 1976 and is updated periodically
to include additional studies throughout the United States. The
most recent edition (Third Edition) has been used as one of the
sources of this study.
On a more local level, another source that was used in the study
includes the San Diego Association of Governments' (SANDAG) San
Diego Traffic Generators manual. Although generation rates for
some land uses vary from those described in ITE, the SANDAG rates
have been demonstrated to be reliable in providing generalized
measures of traffic impact and have therefore been input to the
analysis as well. We have also included the results of independent
studies of residential and commercial traffic generation
characteristics of desert communities.
On that basis, the selected traffic generation rates include; 1)
7.5 trip ends per single-family residential dwelling unit; 2) 6.2
trip ends per multi -family residential dwelling unit; 3) 8.0 trip
ends per hotel room; 4) 400 trip ends per acre for land designated
for general commercial development; and 5) 1.0 trip end per acre
for agricultural land. Table I illustrates the total vehicle trips
generated for TAZs within the City of La Quinta and its sphere of
influence.
Trip Distribution
Trip distribution is that part of the transportation planning
process in which a determination is made on the direction of
future travel patterns. While several different opinions can be
drawn relative to the actual directional orientation of area
traffic, the underlying principal is essentially the same - travel
between any two points is governed by the time it takes to travel
the selected route and the convenience or "attractiveness" of the
route.
Trip tables which reflect travel between TAZs and cordon stations
are still under development for use in the areawide travel demand
-12-
o
TABLE
l -
TRIP uENERATIoN 8Y
TRAFFIC
ANALYSIS Z(M8
(|Az)
ULTIMATE
--------------------------------
LAND
USE ASSUMPTIONS
ULTInxTE l|/l/'
------------------
ENDS
CN1M'
SFD
rIFD
OTHER
AVERAGE
PEAk
n)NE
----
4CnE5
-----
UwITS
-----
UNITS
-----
AC|<E-3,
-----
DAILY
-------
y0N�
1
D
2,120
U
0
l�,v/x�
-----
2
0
1,520
0
0
11.,41u
3
O
520
U
V
3,v0o
J�u
4
U
1,4*0
0
111405
1,l411
5
27
432
66O
o
l8,1.7Q
l,81.8
6
37
*8
675
U
l9,345
l,9J5
7
u
12
1,240
1,6Ou
8
u
is
172
221.
1,39O
l4u
9
V
624
735
u
9,237
�zv
lU
o
490
n
U
3,735
374
ll
u
10u16
1277��7
7y7
13
U
0
z,2160
O
14
360
1.43
U
8,�84
83G
15
1.02
O
u
U
40,800
4,08U
16
87
0
O
0
34,Ou0
3,48u
17
ll
0
578
O
7,98l
79O
1.8
0
1,920
O
U
14,400
17440
19
U
576
270
0
57994
599
20
O
440
U
0
31300
330
21
U
0
4,935
U
30,597
310»6.0
22
O
2,572
U
U
19,290
23
O
1,6VO
2,378
O
26,74l
2,674
24
O
640
9UU
U
lu,
U38
-5
U
320
O
U
274uu
26
O
330
O
0
2,475
248
27
U
.500
75
0
4,2l5
422
�8
U
840
D
0
6,300
63o
29
U
24u
600
0.
57520
5�1
3n
U
340
U
O
z755u
255
31
71
0
O
v
28,41 jV
2,84o
32
42
0
U
U
l6,80�
l,68u
33
80
336
0
O
3"l,521.)
3,452
34
82
296
U
U
35,02O
1�,5U1
35
U
U
375
Cl
2,325
233
3�
0
0
750
U
4,651-)
46.5
37
V
U
575
O
37565
357
38
O
l,28u
u
O
9,600
960
39
O
824
O
U
6,l80
618
40
O
670
368
o
7,307
73l
41.
U
U
o
3,2UU,
3,z�U
320
42
U
1,0o5
493
0
1.0,594
l,059
43
U
33�
0
4Ou
1,993
299
44
O
U
0
641-1
641)
64
45
20
l,34u
86l
U
23,3�8
46
640
641 J
64
47
u
U
l,5O3
42v
l0,241
l,02�
48
U
l,760
0
44u
1-376,4u
1,364
49
1.4u
3�V
U
825
59,30O
5,93U
5U
90
92O
0
0
42,960
4,296
51
0
l,3l6
u
U
9,070
987
52
I'l
304
0
U
2,28u
228
53
U
2,4110
0
U
l8,OUu
1,800
54
0
2,320
U
0
1.7,*00
1,74o
35
U
960
6UU
O
107920
1,092
56
U
2,t-'!yu
O
165
20,265
2,027
57
U
80
0
2OO
880
O8
58
0
U
U
590
59u
59
5�
O
U
O
320
32
6U
O
---
160
------
0
------
240
1,440
144
10l*AL
80l
36,259
20,922
-----
8,475
-------
754,024
------
75,402
-l3-
forecasting model. For the purposes of preliminary network runs,
general distribution factors were applied to those TAZs with the
most probable loadings onto Washington Street, Jefferson Street,
and Highway 111. On that basis, areawide traffic distribution
generally included an estimates of 50 to 70 percent to the north,
30 to 40 percent to the east, and 5 to 10 percent to the south,
respectively (within various sub -areas, trip distiribution
included westerly travel as well).
Trip Assignment
The final step in travel demand forecast concerns the assignment
of generated trips to the area street system. This step typically
reflects the most direct route and the least travel time between
two points. It also considers the street system that would be
available to development volumes at full development and occu-
pancy.
