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EA 2006-582 Villa Capri - Draft EIR (TPM 35088; SDP 2006-875)TENTATIVE PARCEL MAP 35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT APPROVED BY CITY COUNCIL ON 7- 3Y DATE, 3 IZo# AsE PREPARED FOR: CITY OF LA QUINTA 78-495 CALLE TAMPICO LA QUINTA, CA 92253 PREPARED BY: 1 L Terra Nova Planning & Research, Inc. 400 South Farrell, Suite B-205 Palm Springs, CA 92262 JANUARY 2009 Terra Nova / City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Table of Contents TABLE OF CONTENTS Page No. List of Exhibits iv List of Tables iv List of Appendices v Environmental Summary Matrix (will be included in the final Draft EIR document) M I. INTRODUCTION AND PROJECT DESCRIPTION A. Lead Agency I-1 B. Introduction I-1 C. Document Organization I-4 D. CEQA and Other Requirements I-4 E. Project Location and Description I-8 F. Project Objectives I-9 II. REGIONAL ENVIRONMENTAL SETTING A. Existing and Surrounding Land Use II -1 B. Topography II -2 C. Climate II -2 D. Geology and Soils II -2 E. Hydrology II -3 F. Water Resources II -4 G. Biological Resources II -5 H. Cultural Resources II -5 I. Visual Resources II -6 J. Air Quality II -7 K. Noise II -8 L. Traffic and Circulation II -8 M. Public Services and Facilities II -9 N. Recreational Resources II -11 III. EXISTING ENVIRONMENTAL CONCERNS, PROJECT IMPACTS AND MITIGATION MEASURES A. Aesthetics III -1 1. Existing Conditions III -2 2. Project Impacts III -3 3. Mitigation Measures III -5 B. Air Quality III -7 1. Existing Conditions III -7 2. Project Impacts III -15 3. Mitigation Measures III -20 ii Terra Nova / City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Table of Contents C. Biological Resources III -25 1. Existing Conditions III -25 2. Project Impacts III -25 3. Mitigation Measures III -26 D. Cultural Resources III -27 1. Existing Conditions III -27 2. Project Impacts III -30 3. Mitigation Measures III -32 E. Geology and Soils III -34 1. Existing Conditions III -34 2. Project Impacts III -37 3. Mitigation Measures III -39 F. Hazards and Hazardous Materials III -42 1. Existing Conditions III -42 2. Project Impacts III -43 3. Mitigation Measures III -45 G. Hydrology and Water Quality III -46 1. Existing Conditions III -46 2. Project. Impacts III -51 3. Mitigation Measures III -54 H. Noise III -55 1. Existing Conditions I1I-55 2. Project Impacts III -59 3. Mitigation Measures III -65 I. Population and Housing III -66 1. Existing Conditions III -66 2. Project Impacts III -66 3. Mitigation Measures III -67 J. Public Services and Utilities III -68 K. Recreational Resources III -81 1. Existing Conditions III -81 2. Project Impacts III -82 3. Mitigation Measures III -83 L. Transportation and Traffic III -84 1. Existing Conditions III -85 2. Project Impacts III -91 3. Mitigation Measures III -111 iii Terra Nova / City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Table of Contents IV. UNAVOIDABLE SIGNIFICANT IMPACTS IV -1 V. PROJECT ALTERNATIVES V-1 VI. SHORT-TERM USE VERSUS LONG-TERM PRODUCTIVITY VI -1 VII. IRREVERSIBLE AND IRRETRIEVABLE COMMITMENT OF ENVIRONMENTAL RESOURCES VIII. GROWTH INDUCEMENT IX. ORGANIZATIONS, PERSONS AND DOCUMENTS CONSULTED List of Exhibits I-1 Regional Location Map I-2 I-2 Vicinity Map I-3 I-3 Site Plan I-10 III -1 Sight Line Study III -6 III -2 Existing Street Configurations III -88 III -3 Existing Traffic Volumes I1I-89 III -4 Trip Distribution 1II-94 III -5 Site Traffic Volumes III -95 III -6 Traffic Volumes at Project Driveways III -96 III -7 Year 2010 Lane Configurations III -103 III -8 Year 2020 Lane Configurations III -106 List of Tables III -1 State and Federal Ambient Air Quality Standards III -10 III -2 Site Grading Emissions (Pounds/Day) III -16 III -3 Building Construction Emissions (Pounds/Day) III -17 III -4 Moving Source Emissions (Year 2010 Pounds/Day) III -19 III -5 Available Emission Reduction Technologies (Percent Reduction) III -22 III -6 Fugitive Dust Control Methods III -22 III -7 Water Consumption for Villa Capri III -53 III -8 Existing Noise Levels on Surrounding Roadways III -56 III -9 Existing Plus Project Noise Levels on Surrounding Roadways 1II-60 III -10 Year 2010 Background Plus Project Noise Levels on Surrounding Roadways III -62 III -11 Year 2020 Background Plus Project Noise Levels on Surrounding Roadways III -63 III -12 Existing Traffic Volumes III -87 III -13 Existing Peak Hour Delay and LOS at Project Area Signalized Intersections III -90 iv Terra Nova / City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Table of Contents III -14 Year 2010 Daily Volumes, V/C Ratio and LOS, With and Without Project III -98 III -15 Year 2020 Daily Volumes, V/C Ratio and LOS, With and Without Project III -100 III -16 Year 2010 Intersection Levels of Service, With and Without Project III -102 III -17 Year 2020 Intersection Levels of Service, With and Without Project III -105 List of Appendices A. Initial Study, Notice of Preparation and Responses to the NOP, November 30, 2007. A-1 B. Historical/Archaeological Resources Survey Report, Tentative Parcel Map No. 31876, City of La Quinta, Riverside County, California, prepared by CRM Tech, October 11, 2007. B-1 C. La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Air Quality Impact Study, prepared by Endo Engineering, September 2008. C-1 D. La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Draft Traffic Impact Study, prepared by Endo Engineering, October 2008. D-1 E. Noise Impact Analysis, Tentative Parcel Map 35088 Retail and Office Complex, City of La Quinta, California, prepared by LSA Associates, Inc., October 2008. E-1 F. Preliminary Hydrology Report for Property Located in a Portion of Section 18, T5S., R7E., SBM Parcel Map 35088, La Quinta, California, prepared by MSA Consulting, Inc., October 5, 2006. G. Geotechnical Investigation, Proposed Residential Development and Commercial Complex, Fred Wring Drive and Washington Street, La Quinta, California, prepared by Sladden Engineering, February 2004. F-1 G-1 H. Greenhouse Gases Tables for Tentative Parcel Map No. 35088, prepared by Terra Nova Planning & Research, Inc., October 2008. H-1 v Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix ENVIRONMENTAL SUMMARY MATRIX This Environmental Impact Report (EIR) has been prepared to assess the potential impacts to the environment that may result from the approval and implementation of proposed Tentative Parcel Map 35088 and Site Development Permit for the development of commercial retail, medical office and medical rehabilitation space in the City of La Quinta. Mayer Villa Capri LP proposes a retail and medical office complex, as well as an acute care rehabilitation facility on 25.05 acres of vacant land located north of Fred Waring Drive, between Washington Street and Palm Royale Drive. Development on the site includes an office complex with four buildings and the acute care rehabilitation building, totaling approximately 130,450 square feet on the eastern portion of the site; and a retail complex located on the western portion of the site that includes nine retail buildings totaling approximately 104,000 square feet. This EIR assesses the environmental impacts that may result as a consequence of approval and implementation of the proposed project. The following discussion briefly summarizes each category of analysis, including existing conditions, project impacts and applicable mitigation measures recommended to reduce impacts. The discussion also provides the level of impact after the implementation of the proposed mitigation measures, if required. Levels of impact include the following: Significant Impacts: Those impacts that constitute a potentially significant adverse change in the environment. Less Than Significant Impacts: Those impacts that, by virtue of the environmental conditions, predisposing existing development, or the implementation of mitigation measures, are reduced to acceptable or "insignificant" levels. Unavoidable Impacts: Those impacts that occur as a result of project development whose adverse effects cannot be entirely eliminated or reduced to a level of insignificance. M-1 Existing Conditions AIR QUALITY The project site occurs within the City of La Quinta, in Riverside County. The City is regulated by the South Coast Air Quality Management District (SCAQMD) for purposes of air resource management. The City and project site are in non -attainment for particulate matter of 10 microns or less and for ozone. Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Project Impacts Mitigation Measures During site grading, one threshold criteria pollutant, nitrogen oxide, is expected to exceed the SCAQMD threshold by 70.56 pounds per day without the implementation of mitigation measures during the grading phase of project development. NOx and ROG criteria pollutants have the potential to exceed the SCAQMD daily threshold during the construction phase. At build out of the proposed project, air quality impacts will be generated by day-to-day operations including emissions from stationary and moving sources. The level of impact to air quality at build out of the proposed project is expected to be less than significant since none of the SCAQMD daily thresholds are exceeded. The proposed project has the potential to incrementally contribute to global climate change, primarily through the combustion of fossil fuels through moving source emitters. The project's total GHG emissions at buildout represent 0.001% of California's 2004 GHG emissions and 0.0001% of the nations 2004 GHG emissions. The proposed project does not interfere with any of the goals set forth in AB 32 and is therefore not expected to have significant impacts on climate change and global warming due to the emission of greenhouse gases during project construction or operation. A number of mitigation measures are included in the EIR to reduce emissions during all phases of the project's development and operation. However, even with the implementation of mitigation measures, air quality impacts associated with nitrogen oxides will exceed SCAQMD thresholds during grading; and emissions associated with nitrogen oxides and reactive organic gases will exceed thresholds during construction. Level of Significance: Impacts associated with long term operation of the project, and with greenhouse gases will be less than significant. The following air quality impacts will remain significant and unavoidable: 1. Grading Impacts 2. Construction Impacts M-2 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures BIOLOGICAL RESOURCES The project site consists of creosote bush scrub Permitting for the CVMSHCP was recently None required. which has been disturbed and impacted by completed. The project site is not identified as a surrounding development and off-road use. conservation area or linkage area under that Plan, Level of Significance: Impacts associated Sonoran creosote bush scrub is the most common and will be required to pay mitigation fees designed with biological resources will be less than natural community in the Coachella Valley, and is to result in less than significant impacts associated significant. generally found above the shoreline of ancient Lake with sensitive biological resources. Cahuilla. Dominant plant species include creosote bush, brittlebush and burrobush. The project site has been significantly impacted by Because of the degraded nature of the site, the lack of sensitive habitat or species on the project site, and the project's requirement to participate in the off-road vehicle use, development on lands CVMSHCP mitigation fee program, overall adjacent on all sides, whether for roadway impacts associated with biological resources are construction or project -specific development, and some dumping. The site is criss-crossed by trails created by these trespassing uses. Development of the school immediately north of the project site encroached on the property, and resulted in clearing of the northern one-quarter of the site. On the west and south boundaries of the property, roadway encroachment has degraded site conditions, and resulted in areas of no vegetation. expected to be less than significant. The project site is not located in an area identified as having the potential to harbor sensitive species, as defined in the Biological Resources Element of the General Plan. The project site occurs within the fee mitigation area of the Coachella Valley Multiple Species Habitat Conservation Plan (CVMSHCP). No species of concern are expected to occur on the site. The project site is not within a conservation area in the Plan, and will be subject only to mitigation fees to fully mitigate biological resource impacts. M-3 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures CULTURAL RESOURCES The site and vicinity have been the subject of Based on previous cultural resources studies, and Section III includes the following mitigation previous cultural resources surveys. A records the site-specific survey conducted for this project, measures: search conducted as part of the site-specific cultural the site is not known to harbor any archaeological 1. Monitoring of all trenching, grading resources report showed that within a one -mile or historic resources. Therefore, the proposed and excavation by a qualified radius of the site, over 60 previous studies have project is not expected to impact any such archaeologist. been conducted, covering nearly two-thirds of lands resources. 2. The final report on the monitoring shall be within that range. Portions of the site have been submitted to the Community Development covered by at least three previous studies. Although The City of La Quinta, as part of its function as a Department prior to the issuance of a a number of archaeological sites, historic -era Certified Local Government, has established Certificate of Occupancy for the project. structures and isolated artifacts have been recorded procedures for the review of potential impacts to in the project vicinity during previous surveys, no cultural resources. The City's Historic Preservation 3. Collected archaeological resources shall cultural resources were recorded on or immediately Commission reviewed the proposed project's be properly packaged for long term bags, adjacent to the subject property. cultural resource survey on December 6, 2007, and recommended that the historical/archaeological curation, in polyethylene self seal vials, or film cans as appropriate, all In addition to the records search and review of historic maps, project archaeologists conducted an resources report prepared for by CRM Tech for the project be accepted, subject to conditions set forth within acid -free, standard size, comprehensively labeled archive boxes intensive field survey in September 2007. The by the Commission. These conditions have been and delivered to the City prior to issuance ground surface of the project site was closely incorporated herein as mitigation measures, and are of first Certificate of Occupancy for the examined to detect any evidence of human shown below. property. Materials shall be accompanied activities from the prehistoric or historic periods by descriptive catalogue, field notes and (50 years or older). No buildings, structures, objects, sites, features or artifacts older than 50 As previously noted, the site is located in an area of La Quinta considered to have soils too young to records, primary research data, and the original graphics. years were encountered within the project area support paleontological resources. Therefore, the 4. The conditions of approval recommended during the field survey. project is not expected to result in impacts to by the La Quinta Historic Preservation paleontological resources. Commission on December 6, 2007 shall The project site is located in the northern area of be included in the submitted Phase I the City, and, as noted above, is outside the historical/archaeological report prior to boundary of ancient Lake Cahuilla. Soils in this issuance of the first permit requiring portion of the City are considered too young to monitoring. support paleontological resources, and the site is 5. If prehistoric or historic resources are mapped as having Low Sensitivity for discovered during monitoring or the paleontological resources. subsequent construction phase, the Community Development Department shall be notified immediately. Level of Significance: Implementation of these mitigation measures will reduce impacts to less than significant levels. M-4 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures GEOLOGY AND SOILS The subject property is located on the valley floor The proposed project will result in construction of The EIR includes mitigation measures which in the northwestern portion of the City of La one and two-story commercial buildings with a require the construction of structures on the Quinta, north of the La Quinta Cove and northeast maximum height of 35 feet. The project site and project site to comply with recommendations of the Santa Rosa Mountains. It is underlain by the City are located in a seismically active area and by the geotechnical engineer, and the soils of the Quaternary Alluvium (Qal) geologic are therefore subject to strong ground shaking preparation of the site in a manner consistent unit, which are generally distributed at the mouths of drainages emanating from the Santa Rosa during an earthquake. Through the City's review process, the project will be subject to measures set with the City's standard requirements for Mountains and the Coral Reef Mountains to the south. The primary engineering concern associated forth in the most recent Uniform Building Code, which has been adopted by the City and provides construction in an actively seismic zone. with this unit is hydro -consolidation, or soil stringent building code requirements for Level of Significance: With implementation collapse when irrigation water is introduced. This seismically active areas. The site is not considered of the mitigation measures, impacts associated is due to the rapid rate at which these soils may vulnerable to ground rupture since no mapped with geology and soils will be reduced to less have been deposited, without being saturated. active or potentially active faults cross the site. than significant levels. Proper site preparation and specialized grading techniques must be employed to minimize potential Soils on-site are considered subject to differential soil constraints. settlement that may occur as a result of seismic The project is not located within an Alquist-Priolo ground shaking or when the site is irrigated. These Earthquake Fault zone, nor are there any mapped impacts may be addressed through the active or potentially active faults traversing the subject property. Therefore, the site is not considered subject to risk of surface rupture. However, the subject property is located implementation of proper construction techniques, including over excavation and soil compaction, further discussed under Mitigation Measures, below. Although the area is mapped within an area approximately 4 miles southwest of the San that is considered to have some potential for Andreas fault. Therefore, ground shaking during an liquefaction, based on the geotechnical mapping of earthquake is the most significant seismic hazard the area, groundwater depths are generally below that could impact the project site. 30 feet and therefore risk of liquefaction is The project site is mapped as having liquefaction hazard potential due to the presence of young sediments. However, in general, groundwater in considered less than significant. The site is not considered susceptible to rockfall or this area is more than 30 feet below the surface, and landslides. The geotechnical investigation found the potential for liquefaction on the project site is considered to be Limited. that the soils on the site are not expansive. The property is located in an area subject to high winds and soils on-site are considered highly erodible.. As discussed in Section III -B, Air Quality, the project applicant shall be required to submit a dust control plan prior to issuance of building permits. M-5 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures HAZARDS AND TOXIC MATERIALS The proposed project site is currently vacant. No The proposed project is located adjacent to an None required. previous development is known to have occurred existing school. The proposed project is not on the project site, and although some illegal expected to use, store or transport significant Level of Significance: Impacts would be less dumping has occurred on the site, that has been amounts of chemicals, cleaners or other materials. than significant. typically of household goods and similar domestic In addition, the Desert Sands Unified School waste. The site does not appear on state databases District has protocols at each of its facilities for of contaminated sites, nor is it expected to contain emergency situations of all types. These protocols hazardous materials. are designed to assure that impacts to school children and staff are less than significant in an The proposed project is located immediately south emergency situation. These protocols, combined of an existing Middle School, operated by the with the small amounts of materials expected to be Desert Sands Unified School District. located at the project site, assure that the potential impacts to the adjacent school will be less than The project site is in the center of the Valley floor, and is not near any wild lands or mountain slopes which could generate a wild land fire. significant. No hazardous emissions, or acutely hazardous materials, gases, toxins, or other dangerous substances or industrial wastes are expected to be generated by the proposed project. There are no airports or airstrips located in the immediate vicinity of the project site. The Bermuda Dunes Airport is located two miles north of the site, and the flight patterns for that private airport do not impact the project site. M-6 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures HYDROLOGY & WATER RESOURCES The Coachella Valley has an extensive The City's Public Works Department manages None required. groundwater supply, and as such groundwater is the the city's NPDES program. The project will be principal water source in the region. The required to comply with the City's standards Level of Significance: Hydrology impacts will Whitewater River subbasin contains approximately for surface water management, including the be less than significant. 28.8 million acre-feet of water within the first preparation of an NPDES permit for non -point 1,000 feet below the surface. pollution. A Storm Water Pollution Prevention Groundwater overdraft became a serious issue due Program (SWPPP) is also required to be to rapid depletion of groundwater reserves during prepared. The SWPPP must contain Best the twentieth century. Since 1973 more than 1.5 Management Practices designed to prevent the million acre-feet of Colorado River water has been pollution of surface waters during the used to replenish the Whitewater River subbasin. construction and operation of the proposed project. These requirements assure that storm Water quality in the Coachella Valley is generally water is not contaminated by on-site considered good to excellent. pollutants, silts or debris. The federal Clean Water Act and was adopted in The onsite retention/detention system was designed 1990 and sets forth regulation that requires to provide for onsite retention and thereby jurisdiction to conform with the NPDES. This law eliminate the potential for increased offsite holds that plans and programs for stormwater discharges resulting from the project's management must be developed, adopted and development. The 100 -year 24-hour unit implemented to assure that municipalities hydrographs used to model the developed condition "effectively prohibit non -storm water discharge were analyzed to determine the volume of on-site into the storm drain and require controls to reduce storage required to retain 100% of the storm flows the discharge of pollutants from storm water discharged as a result of on-site development. The systems to waters of the United States to the 100 -year 24-hour unit hydrographs were chosen for Maximum Extent Possible." analysis purposes because they generate the maximum volume of storm flow for basin storage The project site has a natural topographic fall to the northeast and stormwater runoff generally sheet flows offsite at the current time. Development of analysis purposes. Based on calculations for water consumption for the site will result in the construction of interior and landscaping areas onsite, at build out commercial and office buildings, a rehabilitation the project will use approximately 102.5 acre feet facility of 25 beds, parking lots, sidewalks, and of water per year, or 8.54 acre-feet per month (See other impervious surfaces, which will increase Table III -7 below). To meet this need, water will stormwater runoff originating from the subject come from the Valley's groundwater supply as well property, as compared to the existing condition. as from imported Colorado River water. Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures NOISE The principal noise generator in the City is vehicular traffic, which includes automobiles, trucks, buses, and motorcycles. The level of noise produced by vehicles generally varies in relation to the volume of traffic, the percentage of trucks, and average speed. In the vicinity of the proposed project, traffic on Fred Waring Drive and Washington Street is the primary source of noise. The noise analysis considered existing traffic volumes, as detailed in the project's Traffic Impact Analysis, and determined the existing noise levels (unmitigated) in the vicinity of the project site are currently elevated. The noise study estimated that the worst-case noise level generated by combinations of construction equipment would be 91 dBA at a distance of 50 feet. Construction noise lessens with distance, with an approximate 6 dBA reduction in noise levels with each doubling of distance from the noise source. The closest residences are located about 100 feet from the project site, to the east. Construction activities on the project site would result in short term noise levels of 85 dBA at these residences. Noise levels at the middle school to the north, and the residences to the south would be expected to be approximately 79 dBA. Finally, noise levels at the church building could reach 73 dBA. During the life of the project, within 50 feet of the outermost lane on Washington and Fred Waring, closest to the project, the noise level will be less than 75 dBA CNEL. The shops closest to Washington Street would have noise levels of up to 73 dBA CNEL. The shops closest to Fred Waring would experience noise levels of up to 66 dBA CNEL. The offices located on Fred Waring would have noise levels of up to 67 dBA CNEL. The City's standard for commercial land uses is that the exterior noise level cannot exceed 75 dBA CNEL. At the acute care rehabilitation facility, noise levels will be below the 65 dBA CNEL General Plan requirement. Impacts associated with this facility will be less than significant. As a result of the analysis, it can be concluded that the impacts to the noise environment from the proposed project would be less than significant; and that the noise levels on the project site would be lower than the City's standard, and therefore also less than significant. M-8 During construction, the project is required to equip all construction equipment with mufflers; located stationary equipment and equipment staging as far away from the school and the residences as possible; and operate only during the City's prescribed construction hours. Level of Significance: With the implementation of these mitigation measures, noise impacts will be less than significant. Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures POPULATION AND HOUSING The Department of Finance estimates that the The proposed project is estimated to -generate a None required. population of the City of La Quinta in 2007 was demand for about 400 to 450 jobs at build out. 41,092, an increase of 73 percent over the 2000 These jobs are expected to be in a variety of Level of Significance: Population and housing population of 23,694. The City clearly experienced sectors, including service, retail and professional impacts will be less than significant. a significant rate of growth in the first half of this categories. The proposed project would be expected decade. The Department of Finance further to generate between 200 and 225 households at estimates that the average household size in La build out. The City has been experiencing Quinta is approximately 2.9 persons per household. household growth in excess of 800 households There was an increase in households in the City annually for the first seven years of this decade. from about 8,462 in 2000 to 14,170 in 2007, or an Although this increase is likely to slow with current increase of over 800 households annually for the economic conditions, the proposed project will seven year period. serve to accommodate annual population and household growth, but is not likely to generate Although growth has slowed in La Quinta in the last year, as it has throughout the Coachella Valley, it can be expected that growth in the City will additional household growth. The City also currently experiences an imbalance in continue, and that additional households will be resident jobs when compared to housing. The City formed in the City in the future. has traditionally been a primarily residential community, where residents looked outside the In general, it is estimated that every two new jobs City's boundaries for employment. The proposed results in the creation of a new household. This project may result in improved job opportunities for estimate assumes that some persons in an existing existing City residents, who would seek City household are unemployed and would be able employment at the proposed project rather than at to find work in a newly created employment center, while others would move to the area to secure a job in this same employment center. employment centers located in other cities. The project site is currently vacant, and development of the proposed project will neither displace existing residents, nor eliminate existing housing stock. M-9 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report ..._,AR r as vauaaa.0 aaa Jallattttaty LV1fU lA Existing Conditions Project Impacts Mitigation Measures PUBLIC SERVICES &UTILITIES The project site is located within the service The proposed project has the potential to generate None required. boundaries of the following providers: Coachella an increase in the population. It is estimated that Valley Water District (CVWD), Imperial Irrigation District Verizon, the proposed development will generate between Level of Significance: Public facilities and (IID), the Southern California Gas Company, Burrtec Waste and Recycling, Riverside 400 and 450 new jobs, and potentially 200 to 250 new households. The County Fire Department and utilities impacts will be less than significant. County Sheriff's Department, Riverside County the City will continue to monitor the population Fire Department, Riverside County Library System, and the Desert Sands Unified School District. The and provide additional fire protection services as needed. Coachella Valley and the project vicinity are served The proposed project, when combined with other by three major medical facilities: Eisenhower projects in the City, will require additional services Medical Center, Desert Regional Medical Center, and John F. Kennedy Memorial Hospital. The from the police department, which may include personnel, equipment, and the expansion of facilities, infrastructure capacity and feasibility of facilities. The City will continue to monitor the each of these service providers to provide services demand for police protection services and expand to the project site are discussed below. services and facilities as needed. Based on solid waste generation rates provided by In addition to the facilities and service providers the Califomia Integrated Waste Management listed above, public transportation services to and Board, the proposed development will generate from the project site are offered through SunLine approximately 1,825 pounds of solid waste per day Transit Agency. SunLine Transit operates daily or approximately 300 tons per year. fixed route bus services throughout the Coachella The proposed project will generate a demand for Valley, including the project vicinity, and offers 800 to 900 new books and 200 to 225 square feet of special services to approved disabled riders. additional library space. Projected water demand for the subject project is estimated at 102.5 acre feet per year. M-10 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures RECREATIONAL RESOURCES The proposed project site is located in the The project will not directly result in residential None required. northwest portion of the City of La Quinta, at the development or generate associated population northeast corner of Fred Waring Drive and growth that would result in impacts to regional and Washington Street. The site is currently vacant. local recreational facilities. Level of Significance: Recreational resource Existing development surrounding the site includes impacts will be less than significant. single and multi -family residential development, a Provision of adequate parklands and development school, a golf course, and office development. The impacts fees are provided for through the City's City of Palm Desert lies to the west of Washington Quimby ordinance when projects are constructed. Street. The proposed commercial development project, while not required to pay Quimby Act fees, is City parks include Adams, Desert Pride, Eisenhower, Fritz Burns, La Quinta and La Quinta subject to other taxes and fees that contribute to the City's General Fund and may be expected to be Sports Complex, Monticello, Saguaro, Season's, and Velasco. A recreational senior center is located at 78-450 Avenida La Fonda. The City Civic used for the maintenance of public facilities, such as parks and trails. Center complex, located at the corner of Washington Street and Calle Tampico, includes a nearly 18 -acre park. M-11 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Environmental Summary Matrix Existing Conditions Project Impacts Mitigation Measures TRANSPORTATION & TRAFFIC The proposed project occurs on two major arterials The project would generate 10,380 daily unadjusted A number of mitigation measures are included in the City of La Quinta. The project site is close to trips at build out. The adjusted total trips were to reduce impacts associated with the proposed the City's northern boundary, and is adjacent to the City of Palm Desert on the west (the cities' 8,130, with 469 of these occurring in the morning peak hour, and 832 occurring in the evening peakp project. However, in 2010, the implementation boundary being the centerline of Washington Street hour. of the proposed project will result in impacts north of Fred Waring Drive); and the City of Indian A number of roadway segments operate an whichcannot be mitigated. In 2020, Wells on the southwest (the cities' boundary being unacceptable levels of service, with and without the cumulative impacts associated with the build the centerline of Washington Street, south of Fred proposed project. The project will reduce the level out of the General Plan, Including the Waring Drive). Lands to the south, north and east of service from E to F at three segments: proposed project, will result in unmitigatable on the east side of Washington Street are all within the jurisdiction of the City of La Quinta. • Washington at Avenue of the States, • Washington south of Fred Waring, and impacts to area roadways. Five of the project area roadway segments analyzed • Washington north of Miles. Level of Significance: Impacts directly currently operate at LOS E or F, which does not The proposed project will have significant impacts associated with the proposed project which meet the City's standard for roadway operation (set on the following intersections upon project build cannot be mitigated: at LOS D in the General Plan). These roadway segments include Washington Street south of out, in 2010: 1. Washington Street at Hovley Lane 1. Add a second northbound left turn lane at Highway 111, north and south of Avenue 48; and 2. Washington Street at Fred Waring Drive Washington Street and Hovley Lane. Fred Waring Drive east of Washington and west of 3. Palm Royale Drive at Fred Waring Drive 2. Change the existing westbound right turn Palm Royale. 4. Adams Street at Fred Waring Drive lane into a shared through/right lane at All intersections in the project area are operating at 5. Washington Street at Miles Avenue Adams Street and Fred Waring Drive. acceptable levels of service, with the exception of 6. Washington Street at Highway 111 3. Add a second southbound left turn lane at the intersection of Washington and Hovley, which Washington Street and Miles Avenue. operated at LOS F in the morning peak hour, and In 2020, the proposed project will have a 4. Add a third northbound left turn lane and LOS E in the evening peak hour. significant impact on 17 of the 18 roadway third southbound left turn lane at At unsignalized intersections, Washington Street segments on Washington Street. South of Avenue Washington Street and Highway 111. and Calle las Brisas, operates at LOS C in the 48, the project will not significantly impact the 5. Add a second southbound left turn lane at morning peak hour, and LOS E in the evening peak hour. Palm Royale and Fred Waring, operates at roadwaysegmentsanalyzed.Washington Street and Avenue 48. Cumulative impacts associated with build out LOS F in the morning peak hour, and LOS D in the On Fred Waring Drive, the proposed project will of the General Plan which cannot be mitigated evening peak hour. Palm Royale and Rome Drive, significantly impact three of the eight roadway include: operates at LOS B in the morning peak hour, and segments analyzed, but will contribute less than 2% 6. Washington from Hovley to Ave. 48 to 8 LOS A in the evening peak hour. The analysis to these impacts. The City will require the payment lanes. further found that a traffic signal is currently of Developer Impact Fees which will reduce the 7. Fred Waing west of Washington to 8 lanes. warranted at the intersection of Palm Royale and project's impacts to less than significant levels. 8. Highway 111 east of Washington to 8 lanes. Fred Waring. M-12 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT I. INTRODUCTION AND PROJECT DESCRIPTION A. Lead Agency The City of La Quinta is the lead agency responsible for the preparation of this Environmental Impact Report (EIR) (SCH#2007121009) for the Villa Capri development, identified as Tentative Parcel Map 35088 and Site Development Permit 06-875. The contact person at the City responsible for this document is Mr. Stan Sawa, Principal Planner, (760) 777-7125. The mailing address of the City is 78-495 Calle Tampico, La Quinta, California 92253. B. Introduction This EIR has been prepared in conjunction with the preparation of a Site Development Permit and a Tentative Parcel Map, which are considered "projects" under the California Environmental Quality Act (CEQA), and require thorough assessment in the form of an EIR. This EIR has been prepared to review the environmental constraints and opportunities associated with the adoption of the proposed Villa Capri project, including the assessment of impacts associated with the project and implmenting mitigation measures. Mayer Villa Capri LP proposes a retail and medical office complex, as well as an acute care rehabilitation facility on 25.05 acres of vacant land located north of Fred Waring Drive, between Washington Street and Palm Royale Drive (see Exhibits I-1 and I-2). Development on the site includes an office complex totaling 130,450 square feet, including four buildings and an acute care rehabilitation building, on the eastern portion of the site; and a retail complex located on the western portion of the site that includes nine retail buildings totaling approximately 104,000 square feet. In total, 234,450 square feet of building area is proposed. Construction is expected to begin in 2009, and occupancy could begin in 2010. A more complete description of the project is provided below. I-1 i'v 9 1st laiii3 p ffi 0 a 7 IN 1 I 6 k 711 CC. AMIVO EMI A • Desert Hot Springs tAexl No Scale Palm Spnnj Ca Jicdral City R,rtcM. M trim Palm Lkurr Indian Wells La Quints sdco Blythe Salton Sea to \T[T42,01:IIIK OJNT( r -- L._ L 4 TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Regional Location Map La Quinta, California I-1 w •• r 1 116715' -WS 4 • , ntry Club Drive ...� AS 45' 12 VISCOS. '„e 3 al%xi- n i9 • i 32 3 Source: USGS 7.5 Minute Maps La Quints, CA 1959, Fhotorevised 1980 Myoma, CA 1958, Photorev sed 1972 mminp r I TERRA NOVA ® Planning & Research. Inc. Villa Capri EIR Vicinity Map La Quinta, California Exhibit I-2 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description C. Document Organization The EIR assesses a wide range of environmental issues associated with the implementation of the project. These include land use compatibility, traffic and circulation, hydrology and water quality, geology and soils, air quality, biological and cultural resources, noise, aesthetics, public services and utilities, and recreational resources. Section II of this document describes the environmental setting of the project vicinity, and identifies environmental resources and constraints, existing regional infrastructure, land use patterns, and natural resources. Section III includes a comprehensive evaluation of land and resources specific to the project area. Potential impacts to the physical environment associated with the implementation of the proposed project are also discussed. Section III further evaluates patterns of development, alterations to the physical environment, and the availability of public services and facilities. Mitigation measures are offered where appropriate to reduce impacts that may result from some aspect of project development. The EIR also discusses unavoidable significant impacts in Section IV, as well as project alternatives in Section V, and short-term use and long-term productivity of the affected environment in Section VI. To facilitate long-range planning, the irreversible and irretrievable commitment of resources are assessed in Section VII. Growth inducing and cumulative impacts associated with project development are also examined in Section VIII. Section IX cites persons, organizations and documents consulted or referenced. D. CEQA and Other Requirements An Initial Study was prepared in order to identify areas where potentially significant environmental impacts could result from implementation of the proposed Villa Capri retail and office commercial development. At the conclusion of the Initial Study, and in conformance with Section 15064 of the CEQA Guidelines, Lead Agency staff determined that the project raised potentially significant concerns and that an EIR should be prepared. Environmental issues identified as having potentially significant impacts include: • Air quality, • Cultural resources, • Geology and soils, • Hazards and hazardous materials, • Hydrology and water resources, • Noise, • Transportation and traffic, and • Utilities. Issue areas where impacts were expected to result in less than significant impacts include: I-4 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description • Aesthetics, • Biological resources, • Population and housing, • Public services, and • Recreation. The Initial Study and Notice of Preparation also identified that there would be no impacts associated with agricultural resources, land use and planning, and mineral resources. These issue areas are not further discussed in this document. Finally, the Initial Study identified a number of specific thresholds where there would be no impact associated with the proposed project. These thresholds are not analyzed further in this EIR. They include: Aesthetics b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway. Air Quality a) Conflict with or obstruct implementation of the applicable air quality plan. Biological Resources b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service. c) Have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means. d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites. e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance. f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan Cultural Resources a) Cause a substantial adverse change in the significance of a historical resource as defined in Section 15064.5; d) Disturb any human remains, including those interred outside of formal cemeteries. I-5 Geology and Soils Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault. iv) Landslides. c) Locate structures or other improvements on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (most recent version and all California updates), creating substantial risks to life or property. d) Have soils incapable of adequately supporting the use of septic tanks or alternative waste disposal systems where sewers are not available for the disposal of wastewater. Hazards and Hazardous Materials d) Be located on a site, which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would create a significant hazard to the public or environment. e) Result in a safety hazard for people residing or working in the project area for a project located within an airport land use plan or, where such a plan has not yet been adopted, within two miles of a public airport or public use airport. f) Result in a safety hazard for people residing or working in the project area for a project within the vicinity of a private airstrip. h) Expose people or structures to a significant risk of loss, injury or death involving wildland fires, including where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands. Hydrology and Water Quality f) Place housing within a 100 -year flood hazard area as mapped on a federal Flood Hazards Boundary or Flood Insurance Rate Map or other flood hazard delineation map. g) Place within a 100 -year flood hazard area structures which would impede or redirect flood flows. Noise b) Exposure of persons to or generation of excessive groundborne vibration or groundborne noise levels. e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels. f) For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels. I-6 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description Population and Housing b) Displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere. c) Displace substantial numbers of people, necessitating the construction of replacement housing elsewhere. Public Facilities d) Require or result in the construction of new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects. Transportation and Traffic c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks. The Appendix to this EIR includes the Initial Study and the Notice of Preparation for an EIR, related transmittal documents, and comments received from interested parties. The Appendix also includes a number of specialized studies that show in technical terms the environmental impacts of the project. Technical analyses for this project include air quality, traffic, noise, cultural resources and hydrology. The technical analysis is summarized in Section III of this document. This EIR has been prepared in accordance with the requirements of CEQA (Public Resources Code Section 21000-21177) and CEQA Guidelines of 2005 (California Code of Regulations Section 15000 et seq.), as amended. CEQA states that an EIR must focus primarily on the changes in the environment that would result from the project, taking into account all phases of the project including planning, construction, and operation (CEQA Section 15161). This EIR is intended as an informational and analytical document that provides decision -makers and the public with an objective assessment of the environmental impacts associated with the development of the proposed Villa Capri project. In addition to the City departments responsible for review of the project, certain local, state, federal and regional agencies will review this Draft EIR. These agencies are expected to include the California Office of Planning and Research (OPR), Southern California Association of Governments (SCAG), South Coast Air Quality Management District (SCAQMD), Coachella Valley Association of Governments (CVAG), Desert Sands Unified School District (CVUSD), Coachella Valley Water District and utility providers serving the planning area. Permits, agreements and approvals associated with this project are listed below. • Site Development Permit • Tentative Parcel Map #35088 • Grading and Building Permits City of La Quinta City of La Quinta City of La Quinta I-7 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description • Stormwater Pollution Prevention Plan • Encroachment Permits Regional Water Quality Control Board City of La Quinta, City of Palm Desert, and City of Indian Wells Unresolved or Controversial Issues The City has identified potential traffic impacts, and associated mitigation measures, as representing an unresolved issue for the proposed project. Although mitigation measures have been identified to lower traffic impacts, these mitigation measures cannot reduce the impacts to less than significant levels. No other areas of controversy have been identified. E. Project Location and Description Project Location The Villa Capri project site is located on the northeast corner of Fred Waring Drive and Washington Street, between Washington Street and Palm Royale Drive along the north side of Fred Waring Drive. Land uses immediately to the north of the project site include an existing two story office complex along Washington Street, the Colonel Mitchell Paige Middle School and two-story multi -family development with frontage on both Washington Street and Palm Royale Drive. Further to the north, land uses include developed and undeveloped medium and low density residential lands with commercial uses along Washington Street. The Palm Royale Country Club is a medium density residential golf development located immediately south of the project along Fred Waring Drive. Further to the south, along the east side of Washington Street, is existing low density residential development. Development to the east, beyond Palm Royale Drive, includes existing single family low density residential development. On the west side of Washington Street, existing commercial office and residential development occurs north of Fred Waring Drive, while a church complex and the Indian Wells Tennis Garden occur south of Fred Waring. Project Description The proposed project is located on 25.05 acres with a General Plan designation of Community Commercial and a Zoning designation of Community Commercial. The project design generally divides the site into two halves, with a supermarket and retail complex on the western half and a medical office complex and acute care rehablitation facility on the eastern half. The western half of the project consists of a 39,729 square foot supermarket anchor, a 13,013 square foot drug store, and 51,230 square feet of additional retail space, parking and landscaping areas on approximately 12 acres. Total building square footage for the market complex is approximately 104,000 square feet. Structures within this portion of the project will be single story. The eastern half of the project site includes a medical complex consisting of five buildings ranging in size from 15,360 to 44,850 square feet, parking, landscaping areas and a storm water retention basin on approximately 13 acres. Total building square footage for the office complex is 130,450 square feet. Structures within this portion of the project will be one and two stories, with the two buildings located adjacent to Fred Waring Drive being single story, and the three buildings on the northern portion of the site being two story. The central building (Building 14) I-8 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section I. Introduction and Project Description is proposed to house an acute care rehabilitation facility with 25 patient beds, treatment areas, and ancillary facilities. Patients are expected to reside at the facility for a period of 12 to 15 days. The project includes two access points on Washington Street, three access points on Fred Waring Drive, and one access point on Palm Royale Drive. Access to the site is described in detail in Section III -K. Construction is expected to begin in 2009, and occupancy could begin in 2010. Both the retail and medical components of the project may be built in phases, depending on market conditions. This EIR analyzes the build out of the project in one phase, in order to assess the most conservative ("worst-case") conditions. F. Project Objectives The primary goal of the proposed project is to establish an economically viable retail and office complex at a major intersection in the City of La Quinta. The project objectives have been developed on that premise. They are as follows: 1. To provide convenient retail outlets to surrounding residents and place neighborhood commercial development convenient to the residences it serves. 2. To provide an office project which includes medical offices to serve area residents, with professional services located with convenient regional access. 3. To provide a high quality designed project which serves as a gateway for the City of La Quinta. 4. To provide an economically successful project with longevity in the community. 5. To generate sales tax revenues for the City which help it continue to meet the needs of its residents. I-9 66V MN= MMAMIMM LEGEND BUILDING OPEN SPACE PARKING AND DRIVES 1RASHENC1.0411EL NET TOTAL MARKT COMP= 103,972 S.F. (20%) 157,547 S.F. )29%) 266,085 S.F. (SO%) 1.167EF•II%j 528.771 SF. (100%) OFFICE COMPLFx TDTAIS 948551. I I4%l oT.WL.. 184.557 S.F. (1?%) 165,875 SF. (311%) 323.422 S1. VAN 387.428%R (SS%) 573.51351. (53%( 1,07JSF. I>751 Zm_LF.,13%I S54,95954 (103%} 1.083.730 SR.1100%) .01 MARKET COMPtES BUILDING 1 (3,0005.F.) BUILDING 2 (5.000 S.F.) BUILDING 3154003.F.) BUILDING 4 16.245 S.F.) BUILDING 5 (39.729 SF.) BUILDING 6 (14137 SF.) BUILDING 7 (5.848 SF.) BUILDING B (5.000 5F.) BUILDING 9 (5.000 SF.) BUILDING 10 (13,013 SF.) BUILDINGS 1 THRU 10 (103,9725.9.) PARKING REQUIRED: 416 STALLS PARKING PROV ED:516 STALLS (BNCLUDE4 HC AND COMPACT PARKING) HANDICAP PARKING:20 STALLS COMPACT PARKING: 24 STALLS 0 4cOLMPLEI1 BUILDING 11 115.360 5F.) BUILDING 12115,360 SF.) BUILDING 13 (27.440 SF.) BUILDING 14 [44,8505.F.) BUILDING 15 (27.440 SF.) BUILDINGS I 1 THRU 15 (1304505.F.) PARKING REQUIRED: 744 STALLS PAWING PROVIDED: 751 STALLS (INCLUDES HC AND COMPACT PARKING) HANDICAP PARKING: 34 STALLS COMPACT PARKING: 6 STALLS CARPORT PARKING REQUIRED'- 223STAU5 (30%) OF 744 CARPORT PARKING PROV 59.234 STALLS (31%) 09744 }t OFFICES BUILDING 15 13.72051. (1ST FLOOR) 13.7205.1. )2ND FLOOR) 27,4405F. (90741) OFFICES BUILDING 13 13.72059.1ISTROOR) 13.72C13.9. (2140 9.008) 27.440 5F. (IOTAU _-4 II 1• NPR PM. 4F: MED WAFI1NO1 1114E t I r Source: MSA Consulting, Inc. May 22, 2007 RT. . 101 j'. sit 4NV L. J TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Project Site Plan La Quinta, California I-3 4- Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT II. REGIONAL ENVIRONMENTAL SETTING This section of the EIR describes the regional context for the proposed project, and summarizes the physical environment on and around the site. Environmental constraints and resources are described, including existing land uses on and around the site, regional air quality, topography, climate, soils and geology, water resources, hydrology, biological and cultural resources, public facilities and utilities. A. Existing and Surrounding Land Use Washington Street, which represents the western boundary of the City at the project location, is the primary north -south access for the City. Development on Washington Street ranges from the Civic Center to regional commercial, single family residential to office buildings. Fred Waring Drive is the northern -most east -west arterial street in La Quinta, and development along Fred Waring consists primarily of planned residential communities. The project site occurs at the northeast corner of Washington Street and Fred Waring Drive. The area surrounding the proposed project is fully developed, and consists of a mix of land uses. To the north is a public school, Colonel Mitchell Page Middle School, and newly constructed two-story apartment project and two-story office development. General Plan and Zoning designations to the north of the project site include Community Commercial, Office Commercial and High Density Residential. Lands to the east of the project site, east of Palm Royale Drive, consist of existing single family developments which extend to Adams Street. General Plan and Zoning designations to the east of the project site are Low Density Residential. Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting Lands to the south of the proposed project consist of the existing Palm Royale Country Club, an attached single family development. Beyond the Country Club are single family detached homes. General Plan and Zoning designations to the south of the project site include Medium Density Residential, Open Space, and Low Density Residential. Lands to the west of the project site occur in the City of Palm Desert. The northwest corner of Fred Waring and Washington Street is developed as an office complex consisting of one and two story buildings. A single family attached residential project wraps around the office development on its north and west sides. City of Palm Desert General Plan designations to the west of the project site include Office Professional and Low Density Residential. The proposed project site is currently vacant. The site is sparsely vegetated, criss-crossed by trails and has been impacted by adjacent development. The General Plan and Zoning designation on the project site is Community Commercial. B. Topography The City of La Quinta occurs in the eastern half of the Coachella Valley, in an area which is generally at or below sea level. Elevations on the Valley floor in La Quinta are highest in the northern part of the City, and well below sea level in the southern end. Elevations in the area of the project site are generally about 130 to 140 feet above sea level. The project site is generally flat, but includes small sand dunes which have been created by high winds in the area. The southwestern corner of the site occurs at an elevation of approximately 148 feet above sea level, while the center of the site is lower. Overall, the site slopes from its high point at the southwest corner to the northeast. C. Climate Climate in the Coachella Valley is influenced by the surrounding mountains, and from the Inland Empire and Los Angeles Basin to the west. The Coachella Valley is a subtropical desert environment, with temperatures ranging from highs of 120 degrees Fahrenheit in the summer to below freezing on winter nights. The surrounding mountains experience lower temperatures, generally decreasing 5 degrees for every 1,000 feet in elevation. Annual rainfall in the Valley is low, averaging between four and six inches. Rains fall mostly in the winter months, although high intensity, short -duration thunderstorms often occur in August and September. Again, the surrounding mountains serve to influence weather patterns, by intercepting rainfall, and limiting the amount of rain which reaches the Valley floor. The Valley is also subject to strong winds resulting from the rising heat, which draws in cooler marine air from the San Gorgonio Pass, and creates a venturi effect. D. Geology and Soils The Coachella Valley is located in the Salton Trough, a tectonic depression extending from the San Gorgonio Pass east to the Gulf of California. The Salton Trough is the transition zone II -2 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting between the San Andreas fault system and the East Pacific Rise, the spreading ridge that separated the Baja Peninsula from the North American plate, creating the Gulf of California. The San Andreas Fault forms the principal boundary of the North American and Pacific Plates, which slide past each other at a rate of approximately 50mm (2 inches) per year. Therefore, the region is both geologically unique and seismically active. Although there are no mapped active or potentially active faults within the City or the project site, the City is located between two active fault systems. The Coachella Valley Segment of the San Andreas fault occurs approximately 3 miles to the northeast, and the San Jacinto fault, occurs approximately 10 miles to the southwest. The City and the project site are therefore subject to strong groundshaking from large magnitude earthquakes that may occur along these faults. Based on geologic analysis, the San Andreas Fault zone has between a 22 and 28 percent probability of generating a moderately large earthquake before 2024. It is projected that the Maximum Probable Earthquake for the City of La Quinta is magnitude 7.2, which could be generated by either the San Jacinto or the San Andreas fault. The area surrounding the project site is primarily comprised of alluvial sandy soils, which are generally deposited from drainages extending from the Santa Rosa and Coral Reef mountains to the south. These soils are characterized by slow runoff and have a high wind erosion hazard. The project site is located in an area subject to strong winds. E. Hydrology The project site is located in the central portion of the Coachella Valley, a low and dry desert valley basin surrounded by mountains. The region is part of the Colorado River Watershed and drains into the Salton Trough, a terminal lake located south of the Coachella Valley. This arid desert climate yields an average annual rainfall between 4 and 6 inches. Occasionally excessive rainfall will trigger flash flood conditions. Historically flooding events have played a key role in shaping the valley's topography and hydrology. Flash floods in the Valley general result from one of the following storm conditions; winter storms with high-intensity rainfall in combination with rapidly melting snow, tropical storms out of the Southern Pacific Ocean, or summer thunderstorms. The Coachella Valley Water District (CVWD) is responsible for the management of regional drainage for much of the Coachella Valley and is responsible for flood planning and construction of drainage facilities, including the Coachella Valley Stormwater Channel, located approximately one mile south of the project site, and the La Quinta Evacuation Channel and Bear Creek Channel, which are located a few miles south of the project. The Coachella Valley Stormwater Channel flows in a southeast direction to the Salton Sea. The Stormwater Channel functions as the Coachella Valley's main drainage feature, and was channelized and reinforced in order to prevent the river from overflowing. The City of La Quinta has developed standards for assuring that impacts from hydrology and water quality are minimized. The City requires that new development construct on-site retention basins that are capable of managing 100 -year storm flows. II -3 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting La Quinta participates in the National Pollution Discharge Elimination System (NPDES) by requiring stormwater management plans and programs that reduce discharge of pollutants into storm waters. The project site has a natural topographic fall to the northeast and stormwater runoff generally sheet flows offsite. Development of the site will result in the construction of commercial and office buildings, an acute care rehabilitation facility, parking lots, sidewalks, and other impervious surfaces, which will increase stormwater runoff originating from the subject property compared to the existing condition. F. Water Resources The Coachella Valley has an extensive groundwater supply which is the principal water source in the region. The Whitewater River subbasin contains approximately 28.8 million acre-feet of water within the first 1,000 feet below the surface.1 Demand for water cannot be met by groundwater alone. Other water supply sources include natural recharge from precipitation and mountain runoff, water imported from the Colorado River, and recycled water from wastewater treatment plants. In 1936 the water demand was approximately 96,300 acre-feet per year. By 1999, approximately 668,900 acre-feet per year were needed to meet the water needs of the Coachella Valley? Since 1973 more than 1.5 million acre-feet of Colorado River water has been used to replenish the Whitewater River subbasin. The Coachella Valley Water District (CVWD) provides potable water to the project vicinity and will service the project site. CVWD uses wells to extracts groundwater from the Whitewater River subbasin and currently operates more than 100 wells, and 75 enclosed reservoirs for water storage. In 2005 the district provided 40.3 billion gallons of water to 240,573 residents. 3 Water quality in the Coachella Valley is generally considered good to excellent. Total dissolved solids (TDS) in regional groundwater has increased markedly since the 1930's, from less than 250 mg/L4 to about 540 mg/L currently. Importing Colorado River and using it to recharge groundwater water has also affected water quality. Nitrate levels have also continued to increase over the last several decades. During the 1930's were typically less than 4 mg/L in the Coachella Valley groundwater.5 In the 1970's wells adjacent to the Whitewater River showed nitrate levels that were more than 45 mg/L. 2 3 4 "Engineer's Report of Water Supply and Replenishment Assessment 2001/2002," Water Resources Branch, Engineering Department, Coachella Valley Water District, April 2001. Table 3-1, "Coachella Valley Water Management Plan," Coachella Valley Water District, November 2000. http://www.cvwd.org/about/waterandcv.php accessed on March 13, 2008. "Coachella Valley Water Management Plan and State Water Project Entitlement Transfer," Coachella Valley Water District, Adopted October 2002; and associated Final EIR (SCH#s: 20000031027 & 1999041032). Ibid. II -4 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting G. Biological Resources The City of La Quinta is at the western edge of the Colorado Desert sub -unit of the Sonoran Desert. The Valley floor generally supports sparse vegetation which is limited by heat and aridity. As climate becomes milder with increasing elevation, regional mountain slopes support more vegetation. Canyons and springs support native fan palm communities and a wide variety of other plants and animals. Sonoran creosote bush scrub is the most common natural community in the Coachella Valley, and is generally found above the shoreline of ancient Lake Cahuilla. Dominant plant species include creosote bush, brittlebush and burrobush. Most lands north of Avenue 50 in the City and surrounding area are comprised of stabilized, shielded desert sand fields. This habitat consists of windblown sand that is stabilized by vegetation and lacks dune formation. The City is home to a variety of sensitive plant and animal species, some of which have been listed as threatened or endangered by the state and federal governments. Most notable of these are the Coachella Valley fringe -toed lizard, desert tortoise, Coachella Valley milkvetch, and Peninsular bighorn sheep. The project site consists of creosote bush scrub which has been disturbed and impacted by surrounding development and off-road use. The site is in a high wind area, and as a result exhibits small stabilized sand dunes. The City is participating in the Coachella Valley Multiple Species Habitat Conservation Plan, which is expected to be implemented in 2008. The project site is not within a conservation area in the Plan, and will be subject to mitigation fees. H. Cultural Resources Pre -Historic Resources The most recent identifiable native culture to have existed in the eastern Coachella Valley is the Cahuilla, a Takic-speaking people who subsisted by means of hunting and gathering. Anthropologists generally divide the Cahuilla into three regional groups, which include the Pass, Mountain and Desert Cahuilla. Of these, the latter are thought to have occupied the eastern Coachella Valley.6 Archaeologists believe that ancestors of the Cahuilla migrated to the Coachella Valley approximately 2,000 to 3,000 years ago.7 Cahuilla population is estimated at between 3,600 and 10,00 in the mid -19`x' century, around the time of initial European settlement. However, increased contact with Europeans in the 19th century exposed the Native populations to diseases for which they had no immunity, and the Cahuilla population was decimated.8 Present- day Native Americans descendants of the Pass or Desert Cahuilla clans are usually affiliated with one or more of the following Indian reservations in or near the Coachella Valley: Torres Martinez, Augustine, Agua Caliente, Cabazon or Morongo. 6 "Historical/Archaeological Resources Survey Report, Tentative Parcel Map No. 31876," prepared by CRM Tech, October 11, 2007. "The Cahuilla," Lowell John Bean and Lisa Bourgeault, Chelsea House Publishers, 1969. 8 Op Cit. II -5 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting Historic Resources A series of expeditions led by European explorers traveled through the Coachella Valley from about 1823 to 1825 in search of a trade route to Yuma, Arizona. The establishment of the Southern Pacific Railroad system in the 1870s led to non -Indian settlement in the Valley. Farming, made viable with the discovery of underground water sources around the turn of the 19th century, began to dominate the local economy. The emergence of a hospitality industry including equestrian camps, resort hotels and eventually country clubs began to develop in the 1920s. The earliest settlement and land development activities in what is present-day La Quinta occurred around the turn of the 20th century. The La Quinta Hotel was constructed in 1926, and the subdivision of the cove communities in the 1930s provided for what were marketed as "weekend homes." The City of La Quinta was incorporated in 1982. Paleontological Resources The Salton Trough, in which the Coachella Valley is located, covers a structural depression south to the Gulf of California. The southeastern boundary of the Salton Trough is formed by the Colorado River Delta, to the southeast of the City of La Quinta. The Trough was at one time occupied by Holocene-age9 Lake Cahuilla, which occurred intermittently from as recently as 400 years ago to as much as 6,000 years ago and at one time had a shoreline of 42 feet above sea level. Large portions of the City of La Quinta are underlain by lacustrine (lake) and fluvial (flowing water) sediments associated with ancient Lake Cahuilla, which have a high sensitivity for certain types of paleontological resources, such as "freshwater diatoms, land plants, sponges, ostracods, mollusks, fish and small terrestrial vertebrates."10 I. Visual Resources The region is described as a low desert basin surrounded by mountainous terrain that generally slopes from the northwest to southeast. The San Gorgonio Pass, located at approximately 2,600 feet above sea level occupies the northwest portion of the region and the Salton Sea, with a current surface elevation of approximately 228 -feet below sea level occupies the southeast portion of the region. The mountains that surround the Coachella Valley and the project site include the Santa Rosa Mountains (Toro Peak, peak elevation 8,715 feet above sea level) to the south, the San Jacinto Mountains (San Jacinto Peak 10,834 feet) to the southwest, the San Bernardino and Little San Bernardino Mountains to the northwest and north respectively, and the Indio Hills to the immediate north. The transition from the mountains to the valley floor is characterized by alluvial (stream -laid) deposits, and includes the many alluvial fans emanating from the mouths of mountain canyons. For the City of La Quinta and the project site, the most prominent mountain ranges visible are the Santa Rosa Mountains to the southwest, the Coral Reef Mountains to the south, and the Little 9 Holocene age: modern age, 12,000 years ago to present time to "City of La Quinta General Plan/Master Environmental Assessment," prepared by Terra Nova Planning & Research. Inc., adopted March 20, 2002. II -6 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting San Bernardino Mountains and the Indio Hills to the north. In general, the surrounding mountains and foothills provide views of this elevated terrain, which appears above the horizon and dominates views. These foothills and mountains provide dramatic contrasts that create an important visual backdrop for the City and the project site. In order to preserve these scenic vistas the City has adopted standards that regulate building height along Washington Street and Fred Waring Drive. The proposed project occurs along Washington Street and Fred Waring Drive, which are both designated Primary Image Corridors in the General Plan. Furthermore, the intersection of Washington and Fred Waring is designated a Primary Gateway Treatment in the General Plan. These designations require that building heights be limited adjacent to the roadway, and that enhanced landscaping be provided in the parkways. County of Riverside Ordinance 655 "Regulating Light Pollution" defines zones where light pollution could impact the Palomar Observatory. Zone A is within 15 miles and Zone B is between 15 and 45 miles of the observatory. The project site is located 41.34 miles from the observatory and therefore is within Zone B of the Mt. Palomar Nighttime Lighting Policy Area. There are no historic buildings, rock outcroppings, or large trees on the project site. The nearest Scenic Highway is Highway 111, which is located approximately 1 mile south of the proposed project. Therefore it is expected that the proposed development will not have any impacts to any visual resources, scenic resources, or scenic highways in the project site and vicinity. J. Air Quality Regional Conditions The South Coast Air Quality Management District (SCAQMD) has jurisdiction over the Salton Sea Air Basin (SSAB), in which the project is located. The SSAB is primarily cut off from moderating coastal influences by the surrounding mountain ranges, which effectively compounds the hot and dry conditions in the region. The Coachella Valley and portions of the SSAB are subjected to severe winds that adversely impact air quality by suspending fine particulate matter. Imported air pollutants from the highly developed Los Angeles area also affect air quality in the region. Local Conditions The Salton Sea Air Basin (SSAB) is in non -attainment status for ozone and PM10. Regional air quality measurements are routinely conducted for ozone and PM10 at monitoring stations in Indio and the Palm Springs International Airport. Air pollution in the Coachella Valley is the result of a variety of local and regional activities, including construction and grading, vehicular traffic, and the operation of furnaces and other heating, cooling, and ventilation equipment. In addition, a substantial amount of the pollution in the Coachella Valley can be attributed to local geographic and climatic conditions. The City of La Quinta, in conjunction with the Coachella Valley Association of Governments (CVAG), has developed standards for assuring that impacts to air quality are minimized. The City requires that new development prepare a dust control plan, one of the measures implementing CVAG's regional efforts. II -7 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting Development of the site will result in energy consumption from the operation the buildings, as well as the use of personal motor vehicles. Both will require the combustion of fossil fuels, which will result in the generation of air pollutants. K. Noise Noise sources can be categorized as either "line sources," such as a street, or "point sources," such as a bell tower. The movement of sound is affected by a number of factors including temperature, wind speed and direction, ground surfaces, vegetation, and walls and buildings. Sounds can be absorbed and damped as they pass over various surfaces. For example, earth and vegetation have a noise reduction rate of about 4.5 dBA per doubling of distance whereas the noise reduction rate of asphalt and concrete is 3.0 dBA for the same distance. The predominant noise generator in the project vicinity is the traffic noise. Adjacent roadways are expected to overshadow other potential noise sources in the area. Land uses that may be negatively impacted by excessive noise levels are considered sensitive receptors and include residences, recreational areas, schools, libraries, churches, hospitals, nursing homes, and other health care facilities. Moderately sensitive land uses may include cemeteries, golf courses, hotels and motels, and dormitories. In the vicinity of the proposed project, sensitive receptors include the residential development to the west, east and south, and the Middle School to the north. The most common sound range is between 40 dB (very quiet) and 100 dB (very loud). Conversation at three feet is roughly at 60 dB, while loud engine noise, which can cause discomfort, equates to about 100 dB. Community noise impacts are commonly evaluated using the Community Noise Equivalent Level (CNEL) noise index, which reduces the combined effect of daily noise exposure to a single number. The value computed by this method is the sum of the decibel values of the sound, averaged over 24 hours, with corrections for time of day. L. Traffic and Circulation Regional traffic in the City and project vicinity is carried by several major arterial roadways, including Highway 111, Avenues 48 and 50, and Fred Waring Drive in an east -west direction; and Washington and Jefferson Streets in a north -south direction. Traffic patterns are constrained in the southern portion of the City by the surrounding Santa Rosa and Coral Reef Mountains and the existing development pattern. Major intersections in the vicinity of the project site are important components of the regional roadway system. Of particular importance are those intersections which provide access to regional arterials, including Washington Street at Fred Waring, Washington Street at Highway 111, and Washington Street at Avenue 48. II -8 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting M. Public Services and Facilities Overview of Service Providers The City is located within the service boundaries of the following providers: Coachella Valley Water District (CVWD), Imperial Irrigation District (IID), Verizon, the Southern California Gas Company, Burrtec Waste and Recycling Services, Riverside County Sheriffs Department, Riverside County Fire Department, Riverside County Library System, and two school districts: the Coachella Valley Unified School District (CVUSD) and the Desert Sands Unified School District. The Coachella Valley and the project vicinity are served by three major medical facilities: Eisenhower Medical Center, Desert Regional Medical Center, and John F. Kennedy Memorial Hospital. SunLine Transit offers transportation services to and from the project vicinity and offers special services to approved disabled riders. The nearest bus stop is located on Washington Street just north of Fred Waring, immediately adjacent to the southwest corner of the project site. The existing facilities and infrastructure for each of these service providers are discussed below. Fire Protection Fire protection services are provided to the subject property and the vicinity by Battalion 7 of the Riverside County Fire Department, under contract to the City. Stations 32 and 70 serve the City of La Quinta and project site. Police Protection The City of La Quinta, under contract with the Riverside County Sheriff's Department has established a local Police Department. Two facilities serve the City, located at 51351 Avenida Bermudas in La Quinta, and at 82695 Doctor Carreon Boulevard in the City of Indio. Both hold regular business hours Monday through Friday from 8:00 a.m. until 5:00 p.m. Response times within the City average approximately 5 minutes for highest priority calls. Solid Waste Management Burrtec Waste and Recycling Services provide waste disposal services for the subject property and vicinity. Solid waste is ultimately taken to the Lambs Canyon landfill located in Beaumont, California. The landfill is owned and operated by the Riverside County Waste Management Department and is permitted to receive 3,000 tons of municipal solid waste per day. As of July, 2005 the remaining capacity was 20,908,171 cubic yards.11 Burrtec offers pickup services for commercial and office buildings up to 6 times per week as needed. Wastewater Collection and Treatment Wastewater services are provided to the project site by the Coachella Valley Water District (CVWD). There are existing sewer lines installed along Washington Street, Fred Waring, and Palm Royale Drive. Sewer lines include 2 force mains (18 inch and a 12 inch mains) located 11 "Facilities/Site Summary Details (SWIS) for Lambs Canyon Sanitary Landfill (33 -AA -0007)," California Integrated Waste Management Board, www.ciwinb.ca.gov accessed on March 6, 2008. II -9 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting within the right-of-way of Washington Street, a single 12 inch force main within the right-of- way for Fred Waring Drive, and an 8 inch sewer stub located immediately south of Fred Waring. Palm Royale contains an 8 inch sewer line and several manholes within its right-of-way. Wastewater will be treated by CVWD's Mid -Valley Water Reclamation Plant Number 4 (WRP- 4), which is located approximately 20 miles southeast of the project site in the community of Thermal. WRP-4 is currently able to process a maximum of 7 million gallons per Clay (mgd) and is expected to expand its capacity to 9.9 mgd.12 In 2005 this plant processed an average of 4.14 million gallons daily.13 Schools Coachella Valley Unified School District (CVUSD) and the Desert Sands Unified School District serve the City of La Quinta. The project site is within the boundary of the Desert Sands School District. There are several public and private schools in the vicinity of the project site. The closest existing school to the project site is the Colonel Mitchell Paige Middle School, which is located immediately north of the project site at 43-495 Palm Royale Drive. Libraries The subject property and the City of La Quinta are served by the Riverside County Library System. The nearest branches to the subject property are the La Quinta Library, located at 78- 275 Calle Tampico, the Indio Library, located at 200 Civic Center Mall in Indio, and the Palm Desert branch of the Riverside County Library System, located at 73-300 Fred Waring Drive in Palm Desert. The branches offer a variety of resources including numerous books, encyclopedias, magazines, periodicals, and other services such as access to the Internet. Medical Facilities The John F. Kennedy (JFK) Memorial Hospital in Indio, Eisenhower Medical Center (EMC) in Rancho Mirage, and Desert Regional Medical Center in Palm Springs offer medical services to the City of La Quinta and the subject property. There are also a number of small medical facilities and clinics within the Coachella Valley and in the vicinity of the project site. Water Services Water services will be provided to the project site and vicinity by the Coachella Valley Water District (CVWD). There is an existing 18 -inch ductile iron pipe (DIP) and an 8 -inch water main within Washington Street right-of-way, and an 8 -inch water main along the north side of Fred Waring. There is an existing CVWD well site at the northeast corner of Fred Waring and Palm Royale, east of the subject site. Telephone Verizon California currently serves the project vicinity and will provide telephone services to the project site. The headquarters for Verizon California is located in Thousands Oaks, and there are local offices in Palm Springs and Indio. There are existing telephone lines in the project vicinity which will be used to connect the site to the existing telephone network. 12 "Coachella Valley Water District, Final Report, Urban Water Management Plan," published December 2005. 13 "CVWD, mid -valley reclamation plant no. 4 attachment F," April 2005. II -10 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section II. Regional Environmental Setting Electricity Imperial Irrigation District (IID) provides electricity services to the project vicinity and will provide electricity services to the project site. Although there are existing electrical lines in the project vicinity, development of the project will require an expansion of IID facilities including the need for additional power generation, transmission, substation, and distribution. Natural Gas The Gas Company provides natural gas services to the project vicinity and will serve the project site. Currently, there is an existing 8 -inch high pressure main on the east side of Washington Street. The nearest point of connection is located at the corner of Fred Waring and Venice Drive, approximately 0.18 miles east of the site. Cable Services The project vicinity and the City of La Quinta are currently served by Time Warner Cable, and they will provide cable services to the project site. Time Warner operates and maintains a cable line and a fiber optic cable within the rights-of-way of both Fred Waring Drive and Washington Street. Time Warner will be able to provide cable service to subject property with limited or no expansion to the existing cable network. N. Recreational Resources The Coachella Valley is considered a world-class resort destination and is home to many public and private, natural and man-made recreational resources. Private recreational facilities in the Valley include numerous championship golf courses, country clubs, and tennis facilities. There are many public regional parks and open space facilities, including Mecca Hills Park, the Salton Sea Recreational Area, Lake Cahuilla County Park, the Santa Rosa and San Jacinto Mountains National Monument, Joshua Tree National Park, and the Anza-Borrego Desert State Park. The Riverside County Regional Parks and Open Space District and the Coachella Valley Recreation and Park District are each responsible for the operation and management of a variety of lands, facilities, and programs, including many that are located in the City. These facilities provide for a range of active and passive recreational opportunities, such as softball, picnicking, hiking, camping, backpacking, fishing, boating, swimming, horseback riding, birding and wildlife viewing. The City of La Quinta also operates and maintains a variety of park facilities. The City has developed an extensive bike/pedestrian path and trail network, which also provides for equestrian facilities in some locations. City parks within approximately 2 miles of the project site include Desert Pride, Adams and Monticello Parks, which range from 1± to 4± acres in size, as well as the approximately 18 -acre La Quinta Park. Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT III. EXISTING ENVIRONMENTAL CONCERNS, PROJECT IMPACTS AND MITIGATION MEASURES Introduction Section III of the Draft Environmental Impact Report addresses those issues of concern identified in the Initial Study and the Notice of Preparation (NOP) and responses thereto, which may have a significant effect on the use of the project site, and which may result from the development of the project. Issues addressed in this section are those that potentially constitute significant environmental hazards or impacts to important resources. Existing conditions are briefly discussed, the potential hazards and/or impacts are assessed, and potential mitigation measures are set forth. Where appropriate, mitigation monitoring and reporting programs are recommended in conformance with California Public Resources Code 21081.6. This bill is intended to ensure the implementation of measures that public agencies impose to mitigate or avoid any significant adverse impacts. A. Aesthetics Introduction and Background This section of the EIR describes the existing condition associated with visual resources and valuable aesthetic areas within the project development site, vicinity, and region. This discussion analyzes the potential impacts to these resources from development of the proposed project, and determines whether impacts associated with the proposed project have the potential to be significant. Information and data provided herein is from a variety of sources, including projects specific resources, and City and regional -scale environmental and planning documents, in order to effectively research and analyze the project and its potential effects to visual resources.1'2 "City of La Quinta Comprehensive General Plan," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. "City of La Quinta Master Environmental Assessment," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 1. Existing Conditions Regional Setting The project site is located in the City of La Quinta which is in the central portion of the Coachella Valley. This region is described as a low desert basin surrounded by mountainous terrain that generally slopes from the northwest to southeast. The San Gorgonio Pass, located at approximately 2,600 feet above sea level, occupies the northwest edge of the region and the Salton Sea, with a current surface elevation of approximately 228 -feet below sea level, defines the southeast boundary of the region. The mountains that surround the Coachella Valley and the project site include the Santa Rosa Mountains (Toro Peak, peak elevation 8,715 feet above sea level) to the south, the San Jacinto Mountains (San Jacinto Peak 10,834 feet) to the southwest, the San Bernardino and Little San Bernardino Mountains to the northwest and north respectively, and the Indio Hills to the immediate north. The transition from the mountains to the Valley floor is characterized by alluvial (stream -laid) deposits, and include the many alluvial fans emanating from the mouths of mountain canyons. For the City of La Quinta and the project site, the most prominent mountain ranges visible are the Santa Rosa Mountains and the Coral Reef Mountains to the south, and the Little San Bernardino Mountains and the Indio Hills to the north. In general, the surrounding mountains and foothills dominate regional views. These foothills and mountains provide dramatic contrasts that create an important visual backdrop for the City and the project site. In order to preserve these scenic vistas the City has adopted Zoning standards that regulate development along Washington Street and Fred Waring Drive. County of Riverside Ordinance 655 "Regulating Light Pollution" defines zones where light pollution could impact the Palomar Observatory. Zone A is within 15 miles and Zone B is between 15 and 45 miles of the observatory. The project site is located 41.34 miles from the observatory and therefore is within Zone B of the Mt. Palomar Nighttime Lighting Policy Area. Existing Conditions Onsite Washington Street and Fred Waring Drive are designated as Primary Image Corridors within the General Plan and require that community commercial sites utilize setbacks and landscaping easements to limit impacts to visual resources. Specifically, Section 9.90.040, Table 9-6, requires that structures to be sited within 150 feet of Primary Image Corridors not exceed 22 feet in height and incorporate a minimum perimeter building/landscape setbacks of 30 -feet from the edge of the right-of-way. Buildings located more than 150 feet from the rights-of-way are limited to 40 feet in height. The Zoning ordinance further permits the extension of architectural features (those not involving occupied square footage) to extend 15 feet above the maximum building height. There are no historic buildings, rock outcroppings, or large trees on the project site. The nearest Scenic Highway is Highway 111, which is located approximately 1 mile south of the proposed project. III -2 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts. and Mitigation Measures 2. Project Impacts Thresholds of Significance/Criteria For Determining Significance The following thresholds or criteria are not strictly those recommended in 15064 of CEQA. Rather, they are derived from Appendix G of CEQA, which is used to determine the level of potential effect and whether a Negative Declaration or Mitigated Negative Declaration may be issued, or whether an Environmental Impact report is to be prepared. The proposed projectwould have a significant effect on visual resources if it would: a) Have a substantial adverse effect on a scenic vista. c) Substantially degrade the existing visual character or quality of the site and its surroundings. d) Creates a new source of substantial light or glare, which would adversely affect day or nighttime views in the area. Impacts Associated with Aesthetics The project proposes a multiple building center to be sited on a currently vacant lot located at the northeast corner of Washington Street and Fred Waring Drive. Therefore, the project will result in the development of retail buildings along Washington Street and Fred Waring Drive. To be in compliance with the La Quinta General Plan, the project will be required to implement enhanced landscaping treatments and limit building height to 22 feet within 150 feet of the rights-of-way for Washington Street and Fred Waring, since these roadways are designated as Primary Image Corridors in the General Plan, and must conform to the standards in Section 9.90.050 of the City's Zoning Ordinance. Development planned to front on Washington Street and Fred Waring Drive will be limited to one story; the three buildings proposed as two story buildings are to be sited in the northeast portion of the site, over 200 feet from Washington Street, and over 200 feet from Fred Waring Drive. The project site plans include architectural designs that are complementary to the desert environment and engineering parameters that satisfy the requirements of the City's Zoning ordinance. The proposed architecture is describes as "Contemporary Desert Architecture," and utilizes varied but harmonious textures and colors that are compatible with the desert environment. Buildings 1,2, and 3 are within 150 feet of the right-of-way for Washington Street and are primarily limited to a height of 21 feet, excluding architectural features such as building entrances, which are up to 26 feet in height. Building 10 is within 150 feet of both Washington Street and Fred Waring Drive, and has a predominant roofline that is 22 feet in height, architectural features that extend to 25 feet in height, and an entrance way that is 27.6 feet in height. Buildings 8, 9, 11 and, 12 are within 150 feet of the right-of-way for Fred Waring. As proposed all of these buildings are single story with a primary roofline that is generally less than 20 feet in height and architectural features, including entranceways, that are less than 26.6 feet in height. All other proposed buildings, as noted, are located more than 150 feet from the rights-of- way for Washington Street and Fred Waring Drive. III -3 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The two largest and tallest buildings on-site are within the height requirement set forth in Section 9.90.040, Table 9-6, of the City's Zoning Ordinance, which requires commercial buildings more than 150 feet from primary image corridors to have rooflines that are 40 feet in height or less. Building number 5 has the largest footprint within the retail portion of the project, and occupies 39,729 square feet. On average the roofline does not exceed 25 feet in height, and architectural features extend to 29.6 feet in height. Building 14 is the largest of the medical -professional buildings occupying the eastern portion of the site. As proposed, this two story building has a total square footage of 44,850 square feet, and an average roofline at 30 feet in height with a 4 foot parapet extending along most of the roofline, and an entryway architectural feature that is 43 feet in height at its highest point. Landscaping Easements and Setbacks In order to meet the City's standards and to provide an aesthetically pleasing buffer, setbacks and landscaped easements are included in the design of the proposed project. Immediately adjacent to the rights-of-way along Washington Street and Fred Waring is a 9 to 12 foot landscaped parkway area that is proposed to be used for the placement of an 8 -foot wide meandering sidewalk. On the project side of the proposed sidewalk, along the two major roadways, is a 20 -foot minimum landscaped easement. On the east side of the project, adjacent to the west edge of Palm Royale Drive, a similar sidewalk/landscape easement is proposed. Immediately west of Palm Royale is an 8 to 12 foot landscaped parkway area for an 8 -foot wide meandering sidewalk, and beyond that is a minimum 10 foot easement for an enhanced landscape buffer. The landscape buffer along Washington Street and Fred Waring Drive include locations adjacent to access points for the siting of monument signs. Landscaping designs and materials will be used to establish and enhance the visual character of the site including streetscapes, parking areas, building perimeters, and common open space areas. Landscaping vegetation will be desert drought tolerant and compatible with surrounding vegetation. Since these building and landscaping parameters meet the standards established by the City, the proposed project is expected to have a less than significant impact on visual resources as a result of development. Views from nearby Residences and Roadways The nearest residences are to the east of the site, across Palm Royale Drive. There is approximately 175 feet between the edge of the nearest residential properties and the closest proposed building. Palm Royale Drive serves as a buffer between the residential neighborhood and the commercial center. The inclusion of the proposed landscaping buffer onsite will further protect residences from any potential impacts to visual resources, by allowing further distance to reduce the blockage potentially created by the buildings on site. In addition, the project's eastern half is designed with multiple buildings and wide spacing between buildings. This will allow for view corridors through the site, and of the mountains to the west. Building 13, proposed closest to the residences immediately east of Palm Royale, is proposed to be 30 feet in height, at a distance of 175 feet from the closest residence. The combination of the relatively low height of the structure, and the distance to the residences, will allow views of the western mountains over the top of the project building, as shown in the sight line studies prepared for the project (please III -4 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project impacts. and Mitigation Measures see Exhibit III -1). Impacts to the views of adjacent residences are expected to be less than significant. Light and Glare The visual character of the project site and vicinity are generally characterized by urban, and residential development. The proposed project will create new sources of light and glare from interior and exterior lighting sources, windows and other reflective building materials, project - related vehicular traffic, and lighting associated with parking lots. Commercial and office signage also have the potential to generate increased light levels. Excessive lighting and glare can adversely impact the night sky, create a hazard, intrude onto adjoining properties, and unnecessarily consume energy. As mentioned above, the nearby residential neighborhood to the east of the site is protected from light and glare by an existing 5 foot high sound/privacy wall, which will in certain locations be increased to 9 feet. The project proposes an additional wall and the inclusion of landscape buffers along the eastern perimeter of the project to further reduce potential light and glare impacts to nearby residences. In addition, the City requires the preparation of lighting plans and photometric analyses to demonstrate that on-site lighting will be contained within the proposed proj ect. Project lighting is expected to include provisions for adequately illuminated parking lots and other areas of the project where safety and defensible space are an issue, including loading and storage areas, access points, and major intra -project intersections. Adverse effects of decorative lighting can be minimized through proper design and installation. As mentioned above, the proposed project is within Zone B of the Mt. Palomar Observatory Nighttime Lighting Policy Area and will therefore be required to keep light levels to a minimum. The City Design features will be used to mitigate potential impacts from light and glare to acceptable levels, such as the use of IDA approved light fixtures, low and high pressure sodium lighting, shielding and directing all outdoor lighting downward to preserve the night sky, and minimizing light levels and the use of reflective materials and surfaces as applicable. The application of City regulations and guidelines for building setbacks, building design and exterior finishes, landscape, walls and fences, and exterior lighting, are expected to reduce potentially significant impacts to visual resources to less than significant levels. 3. Mitigation Measures None required. III -5 f JM Y Ole .11 VIEWLINE SECTION RESIDENCE 4 PALM ROYALE ORNE a rc.Y,r�T VI NE SECTION RESIDENCE 3 VIEWLINE SECTION RESIDENCE 2 I El Source: Burghard Design Group Architects April 20, 2007 av .11 VIEWLWE SECTION RESIDENCE 1 KEY PLAN r 1 L. Al TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Residence Line of Site Viewlines La Quinta, California • r Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures B. Air Quality Introduction and Background This section of the EIR describes the existing conditions of air quality within the subject property and the vicinity, analyzes the potential impacts associated with implementing the proposed project, and sets forth mitigation measures to reduce potential impacts. A variety of data and information, including local, regional, and State planning and environmental documents, have been used in researching and analyzing the project and its potential effects. These include a site- specific air quality impact study that analyzes short and long term impacts associated with development of the project. Thresholds of Significance/Criteria For Determining Significance The following significant thresholds or criteria are not strictly those recommended in 15064.7 of CEQA, rather they are derived from Appendix G of CEQA, which is used to determine if and to what extent a project may have a potentially significant impact on air quality. The Villa Capri development would have a significant effect on air quality if it is determined that the project will: a) Conflict with or obstruct implementation of the applicable air quality plan. b) Violate any air quality standards or contribute substantially to an existing or projected air quality violation. c) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non -attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors). d) Expose sensitive receptors to substantial pollutant concentrations. e) Create objectionable odors affecting a substantial number of people. Global Warming/Greenhouse Gases In addition to those thresholds established in Appendix G, recent regulations have set limits on emissions of greenhouse gases in an attempt to address global warming and climate change. The contribution of greenhouse gases from construction and operation are considered to be significant if emission levels interfere with the objectives and targeted reduction set forth in AB 32. 1. Existing Conditions Air quality in a specific location is based on the amount of pollutants that are emitted and dispersed, and upon climatic conditions that may reduce or enhance the formation of pollutants. In the Coachella Valley and the City of La Quinta, air quality has declined over the past few decades due to increased local development, population growth, traffic, construction activity, and various site disturbances. It is apparent that although air pollution is emitted from various sources in the Coachella Valley and the vicinity, some of the degradation of air quality can be attributed to sources outside of the area, including Los Angeles County and air basins to the west. III -7 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Climatic Conditions and Air Quality The project site occurs within the Salton Sea Air Basin, which is isolated from moderating coastal influences by surrounding mountains. The resulting climate can be described as a hot and arid low-lying desert. When the desert heats up it creates a large area of low pressure, which draws cooler coastal air through the narrow San Gorgonio Pass and into the valley, generating strong winds that cross the most active fluvial (water caused) erosion zones in the valley. Strong winds suspend and transport large quantities of sand and dust, which reduce visibility, damage property, present a significant health threat, and impact air quality. The Coachella Valley is also susceptible to air inversions, which trap a layer of stagnant air near the ground where it can be further loaded with pollutants. Inversions can create conditions of haziness caused by moisture, suspended dust, and a variety of chemical aerosols emitted by trucks, automobiles, furnaces, and other sources. During the past few decades, the region has experienced a decline in air quality as a result of increasing development, population growth, traffic, construction activities, and various site disturbances. To protect people and the environment from impacts associated with air quality, a number of regulation and management strategies have been developed. Air Quality Management and Regulation In order to manage and regulate air quality federal and state governments have established air quality standards for a variety of pollutants. In 1971 the Environmental Protection Agency (EPA) established the National Ambient Air Quality Standards (NAAQS), and on January 1, 1989 the state mandated California Clean Air Act (CCAA) became effective and established health -based air quality standards at the state level. The California Air Resources Board (CARB) developed these state standards, which are generally more stringent than federal standards. State Implementation Plans (SIP) may also be prepared to help regional air quality management districts meet the federal and state ambient air quality standards by the deadlines specified in the federal Clean Air Act (CAA) and emission reduction targets of the California Clean Air Act. Regional and local agencies have assumed some responsibility for assuring that state and federal air quality standards are achieved. The central portion of Riverside County and Coachella Valley are located within the Salton Sea Air Basin (SSAB, previously part of the Southeast Desert Air Basin). The South Coast Air Quality Management District (SCAQMD) is responsible for establishing air quality measurement criteria and relevant management policies for the SSAB and neighboring air basins. The project area and the County are subject to the provisions of the 2007 SCAQMD Air Quality Management Plan,3 which sets forth policies and other measures designed to help the District achieve federal and state ambient air quality standards. The Plan is intended to satisfy the planning requirements of both the federal and state Clean Air Acts. The SCAQMD also monitors daily pollutant levels and meteorological conditions throughout the District. The Coachella Valley Association of Governments (CVAG) and its member cities, including the City of La Quinta, have taken an active role in the control and reduction of suspended particulate 3 "2007 Air Quality Management Plan," prepared by South Coast Air Quality Management District, adopted July 13, 2007. III -8 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures matter (PM10 and PM2.5) through the implementation of the Final Coachella Valley PM10 State Implementation Plan (2003). This has included assistance in the monitoring of air quality conditions, testing a variety of mitigation strategies, coordinating programs and funding, and reporting on progress being made in reducing particulate matter levels in the Coachella Valley. Primary and Secondary Pollutants Air quality pollutants are generally categorized as either primary or secondary pollutants. Primary pollutants result directly from energy production, do not undergo chemical modifications, and generally only affect the local area in which they are emitted. Primary sources and resultant pollutants are mainly a direct consequence of the combustion of petroleum and other fuels, and produce oxides of carbon, sulfur dioxide, nitric acid, a number of reactive hydrocarbons, and suspended particulates. Secondary pollutants undergo chemical changes after emission and are readily dispersed in the atmosphere. These pollutants disperse and undergo chemical changes under high ambient temperatures and high rates of solar insulation. Principal secondary pollutants are termed oxidants and include ozone (03), peroxyacetylnitrates, nitrogen dioxide (NO2) and chemical aerosols. Criteria Pollutants Existing federal and state standards have been developed to regulate the amount of emissions for criteria pollutants. State and federal ambient air quality standards for ozone, carbon monoxide, oxides of nitrogen, sulfur dioxide and sulfate, particulate matter, and other primary and secondary pollutants are shown in Table III -1. Standards are designed to protect the most sensitive segment of the population and protect public health. State standards are generally more restrictive than federal standards. III -9 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -1 State and Federal Ambient AirQuali Pollutant State Standards Federal Standards Averaging Time Concentration Averaging Time Concentration Ozone 1 hour 8 hour 0.09 ppm 0.07 ppm 1 hour 8 hour 0.12 ppm 0.08 ppm Carbon Monoxide 1 hour 8 hours 20.0 ppm 9.0 ppm 1 hour 8 hours 35.0 ppm 9.0 ppm Nitrogen Dioxide (NO2) 1 hour AAM 0.18 ppm 0.030 ppm AAM 0.053 ppm Sulfur Dioxide 1 hour 24 hours 0.25 ppm 0.04 ppm AAM 24 hours 0.03 ppm 0.14 ppm Particulate Matter (PM1o) 24 hours AAM 50 µg/m3 20 µg/m3 24 hours AAM 150 µg/m3 50 µg/m3 Particulate Matter (PM2.5) AAM 12 µg/m3 AAM 24 hours 15 µg/m3 35 µg/m3 Notes: ppm = parts per million ; µg/ m = micrograms per cubic meter of air; AAM = Annual Arithmetic Mean; Source: California Air Resources Board, March 2008 Regional Pollutants of Concern Although the Salton Sea Air Basin (SSAB) has achieved attainment status for Carbon Monoxide, Nitrogen Dioxide, Sulfur Dioxide and Lead, the SSAB is in non -attainment for Ozone and PMIo• Ozone and Particulate Matter are the most prevalent air pollutants in the Coachella Valley and the project area. Air pollution in the Coachella Valley is the result of a variety of local and regional activities, including construction and grading, vehicular traffic, and the operation of furnaces and other heating, cooling, and ventilation equipment. A substantial amount of the pollution in the Coachella Valley can be attributed to local geographic and climatic conditions. Ozone (03) is formed from the reaction of byproducts of the internal combustion engine with ultraviolet sunlight. This process takes place in the atmosphere where oxides of nitrogen combine with reactive organic gases, such as hydrocarbons, in the presence of sunlight. A pungent, colorless, toxic gas, ozone is a common component of photochemical smog. Ozone is produced within the Coachella Valley, however most ozone pollutants enter the valley off coastal winds from major metropolitan areas such as Los Angeles, Riverside, and San Bernardino counties. This influx contributes to high ozone concentrations in the valley, which peak from May through September.4 Ozone exposure may result in diminished breathing capacity, increased sensitivity to infections, and inflammation of the lung tissue. Most susceptible to the effects of ozone are children, older adults and persons with pre-existing lung disease.5 Particulate Matter (PMI() and PM2.5) consists of fine suspended particles 10 microns or smaller in diameter. Sources of particulate matter include road dust, diesel soot, combustion products, 4 5 Ibid. Ibid. III -10 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures windstorms, construction operations, and tire and brake abrasions. Vehicular traffic may contribute to the erosion of PM10 and PM2.5. Particulate matter is one of the most prevalent forms of pollution in the Coachella Valley. Although PM10 concentrations reflect no seasonal variation in the Coachella Valley, PM2,5 concentrations tend to peak during the late fall and winter months. Fine particulate matter generally poses public health risks to the elderly, children, and adults with pre-existing respiratory or cardiovascular disease. Over half of the smallest particulates inhaled will be deposited in the lungs. These particulates may interfere with the body's ability to clear the respiratory tract, or may damage the body in other ways. Ozone Emissions Although some ozone is produced locally by motor vehicles and other sources in the Coachella Valley, ozone -monitoring data indicate that federal ozone standard exceedance in the Coachella Valley are largely the result of pollutant transport from the South Coast Air Basin, through the Banning Pass, located at the western end of the Coachella Valley. Pollutant transport pathways from the South Coast Air Basin into the Coachella Valley have been identified and monitored. It is difficult to effectively quantify the total amount of pollutants imported from other regions. Nonetheless, improved air quality in the Valley is partly dependent upon reduced ozone emissions in the South Coast Air Basin. Ozone Regulation in the Coachella Valley The Coachella Valley has a history of exceeding the ozone standards, although the number of days and months exceeding the federal one-hour ozone standard have dropped steadily over the past decade. The Salton Sea Air Basin is classified as non -attainment for the 1 -hour standard and "serious" non -attainment for the 8 -hour standard under the federal Clean Air Act. The 2007 South Coast and Coachella Valley 8 -hour Ozone Plan, which projects attainment by 2024, was approved by the ARB on September 27, 2007. PM10 and PM2.5 Emissions The process of natural sand migration, referred to as "blowsand", generates two types of PMI() emissions: (1) natural PM10, produced by direct particle erosion and fragmentation, and (2) secondary PM10, in which sand is deposited on road surfaces, ground into smaller particles by motor vehicles, and re -suspended by those vehicles. CVAG has designated the portion of the Coachella Valley subject to high winds and blowing sand as an "Active Blowsand Hazard Area." The project site is in such an area. PM1 o and PM5 Regulation in the Coachella Valley The Coachella Valley has repeatedly exceeded the State and Federal Ambient Air Quality Standards for PM10. The naturally occurring blowsand environment contributes to the overall PM level in the valley. Human activity, including agriculture, urban development, and traffic also play a role in the amount of particulate matter present in the valley. In November 1990, amendments to the federal Clean Air Act (CAA) were adopted, requiring that the State Implementation Plan (SIP) for PM10 be revised to incorporate "reasonably available control measures" for PM10, and to establish a future attainment date for all areas that were previously unable to meet federal PM10 standards. In response to this requirement, the Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures South Coast Air Quality Management District adopted the "Coachella Valley PM 10 Attainment Redesignation Request and Maintenance Plan." In January 1993 the Coachella Valley was reclassified from a "moderate" to "serious" non -attainment area for PM10 by the U.S. EPA.6 CVAG and its member cities have worked closely to implement the PMI() reduction and control measures set forth in the CVSIP. Examples of control measures implemented by local governments include adopting City -based dust control ordinances, implementing street cleaning programs, and reducing the amount of blowsand generated through the use of chemical stabilizers, site watering, and landscape treatments. Although the Coachella Valley achieved the federal PM10 standard for several years in the mid- 1990' s, it was unable to achieve the annual average standard for a sufficient period of time. However, annual average PMIo concentrations have declined by 25% since 1990. Nonetheless, the region continues to be designated a "serious" non -attainment area for PM10. In an effort to remedy this situation, the SCAQMD and CVAG jointly developed "Guidelines for Dust Control Plan Review for Coachella Valley jurisdictions" in November 2000. The guidelines are intended to supplement local dust control ordinances and assist local government staff in reviewing dust control plans submitted for construction projects in the Valley. In addition, SCAQMD, in conjunction with local jurisdictions, prepared the 2003 Coachella Valley PMIo State Implementation Plan, which includes PK') control program enhancements and requests an extension of the region's PMIo attainment date. Should the region continue to fall short of federal PM10 standards, the U.S. EPA could impose more stringent regulations and sanctions. In 2005 after the national PM2.5 standard became effective, the EPA designated the SSAB as being in nonatttainment for the national annual and 24-hour standard for PM2.5; however, portions of the SSAB including the Coachella Valley are designated as being in attainment for PM2.5, as is standard for areas that have not specifically been designated by the EPA. Attainment status was made possible in part by the 20% to 30% reduction in PM2.5 concentrations that have occurred since 1988. Air Quality Monitoring Stations The South Coast Air Quality Management District operates and maintains regional air quality monitoring stations at numerous locations throughout its jurisdiction. The project site is located within Source Receptor Area (SRA) 30, which includes monitoring stations in Indio and Palm Springs. These stations have been operational since 1985 and 1987 respectively. The discussion below summarizes the monitoring data for Ozone, PM10, and PM2,5 in the Coachella Valley from 2004 through 2006. From 2004 through 2006 the one-hour ozone standard was exceeded on 10% of the days in Palm Springs and 4% of the days in Indio. The maximum one-hour ozone concentration was 0.139 ppm in Palm Springs, which exceeds the national standard by 15.8 percent and the state standard by 54 percent. The national and state standard for one-hour ozone was not exceeded in Indio, 6 "Coachella Valley PM10 Attainment Redesignation Request and Maintenance Plan," prepared by South Coast Air Quality Management District, September 1996. "La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Air Quality Impact Study," Prepared by Endo Engineering in September 2008. III -12 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures which had a maximum concentration of 0.114 ppm for the one-hour ozone level. The national one-hour ozone standard was not exceeded at the Indio station, but was exceeded on 7 days at the Palm Springs monitoring station. (See figure 3-3 in the Air Quality Study). The three year monitoring period from 2004 through 2006 showed that the 8 -hour ozone standard was exceeded on 4% of the days (43 days) at the Indio monitoring station and 8% of the days (90 days) at the Palm Springs monitoring station. The highest 8 -hour ozone concentration at the Indio station exceeded the national standard by 24 % and by 45% at the Palm Springs station. The 24-hour PMI() state standard was exceeded on 4 percent of the days between 2004 and 2006 at the Palm Springs station and on 27 percent of the days (63 days) at the Indio station. The maximum 24-hour concentration for PM10 was 79 micrograms per cubic meter (µg/m3) in Palm Spring, which exceeded the state standard by 58 percent, whereas the Indio station recorded a maximum PMI() of 106 µg/m3, which is more than twice the state standard. The annual average for PM10 concentration at the Indio station exceeded the state standard each year during the 3 -year period. The Palms Springs monitoring station exceeded the state standard in 2004 and 2005, and determined that data from 2006 was incomplete for the annual average concentration of PM10. As recorded at the Indio and Palm Springs stations, the highest annual average for PMI0 concentrations was 45.7 1.1glm3 and 26.4 µg/m3 respectively. The national standard of 150 µg/m3 for PM,() was not exceeded at either of the two Coachella Valley monitoring stations for the period between 2004 and 2006. From 2004 through 2006 PM2.5 standards were not exceeded at either of the two monitoring station in the Coachella Valley. The Indio station reported the highest 24-hour concentration at 44.4 I1g/m3 in 2005, which is nearly 68% of the national standard. In 2004 the Indio station recorded the highest annual mean at 10.6 µg/m3, which is 71% of the national standard. Climate Change and Global Warming Air quality has become an increasing concern because of human health issues, and because air pollutants are thought to be contributing to global warming and climate change. Air pollution is a chemical, physical or biological process that modifies the characteristics of the atmosphere. The primary contributor to air pollution is the burning of fossil fuels through the use of automobiles, power and heat generators, and industrial processes. The byproduct from the combustion of fossil fuels can contain a number air polluting substances. These emissions are responsible for the poor air quality that is evident in industrial centers worldwide. Some air polluting agents are also greenhouse gases (GHG) such as carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and fluorinated gases (hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride), which are released into the atmosphere through natural processes and human activities. These gases are termed greenhouse gases due to their shared characteristic of trapping heat, and may be responsible for the global average increase in surface temperatures of 0.7-1.5 °F that were observed during the 20th century.8 The quantity of greenhouse gases in the atmosphere has increased drastically over a relatively short period. For 8 U.S. Environmental Protection Agency, Climate Change, State of Knowledge; http://www.epa.gov/climatechange/science/stateofknowledge.html. III -13 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures example, by 2005 the concentration of CO2 in the atmosphere had increased by 35%, methane by 151%, and nitrous oxide by 18% since pre -industrial times.9 Carbon dioxide is the primary greenhouse gas that is stimulating concern due to current and projected levels and the highly correlated temperature regression curve that has been observed, and temperatures are predicted to rise as carbon dioxide levels rise. Currently, carbon dioxide concentrations in the atmosphere are 379 parts per million (ppm). Comparatively, prior to the Industrial Revolution, about 250 years ago, CO2 levels were 278 ppm; by comparison, over the past 650,000 years carbon dioxide levels have fluctuated between 180 and 300 ppm, ' ° making present day CO2 levels greater than at any point in the past 650,000 years. There is much debate over what the effects of climate change will be, but there is a general consensus that the levels of emissions need to be reduced in order to minimize air pollution and limit the amount of carbon dioxide that is released. Carbon dioxide levels are currently 379 ppm but are projected to increase to at least 540 ppm and maybe as much as 970 ppm by the year 2100.11 Currently, there are limited incentives for reducing emission and few laws that require reductions, however some regulations have been adopted. California was the first state to establish regulations that require the reduction of emissions from motor vehicles. On September 24, 2004, the California Air Resources Board adopted a bill that requires all 2009 and later vehicles to reduce their greenhouse gas emissions by about 30% by the year 2016.12 In addition, the California Global Warming Solutions Act of 2006 has been passed in order to comprehensively limit GHG emissions at the state level by establishing an annual reporting program of GHG emissions for significant sources and setting emission limits to cut the state's GHG emissions to 1990 levels by 2020. In order to accomplish this goal, the bill establishes a statewide emissions cap that will be phased in beginning in 2012. The Berkeley Energy and Resources (BEAR) model analyzed eight policies and determined that implementing them would achieve almost half of the emissions standards for 2020 emissions goal.13 AB32 establishes a comprehensive program of regulatory and economically viable mechanisms to achieve quantifiable and cost effective reduction of greenhouse gases, and designates the Air Resources Board as the responsible agency for developing appropriate regulations that include monitoring and tracking greenhouse gas emissions.' " Since the passage of AB32, responsible agencies have been drafting the required thresholds and methodologies which will be needed to implement the Bill. Although final thresholds and methodologies are not available as of this writing, the California Air Resources Board (CARB) 9 U.S. Environmental Protection Agency, Climate Change, Atmosphere Changes; http://www.epa.gov/climatechange/science/recentac.html 10 "Working Group III contribution to the Intergovernmental Panel on Climate Change Fourth Assessment Report,"; Climate Change 2007: Mitigation of Climate Change. 11 Ibid. 12 http://www.ucsusa.org/clean_vehicles/vehicles_health/californias-global-warming-vehicle-law.html 13 "Managing Greenhouse Gas Emission in California," prepared by the California Climate Change Center at UC Berkeley in January 2006. 14 "California Assembly Bill 32: Global Warming Solutions Act" prepared by Assemblyman Fabian Nunez and Assemblywoman Fran Pavlev, Approved and Filed September 27 2006. III -14 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures issued its "Preliminary Draft Proposal, Recommended Approaches for Setting Interim Significance Thresholds for Greenhouse Gases under the California Environmental Quality Act" in October of 2008. The analysis in this EIR is consistent with the CARB documentation. Blowsand Hazard The site is located within the "blowsand hazard zone" and the "active blowsand zone" as designated by the Coachella Valley Association of Governments (CVAG). As such, the project will be required to implement blowsand reduction measures. These measures may include planting specific types of vegetation and groundcover, and the utilization of walls, fences, screens, soil stabilizers, and irrigation to reduce the level of blowsand generated at the project site. In addition, the site is contained within a wind hazard area and has the potential to be subjected to very sever wind, which may result in soil erosion from wind. Therefore, the project is required to reduce potential impacts associated with wind erosion to less than significant levels. The section below discusses the potential impacts associated with the blowsand hazard and the mitigation measure section sets forth strategies for limiting blowsand during construction activities. 