Washington and Jefferson Street Traffic Volumes
The evaluation of future traffic volumes along Washington and
Jefferson Streets involved a review of three key elements. The
first involves the current levels of traffic on each of the
roadways while the second takes into the consideration the amount
of traffic that will be placed on these facilities by future
developments. The third element concerns the area roadway system
that might be available to service these volumes.
The analysis procedure that was used in this case involved the
review of daily traffic volumes along the various roadway segments
together with a volume/capacity (V/C) analysis. Briefly, the
latter procedure relates the expected daily traffic volumes to the
capacity typically associated with a specific roadway.
Generalized roadway capacities applicable to the City of La Quinta
range from 24,000 vehicles per day for a four lane roadway at
level of service (LOS) "A," to 54,000 vehicles per day for a 6
lane facility and "E." By relating these values to the estimated
daily link volumes, V/C relationships can be developed as a
roadway planning guide (estimated volume/design capacity = V/C
ratio).
Inasmuch as the City of La Quinta is experiencing rapid growth in
several sections of the City, it is reasonable to assume that part
of this growth will include the addition of new roadway facil-
ities. On that basis, the evaluation of Jefferson and Washington
Streets centered around two analysis concepts, one of which
includes the concept of new roadways.
The first concept looks at roadway conditions assuming no new
facilities over those called for in the existing Circulation
-14-
Element. The second assumes that a minimum of'one other
north -south roadway (Adams Street) will be available to service
area volumes. It is noted that two other roadway developmentE have
been considered in this analysis as well. These include Dune Palms
Road and Madison Street. The Dune Palms Road extension has been
included to test the feasibility of supplementing Jefferson Street
with another north/ south.roadway in relatively the same area. The
Madison Street extension was included because the PGA West
development (located on both sides of Jefferson Street) will most
likely require this new facility to enhance area -wide circulation.
As shown, the full build out of all General Plan land uses will
produce roadway service levels ranging from LOS "B" along
Jefferson Street, between Airport Road and Avenue 52, to a LOS "F"
condition at several locations. Specifically, 7 of the 12 roadway
segments studied will show poor service levels of either LOS "E"
or "F "
With the addition of Adams Street, Table II indicates that road-
way service levels will swing toward more acceptable conditions as
shown by an improvement to 6 of those locations showing poor
service levels. In this case however, the remaining 6 roadway
segments would still experience either a LOS "E" or "F" condition.
It is noted that Adams Street in this case would operate at LOS
"B" and "C."
The addition of Dune Palms Road to the overall circulation system
would have the greatest affect along Jefferson Street between
Highway 111 and Avenue 50. As shown, the previous conditions of
LOS "E" and "F" would be improved to LOS "B." The remaining
locations, although somewhat improved in service level, would
remain essentially the same given their pre-existing conditions
(i.e. either very good or very bad). Adams Street would operate at
essentially a LOS "A" condition.
Finally, the addition of Madison Street would produce essentially
no change in pre-existing service levels. As shown, only three
roadway segments would operate at poor service levels which is
similar to three poorly operating roadway segments shown under the
addition of Dune Palms Road. Tables III and IV illustrate the
several volume/capacity scenarios at the various service levels
possible.
RECOMMENDED ROADWAY REQUIREMENTS
Based on the analysis presented above, it is apparent that an
additional north=south roadway link will indeed be necessary to
service future volumes. It is noted however, that the subject
roadway will allow Washington Street to remain at 4 lanes,
Jefferson Street will require 6 lanes.
-15-
TABLE II - LEVELS OF SERVICE UNDER VARIOUS CIRCULATION SCENARIOS
--------------- LEVELS_OF_SERVICE_--____-
W/ADAMS ST.
WITHOUT W/ADAMS W/ADAMS ST. DUNE PALMS
ROADWAY -SEGMENT
ADAMS_ST_
ST.-ONLY
&_DUNE -PALMS
&_MADISON_
Washington_St._(4_Lanes)
Avenue 52 to Avenue 50
C
A
A
A
Avenue 50 to Avenue 48
E
B
A
A
South of Highway 111
F
C
B
B
North of Highway 111
F
F
F
F
Jefferson_St__S4_Lanesj
Airport to Avenue 52
C
B
B
A
Avenue 52 to Avenue 50,
C
B
B
A
Avenue 50 to Avenue 48
F
E
B
A
South of.Highway 111
F
F
B
A
North of Highway 111
F
F
F
F
Highway_111_L6_LanesZ
,
West of Washington
E
E
E
E
Washington to Jefferson
D
E
D
D
East of Jefferson
D
C
C
C
Adams Street
Avenue 52 to Avenue 50
-
B
A
A
Avenue 50 to Avenue 48
-
B
A
A
Avenue 48 to Highway 111
A
C
B
A
Dune -Palms Road
--------------
Avenue 52 to Avenue 50
-
-
A
A
Avenue 50 to Avenue 48
-
-
B
A
Avenue 48 to Highway 111
A
B
B
A
-16-
—LT-
----------------------------------------------------------
8S'I
£C'I
06'1
90'1
ST'I
CZI
99'
ZC'
6C
to'
W
ES'
OL'
9C
V8'
CV'
IS'
9S'
ES'
8S'
V9'
; 9E'
6E'
EV'
OS'
SS'
09'.