2. Project Impacts In order to quantify the potential air quality impacts that may result from development of the proposed project, a project -specific Air Quality Impact Study was conducted. The Air Quality Impact Study utilized URBEMIS 2002 (Version 7.4) to build a representative model to estimate emissions associated with construction and operation of the proposed project. Project development is expected to begin in 2009, with grading activities taking up to 6 months to complete, followed by development of the commercial market aspect of the project on the western portion of the site. The office portion of the site will be developed subsequently, with the entire development operational by 2010. For purposes of this analysis, and to assess a worst-case scenario, the proposed project is assumed to be built in one continuous period. It is likely, however, that both the commercial and office components will be phased, and that impacts associated with construction, as described below, will actually be lower, as smaller areas of the project are constructed. The project will result in the direct and indirect generation and emission of air pollutants both locally and regionally. Emissions will contribute to local and regional air quality degradation in the City of La Quinta and Riverside County. As with most projects, a majority of the air quality pollutants are expected to come from vehicular traffic emissions associated with deliveries, employees, and customers accessing the site. Estimates for emissions of criteria pollutants for various components of project development including site grading, building and construction, and operation are based on the URBEMIS 2002. The assumptions that were used for this model can be found in Appendix C of the Air Quality Study, and the Air Quality Study is included as Appendix C of this EIR. The Air Quality Study assumes that grading activities will last 6 months, with the maximum acreage disturbed per day not exceeding approximately 25 percent of the site (6.25 acres). It is estimated that cut and fill will be nearly balanced on-site, but may require the importation of III -15 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 1,000 cubic yard for fill. Construction is expected to take 6 months, with equipment operational for eight hours a day, 6 days a week. Development will also require paving activities, which are expected to last 10 days and cover approximately 13.22 acres. In addition, widening and repaving roadways adjacent to the project will also be necessary. Finally, the project will require the application of architectural coatings, which is expected to take just over a month. Construction related impacts are based on the assumption that project build out will occur in the year 2010, with development beginning in 2008. Site Grading Emissions Emission estimates for site grading are shown in Table III -2 and include fugitive dust, on and off-road diesel equipment, and worker commute vehicle trips. Site grading emissions represent the maximum short-term impacts associated with site preparation. Fugitive dust generation is assumed for the grubbing, grading, and earthwork on 6.25± acres of the project site per day. Site grading emissions are expected to occur on a short-term basis (6 months), with mass grading of the entire site occurring in the initial phase of development. In addition, emissions will be generated by grading equipment and vehicles transporting workers to and from the project site. Table III -2 summarizes worst-case projected emissions in pounds per day from site preparation and grading related activities for the proposed project. As indicated in the table below, one threshold criteria pollutant, nitrogen oxide, is expected to exceed the SCAQMD threshold by 70.56 pounds per day without the implementation of mitigation measures during the grading phase of project development. Table III -2 Site Grading Emissions (Pounds/Dav Emissions Source CO NOx SO2 ROG PM10 Fugitive Dust - - - 45.74 Off -Road Diesel 228.86 170.15 - 27.19 6.59 On -Road Diesel 0.03 0.18 0.00 0.01 0.00 Worker Trips 4.97 0.23 0.00 0.20 0.02 Total 233.86 170.56 0.00 27.40 52.35 SCAQMD Threshold 550 100 150 75 150 Source: "La Quinta Retail and Office Complex Tentat ve Parcel Map No. 35088 Air Quality Impact Study: Table 4-2," prepared by Endo Engineering, September 2008. As described earlier in this section, site grading and stabilization is regulated in the South Coast Air Quality Basin and requires the approval of detailed grading and dust control plans prior to any site disturbance. The table above shows the non -mitigated daily emissions associated with grubbing, grading and other site disturbance. With the implementation of mitigation measures emissions will be further reduced. However, without controls on grading related emissions, the project has the potential to exceed the SCAQMD threshold for NOx. Emissions were calculated based upon the daily use of different types of construction equipment during the entire grading period. It should be noted that not all equipment will be utilized every day and estimates represent a worst case, worst day scenario. Air quality impacts for site grading are short-term and will occur only during the early months of the project construction process. III -16 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Building Construction Emissions Air quality also has the potential to be impacted during the construction phase of the project. Construction equipment and vehicles transporting construction workers to and from the project site will generate emissions. In addition to emissions associated with construction equipment and worker's vehicles, two additional factors are considered during construction: asphalt off -gassing and architectural coating emissions. In order to conservatively estimate the average air quality impacts of project development, construction emission were analyzed using the maximum potential emissions during construction, paving, and the application of the architectural coating, and assumes that all activities occur simultaneously. Using this method of analysis, the project would result in the exceedance of two criteria pollutants, NOx and ROG, for the building and construction phase. The following table (Table III -3) lists each component of the construction process that will contribute to the total emissions. Table III -3 Building Construction Emissions lPounds/Dav] Emissions Source CO NOx SO2 ROG PMt0 Construction Process Off -Road Diesel 73.32 60.67 - 9.10 2.41 Worker Trips 6.18 0.26 0.00 0.47 0.11 Architectural Coating Off-Gasing - - - 262.87 - Worker Trips 6.18 0.23 0.00 0.45 0.11 Asphalt Paving Off-Gasing - - - 3.15 - Off -Road Diesel 72.84 51.80 - 8.64 1.62 On -Road Diesel 2.07 8.07 0.02 0.56 0.25 Worker Trips 0.38 0.01 0.00 0.03 0.01 Total 160.97 121.04 0.02 285.27 4.51 SCAQMD Threshold 550 100 150 75 150 Source: "La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Air Quality Impact Study: Table 4-2," prepared by Endo Engineering, September 2008. As shown in Table III -3, NOx and ROG criteria pollutants have the potential to exceed the SCAQMD daily threshold during the construction phase. The projected emissions for the building and construction phase of the project were calculated based upon the daily use of different types of construction equipment and processes during the entire period, and it should be noted that not all equipment will be utilized everyday. Estimates represent a worst case, worst day scenario. Air quality impacts from the building and construction phase are short-term and will end once the construction phase of the project is completed. It should be noted that exceedance of daily thresholds can be minimized or avoided by implementing phased development that limits the amount of asphalt paving and the application of architectural coating that can occur per day. III -17 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Operational Emissions Stationary Source Emissions Calculations of stationary source emissions includes emissions from the use and production of electricity, as well as the consumption of natural gas for space and water heating, cooking, and related activities. Air quality emissions from electricity production consist primarily of combustion byproducts, such as carbon monoxide, oxides of nitrogen, sulfur oxides, particulate matter, and reactive organic gases (ROG). Electricity is not produced locally and will therefore not contribute to onsite or area source air quality impacts. However, combustion of fuels from the use of space and water heating, landscape maintenance, architectural coating maintenance, and consumer product emissions from air fresheners, automotive products, household cleaners, and personal care products will contribute emissions locally to air quality. The Air Quality Study, prepared by Endo Engineering, shows that operational emissions from stationary sources are negligible for all criteria pollutants except for ROG. At buildout the project would contribute 3.29 pounds per day of ROG, which is well below the daily threshold of 75 pounds per day. Operational emissions from stationary sources at buildout of the proposed project are projected to have less than significant impacts on air quality as emission levels are well below established thresholds. Moving Source Emissions Emissions associated with increased traffic volumes as a result of development were also analyzed. The Air Quality Study utilizes traffic volumes based on 10,380 daily trips or 35,429 vehicle miles traveled on average per day at project build out. Air quality emissions from moving sources are calculated using emission factors provided by the California Air Resources Board (CARB) URBEMIS Model 2002 Version 8.7.0. The model projects emissions from moving sources by assuming a 2010 fleet composition and a range of vehicle types including passenger vehicles, light and heavy duty trucks, buses, motor homes, and motorcycles (See Appendix C of the Air Quality Study for percentage breakouts of automobile types). Emissions from vehicles include running exhaust, tire and break wear particulates, variable starts, hot soaks, diurnal emissions, resting losses, and evaporative resting losses. Moving emissions associated with project build out for summer and winter day criteria pollutant emissions are shown in Table III -4, below. Emissions from motor vehicles are broken out by season because emissions for some criteria pollutants vary with ambient temperature. Regardless of variations in temperatures, emissions from moving sources at build out of the proposed project are below the daily threshold for all criteria pollutants. III -18 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -4 Moving Source Emissions (Year 2010 Pounds/Day) Emissions Source CO NOx SO2 ROG PM» Summer Day Motor Vehicles 507.14 48.48 0.36 46.89 53.75 Winter Day Motor Vehicles 469.79 62.73 0.29 48.05 53.75 SCAQMD Threshold 550 100 150 75 150 Source: "La Quinta Retail and Office Complex Tentative Parcel Map Nd. 35088 Air Quality Impact Study: Table 4-4," prepared by Endo Engineering, September 2008. Note that "motor vehicles" includes a mix of vehicles types. A full list of each can be found in Appendix C of the Air Quality Study. Summary of Operational Impacts At build out of the proposed project, air quality impacts will be generated by day-to-day operations including emissions from stationary and moving sources. The level of impact to air quality at build out of the proposed project is expected to be less than significant since none of the SCAQMD daily thresholds are exceeded. As previously mentioned, the emission generation factors used in the above moving emission calculations are based on projected motor vehicle rates of emission for the year 2010. It is expected in all cases that, in the future, emitters will become more efficient and will emit less pollutants as new combustion technologies become available. The impact of new technologies is difficult to anticipate; and even projected future rates of emissions for vehicular traffic cannot be considered definitive. Therefore moving source emission projections represent the worst-case scenario. Combustion technology, particularly that associated with vehicular movement, will continue to improve, and overall reductions in pollutant emissions from improved efficiency can be expected. Mandatory smog checks implemented by the State of California help assure compliance of motor vehicles with existing and future standards. Given that the desert environment places stringent performance demands on development, it can be expected that building technologies will be energy efficient. The implementation of California Title 24 building codes will result in more efficient use of energy and reduced emissions. Localized impacts to air quality may be further exacerbated in the short term prior to the completion of the roadway widening and access improvements that are required to accommodate this project. Carbon Monoxide "Hot Spot" Analysis The Air Quality Study utilized the CALINE 4 computer model to assess carbon monoxide levels at the intersection of Fred Waring Drive and Washington Street for 2010 and 2020 traffic volume levels. In 2010, peak hour traffic with and without the project has the potential to generate up to 4.3 ppm over a 1 -hour period and up to 2.1 ppm over an 8 -hour period of carbon monoxide. In scenario year 2020 the cumulative carbon monoxide level during the peak 1 -hour period is III -19 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures projected to be 3.7 ppm and 1.7 ppm for the 8 -hour period with and without the project. Therefore, development of the project will not impact the peak hour carbon monoxide concentration for the 1 -hour or 8 -hour average. Projected carbon monoxide levels for scenario year 2010 and 2020 are well below the state and federal standards. See table 4-5 in the Air Quality Study for more detail. Climate Change and GHG Projected Emissions The proposed project has the potential to incrementally contribute to global climate change, primarily through the combustion of fossil fuels through moving source emitters. California has established regulations that require the reduction of emissions from motor vehicles, annual reporting of GHG emissions for significant sources, and has set emission level limits to cut the State's overall GHG emissions. In an effort to quantify the project's long-term contribution to global warming, greenhouse gas emissions were projected for energy and natural gas consumption, and vehicle operation at build out. The analysis used to generate the following text can be found in Appendix H of this document. The projected electricity demand of 3.1 mega -watt hours per year is estimated to generate 1,132 metric tons of carbon dioxide equivalent (CO2e) per year and the estimated natural gas demand of 6.7 million cubic feet per year is projected to generate nearly 370 metric tons of CO2e annually. Greenhouse gas emissions from moving sources are by far the greatest contributor of CO2e, at 5,956 metric tons per year. At build out of the proposed project a total of 7,458 metric tons of CO2e, or 0.0075 million metric tons of CO2e will be emitted and will contribute to the State's total GHG emissions. In 2004 it was estimated that California emitted 500 million metric tons (mmt) of CO2e and the United States emitted 7,260.4 mmt of CO2e. The project's total GHG emissions at buildout represent 0.001% of California's 2004 GHG emissions and 0.0001% of the nations 2004 GHG emissions. The proposed project does not interfere with any of the goals set forth in AB 32 and is therefore not expected to have significant impacts on climate change and global warming due to the emission of greenhouse gases during project construction or operation. In the coming years it is anticipated that additional regulations will be adopted as the effects of global warming become more problematic. The project shall comply with existing and future local, state, and federal regulations regarding air quality/pollution and climate change. 3. Mitigation Measures The follow mitigation measures are recommended in order to address climate change and greenhouse gas emissions: 15 15 The Air Quality and Climate Change Challenge http://ottawa.ca/city_services/planningzoning/2020/air/section 1 /index_en. shtml III -20 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 1 Promote and facilitate alternative energy and conservation programs such as district energy, landfill gas co -generation, water conservation, heat recovery systems, street lighting and employee energy efficiency programs. 2. Utilize sustainable building practice such as Leadership in Energy and Environmental Design (LEED) Green Building standards for building construction to the greatest extent possible. 3. All structures within the proposed project shall demonstrate energy efficiency which exceeds the standards of Title 24 of the Uniform Building Code by 20%. Implementation of the mitigation measures outlined above will reduce the potential air quality impacts, including those associated with climate change. In addition, the following mitigation measures shall ensure that any potential impacts to air quality are reduced to the greatest extent practicable. Project Specific Measures Several actions can be taken to further reduce the various project impacts on air quality. Mitigation measures listed below are embodied in the City of La Quinta's General Plan Policies and associated EIR, as well as other measures promulgated by the County and South Coast Air Quality Management District to mitigate development impacts within the Coachella Valley and the surrounding areas. Site grading and building and construction air quality impacts are expected to exceed thresholds for NOx and ROG temporarily, even with the implementation of mitigation measures. However, the development of a construction schedule that limits the use of construction equipment to specific times and regulates construction phasing to minimize overlap in grading, asphalt paving and, architectural coating may reduce emissions. 4. No more than 6.25 acres of the project site shall be actively graded in any one day. 5. Grading activities shall be completed prior to the initiation of construction activities. No overlap of the two activities shall occur. 6. Grading and development permits shall be reviewed and conditioned to require the provision of all reasonably available methods and technologies to assure the minimal emission of pollutants (see Table III -5 below). The City of La Quinta shall approve grading plans and recommend the use of emission reduction technologies as appropriate prior to initiation of grading. III -21 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -5 Available Emission Reduction Technologies (Percent Reduction) Daily Emission Reduction Factors Diesel Equipment CO NOx SOx ROG PM10 Aqueous Fuel 0% 14% 0% 0% 63% Diesel Particle Filter 0% 0% 0% 0% 80% Cooled Exhaust Gas Recirculation 90% 40% 0% 90% 85% Lean NOx Catalyst 0% 20% 0% 0% 0% Diesel Oxidation Catalyst 0% 20% 0% _ 0% 0% Worker Trips CO NOx SOx ROG PM10 Use Shuttle to Retail Establishments at Lunch 1.3% 1.3% 1.3% 1% 1.3% Source: Urban Emissions Model (URBEMIS2002) version 8.7.0 April 2005; developed by the California Air Resources Board (CARB) as a modeling tool to assist local public agencies with estimating air quality impacts from land use projects when preparing a CEQA environmental analysis. 7. As part of the City's grading permit process, the applicant shall submit a dust control plan as required by SCAQMD in compliance with Rule 403 (Fugitive Dust). Mitigation measures to be implemented through this plan shall include, but not be limited to, the use of water trucks and temporary irrigation systems, post -grading soil stabilization, phased asphalt paving, as well as other measures which will effectively limit fugitive dust emissions resulting from construction or other site disturbance (see Table III -6 below). Table III -6 Fugitive Dust Control Methods Daily PMIo Reduction Apply Soil Stabilizers to Inactive Areas 30% Replace Ground Cover in Disturbed Areas Quickly 15% Water Exposed Surfaces 2 Times Daily 34% Water Exposed Surfaces 3 Times Daily 50% Source: Urban Emissions Model (URBEMIS2002) version 8.7.0, April 2005. 8. Project developers and the City shall work to promote and encourage future employees and shopper to use ride sharing opportunities and public transit to access the site. 9. To reduce PM10 and PM2.5 emissions, the developer and contractor shall implement the following control measures: • chemically stabilize soil where activity will cease for at least four consecutive days; III -22 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures • pave on-site construction access driveways that extend at least 120 feet from roadway into the construction site and clean driveways and roadways at the end of each working day as needed; • chemically stabilize unpaved roads that carry 20 vehicle trips per day or more; • plant tree windbreaks utilizing non-invasive species on the windward perimeter of construction projects, where feasible; • all construction grading operations and earth moving operations shall cease when winds exceed 25 miles per hour or during first and second stage ozone episodes; • maximum equipment and vehicle speed on unpaved roads shall be less than 15 mph; • water site and equipment morning and evening and during all earth -moving operations; • spread soil binders on site, unpaved roads, and parking areas; and • operate street -sweepers on paved roads adjacent to site. 10. To minimize construction equipment emissions, the developer and contractors shall implement the following: • wash off trucks and vehicles leaving the site; • require trucks to maintain two feet of freeboard; • cover loaded trucks with tarpaulins; • properly tune and maintain construction equipment; • use low sulfur fuel for construction equipment; • all access areas shall remain free of dust; and • the use of low emission building materials such as pre -primed and sanded wood molding, wall boards, and trim products shall be considered; 11. To reduce construction -related traffic congestion, the developer and contractors shall implement the following: • configure construction parking to minimize traffic interference; • provide a flag person to ensure safety at construction sites, as necessary; • schedule operations affecting roadways for off-peak hours, as practical; • use emission control devices on gasoline and diesel powered equipment; • prohibit idling and other unnecessary operation of equipment; and • minimize traffic flow interference by providing advance public notice of rerouting. 12. To minimize operational source emissions, the developer shall: • install low -polluting and high -efficiency appliances; • install energy-efficient parking lot lighting; • landscape with native and other appropriate drought -resistant species to reduce water consumption and to provide passive solar shading. 13. To minimize building energy requirements, the developer shall implement all of the following (also see Mitigation Measure #3, above): III -23 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures • assure the thermal integrity of buildings and reduce the thermal load with automated time clocks or occupant sensors; • use efficient window glazing, wall insulation and ventilation methods; • install Energy Star rated heating and other appliances, such as water heaters, cooking equipment, refrigerators, furnaces and boiler units; • incorporate appropriate passive solar design, including solar heaters, and solar water heaters, to the greatest extent feasible; • use devices that minimize the combustion of fossil fuels; • capture waste heat and re-employ this heat, where feasible. Mitigation, Monitoring and Reporting A. Grading and development permits, as well as required dust control plans, shall be reviewed and conditioned to require the provision of all appropriate methods and technologies to assure the minimal emissions of pollutants from the development, in accordance with existing standards. The City shall review grading and dust control plan applications to ensure conformance with the mitigation measures set forth in the required CEQA documentation and as otherwise conditioned by the City. Responsible Parties: City of La Quinta Public Works and Planning Departments. B. Building and landscape plans shall be reviewed for assurance of optimized energy efficiency and soil stabilization, respectively. California Code of Regulations Title 24 and other applicable energy efficiency codes and regulations shall be appropriately applied. Building Plans shall demonstrate exceedance of Title 24 standards by at least 20%. Responsible Parties: City of La Quinta Public Works and Planning Departments. C. The project developer shall prepare a construction schedule that eliminates the overlap in grading, asphalt paving, and the application of architectural coating in order to reduce emissions of criteria pollutants, especially NOx and ROG. Responsible Parties: Developer, and Public Works Department. D. All grading and building plan submittals shall be accompanied by documentation demonstrating compliance with the mitigation measures above. Responsible Parties: Developer, Contractors, and Public Works Department III -24 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures C. Biological Resources 1. Existing Conditions The City of La Quinta is at the western edge of the Colorado Desert sub -unit of the Sonoran Desert. The Valley floor generally supports sparse vegetation which is limited by heat and aridity. As climate becomes milder with increasing elevation, regional mountain slopes support more vegetation. Canyons and springs support native fan palm communities and a wide variety of other plants and animals. The project site consists of creosote bush scrub which has been disturbed and impacted by surrounding development and off-road use. Sonoran creosote bush scrub is the most common natural community in the Coachella Valley, and is generally found above the shoreline of ancient Lake Cahuilla. Dominant plant species include creosote bush, brittlebush and burrobush. The project site has been significantly impacted by off-road vehicle use, development on lands adjacent on all sides, whether for roadway construction or project -specific development, and some dumping. The site is criss-crossed by trails created by these trespassing uses. Development of the school immediately north of the project site encroached on the property, and resulted in clearing of the northern one-quarter of the site. On the west and south boundaries of the property, roadway encroachment has degraded site conditions, and resulted in areas of no vegetation. The site is in a high wind area, and as a result exhibits small stabilized sand dunes. Most lands north of Avenue 50 in the City and surrounding area are comprised of stabilized, shielded desert sand fields. This habitat consists of windblown sand that is stabilized by vegetation and lacks dune formation. The project site is not located in an area identified as having the potential to harbor sensitive species, as defined in the Biological Resources Element of the General Plan. The project site occurs within the fee mitigation area of the Coachella Valley Multiple Species Habitat Conservation Plan (CVMSHCP). No species of concern are expected to occur on the site. The project site is not within a conservation area in the Plan, and will be subject only to mitigation fees to fully mitigate biological resource impacts. 2. Impacts Thresholds of Significance/Criteria for Determining Significance The following threshold or criteria are derived from Appendix G of CEQA, which is used to determine the level of potential effect. The proposed project would have a significant effect on biological resources if it were to: a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in III -25 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service The development of the proposed project will result in the removal of 25 acres of degraded creosote bush scrub habitat. Common species are likely to be displaced as a result of project development. The project site, however, is isolated, and does not provide connectivity for species, insofar as development occurs on all sides. No significant population of any species is expected to occur on the project site, and as a result, no significant population will be reduced by development of the site. The proposed project site does not include stands of trees or other significant vegetation which could be used by birds for nesting. The site is likely to provide foraging area for birds in the vicinity, and development of the site will reduce this foraging area. Some foraging opportunities will be recreated, and nesting opportunities increased, with the installation of project landscaping, which will allow adapted species of birds to use the project site as both forage and nesting areas. The project site is within the boundary of the Coachella Valley Multiple Species Habitat Conservation Plan (CVMSHCP). The site provides isolated, stabilized sand dunes in its current condition. The project proponent will be required to pay the mitigation fee in place at the time of the issuance of grading permits. This City requirement will assure that impacts to the species are less than significant. Permitting for the CVMSHCP was recently completed. The project site is not identified as a conservation area or linkage area under that Plan, and will be required to pay mitigation fees designed to result in less than significant impacts associated with sensitive biological resources. Because of the degraded nature of the site, the lack of sensitive habitat or species on the project site, and the project's requirement to participate in the CVMSHCP mitigation fee program, overall impacts associated with biological resources are expected to be less than significant. 3. Mitigation Measures None required. III -26 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures D. Cultural Resources Introduction and Background This section of the EIR discusses the existing condition of archaeological, historic and paleontological resources within the project development site, as well as within the project vicinity and regionally. It analyzes the potential impacts to these resources from development of the proposed project, and establishes mitigation measures that are expected to effectively reduce potential impacts. This discussion utilizes information and data from a variety of sources, such as research and analysis conducted for specific projects in the area, as well as regional -scale environmental and planning documents, in order to research and analyze the project and its potential effects.16'17 In addition to these sources, a site-specific Historical/Archaeological Resources Survey Report was prepared for this project by CRM Tech.18 The study is summarized below, and is included in Appendix C of this document. Native American Contact As part of its research for this project, CRM Tech requested a records search from the State of California Native American Heritage Commission sacred lands file. Based on the Commission's recommendation, CRM Tech corresponded in writing with seven representatives of Native American groups to gain their input about potential cultural resource concerns associated with this project. Written responses were received from representatives of two groups: the Morongo Band of Mission Indians and the Cabazon Band of Mission Indians. Each respondent confirmed that the project site is outside their tribe's reservation boundaries. The representative of the Morongo Band indicated that while the Tribe has no specific information regarding cultural resources in the project area, it may fall within what is considered a traditional use area or one with which the Tribe has cultural ties. Both respondents recommended the implementation of mitigation measures to ensure avoidance of impacts to any cultural resources that may be potentially found on-site. To the extent applicable based on the findings of the cultural resources study conducted by CRM Tech, these measures have been incorporated herein and are further discussed under Mitigation Measures, below. 1. Existing Conditions Prehistoric Context in the Coachella Valley The Coachella Valley is considered a historical center for Native American settlement. Surveyors have noted that in the mid -19th century there were large numbers of Indian villages and rancherias. These were occupied by the Cahuilla, a Takic-speaking people who subsisted by hunting and gathering. Generally, anthropologists divide the Cahuilla into three groups, based on 16 "City of La Quinta Comprehensive General Plan," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. 17 "City of La Quinta Master Environmental Assessment," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. 18 "Historical/Archaeological Resources Survey Report, Tentative Parcel Map No. 31876," prepared by CRM Tech, October 11, 2007. III -27 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures their geographic setting: the Pass Cahuilla (San Gorgonio Pass -Palm Springs area); the Mountain Cahuilla (San Jacinto and Santa Rosa Mountains and the Cahuilla Valley); and the Desert Cahuilla (eastern Coachella Valley). No single name served to include all tribal affiliations within the Cahuilla, but rather, membership was considered in terms of clans, or lineages. Each clan or lineage belonged to one of two main divisions, or moieties. Clan members were required to marry into a clan from another moiety. Each clan had its own village, central place or territory, which served for purposes of game hunting, food gathering, or other resource utilization. Clans interacted with one another through intermarriage, trade, and ceremonies. Population estimates for the Cahuilla prior to European contact are very difficult to obtain but are estimated at between 3,600 to 10,000 persons. These populations decreased radically in the 19th century when contact with Europeans resulted in the spread of diseases, particularly smallpox, for which the Native peoples had no immunity. Present-day Native Americans descended from Pass or Desert Cahuilla clans are usually affiliated with one or more of the following Indian reservations in or near the Coachella Valley: Torres Martinez, Augustine, Agua Caliente, Cabazon or Morongo. Historic Context During the period from 1823 to 1825, there were a series of expeditions in search of a route to Yuma. Jose Romero, Jose Maria Estudillo and Romualdo Pacheco were the first noted European explorers to traverse the Coachella Valley. Given the harsh desert environment, however, non - Indian travelers through the valley during the Mexican and early American periods were generally limited to those who used established trails. The Cocomaricopa Trail, the most important of these trails, was an ancient Indian trading route. William David Bradshaw discovered this trail in 1862 and it was thereafter known as the Bradshaw Trail, which followed a similar course to the present day Highway 111 through much of the Coachella Valley. The Bradshaw Trail was the main thoroughfare between southern California from the coast to the Colorado River until the Southern Pacific Railroad was completed in 1876-1877. In the 1870s, the establishment of railroad stations along the Southern Pacific Railroad led to non -Indian settlement in the Coachella Valley. This settlement spread further after public land was opened for claims under the Homestead Act, the Desert Land Act and other federal land laws in the 1880s. With the development of underground water sources, often in the form of artesian wells, farming emerged as the dominant economic activity in the Valley. Only with the completion of the Coachella Canal in the late 1940s however, did farmers in the region have a reliable and adequate water supply. The earliest settlement and land development activities in what is present-day La Quinta did not occur until around the turn of the 20`h century. The La Quinta Hotel was constructed in 1926, and influenced the development of La Quinta as a winter resort that was typical of communities along Highway 111. In the 1930s the cove communities began to subdivide and this new development direction was emphasized with the marketing of "weekend homes." The City of La Quinta, with its incorporation in 1982, became the 19th city in Riverside County. III -28 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Site Specific Archaeological Resources The site and vicinity have been the subject of previous cultural resources surveys. A records search conducted as part of the site-specific cultural resources report showed that within a one - mile radius of the site, over 60 previous studies have been conducted, covering nearly two-thirds of lands within that range. Portions of the site have been covered by at least three previous studies. Although a number of archaeological sites, historic -era structures and isolated artifacts have been recorded in the project vicinity during previous surveys, no cultural resources were recorded on or immediately adjacent to the subject property. Based on a survey of historic maps of the project vicinity, the area shows evidence of human activities as early as the mid -1850s, at which time the first systematic land survey of the Coachella Valley was conducted. The Palma Seca well, also known simply as "Indian Well", and an Indian rancheria, probably the Cahuilla village of Kavinish, were noted in the area to th west of the project site in the 1850s. The Cahuilla village was abandoned by the end of the 19th century, by which time the well had become the only identifiable place name in the vicinity. The surrounding area showed a typical rural southern California settlement pattern for the next several decades, characterized by a network of interconnecting roads with adjacent scattered buildings. The forerunner of today's Washington Street is mapped as a minor foot trail during this period. However, it appears the area remained largely unsettled and undeveloped even as late as the 1950s, and no built -environment features were known to be present in the project area. In addition to the records search and review of historic maps, project archaeologists conducted an intensive field survey in September 2007. The ground surface of the project site was closely examined to detect any evidence of human activities from the prehistoric or historic periods (50 years or older). No buildings, structures, objects, sites, features or artifacts older than 50 years were encountered within the project area during the field survey. Paleontological Resources The Coachella Valley is part of the Salton Trough, which covers a structural depression south to the Gulf of California. The Colorado River Delta forms the southeastern boundary of the Salton Trough, southeast of the City of La Quinta. The Trough was an extension of the Gulf of California during the late Miocene19 and early Pliocene20 eras, and was later occupied by Holocene-age21 Lake Cahuilla, which occurred intermittently from as recently as 400 years ago to as much as 6,000 years ago. At one time, Lake Cahuilla had a shoreline of 42 feet above sea level, which was much higher than the surface water level of the present-day Salton Sea (approximately 227 feet below sea level). Much of the City of La Quinta is underlain by lacustrine (lake) and fluvial (flowing water) sediments associated with ancient Lake Cahuilla, which have a high sensitivity for certain types of paleontological resources. However, the subject site is above the historic shoreline of ancient Lake Cahuilla, and is not located in an area considered to have a high sensitivity for these resources. 19 Miocene era: 23 to 5.3 million years ago. 20 Pliocene era: 5.3 to 1.8 million years ago. 21 Holocene age: modern age, 12,000 years ago to present time III -29 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Site Specific Paleontological Resources The project site is located in the northern area of the City, and, as noted above, is outside the boundary of ancient Lake Cahuilla. Soils in this portion of the City are considered too young to support paleontological resources, and the site is mapped as having Low Sensitivity for paleontological resources.22 2. Impacts The CEQA Guidelines state that the term "historical resources" applies to any archaeological, historic or paleontological resources listed in or determined eligible for listing in the California Register of Historical Resources, included in a local register of historical resources, or determined to be historically significant by the Lead Agency (Title 14 CCR §15064.5(a)(1)-(3)). Public Resources Code Section 5020.1 defines "historical resources" as those including but not limited to an object, building site, area, place, record, or manuscript that is historically or archaeologically significant. A resource may be listed in the California Register if it meets any of the following criteria: (1) Is associated with events that have made a significant contribution to the broad patterns of California's history and cultural heritage. (2) Is associated with the lives of persons important in our past. (3) Embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values. (4) Has yielded, or may be likely to yield, information important in prehistory or history. (PRC §5024.1(c)) Consideration of archaeological resources as historical resources or "unique archaeological resources," is considered warranted if such resources meet criteria listed in Section 21083.2 of the Public Resources Code, for an archaeological artifact, object or site that: (1) Contains information needed to answer important scientific research questions and that there is a demonstrable public interest in that information; (2) Has a special and particular quality such as being the oldest of its type or the best available example of its type; (3) Is directly associated with a scientifically recognized important prehistoric or historic event or person. Thresholds of Significance/Criteria for Determining Significance The following thresholds or criteria are derived from Appendix G of CEQA, which is used to determine the level of potential effect. The proposed project would have a significant effect on cultural resources if it were to: 22 "City of La Quinta Master Environmental Assessment," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. III -30 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project impacts, and Mitigation Measures b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to Section 15065.5; c) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? Impacts to Archaeological/Historic Resources Based on previous cultural resources studies, and the site-specific survey conducted for this project, the site is not known to harbor any archaeological or historic resources. Therefore, the proposed project is not expected to impact any such resources. A records search performed by the Native American Heritage Commission did not indicate the presence of any Native American cultural resources in the project area. Correspondence received from the Morongo Band of Mission Indians and the Cabazon Band of Mission Indians stated that the Project site is located outside the reservation boundaries of these Tribes. For the Morongo Band, the site is within an area that may be considered a traditional use area, or one with which the Tribe has cultural ties. Neither Tribe had specific information regarding cultural resources on the site. The Morongo tribe requested that if Native American cultural resources, other than isolates, are found on the site, or if the site is in a medium to high probability area for those resources, that a cultural resources survey be conducted and archaeological site monitoring occur during site disturbance. As previously noted, a cultural resources survey was conducted for this project and project archaeologists did not detect any archaeological or historic resources during on-site surveys. Other requests from the Morongo tribal representative included the following: 1. Should human remains be found during earthmoving activities, the County coroner should be contacted. 2. Should any Native American cultural resources be uncovered during earthmoving activities, work in the immediate vicinity of the resources should cease and an archaeologist meeting standards set forth by the Secretary of the Interior should be retained to assess the resources. Should the resources uncovered be determined by the archaeologist to be significant and require a treatment plan, the Tribe requests that it be re -contacted to provide further consultation. The Cabazon Band tribal representative recommended that a qualified archaeologist be on-site during ground disturbing activities and grading to avoid impacts to any unknown cultural sites that may occur in the area. Finally, the Agua Caliente Band of Cahuilla Indians, in its response to the Notice of Preparation (please see Appendix A), requested preparation of a cultural resource survey, presence of a qualified monitor during ground disturbance activities, and copies of documentation of the monitoring activity for their records. The Agua Caliente representative also requested that the Coroner be contacted should human remains be found on the site during ground disturbing activities. III -31 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The City of La Quinta, as part of its function as a Certified Local Government, has established procedures for the review of potential impacts to cultural resources. The City's Historic Preservation Commission reviewed the proposed project's cultural resource survey on December 6, 2007, and recommended that the historical/archaeological resources report prepared for bye CRM Tech for the project be accepted, subject to conditions set forth by the Commission.23 These conditions have been incorporated herein as mitigation measures, and are shown below. Impacts to Paleontological Resources As previously noted, the site is located in an area of La Quinta considered to have soils too young to support paleontological resources. Therefore, the project is not expected to result in impacts to paleontological resources. 3. Mitigation Measures As noted above, the project site is not known to harbor any archaeological, historic or paleontological resources. As the project occurs outside areas of potential occurrence for paleontological resources, no mitigation is required for paleontological resources. To ensure that the project will avoid impacts to any previously undetected cultural resources discovered during ground disturbance, the following mitigation measures are recommended. 1. The site shall be monitored during on- and off-site trenching and rough grading by qualified archaeological monitors, including a Native -American. Proof of retention of monitors shall be given to the City prior to issuance of the first earth -moving or clearing permit. The monitor shall be empowered to temporarily halt or divert equipment to allow for City notification and analysis. 2. The final report on the monitoring shall be submitted to the Community Development Department prior to the issuance of a Certificate of Occupancy for the project. 3. Collected archaeological resources shall be properly packaged for long term curation, in polyethylene self -seal bags, vials, or film cans as appropriate, all within acid -free, standard size, comprehensively labeled archive boxes and delivered to the City prior to issuance of first Certificate of Occupancy for the property. Materials shall be accompanied by descriptive catalogue, field notes and records, primary research data, and the original graphics. 4. The conditions of approval recommended by the La Quinta Historic Preservation Commission on December 6, 2007 shall be included in the submitted Phase I historical/archaeological report prior to issuance of the first permit requiring monitoring. 5. If prehistoric or historic resources are discovered during monitoring or the subsequent construction phase, the Community Development Department shall be notified immediately. "Historic Preservation Commission Staff Report on the Historical/Archaeological Resources Survey Report for Tentative Parcel Map 31876," adopted December 6, 2007. III -32 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Mitigation Monitoring and Reporting Program 1. Prior to issuance of the first earth -moving or clearing permit, proof of retention of qualified archaeological monitors shall be given to the City. Responsible Parties: Community Development Director, project archaeologist. 2 Prior to the issuance of a Certificate of Occupancy for the project, the final monitoring report shall be submitted to the Community Development Department. Responsible Parties: Community Development Director, project archaeologist. 3. Prior to issuance of first Certificate of Occupancy for the property, any collected archaeological resources discovered on-site shall be properly packaged and labeled as prescribed in Mitigation Measure No. 3, and delivered to the City. Responsible Parties: Community Development Director, project archaeologist. 4. Prior to issuance of the first permit requiring monitoring, the conditions of approval for the historical/archaeological report shall be included in the submitted report. Responsible Parties: Community Development Director, project archaeologist. 5. The project archaeologist shall notify the City immediately of any resource identified on the site. Responsible Paries: Project archaeologist. III -33 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures E. Geology and Soils Introduction and Background In this section of the EIR, the existing geological setting within the region and the project vicinity are discussed, and the potential constraints, risks and opportunities associated with these existing conditions are assessed. This section considers the proposed project's potential impacts relative to geotechnical issues, and establishes mitigation measures to ensure that impacts are reduced to less than significant levels. A range of data and information, such as regional -scale soils and geological resource documents have been accessed to research and analyze the project and its potential effects. Sources used to prepare the following discussion of geology and soils found on the project site include the following: the Soil Survey of Riverside County, California, Coachella Valley area, and the City of La Quinta General Plan, Master Environmental Assessment and Environmental Impact Report. Finally, a preliminary geotechnical investigation was prepared for the project site and lands surrounding it 24 The findings of that study are incorporated into the discussion below, and the study is provided in its entirety in Appendix D. The issues relevant to the site's soils and geology include the suitability of soils for the type of development proposed, projected levels of seismically -related ground -shaking, and the potential for other hazards such as fault rupture, liquefaction, landslides, subsidence, and wind erosion. 1. Existing Conditions Regional Geologic Setting The City and project area are situated in the Salton Trough, a tectonic depression extending from the San Gorgonio Pass to the Gulf of California. The Salton Trough, the transition zone between the San Andreas Fault system and the East Pacific Rise tectonic spreading center, is a geologically unique and active region. The boundary between the Pacific and North American tectonic plates principally occurs at the San Andreas fault. These two plates are sliding past one another at a rate of about 50mm (approximately 2 inches) per year, and this movement is primarily responsible for the earthquakes that regularly occur in the Southern California region. Project Vicinity Soils and Geologic Units25,26 The subject property is located on the valley floor in the northwestern portion of the City of La Quinta, north of the La Quinta Cove and northeast of the Santa Rosa Mountains. It is underlain by soils of the Quaternary Alluvium (Qal) geologic unit, which are generally distributed at the mouths of drainages emanating from the Santa Rosa Mountains and the Coral Reef Mountains to the south. The primary engineering concern associated with this unit is hydro -consolidation, or soil collapse when irrigation water is introduced. This is due to the rapid rate at which these 24 "Geotechnical Investigation Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street..." prepared by Sladden Engineering, February 2004. 25 "City of La Quinta General Plan Environmental Impact Report," prepared by Terra Nova Planning and Research, Inc, July 2001. 26 "Soil Survey of Riverside County, California, Coachella Valley Area, Sheet No. 11, La Quinta Quadrangle," prepared by U.S.D.A. Soil Conservation Service, 1980. I11-34 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures soils may have been deposited, without being saturated. Proper site preparation and specialized grading techniques must be employed to minimize potential soil constraints. As classified in the Soil Survey of Riverside County, soil types occurring on the subject property are classified as Myoma fine sand. The two Myoma soils on-site are MaB, which generally predominates in the northern half of the site, and MaD soils, which occur in the southeastern and south central portion. These soil types are described below. MaB - Myoma fine sand This soil type occurs on slopes of 0 to 5 percent on alluvial fans at the point of convergence with finer textured flood plain and basin soils. This soil is nearly level to gently sloping and is characterized by very slow runoff, with a slight erosion hazard and a very high soil blowing hazard. This soil is severely restricted for shallow excavation, and slightly restricted with regards to construction of dwellings without basements. It is slightly restricted for small commercial building construction and for local roads and street application. MaD — Myoma fine sand The MaD soil type occurs on slopes of 5 to 15 percent on moderately sloping to rolling soil of dunes and alluvial fans. Runoff is very slow, erosion hazard is slight, and hazard of soil blowing is high. This soil type is severely restricted for shallow excavation, moderately restricted for dwellings without basements, severely restricted for construction of small commercial buildings, and moderately restricted for roads and streets. Both MaB and MaD soils are highly permeable, have a relatively high pH, and pose a high risk of corrosion for uncoated steel. The risk of corrosion of concrete is low. There is a low shrink - swell potential. These soil types are also moderately restrictive for installation of septic tank and absorption fields. Geologic and Soil Hazards The following discussion considers the potential hazards associated with the soil types and geology found on-site and in the project vicinity. Active Faults The San Andreas fault is a complex strike -slip system27 along which occur approximately 70 percent of earthquakes in Southern California. The rest of the movement is accommodated along other northwest -trending faults west of the San Andreas fault, as well as the Eastern Mojave Shear Zone, a series of faults east of the San Andreas fault. The latter were responsible for the 1992 Landers earthquake. The San Andreas fault is comprised of three segments in southern California. These are the Mojave Desert, San Bernardino Mountains, and the Coachella Valley. The Coachella Valley segment, also known as the Mission Creek fault, is the segment closest to the City of La Quinta, approximately 3 miles to the northeast. Based on paleoseismic studies, a rupture along this segment is thought to have occurred as recently as 300 years ago. It is considered to have a 27 A boundary along which two tectonic plates slide past each other. III -35 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures moderate (approximately 22 percent to 28 percent) probability of generating a magnitude 7.0 earthquake before 2024. The City is located approximately 10 miles northeast of the San Jacinto Fault zone, which consists of a series of closely -spaced faults comprising the margin of the San Jacinto Mountains. This fault zone trends southeasterly towards Brawley from its intersection with the San Andreas fault in San Bernardino. Although considered to have a high level of seismic activity historically, it has typically not produced earthquakes of great magnitude. It ruptured most recently in 1987 and is considered capable of generating earthquakes of magnitude 6.5 to 7.5. Seismic Activity and Ground-shaking�8 The project is not located within an Alquist-Priolo Earthquake Fault zone, nor are there any mapped active or potentially active faults traversing the subject property. Therefore, the site is not considered subject to risk of surface rupture. However, the subject property is located approximately 4 miles southwest of the San Andreas fault. Therefore, ground shaking during an earthquake is the most significant seismic hazard that could impact the project site. The Maximum Probable Earthquake (MPE)29 for the City and the project site is a magnitude 7.2 earthquake generated by the San Jacinto Fault or the Coachella Valley segment of the San Andreas fault. The Maximum Credible Earthquake (MCE)30 represents a worst-case scenario. For the City and the project planning area, should the entire southern San Andreas fault rupture in a single earthquake, the MCE is estimated at a magnitude of 8.0. The project site is located in an area mapped as having a soft soil profile, with a shear wave velocity of less than 600 feet per second. Liquefaction3 Liquefaction may occur when loose, saturated, sandy soils are subjected to strong ground shaking. Shallow groundwater is a contributing factor to this hazard. The project site is mapped as having liquefaction hazard potential due to the presence of young sediments. However, in general, groundwater in this area is more than 30 feet below the surface, and the potential for liquefaction on the project site is considered to be limited. Seismically -Induced Settlement32 Soil compaction or densification as a result of strong ground shaking can cause local differential settlement and foundation or structural damage. This is particularly true in areas along valley margins where bedrock and looser soils converge, but areas where soils are comprised of loose sediments, including windblown or recently deposited alluvial sands, are also vulnerable. The project site is located within a geologic unit (Qal) that is considered to have a risk of collapse 28 "City of La Quinta General Plan Environmental Impact Report," prepared by Terra Nova Planning and Research, Inc, July 2001. 29 Maximum Probable Earthquake (MPE) is the largest earthquake a fault is predicted to be capable of generating within a specific time period. 30 Maximum Credible Earthquake (MCE) is the largest earthquake a fault is considered capable of generating. 31 "City of La Quinta General Plan Environmental Impact Report," prepared by Terra Nova Planning and Research, Inc, July 2001. 32 Ibid. III -36 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures when irrigated, and is therefore subject to seismically -induced settlement. Proper soil over excavation and compaction are necessary to reduce this risk. Seismically -Induced Slope Instability33 The site is not located in proximity to any slopes, and is outside an area considered susceptible to seismically -induced rockfall. Wind Erosion34 The project site is located in an area mapped as having a very severe wind erosion hazard, where soils are exposed to erosive wind and may also show distinct evidence of wind accumulation. Areas within this hazard zone also contain soils that have been identified as being extremely erodible. 2. Impacts Thresholds of Significance/Criteria for Determining Significance The following thresholds or criteria are those derived from Appendix G of CEQA and the City of La Quinta Initial Study Form. In order to adequately address the geological impacts that may arise from the development of the proposed project, and to suggest appropriate mitigation measures, the following factors should be considered. Would the project: a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: ii) Strong seismic ground shaking. iii) Seismic -related ground failure, including liquefaction. b) Result in substantial soil erosion or the loss of topsoil. Seismic Hazard Mapping Act The Seismic Hazards Mapping Act (SHMA, Public Resources Code Section 26951, as amended) was enacted by the State of California in 1990. It is intended to protect the health and safety of the public from seismically induced ground failure, including ground shaking, liquefaction, and slope stability. The California Division of Mines and Geology has responsibility for implementing the Act and providing local governments with maps that identify areas susceptible to such hazards. The Act requires the preparation of a geotechnical study for specific development projects unless the lead agency determines that "public safety is adequately protected and no mitigation is required." (Section 3725). The analysis presented herein is based on the geotechnical conditions known to be present in the project vicinity as analyzed in the technical background study 33 Ibid. 34 Ibid. III -37 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures prepared the City General Plan, Master Environmental Assessment and Environmental Impact report by Earth Consultants International.35 Mitigation discussed below is based on this analysis. Project Impacts The proposed project will result in construction of one and two-story commercial buildings with a maximum height of 35 feet. The project site and the City are located in a seismically active area and are therefore subject to strong ground shaking during an earthquake. Through the City's review process, the project will be subject to measures set forth in the most recent Uniform Building Code, which has been adopted by the City and provides stringent building code requirements for seismically active areas. The site is not considered vulnerable to ground rupture since no mapped active or potentially active faults cross the site. Soils on-site are considered subject to differential settlement that may occur as a result of seismic ground shaking or when the site is irrigated. These impacts may be addressed through the implementation of proper construction techniques, including over excavation and soil compaction, further discussed under Mitigation Measures, below. Although the area is mapped within an area that is considered to have some potential for liquefaction, based on the geotechnical mapping of the area, groundwater depths are generally below 30 feet and therefore risk of liquefaction is considered less than significant. The site is not considered susceptible to rockfall or landslides since the terrain is relatively flat and gently sloping with fine, sandy soils. The geotechnical investigation found that the soils on the site are not expansive. The property is located in an area subject to high winds and soils on-site are considered highly erodible. Although surrounding development provides some stabilization and buffering, development of the site will nonetheless result in disturbance of surface soils, which is likely to aggravate the potential for wind erosion. As discussed in Section III -B, Air Quality, the project applicant shall be required to submit a dust control plan prior to issuance of building permits. 3. Mitigation Measures The City requires the preparation of site-specific and project -specific geotechnical analyses with the submittal of grading and building plans for individual projects. The proposed project will be subject to this requirement. In order to assure that the analysis in this geotechnical study addresses the specific issues identified above, the following mitigation measures will be implemented. 1. All structural design shall be in accordance with the most recent edition of the Uniform Building Code, including California amendments and the seismic design parameters of the Structural Engineer's Association of California. 2. During site grading, all existing vegetation and debris shall be removed from areas that are to receive compacted fill. Any trees to be removed shall have a minimum of 95% of the root 35 "Seismic, Geologic and Flooding Hazards Sections of the Technical Background Report for the Safety Element for the City of La Quinta," prepared by Earth Consultants International, August 2000. III -38 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures systems extracted. Man-made objects shall be over excavated and exported from the site. Removal of unsuitable materials may require excavation to depths ranging from 2 to 4 feet or more below the existing site grade. 3. All fill soil, whether excavated on-site or imported, shall be approved by the project soils engineer prior to placement as compaction fill. All fill soil shall be free from vegetation, organic material, cobbles and boulders greater than 6 inches in diameter, and other debris. Approved soil shall be placed in horizontal lifts of appropriate thickness as prescribed by the soils engineer and watered or aerated as necessary to obtain near -optimum moisture content. 4. Fill materials shall be completely and uniformly compacted to not less than 90% of the laboratory maximum density as determined by ASTM test method D-1557-78. The soils engineer shall observe the placement of fill and take sufficient tests to verify the moisture content, uniformity, and degree of compaction obtained. In-place soil density should be determined by the sand -cone method, in accordance with ASTM Test Method D-1556-64 (74), or equivalent test method acceptable as approved by the City Building and Safety Department. 