££'
9£'
OV'
£S'
8S'
09'
; S£'
6E'
EV'
TV'
SV-
0 '
CZ'
0£'
££-
99'
ZC
61'
VV'
8V'
ZS'
SS'
09'
99'
; IF
OV'
VV'
VV'
8V'
£S'
; OE'
ZE'
9E'
£S-I
19'1
£8-I
ZO'I
TT'I
ZZ-T
OS'
SS'
09-
; ££'
9E'
OV-
VS'
6S'
S9'
; 9£'
6£'
EV'
VV-
8V'
ES-
; OF
ZE'
9E-
--------
-------------------------------------------------
8S'I
EC'T
OCT
; 90'1
ST'I
LZ'I
66'
80'T
6T'I
; 99-
ZC-
6L'
90'1
ST'T
9Z'T
; OL-
9L'
V8'
08'
C8'
96'
; £S'
8S'
V9'
99'
ZC
6C
or
80'
ZS'
SS'
09'
99-
; L£'
OV'
VV'
VV'
8V'
ES'
; OE'
ZE-
9£'
£S'I
L9'I
E8'I
; ZO'I
IT'T
ZZ'I
09'
S9'
ZC-
; OV'
VV'
8V'
S9'
TC
81'
; £V'
CV'
ZS'
ES'
89'
V9'
; 9E'
6£'
EV'
---------------------------------------------------------
8S'I
EL'T
06'I
; 901
ST'I
LZ'I
OUT
OZ'I
Z£'I
EC'
08'
88'
LT'I
CZ'T
OV'T
; 81'
S8'
£6'
68'
L6'
10'I
; 69'
99'
IL'
18'
88'
L6'
; VS'
63'
09'
9V'
OS'
SS'
i 0£'
£E-
9£'
£S'T
19'T
£8'I
; Z01
TI'T
ZZ'I
OUT
60'1
OZ'I
L9'
EL'
08'
80'T
81'1
OUT
ZL'
6C
L8'
68'
L6'
CO'T
6S'
99'
it'
3 SO1 0 SO1 3 SO1
-------------------------
S3SAlVNV OI1V8 3/A 3NV1 V
3 SO1 O SO1 3 SO1
-------------------------
S3SAlVNV OI1V8 3/A 3NV1 9
----------------------------------------
000'19 OT 31VIS831NI 0/S
0911a TIT AVMH9IH O/S
OOZ`SZ 8V 3nN3AV O/S
OOZ'61
OS 3nN3AV
O/S
133HIS NOS83j33f
000'81
111 AVMH9IH
O/S
OVI'61
8V 3nN3AV
O/S
OZC'VT
OS 30N3AV
O/S
OVOS SWIVd 3N00
0091EZ
III AVMH9IH
O/S
008'61
8V 3flN3AV
O/S
000'91
OS 3nN3AV
O/S
13381S SWVOV
000'SS
OT 31VIS83INI
O/S
00018T
ITT AVMH9IH
O/S
009'6I
8V 3nN3AV
O/S
000`9I
OS 3nN3AV
O/S
13381S N019NIHSVM
-----------------------------------------------------
000'LS
OT 31VISS31NI
O/S
009'S£
TIT AVMHSIH
O/S
008'L£
SV 3nN3AV
O/S
00818Z
OS 30N3AV
O/S
13381S NOS833j3f
0091£Z
ITT AVMH9IH
O/S
008'6I
8V 3nN3AV
O/S
000'91
OS 3nN3AV
O/S
133HIS SWVOV
000'SS
OI 31VISS31NI
O/S
00911Z
TIT AVMH9IH
O/S
OOV1£Z
8V 3nN3AV
O/S
OOZ'6I OS 3nN3AV O/S 13381S N019NIHSVM
------------------------------------------------------
000'LS OT 31VIS83INI O/S
009'6E
TIT AVMH9IH
O/S
000'ZV
8V 3nN3AV
O/S
0001ZE
OS 3nN3AV
O/S
000'6Z
ZS 30N3AV
O/S
13381S NOS83333f
0OV19I
III AVMH9IH
O/S
13381S SWVOV
000'SS
01 31VIS83INI
O/S
00019E
III AVMH9IH
O/S
000`6E
8V 3nN3AV
O/S
000'ZE
OS 3nN3AV
O/S
13381S N019NIHSVM
-------
AV
----------
3NIIN33HOS
----------------
OISVN33S ASOM13N
0313RM
NOISN31X3 133HIS NOSIOVW lnOHIIM
(SO1) 301A83S 30 S13A31 SOOISVA 1V SOI1V8 (3/A) AI13VdV3 01 3NOlOA - III 31OV1
-81-
:.i
---------------------------
£9'
89'
SL'
S£'
8£'
zV'
LZ'
6Z'
Z£'
VZ'
9Z'
6Z'
TT'T
Tz'I
££'T
6V'
is,
69'
L£'
TV'
So'
V£'
IF
it'
TV'
VV'
6V'
IF
V£'
8£'
8z'
OF
££'
Z9'
19'
VC
OS'
VS'
6S'
IV'
SV'
6V'
8£'I
OS'I
99'1
19'
£L'
08'
Vs'
69'
S9'
VV'
80'
is,
---------------------------
£9'
89'
SC
S£'
8£'
zV'
Cz'
6Z'
Z£'
VZ'
9z'
6Z'
IT'I
TZ'T
££'i
VC
08'
88'
9S'
19'
L9'
IS'
SS'.
19'
Z9'
19'
VC
Os'
VS'
6S'
IV'
SV'
6V'
8£'T
Os'I
S9'1
08'
IF
96'
S9'
IL'
8L'
£s'
89'
V9'
---------------------------
£9'
89'
SC
L£'
OV'
VV'
S£'
8£'
W
Lz'
6Z'
z£'
VZ'
9Z'
6Z'
TUT
Tz'T
££'T
98'
£6'
£0'I
Z8'
68'
86'
Z9'
89'
SC
9s'
Z9'
89'
8£'T
OS'I
S9'1
££'I
SV'I
09'1
80'I
8I'I
O£'I
68'
L6'
LO'T
3S01 OSOI 3SOl
-------------------------
S3SAIVNV OI1V8 3/A 3NV1 V
--------------------------
zV'
90'
OS'
£z'
SZ'
8Z'
8I'
6I'
IZ'
91'
8I'
6I'
VC
To'
68'
££'
9£'
6£'
sz'
LZ'
0£'
£Z'
Sz'
Lz'
LZ'
0£'
££'
TZ'
£z'
sz'
6T'
Oz'
Zz'
IV'
So'
6V'
££'
9£'
OV'
LZ'
0£'
££'
z6'
00'1
OI'T
VV'
So'
£s'
9£'
6£'
£V'
0£'
Z£'
9£'
-------------------------
ZV'
9V'
OS'
£z'
sz'
8z'
8T'
6T'
IZ'
9T'
8T'
61'
VL'
IF
68'
6V'
£s'
6S'
L£'
TV'
SV'
V£'
L£'
TV'
IV'
SV'
6V'
££'
91'
OV'
LZ'
0£'
££'
z6'
00' T
OFT
£s'
8s'
V9'
£V'
LV'
ZS'
9£'
------
6£'
£V'
zV'
-----------------
9V'
Os'
Vz'
LZ'
6z'
£z'
sz'
8Z'
8T'
6I'
IC
91'
8I'
6T'
VL'
T8'
68'
LS'
Z9'
89'
VS'
6S'
99'
IV'
So'
OS'
8£'
TV'
sV'
z6'
00' T
OFT
68'
L6'
LO'I
ZL'
6L'
L8'
69'
S9'
IC'
3 S01 O SOl 3 SOl
-------------------------
S3SAIVNV OI1V8 3/A 3NV1 9
009'zz
009'ZI
009'6
OOL'8
006'6£
OV9'LT
OWN
OWN
009'VT
00£'IT
ovo`oT
OVI'ZZ
OV8'LT
0£8'VT
OOS'6V
o0o'vz
009'6I
000'9I
009'zz
009'ZI
009'6
OOL'8
006'6£
09V`9Z
09I'Oz
OLZ'8I
OVI'zz
OV8'LT
0£8'Vi
OOS'6V
008' 8Z
OOV'£Z
OOZ'6I
009'zz
OOZ'£T
009'ZI
009'6
OOL'8
006'6£
008'0£
OOV'6Z
OOV'Zz
00£`oz
OOS'6V
000'8V
000'6£
Ono 'Z£
IOV
03193f08d
----------------------------
Of 31VIS83INI
O/S
--------
III AVMH9IH
O/S
8V 3nN3AV
O/S
OS 3AN3AV
O/S
133HIS NOSIOVN
OT 31VISH31NI
O/S
III AVMH9IH
O/S
8V RHAV
O/S
OS 3nN3AV
O/S
133HIS NOS83333f
ITT AVMHSIH
O/S
80 3nN3AV
O/S
OS 3nN3AV
O/S
PON SHlVd WO
ITI AVMH9IH
O/S
80 3nN3AV
O/S
OS 3nN3AV
O/S
133HIS SNVOV
OI 31VISH31NI
O/S
III AVMH9IH
O/S
80 3nN3AV
O/S
OS 3nN3AV
-------------------------------------
O/S
133HIS N019NIHSVM
OI 31VISS31NI
O/S
tit AVMHSIH
O/S
80 3nN3AV
O/S
OS 3nN3AV
O/S
133SIS NOSIOVN
OI 31VISS31NI
O/S
ITT AVMH9IH
O/S
8V 3f1N3AV
O/S
OS 3nN3AV
O/S
13381S NOS83j33f
III AVMH9IH
O/S
8V 3nN3AV
O/S
OS 3f1N3AV
O/S
133HIS SNVOV
OT 31VIS83INI
O/S
IIT AVMH9IH
O/S
80 3nN3AV
O/S
OS 3f1N3AV
O/S
13381S N019NIHSVM
-------------------------------------
Oi 31V1S831NI
O/S
III AVMH9IH
O/S
8V 3nN3AV
O/S
OS 3f1N3AV
O/S
ZS 3f1N3AV
O/S
133HIS NOSIOVN
OI 31VIS83INI
O/S
TIT AVMH9IH
O/S
80 3f1N3AV
O/S
OS 3nN3AV
O/S
ZS NNW
O/S
133HIS N0S833j3f
OI 31VISS31NI
O/S
ITT AVMH9IH
O/S
8V 3nN3AV
O/S
OS 3f1N3AV
O/S
133HIS N019NIHSVM
------
3NI1N3383S
----------------
OISVN33S ASOM13N
NOISN31X3 13381S NOSIOVN HIIM
(S01) 33IA83S 10 S13A31 Sn OIHVA 1V SOI1V8 (3/A) AII3VdV9 01 WIN - AI 31OV1
In order to relieve projected traffic volumes along Washington
Street, the construction of Adams Street between Avenue 48 and
Avenue 52 will be necessary. Specifically, the area between Avenue
50 and Avenue 52 should be constructed to Secondary Highway
standards while the remaining area between Avenue 48 and Avenue 50
should be constructed to Major Arterial standards.
The addition of Dune Palms Road will have only a slight affect on
the operation of Washington Street and .a marginal affect on
Jefferson Street. Although an improvement in service levels could
be realized with this improvement along Jefferson Street, the
benefit to the circulation system would be questionable.
Therefore, in lieu of the addition of Dune Palms Road to the
Circulation Element, it is recommended that Jefferson Street be
designated for 6 lanes of travel (3 in each direction).