5. Finish cut slopes generally shall not be inclined steeper than 2:1 (horizontal to vertical). All cut slopes must be inspected during grading to provide additional recommendations for safe construction. 6. Finish fill slopes shall not be included steeper than 2:1 (horizontal to vertical). Fill slope surfaces shall be compacted to 90% of the laboratory maximum density by either over -filling and cutting back to expose a compacted core or by approved mechanical methods. 7. Retaining walls shall be constructed to adopted building code standards and inspected by the City building inspector. An adequate sub -drain system shall be constructed behind and at the base of all retaining walls to allow for adequate drainage and to prevent excessive hydrostatic pressure. 8. For the support of one and two-story structures, foundations systems that utilize continuous footings or isolated pad footings shall be used. 9. Positive site drainage shall be established during finish grading. Finish lot grading shall include a minimum positive gradient of 2% away from structures for a minimum distance of three (3) feet and a minimum gradient of 1% to the street or other approved drainage course. 10. Utility trench excavations in slope areas or within the zone of influence of structures shall be properly backfilled in accordance with the following: a) Pipes shall be bedded with a minimum of 6 inches of pea gravel or approved granular soil. Similar material shall be used to provide a cover of at least 1 foot over the pipe. This backfill shall then be uniformly compacted by mechanical means or jetted to a firm and unyielding condition. III -39 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures b) Remaining backfill may be fine-grained soil. It shall be placed in lifts not exceeding 6 inches in thickness or as determined appropriate, watered or aerated to near optimum moisture content, and mechanically compacted to a minimum of 90% of the laboratory maximum density. c) Pipes in trenches within 5 feet of the top of slopes or on the face of slopes shall be bedded and backfilled with pea gravel or approved granular soils as described above. The remainder of the trench backfill shall comprise typical on-site fill soil mechanically compacted as described in item 12.b. With the implementation of these mitigation measures, potential impacts associated with geologic hazards or on-site soils are reduced to less than significant levels. Mitigation Monitoring/Reporting Program 1. During project site preparation, the City Engineer and Building Department staff shall conduct site inspections to ensure compliance with applicable City ordinances and conditions of approval, as well as the erosion control mitigation measures set forth in this EIR. Responsible Parties: City Engineer, Building Department, developer, grading contractor. 2. Subsequent to preparation of final development plans and specifications, but prior to grading and construction, the foundation plans shall be reviewed by the City Engineer and/or a City - approved geotechnical consultant to verify compatibility with site geotechnical conditions and conformance with recommendations set forth in this EIR. Responsible Party: City Engineer. 3. As determined appropriate by the City Engineer, rough grading of the project site shall be performed under geological and engineering observation of the City Engineer and/or a City - approved geological consultant. Rough grading includes, but is not limited to, grading of over excavation cuts, fill placement, and excavation of temporary and permanent cut slopes. Responsible Party: City Engineer. 4. As determined appropriate by the City Engineer, the City Engineer and/or a City -approved geological consultant shall perform the following observations during site grading and construction of foundations to verify or modify, if necessary, mitigation measures set forth in this EIR or conditions of approval as set forth by the City. 1. Observation of all grading operations. 2. Geologic observation of all cut slopes. 3. Observation of all key cuts and fill benching. 4. Observation of all retaining wall back cuts, during and following completion of excavation. 5. Observation of all surface and subsurface drainage systems. - 6. Observation of backfill wedges and sub drains for retaining walls. 7. Observations of pre -moistening of sub grade soils and placement of sand cushion and vapor barrier beneath the slab. III -40 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 8. Observation of all foundation excavations for the structure or retaining walls prior to placing forms and reinforcing steel. 9. Observation of compaction of all utility trench backfill. Responsible Party: City Engineer. III -41 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures F. Hazards and Hazardous Materials Introduction and Background This section of the EIR focuses on existing and potential impacts associated with the transport, storage and handling of hazardous materials, as well as the potential hazards associated with the proposed project. Sources of information used in this section include the La Quinta General Plan, the General Plan EIR, and state and federal databases dedicated to the inventory of hazardous waste sites. 1. Existing Conditions Regulatory Environment The regulation of hazardous materials as the project site is under the supervision of the Southern California Hazardous Waste Management Authority (SCHWMA), a joint powers authority consisting of the Southern California Association of Governments (SCAG) member counties. SCAG is currently updating its Regional Comprehensive Plan (RCP), which addresses a number of areas of resource management. The RCP will include an overview of current solid and hazardous waste management planning process in Southern California, and will discuss potential strategies and actions for improving the SCAG region's solid and hazardous waste management system. The County of Riverside takes direct responsibility for the management, treatment and disposal of hazardous waste in La Quinta. A hazardous materials spill in the area of the proposed project would be cleaned up by the Riverside County Fire Department, which has hazardous waste teams available to respond to the project site and the City of La Quinta. The Fire Department also has responsibility for fighting wild land fires in the mountains surrounding La Quinta, and has agreements with other agencies, including the US Forest Service, for assistance with such events. Existing Site Conditions The proposed project site is currently vacant. No previous development is known to have occurred on the project site, and although some illegal dumping has occurred on the site, that has been typically of household goods and similar domestic waste. The site does not appear on state databases of contaminated sites, nor is it expected to contain hazardous materials. The proposed project is located immediately south of an existing Middle School, operated by the Desert Sands Unified School District. The project site is in the center of the Valley floor, and is not near any wild lands or mountain slopes which could generate a wild land fire. III -42 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2. Impacts Thresholds of Significance/Criteria For Determining Significance Thresholds of Significance for hazards and hazardous materials are those contained in Appendix G of the Environmental Checklist Form of the CEQA Guidelines,. In order to adequately address the hazards and hazardous materials related impacts that may arise from the development of the proposed project, the impacts would be determined significant if the project would: a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials. b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment. c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school. g) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan. Routine Transport. Use, or Disposal of Hazardous Materials Although a supermarket, drugstore, medical office and rehabilitation facility uses have been identified for the proposed project site, not all potential users are known at this time. The typical retail outlet, including the supermarket and drugstore, will not transport, use or dispose of significant amounts of hazardous materials. It can be expected that these uses will store small quantities of cleaning supplies, to be used in routine maintenance. Other materials, such as automobile oils and chemicals, pool cleaning chemicals, and similar materials may be sold in small quantities within the retail component of the proposed project. The Riverside County Department of Environmental Health and the Fire Department have regulations in place, and a responsibility to monitor, for commercial use and sale of such materials. These regulations are designed to assure that impacts associated with the transport, use and disposal of hazardous materials have a less than significant impact on the local environment. Similarly, the medical offices and rehabilitation facility on the eastern half of the site will be required to properly dispose of any hazardous or biological waste generated within that portion of the project. Generally, such users contract with properly licensed disposal firms for regularly scheduled pick up of the waste materials. The Riverside County Department of Environmental Health has responsibility for the monitoring of such uses, to assure that impacts are kept at less than significant levels. The proposed project will generate a small risk of upset associated with the potential for accidents involving trucks transporting chemicals, pool supplies or cleaning products to the site for use and sale. This hazard, however, is no more at the project site than at any other commercial site in the City. The Fire Department has response protocols in place, including the dispatching of a hazardous materials management team, should such an event occur. These protocols, combined with the small scale of materials expected to be needed at the project site, III -43 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures assure that the potential for accidental conditions to impact the vicinity will be less than significant. The proposed project is located adjacent to an existing school. However, as stated above, the proposed project is not expected to use, store or transport significant amounts of chemicals, cleaners or other materials. In addition, the Desert Sands Unified School District has protocols at each of its facilities for emergency situations of all types. These protocols are designed to assure that impacts to school children and staff are less than significant in an emergency situation. These protocols, combined with the small amounts of materials expected to be located at the project site, assure that the potential impacts to the adjacent school will be less than significant. No hazardous emissions, or acutely hazardous materials, gases, toxins, or other dangerous substances or industrial wastes are expected to be generated by the proposed project. There are no airports or airstrips located in the immediate vicinity of the project site. The Bermuda Dunes Airport is located two miles north of the site, and the flight patterns for that private airport do not impact the project site. Emergency Response and Evacuation The City's Emergency Plan identifies the responsibilities of various agencies and levels of government, as well as the responsibilities of private, and other non-governmental organizations in the event of a natural or man-made disaster. Natural disasters may include earthquakes and other geologic hazards, as well as floods and fires. The proposed project is located on two major arterial roadways of regional significance. In addition, the closest fire station to the site is located less than one mile east of the project site on Fred Waring Drive. In an emergency, it can be expected that both Fred Waring Drive and Washington Street would be required for response and/or evacuation routes. The Traffic Impact Analysis prepared for the proposed project indicates that with or without the proposed project, a number of surrounding intersections would not operate at acceptable levels of service in either the opening year of the project, or the long term (2020). As a result, emergency response and implementation of emergency evacuation plans could be significantly impacted. It is expected that the proposed project could be accessed by fire personnel, due to the close proximity of the proposed project to an existing fire station located less than on mile to the east on Fred Waring Drive. In an emergency at the project site, therefore, fire response would be expected to be timely and accessible. Emergency response or evacuation on surrounding project roadways, and to other parts of the City, however, could be impeded by the high volumes of traffic on both Fred Waring and Washington. The analysis in the Transportation and Traffic section of this EIR further demonstrates that the impacts to the regional circulation system cannot be reduced to less than significant levels, and remain significant and unavoidable. The impacts to the implementation of emergency response and evacuation plans could therefore also be significant and unavoidable. Please see Section III.L., below, for a further discussion of emergency access impacts. III -44 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 3. Mitigation Measures As discussed above, impacts associated with the transport, use, disposal or upset of hazardous materials associated with the proposed project are expected to be less than significant. Impacts associated with the unacceptable levels of service in general on area intersections are detailed in section III.L, Transportation and Traffic. III -45 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures G. Hydrology and Water Quality Introduction and Background This section of the EIR describes the existing hydrological and water quality conditions at the project site, the vicinity, and regionally, and analyzes the potential constraints, risks, and opportunities associated with these existing conditions. It assesses the potential impacts of the proposed project relative to hydrological issues and water quality concerns. A wide range of data and information, including regional and site specific hydrological and water quality resources have been used in researching and analyzing the project and its potential effects. These are further discussed under Existing Conditions, below. 1. Existing Conditions36'37 Regional Conditions The project site is located in the central portion of the Coachella Valley, a low and dry desert valley basin surrounded by mountains, which effectively cut off moist and cool air from the coast, and create a subtropical desert climate. During summer months, temperatures are frequently above 110°F, whereas winter temperatures occasionally drop below freezing. The region is part of the Colorado River Watershed and drains into the Salton Trough, a terminal lake located southeast of the Coachella Valley. This arid desert climate yields an average annual rainfall between 4 and 6 inches. Occasionally excessive rainfall will trigger flash flood conditions. Historically flooding events have played a key role in shaping the valley's topography and hydrology. Flash floods in the Valley generally result from one of the following storm conditions; winter storms with high-intensity rainfall in combination with rapidly melting snow, tropical storms out of the Southern Pacific Ocean, or summer thunderstorms. The Army Corps of Engineers uses two benchmark storm events that occurred in 1939 and 1979 to gauge the potential for future flooding. The 1939 storm event occurred in the fall, originated off the west coast of Mexico, and generated 6.45 inches of rain in a 6 -hour period. The 1979 storm event was due to the Tropical storm Kathleen, which impacted the area from September 9th through the 11th and generated 6.81 inches of rain in the low-lying areas of the valley, and as much as 14 inches in the surrounding mountains. Regional Water Supply and Demand The Coachella Valley has an extensive groundwater supply, and as such groundwater is the principal water source in the region. The Whitewater River subbasin contains approximately 28.8 million acre-feet of water within the first 1,000 feet below the surface.38 Demand for domestic water, however, cannot be met by groundwater alone. Other water supply sources include natural 36 Ibid. 37 "City of La Quinta Master Environmental Assessment," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. 38 "Engineer's Report of Water Supply and Replenishment Assessment 2001/2002," Water Resources Branch, Engineering Department, Coachella Valley Water District, April 2001. III -46 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures recharge from precipitation and mountain runoff, water imported from the Colorado River, and recycled water from wastewater treatment plants. Groundwater overdraft became a serious issue due to rapid depletion of groundwater reserves during the twentieth century. In 1936 the water demand was approximately 96,300 acre-feet per year. By 1999 approximately 668,900 acre-feet per year were required to meet the water needs of the Coachella Valley.39 That is more that a 600% increase in water demand in 63 years and has lead to groundwater depletion. Overdraft can result in significant adverse social, economic, and environmental impacts, including increased potential for land subsidence, and increased infrastructure and energy costs associated with drilling deeper wells and installing larger pumps. To combat these negative effects associated with overdraft, a groundwater replenishing program was initiated by CVWD and the Desert Water Agency. Groundwater Replenishment Since 1973 more than 1.5 million acre-feet of Colorado River water has been used to replenish the Whitewater River subbasin. This is achieved by conveying water to percolation ponds and associated spreading facilities located in the northern portion of the City of Palm Springs, where water accumulates and slowly percolates into the ground and recharges the subbasin. This type of groundwater replenishment program is one way to lessen the impact from withdrawal of water from subbasins, and to ensure that the Valley's groundwater supply is not depleted. CVWD has also started a similar program in the southern portion of the Valley, in the Martinez Canyon area, southeast of the City. Water Services Currently, the site is vacant and there are no potable water services available on the subject property; however CVWD provides potable water to the project vicinity and will service the subject site. CVWD uses wells to extract groundwater from the Whitewater River subbasin and currently operates more than 100 wells, and 75 enclosed reservoirs for water storage. In 2005 the district provided 40.3 billion gallons of water to 240,573 residents. 40 Water Quality Groundwater quality is dependent on a number of factors, including the water source, type of water -bearing materials in which it occurs, hydrologic factors such as groundwater recharge, and the quality of well maintenance. Water quality in the Coachella Valley is generally considered good to excellent. 39 Table 3-1, "Coachella Valley Water Management Plan," Coachella Valley Water District, November 2000. 40 http://www.cvwd.org/about/waterandcv.php accessed on March 13, 2008. III -47 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Total Dissolved Solids Data collected by the California Department of Water Resources indicate that the quantity of total dissolved solids (TDS) in regional groundwater has increased markedly since the 1930's. In 1930 TDS concentrations in Coachella Valley groundwater were typically less than 250 mg/L.41 In the upper aquifer zone, TDS concentrations currently average about 540 mg/L. Therefore TDS concentrations have more than doubled since the 1930's. These higher TDS concentrations are typically detected within the valley margins and adjacent to major faults, including the San Andreas and Garnet Hill Faults. Importing Colorado River and using it to recharge groundwater water has affected water quality in the region. Water from the Colorado River Aqueduct contains relatively high TDS concentrations. In 1999 imported water at Avenue 52 contained approximately 674 mg/L. Nitrates Nitrate levels have also continued to increase over the last several decades. Nitrate concentrations during the 1930's were typically less than 4 mg/L in Coachella Valley groundwater.42 In the 1970's wells adjacent to the Whitewater River showed nitrate levels that were more than 45 mg/L. High nitrate levels have been linked to the application of fertilizers, which are heavily used on agricultural lands and golf courses. Other sources of nitrates have been associated with the long-term discharge of effluent from wastewater treatment plants and on -lot septic tanks. Salts Salt levels have risen drastically since the 1930's. CVWD reports that in 1936 the annual salt influx to Coachella Valley groundwater was about 12,000 tons. By 1999 approximately 265,000 tons per year of salt were estimated to have impacted groundwater supplies. Salt is typically added through natural and artificial recharge, wastewater percolation, the application of fertilizers, and the Salton Sea's intrusion into the groundwater basin 43 To manage the salt intrusion problem, agricultural drains have been installed in the eastern Coachella Valley. These drains capture much of the salt generated by agricultural runoff, which limits the amount of salt that enters the groundwater basin. Despite the utilization of these agricultural salt catchments, salt concentrations remain high, largely due to the continued use of imported Colorado River water, and declining water table levels, which provide opportunities for Salton Sea intrusion. Water Quality Regulation Federal and state laws have been adopted to protect water quality and assure adequate planning, implementation, management and enforcement of water quality control efforts. The Clean Water Act and the National Environmental Policy Act (NEPA) are two examples of federal water quality legislation that has been adopted to regulate and manage water quality on a national level. On a the state level, California has established water quality statutes and administrative laws 41 "Coachella Valley Water Management Plan and State Water Project Entitlement Transfer," Coachella Valley Water District, Adopted October 2002; and associated Final EIR (SCH#s: 20000031027 & 1999041032). 42 Ibid. 43 Ibid. III -48 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures such as the California Water Code, CEQA, and California Code of Regulations. In addition, the Health and Safety Code, Fish and Game Code, and Public Resources Code also serve to protect water quality within the state of California. The California Regional Water Quality Control Board (WCQB) implements federal and state laws pertaining to water quality. In the Coachella Valley the WQCB is primarily concerned with proper management of agricultural drainages, geothermal power impacts, the New River, Salton Sea, Whitewater River, and other sources of surface water. There are a variety of other locations in the Whitewater River subbasin that are monitored by the WQCB. These include areas where inappropriate disposal of hazardous and toxic materials have threatened to contaminate groundwater such as leaking fuel storage tanks, illegal discharges or human or animal waste, and the dumping of waste oils and other hazardous liquids. In order to limit such materials from impacting the water supply in the Valley, local jurisdictions have required the use of National Pollutant Discharge Elimination Systems (NPDES). National Pollutant Discharge Elimination System (NPDES) The federal Clean Water Act and was adopted in 1990 and sets forth regulation that requires jurisdiction to conform with the NPDES. This law holds that plans and programs for stormwater management must be developed, adopted and implemented to assure that municipalities "effectively prohibit non -storm water discharge into the storm drain and require controls to reduce the discharge of pollutants from storm water systems to waters of the United States to the Maximum Extent Possible." Water Resources and Climate Change A potential concern for the future is that increased levels of carbon dioxide (CO2) and other green house gases in the atmosphere have triggered climatic changes. Although the outcome of these climatic changes remains uncertain, there is a general consensus that recent and historical trends indicate that climate change is occurring and proper management and planning that anticipate potential shifts in the climate is needed. A primary concern in dealing with climate change is adequately predicting future hydrological and water resource conditions so that appropriate management techniques can be established. The most agreed upon effect is that temperatures are rising and this increase in temperature has the potential to cause a shift in the hydrological cycle. While predicted patterns vary with latitude and global location, roughly 3/ of analyzed climate change models agree that within the western United States there will be a 10 to 40 percent decrease in stream flows by 2050.' This may be due to a decrease in precipitation levels, which has been evident in drought conditions suffered by the southwest in recent years, as well as an increase in evaporation, which is temperature dependant and increases as temperatures climb. It has been predicted that a change in the global average surface temperature of 2° C would be at the low end of the possible range.45 According to the Institute for the Study of Planet Earth at the University of Arizona, it is estimated that a 44 "Global Pattern of Trends in Stream Flow and Water Availability in a Changing Climate," by P.C.D. Milly et al., Nature Letter 2005. 45 "Working Group III contribution to the Intergovernmental Panel on Climate Change Fourth Assessment Report," Climate Change 2007: Mitigation of Climate Change. III -49 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2°C increase in temperature corresponds to a 9 to 21 percent decrease in stream flow on the Colorado River.` Although there is a general consensus that global warming is causing average temperatures to rise, there is much debate over how global warming will affect precipitation levels.47 Historic precipitation figures collected by NOAA from 1950 through 2003 indicate an average increase of precipitation levels by 20% in the southwest region of the United States.48 However it is unclear if this trend will continue. One scenario suggests that if this trend does continue, then the increased precipitation level will be offset by an increase in evaporation and transpiration49 rates such that the net effect would be an overall decrease in stream flow by 8 to 20%.50 Other models suggest that precipitation levels will decline. An article published in the Journal of Climate Change in 2004 suggests that the Colorado River area will experience a 6% decline in annual precipitation by the end of the 2P1 century.51 This corresponds to an 18% reduction in stream flow in that same period, and a 40% decrease in the basin's water storage. Climate change models predict conflicting scenarios in regard to future precipitation levels. Despite these differences many models agree that a shift in the seasonality of precipitation will occur. A potential impact of a warming climate is a shift in precipitation type and time. Namely with warmer conditions, precipitation will fall as rain rather than snow, and where snow does accumulate it will melt earlier in the season. This will result in an increase of winter runoff, a decrease of spring runoff,52 and an earlier peak snowmelt runoff time.53 Local Conditions The Coachella Valley Water District (CVWD) is responsible for the management of regional drainage for much of the Coachella Valley and is responsible for flood planning and construction of drainage facilities including the Coachella Valley Stormwater Channel located approximately one mile south of the project site, and the La Quinta Evacuation Channel and Bear Creek Channel, which are located a few miles south of the project. The Coachella Valley Stormwater Channel flows in a southeast direction to the Salton Sea. The Stormwater Channel functions as the Coachella Valley's main drainage feature, and was channelized and reinforced in order to prevent the river from overflowing. The City of La Quinta has developed standards for assuring that impacts from hydrology and water quality are minimized. The City requires that new development construct on-site retention 46 "Climate Change in the Colorado River Basin and CAP: a model study," prepared by the Institute for the Study of Planet Earth at The University of Arizona July 18, 2000. 47 "Colorado River Basin Climate, Climate Change in the Colorado River Basin," written by Gregg Garfin PhD, Program Manager, Climate Assessment for the Southwest, University of Arizona. 48 Ibid. 49 Water uptaken through a plant's root system and released as water vapor through stomata. 50 "Climate Change in the Colorado River Basin and CAP: a model study," prepared by the Institute for the Study of Planet Earth at The University of Arizona July 18, 2000. 51 "The Effects of Climate Change on the Hydrology and Water Resources of the Colorado River Basin," by Niklas S. Christensen et al., Climate Change, 2004. 52 "Climate Change in the Colorado River Basin and CAP: a model study," prepared by the Institute for the Study of Planet Earth at The University of Arizona July 18, 2000. 53 "River Basin Water Management: Evaluating and Adjusting to Hydroclimatic Variability," The National Research Council, February 2007. III -50 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures basins that are capable of managing 100 -year storm flows. La Quinta also participates in the National Pollution Discharge Elimination System (NPDES) by requiring stormwater management plans and programs that reduce discharge of pollutants into storm waters and other surface waters. The project site has a natural topographic fall to the northeast and stormwater runoff generally sheet flows offsite at the current time. Development of the site will result in the construction of commercial and office buildings, a rehabilitation facility of 25 beds, parking lots, sidewalks, and other impervious surfaces, which will increase stormwater runoff originating from the subject property, as compared to the existing condition. 2. Project Impacts Thresholds of Significance/Criteria For Determining Significance Standards and criteria have been drawn from a variety of sources, including Appendix G: Environmental Checklist Form of the CEQA Guidelines, the La Quinta General Plan and Environmental Impact Report. In order to adequately address the hydrological and water quality impacts that may arise from the development of the proposed project and to suggest appropriate mitigation measures, if needed, the following factors should be considered. a) Violate any water quality standards or waste water discharge requirements. b) Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted). c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, in a manner, which would result in flooding on- or off-site. d) Substantially alter the existing drainage pattern of the state or area, including through the alteration of the course of a stream or river, or substantially increase the rate of surface runoff in a manner, which would result in flooding on- or off-site. Hydrology, Drainage, and Retention54 In order to determine potential impacts from peak flows that may occur on-site, a preliminary hydrology report was prepared for the subject property. According to the preliminary hydrological investigation, the project site is within a FEMA mapped flood zone C, which is defined as those areas outside the boundaries of the 100 -year and 500 -year flood plains. Zone C FEMA designated areas are generally considered to be safe from flooding. 54 "Preliminary Hydrology Report for Property Located in a Portion of Section 18, T5S., R7E., SBM, La Quinta, California." prepared by MSA Consulting, Inc., October 5, 2006. III -51 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The onsite retention/detention system was designed to provide for onsite retention and thereby eliminate the potential for increased offsite discharges resulting from the project's development. The 100 -year 24-hour unit hydrographs used to model the developed condition were analyzed to determine the volume of on-site storage required to retain 100% of the storm flows discharged as a result of on-site development. The 100 -year 24-hour unit hydrographs were chosen for analysis purposes because they generate the maximum volume of storm flow for basin storage analysis purposes. The Hydrology Report includes a Synthetic Unit Hydrograph analysis that yielded a 3 -hour, 6 - hour, and 24-hour effective rainfall for the project site. The corresponding total adjusted rainfall for the project site was determined to be 2.0, 2.5, and 4.1 inches respectively. Therefore, in a 24- hour period the entire site has the potential to generate a total runoff of 8.18 acre-feet. Regulations have been established that require retention of 100 percent of the water that may accumulate onsite as a result of the 100 -year storm. This will be accomplished through the use of both above ground retention basins, and onsite underground storage systems. As proposed, this system is capable of managing peak flows from the 100 -year storm event. Stormwater runoff generated by onsite flows will be directed to drains that are strategically placed throughout the parking lot. Drains will convey water to both the on-site retention basins and the underground storage basins (two are proposed: one in the western portion of the site, and one in the eastern portion of the site), where flows will then be percolated into the ground. The retention basins are further designed to connect to the underground storage facilities, to allow the above ground basins to drain to underground facilities as well. Water Quality and Supply As stated previously, the proposed project will be required to implement NPDES standards during construction and operation of the proposed project. These standards require that projects intercept pollutants in surface waters on each project site, and convey them to on site cleaning facilities, so that regional surface waters are not polluted. The City will require construction and operational Best Management Practices be established for the project through the preparation of a Storm Water Pollution Prevention Program (SWPPP), which will be approved by the City prior to the issuance of grading permits. These standards will assure that impacts associated with surface water quality are less than significant. The project will consist of retail, office and resident rehabilitation facility land uses. None of these uses are expected to generate discharges into groundwater supplies. The project will connect to the existing sanitary sewer system maintained and operated by the CVWD, which is required to maintain strict water quality standards for all its facilities. Discharge into the system by users at the project site are expected to be standard domestic wastes, and will not include any industrial discharges. Development of the subject property will result in approximately 104,000 square feet of commercial development, 130,450 square feet of medical space, and 218,007 square feet of open space, including retention basins and landscaping. The project will also result in nearly 60% of the 25 -acre lot in use for parking, driveways, and associated impervious features. Based on calculations for water consumption for interior and landscaping areas onsite, at build out the III -52 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures project will use approximately 102.5 acre feet of water per year, or 8.54 acre-feet per month (See Table III -7 below). To meet this need, water will come from the Valley's groundwater supply as well as from imported Colorado River water. Table III -7 Water Consumption for Villa Capri Land Use Type Medical Total Square Feet Total Acres Consumption Factor (ac-ft/ac/yr) 631,546 14.49 4.58 Water Consumption (acre- feet/year) 66.40 Retail 520,613 11.95 3.02 36.10 Total Water Consumption 102.50 Consumption Factor Source: "Water System Backup Facilities Charge Study," prepared by the Coachella Valley Water District, July 2006. As previously noted, currently the site is vacant and therefore does not utilize any water. Thus the project will result in increased water demand within the City of La Quinta. However the propose water demand is not expected to have a significant impact on the region's water supply. To accommodate for increased water demand, CVWD requires that one well site be established for each 30 acre development. The project is less than 30 acres and will not be require to obtain a well site since CVWD anticipates that existing and planned water extraction is sufficient to meet the water demand that will be generated by this project. In order to limit water demand for this development, a number of water conservation techniques are included in the design. One strategy includes the use of xeriscape landscaping, which requires the use of water efficient desert plants, boulders, and other landscaping features that require no water. In addition landscaped areas where vegetation is planned will incorporate drought tolerant plants that require very little water. Finally, water conserving appliances will be incorporated into all buildings, and will include low flush toilets, water efficient faucets, dishwashers, and other appliances consistent with the City's water efficiency requirements. Another potential way to reduce potable water consumption would be through utilizing recycled water. Although this is not currently an option for the site, it may become feasible in the future. Based on the total water consumption of 102.5 acre-feet of water per year, as shown in Table III - 7, and the built in design parameter that reduce onsite water consumption, development of the proposed project is expected to have a less than significant impact on the water quality and water supply in the Coachella Valley. III -53 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 3. Mitigation Measures The hydrology analyses conducted for on-site flows, as well as considerations of site grading, ground water depth and other constraints has served as the basis for the design of the retention/detention system. The design parameters and City standards include requirements which assure that impacts remain less than significant. No mitigation measures are required. III -54 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures H. Noise Introduction and Background Assessment of the noise environment in the project area included the preparation of a noise study.55 The study examines the existing noise environment and projects the future noise impacts associated with build out of the proposed project. This analysis included characterization of the current noise environment in the area, and impacts associated with noise resulting from the proposed project, both on and off site. This noise analysis is included in its entirety in Appendix E of this document. 1. Existing Conditions Noise is simply defined as unwanted sound. Excessive noise affects physical health, psychological well-being, social cohesion, property values and economic productivity. The effects of noise on people include such subjective effects as annoyance and nuisance; interference with activities such as conversation and sleep; and psychological and physiological effects ranging from startle to hearing loss. Noise generators include components of urbanization such as construction equipment and activities, motor vehicles, air and rail traffic, mechanical equipment, household appliances and other sources. Noise Rating System Noise rating systems are utilized to evaluate community noise. Noise is most commonly measured with the A -weighted decibel (dBA), which is defined as a measurement of the noise energy received while monitoring a noise source. A normal conversation at 5 feet typically measures 55 dBA. The quiet rustling of leaves, which is barely audible, typically registers at 10 dBA, while the sound of a jet aircraft taking off 200 feet away registers at approximately 125 dBA. A number of noise rating scales are used in California to evaluate land use compatibility. The equivalent sound, or Leq scale, represents the average constant noise level over a given period of time, and is the basis for the Ldn and CNEL scales. The Ldn value represents a summation of hourly Leq's over a period of 24 hours, and includes a weighting factor, or penalty, for noise occurring in the nighttime period between 10:00 p.m. and 7:00 a.m. The Community Noise Equivalent Level (CNEL) represents a 24-hour average noise level, which includes a 5 dBA penalty for noises occurring during the evening time period (from 7 p.m. to 10 p.m.) and a 10 dBA penalty for noises occurring during the nighttime period (from 10 p.m. to 7.p.m.). These additions are made during these time periods because during the evening and night hours there is a decrease in the overall amount and loudness of noise generated, when compared to daytime hours, resulting in an increased sensitivity to sounds. For this reason sounds seem louder during these periods of lower ambient noise and are weighed accordingly. During these evening and night hours, the maximum tolerable overall noise levels should be 5 to 10 dBA lower, and the CNEL number is weighted to assure this bias. 55 "Noise Impact Analysis Tentative Parcel Map 35088," prepared by LSA, October 2008. III -55 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Primary Sources of Noise The primary sources of noise in the project area include vehicular traffic on major arterials. Noise is also related to mechanical equipment, such as air conditioning and heating units associated with the school to the north, and residences to the east. Motor Vehicle Noise The principal noise generator in the City is vehicular traffic, which includes automobiles, trucks, buses, and motorcycles. The level of noise produced by vehicles generally varies in relation to the volume of traffic, the percentage of trucks, and average speed. In the vicinity of the proposed project, traffic on Fred Waring Drive and Washington Street is the primary source of noise. The noise analysis considered existing traffic volumes, as detailed in the project's Traffic Impact Analysis, and determined the existing noise levels (unmitigated) in the vicinity of the project site, as shown in Table III -8. As shown in the Table, noise levels on area roadways are currently elevated. III -56 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -8 Existing Noise Levels on Surrounding Roadways Noise Standards and Regulations The Federal Highway Program Manual Vol. 7, Ch. 7, Section 3, 1982 provides a land use compatibility chart for community noise. According to this chart, "normally acceptable" noise limits are 50 to 60 db for residential land uses (single and multi family dwellings, group quarters, and mobile homes), and 50 to 65 db for commercial land uses. Noise levels up to 70 db are considered "conditionally acceptable" for residential, transient lodging, schools, libraries and commercial uses. However, noise exposure up to only 65 db is considered "conditionally acceptable" for recreational uses. III -57 Distance from centerline to: CNEL 50' from centerline of outermost lane Roadway Segment ADT 70 CNEL 65 CNEL 60 CNEL Washington north of Hovlev 44,000 134 281 602 73.3 Wahington between Hovley and Avenue of the States 45,600 137 288 616 73.5 Washington between Avenue of the States and Mountain View 50,000 146 306 655 73.9 Washington between Mountain View and Calle las Brisas 47,500 141 296 633 73.6 Washington between Calle las Brisas and Fred Waring 48,300 142 299 640 73.7 Washington between Fred Waring and Miles 45,600 137 288 616 73.5 Washington between Miles and Highway 111 44,000 134 281 602 73.3 Washington south of Highway 111 51,900 149 313 672 74.0 Fred Waring west of Warner Trail 31,300 91 191 409 71.5 Fred Waring between Warner Trail and Washington 32,400 93 195 418 71.6 Fred Waring between Washington and Rome 28,500 86 180 384 71.1 Fred Waring between Rome and Adams 27,200 84 174 372 70.9 Fred Waring east of Adams 26,800 83 172 369 70.8 Hovley west of Washington 26,500 82 171 366 70.8 Hovley east of Washington 20,400 70 144 308 69.6 Miles west of Washington 8,200 < 50 81 169 65.7 Miles east of Washington 13,900 57 113 239 68.0 Highway 111 west of Washington 47,600 141 296 634 73.6 Highway 111 east of Washington 42,200 131 274 585 73.1 Adams north of Fred Waring 6,800 < 50 58 124 65.2 Adams south of Fred Waring 13,000 < 50 108 228 67.7 Noise Standards and Regulations The Federal Highway Program Manual Vol. 7, Ch. 7, Section 3, 1982 provides a land use compatibility chart for community noise. According to this chart, "normally acceptable" noise limits are 50 to 60 db for residential land uses (single and multi family dwellings, group quarters, and mobile homes), and 50 to 65 db for commercial land uses. Noise levels up to 70 db are considered "conditionally acceptable" for residential, transient lodging, schools, libraries and commercial uses. However, noise exposure up to only 65 db is considered "conditionally acceptable" for recreational uses. III -57 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The California Department of Health Services has developed guidelines for establishing compatible land uses and limiting human exposure to noise. 6 This particular state guideline recommends that "normally acceptable" noise limit is 60 db for residential land uses (including single-family dwellings, duplexes, and mobile homes) and 65 db for multifamily residential dwellings and transient lodging. Noise levels up to 70 db are "normally acceptable" for commercial land uses. Noise levels up to 70 db are considered "conditionally acceptable" for residential, lodging, schools, libraries, churches and hospitals. Maximum noise level standards and recommendations have also been established by other agencies, including the U.S. Department of Housing and Urban Development and U.S. Environmental Protection Agency (EPA). The California Administrative Code implements noise insulation standards for new multifamily structures within the 60 CNEL contour adjacent to roads, railroads, airports, industrial areas, and rapid transit lines. Acoustic analysis is mandatory to demonstrate that these multifamily units are designed to limit interior noise levels, with doors and windows closed, to 45 CNEL in any habitable room. The City's General Plan has established a noise level of 65 dBA CNEL as acceptable for sensitive receptors in outdoor areas, and 45 dBA CNEL for indoor areas. For commercial land uses, the General Plan identifies a noise level of 75 dBA CNEL as acceptable in outdoor areas. The City also regulates noise under Section 9.100.210 of its Municipal Code. Under this Section, the majority of the proposed project must not exceed 75 dBA between 7.00 a.m. and 10.00 p.m., and 65 dBA between 10.00 p.m. and 7.00 a.m.. The rehabilitation facility may not exceed noise levels of 60 dBA between 7.00 a.m. and 10.00 p.m., and 50 dBA between 10.00 p.m. and 7.00 a.m.. It is important to note that these noise levels are operational, and that the Municipal Code exempts construction noise from these standards. Construction activity is regulated by Section 6.08.050 of the Municipal Code, which limits hours of operation for construction activities to Monday through Saturday, and prohibits construction activities on Sunday. The permitted construction hours are 7.00 a.m. to 5.30 p.m. between October 1 and April 30, and 6.00 a.m. to 7.00 p.m. between May 1 and September 30, Monday through Friday. On Saturdays, construction hours are limited to 8.00 a.m. to 5.00 p.m. at any time of the year. Sensitive Land Uses in the Project Area The City classifies sensitive receptors as residences, schools, hospitals, and similar uses which are most impacted by increases in noise levels. In the vicinity of the proposed project, single family residences occur to the occur about 150 feet to the west and 100 to 200 feet to the east; single family residences also occur about 200 feet to the south; a church occurs approximately 400 feet to the southwest; and a middle school occurs 200 feet to the north of the project site. 56 California Department of Health Services, "Guidelines for the Preparation and Content of the Noise Element in the General Plan," 1990. 111-58 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2. Impacts Thresholds of Significance/Criteria For Determining Significance Standards and criteria have been drawn from Appendix G, Environmental Checklist Form of the CEQA Guidelines. In order to adequately address the impacts that may arise from the development of the proposed project, the following factors should be considered. a) Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? Increases in noise levels are considered significant if they increase the ambient noise level by 3 dBA, as that increase is noticeable to the human ear. The analysis in the noise study, therefore, considers the noise level increases generated by the proposed project, and whether these increases are 3 dBA or more (potentially significant), or less than 3 dBA (less than significant). Construction Impacts The construction of the proposed project will result in elevated noise levels on the site for a period of 6 to 9 months. Construction noise constitutes a short-term impact on adjacent land uses. Typical construction equipment includes graders, backhoes, front-end loaders, haul trucks, water trucks, pavers, cement trucks, etc. Significant noise impacts could result from construction activities such as the operation of heavy construction equipment, that can generate noise levels ranging from 75 dBA to 99 dBA when measured at 50 feet from the noise source. The noise study estimated that the worst-case noise level generated by combinations of construction equipment would be 91 dBA at a distance of 50 feet. Construction noise lessens with distance, with an approximate 6 dBA reduction in noise levels with each doubling of distance from the noise source. The closest residences are located about 100 feet from the project site, to the east. Construction activities on the project site would result in short term noise levels of 85 dBA at these residences. Noise levels at the middle school to the north, and the residences to the south would be expected to be approximately 79 dBA. Finally, noise levels at the church building could reach 73 dBA. All these impacts will be temporary and sporadic, and will not result in violation of the City's noise ordinance requirements, which exempts construction noise during prescribed hours. The impacts would be potentially annoying to nearby sensitive receptors, however, and could be considered potentially significant. Mitigation measures are provided below to reduce these impacts to less than significant levels. Construction activities would also generate noise from construction workers' daily trips to and from the site, and the transport of equipment to and from the site. The noise levels from these vehicles may reach a range of 81 to 87 dBA as they pass at a distance of 50 feet. However, compared to the noise generated by the existing levels of traffic on area roadways, these trips will not represent a significant increase in the noise environment. III -59 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Operational Impacts During the life of the project, the primary noise generator resulting from the proposed project will be traffic noise. The trips generated by the project were added to the existing trips on area roadways, to determine what increases in noise levels, if any, would be caused by the proposed project's trips generation under existing conditions. These are depicted in Table III -9, below. Table III -9 Existing Plus Proiect Noise Levels on Surrounding Roadways III -60 Distance from centerline to: CNEL 50' from centerline of outermost lane Increase CNEL 50' from centerline of outermost lane Roadway Segment ADT 70 CNEL 65 CNEL 60 CNEL Washington north of Hovley 45,500 137 288 615 73.4 0.1 Wahington between Hovley and Avenue of the States 47,900 142 297 637 73.7 0.2 Washington between Avenue of the States and Mountain View 52,500 150 316 677 74.1 0.2 Washington between Mountain View and Calle las Brisas 49,500 145 304 651 73.8 0.2 Washington between Calle las Brisas and Fred Waring 50,000 146 306 655 73.9 0.2 Washington between Fred Waring and Miles 47,800 142 297 636 73.7 0.2 Washington between Miles and Highway 111 43,300 133 278 596 73.2 0.1 Washington south of Highway 111 52,800 151 317 679 74.1 0.1 Fred Waring west of Warner Trail 32,000 92 194 415 71.6 0.1 Fred Waring between Warner Trail and Washington 33,600 95 200 428 71.8 0.2 Fred Waring between Washington and Rome 30,700 90 188 403 71.4 0.3 Fred Waring between Rome and Adams 29,500 88 184 39 71.2 0.3 Fred Waring east of Adams 28.300 86 179 382 71.0 0.2 Hovley west of Washington 26,900 83 173 370 70.8 0.0 Hovley east of Washington 20,800 71 146 312 69.7 0.1 Miles west of Washington 8,500 < 50 83 173 65.8 0.1 Miles east of Washington 14,300 57 115 243 68.1 0.1 Highway 111 west of Washington 47,700 98 211 454 73.7 0.1 Highway 111 east of Washington 42,600 91 195 421 73.2 0.1 Adams north of Fred Waring 6,900 < 50 58 125 65.3 0.1 Adams south of Fred Waring 13,600 56 111 235 67.9 0.2 III -60 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The Table above demonstrates that with current conditions and the proposed project, noise levels would increase from 0.0 to 0.3 dBA, a level not perceptible to the human ear. Further, the analysis shows that within 50 feet of the outermost lane on Washington and Fred Waring, closest to the project, the noise level will be less than 75 dBA CNEL. The shops closest to Washington Street will be approximately 100 feet from the centerline of the roadway, and would have noise levels of up to 73 dBA CNEL. The shops closest to Fred Waring will be a distance of at least 168 feet from the roadway centerline, and would experience noise levels of up to 66 dBA CNEL. The offices located on Fred Waring will be at least 155 feet from the roadway centerline, and would have noise levels of up to 67 dBA CNEL. The City's standard for commercial land uses is that the exterior noise level cannot exceed 75 dBA CNEL. At the acute care rehabilitation facility, which is considered a sensitive receptor, noise levels will be below the 65 dBA CNEL General Plan requirement, because of the distance from Fred Waring Drive, and the intervening buildings. Impacts associated with this facility will be less than significant. As a result of the analysis, it can be concluded that the impacts to the noise environment from the proposed project would be less than significant; and that the noise levels on the project site would be lower than the City's standard, and therefore also less than significant under current conditions. The noise study also predicted what the noise levels would be in 2010 and 2020 with and without the proposed project. Tables III -10 and III -11 depict the impact of the proposed project on the noise environment in those years. III -61 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -10 Year 2010 Background Plus Project Noise Levels on Surrounding Roadways III -62 Distance from centerline to: CNEL 50' from centerline of outermost lane Increase CNEL 50' from centerline of outermost lane Roadway Segment ADT 70 CNEL 65 CNEL 60 CNEL Washington north of Hovley 50,800 147 309 662 73.9 0.1 Wahington between Hovley and Avenue of the States 54,800 154 325 696 74.2 0.1 Washington between Avenue of the States and Mountain View 59,400 162 343 735 74.6 0.2 Washington between Mountain View and Calle las Brisas 56,400 157 331 710 74.4 0.2 Washington between Calle las Brisas and Fred Waring 57,000 158 333 715 74.4 0.1 Washington between Fred Waring and Miles 58,500 161 339 727 74.5 0.1 Washington between Miles and Highway 111 52,800 151 317 679 74.1 0.1 Washington south of Highway 111 58,900 161 341 731 74.6 0.1 Fred Waring west of Warner Trail 38,400 104 218 468 72.4 0.1 Fred Waring between Warner Trail and Washington 39,900 106 224 480 72.5 0.1 Fred Waring between Washington and Rome 32,000 92 194 415 71.6 0.3 Fred Waring between Rome and Adams 31,000 91 190 406 71.4 0.3 Fred Waring east of Adams 30,700 90 188 403 71.4 0.2 Hovley west of Washington 29,000 87 182 388 71.2 0.1 Hovley east of Washington 21,300 72 148 317 69.8 0.1 Miles west of Washington 12,400 < 50 105 221 67.5 0.1 Miles east of Washington 17,900 65 133 282 69.1 0.1 Highway 111 west of Washington 53,200 105 227 488 74.1 0.0 Highway 111 east of Washington 50,200 101 218 469 73.9 0.0 Adams north of Fred Waring 7,100 < 50 59 128 65.4 0.1 Adams south of Fred Waring 15,000 59 118 251 68.3 0.2 III -62 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -11 Year 2020 Background Plus Project Noise Levels on Surrounding Roadw As these two tables show, in the long term, the proposed project will not significantly impact the noise environment, and the noise levels on the site at the project's office or retail shops will be less than 75 dBA. The noise levels at the acute care rehabilitation facility will be below the 65 dBA CNEL standard established for sensitive receptors. Impacts associated with noise levels from vehicle trips will therefore be less than significant. III -63 Distance from centerline to: CNEL 50' from centerline of outermost lane Increase CNEL 50' from centerline of outermost lane Roadway Segment ADT 70 CNEL 65 CNEL 60 CNEL Washington north of Hovley 55,000 155 326 698 74.3 0.2 Wahington between Hovley and Avenue of the States 59,500 162 343 736 74.6 0.2 Washington between Avenue of the States and Mountain View 64,500 171 362 776 75.0 0.2 Washington between Mountain View and Calle las Brisas 61,300 165 350 750 74.7 0.1 Washington between Calle las Brisas and Fred Waring 62,000 167 352 756 74.8 0.1 Washington between Fred Waring and Miles 69,000 178 378 812 75.2 0.1 Washington between Miles and Highway 111 66,200 174 368 790 75.1 0.1 Washington south of Highway 111 66,300 174 368 791 75.1 0.1 Fred Waring west of Warner Trail 58,500 136 288 619 74.2 0.0 Fred Waring between Warner Trail and Washington 58,600 136 289 620 74.2 0.1 Fred Waring between Washington and Rome 35,500 99 207 444 72.0 0.2 Fred Waring between Rome and Adams 34,200 96 202 433 71.9 0.3 Fred Waring east of Adams 33,800 96 201 430 71.8 0.2 Hovley west of Washington 31,400 91 191 _ 409 71.5 0.1 Hovley east of Washington 22,900 _ 75 155 331 70.1 0.0 Miles west of Washington 13,600 56 111 235 67.9 0.1 Miles east of Washington 19,000 67 138 293 69.3 0.1 Highway 111 west of Washington 61,400 116 249 537 74.8 0.0 Highway 111 east of Washington 61,500 116 250 537 74.8 0.1 Adams north of Fred Waring 7,600 < 50 62 133 65.7 0.1 Adams south of Fred Waring 16,000 61 123 262 68.6 0.2 As these two tables show, in the long term, the proposed project will not significantly impact the noise environment, and the noise levels on the site at the project's office or retail shops will be less than 75 dBA. The noise levels at the acute care rehabilitation facility will be below the 65 dBA CNEL standard established for sensitive receptors. Impacts associated with noise levels from vehicle trips will therefore be less than significant. III -63 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Stationary Noise Sources The build out of the proposed project will also include noise sources on site. These will consist of air conditioning and heating equipment, parking lot activity, compactors and loading and unloading activities. It was estimated in the noise study that the proposed project would have roof -mounted equipment for purposes of heating and air conditioning (HVAC). The analysis estimated that HVAC equipment would generate a noise level of 95 dBA Lmax. The noise sensitive uses closest to the project buildings, the residences located to the east, will be approximately 200 feet from the nearest project building. At this distance, the HVAC equipment would be expected to generate a noise level of 41 dBA Lmax, well below the City's standards. On the project site, the rehabilitation facility will be located approximately 40 feet from the closest adjacent building, and will not include outside areas which might be impacted by stationary sources of noise. Since the facility is intended to house patients requiring acute care, outside activity is not expected, and interior noise levels will be maintained at the City's 45 dBA CNEL standard. Loading and unloading facilities will be located on the north side of the project site, associated with the retail portion of the project. Loading was also predicted to occur at the entrances of the office buildings. A delivery truck is expected to generate a noise level of 75 dBA Lmax at a distance of 50 feet. The nearest residence to the office buildings will be located at least 250 feet easterly of the closest building entrance on the project site. The noise level at the closest residence would be expected to be 56 dBA Lmax at the closest residence. For residences to the south, the closest office building will be located at 300 feet away, and the closest retail store will be 250 feet away. These residences would experience noise levels of 56 dBA Lmax at the closest point to the proposed project. The traffic noise from Fred Waring Drive would likely mask the delivery noise, and would not be distinguishable. To the west of the project site, the closest residence is location 200 fee from the retail stores within the project. The noise level from delivery activities would be 56 dBA Lmax at the closest residence. As with the residences to the south of the project, delivery activity would likely be undistinguishable from the traffic noise occurring on Washington Street. The delivery area on the north side of the retail commercial component of the project, is located approximately 250 feet from the closest playground on the middle school property. The noise level from delivery activities would be expected to be 61 dBA Lmax at this distance. As demonstrated in the summary above, the noise study concluded that the noise levels generated by loading/delivery activities on the project site would be below the City's standard for short term noise impacts (80 dBA Lmax during the day time, and 70 dBA Lmax during the night time hours), and would therefore have a less than significant impact on the surrounding sensitive receptors. Parking lot activity (the start up of vehicles, the closing of car doors and trucks, etc.) generates a noise level of 65 to 75 dBA Lmax at a distance of 50 feet. At the closest residence, 200 feet to the east, the noise level from parking lot activity would be 63 dBA Lmax. The residences to the south III -64 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures and west, and the middle school, are all located at a greater distance, and would experience lower noise levels. This noise level is well below the City's standard, and would therefore result in a less than significant impact for surrounding sensitive receptors. The retail anchor on the north side of the site is expected to generate noise from trash compacting in an outdoor location. Trash compactors generate a noise level of 70 dBA Lmax ata distance of 6 feet. The compactors will be located approximately 200 feet from the nearest playground at the middle school At this distance, the compactors would be expected to generate a noise level of 40 dBA Lmax. This is well below the City's standard, and impacts would be expected to be less than significant. 3. Mitigation Measures In order to assure that impacts to nearby sensitive receptors during construction are reduced to less than significant levels, the following mitigation measures shall be implemented. 1. The project contractors shall equip all construction equipment, fixed or mobile, with properly operating and maintained mufflers consistent with the manufacturer's standards. 2. The project contractor shall place all stationary construction equipment so that emitted noise is directed away from sensitive receptors. 3. The project contractor shall located equipment staging in areas that will create the greatest distance between construction -related noise sources and sensitive receptors. 