THE GROVE SPECIFIC PLAN
In order to respond to other concerns expressed by the City of La
Quinta, the overall transportation evaluation also included a
detailed review of roadway and access design details that relate
directly to The Grove development located adjacent to the -
Washington Street/Eisenhower Drive intersection. Presented herein
are the various analyses in a "question and answer" format with
the City concern being listed first followed by the response.
Access to Avenue 48 and Avenue 50
CnMMRNT
Should the access onto Avenue 48 and Avenue 50 be changed to
secondary accesses for residents of the project in order to
distribute and disperse traffic generated by the project?
RESPONSE•
Based on the projected traffic volumes shown in the EIR traffic
study, the two entrances shown on the plan (at Washington Street
and Jefferson Street) would be adequate from an operational
point -of -view. But when looking at the size of the project (700
acres), it is apparent that the residents would be better served
if the subject access locations along Avenue 48 and 50 were
available. Therefore, both of these access locations should indeed
be changed to secondary accesses for residential traffic.
The above conclusion centers around three main concepts. The first
concerns the distance between some of the interior residential
dwelling units (based on assumed dwelling unit locations) and the
-19-
proposed project entrances (over 1-1/4 miles in some cases) at
Jefferson and Washington Streets. Included within this concept is
the time that it would take this residential traffic to travel to
and from these locations. The second concept is closely related to
the first in that potential traffic safety problems may be reduced
given added access locations. The third is directed to a better
overall distribution of project traffic in and around the project.
As currently envisioned, all project traffic would arrive and
depart via the Washington Street and Jefferson Street entry
points. Inasmuch as the interior roadways will by law, be
restricted to a 25 mph speed limit, the residents who lived in the
more distant middle portions of the site would be forced to travel
longer distances over a rather windy roadway. Under these
conditions, and after becoming more familiar with the terrain,
speeds will most likely increase, and with that speed, an increase
in accident potential.
However, assuming that other access locations were available,
residential traffic that otherwise would travel on -site could use
higher speed, off -site roadways (i.e. Avenues 48 and 50) to
circumvent a portion of the interior streets to reaching the
various parts of the development. There would also be a benefit to
off -site traffic as well since the two additional access locations
would provide a more even distribution of project traffic rather
than concentrating inbound and outbound traffic at essentially one
location (i.e. the Washington Street entrance).
Avenue 48 Access Alignment
COMMENT:
Should the Avenue 48 access be aligned with Adams Street or Dune
Palms Road (these intersections are planned to have traffic
signals and Avenue 48 will serve as the portion of the regional
Highway 111 bypass).
RESPONSE
There is no need under the current configurations of area roadways
to align the Avenue 48 acces.s with either of the above streets. In
fact, the intended "TEE" configuration of this access will aide in
the maintenance of higher intersection service levels in the
future at Adams Street and Dune Palms Road. Assuming the
signalization of Adams Street and/or Dune Palms Road, the distance
from the subject access intersection to the Dune Palms Road
intersection will be about 1000 feet while the distance from the
access intersection to the Adams Street intersection will be about
1600 feet. Under these conditions, satisfactory roadway conditions
can be maintained.
-20-
However, should the Avenue 48 access point be utilized more than
anticipated, signalization of this intersection may also be
required. Therefore, to preclude future problems with traffic
progression and intersection coordination, the proposed Avenue 48
intersection should be relocated to a point equidistant between
Adams Street and Dune Palms Road (or about 300 feet westerly).
Internal Circulation
COMMENT:
Should the internal circulation system/development plan be
modified to encourage the project residents to use the secondary
accesses?
RF.RPnN4F.
Based on the plan that was included with the EIR review packet,
there is no need for site plan modification to accomplish this
purpose. With the inclusion of the secondary entry locations
described above, residential traffic will automatically chose the
closest access where added inducements will be unnecessary. It is
noted that sight distance considerations for these access roadways
must be maintained throughout the design review process as well.
Development Participation in Traffic Improvements
COMMENT:
Should the developer contribute towards traffic signals on the
perimeter public streets? Of particular concern is the
installation of a stop sign (rather than a traffic signal) at the
project entrance on Jefferson Street.
RRRPnNSF.
Based on the projected traffic volumes at the Jefferson Street
entrance, a traffic signal would not be warranted at that
location. Therefore, the intended stop sign installation would be
appropriate. However, it should be recognized that the development
proposal as currently envisioned could change between now and
project completion. If this were to occur, project densities could
change which, when directed to the Jefferson Access, could then
satisfy signal warrants. Therefore, to account for this
possibility,.it is recommended that one of the conditions for
project approval include provisions where the developer would pay
100 percent of the cost should a traffic signal be warranted at
that location prior to development occurring on the eastside of
Jefferson Street.
-21-
It is noted that should the.Avenue 48 and Avenue 50 secondary
access locations be available, it is unlikely that the Jefferson
access location would require signalization since entering and
exiting volumes, as projected in the EIR, would be considerably
reduced.
The developer should indeed contribute towards the construction
of traffic signals along the perimeter public streets. In that
regard, requirements for signals should in fact, be an integral
part of all City/developer agreements. Since "The Grove" will
significantly contribute to the necessity of these and other
traffic control measures (i.e. street widenings), it follows that
part of the financial burden should be placed in that direction.
It is not difficult to develop a fair and equitable procedure for
assigning these and other costs to developers. The procedure
becomes particularly' useful when considering the overall cost to
improve the area circulation system for the benefit of future
developments. We suggest that improvement costs be assigned based
on the individual trip end projections of each development. On
that basis, projects responsible for the largest traffic impact
would logically be responsible for a larger, proportionate share
of the costs. To assist the City in determining procedures for
funding various improvements, we have included the following
information relative to potential improvement funding sources.