4. All construction activities shall be limited to those hours prescribed in the Municipal Code, with the exception of emergencies. Mitigation Monitoring/Reporting Program 1. Ensure functional mufflers on all construction equipment. Responsible Parties: Developer, General Contractor, Building Department. 2. Ensure stationary equipment staging occurs in areas furthest away from sensitive receptors. Responsible Parties: Developer, General Contractor, Building Department. 3. Ensure that designated truck/construction equipment routes are being utilized. Responsible Parties: General and Grading Contractors, Building Department. 4. Ensure construction equipment operates during the hours set in the Noise Ordinance, except in emergencies. Responsible Parties: General Contractors, Building Department. III -65 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures I. Population and Housing Introduction and Background This section of the EIR addresses issues associated with the potential for population growth associated with implementation of the proposed project. The primary source of data for this section of the EIR is the General Plan EIR. 1. Existing Conditions The Department of Finance estimates that the population of the City of La Quinta in 2007 was 41,092, an increase of 73 percent over the 2000 population of 23,694. The City clearly experienced a significant rate of growth in the first half of this decade. The Department of Finance further estimates that the average household size in La Quinta is approximately 2.9 persons per household. There was an increase in households in the City from about 8,462 in 2000 to 14,170 in 2007, or an increase of over 800 households annually for the seven year period. Although growth has slowed in La Quinta in the last year, as it has throughout the Coachella Valley, it can be expected that growth in the City will continue, and that additional households will be formed in the City in the future. In general, it is estimated that every two new jobs results in the creation of a new household. This estimate assumes that some persons in an existing City household are unemployed and would be able to find work in a newly created employment center, while others would move to the area to secure a job in this same employment center. The project site is currently vacant, and development of the proposed project will neither displace existing residents, nor eliminate existing housing stock. 2. Impacts Thresholds of Significance/Criteria For Determining Significance Standards and criteria have been drawn from Appendix G, Environmental Checklist Form of the CEQA Guidelines. In order to adequately address the impacts that may arise from the development of the proposed project, the following factors should be considered. Does the project: a) Induce substantial population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure). Population Growth The proposed project is estimated to generate a demand for about 400 to 450 jobs at build out. These jobs are expected to be in a variety of sectors, including service, retail and professional categories. Based on the household creation statistic cited above, the proposed project would be expected to generate between 200 and 225 households at build out. The City has been experiencing household growth in excess of 800 households annually for the first seven years of III -66 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures this decade. Although this increase is likely to slow with current economic conditions, the proposed project will serve to accommodate annual population and household growth, but is not likely to generate additional household growth. The City also currently experiences an imbalance in resident jobs when compared to housing. The City has traditionally been a primarily residential community, where residents looked outside the City's boundaries for employment. The proposed project may result in improved job opportunities for existing City residents, who would seek employment at the proposed project rather than at employment centers located in other cities. The proposed project's anticipated job creation, therefore, is not expected to significantly induce growth in the City or region, but rather is likely to accommodate existing community growth rates, and improve the jobs -housing balance. Impacts associated with population growth are therefore expected to be less than significant. 3. Mitigation Measures As described above, the proposed project will have less than significant impacts on growth inducement. No mitigation measures are required. III -67 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures J. Public Service and Utilities Introduction and Background This section of the EIR discusses the existing condition of public services and facilities, utilities and service systems at the project site, as well as within the project vicinity and regionally. It analyzes the potential impacts to these services, facilities, and systems from development of the proposed project, and establishes mitigation measures that are expected to effectively reduce potential impacts. This discussion utilizes information and data from a variety of sources, such as research and analysis conducted for specific projects in the area, as well as regional -scale environmental and planning documents, in order to research and analyze the project and its potential effects.57'58 Service Providers The project site is located within the service boundaries of the following providers: Coachella Valley Water District (CVWD), Imperial Irrigation District (IID), Verizon, the Southern California Gas Company, Burrtec Waste and Recycling, Riverside County Sheriff's Department, Riverside County Fire Department, Riverside County Library System, and the Desert Sands Unified School District. The Coachella Valley and the project vicinity are served by three major medical facilities: Eisenhower Medical Center, Desert Regional Medical Center, and John F. Kennedy Memorial Hospital. The facilities, infrastructure capacity and feasibility of each of these service providers to provide services to the project site are discussed below. In addition to the facilities and service providers listed above, public transportation services to and from the project site are offered through SunLine Transit Agency. SunLine Transit operates daily fixed route bus services throughout the Coachella Valley, including the project vicinity, and offers special services to approved disabled riders. Each of the public facilities is discussed individually below in the format provided throughout this document: current conditions are assessed, project impacts are determined, and mitigation measures are offered if impacts are determined to be significant. Thresholds of Significance/Criteria For Determining Significance Standards and criteria have been drawn from Appendix G Environmental Checklist Form of the CEQA Guidelines. In order to adequately address the impacts that may arise from the development of the proposed project, and to suggest appropriate mitigation measures, the following factors should be considered. a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: 57 "City of La Quinta Comprehensive General Plan," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. 58 "City of La Quinta Master Environmental Assessment," prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. III -68 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures i. Fire protection ii. Police protection iii. Schools iv. Parks v. Other Public Facilities b) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board. c) Require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects. e) Have sufficient water supplies available to serve the project from existing entitlements and resources, or are new or expanded entitlements needed. f) Result in a determination by the wastewater treatment provider that serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments. g) Be served by a landfill with sufficient permitted capacity to accommodate the project's solid waste disposal needs. h) Comply with federal, state, and local statutes and regulations related to solid waste. Fire Protection 1. Existing Conditions Battalion 7 of the Riverside County Fire Department provides fire protection services to the subject property and the vicinity. The Insurance Service Office (ISO) rates the Fire Department as a Class 4.59 The rating scale for the ISO is based on a variety of standards including staffing levels, response time, building code standards, and safety. The scale ranges from 1 through 10, with 1 being the highest rating. Riverside County holds that the fire department should maintain 500 square feet of fire station space for each 1,000 residents. There are three fire stations within La Quinta and in close proximity to the subject site. Response time from the La Quinta Stations to the proposed project site is estimated at 5 to 7 minutes. Station 93 is located at Fred Waring and Adams Street, less than one mile from the proposed project. The station is the newest in La Quinta, and houses one engine. Paramedic fire personnel are available through this station. 59 «Personal Communication with Phil Jones, Inspector for the Fire Protection and Planning Department of the Riverside County Fire Department, March 3, 2008. III -69 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Station 32, located approximately 4 miles south of the project site at 78136 Frances Hack Lane is equipped with one fire engine, one medic engine, and one rescue squad engine. Station 70, located at the corner of 54th Avenue and Madison Street within the city limits, is equipped with one fire engine, one brush engine, and one rescue squad engine. There are two paid firefighters and five volunteer firefighters at this station. 2. Impacts Development of the proposed project is expected to put additional demand on fire protection services, although these are not expected to be significant. The new fire station, Station #93, is proximate to the proposed project on Fred Waring Drive. In order for the fire department to meet the demands generated by the project and other projects in the future, additional fire engines, rescue vehicles, firefighters and personnel may be necessary. The County Fire Department and the City of La Quinta work together to assure that there are adequate facilities to meet the needs of La Quinta residents, including the imposition of Development Impact Fees to address future needs for fire stations in the City. The proposed project will be subject to these fees, which will mitigate its impact on fire protection services. The proposed project has the potential to generate an increase in the population. It is estimated that the proposed development will generate between 400 and 450 new jobs, and potentially 200 to 250 new households. The County Fire Department and the City will continue to monitor the population and provide additional fire protection services as needed. 3. Mitigation Measures Development of the subject project will result in a minor increased demand for fire protection services, however this demand is not expected to be significant. No mitigation measures are required. Police Protection6° 1. Existing Conditions The City of La Quinta, contracts for police services with the Riverside County Sheriff s Department. There are two facilities that serve the City's Police Department, located at 51351 Avenida Bermudas in La Quinta, and at 82695 Doctor Carreon Boulevard in the City of Indio. Both hold regular business hours Monday through Friday from 8:00 a.m. until 5:00 p.m. Response times within the City average approximately 5 minutes for highest priority calls. Riverside County has set a standard of one police officer per 1,000 persons. 6o Personal communication with Captain Colleen Walker and Lieutenant Mark Barfknecht, June 12, 2007. III -70 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2. Impacts Development of the proposed project is expected to result in a small increased demand for police protection services on the project site and to a limited extent within the City of La Quinta. The project has the potential to result in an increase to the population since it will generate approximately 400-450 new jobs, which may result in the influx of some new residents to La Quinta. The proposed project, when combined with other projects in the City, will require additional services from the police department, which may include personnel, equipment, and the expansion of facilities. The County Sheriff's Department works together with the City to ensure that adequate police services are available within the City. Specifically, police department review of onsite development standards and design features will assure that the project contains defensible space and provides security to the proposed center. The City will continue to monitor the demand for police protection services and will expand services and facilities as needed. Development of the proposed project will have a less than significant impact on police protection services. 3. Mitigation Measures Development of the subject project will result in a minor increased demand for police protection services, however this demand is not expected to be significant. No mitigation measures are required. Solid Waste Management 1. Existing Conditions Waste disposal services for the subject property are provided by Burrtec Waste and Recycling Services. Currently, Burrtec provides automated trash and recycling services to the residential neighborhoods adjacent to the subject property. Trash is taken to a solid waste transfer station located on Edom Hill, northwest of the site in Cathedral City, where it is loaded into tractor - trailers for hauling to the Lambs Canyon landfill located in Beaumont. Solid waste generated by the proposed project will be similarly disposed of. Burrtec offers trash services for commercial and office buildings up to 6 times per week as needed. As noted above, the project site is within the service area of Lambs Canyon landfill, located at 16411 Lamb Canyon Road in Beaumont, California. The landfill is owned and operated by Riverside County Waste Management Department. Currently (March 2008), this landfill is permitted to receive 3,000 tons of municipal solid waste per day, and as of July 31, 2005 the remaining capacity was 20,908,171 cubic yards6' 61 "Facilities/Site Summary Details (SWIS) for Lambs Canyon Sanitary Landfill (33 -AA -0007)," California Integrated Waste Management Board, www.ciwnth.ca.gov accessed on March 6, 2008. III -71 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Source Reduction and Recycling The Integrated Waste Management Act (AB939) was passed in 1989 and implemented in 1990 with the intent to require every city and county in California to reduce solid waste by 25% by the year 1995 and 50% by 2000. Primarily the reduction has been accomplished through waste management plans that provide recycling services and green waste disposal services. Hazardous Materials and Waste Medical offices, gas stations, dry cleaners, and landscape maintenance are among those businesses that may use hazardous materials or generate hazardous waste. Theses types of hazardous material users generally produce only small amounts of hazardous waste. According to the La Quinta General Plan EIR, the County does not offer disposal services for hazardous materials. However, there are a number of private contractors that will collect, transport, and properly dispose of hazardous materials. Riverside County Environmental Health Department has a list of contractors that will disposal of commercial hazardous waste for a fee. 2. Impacts Development of the subject property will result in commercial, office and rehabilitation facility land uses, which will generate solid waste, green waste, and may generate hazardous waste from medical activities, dry cleaners, landscaping maintenance and similar uses. Based on solid waste generation rates provided by the California Integrated Waste Management Board,62 the proposed development will generate approximately 1,825 pounds of solid waste per day or approximately 300 tons per year. Actual solid waste generation will depend on the type of commercial retail and office businesses that operate within the proposed project. It is expected that the supermarket, and potentially other users within the center, will operate compactors for the baling of cardboard and wood products for recycling purposes. All users within the project will be required to comply with Burrtec's commercial recycling standards. The proposed project's medical office component will generate multiple doctors' offices which will require disposal of medical wastes in small quantities. Similarly, the acute care rehabilitation facility will handle medical waste generated by patients. These uses will be required to dispose of their medical wastes through licensed contractors, and will be regulated by the Riverside County Department of Environmental Health. Their standards impose strict regulations on storage and disposal of medical wastes. These standards assure that the medical uses within the project will not have significant impacts related to hazards and hazardous wastes. The project is not anticipated to produce unusually high quantities of solid waste or hazardous waste. However, the proposed project will result in an increase to the volume of solid waste currently generated within the City of La Quinta, and will contribute solid waste to the Lambs Canyon Landfill. In order to limit the amount of solid waste generated, the project will be required to provide recycling receptacles onsite for all uses within the project. The most effective way to limit the amount of solid waste generated is through source reductions. The City's and 62 From compilation of solid waste generation rates provided by the California Integrated Waste Management Board. Rates used for commercial are from the County of Los Angeles Department of Regional Planning (August 1992), and rates for office are from Santa Barbara County Department of Public Works (May 1997). III -72 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Burrtec's requirements will assure that impacts associated with solid waste are reduced to less than significant levels. 3. Mitigation Measures As described above, the proposed project will be required to comply with City and Burrtec requirements associated with solid waste disposal and recycling. These requirements are designed to assure that impacts are reduced to less than significant levels. No mitigation measures are required. Wastewater Collection and Treatment 1. Existing Conditions The Coachella Valley Water District (CVWD) will provide wastewater services to the project site. The subject property is currently vacant and will require onsite installation of a sewer piping system as well as a connection to the existing sewer system. Currently, there are existing sewer lines installed along Washington Street, Fred Waring, and Palm Royale Drive. There are 2 force mains (18 inch and a 12 inch mains) located within the right-of-way of Washington Street, and a single 12 -inch force main within the right-of-way for Fred Waring Drive. Immediately south of Fred Waring is an existing 8 -inch sewer stub, which may be a reasonable connection point for wastewater. The west side of the right-of-way for Palm Royale contains an 8 -inch sewer line and several manholes. According to CVWD's Urban Water Management Plan (2005), CVWD's Mid -Valley Water Reclamation Plant Number 4 (WRP-4) serves La Quinta and the project site. The plant is located approximately 20 miles southeast of the project site in the community of Thermal. WRP-4 is currently able to process a maximum of 7 million gallons per day (mgd) and is expected to expand its capacity to 9.9 mgd as demand increases.63 In 2005 this plant processed an average of 4.14 million gallons daily.64 2. Impacts The proposed project will result in increased demand on existing wastewater collection and treatment facilities. Development of the proposed project will require the installation of sewer lines onsite that connect to the existing wastewater service system network. Since no current sewer piping exists onsite, internal piping will need to be installed in order to provide wastewater collection services to individual users on-site. The site has a natural slope to the southeast, with the site's low point lying adjacent to the intersection of Palm Royale and Fred Waring Drive. An onsite sewer gravity system consisting of 8 -inch, and 6 -inch v.c.p. pipe will be installed that utilizes the natural grade. A reasonable point of connection is the 8 -inch sewer stub located south of Fred Waring. Alternatively, the site could utilize either of the 2 force mains 63 "Coachella Valley Water District, Final Report, Urban Water Management Plan," published December 2005. 64 "CVWD, mid -valley reclamation plant no. 4 attachment F," April 2005. III -73 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures located within Washington Street as potential connection points. CVWD, in conjunction with project proponents will determine appropriate engineering of the onsite sewer system and facilitate connection to CVWD's existing sewer treatment system.65 As noted above, build out of the project will result in an increased demand on existing wastewater collection and treatment facilities. The increase in demand for wastewater collection and treatment services for the proposed project is not expected to be significant. Additional capacity is available at WRP-4 to serve the site. Sewer system connection fees and associated facility fees shall be collected which will finance wastewater reclamation plant expansions as needed. 3. Mitigation Measures As described above, the proposed project will increase demand on sanitary sewer facilities. This increase is not expected to be significant, however. No mitigation measures are required. Schools 1. Existing Conditions The City of La Quinta is located within the boundaries of both the Coachella Valley Unified School District (CVUSD) and the Desert Sands Unified School District. The proposed project is located within the boundaries of the Desert Sands Unified School District. There are several public and private schools in the vicinity of the project site. The closest existing school to the project site is the Colonel Mitchell Paige Middle School, which is located immediately north of the project site at 43-495 Palm Royale Drive. School Development Fees The State of California passed AB2926 in 1986, which authorized school districts to levy a per square foot fee for new residential, commercial and industrial development. Fees are used to assist in the construction or reconstruction of school facilities. Currently (2008), these fees are $0.42 per square foot of new commercial/industrial development.66 2. Impacts Although the proposed project is expected to result in an increase to the population, since it will provide approximately 400 to 450 new jobs, it is difficult to quantify the number of jobs that will be filled by new residents as opposed to existing residents or residents from nearby cities. Therefore, the student generation that may occur as a result of this project is difficult to quantify. However, due to the small size of the commercial project it is reasonable to expect that student generation impacts to schools as a result of the proposed project will be less than significant. In order to compensate for any potential impacts to schools, the project will be required to pay school fees to the District. 65 Personal communication with Tommy Fowlkes, CVWD Development Services, March 7, 2008. 66 Desert Sands Unified School District Facilities: School Facility Fees," www.dsusd.us, accessed March 6, 2008. III -74 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Estimated School Developer Fees The Desert Sands Unified School District continues to plan for expanded and new school facilities to serve the growing population. Fees collected by the District from developers, facilitate school construction and renovation for local schools. The proposed project will be required to contribute approximately $98,500 in school development fees. These fees are designed to assure that impacts to schools resulting from new development are less than significant. 3. Mitigation Measures As described above, the proposed project will increase demand on school facilities from the new employees likely to live in the City. This increase is not expected to be significant, however. No mitigation measures are required. Libraries 1. Existing Conditions There are several branches of the Riverside County Library System in the project vicinity. The nearest branches to the subject property are the La Quinta Library, located at 78-275 Calle Tampico, the Indio Library, located at 200 Civic Center Mall in Indio, and the Palm Desert branch of the Riverside County Library System, located at 73-300 Fred Waring Drive in Palm Desert. The La Quinta library is 20,000 square feet and contains 63,333 volumes,67 and the Indio library is 20,000 square feet and contains 87,069 volumes. The Palm Desert library is 43,000 square feet and includes two facilities, the public library branch on the Riverside County library system, and the College of the Desert library facility. Both are accessible to the public, and cumulatively they provide over 130,000 volumes.fi8 2. Impacts The County of Riverside seeks to maintain an unadopted standard of 2 volumes and 0.5 square feet of library space per capita.69 At build out the proposed project is expected to result in a population increase which could be as high as 400 to 450 people, if all new jobs created are filled by new residents. Based on this increase, the project will generate a demand for 800 to 900 new books and 200 to 225 square feet of additional library space. The project will pay Development Impact Fees which include Library facilities, and also generate both property tax and sales tax revenues which will in part be collected by the County. These tax revenues will serve to offset costs associated with the minor increased demand for library facilities. Impacts to library facilities are expected to be less than significant. 67 Personal communication with Cindy Delanti, Riverside County Library Deputy Director of Library Services, on March 14, 2008. 68 Personal communication with Jeannie Kays, Palm Desert Library Manager, on March 7, 2008. 69 Personal Communication, Gary Christmas, Riverside County Library System, March 2000. III -75 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures In order to assure that library facilities are able to provide services and resources to all residents, the Riverside County Library system and the City of La Quinta will continue to monitor library use and plan to expand facilities and services as needed. 3. Mitigation Measures As described above, the proposed project will increase demand on library facilities. This increase is not expected to be significant, however. No mitigation measures are required. Medical Facilities 1. Existing Conditions There are a number of large and small medical facilities and clinics within the Coachella Valley and in the vicinity of the project site. Large local and regional facilities include the John F. Kennedy (JFK) Memorial Hospital in Indio, Eisenhower Medical Center (EMC) in Rancho Mirage, and Desert Regional Medical Center in Palm Springs. JFK is located nearest to the subject property, at 47-111 Monroe Street in the City of Indio, approximately 3 miles to the southeast of the proposed site. This facility contains 145 beds, offers a variety of inpatient and outpatient services, and includes a 24-hour emergency room. EMC is located on 130 -acres at 39000 Bob Hope Drive in the City of Rancho Mirage, approximately 7 miles northwest of the project site. The EMC campus houses the Annenberg Center for Health Sciences, the Barbara Sinatra Children's Center, and the Betty Ford Center, and contains a 253 -bed acute care hospital facility. The Desert Regional Medical Center is located at 1150 North Indian Canyon Drive in Palm Springs. It houses 367 beds, a comprehensive cancer center, a women's and infant's center, and an orthopedic institute. There are also a variety of smaller facilities including urgent and immediate care clinics and other medical offices in the region, including a medical office building being constructed at Miles Avenue and Washington Street, south of the project site. 2. Impacts The proposed project is not expected to adversely impact medical facilities in the area. In fact, as proposed the development contains a medical -professional center which will expand potential services for the medical profession. The medical uses are expected to employ approximately 250-300 people and will offer medical services to the City of La Quinta and the vicinity. The larger medical facilities in the Valley plan for regional growth and expand facilities as needed to accommodate the demand for services. The project is not expected to impact or interfere with the ability of the existing medical facilities to provide services. Impacts to medical facilities and services as a result of the proposed project will be less than significant. III -76 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 3. Mitigation Measures As privately operated facilities, local and regional medical care facilities will continue to plan for growth and expand services, therefore no mitigation measures are necessary. Water Services 1. Existing Conditions The Coachella Valley Water District (CVWD) will provide potable water services to the subject property. CVWD has an existing 18 -inch ductile iron pipe (DIP) and an 8 -inch water main within Washington Street right-of-way, and an 8 -inch water main along the north side of Fred Waring. CVWD will not require the project to obtain a well site since the project site is less than 30 acres. There is an existing CVWD well site at the northeast corner of Fred Waring and Palm Royale, east of the subject site. 2. Impacts Potable water services will be provided to the project site via the installation of onsite piping and connection to the existing water supply system. Since the site is currently vacant, onsite, internal piping will need to be installed in order to provide water services to individual users. The internal piping system will need to connect to CVWD's existing water lines. A reasonable point of connection is the 8 -inch water main located within the east side of the right-of-way for Washington Street. Alternatively, tie in points could be established within the right-of-way for Fred Waring. CVWD, in conjunction with project proponents, will determine appropriate engineering for the onsite potable water system and facilitate connection to CVWD's existing water distribution system.70 A water consumption estimate has been prepared in order to project water demand, and to ensure that CVWD has sufficient water supplies to serve the project. Projected water demand for the subject project is estimated at 102.5 acre feet per year, details on this figure can be seen in the Hydrology and Water Quality section of this EIR. Development of the project will put an increased demand on the water supply, but this increased demand is expected to be less than significant. Water used for landscaping and other exterior uses, will be limited to the greatest extent practicable through the use of xeriscape landscaping, and conformance to the City's landscaping ordinance. Water usage and consumption for on-site business will also be reduced to the greatest extent practicable through the use of low flush toilets, and other water conserving technologies. 70 Personal communication with Joe Joslin, CVWD, March 7, 2008. III -77 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 3. Mitigation Measures As described above, the proposed project will increase demand on domestic water and associated facilities. This increase is not expected to be significant, however. No mitigation measures are required. Telephone 1. Existing Conditions Telephone services on the project site will be provided by Verizon California. The Verizon California headquarters is located in Thousands Oaks, and there are local facilities in Palm Springs and Indio. Although there are telephone lines in the vicinity of the subject property, the site is currently vacant and does not contain telephone services. 2. Impacts71 Development of the subject property will create additional demands on the existing infrastructure by adding to Verizon' s costumer base, thereby requiring the expansion of services. In order to provide the site with telephone services, a cable line that connects the subject property to the existing Verizon network will need to be placed. Verizon has indicated that the developer will be required to install a conduit onsite and may need to install a cable line to the perimeter of the site in the event that existing services are greater than 200 feet from the property line. The extension of the cable line and the placement of the conduit onsite will be sufficient to provide the property with telephone service. No additional expansion of Verizon's network is anticipated and no mitigation measures are required. 3. Mitigation Measures Verizon has indicated that they will be able to serve the project site without compromising existing services or requiring substantial expansion of services, therefore impacts are expected to be less than significant and no mitigation measures are required. Electricity 1. Existing Conditions Imperial Irrigation District (IID) provides electricity services to areas in Imperial County and portions of Riverside County including the Coachella Valley, and will provide electricity services to the project site. Although there are electrical services in the project vicinity, the site is currently vacant and is not supplied with electrical services. Development of the project will require an expansion of IID facilities including the need for additional power generation, transmission, substation, and distribution. 71 Personal communication with Bret Plaskey, Verizon Engineer, on March 3, 2008. III -78 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2. Impacts72 Since there are currently no electrical services on-site, they will have to installed and linked to the existing electrical grid. IID requires a line extension along the north side of Fred Waring from existing facilities located east of Palm Royal Drive to Washington Street, and along the east side of Washington Street from Fred Waring towards Darby Road. The construction of this underground distribution system will also require a line extension along the west side of Palm Royal from Fred Waring towards Darby Road in order to connect with existing IID facilities. These extensions will be required of the project proponent during the construction process. The South Coast Air Quality Management District (SCAQMD) estimates that Commercial Centers consume 13.55 kilowatt-hours per square foot per month, whereas medical land uses are expected to consume 12.95 kilowatt-hours per square foot per month.73 Development of the proposed project will result in the consumption of 258,179 kilowatt-hours per month. 3. Mitigation Measures IID has indicated that they will be able to serve the project site with the extension of connections and expansion of services. Impacts are therefore expected to be less than significant and no mitigation measures are required. Natural Gas 1. Existing Conditions74 The Gas Company provides natural gas services to the project vicinity and will serve the project site. Currently, there is an existing 8 -inch steel high pressure main on the east side of Washington Street. The nearest point of connection is located at the corner of Fred Waring and Venice Drive, approximately 0.18 miles east of the site. 2. Impacts The Gas Company will provide gas services to the project site through a series of pipelines of differing sizes and pressure capacities. Since gas services are currently not available within the subject property, gas supply lines will have to be installed in order for gas services to become available within the project. Supply lines are typically 2 to 8 inches with pressure levels ranging from 175 to 400 psi. Implementation of the proposed project is not expected to significantly impact natural gas supplies or the ability of The Gas Company to provide it. The South Coast Air Quality Management District (SCAQMD) estimates that Commercial Centers consume 2.9 cubic feet per square foot per month, whereas medical uses are expected to 72 Personal communication with Guillermo Barraza, Senior Distribution Planner with IID, on March 3, 2008. 73 "CEQA Air Quality Handbook," Table A9 -11-A, prepared by South Coast Air Quality Management District, April 1993. 74 Personal Communication with Graciela Frazier, Planning Associate for Southern California Gas Company, on March 6, 2008. III -79 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures consume 2.0 cubic feet per square foot per month.75 Development of the proposed project will result in the consumption of 562,418.8 cubic feet of natural gas per month. 3. Mitigation Measures The Gas Company has indicated that they will be able to serve the project site with line extensions and no expansion of other facilities. Impacts are therefore expected to be less than significant and no mitigation measures are required. Cable Services76 1. Existing Conditions Currently, there are no cable services on-site, but Time Warner Cable operates and maintains a cable line and a fiber optic cable within the rights of way of both Fred Waring Drive and Washington Street, and offers cable services to the nearby school, and surrounding commercial and residential land uses. Time Warner is confident that they will be able to provide cable service to subject property with limited or no expansion to the existing cable network. 2. Impacts In order to connect the project site with the existing cable network, onsite improvements will be necessary. As mentioned above, the existing network has substantial capacity to serve the proposed project and impacts associated with cable services are expected to be less than significant. 3. Mitigation Measures Time Warner has indicated that they will be able to serve the project site without compromising existing services or requiring substantial expansion of services, therefore impacts are expected to be less than significant and no mitigation measures are required. 75 Based on cf/square foot usage and emissions factors for "Commercial" and "Office Park" as provided in Tables A9 -12-A and A9 -12-B, "CEQA Air Quality Handbook," prepared by South Coast Air Quality Management District, April 1993. 76 Personal communication with Bob Loots, Senior Project Coordinator for Time Warner Cable, March 11, 2008. III -80 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures K. Recreational Resources Introduction and Background This section of the EIR discusses existing conditions of recreational facilities within the vicinity and regionally. It analyzes the project's potential impacts on these resources, and considers whether such impacts are significant and require mitigation measures. A variety of data and information, including research and analysis conducted for specific projects in the area as well as regional -scale planning and environmental documents, have been used in researching and analyzing the project and its potential effects.77, 78 1. Existing Conditions Introduction The proposed project site is located in the northwest portion of the City of La Quinta, at the northeast corner of Fred Waring Drive and Washington Street. The site is currently vacant. Existing development surrounding the site includes single and multi -family residential development, a school, a golf course, and office development. The City of Palm Desert lies to the west of Washington Street. The project planning area is characterized by urban development associated with the cities of La Quinta and Palm Desert. There are a number of public recreational facilities in the region and the region, including Lake Cahuilla County Park, the Mecca Hills Park, the Salton Sea Recreational Area, Santa Rosa and San Jacinto Mountains National Monument, Joshua Tree National Park, Anza-Borrego Desert State Park. The valley and the City of La Quinta are home to many world-class private recreational facilities. Among these are the municipal golf course at the Silver Rock Resort, and numerous private golf and tennis facilities throughout the City, and the Indian Wells Tennis Garden in neighboring Indian Wells. Following is a description of public regional and local parks and recreational facilities. Riverside County Regional Parks and Open Space District Lake Cahuilla County Park is located immediately south of La Quinta and approximately 11 miles southeast of the project site. Located at the base of the foothills of the Santa Rosa Mountains, the park includes a 135 -acre man-made lake, a swimming pool, 150 campsites, and facilities for fishing, picnicking, horseback and camel riding, and hiking. Coachella Valley Recreation and Park District The Coachella Valley Recreation and Park District owns and maintains the 6.5± -acre Frances Hack La Quinta Community Park in the City. It includes a 5,000 square foot community center, as well as a baseball diamond, basketball courts, a playground and a picnic pavilion. Under 77 "City of La Quinta Comprehensive General Plan and Master Environmental Assessment," prepared by Terra Nova Planning & Research, Inc., adopted March 20, 2002. III -81 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures contract with the City, the District also maintains and staffs the City's swimming pool at the Fritz Burns Park at Avenida Bermudas and Avenue 52. The District operates five community centers in the Coachella Valley, which offer a variety of facilities depending on the location. These include indoor and outdoor recreation, kitchen facilities, multi-purpose rooms, and picnic facilities. The La Quinta Community Center is located at 77-865 Avenida Montezuma.79 City of La Quinta Parks The City of La Quinta owns and operates a number of mini -parks, neighborhood parks and community parks ranging in size from pocket parks of less than an acre to neighborhood and community parks up to nearly 20 acres in size. City parks include Adams, Desert Pride, Eisenhower, Fritz Burns, La Quinta and La Quinta Sports Complex, Monticello, Saguaro, Season's, and Velasco. A recreational senior center is located at 78-450 Avenida La Fonda. The City Civic Center complex, located at the corner of Washington Street and Calle Tampico, includes a nearly 18 -acre park. Quimby Act California Government Code Section 66477 (Quimby Act, 1975) provides for municipalities to pass ordinances requiring developers to donate or conserve parklands, or to pay fees for park improvements for populations directly generated by their development. Fees and land are donated to public agencies that provide park and/or recreation services. The general requirements are 3 to 5 acres per 1,000 future residents. These fees are levied on residential development proj ects. 2. Impacts Thresholds of Significance/Criteria for Determining Significance The following thresholds or criteria are those derived from Appendix G of CEQA and the City of La Quinta Initial Study Form. These thresholds are used to determine the level of potential effect. The proposed project would have a significant effect on recreational resources if: a) The project would increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? b) The project includes recreational facilities or requires the construction or expansion of recreational facilities which might have an adverse physical effect on the environment. The proposed project will result in construction of approximately 234,422 square feet of general commercial development. The project will not directly result in residential development or generate associated population growth that would result in impacts to regional and local recreational facilities. However, the project has potential to indirectly result in population increases in the region and the City through generation of jobs associated with commercial development. While it is 79 http://www.cvrpd.org/facilitieslcenters.htm, accessed March 6, 2008. III -82 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures difficult to quantify these indirect impacts, based on the level of retail and office commercial development proposed, the project is expected to employ between approximately 400 and 450 employees at any give time.80 Of these, some portion may relocate from other areas and would constitute new residents to the region and/or the City, and may, along with their families, be expected to use existing recreational facilities. Nonetheless, the proposed project is not expected to result, even indirectly, in substantial population growth or associated impacts to recreational resources. Provision of adequate parklands and development impacts fees are provided for through the City's Quimby ordinance when projects are constructed. The proposed commercial development project, while not required to pay Quimby Act fees, is subject to other taxes and fees that contribute to the City's General Fund and may be expected to be used for the maintenance of public facilities, such as parks and trails. 3. Mitigation Measures The project will not result in direct impacts to parks and recreational facilities in the region or the City, nor is it expected to contribute to substantial population growth that may result in impacts to these facilities. As noted above, the project is subject to applicable taxes and fees, and these would off -set any potential indirect impacts by contributing towards maintenance of public facilities. No further mitigation is required. 80 Terra Nova staff estimate based on personal communication, Larry Brose, The Robert Mayer Corporation. February 11, 2008. I1I-83 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures L. Transportation and Traffic Introduction and Background The City of La Quinta Public Works Department has established standards and protocols to evaluate traffic impacts of proposed projects, contained in the Engineering Bulletin #06-13. The proposed project was evaluated based on this Bulletin, and determined to require the preparation of a traffic study". The parameters of the Bulletin, as well as consultation with City staff, resulted in the need to analyze the following intersections in the traffic study. • Washington Street at Avenue 42/Hovley Lane (in the city of Palm Desert and the county of Riverside) • Washington Street at Avenue of the States (in the city of Palm Desert and the county of Riverside) • Washington Street at Palm Royale Drive/Mountain View Avenue (in the city of La Quinta) • Washington Street at Calle las Brisas (in the cities of Palm Desert and La Quinta • Washington Street at Fred Waring Drive (in the cities of La Quinta, Palm Desert and Indian Wells) • Washington Street at Miles Avenue (in the cities of La Quinta and Indian Wells) • Washington Street at Channel Drive (in the city of La Quinta) • Washington Street at Highway 111 (in the city of La Quinta) • Washington Street at Avenue 48 (in the city of La Quinta) • Fred Waring Drive at Warner Trail (in the cities of Palm Desert and Indian Wells) • Fred Waring Drive at Palm Royale Drive (in the city of La Quinta) ▪ Fred Waring Drive at Adams Street (in the city of La Quinta) In addition to these intersections, roadway segments were analyzed, including Washington Street between Hovley Lane and Avenue 48; Adams Street, north and south of Fred Waring Drive; Hovley Lane east and west of Washington Street; Fred Waring Drive, between Warner Trail and Adams Street; Miles Avenue, east and west of Washington Street; Highway 111, east and west of Washington Street; and Avenue 48, east of Washington Street. The traffic impact analysis was also required to analyze the traffic flow and impacts associated with the project's proposed access points to City streets. These include: • Access A — located at the northwest corner of the site, on Washington Street (right -in -right -out only) • Access B — located on the west side of the site, opposite Calle las Brisas, on Washington Street (left -in -right -in -right -out only) • Access C — located 350 feet east of Washington Street, on Fred Waring (right -in - right -out only) • Access D — located 290 feet east of Access C, on Fred Waring (full turn) • Access E — located 400 feet west of Palm Royale (right -in -right -out only) • Access F — located 360 feet north of Fred Waring, on Palm Royale (full turn) 81 "La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Draft Final Traffic Impact Study," prepared by Endo Engineering, October 2008. III -84 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The traffic analysis was prepared on this basis, and uses the City's prescribed methodology to determine levels of impact. The study further assumed that the project would be completed in 2010, with the retail development being constructed first, and the medical portion of the project occurring immediately following. The traffic study also incorporated cumulative projects — those projects for which applications are pending, or which have been approved and not completed, in its analysis. The list of cumulative projects is shown in Table 2-1 of the traffic study, provided in Appendix D. The findings of the traffic study are summarized below. The study is included in its entirety in Appendix D. 1. Existing Conditions The proposed project occurs on two major arterials in the City of La Quinta. The project site is close to the City's northern boundary, and is adjacent to the City of Palm Desert on the west (the cities' boundary being the centerline of Washington Street north of Fred Waring Drive); and the City of Indian Wells on the southwest (the cities' boundary being the centerline of Washington Street, south of Fred Waring Drive). Lands to the south, north and east on the east side of Washington Street are all within the jurisdiction of the City of La Quinta. Washington Street is designated a Major Arterial, and is constructed with 6 lanes and a raised median in the vicinity of the project site. Between Highway 111 and Avenue 48, south of the project site, Washington Street is designated an Augmented Major, requiring 8 lanes and a raised median; that portion of Washington Street is currently constructed with 6 lanes and a raised median. All the intersections with Washington Street analyzed in the traffic study are currently signalized. Fred Waring Drive is designated a Major Arterial east of Washington Street in the City of La Quinta. West of Washington Street, the cities of Palm Desert and Indian Wells have designated Fred Waring a six lane arterial, consistent with La Quinta's designation. Highway 111, located south of the project site, is designated a six lane Major Arterial east of Washington Street, and an Augmented Major west of Washington Street. The intersection of Washington Street and Highway 111 is currently improved with six through lanes, dual tum lanes in all directions, and right turn lanes for northbound, eastbound and westbound traffic. Hovley Lane/Avenue 42 occurs in the City of Palm Desert west of Washington, and in unincorporated Riverside County east of Washington Street. The roadway is built as a four lane divided roadway. Miles Avenue is a four lane divided roadway designated a Primary Arterial in La Quinta, east of Washington Street. West of Washington Street, in the City of Indian Wells, Miles is similarly classified to allow four lanes of traffic. III -85 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Adams Street is a Collector Street north of Fred Waring, and a Secondary Arterial south of Fred Waring. The street is currently constructed as a two lane undivided roadway north of Fred Waring, and a four lane divided roadway south of Fred Waring. Palm Royale Drive is a two lane local street which extends east from Washington Street, north of the middle school, and then south along the proposed project's eastern boundary, terminating at Fred Waring. The intersection of Palm Royale at Fred Waring is stop controlled for Palm Royale traffic, while the intersection with Washington Street is signalized. Exhibit I1I-2 provides roadway configurations for all study area intersections. Existing Traffic Volumes The traffic impact analysis established existing traffic volumes for area roadways based on historic data, and traffic counts taken for the proposed project. The existing traffic volumes are provided in Table III -12, and depicted in Exhibit I11-3. The Table also depicts the capacity of the roadway link under current conditions, and its volume to capacity (V/C) ration, and Level of Service (LOS). As shown in the Table, five of the project area roadway segments analyzed currently operate at LOS E or F, which does not meet the City's standard for roadway operation (set at LOS D in the General Plan). These roadway segments include Washington Street south of Highway 111, north and south of Avenue 48; and Fred Waring Drive east of Washington and west of Palm Royale. The traffic analysis found that under current conditions, the following roadway segment improvements are required to maintain LOS D, the City's current standard: Fred Waring Drive: East of Washington to Palm Royale Drive needs to provide four through lanes (two in each direction). Washington Street: South of Highway 111 to Avenue 48, requires eight through lanes, consistent with the Augmented Major classification in the General Plan. Washington Street: South of Avenue 48, is designated for six lanes in the General Plan, but requires eight lanes to operate at acceptable levels of service. III -86 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -12 Existing Traffic Volumes Roadway Link 2007 Volumes Daily Capacity V/C Ratio Level of Service Washington Street North of Hovley Lane 43,970 57,000 0.77 C South of Hovley Lane 45,850 57,000 0.80 C North of Avenue of the States 45,270 57,000 0.79 C South of Avenue of the States 49,870 57,000 0.87 D North of Palm Royale 50,130 57,000 0.88 D South of Palm Royale 46,860 57,000 0.82 D North of Calle las Brisas 48,090 57,000 0.84 D South of Calle las Brisas 48,240 57,000 0.85 D North of Fred Waring 49,090 57,000 0.86 D South of Fred Waring 45,640 57,000 0.80 C North of Miles 45,430 57,000 0.80 C South of Miles 43,530 57,000 0.76 C North of Channel Drive 42,230 57,000 0.74 C South of Channel Drive 36,340 57,000 0.64 B North of Highway 111 45,040 57,000 0.79 C South of Highway 111 51,180 57,000 0.91 E North of Avenue 48 55,780 57,000 0.98 E South of Avenue 48 61,160 57,000 1.07 F Adams Street North of Fred Waring 6,740 14,000 0.48 A South of Fred Waring 12,910 28,000 0.46 A Hovley Lane/Avenue 42 West of Washington Street 26,410 38,000 0.70 B East of Washington Street 20,360 38,000 0.54 A Fred Waring Drive West of Warner Trail 31,260 38,000 0.82 D East of Warner Trail 30,350 38,000 0.80 C West of Washington Street 34,360 38,000 0.90 D East of Washington Street 29,940 21,000 1.43 F West of Palm Royale 27,010 21,000 1.29 F East of Palm Royale 26,820 38,000 0.71 C West of Adams Street 27,520 38,000 0.72 C East of Adams Street 26,780 38,000 0.70 B Miles Avenue West of Washington Street 8,140 38,000 0.21 A East of Washington Street 13,820 38,000 0.36 A Highway 111 West of Washington Street 47,550 57,000 0.83 D East of Washington Street 42,150 57,000 0.74 C Avenue 48 East of Washington Street 16,870 38,000 0.44 A I11-87 _.+ 6-• 141 -t Fred Waring Dr Legend ft/fey Lane Avenue or the Stares JUILL Mountaii View Ave. Calle Las Brisas •- Miles Ave. Channel Drive 'Exclusive Right -Turn Lane A-- Through Lane (Exclusive Left -Turn Lane .Shared Through/Right Lane 4—Shared Through/Left Lane 4—Shared Through/Right/Left Lane --- Unstriped Sneak -Right Lane OQ Signalized Intersection 1• STOP Sign WEndoEngineering $ 8 IUB venue 48 4 fiL L m - Scale: 1" = 2030' ii r� L J TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Existing Approach Lanes at Key Intersections La Quinta, California Exhibit III -2 1 . 31.260 Fred Waring Dr. liovley Lane 0- 20,360 26,410 4§ 8,480 6.520 Avenue of the Stales co 8 750 3,990 Mountain► , View Ave. a 1 ,.....1 CaHe LasBrisash 790 Rome Drive 30,350 34,360 29,940 27,06 26,820 27,520 Le end 1,000 2007 Peak Season Daily Volume Estimate Assumes 8A% of the daily wiurne ocafs in rhe peI our, 8,140 13.820 Mlles Ave. 5,050 Channel Drive 8,480 47,530 111 F. Endo Engilfeervi, co 15,870 Avenue 48 c~d 26,780 yr Scale: 1" = 2030' AN L J TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Current Daily Traffic Volume/Peak Season La Quinta, California Exhibit III -3 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The traffic analysis also considered morning and evening peak hour conditions at the project area intersections, on a typical weekday. These are depicted in Table III -13. As shown in the Table, all intersections in the project area are operating at acceptable levels of service, with the exception of the intersection of Washington and Hovley, which operated at LOS F in the morning peak hour, and LOS E in the evening peak hour. Table III -13 Existing Peak Hour Delay and LOS at Project Area Signalized Intersections Intersection V/C Ratio LOS Washington at Hovley AM Peak 1.06 F PM Peak 0.93 E Washington at Ave. of the States AM Peak 0.79 C PM Peak 0.74 C Washington at Palm Royale AM Peak 0.65 B PM Peak 0.50 A Warner Trail at Fred Waring AM Peak 0.78 C PM Peak 0.74 B Washington at Fred Waring AM Peak 0.89 D PM Peak 0.91 D Adams Street at Fred Waring AM Peak 1.0 D PM Peak 0.67 C Washington at Miles AM Peak 0.78 D PM Peak 0.76 C Washington at Channel Drive AM Peak 0.53 B PM Peak 0.75 C Washington at Highway 111 AM Peak 0.85 D PM Peak 0.95 D Washington at Avenue 48 AM Peak 0.93 C PM Peak 0.93 C Unsignalized intersections were also examined in the traffic analysis. The intersection of Washington Street and Calle las Brisas, which currently operates with a stop sign on Calle las Brisas, and free flow on Washington, operates at LOS C in the morning peak hour, and LOS E in the evening peak hour. Palm Royale and Fred Waring, which currently operates with a stop sign on Palm Royale, and free flow on Fred Waring, operates at LOS F in the morning peak hour, and LOS D in the evening peak hour. Palm Royale and Rome Drive, which currently operates with a stop sign on Rome, and free flow on Palm Royale, operates at LOS B in the morning peak hour, and LOS A in the evening peak hour. The analysis further found that a traffic signal is currently warranted at the intersection of Palm Royale and Fred Waring. III -90 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2. Impacts Thresholds of Significance/Criteria for Determining Significance The following thresholds or criteria are those derived from Appendix G of CEQA and the City of La Quinta Initial Study Form. These thresholds are used to determine the level of potential effect. The proposed project would have a significant effect on traffic and circulation if it would: a) Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? The project includes recreational facilities or requires the construction or expansion of recreational facilities which might have an adverse physical effect on the environment. b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? e) Result in inadequate emergency access? f) Result in inadequate parking capacity? In addition to CEQA thresholds, the City's Public Works Department implements Engineering Bulletin 06-13, as amended, which sets the following significance thresholds for traffic impacts: Intersections: Project Specific Impacts at Project Opening 1. A potentially significant project specific traffic impact is defined to occur at any intersection if the project trips will result in the LOS for an intersection to be worse than LOS D. A potentially significant project specific traffic impact is also assumed to occur at any intersection if the project will exceed the criteria established in Table 4.0. The ICU method only shall be used for this calculation. Table 4.0: Impact Criteria for Existing Intersections Already Operatin at LOS E or LOS F SIGNIFICANT CHANGES IN LOS Intersection LOS (Existing) Increase in trips equal to or greater than LOS E 20 trips* LOS F 10 trips* *To any critical movement (the controlling movements when the sum of the left turn(s) plus through movements per lane for each of the intersection streets is compared (typically 2 critical movements for a four legged intersection)). Projects will be required to mitigate their impacts by mitigation measures such as the addition of a lane, increasing the length of a turn lane or by changing the project description to reduce project specific impacts. For this analysis scenario, improvements fully funded by City's Capital Improvement Program are assumed to be in place. III -91 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 2. A potentially significant impact at an unsignalized study intersection is defined to occur when the addition of project traffic results in LOS F on the side street for two way control and LOS E or worse for all -way stop control. 3. A potentially significant impact at an unsignalized study intersection that is already operating at LOS E or LOS F is defined to occur when the addition of project traffic results in an addition of 3 seconds of delay. Delay shall be calculated for all signalized (sic) intersections to demonstrate this. 4. Additionally, the Traffic Engineer shall report any intersections that change from one LOS to another LOS. Intersections: Cumulative Impacts 5. A potentially significant cumulative traffic impact is assumed to occur at any intersection if the project trips will result in the LOS for an intersection to be worse than LOS D at build out. Additionally, a potentially significant cumulative traffic impact is assumed to occur if the project will add 25 or more Peak Hour Trips to a studied intersection which s projected to operate at worse than LOS D at built out. The improvements fully funded by the City's Capital Improvement Program, the Development Impact Fee Program (DIF) and the Transportation Uniform Mitigation Fee Program (TUMF) are assumed to be in place. 6. A potentially significant cumulative impact at an unsignalized study intersection is defined to occur when the addition of project traffic results in LOS F at build out on the side street for two way control and LOS E or worse at build out for all -way stop control. 7. A potentially significant impact at an unsignalized study intersection that is already operating at LOS E or LOS F is defined to occur when the addition of project traffic results in an addition of 3 seconds of delay. Delay shall be calculated for all unsignalized intersections to demonstrate this. 8. Additionally, the Traffic Engineer shall report any intersections that change from one LOS to another LOS. Road Segments: Project Specific Impacts at Project Opening 9. A potentially significant project specific traffic impact is defined to occur on any road segment if the project would cause the existing LOS to fall to worse than LOS D at build out. A potentially significant project specific traffic impact is also defined to occur on any road segment that is already operating at LOS E or LOS F, if the V/C ratio is increased by 0.02. The V/C ratio shall be calculated for all studied road segments to demonstrate this. For this analysis scenario, improvements fully funded by the City's Capital Improvement Program (CIP) are assumed to be in place. III -92 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 10. Additionally, the Traffic Engineer shall report any road segments that change from one LOS to another LOS. Road Segments: Cumulative Impacts 11. A potentially significant project specific traffic impact is defined to occur at any studied road segment if the project would cause the existing LOS to fall to worse than LOS D at build out. A potentially significant project specific traffic impact is also defined to occur on any studied road segment that is already operating at LOS E or LOS F, is the project traffic will increase the peak hour V/C in the peak direction by more than 0.05 at City General Plan build out. The V/C ratio shall be calculated for all studied road segments to demonstrate this. For this scenario, improvements fully funded by the City's Capital Improvement Program, the DIF and the TUMF are assumed to be in place. 12 Additionally, the Traffic Engineer shall report any road segments that change from one LOS to another LOS. Project Trip Generation The traffic impact analysis considered the land uses proposed within the project, and determined trip generation based on Institute of Transportation Engineers standards for each category. The analysis concluded that the project would generate 10,380 daily unadjusted trips at build out. The analysis then considered the potential number of trips which would be considered pass -by trips (vehicles traveling on the project area roadways for other reasons, who would stop at the proposed project on their way to or from their primary destination). No pass -by reduction was assumed for the office portion of the project, and a 34% pass -by reduction was assumed for the retail component of the project, particularly as a supermarket is proposed for the site. The adjusted total trips for the proposed project were then adjusted to 8,130, with 469 of these occurring in the morning peak hour, and 832 occurring in the evening peak hour. Project Trip Distribution Based on consultation with City staff, the total trips generated by the project were then distributed on the project area roadways on a percentage basis, based on retail and office uses. These distributions are depicted in Exhibit III -4. Based on this trip distribution percentages, traffic volumes from the proposed project were then assigned to project area intersections, for the morning and evening peak hour. These volumes are shown in Exhibit III -5. Traffic volumes at project driveways were also distributed, and are depicted in Exhibit III -6. III -93 18 rwMey Lane 28 Commercial Primary Trip 5 'yt Distribution In Study Area30In Study Area 20 Office Trip Distribution 2 Avenue Menai cl file 9" no Sari 30 0 view Ave 51 30 e0 3 3- Calle Las 4 4363 5 1410 8 15 Bows 2*y.L_' pr Fred Nanny 4 'Endo Engineering 27 Mees 4 28 18 Ave 18 12 18c 12 0 12 Ave.47 2 2 10 Avenue 48 Legend 100 Percent of Inbound + Outbound Commercial Traffic 8 15 0 Mountmn Vow Asa 0 ...die Las Bnsec 15 g 5 _`40 28 28 Wiirmg Or 27 Legend 100 Percent of Inbound + Outbound Office Traffic 12 0 12 1 2 AtiEnlle48 Dune P09n6 Roar Scale: 1"= 2030' it r� L J TERRA NOVA Planning & Research, Inc. Villa Capri EIR Commercial Primary Trip and Office Trip Distribution In Study Area La Quinta, California Exhibit III -4 5114 4-14/37 oros`1 T 24/29-p g g 0/01 (71-010 1:PiR 4-0/0 .5 5118 HLane 0ro� 0/4-• 15/181 Avenue of the Slates t-16191 e. ° WC' r oto-- a W0-1 Fred Waring Dr. 8 1-010 3P:10 DIO�'1 0/0-.-- 2/4-,, t t--16/35 31' <tom 010-t t 0,0-'. 0/0- 1-41& 4-67/145 .1 113/1101' 8/-14-* es Ave. t-o/o •-54166 X010 30/84-• a 14/371 Legend 4-518 Morning/Evening Peak Hour Turning Volume Hole; Legative numbers reflect pass -by trips that are re -directed through the site. Endo Engineering ineerin 8 8 venue 4U f-olo Scale: 1" = 2030' A r� L J TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Site Traffic Volumes At Key Intersections La Quinta, California Exhibit III -5 4 Calle Las Brisas a 4-a -18/42 _& -.-25/70 4, 4.4-46/157 13,35-1-'q '1 r r /? aeaa cvo- r y 'EndoEngineering 81 S A B' r a JL 'F Fred Waring Drive '--671145 113/110-f 81-14- n r 4-41/32 (14 '4-32/64 8/-14-> �a T�-010 OA 16135-4 0/0-. 49/158-1 °P Rome Drive '413i g s;, :1911111 in .J 4 w 4-0/0 0 0/-21->oac6a6 o/o- Legend t-5/8 Morning/Evening Peak Hour Turning Volume ate: Negative slumbers reflect pass trips that are re -directed through the she. Scale: 1" = 250' AN r� L _A TERRA NOVA Planning & Research, Inc. Villa Capri EIR Site Traffic Volumes At Project Driveways La Quinta, California Exhibit III -6 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Future Traffic Volumes Roadway Link Impacts The existing traffic volumes shown in Table III -12, above, were used as a base for future traffic volumes. The traffic volumes were increased annually based on percentage increases identified by the City. In addition, the cumulative projects' trip generation estimates and distribution were added to the future traffic volumes. This resulted in an opening year analysis, for year 2010, both with and without the proposed project. This analysis is depicted in Table III -14 below. The Table shows that a number of roadway segments operate at an unacceptable level of service, with and without the proposed project. The project will reduce the level of service from E to F at three segments: • Washington at Avenue of the States, • Washington south of Fred Waring, and • Washington north of Miles. The installation of traffic signals at Palm Royale and Fred Waring, as well as the improvements to Fred Waring and Washington from build out of the proposed project will result in improvements to LOS from F to A on Fred Waring, from Washington Street to Palm Royale. The analysis found that the following roadway segment improvements are required in 2010, with or without the proposed project: Fred Waring Drive: East of Washington Street to Palm Royale Drive, requires improvement to six lanes of through traffic, consistent with its General Plan designation. Washington Street: From Hovley Lane to north of Channel Drive, requires eight through lanes, but is currently designated, and constructed for six through lanes. No plans exist for this improvement, and the cities of La Quinta and Palm Desert, and the county of Riverside do not control the right of way for this improvement. Washington Street: From Highway 111 to Avenue 48 requires improvement to eight through lanes (consistent with its General Plan designation). This improvement is currently required (see Existing Traffic Volumes above). No plans exist for this improvement, and the city of La Quinta does not control the right of way for this improvement. Washington Street: South of Avenue 48, is designated for six through lanes, but requires eight through lanes. This improvement is currently required (see Existing Traffic Volumes above). No plans exist for this improvement, and the city of La Quinta does not control the right of way for this improvement. Highway 111: West of Washington Street, will require improvement to eight through lanes, consistent with its General Plan designation as an Augmented Major. This improvement is not currently funded. Even with the installation of these improvements, Washington Street will operate at LOS E or F from Hovley Lane to south of Avenue 48. III -97 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -14 Year 2010 Daily Volumes, V/C Ratio and LOS, With and Without Project III -98 Without Project With Project Project - Related Change Roadway Link ADT V/C-LOS ADT V/C- LOS ADT LOS Washington Street North of Hovley Lane 49,250 0.86-D 50,780 0.89-D 1530 No South of Hovley Lane 52,720 0.92-E 55,060 0.97-E 2340 No North of Avenue of the States 52,130 0.91-E 54,470 0.96-E 2340 No South of Avenue of the States 56,830 1.0-E 59,270 1.04-F 2440 E -F North of Palm Royale 57,090 1.0-F 59,530 1.04-F 2440 No South of Palm Royale 53,830 0.94-E 55,760 0.98-E 1930 No North of Calle las Brisas 55,090 0.97- E 57,020 1.0- E 1930 No South of Calle las Brisas 55,240 0.97-E 56,540 0.99-E 1300 No North of Fred Waring 56,110 0.98-E 57,410 1.01-F 1300 E -F South of Fred Waring 56,350 0.99-E 58,550 1.03-F 2200 E -F North of Miles 56,180 0.99-E 58,380 1.02-F 2200 E -F South of Miles 52,880 0.93-E 54,340 0.95-E 1460 No North of Channel Drive 51,690 0.91-E 53,150 0.93-E 1460 No South of Channel Drive 46,730 0.82-D 48,190 0.85-D 1460 No North of Highway 111 54,010 0.95-E 55,470 0.97-E 1460 No South of Highway 111 57,870 1.02-F 58,850 1.03-F 980 No North of Avenue 48 59,980 1.05-F 60,960 1.07-F 980 No South of Avenue 48 66,070 1.16-F 66,880 1.17-F 810 No Adams Street North of Fred Waring 6,920 0.49-A 7,080 0.51-A 160 No South of Fred Waring 14,300 0.51-A 14,950 0.53-A 650 No Hovley Lane/Avenue 42 West of Washington Street 28,570 0.75-C 28,980 0.76-C 410 No East of Washington Street 20,890 0.55-A 21,300 0.56-A 410 No Fred Waring Drive West of Warner Trail 37,700 0.66-B 38,350 0.67-B_ 650 No East of Warner Trail 36,880 0.65-B 38,100 0.67-B 1220 No West of Washington Street 40,370 0.71-C 41,590 0.73-C 1220 No East of Washington Street 31,070 1.48-F 34,450 0.60-A 3380 F -A West of Palm Royale 28,470 1.36-F 29,380 0.52-A 910 F -A East of Palm Royale 28,380 0.75-C 30,660 0.81-D 2280 C -D West of Adams Street 28,970 0.76-C 31,250 0.82-D 2280 C -D East of Adams Street 29,160 0.77-C 30,620 0.81-D 1460 C -D Miles Avenue West of Washington Street 12,070 0.32-A 12,400 0.33-A 330 No East of Washington Street 17,440 0.46-A 17,850 0.47-A 410 No Highway 111 West of Washington Street 53,110 0.93-E 53,190 0.93-E 80 No 1 East of Washington Street 49,780 0.87-D 50,190 0.88-D 410 No Avenue 48 East of Washington Street 19,820 0.52-A 19,980 0.53-A 160 No III -98 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures In order to also analyze build out of the area, projections of traffic volumes were made for the year 2020, assumed to be the General Plan build out year. The findings of that analysis are summarized in Table III -15, below. The analysis found that in order to provide adequate levels of service, Washington Street will require improvement to eight through lanes from Hovley Lane to Avenue 48 (consistent with the year 2010 findings), and improvement to a ten through lane roadway south of Avenue 48. These improvements exceed the roadway's classification as an Augmented Major. Fred Waring Drive will require eight through lanes from Washington Street to the west, exceeding the General Plan classification applied by the cities of Palm Desert and Indian Wells, which requires six through lanes. Highway 111 will require improvement to eight through lanes both east and west of Washington Street. These improvements exceed the roadway's current classification as a Major Arterial, with six through lanes. III -99 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -15 Year 2020 Daily Volumes, V/C Ratio and LOS, With and Without Project Without Project With Project Project -Related Change Roadway Link ADT V/C-LOS ADT V/C- LOS ADT LOS Washington Street North of Hovley Lane 53,450 0.94-E 54,980 0.96-E 1530 No South of Hovley Lane 57,470 1.01-F 59,810 1.05-F 2340 No North of Avenue of the States 56,830 1.0-E 59,170 1.04-F 2340 E -F South of Avenue of the States 61,890 1.09-F 64,330 1.13-F 2440 No North of Palm Royale 62,170 1.09-F 64,610 1.13-F 2440 No South of Palm Royale 58,580 1.03-F 60,510 1.06-F 1930 No North of Calle las Brisas 60,000 1.05-F 61,930 1.09-F 1930 No South of Calle las Brisas 60,160 1.06-F 61,460 1.08-F 1300 No North of Fred Waring South of Fred Waring North of Miles 61,100 1.07-F 62,400 1.09-F 1300 No 66,780 1.17-F 68,980 1.21-F 2200 No 66,780 1.17-F 68,980 1.21-F 2200 No South of Miles 64,650 1.13-F 66,110 1.16-F 1460 No North of Channel Drive 64,650 1.13-F 66,110 1.16-F 1460 No South of Channel Drive 64,650 1.13-F 66,110 1.16-F 1460 No North of Highway 111 South of Highway 111 North of Avenue 48 64,650 1.13-F 66,110 1.16-F 1460 No 65,240 0.86-D 66,220 0.87-D 980 No 65,240 0.86-D 66,220 0.87-D 980 No South of Avenue 48 71,070 1.25-F 71,880 1.26-F 810 No Adams Street North of Fred Waring South of Fred Waring Hovley Lane/Avenue 42 7,440 0.53-A 7,600 0.54-A 160 No 15,300 0.55-A 15,950 0.57-A 650 No West of Washington Street East of Washington Street Fred Waring Drive 30,980 0.82-D 31,390 0.83-D 410 No 22,480 1.59-A 22,890 0.60-A 410 No West of Warner Trail 57,790 1.01-F 58,440 1.03-F 650 No East of Warner Trail 57,350 1.01-F 58,570 1.03-F 1220 No West of Washington Street East of Washington Street West of Palm Royale East of Palm Royale 57,350 1.01-F 58,570 1.03-F 1220 No 34,570 0.61-B 37,950 0.67-B 3380 No 32,030 0.56-A 32,940 0.58-A 910 No 31,520 0.55-A 33,800 0.59-A 2280 No West of Adams Street 32,290 0.57-A 34,570 0.61-B 2280 A -B East of Adams Street 32,250 0.57-A 33,710 0.59-A 1460 No Miles Avenue West of Washington Street East of Washington Street Highway 111 13,240 0.35-A 13,570 0.36-A 330 No 18,510 0.49-A 18,920 0.50-A 410 No West of Washington Street East of Washington Street Avenue 48 61,230 0.81-D 61,310 0.81-D 80 No 61,080 1.07-F 61,490 1.08-F 410 No East of Washington Street 21,480 0.57-A 21,640 0.57-A 160 No III -100 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures The addition of the project traffic to year 2020 volumes results in a reduction from LOS E to LOS F on Washington Street, north of Avenue of the States. Other roadway segments operate at LOS F in 2020 with or without project traffic, as shown in the Table. In order to assure acceptable levels of service in the 2020 horizon, the following improvements would be required, with or without the proposed project: 1. On Washington Street north of Avenue 48 in 2020, the roadway requires widening to 8 lanes. 2. Even with widening to 8 lanes south of Avenue 48, Washington will still operate at LOS E in post -2020 conditions. 3. On Fred Waring Drive, west of Washington, future volumes will require that this roadway be widened to 8 through lanes to maintain LOS D or better. 4. Highway 111 east of Washington will require widening to 8 through lanes to provide LOS D. I ntersecti on Impacts Intersection analysis was also conducted to determine year 2010 operations at project area intersections, with and without project traffic. This analysis is depicted in Table III -16. Seven signalized intersections will require improvements to operate at an acceptable level of service, with or without the addition of project traffic, as follows: 1. Addition of dedicated northbound, eastbound and westbound left turn lanes at Washington and Hovley. 2. Striping of westbound right turn lane at Washington and Fred Waring. 3. Addition of westbound left turn lane, eastbound and westbound through lanes at Washington and Fred Waring. 4. Signalization of Palm Royale and Fred Waring. 5. Addition of southbound left turn lane at Palm Royale and Fred Waring. 6. Restripe westbound right lane to a through/right lane at Adams and Fred Waring. 7. Addition of dedicated southbound left turn lane at Washington and Miles. 8. Addition of northbound and southbound through lanes at Washington and Highway 111 9. Addition of dedicated southbound left turn lane at Washington and Avenue 48. The lane configurations required in 2010 are also depicted in Exhibit III -7. The analysis also recommended the east/west signal phasing at the intersection of Palm Royale Drive and Fred Waring Drive be controlled to lower peak hour cuing on Palm Royale to the greatest extent possible. This timing will be incorporated into the final design of the intersection, and its timing will be incorporated into the signal coordination plans for Fred Waring, in coordination with the cities of Indian Wells, Palm Desert, and the County of Riverside. III -101 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -16 Year 2010 Intersection Levels of Service, With and Without Project Intersection Without Project With Project Change in LOS? Washington at Hovley AM Peak D D No PM Peak D D No Washington at Ave. of the States AM Peak C C No PM Peak C C No Washington at Palm Royale AM Peak B B No PM Peak A A No Warner Trail at Fred Waring. AM Peak C C No PM Peak C C No Washington at Fred Waring AM Peak D D No PM Peak D D No Palm Royale at Fred Waring AM Peak B B No PM Peak A B A -B Adams Street at Fred Waring AM Peak D D No PM Peak C D C -D Washington at Miles AM Peak D D No PM Peak D D No Washington at Channel Drive AM Peak B B No PM Peak C C No Washington at Highway 111 AM Peak D D No PM Peak D D No Washington at Avenue 48 AM Peak C C No PM Peak C D C -D I11-102 HoNey Lane Avenue o to Slates JIL * These improvements have been made as of 3/17/2008. Legend Exclusive Right -Turn Lane '—Through Lane Exclusive Left -Turn Lane f� Shared Through/Right Lane '�— Shared Through/Left Lane 4 -Shared Through/Right/Left Lane --- Unstriped Sneak -Right Lane O Signalized Intersection M STOP Sign Q New Signal Required Nole: Bold arrows represenl new or restriped traffic Innes. EndoEngineering 8 8 Scale: 1'1= 2030' A ✓ � L J TERRA NOVA Planning & Research, Inc. Villa Capri EIR Approach Lanes Assumed For Project Buildout in the Year 2010 La Quinta, California Exhibit 111-7 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -17 depicts the levels of service of project intersections, with and without the proposed project, in year 2020. In order to achieve the levels of service depicted in the Table, the following improvements would be required in addition to those required in 2010. 1. Addition of dedicated southbound left turn lane at Washington and Hovley. 2. Addition of westbound and eastbound through lanes at Warner Trail and Fred Waring. 3. Addition of northbound and southbound through lanes and third northbound left turn lane at Washington and Fred Waring. 4. Addition of westbound right turn lane at Washington and Miles. 5. Addition of northbound and southbound through lanes at Washington and Miles. 6. Addition of dedicated eastbound right turn lane at Washington and Channel Drive. 7. Addition of eastbound and westbound through and left lanes at Washington and Highway 111. 8. Addition of southbound right turn lane at Washington and Highway 111. The year 2020 lane configurations are also depicted in Exhibit III -8. III -104 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Table III -17 Year 2020 Intersection Levels of Service, With and Without Project Intersection Without Project With Project Change in LOS? Washington at Hovley AM Peak D D No PM Peak D D No Washington at Ave. of the States AM Peak C C No PM Peak D D No Washington at Palm Royale AM Peak B B No PM Peak A B A -B Warner Trail at Fred Waring AM Peak C C No PM Peak B B No Washington at Fred Waring AM Peak D D No PM Peak D D No Palm Royale at Fred Waring AM Peak B B No PM Peak A B A -B Adams Street at Fred Waring AM Peak D D No PM Peak D D C -D Washington at Miles AM Peak C C No PM Peak D D No Washington at Channel Drive AM Peak B B No PM Peak C C No Washington at Highway 111 AM Peak D D No PM Peak D D No Washington at Avenue 48 AM Peak C C No PM Peak C D C -D III -105 ititr Lar ey Avenue o the States ,nr Fred Waring Dr. Legend €_. Exclusive Right -Turn Lane <---Through Lane Exclusive Left -Turn Lane 4—Shared Through/Right Lane `F— Shared Through/Left Lane 4- Shared Through/Right/Left Lane �---- Unstriped Sneak -Right Lane Signalized Intersection M STOP Sign 0 New Signal Required Note: Bold arrows represent new or reslrined lralhc lanes T■ �H[l0 Engineering 8 S venue 48 ¶tt Scale: 1 = 2030' A L ,4 TERRA NOVA® Planning & Research, Inc. Villa Capri EIR Approach Lanes Assumed For General Plan Buildout in the Year 2020 La Quinta, California Exhibit III -8 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures Project Access Driveways The traffic analysis also reviewed the project's proposed access to the public circulation network. As previously described, the project site plan proposes the following: • Access A — located at the northwest corner of the site, on Washington Street (right -in - right -out only) • Access B — located on the west side of the site, opposite Calle las Brisas, on Washington Street (left -in -right -in -right -out only) • Access C — located 350 feet east of Washington Street, on Fred Waring (right -in -right -out only) • Access D — located 290 feet east of Access C, on Fred Waring (full turn) • Access E — located 400 feet west of Palm Royale (right -in -right -out only) • Access F — located 360 feet north of Fred Waring, on Palm Royale (full turn) The analysis focused on the safety of each access point, as it relates to acceleration and deceleration in the public streets, and turning movements from the site onto and off of the public streets. Deceleration Lanes The City has established a requirement for deceleration lanes when a driveway is predicted to generate 50 or more peak hour right turns into a project. The analysis found that the proposed project Access B and Access C will meet this threshold. Deceleration lanes are provided for each access, outside the roadway travel lanes. The length of each deceleration lane, and its location, were found to be sufficient to accommodate anticipated peak hour demand. A deceleration lane has also been provided at Access E, on the east end of the project, on Fred Waring Drive. The analysis determined that in the peak hour, this access point would generate 41 trips per hour in the peak hour, and will not reach the required 50 trips per hour. Similarly, Access A proposes a deceleration lane, but is expected to generate 4 vehicles per peak hour, and will not meet the City's standard. The analysis further states that should Washington be widened to 8 lanes, the deceleration lanes will not be required. Left -In Access Two left -in access points are proposed as part of the project. The first is located on Washington Street, opposite Calle las Brisas, at Access B. The second is proposed on Fred Waring Drive, at Access D. The analysis found that the design and location of Access B's left turn lane is adequate to allow safe turn movements from this location. The lane will be channelized and will prohibit left turns from Calle las Brisas to northbound Washington Street. The Calle las Brisas to northbound Washington Street turning movement will not be safe with implementation of the proposed project, and should be eliminated. The left turn lane currently available for northbound traffic onto Calle las Brisas will also be eliminated, as a full turning movement could not be safely allowed at this location, due to its proximity to the intersection to the south. The analysis found that the turning movement from Calle las Brisas to northbound Washington Street is currently unsafe, particularly during peak hours. The analysis further found that although limiting access III -107 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures for the residents of the project to the west will be inconvenient, the alternative access location available on Fred Waring for the project provides a safer, equally accessible alternative for these residents, and will improve traffic safety. On Fred Waring, the project site plan indicates that a full turn movement is proposed. The City has indicated that a full turn movement at this location would not be allowed. The traffic analysis found that a left -in access could be safely provided, as it would not conflict with the left turn lanes further to the west. The study recommends that a channelized lane be provided, which prohibits left turns from Access D to eastbound Fred Waring. The traffic study includes analysis of the required length of each deceleration and left turn lane to allow sufficient stacking of vehicles during the peak hour. The City's Public Works Department will implement these requirements, as detailed in its requirements, when project plans are submitted for grading and building permits. Emergency Access Ambient growth in traffic, and the proposed project, will result in unacceptable levels of service on area roadways, and at area intersections. In an emergency, the unacceptable levels of service could impede the ability of fire equipment and personnel to reach the site within acceptable time limits. However, the proposed project is located on Fred Waring Drive, approximately one half mile west of an existing fire station. Levels of service on Fred Waring Drive are not expected to be below acceptable levels, either in 2010, or in 2020, with or without the proposed project. Since the fire station is located within less than one mile, and the levels of service on Fred Waring are not expected to fall below level of service D west of Adams Street, impacts associated with emergency access are expected to be less than significant. Other Impacts The development of the proposed project will include the construction of the median in Washington Street north of Fred Waring Drive. This median is required by the City's General Plan for all segments of Washintgton Street. North of Fred Waring, the median will include space for two southbound to eastbound left turn lanes, which will be extended further north than they currently occur, in order to accommodate increased traffic at the intersection. This increase in length will result in the elimination of the current northbound to westbound left turn pocket on Washington Street at Calle Las Brisas. The eastbound left turn from Calle Las Brisas to northbound Washington Street will not be eliminated by the design of the project. However, the traffic study concludes that over time, both turning movements will be increasingly hazardous, and should be eliminated. As there are other access options to access the project, including right in and right out access on Washington Street, and access on Fred Waring Drive, the elimination of these access points is considered prudent. Summary of Project Impacts Off -Site Impacts The Engineering Bulletin has identified a threshold of 100 ADT on any affected roadway segment, or a contribution of one percent or more to a roadway segment which is expected to operate an unacceptable level of service, as a potentially significant impact. On that basis, the III -108 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures proposed project will significantly impact 16 of the 18 roadway segments on Washington Street, from Hovley Lane to Avenue 48. North of Hovley Lane, and south of Avenue 48, the project will not have a significant impact on roadway segment operations. On the basis of the analysis described above, the City's Engineering Bulletin and the thresholds of significance established in CEQA, the proposed project will have significant impacts on the following intersections upon project build out, in 2010: 1. Washington Street at Hovley Lane 2. Washington Street at Fred Waring Drive 3. Palm Royale Drive at Fred Waring Drive 4. Adams Street at Fred Waring Drive 5. Washington Street at Miles Avenue 6. Washington Street at Highway 111 In 2020, the proposed project will contribute to cumulative impacts on the roadway system as well. The proposed project will have a significant impact on 17 of the 18 roadway segments on Washington Street. South of Avenue 48, the project will not significantly impact the roadway segments analyzed. On Fred Waring Drive, the proposed project will significantly impact three of the eight roadway segments analyzed, but will contribute less than 2% to these impacts. The City will require the payment of Developer Impact Fees for improvements which include Fred Waring Drive, which will reduce the project's impacts to less than significant levels. In 2020, the project will contribute less than 2% to an unacceptable level of service at Washington Street at Miles Avenue and Washington Street and Avenue 48. The City will require the payment of Developer Impact Fees for improvements to these intersections, which will reduce the project's impacts to less than significant levels. The project will also contribute up to 2% to the unacceptable level of service at Washington Street and Channel Drive, but will increase the V/C ratio at that intersection by less than 0.02. The City will require the payment of Developer Impact Fees for improvements to these intersections, which will reduce the project's impacts to less than significant levels. On -Site impacts The project peak hour traffic will exceed the right turn threshold at two project access points, Access B and Access C. The City requires the installation of deceleration lanes of 248 feet, with a 150 foot transition. This requirement will mitigate project impacts to less than significant levels. No other access points meet or exceed the City's threshold for deceleration lanes, and no additional deceleration lanes are therefore required. The proposed project access point on Fred Waring Drive at Access D proposes a full turn access. The City's Public Works Department and the traffic analysis determined that the left turn out of Access D cannot be safely completed when considered with roadway volumes and lane conflicts. The full turn access at this location represents a significant impact, and will require mitigation in III -109 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures the form of a modified median break allowing left turn access to the project, but prohibiting left turn egress. The existing northbound left turn bay on Washington Street at Calle las Brisas is located within the area required for the southbound queuing length for the left turn lanes in the year 2020. The analysis found that the length of these lanes will need to be extended to 450 feet, which will include the area currently provided for the northbound left turn bay at Calle las Brisas. In addition, the analysis found that the increased traffic on Washington Street will result in unsafe left turns at this location. This significant impact will require mitigation through closure of the northbound left turn bay at Calle las Brisas, and the restriction of left turns out of Calle las Brisas onto northbound Washington Street. All other left turn bays adjacent to the project were analyzed to determine required lengths, and determined to be adequate either in the current condition or for future 2020 conditions. The project will not significantly impact these left turn bays. Regional Impacts With or Without the Proposed Project As shown in the Tables above, roadway segments within the study area will operate at LOS E or F, with or without the proposed project. In order to improve the level of service on these roadways, the following improvements would be required. Washington Street: From north of Hovley Lane to Highway 111, will require 8 lanes and a redesignation to Augmented Major Arterial. Washington Street: South of Avenue 48, will require 10 lanes, and a redesignation to an equivalent roadway classification. No such classification currently exists in the City's General Plan. Fred Waring Drive: From west of Warner Trail to Washington Street will require 8 lanes, and a redesignation to the equivalent of an Augmented Major in the Indian Wells and Palm Desert General Plans. This segment of the roadway is not within the City of La Quinta's jurisdiction. Highway 111: East and west of Washington Street, will require 8 lanes, and a redesignation to an Augmented Major Arterial. In addition to the through lane improvements described above, specific approach lane improvements will be required to assure LOS D or better on regional roadways, particularly at Washington Street and Highway 111, and Washington Street and Avenue 48. These improvements exceed the lane configurations of the applicable roadway classification for each intersection. The required approach lane configurations for 2010 and 2020 are shown in Exhibit III -7 and III -8, respectively. Although the proposed project will contribute to these deficiencies, since the improvements cannot be feasibly implemented, the impacts at these intersections will remain significant and unavoidable, with or without the proposed project. III -1 10 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures 3. Mitigation Measures The following mitigation measures shall be implemented to reduce project related impacts to the greatest extent possible. All mitigation measures must be complete prior to the issuance of the first certificate of occupancy on the project site. 1. A raised median shall be provided on Washington Street, for the entire length of the project boundary, which allows left turns into Access B, but prohibits left turns out of Access B, or left turns from Calle las Brisas, consistent with Figure 6-1 of the traffic impact analysis. The median shall include a left turn bay at Access B of at least 150 feet in length. 2. The existing northbound left turn bay on Washington Street at the intersection of Calle Las Brisas will be removed, and replaced with a raised median, and extended southbound left turn lane queuing length to 450 feet, consistent with the recommendations of the traffic impact analysis. 3. A raised median shall be provided on Fred Waring Drive, for the entire length of the project boundary, which allows left turns into Access D, but prohibits left turns out of Access D, consistent with Figure 6-1 of the traffic impact analysis. The median shall include a left turn bay at Access D of 175 feet in length. 4. A minimum 248 foot long deceleration lane shall be installed on-site at Access B. 5. A minimum 175 foot long deceleration lane shall be installed on-site at Access C. 6. A minimum 100 foot long painted northbound left turn bay shall be provided on Palm Royale Drive at Rome Drive. 7. A minimum 100 foot long painted southbound left turn bay shall be provided on Palm Royale Drive at Rome Drive. 8. A painted southbound left turn deceleration lane shall be provided on Palm Royale Drive at Fred Waring Drive. 9. The applicant shall contribute his fair share to the installation of a traffic signal at Palm Royale Drive and Fred Waring Drive, including the provision of east -west left turn phasing and signal interconnection, consistent with Table 7-4 of the traffic impact analysis. 10. The applicant shall contribute his fair share to improvements to the intersections of Washington Street and Hovley; Washington Street and Fred Waring; Adams Street and Fred Waring; and Washington Street and Miles, consistent with Table 7-4 of the traffic impact analysis. 11. The proposed project shall dedicate appropriate right of way and improve Washington Street, Fred Waring Drive and Palm Royale Drive to their ultimate half width, including curb, Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures gutter, sidewalk and landscaped parkway, along the entire frontage of these roadways on the project site. Mitigation Monitoring/Reporting Program 1. All project improvements in mitigation measures 1 through 11 shall be completed prior to the issuance of the first certificate of occupancy on the proposed project. Responsible Parties: Developer, General Contractor, Public Works Department, Building Department In addition to the mitigation measures described above, roadway widening on Washington Street, from Hovley Lane to Avenue 48 would be required, with or without the proposed project, to maintain acceptable levels of service on this roadway in 2010. No feasible mitigation measures are available to mitigate this impact, insofar as right of way has not been secured by any of the affected jurisdictions, and structures and other project improvements occur all along Washington Street; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Washington Street, both with and without the proposed project in 2010 are significant and unavoidable. By the year 2020, Washington Street would require widening to an Augmented Major, with 8 lanes of through traffic, from Highway 111 to Avenue 48, consistent with its General Plan roadway classification. With or without the project, Washington Street will require widening to 10 lanes south of Avenue 48, and 8 lanes from Fred Waring to Hovley Lane. Even with this widening, the segment of Washington from Fred Waring to Miles Avenue is projected to operate at LOS E. No feasible mitigation measures are available to mitigate this impact, insofar as right of way does not exist; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Washington Street, both with and without the proposed project in 2020 are significant and unavoidable. By the year 2020, Fred Waring west of Washington Street would require 8 lanes to operate at acceptable levels of service, with or without project traffic. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by any of the affected jurisdictions, and has been fully developed in structures and project improvements; and the cities of Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Fred Waring, both with and without the proposed project in 2020 are significant and unavoidable. By the year 2020, Highway 111 east of Washington Street will require 8 lanes to operate at acceptable levels of service. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by the City, and the intersection is fully developed with structures and project improvements; and the City of La Quinta has no capital improvement plans in place to acquire right of way or provide improvements. As no feasible III -112 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section III. Existing Environmental Concerns, Project Impacts, and Mitigation Measures mitigation measures are available, the impacts associated with traffic on roadway segments of Highway 111 east of Washington Street, both with and without the proposed project in 2020 are significant and unavoidable. In 2010, intersection improvements would be required to mitigate impacts associated with the proposed project, as follows: 1. Add a second northbound left turn lane at Washington Street and Hovley Lane. 2. Change the existing westbound right turn lane into a shared through/right lane at Adams Street and Fred Waring Drive. 3. Add a second southbound left turn lane at Washington Street and Miles Avenue. 4. Add a third northbound left turn lane and third southbound left turn lane at Washington Street and Highway 111. 5. Add a second southbound left turn lane at Washington Street and Avenue 48. These improvements exceed the General Plan roadway classification requirements for these intersections. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by any of the affected jurisdictions, and of structures and project improvements have been constructed; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic at these intersections with the proposed project in 2010 are significant and unavoidable. III -113 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section IV. Unavoidable Significant Impacts TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT IV. UNAVOIDABLE SIGNIFICANT IMPACTS Introduction Unavoidable significant impacts are those that cannot be reduced to acceptable or insignificant levels by the implementation of realistic and feasible mitigation measures. The proposed project will result in the development of retail and medical office commercial uses, as well as an acute care rehabilitation facility totaling approximately 235,000 square feet of space. Impacts associated with development of the project are addressed in detail in Section III of this EIR. Comprehensive mitigation and monitoring and reporting programs have been developed to address potential impacts. The mitigation measures set forth in this Draft EIR will demonstrably and effectively reduce all potentially significant impacts to levels of insignificance, with the exception of Air Quality, and Transportation and Traffic. Air Quality. Air quality emissions will exceed SCAQMD thresholds during the grading and construction phases of the project. Although these emissions can be reduced by the mitigation measures included in Section III of this document, the impacts cannot be reduced to less than significant levels. Therefore, during the grading and construction processes, oxides of nitrogen and reactive organic gases will both be emitted at levels which exceed established thresholds, and impacts are considered significant and unavoidable. During the life of the project, impacts associated with both moving emissions and stationary sources can be mitigated to less than significant levels. IV -1 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section IV. Unavoidable Significant Impacts Transportation and Traffic Both roadway segment improvements and intersection improvements are required to assure that area roadways operate at acceptable levels of service. These are detailed below, and an explanation of why impacts cannot be mitigated is provided. In 2010, intersection improvements would be required to mitigate impacts associated with the proposed project, as follows: 1. Add a second northbound left turn lane at Washington Street and Hovley Lane. 2. Change the existing westbound right turn lane into a shared through/right lane at Adams Street and Fred Waring Drive. 3. Add a second southbound left turn lane at Washington Street and Miles Avenue. 4. Add a third northbound left turn lane and third southbound left turn lane at Washington Street and Highway 111. 5. Add a second southbound left turn lane at Washington Street and Avenue 48. These improvements exceed the General Plan roadway classification requirements for these intersections. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by any of the affected jurisdictions, and of structures and project improvements have been constructed; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic at these intersections with the proposed project in 2010 are significant and unavoidable. Roadway widening on Washington Street, from Hovley Lane to Avenue 48 would be required, with or without the proposed project, to maintain acceptable levels of service on this roadway in 2010. No feasible mitigation measures are available to mitigate this impact, insofar as right of way has not been secured by any of the affected jurisdictions, and structures and other project improvements occur all along Washington Street; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Washington Street, both with and without the proposed project in 2010 are significant and unavoidable. By the year 2020, Washington Street would require widening to an Augmented Major, with 8 lanes of through traffic, from Highway 111 to Avenue 48, consistent with its General Plan roadway classification. With or without the project, Washington Street will require widening to 10 lanes south of Avenue 48, and 8 lanes from Fred Waring to Hovley Lane. Even with this widening, the segment of Washington from Fred Waring to Miles Avenue is projected to operate at LOS E. No feasible mitigation measures are available to mitigate this impact, insofar as right of way does not exist; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Washington Street, both with and without the proposed project in 2020 are significant and unavoidable. By the year 2020, Fred Waring west of Washington Street would require 8 lanes to operate at acceptable levels of service, with or without project traffic. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by any of the affected jurisdictions, and has IV -2 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section IV. Unavoidable Significant Impacts been fully developed in structures and project improvements; and the cities of Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Fred Waring, both with and without the proposed project in 2020 are significant and unavoidable. By the year 2020, Highway 111 east of Washington Street will require 8 lanes to operate at acceptable levels of service. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by the City, and the intersection is fully developed with structures and project improvements; and the City of La Quinta has no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments of Highway 111 east of Washington Street, both with and without the proposed project in 2020 are significant and unavoidable. IV -3 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT V. PROJECT ALTERNATIVES A. Introduction Section III of this document contains detailed analyses of potential impacts associated with the "Preferred Alternative." That section fully analyzes the range of potential project impacts of the Preferred Alternative, including land use, traffic and circulation, soils and geology, air and water quality, hydrological issues, cultural, visual and recreational resources. Section V examines the potential impacts of several alternatives to the Preferred Alternative. The alternatives are designed to provide decision makers and the general public with information on changes to the Preferred Alternative which might reduce impacts, provide more consistent development, or change the impacts of development on the site. Section V first describes the objectives of the proposed project. In addition, it analyzes and compares several alternatives to the development of the project as proposed. The project alternatives included in this section are as follows: the No Project/No Development alternative, which assumes that the site would remain vacant; the General Plan Buildout Retail Alternative, which analyzes impacts associated with an all retail project on the 25 acres; the Reduced Intensity Alternative, which proposes a smaller project consisting of the same land uses on a smaller scale; and the Alternative Land Use Mix Alternative, which proposes differing land uses, but includes office and retail development as well. For purposes of comparison, each of the areas of environmental impact that were analyzed in Section III is also analyzed in this section for each of these alternatives. At the end of the analysis, a determination is made as to the environmentally superior alternative. The consideration of alternatives also included the potential for an alternative site. The General Plan land use map was consulted, and City staff attempted to identify a comparably sized site in the City which would accommodate a 25 acre development in the Community Commercial land use designation. V-1 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives No such site exists, and no other comparable site is under the financial control of the project applicant. As a result of this analysis, the alternative site is not further considered here, as none is feasible. B. Statement of Project Objectives The primary goal of the proposed project is to establish an economically viable retail and medical complex at a major intersection in the City of La Quinta. The project objectives have been developed on that premise. They are as follows: 1. To provide convenient retail outlets to surrounding residents and place neighborhood commercial development convenient to the residences it serves. 2. To provide an office project which includes medical offices to serve area residents, with professional services located with convenient regional access. 3. To locate a project which provides jobs, services and retail opportunities in close proximity to the residential uses served, to lower vehicular traffic and increase pedestrian accessibility. 4. To provide a high quality designed project which serves as a gateway for the City of La Quinta. 5. To provide an economically successful project with longevity in the community. 6. To generate sales tax revenues for the City which help it continue to meet the needs of its residents. C. Alternative Projects Selected for Detailed Analysis 1. No Project Alternative The "No Project Alternative" assumes that no development would occur on the project site. The current disturbed native vegetation would remain, and no construction would be undertaken. This alternative would have no impact on the environment, as no additional construction would occur. However, this alternative would also not meet any of the project objectives. 2. Alternative I: General Plan Build Out/All Retail Development This alternative assumes that the proposed project site would be constructed at the maximum allowable intensity in the Community Commercial zone. This alternative is also assumed to be composed entirely of commercial retail development. This alternative would yield a total of 327,350 square feet of retail commercial space. For purposes of this alternative, it is assumed that development would occur in single story structures extending to 30 feet. Development would occur with two anchor tenants connected by in-line stores as one east -west oriented building mass on the north half of the site, as well as satellite pads along the western and southern boundary of the site. This alternative would result in 14,730 average daily vehicle trips. It is also assumed that the points of access to the alternative project would be equivalent to those in the proposed project. This alternative would meet most of the project objectives, but would not provide medical or other professional services to the community. The more intense level of development would also generate a higher level of sales and property tax for the City than the Preferred Alternative. It would be expected that this alternative would be designed to the same high standard as the Preferred Alternative. V-2 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives 3. Alternative II: Reduced Intensity Alternative This alternative would result in a project consisting of similar land uses to that included in the proposed project, but at a lower intensity of use. This alternative would result in 80,000 square feet of retail commercial development on the western 12 acres of the site, consisting of a 35,000 square foot general retail anchor and 35,000 square feet of in-line retail space. An additional 4 satellite pads, each at 2,500, would be located on the perimeter of the site. The eastern 12 acres of the site would include 100,000 square feet of general office space. The entire site would develop as single story retail or office space. This alternative would result in 4,860 average daily vehicle trips. It is assumed that the points of access would be reduced to two on Fred Waring Drive, one on Washington Street, and one on Palm Royale. This alternative would meet most of the project objectives, but on a smaller scale. The project would still consist of both retail and medical/professional office uses, so it would still provide these services to surrounding residents. The smaller scale might make the project's success less viable, as uses in commercial centers create synergies. The smaller scale might also not meet all the needs of the surrounding residents, thereby not providing the same level of neighborhood commercial service as the Preferred Alternative. 4. Alternative III: Alternative Land Use Mix Alternative This alternative would include a different mix of land uses, permitted in the Community Commercial zone. This alternative would include a 200 room all -suite hotel on 5 acres of the site; 100,000 square feet of retail commercial space; and 50,000 square feet of general office space. The hotel would be expected to develop at the northwest corner of the site, and be 3 stories in height. The retail and office components would be mixed in an integrated project, whose focal point would be at the corner of Fred Waring and Washington Street. The development of the retail and office components would occur in single story structures. This alternative would result in a total of 6,110 average daily vehicle trips. For purposes of this alternative, it is assumed that two project access points would occur on Washington Street, two on Fred Waring, and one on Palm Royale. This alternative would meet most of the project objectives. The construction of a three story structure, however, could impact the high quality design goals of the project, and reduce the aesthetic appeal of the project. The project would have equivalent revenue generating potential, since the alternative would generate transient occupancy tax to offset the lower amount of sales tax generated by the reduced retail component. The project would still provide services to the adjacent residents, and might provide the added service of lodging for visitors in close proximity to residences. D. Alternative Projects Analysis Introduction Each of the following sections will discuss the potentially significant impacts associated with the development of each alternative scenario, in the same order as the discussion in Section III. V-3 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives The analysis of each of the various alternatives is conducted in the following manner: Each of the alternative land use scenarios is compared to and measured against the projected impacts that would result from the implementation of the Preferred Alternative. Section III of this EIR contains detailed and specific impact assessments for a broad range of issues that would result for the development of the Preferred Alternative. Through a comparison of the plan for each of the scenarios, a logical prediction of the impacts associated with each alternative can be made. Where impacts can be quantified, a quantified comparison is made. In other cases, the potential impacts are described and compared, leading to a conclusion as to the relative level of impact of each alternative. Aesthetics Section III examines existing regional aesthetics resources and discusses the Preferred Alternative's potential to directly or indirectly impact these resources. Potential impacts to aesthetic resources associated with the proposed project are expected to be less than significant. The No Project/No Construction Alternative would not result in any change to the existing condition onsite and the site would remain vacant, thereby avoiding any potential impacts to aesthetic resources. The General Plan Buildout/All Retail Development Alternative would have similar impacts to aesthetic resources as the preferred alternative, impacts would be less than significant. The lower profile of the buildings (all single story versus single and two story in the Preferred Alternative), might allow a slightly improved view of the mountains to the west. However, this alternative would also result in more intense coverage of the site, and therefore likely lower the number of view corridors through the site. The Reduced Intensity Alternative would also have less than significant impacts to aesthetic resources since this alternative would result in less overall building mass. This alternative would also provide single story construction, and thereby potentially improve views to the west for residents to the east of the project site. On the other hand, the Alternative Land Use Mix Alternative would have the potential to impact aesthetic resources since it would involve the development of a three-story hotel which may restrict views of the surrounding mountains, particularly from the northern portion of the site, and lands immediately east of it. The balance of the site would be developed in single story buildings, which would potentially provide improved views of the western mountains from residences to the east. Overall, all project alternatives would have comparable impacts to the Preferred Alternative, although the Reduced Intensity Alternative and General Plan Buildout/All Retail Development alternatives would have slightly more opportunity to preserve mountain views. Air Quality As indicated in Section III a site-specific Air Quality analysis was conducted for this project. The analysis included quantification of the criteria air pollutants that may be generated in conjunction with project development and operation. The analysis concluded that with the implementation of mitigation measures the proposed project would result in a less than significant impact to air quality. The No Project Alternative would not result in construction on-site, therefore there would be no change to the existing condition, which results in a less than significant impact to air quality. All other alternatives will result in mass grading of the site, construction and operation activities, and vehicle V-4 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives miles traveled, which would result in emissions of criteria pollutants. In all alternatives impacts to air quality would be potentially significant during construction and would require the implementation of mitigation measures to reduce impacts to less than significant levels. The General Plan Buildout/All Retail Development Alternative would require approximately 22% less energy, whereas the Reduced Intensity Alternative and the Alternative Land Use Mix Alternative would generate similar energy consumption compared to the Preferred Alternative. Biological Resources The No Project/No Construction Alternative would not result in any change to the existing condition onsite and the site would remain vacant, thereby avoiding any potential impacts to biological resources. All three of the other Alternative would have the same impacts to biological resources as the preferred alternative, and impacts would be less than significant. In all three alternatives, the site would be graded, and all current vegetation would be removed. As with the preferred alternative, impacts would result to common species and to creosote bush scrub habitat. However, since the site is significantly disturbed, and since no sensitive species, riparian areas, wetlands or wildlife corridors occur on the site, impacts to biological resources would be less than significant. Cultural Resources As indicated in the Section III's Cultural Resources discussion, a site-specific archaeological/historical resources survey was conducted for this project. The survey included a review of previous cultural resources studies in the project vicinity, some of which covered portions of the proposed project site, as well as a review of historical maps and an on-site field survey. No archaeological or historic resources were identified on the project site and project archaeologists determined that no such resources would be impacted by development of the proposed project. Based on these findings, none of the proposed development alternatives is expected to result in impacts to any archaeological or cultural resource. The No Project Alternative would not result in construction on-site, therefore no ground disturbance or grading would be required. All other alternatives will result in mass grading of the site, and to the extent that any previously undetected cultural resources are present on-site, all development alternatives would have similar impacts. To ensure that the project does not impact any such resources that may be discovered during ground disturbance, mitigation measures included in Section III would be applicable to any of the development alternatives. The project site is located in an area of Low Sensitivity for paleontological resources and soils on the site are considered too young to support such resources. Therefore, neither the Preferred Alternative nor any of the other development scenarios are expected to result in impacts to paleontological resources. No further mitigation is necessary. Geology/Soils The site is not located within an Alquist-Priolo Earthquake Fault Zone. However, the City and the project site are located in a seismically active area, and the site is within approximately 4 miles of the Coachella Valley segment of the San Andreas fault. The site is subject to ground shaking hazards from high -magnitude earthquakes such as the fault is capable of generating. In general, all of the project V-5 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives development scenarios appear to share geotechnical/seismic conditions that will affect development engineering, earthwork, and structural design. Only the No Project Alternative will result in no new impacts to structures or people. Both the General Plan Buildout/All-Retail Development and the Alternative Land Use Mix Alternative have potential to employ and host a greater number of persons on-site. The Alternative Land Use Mix would result in construction of a 200 -room hotel. Therefore, there is greater potential for impacts from a large earthquake to result in more injury and property damage under these scenarios. However, none of the alternatives is demonstrably superior to the others in terms of induced risk or potential impacts from major seismic events. Neither do any of the development scenarios represent an environmentally superior alternative with regard to other hazards to which the site may be subject due to on-site soils. These include differential settlement and wind erosion hazards. The mitigation measures included in Section III would apply to all development alternatives, as similar site preparation would be required. Hazards and Hazardous Materials The No Project/No Construction Alternative would not result in any change to the existing condition onsite and the site would remain vacant, thereby avoiding any potential impacts associated with hazards and hazardous materials. The General Plan Buildout/All Retail Development Alternative would have similar impacts as the preferred alternative, insofar as retail operators would be expected to handle small quantities of hazardous materials for cleaning purposes. Should a retail operator such as a pool supply store or dry cleaner be located within the project, the same requirements for County and Fire Department oversight of these operations would occur. The impacts associated with the medical offices' generation of medical wastes would be eliminated with this alternative. The impacts would be less than significant, consistent with the preferred alternative. The Reduced Intensity Alternative would reduce the number of potential small users of hazardous materials, but the materials would still be expected to occur on site. As with the preferred alternative, County and Fire Department requirements would apply to retail operators who handled larger quantities of hazardous materials. The impacts associated with the medical offices' generation of medical wastes would be reduced with this alternative. Impacts would be less than significant, but would be potentially reduced from the preferred alternative. The Alternative Land Use Mix Alternative would have similar impacts associated with hazards and hazardous materials. All the uses contemplated would be expected to store small quantities of cleaning supplies and similar materials. Retail uses handling larger quantities would be regulated by the County and the Fire Department. The impacts associated with the medical offices' generation of medical wastes would be reduced with this alternative. This alternative would also result in less than significant impacts which would be equivalent to those of the preferred alternative. Overall, all alternatives would have comparable impacts to the Preferred Alternative, although the Reduced Intensity Alternative alternatives would have somewhat reduced impacts. V-6 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives Hydrology and Water Quality As indicated in Section III, a site-specific hydrology analysis was conducted for this project. The analysis included quantification of the 100 -year stormwater runoff and determined the necessary size of the retention basins and underground storage required onsite to manage these flow. No impacts to hydrology and water quality were identified on the project site and impacts are expected to be less than significant. The No Project Alternative would not result in construction on-site, therefore there would be no change to the existing condition, which results in a less than significant impact. All other alternatives will result in mass grading of the site, and development including impervious materials, which would require development of the onsite retention/detention system in order to manage peak flows. The system would also include pollution prevention designs that limit the influx of pollutants into the water supply. Under all alternative scenarios, impacts to the water supply would be considered less than significant because of the relatively small size (26.6 acres) of the site. The General Plan Buildout/All Retail Development Alternative would require approximately 22% less water, since retail users have a lower water usage rate than office users. The Reduced Intensity Alternative would result in a similar water consumption as the Preferred Alternative, since it can be assumed that larger areas of landscaping would replace the building square footage, requiring irrigation. The Alternative Land Use Mix Alternative would generate a higher consumption of water compared to the Preferred Alternative, because the hotel use would increase water consumption for that portion of the site. Noise The No Project/No Construction Alternative would not result in any change to the existing condition onsite and the site would remain vacant, thereby avoiding any potential impacts associated with noise, both on and off site. All three construction alternatives would result in off-site impacts associated with construction. As with the preferred alternative, noise mitigation would be required to reduce the impacts associated with construction equipment noise to less than significant levels. The mitigation measures would be identical in all cases, as the area to be developed would encompass the entire project site. Impacts associated with all alternatives as they relate to construction noise would be equivalent to the preferred alternative. The General Plan Buildout/All Retail Development Alternative and Reduced Intensity Alternative would have similar impacts associated with long term noise levels, both on and off site. Increases in traffic would occur, which would marginally increase the off site noise environment. As with the preferred alternative, these increases would not be expected to reach the 3 dBA level, and would not be perceptible to the human ear. Since the land uses on the project site would be the same as those proposed for the preferred alternative, the 75 dBA CNEL standard would apply, and the noise levels on site would be within the acceptable range, consistent with General Plan