Potential funding mechanisms include a Major Bridge and
Thoroughfare -Benefit District; a Mello -Roos Community Facilities
District; and a 1913 Assessment District. The Major Bridge and
Thoroughfare Benefit District is based on the Subdivision Map Act
(Government Code 66484), and provides a benefit fee plan to assess
new development. For example, given the forecasted daily trip
ends generated by "The Grove" development (roughly 10,000
vehicles per day) and combined with trip ends generated by other
cumulative developments, a fee "per trip end" can be calculated
and equitably assessed to each new development based on trip ends
generated. The Mello -Roos and 1913 Assessment Districts enable
existing and/or approved development to be assessed in addition to
new development - thereby reducing the fee per trip end generated.
In this case, "The Grove" development would be partially
responsible for a calculated percentage of the traffic signal
improvements at the Jefferson Street intersections with Avenue 48
and Avenue 50. The percentage responsibilities (based on ultimate
traffic projections and total signal cost) at these locations
would be 13 and 6 percent, respectively. Additional signal
improvement responsibilities would occur at the Washington Street
intersections with Avenue 48 (15 percent) and Avenue 50 (5
percent) as well. These assessments are in addition to the planned
signal improvements at the Washington/Eisenhower intersection.
-22-
Phasing of Imvrovements
COMMENT•
What is the recommended phasing of the installation of public
street improvements. Please include special consideration of
Avenue 48 which will have areawide significance since it is the
beginning of the Highway 111 bypass (which is also adopted by the
City of Indio).
RESPONSE•
The public street improvements that will be necessary with to
support project traffic typically include traffic signal
installations, street widenings, and intersection improvements.
The traffic signal installation will occur at the Washington
Street intersection with Eisenhower Drive. As we discussed
however, current development in the area will be partially
responsible for the signal installation well before the beginning
of Phase I of "The Grove". As currently envisioned', the west side
of the intersection will be constructed to ultimate (as will the
signals) but the east side will be developed on a temporary basis
until fully completed with the construction of Phase I of "The
Grove".
In terms of street improvements, we have concerns relative to the
phasing of the Avenue 48 street improvement. If the project
were to stand alone, we would agree that the phased roadway
improvements discussed in the EIR would be adequate. However,
because of other circulation and traffic volume ,factors (i.e. the
development and occupancy of other significant projects near "The
Grove" and the fact that Avenue 48 will serve as an alternative
roadway link for Highway 111)., the earliest completion of Avenue
48 between Washington and Jefferson Streets would be in the best
interest of the City.
On that basis, it is recommended that the phased half width
construction of Avenue 48 be slightly modified where Phase II
would now include the completion of the final link of this roadway
(in favor of waiting until Phase III as described in the EIR). It
is noted that the final completion of Avenue 48 (between Dune
Palms Road and Jefferson Street) should coincide with the
beginning of Phase II project construction
On a related note., it is apparent that there will be several
roadway transitions between existing highway sections and the new
roadways that will be constructed as part of the project. To
ensure the safe operating conditions are maintained in these
areas, all roadway improvement plans submitted by the developer
should be thoroughly reviewed before final acceptance is given.
-23-
Cul-de-Sacs
COMMENT:
The City Fire Marshal has commented on the proposed plan that all
cul-de-sacs shall be limited to 550 feet and that grasscrete
alternative accesses as planned are not acceptable. While larger
cul-de-sacs have been permitted on a limited basis,: there is
concern about the substantial number of long cul-de-sacs and the
oftentimes indirect routes of the alternated grasscrete accesses.
What changes to the circulation/development plan or to con-
struction or location of the alternate accesses do you recommend
to alleviate the Fire Marshall's concerns?
RESPONSE
Inasmuch as a precise development plan is unavailable, the
following comments are based on an assumed configuration of
on -site cul-de-sacs (CDS) as they would probably exist under the
current plan. It is noted however, that the developer has
recently presented'an alternative plan that could serve to
alleviate the City's major concerns. This concept is discussed
later in this section.
Current Plan
If the site were developed as currently envisioned, we estimate
that there would be at least 10 CDS whose length would exceed 1000
feet. In fact, there would be two locations where an estimated CDS
length of about 2500 feet would occur and another with a length in
excess of 2200 feet.
To respond to the City's comment relative to alternative designs,
Figure 4 presents a conceptual illustration of one of many
possible solutions to the problem. Although there would still be a
few CDS with longer lengths under this concept, potential
access problems to these areas would be minimal given the
availability of other nearby second access points and a moderate
use of the grasscrete areas.
The most significant change that is shown on the sketch involves a
new north/south roadway through the site. This facility is
necessary for several reasons. First of all, the roadway fits into
the overall circulation network by providing a logical link
between the northerly and southerly project boundaries which are
situated about 1 and 1/2 miles apart. Although the intent of the
developer is to make all locations available to residents via
walking, golf carts, etc., it is doubtful that a resident located
at the southerly end of the project will elect to take his guests
to the Country Club for dinner via a golf cart, or by walking.
-24-
C V .
v1:
Avenue 48 a'A
o16
1L.C.