standards. Impacts associated with these alternatives would be equivalent to the preferred alternative. The Alternative Land Use Mix Alternative would have the potential to have greater noise impacts associated with on site noise than the preferred alternative. The introduction of a residential use, in the V-7 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives form of a hotel, would require that outside use areas adjacent to the hotel have noise levels of 65 dBA CNEL. As indicated in Section III, the noise levels on Washington Street, within 100 feet of the centerline of the roadway, would be approximately 73 dBA CNEL. This level exceeds the City's standard for sensitive receptors, and would require mitigation, including sound walls or building orientation changes which would shield outside use areas from street noise. The impact to this portion of the site, under this alternative, would be greater than with the preferred alternative. Impacts associated with increased noise levels on surrounding roadways, and noise levels on the retail and office portions of the site, would be equivalent to those of the preferred alternative. Overall, impacts associated with noise would be equivalent to the preferred alternative under the General Plan Buildout/All Retail Development and Reduced Intensity Alternatives. Under the Alternative Land Use Mix Alternative, impacts would be greater than the preferred alternative, due to the introduction of a sensitive receptor on the site. Population and Housing The No Project alternative would not add any new jobs to the site, and would therefore have no potential for induced growth in the City. All other alternatives would result in some increase in population, although all alternatives would, as with the Preferred Alternative, have less than significant impacts. The General Plan Buildout/All Retail Development Alternative would result in more service and retail jobs, but fewer professional or technical positions. Overall, the number of jobs would remain about the same. The Reduced Intensity Alternative would result in a reduction in square footage, and corresponding reduction in the number of jobs created, reducing the total number by about 100, to 300 to 350 jobs. The Alternative Land Use Mix Alternative would increase the number of service jobs, accounting for hotel employment on the site, but reduce the number of professional and technical positions. It would be expected that since hotels are more intense employers, the total number of jobs would be about the same as the Preferred Alternative. Public Services and Utilities Section III examines existing regional and local public services and utilities and discusses the Preferred Alternative's potential to directly or indirectly impact these services and systems. In compliance with CEQA requirements, Section V of the EIR addresses feasible alternatives to the Preferred Alternative discussed in Section III of this document. The potential impacts to public services and utilities associated with the development of the proposed project vary depending on the intensity of development. The No Project/No Construction Alternative assumes that no development would occur onsite and that the site would remain in its current state. This alternative would not impact any public services or utility systems since there would be no change from the existing condition. Fire Protection Development of any of the project alternatives including General Plan Build Out/All Retail Development, Reduced Intensity Alternative, and Alternative Land Use Mix Alternative is expected to put additional demands, albeit to various degrees, on fire protection services. However, none of the alternatives are expected to result in a significant impact to fire protection. V-8 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives Police Protection Police protection services would be similarly impacted for all project alternatives in a manner similar to the Preferred Alternative. The Reduced Intensity Alternative would require slightly less police protection services, whereas the Alternative Land Use Mix Alternative would require slightly more due to the intensified land use and the incorporation of a hotel. The General Plan Build Out/A11 Retail Development Alternative would result in similar impacts to police protection services, which may include the expansion of police facilities, personnel, and equipment. Impacts associated with any of the Proposed Alternatives and the Preferred Alternative are expected to be less than significant. Solid Waste Management Compared to the Preferred Alternative, the Alternative Land Use Mix Alternative would generate an increase to the generation of solid waste that would require additional management, hauling, and/or an expansion of facilities and services, but would remain a less than significant impact. The General Plan Build Out/All Retail Development Alternative would generate 10% less solid waste compared to the Preferred Alternative which would result in a less than significant impact. Similarly, the Reduced Intensity Alternative would require approximately 23% less solid waste management services compared to the Preferred Alternative and impacts remaining less than significant. Wastewater Collection and Treatment The Reduced Intensity Alternative would result in less effluent and would reduce the demand for processing and treating wastewater compared to the Preferred Alternative. As such impacts would remain less than significant and would require only minor expansions to the existing system. The other alternatives, General Plan Build Out/All Retail Development and Land Use Mix Alternatives, would require an expansion of services and the need for additional capacity to treat and manage wastewater compared to the Preferred Alternative. Impacts from these more intense alternatives are expected to remain less than significant. Schools The General Plan Build Out/A11 Retail Development would result in an increased school fee by about 40%, whereas the Reduced Intensity Alternative would result in a 23% decrease to the school fee compared to the Preferred Alternative. The Alternative Land Use Mix Alternative would result in similar fees compared to the Preferred Alternative. None of the project alternatives, including the Preferred Alternative, are expected to result in significant impacts to La Quinta public or private schools, since the proposed project and alternatives do not contain any residential land uses and will therefore only result in indirect student generation, which is difficult to quantify but is expected to be less than significant. V-9 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives Libraries Library facilities within Riverside County seek to maintain an unadopted standard of 2 volumes and 0.5 square feet of library space per capita. Based on employment comparisons of each alternative, the Alternative Land Use Mix and General Plan Build Out/All Retail Development would generate similar numbers of new jobs, and therefore similar numbers of new residents as the Preferred Alternative. The Reduced Intensity Alternative would reduce the number of jobs by about 100, and therefore would potentially reduce the need for additional books and library square footage by about 25% when compared to the Preferred Alternative. All development alternatives would have less than significant impacts on library services. Medical Facilities As privately operated facilities, local and regional medical care facilities will continue to plan for growth and expand services as needed. Therefore impacts from any of the project Alternatives, including the Preferred Alternative would result in less than significant impacts to medical facilities. Water Services The Alternative Land Use Mix Alternative would result in a slightly greater demand for water resources since it includes a 200 room hotel, which is a higher water consumer compared to retail or office commercial development. The General Plan Build Out/A11 Retail Development Alternative would result in a slightly lower use of water, whereas the Reduced Intensity Alternative would result in a roughly the same amount of water consumption when compared to the Preferred Alternative. Neither the Preferred Alternative nor the other project Alternatives would result in significant impacts to water services. The Hydrology and Water Quality section also addresses these impacts. Telephone Development of any of the project alternatives, including the Preferred Alternative would result in less than significant impacts to telephone services, since Verizon's network consists of connection point in the project vicinity and has sufficient capacities to support additional users. Therefore, the General Plan Build Out/All Retail Development, Reduced Intensity Alternative, and Alternative Land Use Mix Alternative will, like the Preferred Alternative, result in less than significant impacts to telephone services. Electricity The Reduced Intensity Alternative would result in a decreased energy consumption by about 23% when compared to the Preferred Alternative. The General Plan Build Out/All Retail Development would result in an increased energy consumption by about 43% compared to the Preferred Alternative. The Alternative Land Use Mix Alternative would be similar to the Preferred Alternative, because of similar intensities of overall development. All alternatives, including the Preferred Alternative, would result in less than significant impacts to energy resources. Natural Gas The Alternative Land Use Mix Alternative would likely generate similar natural gas demands as the Preferred Alternative and would result in a less than significant impact to natural gas resources. The Reduced Intensity Alternative would result in a reduced consumption of natural gas by about 23% and the General Plan Build Out/All Retail Development would result in an increased usage of natural gas by about 69% compared to the Preferred Alternative. Therefore, although the Reduced Intensity Alternative and the Alternative Land Use Mix Alternative would result in less than significant impacts to natural gas V-10 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives resources, the General Plan Build Out/All Retail Development would have a greater impact than the Preferred Alternative on natural gas consumption. Cable Services Development of any of the project alternatives including the Preferred Alternative would result in less than significant impacts to cable services, since Time Warner's network consists of connection points in the project vicinity and it has sufficient capacities to support additional users. Therefore, the General Plan Build Out/All Retail Development, Reduced Intensity Alternative, and Alternative Land Use Mix Alternative will, like the Preferred Alternative, result in less than significant impacts to Cable services. Recreational Resources Section III examines existing regional and local recreational resources and discusses the Preferred Alternative's potential to directly or indirectly impact these resources. The potential impacts to recreational resources associated with the proposed project are limited to those that may occur indirectly from job generation and associated increases to regional and/or local populations. The No Project/No Construction Alternative would not result in any additional impacts beyond those already occurring in the City. Population growth that may be expected to occur as a result of jobs generated by any of the project alternatives is expected to be limited. Both the General Plan Buildout/All Retail Development Alternative and Alternative Land Use Mix Alternative may be expected to generate equivalent numbers of jobs, as compared with the Preferred Alternative, and would therefore also contribute indirectly to increased population growth. The Reduced Intensity Alternative would generate about 300 to 350 additional jobs, or 100 less than the other alternatives, and therefore would generate a lesser increase in associated population. However, whether or to what extent the Preferred Alternative or any of the alternatives may also result in indirect impacts to recreational resources is difficult to project. All alternatives, including the Preferred Alternative, would be expected to have less than significant impacts on recreational resources. Transportation and Traffic The No Project/No Construction Alternative would not result in any change to the existing condition onsite and the site would remain vacant, thereby avoiding any potential impacts to traffic and circulation. There would be no additional traffic on area roadways, and no reduction in acceptable levels of service in the region from development on the site. Impacts to roadway segments and intersections from cumulative projects would still occur, however, and long term impacts would remain significant and unavoidable. The General Plan Buildout/All Retail Development Alternative would increase trip generation from the site by 71.1%. These increased trips would result in greater impacts to roadway segments and intersections throughout the study area. Since traffic growth and cumulative projects would be expected to be equivalent under this alternative, the impacts to regional roadway segments and intersections would be significant, with or without the alternative, but the alternative would contribute to a greater deficiency in levels of service, and intersections and roadway segments not otherwise impacted could have reduced levels of service which would bring these roadway segments to unacceptable levels of v-11 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Section V. Project Alternatives service. This alternative would have substantially greater impacts on traffic in the area, but as with the preferred alternative, impacts would be significant and unavoidable. The Reduced Intensity Alternative would generate 44% fewer trips than the proposed project. As a result, impacts to roadway segments and intersections under this alternative would be reduced. Some of these roadway segments, directly impacted by the proposed project, would have less significant impacts under this alternative. However, since traffic growth in the area and cumulative projects result in unacceptable levels of service with or without the addition of trips from the site, impacts would remain significant and unavoidable. The Alternative Land Use Mix Alternative would result in a reduction of 2,500 trips, or 29% less traffic than the preferred alternative. As with the Reduced Intensity Alternative, impacts to roadway segments and intersections from trips generated at the site would be reduced. Some of these segments and intersections would experience less impacts with this Alternative. However, since the ambient traffic growth and cumulative projects result in significant and unavoidable impacts, these would still occur under this alternative. Environmentally Superior Alternative The only alternative which would result in significantly fewer impacts would be the No Project Alternative. However, traffic impacts with this alternative would still be significant and unavoidable, due to regional traffic growth and cumulative projects. Further, this alternative would not accomplish any project objectives, and would not be consistent with the General Plan vision for the property. The General Plan Buildout/A11 Retail Development Alternative and Alternative Land Use Mix Alternative would have similar impacts to the preferred alternative, but would still result in significant impacts associated with traffic and circulation. Mitigation measures applied to the preferred alternative would reduce the impacts associated with these alternatives to less than significant levels for all other issues of concern, with the exception of noise. Under the Alternative Land Use Mix Alternative, the impacts associated with noise would be greater than the proposed project. These alternatives would most closely parallel the project's objectives. The Reduced Intensity Alternative would result in lower impacts than the preferred alternative, but would also meet fewer of the project objectives. This alternative would not reduce traffic impacts to less than significant levels. In summary, the Reduced Intensity Alternative would have the least impacts of all the development alternatives considered, while still meeting some project objectives. However, no alternative will reduce traffic impacts to less than significant levels, and these impacts will remain significant and unavoidable. V-12 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VI. Short -Term Versus Long -Term Productivity TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT VI. SHORT-TERM VERSUS LONG-TERM PRODUCTIVITY This section of the EIR considers the relationship between the local short-term uses of the environment and the maintenance and enhancement of its long-term productivity. Special attention has been given to areas of impact that narrow the range of beneficial uses of the environment, or that pose long-term risks to health and safety. Biological Resources The Coachella Valley and the City of La Quinta's continued development, along with the disturbance and conversion of natural lands, and the construction of improvements associated with the project, will result in the continued loss of wildlife habitat. As discussed in Section III, the proposed project site is located in an area already substantially impacted by the effects of surrounding development, including sand stabilization as a result of development upwind. Nearby residential and commercial development and roadways, as well as limited on-site human activities, have degraded the quality of existing biological resources. Nonetheless, development of the site will result in the incremental reduction of wildlife habitat in the region, and a cumulative overall loss of areas inhabited by native wildlife and vegetation. Based on biological resources survey and mapping prepared for the City General Plan, no special status species are identified as occurring on the site. The site is within the fee boundary of the Coachella Valley Multiple Species Habitat Conservation Plan. The proposed project will be subject to applicable mitigation fees which are expected to off -set project impacts to covered species. VII -1 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Env ironmental Impact Report Section VI. Short -Term Versus Long -Term Productivity Visual Resources The City's visual resources are highly valued and are an important asset, providing unique mountain vistas as a backdrop to the desert environment. These scenic resources attract visitors and new residents. The Preferred Project is not expected to result in adverse impacts to views from existing residential development in the vicinity, given the relative elevations on the site and in the vicinity, as well as the low -profile nature of proposed development. Proposed development is generally consistent with the scale and character of surrounding existing development. The project is located along a City -designated Primary Image Corridor (Washington Street) and will therefore be required to provide for enhanced landscaping treatments and to limit building heights within 150 feet of the right-of-way. The project will result in increased light and glare from parking lot lighting. Impacts associated with project lighting are expected to be less than significant with the implementation of mitigation measures and conditions of approval as a result of the City's detailed design review. Compliance with City development standards for proper building massing, screening of rooftop equipment and storage/loading areas, landscape design, project signage and outdoor lighting, are expected to ensure that potential impacts to visual resources are reduced to less than significant levels. Air Resources As discussed in Section III of this EIR, air quality is a regional concern that is influenced by various pollutants generated both locally and regionally. Both the proposed project and other development throughout the Valley will increase vehicular traffic, grading and construction, and energy consumption, thereby increasing locally generated pollutants and degrading regional air quality. Increased emissions caused by build out of the proposed project, as well as local climatic and physiographic conditions, are expected to facilitate the generation of some pollutants, including ozone and particulate matter (PM10). The use of natural gas for heating and industrial processes will also contribute to regional generation of nitrogen oxides and hydrocarbons, not only in the City but elsewhere in California, where the energy is produced. The development of the proposed project will result in long-term air emissions which will not exceed thresholds established by the South Coast Air Quality Management District. When added to air emissions from other projects, the General Plan EIR determined that air quality impacts at build out of the General Plan would be significant. Although it is likely that in the long-term air emissions will be reduced by technological advances, the impacts associated with air quality in the long term cannot be eliminated. Water Resources As discussed in Section III of this EIR, the Whitewater River Sub -basin is in a condition of groundwater overdraft, which has lowered the depth of groundwater in the aquifer serving the City of La Quinta. In spite of deliveries of Colorado River water for groundwater recharge, annual allotments are not always sufficient to off -set the overdraft. The Coachella Valley Water District (CVWD) Urban Water Management Plan addresses issues associated with the overdraft and sets forth management plans to secure additional water resources, provide for additional groundwater VII -2 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VI. Short -Term Versus Long -Term Productivity recharge and implement an extensive water conservation program. Nonetheless, buildout of this project will modestly contribute to the cumulative impacts of urban development on groundwater resources in the Coachella Valley. Mitigation measures are set forth in Section III, and along with State water conservation codes and City and CVWD requirements, these are expected to substantially enhance water conservation at the project. The City's General Plan and other regulatory documents establish policies, programs and regulations to conserve water use for landscape and domestic uses. These include the required use of native, drought -tolerant planting materials and the installation of efficient irrigation systems that minimize runoff and evaporation and maximize effective watering of plant roots, Noise The proposed project will result in development which will increase noise levels and impact the community. The primary source of noise will be from increases in traffic. Noise levels will also increase as a result of development in other areas of the City and in adjoining cities, which will also generate vehicle trips. Noise generated by construction equipment and machinery, which is generally temporary, will also increase and contribute to the degradation of the City's noise environment. Noise levels generated by the proposed project will not result in a significant increase in noise levels in the surrounding area, however. The analysis is Section III identified that the noise increases on surrounding roadways would not be perceptible to the human ear. VII -3 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VII. Irreversible and Irretrievable Commitment of Environmental Resources TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT VII. IRREVERSIBLE AND IRRETRIEVABLE COMMITMENT OF ENVIRONMENTAL RESOURCES In compliance with CEQA requirements, this EIR discusses the anticipated use of non-renewable resources during development of the proposed project. It further considers the continued use of these limited resources upon completion of the project and over the life of project operation. The term non-renewable resources pertains primarily to energy resources, but may also be taken to mean mineral resources and others, such as the permanent loss of biological and visual resources, as well as open space lands. Development of the proposed project will result in the irreversible and irretrievable commitment of the following renewable and non-renewable natural resources: vacant land; energy resources including natural gas, oil and other fossil fuels; water; construction materials, such as lumber, gravel, sand and asphalt, and metals; minerals; and biological resources, including plants and animals and their habitats. While the project is not expected to have a significant effect on sensitive and/or non-renewable resources, the continued consumption of natural gas and electrical energy will contribute to the on- going regional and global depletion of fossil fuel resources. The incremental use of fossil fuel will contribute to the depletion of an important source of chemical and material feedstocks, which, once consumed, will be irretrievable. Buildout of the proposed project will also result in the irretrievable loss of habitat and other biological resources from the project site, although these resources in the project planning area have been significantly degraded by existing development. Nonetheless, grading and development activities will remove natural vegetation and wildlife from all or portions of the development site. Project development will result in an irreversible, albeit limited, change to viewsheds of the community. VII -1 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VII. Irreversible and Irretrievable Commitment of Environmental Resources Long-term impacts to these resources are expected to be substantially reduced, given the regulatory framework in the City General Plan, as well as of any applicable conservation plans that may be in place at the time that building permits are sought. These are intended to conserve and protect valuable resources, and the impacts of urban development are expected to be limited by the measures set forth in this EIR, the regulatory restrictions established by the City General Plan, and the continued implementation of other applicable local, state and federal statutes. Overall water consumption rates are expected to be reduced through local and regional water conservation efforts, which include the use of imported water and artificial recharge. Technological advances in energy and mineral production, as well as the development of alternative energy sources in the future, are expected to reduce the impacts of urban development on finite energy resources such as fossil fuels. VII -2 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT VIII. GROWTH INDUCEMENT AND CUMULATIVE IMPACTS A. Growth Inducement The development of the proposed project is expected to have limited potential for growth inducement. The development of commercial retail, medical office space and a rehabilitation facility occurs in response to growth, rather than creating growth. The proposed project will generate new jobs, estimated to total 400 to 450 across the project site. These jobs have the potential to generate an additional 200 to 225 households in the City or its immediate area. Given the population growth in the City in the last decade, the household growth which could result from build out of the proposed project would be absorbed by annual increases in population. The proposed project is located in a fully developed area of the City. All utilities and public services are provided at or surrounding the site. The project will not extend or expand these services, and will not facilitate the expansion of these facilities. B. Cumulative Impacts The implementation of the proposed project was analyzed in detail in Section III of this document. Impacts were determined, and with two exceptions, can be mitigated to less than significant levels. Impacts to air quality during the grading and construction process, and long term impacts with or without the proposed project and associated with traffic and circulation, however, cannot be mitigated to less than significant levels. In accordance with the requirements of CEQA, these impacts must be considered in conjunction with the effects of other development; these are called "cumulative impacts" VIII -1 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement (CA Public Resources Code Section 21083(b); CEQA Guidelines Sections 15130 and 15355). The potential for cumulative impacts is addressed categorically below. Aesthetic/Visual Resources The proposed project occurs in an area which is otherwise built out. The project site is the only remaining parcel in the area which is vacant. Surrounding development consists of one and two story construction, including commercial and residential structures. The area is not located adjacent to the surrounding mountains. The proposed project will add to the built environment, but will be of similar style and construction as surrounding development, consisting of single and two story structures. The proposed project and surrounding projects will not significantly impact viewsheds or scenic resources, and will not cumulatively have a significant impact on these resources. Similarly, the proposed project and surrounding projects will not significantly impact light and glare, as all are subject to the lighting restrictions of their community. Cumulative impacts associated with aesthetics and visual resources are expected to be less than significant. Air Quality Air quality impacts associated with development of the proposed project will be significant, and cannot be mitigated to less than significant levels. Long term impacts, however, were found to be less than significant. Air quality impacts associated with build out of the La Quinta General Plan, however, were determined to be significant and unmitigatable in the General Plan EIR. As the City builds out, additional pollutants will be emitted, and air quality impacts from these projects will add to the impacts of existing development. Technologies being developed and implemented now and in the future will improve air emissions from vehicles, and are likely to reduce impacts associated with air quality, however, cumulative impacts to air quality are anticipated to be significant and unavoidable at this time. As discussed in Section III of this EIR, the proposed project will have a less than significant impact on greenhouse gases (GHG). The project's contribution to GHG will represent 0.0001% of the total GHG emissions in the US, and 0.001% of total California emissions. As new technologies are developed in the future, they will also contribute to reductions in GHG emissions. Like air quality impacts discussed above, the continued urbanization of the City, and the eventual build out of the proposed project and the General Plan, will contribute to additional GHG emissions. At this time, however, it is not expected that these emissions will be significant. Biological Resources Section III -C of this document describes the proposed project site in its biological context. The site is significantly degraded, and does not occur in any conservation area identified in the Coachella Valley Multiple Species Habitat Conservation Plan. That Plan is designed to preserve habitat and species of concern, while allowing development to occur on non -sensitive lands, including the project site. The project proponent will be required to pay mitigation fees when the proposed project is constructed. These fees, paid by all development on non -conservation lands, are designed to off -set the impacts of VIII -2 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement development, and preserve sensitive lands and species. The MSHCP provisions are designed to reduce the impacts of the development of all Coachella Valley cities to less than significant levels for biological resources. Therefore, the proposed project will not have a cumulatively significant impact on biological resources. Cultural Resources The proposed project site is not expected to harbor cultural resources. Mitigation measures have been imposed by the Historic Preservation Commission which require the monitoring of earth moving activities to assure that buried resources are properly identified and protect. The City imposes this condition on all projects on vacant land. This requirement assures that any identified resources are protected, curated, and preserved in an appropriate manner. These requirements are designed to assure that long term cumulative impacts to cultural resources throughout the City are less than significant. Geology/Seismicity The proposed project occurs in a seismically active region, and its implementation will increase, to some extent, the exposure of people to potential seismic hazards. Potential ground motions resulting from earthquakes on regional faults have been known to cause severe structural damage. These issues have been analyzed in Section III -E. These impacts will be minimized to the greatest extent practical through the implementation of mitigation measures set forth in this document, and the standards imposed by the Uniform Building Code, which the City implements for all projects. The proposed project will b subject to the same standards and requirements as all other development projects in the City, to minimize seismic impacts on a cumulative basis, to assure that impacts are cumulatively less than significant. Hazards and Hazardous Materials Hazardous materials storage and use is site specific by nature, and is not likely to generate cumulative impacts. As discussed in Section III -F of this EIR, there is no evidence of recognized environmental concerns in connection with the project site or the surrounding properties including past, present, or potential releases of hazardous substances. Project development will not generate, use, or dispose of hazardous materials in quantities which could pose significant impacts to the public's health and will not emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste in a manner which would result in cumulative hazardous materials impacts. The project's incremental contribution to cumulative effects on hazards and hazardous materials is less than significant. The regulatory environment, which involves federal, state and local regulations and standards, is based on scientific -based risk assessment standards and implemented to minimize the hazard risks that may occur. VIII -3 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement Hydrology The City requires all projects, including the proposed project, to be designed to intercept, capture and convey storm water from the developed portions of a site to an on site drainage system which must control the 100 year storm, and conform to national standards for pollutant discharge. The on-site drainage system will retain both tributary flows and those generated on site. No significant hydrology -related cumulative impacts are anticipated. Water Resources Over the past two decades, the continued depletion of regional groundwater has resulted in a condition known as overdraft, in which the demand for groundwater exceeds the amount of water recharged to the groundwater basin. The importation of Colorado River water for the purpose of groundwater recharge has helped reduce, but not eliminate, the level of overdraft in the groundwater basins. The CVWD has adopted policies and programs aimed at enhancing water conservation efforts and reducing overall water demand generated by all sectors of the community. The CVWD has also adopted an Urban Water Management Plan based on the land uses planned in each of its jurisdictions. The proposed project is consistent with, and less intense than the Community Commercial land use designation assigned in the La Quinta General Plan. The Urban Water Management Plan identified sufficient supplies to serve the proposed project and cumulative development through and beyond build out of the General Plan. The implementation of Title 24 conservation measures such as low flow fixtures, the extensive use of native and other drought tolerant landscaping materials, and the possible future availability of recycled water for irrigation purposes, may also reduce cumulative impacts. Nonetheless, continued development in the Valley will result in an increased demand for domestic water. Section III -G analyzes the proposed project's anticipated demand for water. Build out of the proposed project is expected to generate a demand for approximately 102.5 acre-feet of water per year. The analysis in Section III -G demonstrates that the CVWD have sufficient water supplies to serve the proposed project and other development in the long term, and have the ability to replenish water supplies, also for the long term. Although the proposed project and other projects planned or proposed in the future will cumulatively increase the demand for domestic water, this demand is not expected to have a significant effect on water resources. Noise Noise levels in the project area are currently elevated, due to the urban location of the proposed project. As described in Section III -H, existing noise levels range from 65.2 dBA CNEL to 74.0 dBA CNEL in the surrounding area. The build out of the proposed project will marginally increase these noise levels, and will also introduce sensitive receptors to the area, in the form of patients at the acute care rehabilitation facility. The Noise Analysis for the proposed project found that noise levels in the vicinity of the proposed project, although significant, can be mitigated, through implementation of VIII -4 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement General Plan policies and noise attenuation measures. Therefore, long term cumulative impacts associated with noise will be less than significant. Population and Housing The proposed project is consistent with the land use designation assigned the property in the General Plan, and will generate new jobs in the service and professional sectors. The City as it grows and build out will continue to require jobs for its new residents. As the City currently has a jobs imbalance (residents must leave the City to find employment), the proposed project will lessen that imbalance, by providing new jobs within City limits. The proposed project will not induce growth, as its size and the nature of the proposed land uses are responsive to residential growth, and do not induce it. The majority of other projects in the City through build out are likely to continue to be residential in nature, and the proposed project will not significantly contribute to cumulative population or housing impacts. Public Services and Utilities As discussed in Section III -J of this EIR, the proposed project will have less than significant impacts on public services. The land uses proposed are not anticipated to produce unusually high demands on public services. The City imposes Development Impact Fees which are designed to lower the impacts of development on police services, fire services, libraries, and parks. The proposed project, and all new development in the City, is required to pay the Impact Fee upon construction. As a result, cumulative impacts to public services and utilities are expected to be less than significant. Traffic/Circulation The proposed project and other development in the City will have a cumulative impact on traffic and circulation. These impacts are detailed in Section III -L of this document. The improvements required to maintain General Plan designated levels of service have been determined to be infeasible. These are detailed below, and an explanation of why impacts cannot be mitigated is provided. Roadway widening on Washington Street, from Hovley Lane to Avenue 48 would be required, with or without the proposed project, to maintain acceptable levels of service on this roadway in 2010. No feasible mitigation measures are available to mitigate this impact, insofar as right of way has not been secured by any of the affected jurisdictions, and structures and other project improvements occur all along Washington Street; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Washington Street, both with and without the proposed project in 2010 are significant and unavoidable. By the year 2020, Washington Street would require widening to an Augmented Major, with 8 lanes of through traffic, from Highway 111 to Avenue 48, consistent with its General Plan roadway classification. With or without the project, Washington Street will VIII -5 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement require widening to 10 lanes south of Avenue 48, and 8 lanes from Fred Waring to Hovley Lane. Even with this widening, the segment of Washington from Fred Waring to Miles Avenue is projected to operate at LOS E. No feasible mitigation measures are available to mitigate this impact, insofar as right of way does not exist; and the cities of La Quinta, Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Washington Street, both with and without the proposed project in 2020 are significant and unavoidable. By the year 2020, Fred Waring west of Washington Street would require 8 lanes to operate at acceptable levels of service, with or without project traffic. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by any of the affected jurisdictions, and has been fully developed in structures and project improvements; and the cities of Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments on Fred Waring, both with and without the proposed project in 2020 are significant and unavoidable. By the year 2020, Highway 111 east of Washington Street will require 8 lanes to operate at acceptable levels of service. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by the City, and the intersection is fully developed with structures and project improvements; and the City of La Quinta has no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic on roadway segments of Highway 111 east of Washington Street, both with and without the proposed project in 2020 are significant and unavoidable. In 2010, intersection improvements would be required to mitigate impacts associated with the proposed project, as follows: 1. Add a second northbound left turn lane at Washington Street and Hovley Lane. 2. Change the existing westbound right turn lane into a shared through/right lane at Adams Street and Fred Waring Drive. 3. Add a second southbound left turn lane at Washington Street and Miles Avenue. 4. Add a third northbound left turn lane and third southbound left turn lane at Washington Street and Highway 111. 5. Add a second southbound left turn lane at Washington Street and Avenue 48. These improvements exceed the General Plan roadway classification requirements for these intersections. No feasible mitigation measures are available to mitigate this impact, insofar as right of way is not controlled by any of the affected jurisdictions, and of structures and project improvements have been constructed; and the cities of La Quinta, VIII -6 Terra Nova/City of La Quinta Tentative Parcel Map 35088/Draft Environmental Impact Report Section VIII. Growth Inducement Palm Desert and Indian Wells have no capital improvement plans in place to acquire right of way or provide improvements. As no feasible mitigation measures are available, the impacts associated with traffic at these intersections with the proposed project in 2010 are significant and unavoidable. VIII -7 Terra Nova / City of La Quinta TPM 35088/ Draft Environmental Impact Report Organizations, Persons and Documents Consulted TPM35088: VILLA CAPRI DRAFT ENVIRONMENTAL IMPACT REPORT IX. ORGANIZATIONS, PERSONS AND DOCUMENTS CONSULTED A. Project Proponent Mayer Villa Capri LP 660 Newport Center Drive Newport Beach, CA 92660 B. Planning/Environmental Consultant Nicole Sauviat Criste Terra Nova Planning & Research, Inc. 400 S. Farrell Dr., Suite B-205 Palm Springs, CA 92262 C. Air Quality Engineer Endo Engineering 28811 Woodcock Drive Laguna Niguel, CA 92677 D. Cultural Resources Consultants CRM Tech 1016 E. Cooley Drive, Suites A -B Colton, CA 92324 E. Geotechnical Consultant Sladden Engineering 39-725 Garand Lane, Suite G Palm Desert, CA 92211 IX -1 Terra Nova / City of La Quinta TPM 35088/ Draft Environmental Impact Report Organizations, Persons and Documents Consulted F. Hydrology Engineer MSA Consulting, Inc. 34200 Bob Hope Drive Rancho Mirage, CA 92270 G. Noise Engineer LSA Associates, Inc. 20 Executive Park, Suite 200 Irvine, CA 92614 H. Traffic Engineer Endo Engineering 28811 Woodcock Drive Laguna Niguel, CA 92677 I. Coachella Valley Water District Coachella Valley Water District Corner Highway 111 & Avenue 52 Coachella, CA 92236 J. Utilities Coachella Valley Water District Imperial Irrigation District The Gas Company Burrtec K. Documents • 2007 Air Quality Management Plan, prepared by South Coast Air Quality Management District, adopted July 13, 2007. • California Environmental Ouality Act -- Statutes and Guidelines, prepared by the Governor's Office of Planning and Research, State of California, 1998. • California Integrated Waste Management Rates, May 1997. • CEQA Air Quality Handbook, prepared by South Coast Air Quality Management District, April 1993, Revised January 2006. • CEQA Air Quality Handbook, , prepared by South Coast Air Quality Management District, April 1993. IX -2 Terra Nova / City of La Quinta TPM 35088/ Draft Environmental Impact Report Organizations, Persons and Documents Consulted • City of La Quinta General Plan Master Environmental Assessment, prepared by Terra Nova Planning & Research, Inc., adopted March 20, 2002. • City of La Quinta Comprehensive General Plan, prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. • City of La Quinta General Plan Environmental Impact Report, prepared by Terra Nova Planning and Research, Inc, July 2001. • City of La Quinta Master Environmental Assessment, prepared by Terra Nova Planning & Research, Inc. Adopted March 20, 2002. • Climate Change in the Colorado River Basin and CAP: a model study, prepared by the Institute for the Study of Planet Earth at The University of Arizona July 18, 2000. • Coachella Valley Water Management Plan, Coachella Valley Water District, November 2000. • Coachella Valley Water Management Plan and State Water Project Entitlement Transfer, Coachella Valley Water District, Adopted October 2002; and associated Final EIR (SCH#s: 20000031027 & 1999041032). • Coachella Valley Water District. Final Report, Urban Water Management Plan, published December 2005. • Coachella Valley PM10 Attainment Redesignation Request and Maintenance Plan, prepared by South Coast Air Quality Management District, September 1996. • Colorado River Basin Climate, Climate Change in the Colorado River Basin, written by Gregg Garfin PhD, Program Manager, Climate Assessment for the Southwest, University of Arizona. • County of Los Angeles Department of Regional Planning for waste generation rates (August 1992). • CVWD, mid -valley reclamation plant no. 4 attachment F, April 2005. • Desert Sands Unified School District Facilities: School Facility Fees, www.dsusd.us, accessed March 6, 2008. • Engineer's Report of Water Supply and Replenishment Assessment 2001/2002, Water Resources Branch, Engineering Department, Coachella Valley Water District, April 2001. IX -3 Terra Nova / City of La Quinta TPM 35088/ Draft Environmental Impact Report Organizations, Persons and Documents Consulted • Facilities/Site Summary Details (SW1S) for Lambs Canyon Sanitary Landfill (33 -AA -0007), California Integrated Waste Management Board, www.ciwinb.ca.gov accessed on March 6, 2008. • Global Pattern of Trends in Stream Flow and Water Availability in a Changing Climate, by P.C.D. Milly et al., Nature Letter 2005. • Guidelines for the Preparation and Content of the Noise Element in the General Plan, California Department of Health Services, 1990. • Historic Preservation Commission Staff Report on the Historical/Archaeological Resources Survey Report for Tentative Parcel Map 31876, adopted December 6, 2007. • Historical/Archaeological Resources Survey Report, Tentative Parcel Map No. 31876. City of La Quinta. Riverside County, California, prepared by CRM Tech, October 11, 2007. • http://www.cvrpd.org/facilities/centers.IZtm, accessed March 6, 2008. • http://www.cvwd.org/about/waterandcv.php, accessed on March 13, 2008. • La Ouinta Retail and Office Complex Tentative Parcel Map No. 35088 Air Quality Impact Study, prepared by Endo Engineering, September 2008. • La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Draft Traffic Impact Study, prepared by Endo Engineering, October 2008. • Noise Impact Analysis, Tentative Parcel Map 35088 Retail and Office Complex, City of La Quinta, California, prepared by LSA Associates, Inc., October 2008. • Personal communication with Captain Colleen Walker and Lieutenant Mark Barfknecht. La Quinta Police Department, June 12, 2007. • Personal communication with Tommy Fowlkes, CVWD Development Services, March 7, 2008. • Personal communication with Cindy Delanti, Riverside County Library Deputy Director of Library Services, on March 14, 2008. • Personal communication with Jeannie Kays, Palm Desert Library Manager, on March 7, 2008. • Personal Communication, Gary Christmas, Riverside County Library System, March 2000. • Personal communication with Joe Joslin, CVWD, March 7, 2008. IX -4 Terra Nova / City of La Quinta TPM 35088/ Draft Environmental Impact Report Organizations, Persons and Documents Consulted • Personal communication with Bret Plaskey, Verizon Engineer, on March 3, 2008. • Personal communication with Guillermo Barraza, Senior Distribution Planner with IID, on March 3, 2008. • Personal Communication with Graciela Frazier, Planning Associate for Southern California Gas Company, on March 6, 2008. • Personal communication with Bob Loots, Senior Project Coordinator for Time Warner Cable, March 11, 2008. • Personal communication, Larry Brose, The Robert Mayer Corporation. February 11, 2008. • Preliminary Hydrology Report for Property Located in a Portion of Section 18. T5S.. R7E., SBM Parcel Map 35088, La Quinta, California, prepared by MSA Consulting, Inc., October 5, 2006. • River Basin Water Mana • ement: Evaluatin • and Ad'ustina to H droclimatic Variabilit The National Research Council, February 2007. • Santa Barbara County Department of Public Works for waste generation rates (May 1997). • Seismic. Geologic and Flooding Hazards Sections of the Technical Background Report for the Safety Element for the City of La Ouinta, prepared by Earth Consultants International, August 2000. • Soil Survey of Riverside County, California. Coachella Valley Area, Sheet No. I I , La Quinta Ouadrangle, prepared by U.S.D.A. Soil Conservation Service, 1980. • The Cahuilla, Lowell John Bean and Lisa Bourgeault, Chelsea House Publishers, 1969. • The Effects of Climate Change on the Hydrology and Water Resources of the Colorado River Basin, by Niklas S. Christensen et al., Climate Change, 2004. • U.S. Environmental Protection Agency, Climate Change, State of Knowledge; http://www.epa.gov/climatechange/science/stateofknowledge.html. • Working Group III contribution to the Intergovernmental Panel on Climate Change Fourth Assessment Report,; Climate Change 2007: Mitigation of Climate Change. IX -5 Terra Nova ! City of La Quinta Villa Capri Draft Environmental Impact Report Technical Appendices APPENDIX A Initial Study, Notice of Preparation (NOP) and Responses to NOP Prepared by Terra Nova Planning and Research, Inc. 400 S. Farrell Dr,, Suite B-205 Palm Springs, CA 92262 November 30, 2007 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical.appendices to be incorporated into the Draft EIR. If you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 760-777-7125, A -I 7,-=..r Mme. v - s • ;n s ty: Awa Form A P Notice of Completion & Environmental Document Transmittal �P.NERStp oUNNIY SCH # Mail to: Stare Clearinghouse, PO Box 3044, Sacramento, CA 95812-3044 916/445-0613 Project Title: Site Development Permit 06-875 and Tenta1ve Parcel Man 35088 Lead Agency: City of La Ouinta Street Address: 76495 Calle Tampico City La Ouinta Zip: 92253 D LARRY W waRD, Contact Person: Stan Sdiea.5 . —• ,.., Phone: 760-777-7125 County: Riverside Project Location: County! Riversido City/Nearest Community: La 0Ltrta Cross Streets: Washington Street and Fred Wannq Drive Zip Code: 922$3 Assessor's Paul No. 609-070418 &&.49 Section: is T'ep• 5 S Within 2 Macs: State Hwy ■: ;1 t Watetw ays-. Airports: Railways: Total Acres: 25.05 Range: 7 E Base: SBBM Schools: Col. Mitchell Paige Middle School Document Type: CEOA: gl NOP ❑ Early Cons ❑ Neg Dec ❑ Draft EIR ❑ Supplement/Subsequent EIR NEPA: ❑ NCI Other: (Prior SCH f<o.) 0 EA ❑ Other ❑ Draft EIS 0 FONSI ❑ Joint Document 0 Final Document 0 Other Local Action Type: ❑ General Plan Update ❑ General Plan Amendment ❑ General Plan Element ❑ Community Plan 0 Specific Plan ❑ Master Plan ❑ Planned Unit Development tZ',' Site Plan ❑ Rezone ❑ Aonexation ❑ Prezone 0 Redevelopment ❑ Use Permit ❑ Coastal Permit Land Division (Subdivision, etc.) 0 Other Development Type: ❑ Residential: Units Acres IA Office: Sq-jr. 130450 Acres 127 ®Commercial: Sgfr. 103972 Acres 12.1 Employees Employees ❑ Industrial: Sq ft. Acres Employees ❑ Educational ❑ Recreational 'dflCRIN 't•" CI Water Facilities: Type ❑Transportation: Type ❑ Mining: Mineral ❑ Power. Type ❑ Waste Treatment Type t 1 - '7#i?u.r ❑ Hazardous Waste: Tvoe "s.- r - ❑ Other Funding (approx.): Federal 5 State S Total S Project Issues Discussed in Document: 18 Aesthetic/Visual ® Agricultural Land f1 Air Quality ® Archeological/Historical ❑ Coastal Zone Drainage/Absorpdoa ❑ Economic/Jobs 0 Fiscal m Flood Plairi/Flooding ❑ Forest Land/Fire Hazard Z Geologic/Seismic Z Minerals Noise © Population/Housing Balance ® Public Services/Facilities Z Recreation/Parks Schools/Lfniversities 0 Septic Systems Z Sewer Capacity Z Soil ErsioniCompacdan/Greding GI Solid Waste Taxic/Hazardous ZI Traffic/Circulation Z Vegetation ® Water Quality Z Water Supply/Groundwater Wedand/Riparian ® Wildlife ® Growth Inducing Landuse II Cumulative Effects ❑ Other Present Land Use/Zoning/General Plan Designation: Vacant/Community Com merciaVcommunity Commercial Project Description: Proposed development 01 103,972 s.f. retail nommereint shopping center and 130,450 s.f. office complex on 25.05 acres at the northeast =met of Washington Street and Fred Wanng Drve. Revised 3-31-99 23 Reviewing Agencies Chet...list Form A, continued _Resources Agency `Boating & Waterways _Coastal Commission _Coastal Conservancy Colorado River Board _Conservation _Fish & Game _Forestry & Fire Protection _Office of Historic Preservation Parks & Recreation Reclamation Board S.F. Bay Conservation & Development Commission _Water Resources (DWR) Business, Transportation & Housing `Aeronautics _California Highway Patrol ✓ CALTRANS Distri• ct L... Q ✓ Department of Transportation Planning (headquarters) _Housing & Community Development _Food & Agriculture Health & Welfare _Health Services State & Consumer Services General Services _OLA (Schools) KEY 5= Document sent by lead agency X = Document sent by SCH = Suggested distribution Environmental Protection Agency _Air Resources Board _California Waste Management Board _SWRCB: Clean Water Grants SWRCB: Delta Unit _SWRCB: Water Quality _SWRCB: Water Rights ✓ Regional WQCB # 1 Youth & Adult Corrections _Corrections Independent Commissions & Offices _Energy Commission _Native American Heritage Commission _Public Utilities Commission _Santa Monica Mountains Conservancy _State Lands Commission _Tahoe Regional Planning Agency ,Other Public Review Period (to be filled in by lead agency) Starting Date Dec bar 3, 2007 Signature, Lead Agency (Complete if applicable): Consulting Firm: Tena Nova Planning & Research, Inc. Address: 400 S. Farrell Dr.. Ste. 8-205 City/State/Zip: Palm Springs, CA 92262 Contact Nicole Sauviat Cnste Phone: ( 760 ) 320-9040 Applicant: Mayer Villa Cacti LP Address: 660 Newport Center Drive City/State/Zip: Newport Beach, CA 92660 Phone:( Ending Date January 3, 2008 Date 11/30/07 For SCH Use Only: Date Received at SCH Date Review Stasis Date to Agencies Date to SCH Clearance Date Notes: ✓ � L J TERRA NOVA PLA\KING & RESEARCH INC® TRANSMITTAL MEMORANDUM NOTICE OF PREPARATION Date: November 30, 2007 To; Responsible Agencies and Interested Parties From: Nicole Sauviat Criste, Planning Consultant, City of La Quinta Subject: Transmittal of Notice of Preparation (NOP) of a Draft Environmental Impact Report (DEIR) for Site Development Permit 06-875 and Tentative Parcel Map 35088, known as the Villa Capri Commercial Project, in the City of La Quinta Riverside County, California Enclosed please find the above referenced NOP to prepare a Draft EIR for the Villa Capri Commercial Project. The project involves a Site Development Permit to allow the construction of a retail commercial complex consisting of a 39,729 square foot supermarket anchor.; a 13,013 square foot drug store; 51230 square feet of additional retail space; an office complekeonsisting of •130,450 square feet. of space, and parking andiaadscaping for same, on a 2-5.05 acre site. The Tentative Parcel. Map. is proposed to divide the 25:05 acres into 10 commercial parcels. The project is located at the northeast corner of Washington Street and Fred Waring Drive in the City of La Quinta. The Initial Study is attached, and describes the project, and the potential impacts the City has. identified. The NOP comment period runs from December 3, 2007 to January 3,, 2008. If you have: comments, please submit them prior to January 3, 2008. You may FAX comments to the attention of Nicole Sauviat Criste, City Planning Consultant, at FAX No. (760) 322-2760, or to Stan Sawa, at the City at FAX No. (760) 777-1233 within this time frame. Please also send hard copies to the City, attention Stan Sawa, via mail to the address below to assure legible and, reproducible originals. Mr. Stan Sawa City of La Quinta 78-495 Calle Tampico La Quinta, CA 92253 If you have any questions regarding the enclosed or require additional information, please do not hesitate to contact me at (760) 320-9040 or Mr. Sawa at the City of La Quinta at (760) 777-7125. 400 SOUTH FARRELL, SUITE B-205 0 PALM SPRINGS, CA 92262 0 (760) 320-9040 0 FAX (760) 322-2760 r L J TERRA NOVA Planning & Research, Inc. TRANSMITTAL 400 S. Farrell, Ste B-205 PALM SPRINGS, CA. 92262 (760) 320-9040 FAX#: (760) 322-2760 E -Mail: nlawson@terranovaplanning.com DATE: November 30, 2007 TO: Ms. Tammy Marshall Riverside County Clerk FROM: Nancy Lawson, Assistant to Nicole Criste Number of pages in this transmittal: 1 + enclosures (including this page) RE: Transmittal of Notice of Preparation (NOP) of a Draft Environmental Impact Report (DEIR) for Site Development Permit 06-875 and Tentative Parcel Map 35088, known as the Villa Capri Commercial Project, in the City of La Quinta, Riverside County, California Please find the enclosed NOP for the above noted project. I have also enclosed two copies of the NOP and two SASEs for your use in returning date stamped copies to show the beginning and ending of the posting period. It is our understanding that when you receive this on Monday, December 3, 2007, the 30 -day posting period will begin. Should you have any questions please contact Nicole Criste or me at 760-320-9040. Thank you! Enclosures: t'Yes A No Documents to follow: D FAX ▪ E -Mail Conitdentinkly Notice: This transmittal is intended only for the use of the individual or endty to which it is addressed and may contain information that is privileged, confidential. and exempt from disclosure mid= applicable law. If the reader of this message is nor the kneaded recipient, or the employee or egos responsible for delivering the message to the intended retipicnt, you ren hereby notified that any disseminatian, distribution, or copying of this communication is strictly probibiesd.lfyou have received this communication in esnr, pkrrsc notify us immediately by telephone and 'man the original message to res u the above address via the U.S Postal Service. Thank You. r� L A TERRA NOVA PAN\ING & RESEARCH INC® November 30, 2007 State Clearinghouse State of California 1400 Tenth Street, Room 222 Sacramento, CA 95814 RE: Transmittal of Notice of Preparation (NOP) of a Draft Environmental Impact Report for Site Development Permit 06-875 and Tentative Parcel Map 35088 (aka Villa Capri Commercial Project), City of La Quints, Riverside County Dear Sir/Madam: Enclosed please find fifteen (15) copies of the above referenced Notice of Preparation of a Draft Environmental Impact Report, for Site Development Permit 06-875 and Tentative Parcel Map 35088 (aka Villa Capri Commercial Project), City of La Quinta, Riverside County. Based on our conversation with your office, we understand that if this transmittal package arrives at the Clearinghouse by Noon on Monday, December 3, 2007, the 30 -day comment period will start on that date. Thanks in advance for any assistance you can provide in expediting the transmittal of these documents and the forwarding of comments in the most timely manner possible. If you like, you may FAX comments to the attention of Nicole Criste, City Planning Consultant, at 760-322-2760 or Mr. Stan Sawa, La Quinta Planning Department, City of La Qninta at 760-777-1233 within this time frame. Please also send hard copies via the mail to assure legible and reproducible originals to Mr. Sawa, Planning Department, City of La Quinta, 78495 Calle Tampico, La Quinta, CA 92253. As always, we appreciate the Clearinghouse's assistance in these matters. If you have any questions regarding the enclosed or require additional information, please do not hesitate to contact me at (760) 320-9040 or Mr. Sawa at (760) 777-7125. Si y Nicole Criste Planning Consultant NSC/nl Enclosures cc: Stan Sawa, La Quinta Planning Department File 400 SOUTH FARRELL, SUITE B-205 0 PALM SPRINGS, CA 92262 0 (760) 320-9040 0 FAX (760) 322-2760 Environmental Checklist Form I . Project title: Site Development Permit 06-875, Tentative Parcel Map 35088 2. Lead agency name and address: City of La Quinta 78-495 Calle Tampico La Quinta, CA 92253 3. Contact person and phone number: Stan Sawa, Principal Planner 760-777-7125 4. Project location: Northeast corner of Washington Street and Fred Waring Drive; APN 609- 070-048 & -049. Please see Exhibit 1, Vicinity Map. 5. Project sponsor's name and address: Mayer Villa Capri LP 660 Newport Center Drive Newport Beach, CA 92660 6. General plan designation: Community 7. Zoning: Community Commercial Commercial 8. Description of project: (Describe the whole action involved, including but not limited to later phases of the project, and any secondary, support, or off-site features necessary for its implementation. Attach additional sheets if necessary.) Site Development Permit to allow the construction of a retail and office commercial project on 25.05 acres, consisting of the following components (please see Exhibit 2, Project Site Plan): • On the western half of the site, a retail commercial complex consisting of a 39,729 square foot supermarket anchor, a 13,013 square foot drug store, and 51,230 square feet of additional retail space, parking and landscaping areas on 12.14 acres. Structures within this portion of the project will be single story. • On the eastern half of the site, an office complex consisting of 5 buildings ranging in size from 15,360 to 44,850 square feet, with a total square footage of 130,450 square feet of space, parking, landscaping areas and a storm water retention basin, on 12.74 acres. Structures within this portion of the project will be one and two stories. The proposed project is bounded on the west by Washington Street, on the south by Fred Waring Drive, on the east by Palm Royale Drive, and on the north by developing lands. The project includes two access points on Washington Street, three access points on Fred Waring Drive, and one access point on Palm Royale Drive. The Tentative Parcel Map is proposed to divide the 25.05 acres into 10 commercial parcels. 9. Surrounding land uses and setting: Briefly describe the project's surroundings: North: Existing school, multi -family development South: Fred Waring Drive, existing single family attached and golf development East: Palm Royale Drive, existing single family residential development West: Washington Strc existing office development, existing :ngie family residential in the City of Palm Desert 10. Other public agencies whose approval is required (e.g., permits, financing approval, or participation agreement.) Coachella Valley Water District • t • 4 T 114 • IT Source. USGS 7.5 Mmut* Maps La Quints. CA t959, Phata`avlsed 1980 /.tycma, CA 1959, PhateramBd 1972 r L.