;�11eldenHel f •,/17��`-yj' e_•-•_•-••�
14
U IV
1 �J - �`�7 •'•'
El Drive rer� �� •�
12/
Y_/J , ,•
Irl3 ,� �7; �.� Reeldenrlel
0 -- — --
1 Z �•�
m SPECIFIC PLAN
LAND USE ALLOCATION00
Links Cups) Acres
C 0 Residential 1500 """` 320 Refldenllall
D
r" 0 Country Club 80 28
Golf Course 305
D Roads / Landscape 47 1 4
Emergency Access
y Total: 150 80 700 ac
Gross Residential Density 2.2 DU/AC
D I \
��ry PROPERTY DESCRIPTION 1 ,(
1�._•_•_._•_•_•_i
PI.1 VICINITY MAP .......................... ....... -- -- ---
Z
-..I
Country Club
�
U/
i�X.4 \
1 1l �� 1 r`
j ( iCI `=�O^ 1 �_ jt
ft, .. -eritenrreT• .
;(� '
THE
►1i �.
GROVE
1 •� � I.a <Zuinw, ('alilin•nia
PI...t.. .nl A.cl..—,.
ROIIERT LAMB HART _...•. CUL OE SAC
/ RUBERT'rREN'rx)NES II
SAN00RN/WEBB, Inc. OF VI +.1
-- A Dizvelilmlcm by'I'111? GROVE. ASSO('IA'11:S
Avenue 50
Given the estimated distance for such a trip (3/4 mile via cart or
walking and 1-1/2 miles driving), the conceptual roadway shown on
the revised plan would shorten the driving distance considerably.
Another reason for the new roadway centers around the concept of
emergency access. Since new on -site roadway links can be created
using the north -south facility, several potential access problems
would be eliminated. Also, the concept of using grasscrete to
r accommodate emergency access would become more of a project
benefit rather than a detriment (if used moderately). In other
words, the-grasscrete areas could then be designed to provide
direct emergency access rather than indirect access.
The other roadways shown on the plan are essentially extensions of
assumed streets already planned for the various areas. Although
some of the street extensions cut through planned fairways
(requiring redesign of portions of the course), most revisions
utilize areas designated for grasscrete and therefore have a
minimal affect on the golf course (except for added street
crossings for the golfers).
Alternative Plan
The alternative plan recently proposed by the developer centers
around the replacement of grasscrete areas by concrete or other
hard surface capable of supporting the weight of heavy emergency
vehicles. Assuming that the implementation of this concept results
in acceptable emergency access to the longer CDS, as determined by
the Fire Marshal, the planned layout of interior roadways should
be acceptable (subject to review).
COMMERCIAL ACCESS ALONG HIGHWAY 111
The evaluation of the future commercial access access along
Highway 111, between Washington Street and Jefferson Street,
centered around a review of several roadway/access design elements
which will play a large role in the City's future planning
process. Perhaps the most critical of these elements includes the
amount of commercial square footage that could be constructed in
this 382 acre area. As we see it, the subject section of Highway
111 will support roughly 4,000,000 square feet of development.
This figure is based on the results of several previous studies
which show that one acre can support an average of 10,000 square
feet of building area.
Within the subject commercial area, roadway and access design
elements will include among others, the number and location of
access point from Highway 111, the number and location of traffic
signals that will be required to accommodate future traffic
Inl!
volumes, the ultimate configuration of Highway 111 (i.e. 6 lanes),
intersection and mid-block.roadway configurations, and the spacing
of area intersections.
There are several standard traffic engineering principles that can
easily be employed by the City to ensure adequate access to the
future commercial areas. First of all, it is apparent that the
ultimate mid -block configuration of Highway 111 will include six
lanes. Moreover, there will be a need to expand this six lane
section to at least eight lanes at intersection locations
("flared" intersection approaches), and in some cases, traffic
volume requirements will require a nine lane section. The eight
lane roadway section will include three eastbound and three
westbound through lanes plus dual left turn lanes. The nine lane
section will include the eight lanes described above plus an
exclusive right turn lane.
Generally speaking, each intersection approach along Highway 111
between Washington and Jefferson Streets will require the flared
configuration which will provide three eastbound and three
westbound through lanes plus exclusive dual left turn lanes. In
addition, an exclusive right turn lane should be incorporated into
each interior intersection for both directions of travel.
Design criteria for Arterial Highways should include a raised
median island as well. It should consider in detail where the
proposed median openings will be, and in particular, the length of
left turn pockets to accommodate entering commercial traffic. We
suggest that medians should not be designed with a width of less
than 14 feet. Under these conditions, a 10 foot left turn lane can
be provided an will still allow for a 4 foot median island nose.
It is noted that while standard left turn pockets are typically
designed for 150 feet, areas of commercial developments can easily
produce a left turn demand that quickly can exceed this length.
To preclude future problems in this regard, detailed traffic
studies should be required for each development proposal in this
area. However, the City can calculate a generalized the left turn
demand by estimating how many left turns will be accommodated by
the proposed left turn pocket and assume one foot per car during
the peak hour (usually the afternoon peak period).
Another important consideration along Highway 111 will include the
location and number of signalized access points. In general,
signalized access to a Major Highway (i.e. Washington Street)
should be no closer than 1/4 mile while access to an Arterial
Highway (Highway 111) should be no closer than 1/2 mile. These
considerations will minimize interference with traffic flow,
provide maximum safety, and will normally permit a satisfactory
signal progression.
-27-
Additionally, several general design criteria should be applied as
well. In addition to the number of access points selected, the
best possible sight distance should be incorporated into the
designs. This is frequently a problem given the desire of
businesses to erect large signs identifying their businesses.
Other problems relative to sight distance center around
inappropriate landscaping at project entrances.
Where possible, unsignalized access locations should form a "TEE"
intersection with Highway 111 to enhance the capacity and safety
of intersection operation. In no case however, should TEE
intersection locations be spaced closer than 150 feet. Also,
adjacent intersections along Highway 111, but on opposite sides of
the roadway and having conflicting left turn movements (i.e.
back-to-back left turn pockets), should have sufficient centerline
to centerline distance to allow left turn pockets into each street
or access location (assuming these turns are permitted by the
City).
As the overall development progresses, there will be several
individual cases where standard access to a project may not be
possible. Such instances are typically found in developments
located close to major intersections where a raised median left
turn pocket for example, eliminates the possibility of left turns
into a project. Also, because of a project's close proximity to a
major intersection, other factors will come into play (i.e. the
probable raised median along Highway 111 and the high. volume
projections on Highway 111), where it will indeed be probable that
left turns will not be permitted out of the developments.
To account for this, a secondary circulation system geared toward
serving the commercial areas will be necessary to provide
convenient circuitous travel to replace lost access opportunities
from Highway 111. Such a system would include collector roadways
that either bisect the various developments (in an east west
direction) or circulate around the area as part of another series
of roadways serving other developments located away from Highway
111. To supplement this measure, some locations will require
special Highway 111 driveway considerations which will involve
right -turn -in and right -turn -out driveways. Under these
conditions, the turning movements prevented by the geometric
configuration of Highway 111 (i.e. by the median island) can be
conveniently replaced.
It is noted that another potential measure is available to the
City for access control and relates to frontage roads. Frontage
roads can have numerous functions, depending on the type of
arterial they serve and the character of the surrounding area.
They may be used to control access to an arterial, .to function as
j' a street facility servicing adjoining property, and to maintain
circulation of traffic on each side of the arterial.
-28-
If properly designed, frontage roads not only provide more
favorable access for commercial development than the faster moving
arterial street, but also help to preserve the safety and capacity
of the latter. However, there are also disadvantages as well.
Despite the benefits cited, the use of continuous frontage roads
on relatively high-speed arterial streets' with intersections at
grade may be undesirable. At the cross streets, the various
through and turning movements at several closely -spaced
intersections greatly increase the accident potential. Therefore,
should this alternative be proposed as development plans progress,
a thorough study should be initiated to ensure the adequacy of
intersection and roadway design.
-29-
-0£-
Haxaaav
14
GLOSSARY OF TERMS
Analysis Unit - A specific group of individuals, households, of
population whose travel behavior is being analyzed.
Average Daily Traffic (ADT) Volume - The average daily total
volume of vehicular traffic counted over a 24-hour period of time,
technically requiring numerous repetitive counts to establish, but
in practice often based on a single 24-hour count taken on a
weekday.
Capacity - A quantitive rate measure of the ability of a roadway
to accomodate a maximum amount of moving traffic in a given period
of time (usually expressed in terms of vehicles per hour).
Environmental Capacity - An increasingly popular term used to
describe the volume and character of traffic permissible on a
particular street consistent with the mainenance of good
environmental conditions. The number and speed of vehicles are
limited to a level of service compatible with the desired
environmental standards - adversely affected by noise, fumes,
vibrations, visual distractions, and traffic hazards.
Home -Based Trips - All trips that either begin or end at�the home
of -the tripmaker, typically accounting for 80 to 85% of all trips.
Level of Service (LOS)_- A qualitative measure of roadway
conditions, for a given volume of traffic, representative of the
sum evaluation of various dependant and independent components of
the driving environment - including speed, travel time, inter-
ruptions to traffic flow, driver comfort, safety, freedom to
maneuver, and operating costs. LOS "A" represents the most
desirable condition where drivers can travel at comfortable speeds
with almost no congestion; LOS "B" represents a condition which
still allows drivers to travel with little congestion and only
minor delays; LOS "C" represents an acceptable "average" condition
for urban travel in which some congestion and delay is experienced
routinely but not continuously; LOS "D" represents an unacceptable
condition of congestion and delay on most arterials except
freeways, where a such conditions are more likely to be tolerated;
LOS "E" represents an unacceptable condition of excessive
congestion and delay to drivers; and LOS "F" is a forced -flow
condtion where traffic moves very slowly and congestion and delay
are continuous.
Load Factor -.The ratio of the number of traffic signal green
phases that are fully utilized by moving traffic during the peak
hour to the total number of green phases available during the
hour.
Peak Hour - The peak hour refers to a one hour period of time,
usually in the morning or late afternoon, during which time
highest number of vehicles pass over a given section of roadway.
��
a
;: C
f: :.
..-,
i
;4'
" i,y%
:' �;•
=f ,_
-t' ��
e
Peak Hour Factor (PHF) - A ratio of the volume of traffic counted
during the peak hour to an appropriate multiplication of traffic
counted during a highest count sub -interval of the hour. Y.
Non -Home Based Trip Ends - All trips that neither begin or end at,
the trip maker's place of residence, typically accounting for 15%
to 20% of all trips.
Service Volume - The maximum number of vehicles that can pass over
a given section of roadway during a specified time period while
operating conditions are maitained corresponding to the selected
or specified, level of service. In the absence of a time modifier,
service volume is an hourly volume.
Trip End - A single directional movement of a vehicle or person
form one point (i.e., an origin) to another (i.e., a destination).
This, a typical "round trip" from home, to work, and back home
again consists of two trip ends (i.e'., origin and destination and
back to origin.
Trip Generation - An analytic procedure by which a predication (or
forecast) can be made regarding the amount of traffic that a
particular land use, geographic area, or development may generate.
Trip Generation Rate - An emperically derived factor which relates
amounts of traffic generated to specific land uses and/or building
types, typically expressed in terms of vehicular trip ends per
analysis unit.
Time Headway - The time interval measurement (usually in seconds).
between successive vehicles traveling in the same lane, same.
direction at a given point in the roadway. The median headway is
the average time headway of all vehicles passing a given point in
the roadway under prevailing conditions..