(TERRA NOVA® Marini n_ & Research. Inc. Villa Capri Vicinity Map La Quinta, California Exhibit 1 vd a.R wmv. P1mr.Fox� ren&MERIN awtiv.pnv 7el15V.11maSailealtia Sffig.g9teat Mgt RARE! 0>ARR pj 10.423/409110.423/409110.423/4091e.ac {S1.....)M CFC MF.SPo Tun. U.l m'IL.MR 1 P9Fi11LYlil1 S:GJ RIaTC I .IRMW.1 Spumy. pa* liiabl -IL1 iucw SvJ Niece 11 PM d.l JJJ Mo. RARSR eMae PaoIR r.ew lOalieJ..a..JJ MFG Irmoss' ramaRCFECTIYa..1 YPG KIIim3SSJ meson eC.1p Ca"Gr.geeCl wnac31De11o11mrnS1J 1r.4......•0J.WIS CO..O.R.74AR.{i r.monu.SOWS GrKAT:we.r:.Wem a",. rousaCLICCCROWER. .O C M. ' Mra , Pbn ff>u 11.0•41.0.1.1,1=1. 1254.113 0.41,1GP.R1G N SIMS :l SITEsco CCIATI CS. WAN!. MIMS .N"`r'... FOR TENTATNE PARCH_ MAP NO. mina • 4- C 4 [[[C -- - - - i7® WAFRiO. gcwJi - £ jI Ad 1 ma I 1 L JTERRANOVA® Planning & Research, Inc. Villa Capri Project Site Plan La Quinta, California 2 ENVIRONMENTAL FACTOni POTENTIALLY AFFECTED: The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a "Potentially Significant Impact" as indicated by the checklist on the following pages X Aesthetics Biological Resources Hazards & Hazardous Materials Mineral Resources Public Services Utilities / Service Systems X X Agriculture Resources Cultural Resources Hydrology / Water Quality Noise Recreation X X Air Quality Geology /Soils Land Use / Planning Population / Housing Transportation/Traffic Mandatory Findings of Significance DETERMINATION: (To be completed by the Lead Agency) On the basis of this initial evaluation: X I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. I find that the proposed project MAY have a "potentially significant impact" or "potentially significant unless mitigated" impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imd upon e pro -d pr.' t, nothing further is required. /Signature EVALUATION OF EN IROS 'TAL IMPACTS: it i, P/off Date 1) A brief explanation is required for all answers except "No Impact" answers that are adequately supported by the information sources a lead agency cites in the parentheses following each question. A No Impact" answer is adequately supported if the referenced information sources show that the impact simply does not apply to projects like the one involved (e.g., the project falls outside a fault rupture zone). A "No Impact" answer should be explained where it is based on project -specific factors as well as general standards (e.g., the project will not expose sensitive receptors to pollutants, based on a project -specific screening analysis). 2) Alt answers must take account of the whole action involved, including off-site as well as on- site, cumulative as well as project -level, indirect as well as direct, and construction as well as operational impacts_ 3)Once the lead agency has determined that a particular physical impact may occur, then the checklist answers must indicate whether the impact is potentially significant, less than significant with mitigation, or less than significant. "Potentially Significant Impact" is appropriate if there is substantial evidence that an effect may be significant. If there are one or more "Potentially Significant Impact" entries when the determination is made, an EIR is required. 4) "Negative Declaration: Less Than Significant With Mitigation Incorporated" applies where the incorporation of mitigation measures has reduced an effect from "Potentially Significant Impact" to a "Less Than Significant Impact." The lead agency must describe the mitigation measures, and briefly explain how they reduce the effect to a less than significant level (mitigation measures from Section XVII, "Earlier Analyses," may be cross-referenced). 5) Earlier analyses may be used where, pursuant to the tiering, program EIR, or other CEQA process, an effect has been adequately analyzed in an earlier EIR or negative declaration. Section I5063(c)(3)(D). In this case, a brief discussion should identify the following: a) Earlier Analysis Used. Identify and state where they are available for review. b) Impacts Adequately Addressed. Identify which effects from the above checklist were within the scope of and adequately analyzed in an earlier document pursuant to applicable Legal standards, and state whether such effects were addressed by mitigation measures based on the earlier analysis. c) Mitigation Measures. For effects that are "Less than Significant with Mitigation Measures Incorporated," describe the mitigation measures which were incorporated or refined from the earlier document and the extent to which they address site-specific conditions for the project. 6) Lead agencies are encouraged to incorporate into the checklist references to information sources for potential impacts (e.g., general plans, zoning ordinances). Reference to a previously prepared or outside document should, where appropriate, include a reference to the page or pages where the statement is substantiated. 7) Supporting Information Sources: A source list should be attached, and other sources used or individuals contacted should be cited in the discussion. 8) This is only a suggested form, and lead agencies are free to use different formats: however, lead agencies should normally address the questions from this checklist that are relevant to a project's environmental effects in whatever format is selected. 9) The explanation of each issue should identify: a) the significance criteria or threshold, if any. used to evaluate each question; and b) the mitigation measure identified, if any, to reduce the impact to less than significance -6- I. a) -c) d) The proposed project will include one and two story commercial buildings whose maximum height will be 35 feet. The project site is located adjacent to single family residential projects across both Palm Royale Drive and Fred Waring Drive. The office component of the proposed project occurs west of single family residential development on the east side of Palm Royale. The views from the back yards of the homes nearest the project are of the San Jacinto Mountains to the west, and the Santa Rosa Mountains to the southwest. The EIR will examine the potential blocking or obstruction of views, and the relationship of height and distance associated with the residential development on the south and east of the proposed project. Washington Street is designated a Primary Image Corridor on the General Plan. As such, the project proponent will be required to implement enhanced landscaping treatments, and limit building height to 22 feet within 150 feet of the right of way. These City requirements will limit the potential for impacts to Tess than significant levels. The project site is currently vacant, and has been impacted by off-road use and construction on adjacent lands. No structures, stands of trees, or rock outcroppings occur on the site. No further discussion of this issue will be required in the EIR. The construction of the proposed project will result in additional light sources, especially since the project site is currently emitting no light. The EIR will examine the potential light generation on the site, and its impact on adjacent lands. The City, however, has strict lighting standards which are expected to limit the potential impacts associated with Tight and glare to Tess than significant levels. Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact 3 I. AESTHETICS -- Would the project: a) Have a substantial adverse effect on a scenic vista? (La Quinta General Plan Exhibit ' 3.6 "Image Corridors") X X b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? (Aerial photograph; Site Inspection) X c) Substantially degrade the existing visual character or quality of the site and its surroundings? (Application materials) X X d) Create a new source of substantial Tight or glare which would adversely affect day or nighttime views in the area? (Application materials) X I. a) -c) d) The proposed project will include one and two story commercial buildings whose maximum height will be 35 feet. The project site is located adjacent to single family residential projects across both Palm Royale Drive and Fred Waring Drive. The office component of the proposed project occurs west of single family residential development on the east side of Palm Royale. The views from the back yards of the homes nearest the project are of the San Jacinto Mountains to the west, and the Santa Rosa Mountains to the southwest. The EIR will examine the potential blocking or obstruction of views, and the relationship of height and distance associated with the residential development on the south and east of the proposed project. Washington Street is designated a Primary Image Corridor on the General Plan. As such, the project proponent will be required to implement enhanced landscaping treatments, and limit building height to 22 feet within 150 feet of the right of way. These City requirements will limit the potential for impacts to Tess than significant levels. The project site is currently vacant, and has been impacted by off-road use and construction on adjacent lands. No structures, stands of trees, or rock outcroppings occur on the site. No further discussion of this issue will be required in the EIR. The construction of the proposed project will result in additional light sources, especially since the project site is currently emitting no light. The EIR will examine the potential light generation on the site, and its impact on adjacent lands. The City, however, has strict lighting standards which are expected to limit the potential impacts associated with Tight and glare to Tess than significant levels. II. a) -c) The project site is surrounded by streets and existing development. The closest agricultural activity to the project site is located off Darby Road, over '/z mile north and east of the project site. The development of the proposed project will have no impact on these agricultural activities. There are no Williamson Act contracts on the proposed project site. The lands surrounding the proposed project are designated for urban land uses. No agricultural zoning occurs within several miles of the site. The project will have no impact on agriculturally zoned lands. No impacts associated with agricultural resources are expected as a result of the proposed project, and no further discussion of this issue is required. Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact II. AGRICULTURE RESOURCES: Would the project: a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non- agricultural use? (General Plan EIR p. RI -21 ff.) X b) Conflict with existing zoning for agricultural use, or a Williamson Act contract? (Zoning Map) X c) Involve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use? (General Plan Land Use Map; Site Inspection) X II. a) -c) The project site is surrounded by streets and existing development. The closest agricultural activity to the project site is located off Darby Road, over '/z mile north and east of the project site. The development of the proposed project will have no impact on these agricultural activities. There are no Williamson Act contracts on the proposed project site. The lands surrounding the proposed project are designated for urban land uses. No agricultural zoning occurs within several miles of the site. The project will have no impact on agriculturally zoned lands. No impacts associated with agricultural resources are expected as a result of the proposed project, and no further discussion of this issue is required. III. a)- c) The proposed project occurs in the City of La Quinta, which is under the jurisdiction of the South Coast Air Quality Management District (SCAQMD). The SCAQMD has developed regional air quality management plans an the basis of city General Plan land use data. The proposed project is consistent with the General Plan land use designation for the site. As a result. the proposed project is consistent with air quality plans for the region. No impact is expected, and no further discussion of this issue is required. The City and the Coachella Valley are located in severe non -attainment areas for PM10 (particulate matter of 10 microns or less), In order to rectify this designation, the Coachella Valley modified its PM10 Plan in 2002 to implement more stringent mitigation of air quality impacts associated with fugitive dust. The City participates in this program. and requires the implementation of dust control plans for all construction projects. The proposed project will result in the development of 25 acres of currently vacant land into a retail and office commercial center. The proposed project will generate air emissions during the grading, construction and operation phases of development. The site will require considerable grading. requiring the use of diesel -driven heavy equipment. This equipment has the potential to generate emissions of carbon monoxide, d) e) nitrogen dioxYde and other pollutants in excess of SCAQ..1D thresholds. The EIR must analyze the potential impacts associated with construction, determine whether these impacts are significant. and if so. determine whether they can be mitigated to less than significant levels. The proposed project will also generate emissions during the lifetime of the project. The development of 103972 square feet of retail commercial space and 130.450 square feet of office space has the potential to generate over 6.000 average daily trips. The emissions from the vehicles making these trips could exceed the thresholds established by the SCAQMD. The EIR must analyze the potential impacts, determine whether they will be significant, and determine whether mitigation measures can be implemented to lower these impacts. The proposed project will result in increases in traffic volumes. which have the potential to degrade levels of service in the area. Degradation of levels of service has the potential to increase idling times. and result in pollutant concentrations at the degraded intersections. Since sensitive receptors are located adjacent to the proposed project on the south, east and west, the potential impacts must be analyzed, a determination as to their significance must be made, and mitigation measures must be considered, if needed. The EIR will further address this issue. The proposed project includes a retail component which will likely include a wide mix of uses. These uses will include restaurants and other uses which emit odors. These emissions are not anticipated to be either significant or negative, however, the layout of the project, and the proximity of adjacent residential will be considered in the EIR to assure that impacts associated with odors are less than significant. -10- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant impact No Impact III. AIR QUALITY: Would the project: a) Conflict with or obstruct implementation of the applicable air quality plan? (SCAQMD CEQA Handbook) X b) Violate any air quality standard or contribute substantially to an existing or projected air quality violation? (SCAQMD CEQA Handbook) X c) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non - attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors)? (SCAQMD CEQA Handbook, 2002 PM10 Plan for the Coachella Valley) X d) Expose sensitive receptors to substantial pollutant concentrations? (Project Description, Aerial Photo) X e) Create objectionable odors affecting a substantial number of people? (Project Description, Aerial Photo) X III. a)- c) The proposed project occurs in the City of La Quinta, which is under the jurisdiction of the South Coast Air Quality Management District (SCAQMD). The SCAQMD has developed regional air quality management plans an the basis of city General Plan land use data. The proposed project is consistent with the General Plan land use designation for the site. As a result. the proposed project is consistent with air quality plans for the region. No impact is expected, and no further discussion of this issue is required. The City and the Coachella Valley are located in severe non -attainment areas for PM10 (particulate matter of 10 microns or less), In order to rectify this designation, the Coachella Valley modified its PM10 Plan in 2002 to implement more stringent mitigation of air quality impacts associated with fugitive dust. The City participates in this program. and requires the implementation of dust control plans for all construction projects. The proposed project will result in the development of 25 acres of currently vacant land into a retail and office commercial center. The proposed project will generate air emissions during the grading, construction and operation phases of development. The site will require considerable grading. requiring the use of diesel -driven heavy equipment. This equipment has the potential to generate emissions of carbon monoxide, d) e) nitrogen dioxYde and other pollutants in excess of SCAQ..1D thresholds. The EIR must analyze the potential impacts associated with construction, determine whether these impacts are significant. and if so. determine whether they can be mitigated to less than significant levels. The proposed project will also generate emissions during the lifetime of the project. The development of 103972 square feet of retail commercial space and 130.450 square feet of office space has the potential to generate over 6.000 average daily trips. The emissions from the vehicles making these trips could exceed the thresholds established by the SCAQMD. The EIR must analyze the potential impacts, determine whether they will be significant, and determine whether mitigation measures can be implemented to lower these impacts. The proposed project will result in increases in traffic volumes. which have the potential to degrade levels of service in the area. Degradation of levels of service has the potential to increase idling times. and result in pollutant concentrations at the degraded intersections. Since sensitive receptors are located adjacent to the proposed project on the south, east and west, the potential impacts must be analyzed, a determination as to their significance must be made, and mitigation measures must be considered, if needed. The EIR will further address this issue. The proposed project includes a retail component which will likely include a wide mix of uses. These uses will include restaurants and other uses which emit odors. These emissions are not anticipated to be either significant or negative, however, the layout of the project, and the proximity of adjacent residential will be considered in the EIR to assure that impacts associated with odors are less than significant. -10- XVI. a) -g) The proposed project will be served by CVWD for sanitary sewer service. CVWD's treatment plant has capacity at this time. The EIR will analyze and quantify project -29- effluent generauun, to assure that impacts associated w...i' build out of the project are less than significant. CVWD's Urban Water Management Plan indicates that the District has sufficient water supplies to serve the proposed project and other projects in its service area in the long term (Please see Hydrology and Water Resources, above). The EIR will analyze and quantify project demand, and determine whether additional conservation measures are appropriate or necessary to reduce impacts. Hydrology and storm drainage is discussed under Hydrology and Water Resources, above. Domestic waste will be collected by Burrtec, the City's solid waste franchisee. Burrtec currently hauls City solid waste to the Edom Hill transfer station. From there, waste is transported to one of several regional landfills, including the Lambs Canyon, Badlands and El Sobrante landfills. These landfills have sufficient capacity to accommodate the proposed project. Burrtec is also required to comply with all City, regional, state and federal requirements for the disposal of solid waste. The EIR will analyze and quantify project impacts, and assure that impacts associated with build out of the project are less than significant. -30- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact XVI. UTILITIES AND SERVICE SYSTEMS. Would the project: a) Exceed wastewater treatment requirements of the applicable Regional Water Quality Control Board? (General Plan MEA, p. 58 ff.) X b) Require or result in the construction of new water or wastewater treatment facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? (General Plan MEA, p. 58 ff.) X c) Require or result in the construction of new storm water drainage facilities or expansion of existing facilities, the construction of which could cause significant environmental effects? (General Plan MEA, p. 58 ff.) X d) Have sufficient water supplies available to serve the project from existing entitlements and resources, or are new or expanded entitlements needed? (General Plan MEA, p. 58 ff.) X e) Result in a determination by the wastewater treatment provider that serves or may serve the project that it has adequate capacity to serve the project's projected demand in addition to the provider's existing commitments? (General Plan MEA, p. 58 ff.) X f) Be served by a landfill with sufficient permitted capacity to accommodate the project's solid waste disposal needs? (General Plan MEA, p. 58 ff.) X g) Comply with federal, state, and local statutes and regulations related to solid waste? (General Plan MEA, p. 58 ft) X XVI. a) -g) The proposed project will be served by CVWD for sanitary sewer service. CVWD's treatment plant has capacity at this time. The EIR will analyze and quantify project -29- effluent generauun, to assure that impacts associated w...i' build out of the project are less than significant. CVWD's Urban Water Management Plan indicates that the District has sufficient water supplies to serve the proposed project and other projects in its service area in the long term (Please see Hydrology and Water Resources, above). The EIR will analyze and quantify project demand, and determine whether additional conservation measures are appropriate or necessary to reduce impacts. Hydrology and storm drainage is discussed under Hydrology and Water Resources, above. Domestic waste will be collected by Burrtec, the City's solid waste franchisee. Burrtec currently hauls City solid waste to the Edom Hill transfer station. From there, waste is transported to one of several regional landfills, including the Lambs Canyon, Badlands and El Sobrante landfills. These landfills have sufficient capacity to accommodate the proposed project. Burrtec is also required to comply with all City, regional, state and federal requirements for the disposal of solid waste. The EIR will analyze and quantify project impacts, and assure that impacts associated with build out of the project are less than significant. -30- XV. a) -g) The proposed project will generate over 6,000 daily trips. Roadways surrounding the project site, particularly Washington Street, are impacted by existing traffic, and are not all operating at acceptable levels of service. Additional analysis is required to identify the exact trip generation on the site. the trip distribution on area roadways. and to deter -mine the level of impact. Mitigation measures will be required to lower these impacts, and will be developed in the EIR -27• The proposed pruject is expected to conform to City su..rdards for the provision of parking and emergency access. The impacts associated with both of these issues are expected to be less than significant. The EIR will review these standards, and assure that the project complies, thereby resulting in Tess than significant impacts. The project is not located in the vicinity of an airport or airstrip. The project will not conflict with alternative transportation programs. Therefore, no further discussion of these issues is required in the EIR. -28- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact XV. TRANSPORTATION/TRAFFIC -- Would the project: a) Cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system (i.e., result in a substantial increase in either the number of vehicle trips, the volume to capacity ratio on roads, or congestion at intersections)? (General Plan EIR, p. III -29 ff.) X b) Exceed, either individually or cumulatively, a level of service standard established by the county congestion management agency for designated roads or highways? (General Plan EIR, p. III -29 ff.) X c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? (No air traffic involved in project) X d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? (Application materials) X e) Result in inadequate emergency access? (Application materials) X f) Result in inadequate parking capacity? (Application materials) X g) Conflict with adopted policies, plans, or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks)? (Project description; MEA Exhibit 3.10) X XV. a) -g) The proposed project will generate over 6,000 daily trips. Roadways surrounding the project site, particularly Washington Street, are impacted by existing traffic, and are not all operating at acceptable levels of service. Additional analysis is required to identify the exact trip generation on the site. the trip distribution on area roadways. and to deter -mine the level of impact. Mitigation measures will be required to lower these impacts, and will be developed in the EIR -27• The proposed pruject is expected to conform to City su..rdards for the provision of parking and emergency access. The impacts associated with both of these issues are expected to be less than significant. The EIR will review these standards, and assure that the project complies, thereby resulting in Tess than significant impacts. The project is not located in the vicinity of an airport or airstrip. The project will not conflict with alternative transportation programs. Therefore, no further discussion of these issues is required in the EIR. -28- XIII. a)The development of the retail and office commercial land uses on the project site will result in an increase in demand for police and fire services. Although it is currently expected that these impacts will not be significant, the EIR will analyze and quantify these potential impacts. The proposed project will have an indirect impact on schools and parks, through the creation of new jobs of the project site. Although expected to be less than significant, these potential impacts will be analyzed and quantified in the EIR. Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact XIII. PUBLIC SERVICES a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: X Fire protection? (General Plan MEA, p. 57) X Police protection? (General Plan MEA, p. 57) X Schools? (General Plan MEA, p. 52 ff.) X Parks? (General Plan; Recreation and Parks Master Plan) X Other public facilities? (General Plan MEA, p. 46 ff.) X XIII. a)The development of the retail and office commercial land uses on the project site will result in an increase in demand for police and fire services. Although it is currently expected that these impacts will not be significant, the EIR will analyze and quantify these potential impacts. The proposed project will have an indirect impact on schools and parks, through the creation of new jobs of the project site. Although expected to be less than significant, these potential impacts will be analyzed and quantified in the EIR. XIV. a) & b) As previously stated, the project will indirectly increase use of existing recreational facilities in the City. Although these impacts are expected to be less than significant, the EIR will analyze and quantify these potential impacts, and determine their level of significance. Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact rXIV. RECREATION — a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? (Application materials; General Plan Exhibit 5.1) X b) Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? (Application materials) X XIV. a) & b) As previously stated, the project will indirectly increase use of existing recreational facilities in the City. Although these impacts are expected to be less than significant, the EIR will analyze and quantify these potential impacts, and determine their level of significance. The construction of the project has the potential to place the residents to the east and south, considered sensitive receptors, in a noisy environment. Further analysis is required to determine the potential noise levels in the future at the project site, and whether mitigation measures will be required to assure that noise levels in the residences adjacent to the project fall below the City's standard of 65 dBA CNEL. This analysis will be provided in the EIR. The development of the proposed project will increase noise levels in the area, due to noise generated by air conditioning units, compactors, and delivery trucks. The project being located immediately south of a school site, and having residences to the east and south, result in a potential for significant impact. The EIR will consider these potential impacts, determine the level of significance, and provide mitigation measures as required. The site is not located adjacent to an airport or air strip. The proposed project will not generate ground borne noise or vibration. No further discussion of these issues is required in the EIR. XII. a) -c) Development of the proposed project will generate new jobs in the City. A though the impact of these new jobs is not expected to be significant, the EIR will analyze the potential increase in population, the household creation resulting from it, and determine the level of impact. The project site is currently vacant, and will not displace either housing units or people. No further discussion of this issue is required in the EIR. Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact XII. POPULATION AND HOUSING — Would the project: a) Induce substantial population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? (General Plan, p. 9 ff., application materials) X b) Displace substantial numbers of existing housing, necessitating the construction of replacement housing elsewhere? (General Plan, p. 9 ff., application materials) X c) Displace substantial numbers of people, necessitating the construction of replacement housing elsewhere? (General Plan, p. 9 ff., application materials) X XII. a) -c) Development of the proposed project will generate new jobs in the City. A though the impact of these new jobs is not expected to be significant, the EIR will analyze the potential increase in population, the household creation resulting from it, and determine the level of impact. The project site is currently vacant, and will not displace either housing units or people. No further discussion of this issue is required in the EIR. X. a) & b) The site is located in an area of the City designated Mineral Resource Zone MRZ-1, which indicates that no resources occur. There will be no impact to mineral resources as a result of the proposed project, and no further discussion of this issue is required in the EIR -21- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact X. MINERAL RESOURCES -- Would the project: a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state? (Master Environmental Assessment p. 71 ff.) X X b) Result in the loss of availability of a locally -important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? (Master Environmental Assessment p.71 ff.) X X. a) & b) The site is located in an area of the City designated Mineral Resource Zone MRZ-1, which indicates that no resources occur. There will be no impact to mineral resources as a result of the proposed project, and no further discussion of this issue is required in the EIR -21- XI. a) -f) The proposed project will generate noise during the construction process, and also will increase noise levels in the area during its lifetime. The site is located on heavily traveled roadways which generate high noise levels. The addition of project related traffic to these roadways, and other roadways in the area, has the potential to impact sensitive receptors located adjacent to these roadways. The E(R will define the existing and future noise levels, determine whether any significant impacts occur, and proposed mitigation for these impacts. -22- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact XI. NOISE Would the project result in: a) Exposure of persons to or generation of noise levels in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? (General Plan MEA p. ill ff.) X b) Exposure of persons to or generation of excessive groundbome vibration or groundbome noise levels? (General Plan MEA p. 111 ff.) X c) A substantial permanent increase in ambient noise levels in the project vicinity above levels existing without the project? (General Plan MEA p. 111 t%) X d) A substantial temporary or periodic increase in ambient noise levels in the project vicinity above levels existing without the project? (General Plan MEA p. 111 ff.) X e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? (General Plan land use map) X f) For a project within the vicinity of a private airstrip, would the project expose people residing or working in the project area to excessive noise levels? (General Plan land use map) X XI. a) -f) The proposed project will generate noise during the construction process, and also will increase noise levels in the area during its lifetime. The site is located on heavily traveled roadways which generate high noise levels. The addition of project related traffic to these roadways, and other roadways in the area, has the potential to impact sensitive receptors located adjacent to these roadways. The E(R will define the existing and future noise levels, determine whether any significant impacts occur, and proposed mitigation for these impacts. -22- VIII. a) & b) Domestic water ,, supplied to the project site by the Co—della Valley Water District (CVWD). The development of the site will result in the need for domestic water service use for the retail and office development, and for landscaping irrigation. The CVWD has prepared a Water Management Plan which indicates that it has sufficient water soutc s to accommodate growth in its service area, based on the City's General Plan land uses. The proposed project is consistent with the land use designation assigned to it. The EIR will consider conservation measures proposed by the project and required by CVWD and the City, and the project's water use in relation to regional use, to assure that impacts associated with water supply are reduced to less than significant levels. Mitigation measures will be put forward as required. The applicant will be required to comply with the City's NPDES standards, requiring that potential pollutants not be allowed to enter surface waters. The EIR will review these standards, compare them to the project's proposed storm water system, and assure that the project does not result in significant impacts. Mitigation measures will be put forward if required. VIII. c) & d) The City requires that all projects retain the 100 year storm on site. The applicant must demonstrate, through the preparation of a hydrology study, that the proposed project is designed to provide this retention. Further analysis to assure that the project will effectively retain storm water flows, and not impact downstream properties, will be provided in the EIR, and mitigation measures will be required if necessary. VIII. e) -g) The site is not located in a flood zone as designated by FEMA. The project will not discharge storm flows into an off-site drainage system. No further discussion of these issues is required in the EIR. IX. a) -c) The proposed project site is currently vacant, and implementation of the project will not impact an established community. The proposed project is consistent with the General Plan designation assigned to it, and is expected to comply with zoning ordinance requirements. No further discussion of this issue is required in the EIR. The project site is within the fee area for the Coachella Valley Fringe -toed Lizard Habitat Conservation Plan. The proposed project is within the boundary of the Coachella Valley Multiple Species Habitat Conservation Plan, but is not within a conservation area under the Plan. The project will be required to pay fees in place at the time of issuance of building permits for any Plan in effect at that time. No further discussion of this issue is required in the EIR Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact IX. LAND USE AND PLANNING - Would the project: a) Physically divide an established community? (Aerial photo) X b) Conflict with any applicable land use plan, policy, or regulation of an agency with jurisdiction over the project (including, but not limited to the general plan, specific plan, local coastal program, or zoning ordinance) adopted for the purpose of avoiding or mitigating an environmental effect? (General Plan Exhibit 2.0 X c) Conflict with any applicable habitat conservation plan or natural community conservation plan? General Plan MEA p. 74 ff.) X IX. a) -c) The proposed project site is currently vacant, and implementation of the project will not impact an established community. The proposed project is consistent with the General Plan designation assigned to it, and is expected to comply with zoning ordinance requirements. No further discussion of this issue is required in the EIR. The project site is within the fee area for the Coachella Valley Fringe -toed Lizard Habitat Conservation Plan. The proposed project is within the boundary of the Coachella Valley Multiple Species Habitat Conservation Plan, but is not within a conservation area under the Plan. The project will be required to pay fees in place at the time of issuance of building permits for any Plan in effect at that time. No further discussion of this issue is required in the EIR involving wildland fires, inclun,..g where wildlands are adjacent to urbanized areas or where residences are intermixed with wildlands? (General Plan land use map) VII. a) -h) The development of retail and office commercial uses is likely to result in the use and storage of hazardous materials and small quantities of medical waste. The EER will identify, to the extent possible, the potential materials which could occur within the project, review the requirements of local, regional and state agencies, and assure that the impacts associated with the storage and use of these materials remain at a less than significant level. In conjunction with this analysis, the site's location adjacent to a school will be considered, to assure that the school will not be impacted by the proposed project. The project site is located on the City's main road network, and will not negatively alter the roadways; thereby not interfering with emergency response in the area. The potential traffic impacts associated with the proposed project could impact emergency response should levels of service be significantly affected. The EIR will analyze this potential, and determine the level of potential impact. The site is not within the boundaries of the airport land use plan. There are no identified hazardous materials sites within the project area. There are no wildlands located adjacent or near the project site. No further discussion of these issues is required in the EIR. -17• -18- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact VIII. HYDROLOGY AND WATER QUALITY -- Would the project: a) Violate any water quality standards or waste discharge requirements? (General Plan EIR p.111 -I87 ff.) X b) Substantially deplete groundwater supplies or interfere substantially with groundwater recharge such that there would be a net deficit in aquifer volume or a lowering of the local groundwater table level (e.g., the production rate of pre-existing nearby wells would drop to a level which would not support existing land uses or planned uses for which permits have been granted)? (General Plan EIR p. [II -187 ff. X c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, in a manner which would result in substantial erosion or siltation on- or off-site? (General Plan EIR p. 111-187 ff.) X d) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river, or substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site? (General Plan EIR p.111-187 ff.) X e) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff?(General Plan EIR p.111-187 ff.) X f) Place housing within a 100 -year flood hazard area as mapped on a federal Flood Hazard Boundary or Flood Insurance Rate Map or other flood hazard delineation map? (General Plan EIR p.1[1-187 ff.) X g) Place within a 100 -year flood hazard area structures which would impede or redirect flood flows? (Master Environmental Assessment Exhibit 6.6) X -18- review the soils and seismic issues associated with ts,,. property, to assure that all impacts associated with seismic ground shaking are less than significant. The site is located in an area subject to winds. During construction of the proposed project, soil erosion from wind and storm water could occur. The EIR will examine the potential impacts, determine their level of significance, and consider what mitigation measures, if any are required. The site is not located in an area identified as having a potential for liquefaction. The project site is flat, and is surrounded by equally flat lands. No hazard of landslides occurs on the property. The area is not identified as having expansive soils, and no impact is expected from this hazard. The proposed project will be connected to sanitary sewer service occurring in the project vicinity, and will not install septic tanks. No further discussion of these issues is required in the EIR -15- Potentially Significant Impact Less Than Sign iflea nt w/ Ntitigation Less Than Significant Impact No impact VII. IiAZARDS AND HAZARDOUS MATERIALS --Would the project: a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? (Application materials) X b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? (General Plan MEA, p. 95 ff.) X c) Emit hazardous emissions or handle hazardous or acutely ba7ardous materials, substances, or waste within one-quarter mile of an existing or proposed school? (Application materials) X d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? (Application materials) X e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard for people residing or working in the project area? (General Plan land use map) X f) For a project within the vicinity of a private airstrip, would the project result in a safety hazard for people residing or working in the project area? (General Plan land use map) X g) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? (General Plan MEA p. 95 ff) X h) Expose people or structures to a significant risk of loss, injury or death X i -16- V.a)-d) The project site is vacant, and does not contain historic struc ures. The site has been surveyed in the past, for such resources, and none were identified. No further discussion of this issue is required in the EIR. The project site is located in an area of potential significance for prehistoric archaeological resources. The EIR will review studies prepared for the project, and determine what mitigation measures may be necessary to assure that the impacts to these resources are reduced to less than significant levels. The project site is outside the boundary of ancient Lake Cahuilla, and as such has no potential for paleontological resources. The soils on the Valley floor, including those of the project site, are of too young an age to support paleontological resources, consisting of alluvial sands. No further discussion of this issue is required in the EIR. The project site is not known to have been the location of a burial ground. California law requires that contractors immediately notify law enforcement officials should human remains be identified when grading occurs on the project site. This requirement assures that there will be no impact to human remains. No further discussion of this issue is required in the EIR. -13- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact V. CULTURAL RESOURCES -- Would the project: a) Cause a substantial adverse change in the significance of a historical resource as defined in' 15064.5? (General Plan MEA p. 123 ff.) X b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to '15064.5? (General Plan MEA p. 123 ff.) X X c) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? (General Plan MEA p. 88 ff.) X X d) Disturb any human remains, including those interred outside of formal cemeteries? (General Plan MEA p. 123 ff.) X X V.a)-d) The project site is vacant, and does not contain historic struc ures. The site has been surveyed in the past, for such resources, and none were identified. No further discussion of this issue is required in the EIR. The project site is located in an area of potential significance for prehistoric archaeological resources. The EIR will review studies prepared for the project, and determine what mitigation measures may be necessary to assure that the impacts to these resources are reduced to less than significant levels. The project site is outside the boundary of ancient Lake Cahuilla, and as such has no potential for paleontological resources. The soils on the Valley floor, including those of the project site, are of too young an age to support paleontological resources, consisting of alluvial sands. No further discussion of this issue is required in the EIR. The project site is not known to have been the location of a burial ground. California law requires that contractors immediately notify law enforcement officials should human remains be identified when grading occurs on the project site. This requirement assures that there will be no impact to human remains. No further discussion of this issue is required in the EIR. -13- VI. a) -d) The site is not located in an Alquist-Priolo Earthquake Fault Zone. The site, and the City in general, are located in a seismically active area, and will experience strong groundshaking during an earthquake. The City implements the most stringent building code requirements through implementation of the Uniform Building Code provisions for seismically active zones. This requirement assures that impacts associated with groundshaking and construction on the site will be less than significant. The EIR will •14 Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact VI. GEOLOGY AND SOILS -- Would the project: a) Expose people or structures to potential substantial adverse effects, including the risk of loss, injury, or death involving: i) Rupture of a known earthquake fault, as delineated on the most recent Alquist- Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? (General Plan MEA Exhibit 6.2) X ii) Strong seismic ground shaking? (General Plan MEA Exhibit 6.2) X iii) Seismic -related ground failure, including liquefaction? (General Plan MEA Exhibit 6.3) X iv) Landslides? (General Plan MEA Exhibit 6.4) X b) Result in substantial soil erosion or the loss of topsoil? (General Plan MEA Exhibit 6.5) X c) Be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994), creating substantial risks to life or property (General Plan MEA Exhibit6.1) 1 X d) Have soils incapable of adequately supporting the use of septic tanks or alternative waste water disposal systems where sewers are not available for the disposal of waste water? (General Plan Exhibit 8.1) X VI. a) -d) The site is not located in an Alquist-Priolo Earthquake Fault Zone. The site, and the City in general, are located in a seismically active area, and will experience strong groundshaking during an earthquake. The City implements the most stringent building code requirements through implementation of the Uniform Building Code provisions for seismically active zones. This requirement assures that impacts associated with groundshaking and construction on the site will be less than significant. The EIR will •14 Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact IV. BIOLOGICAL RESOURCES -- • 111.1,.... u.., N.v1, ,. a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service (General Plan MEA, p. 78 ff.) . X b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? (General Plan MEA, p. 78 ff.) X c) Have a substantial adverse effect on federally protected wetlands as defined by Section 404 of the Clean Water Act (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? (General Plan MEA, p.78 ff.) X d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? (General Plan MEA, p. 78 ff.) X e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? (General Plan MEA, p. 73 ff.) X f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? (General Plan MEA, p.78 ff.) X -11- IV. a) -t) The proposed project site is currently vacant, but has beet, significantly disturbed by off road use, roadway and adjacent development, and some dumping. The site is sparsely vegetated with creosote scrub habitat, typical of much of the Valley floor. No special status species are identified as occurring on the project site in the General Plan. The site is within the fee boundary for the Coachella Valley Fringe -toed Lizard Habitat Conservation Plan, and will be required to pay the fees to mitigate for that species, should the Plan still be in effect when building permits are sought. The site is also in the boundary of the Coachella Valley Multiple Species Habitat Conservation Plan. The site is not designated for conservation under the Plan. The proposed project will be required to pay the fees toward mitigation under that Plan, should it be implemented prior to the issuance of building permits for the proposed project. These requirements will assure that impacts associated with species of concern are reduced to less than significant levels. The site does not contain any riparian habitat or wetland areas. The site is surrounded by existing development on all sides, and therefore has no potential as a wildlife corridor. No further discussion of these issues is required in the EIR. .l2- XVII. a) XVII. b) The site has the potential for archaeological resources. Additional analysis is needed to establish mitigation measures to assure that impacts to any identified resources are reduced to less than significant levels. This analysis will be conducted in the EIR. The project site does not include riparian or wetland areas, and does not contain significant native habitat. The proposed project will add to the retail and office uses available to City and regional residents, consistent with the General Plan's goals and policies. The land use designation assigned to the property supports the development of the uses proposed on the site. No impacts are expected. XVII. c) The proposed project is consistent with the General Plan vision for this area. Impacts associated with traffic may be cumulatively considerable, if the traffic generated by the -31- XVII. d) proposed projec., in combination with other growth in L._ area, cannot be mitigated to less than significant levels. Further analysis is required to determine the level of significance, and whether mitigation measures are available to reduce the impacts. The proposed project has the potential to adversely affect human beings, due to air quality, noise and traffic impacts. Further analysis is required to determine the level of impact, and the mitigation measures required to reduce impacts. -32- Potentially Significant Impact Less Than Significant w/ Mitigation Less Than Significant Impact No Impact XVII. MANDATORY FINDINGS OF SIGNIFICANCE -- a) Does the project have the potential to degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self- sustaining levels, threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? X b) Does the project have the potential to achieve short-term, to the disadvantage of long-term environmental goals? X c) Does the project have impacts that are individually limited, but cumulatively considerable? ("Cumulatively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? X d) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? X XVII. a) XVII. b) The site has the potential for archaeological resources. Additional analysis is needed to establish mitigation measures to assure that impacts to any identified resources are reduced to less than significant levels. This analysis will be conducted in the EIR. The project site does not include riparian or wetland areas, and does not contain significant native habitat. The proposed project will add to the retail and office uses available to City and regional residents, consistent with the General Plan's goals and policies. The land use designation assigned to the property supports the development of the uses proposed on the site. No impacts are expected. XVII. c) The proposed project is consistent with the General Plan vision for this area. Impacts associated with traffic may be cumulatively considerable, if the traffic generated by the -31- XVII. d) proposed projec., in combination with other growth in L._ area, cannot be mitigated to less than significant levels. Further analysis is required to determine the level of significance, and whether mitigation measures are available to reduce the impacts. The proposed project has the potential to adversely affect human beings, due to air quality, noise and traffic impacts. Further analysis is required to determine the level of impact, and the mitigation measures required to reduce impacts. -32- XVIII. EARLIER ANALYSES. Earlier analyses may be used where, pursuant to the tiering, program EIR, or other CEQA process, one or more effects have been adequately analyzed in an earlier EIR or negative declaration. Section 15063(c)(3)(D). In this case a discussion should identify the following on attached sheets: a) Earlier analyses used. Identify earlier analyses and state where they are available for review. General Plan EIR, 2003. b) Impacts adequately addressed. Identify which effects from the above checklist were within the scope of and adequately analyzed in an earlier document pursuant to applicable legal standards, and state whether such effects were addressed by mitigation measures based on the earlier analysis. Not applicable. c) Mitigation measures. For effects that are "Less than Significant with Mitigation Incorporated," describe the mitigation measures which were incorporated or refined from the earlier document and the extent to which they address site-specific conditions for the project. Not applicable. -33- ORAL 14 iATL COACHELLA VALLEY POWER DIVISION 81-600 AVE 1080 1080 • LA OVINIA, CALIFORNIA 92253-1080 398-5854 • FAX (760) 391-5999 MAR 10 2008 chy of La otido Pkmhtp Department IIDPD-DDDC City of La Quinta Mr. Stan Sawa 78495 Calle Tampico La Quinta, CA 92253 February 29, 2008 Subject: Transmittal of Notice of Preparation (NOP) of a Draft Environmental Impact Report (DEIR) for Site Development 06-875 and Tentative Parcel Map 35088, known as Villa Capri Commercial Project, in the City of La Quinta Riverside County, California. Dear Mr. Sawa: Review of the plans for the referenced plans for the NOP Draft ETR for the Villa Capri Commercial Project determined it will impact electric service to the area. The cumulative impact of projects of this size increase the electrical demand on the IID's existing facilities at peak loading periods, and result in the need for additional generation, transmission, substation, and distribution facilities. When additional facilities are needed, projects of this magnitude directly impact power rates in the lID's service arca and may result in higher electric rates in future years. It is anticipated that the additional power load requirement of the proposed project would necessitate underground distribution system. Line Extensions from existing IID facilities located on the North side of Fred Waring; East of Palm Royal Drive to Washington St., and going North on the cast side of Washington St. passing the boundary of your project. It would also necessitate the construction of an underground system along Palm Royale Dr to connect with existing IID facilities to the North of your project. Due to the new developments in the area, we have identified the need of a potential temporarily improvement along West side of Palm Royale Dr, East from Fred Waring Dr. towards Darby Rd. to connect to I1D new facilities in the area. It would be the developers responsibility to install the conduit system along this portion of the project ASAP, if this is not feasible, IID will request a temporarily approval from City of La Quinta and Developer to allow IID to build a temporarily overhead Iine for this portion of the project that it will need to be in place by the end of May 2008. Please contact me to discuss the details for this temporarily improvement. Line extensions to serve this facility will be made in accordance with lID Regulation No. 15 and Regulation No. 2 (copies enclosed). In accordance with our regulations, and provided the conditions described above are fulfilled, normal electrical service is available for the location mentioned above. Although the Imperial Irrigation District has received these preliminary plans for impact assessment, we will not begin to engineer nor derive cost estimates for this project until the owner/developer/contractor applies for electrical service. This procedure helps to eliminate wasted manpower spent on projects that never reach construction stage. If you have any questions regarding this matter, or if I can be of further assistance, please contact me at (760) 398-5863. CC: R Macknicki R Escobedo Sincerely, Guit[ermb Distribution Pi et senio AGUA CALIENTE B. ,D OF CAHUI TRIBAL HISTORIC PRESERVATION January 31, 2008 FEB - 4 2008 CITY OF LA OUINTA PLANNING 0EPARTME T Stan Sawa, Principal Planner City of La Quinta 73495 Calle Tampico La Quinta, CA 92253 Re: NOP of a Draft EIR for the Villa Capri Project, City of La Quinta, Riverside County, Callfomla Dear Mr. Sawa: The Ague Caliente Band of Cahullla Indians appreciates your efforts to include the Tribal Historic Preservation Office (THPO) in your project The proposed project location is not within the Reservation boundaries however, ft is within dose proximity of the Tribe's Traditional Use Area. Our records indicate that more than 20 previously recorded archaeological resources have been identified within one mpe the subject property. Because of lois, the Ague Caliente THPO requests: 1. A 100% cultural resources inventory of the project area by a qualified archaeologist prior to any development activities In this area. A records check of the Agora Caliente Register indicates recorded cultural sites ere present in the vicinity. Meese forward copies of any cultural resource documentation generated In cannecdon with these efforts to the Tribe! Historic Preservation OtSOO for review and comment 2. The presence of approved Cuttural Resource Monitor(s) during any ground disturbing activities (-including archaeological testing). Should buried cultural deposits he encountered, the Monitor may request dist death:Viva construction halt and the Monitor shall notify a Qualified Archaeologist (Secretary of the Interior's Standards and Guidelines) to investigate end, if necessary, prepare a relitigation pian for submission to the State Historic Preservation Officer and the Ague Caliente Tribal Historic Preservation Officer. 3. Copies of all cultural resource documentation that might be generated in connection with Mese efforts for permanent inclusion in the Agua Caliente Cultural Register. Although no known burial ground or cemetery occurs on the project site the Tribe requests a commitment from the City and Developer regarding the treatment and disposition of human remains. 4. Should human remains be discovered during consbudion of the proposed eroded. the project contractor would be subject to the Stater law regarding the discovery and disturbance 0 human remains. In that drwmstance destructive activity In the immediate vicinity shall halt and the County Coroner shall be contacted pursuant to State Health and Safety Code §7050.5. If the remains are determined to he of Native American origin, the Native American Heritage Commission (RAMC) shall be contacted. The NAHC will make a determination of the Most Likely Descendent (MLD). The City and Developer will work with the designated MLD to determine tha final disposition of the remains. Again, the Agora Caliente Tribe appreciates your interest In our cultural heritage. If you have questions or require additional information, please call me al (760)695.6907. You may also email me at placknaouaceliente.neL Cordially, Patricia Tuck Archaeologist Tribal Historic Preservation Office ' AGUA CALIENTE BAND OF CAHUILLA INDIANS C: Agua Caliente Cultural Register Torres•M2rtinez Desert Cahuilla Indians Augustine Band of Mission Indians Cabazon Band 0 Mission Indians X\THPO\correspondence\20o8\e>demal projedslcloseprordmky\ Laoulnta VIIIaCapd_01_31 08 .doc 5401 DINAH SHORE DRIVE, PALM SPRINGS, CA 92264 T 76O,325,'3400 F 760,699!6924 WWW AGUACALIENTE•NSN,GOV r� tL J TERRA NOVA PSN\I\G & RESEARCH INC Date: To; From: Subject: TRANSMITTALMEMORANDUM NOTICE OF PREPARATION November 30, 2007 Responsible Agencies and Interested Parties Nicole Sauviat Criste, Planning Consultant, City of La Quinta t"3111 Transmittal of Notice of Preparation (NOP) of a Draft Environmental Impact Report (DEIR) for Site Development Permit 06-875 and Tentative Parcel Map 35088, known as the Villa Capri Commercial Project, in the City of La Quinta Riverside County, California Enclosed please find the above referenced NOP to prepare a Draft EIR for the Villa Capri Commercial Project. The project involves a Site Development -Permit to allow the construction of a retail commercial complex consisting of a 39,729 square foot supermarket anchor.; a 13,013 square foot drug store; 51,230 square feet of additional retail space; an office complex consisting of 130,450 square feet of space, and parking and landscaping for same, on a 25.05 acre site. The Tentative Parcel Map is proposed to divide the 25.05 acres into 10 commercial parcels. The project is located at the northeast corner of Washington Street and Fred Waring Drive in the City of La Quinta. The Initial Study is attached, and describes the project, and the potential impacts the City has identified. The NOP comment period runs from December 3, 2007 to January 3, 2008. If you have comments, please submit them prior to January 3, 2008. You may FAX comments to the attention of Nicole Sauviat Criste, City Planning Consultant, at FAX No. (760) 322-2760, or to Stan Sawa, at the City at FAX No. (760) 777-1233 within this time frame. Please also send hard' copies to the City, attention Stan Sawa, via mail to the address below to assure legible and reproducible originals. Mr. Stan Sawa City of La Quinta 78-495 Calle Tampico La Quinta, CA 92253 If you have any questions regarding the enclosed or require additional information, please do not hesitate to contact me at (760) 320-9040 or Mr. Sawa at the City of La Quinta at (760) 777-7125. 400 SOUTH FARRELL, SUITE B-205 ❑ PALM SPRINGS, CA 92262 ❑ (760) 320-9040 ❑ FAX (760) 322-2760 TRANSIT ARTNCY MEMBERS: Desert hot Springs Palm Springs Cathedral CI y Rancho Mirage Poon ansa Indsnn w,flt La Quinta Indio Coachella Riverside County A Puhllc Agency January 3, 2008 Mr. Stan Sawa, Principal Planner City of La Quinta Community Development Department P.O. BOX 1504 La Quinta, CA 92247 Re: Villa Capri Commercial Project Dear Mr. Sawa: DEC 2 8 2001 CITY OF LA OUINTA PLANNING DFPASTTMgfi This letter responds to your request for comments regarding the proposed development located on the northeast comer of Washington Street and Fred Waring Drive, in the City of La Quinta. SunLine Transit Agency (SunLine) staff has reviewed the project and offers the fallowing comments. SunLine currently provides direct bus service to the proposed project site along Washington Street. served by Line 70. Based on our review of existing transit amenities in the vicinity, SunLine has an existing bus stop in close proximity to the proposed development. Bus stop M31 is on the southwest comer of Washington Street at Fred Waring Drive. traveling southbound. Based on our review of the Initial Study, it is stated that this project will have no impact on SunLine's transit service. Given this, there is no need for requiring the construction of transit amenities, including a bus turnout and bus shelter. In addition, if the proposed development should impact any bus stops and/or service provided by SunLine, the developer must contact SunLine 15 days prior to beginning of construction. This will give SunLine sufficient time needed to schedule the bus stop removal as well as inform passengers of any change in service. Should you have questions or concems regarding this letter, please contact me at 760-343-3456, ext. 162. Sincerely, Pk7 I Alfonso Hernandez Assistant Planner cc: C. Mike! Oglesby, General Manager Eunice Lovi, Director of Planning Les Johnson, Planning Director City of La Quinta 32-505 Harry Oliver Trail, Thousand Palms, California 92276 Phone 760-343-3456 Fax 760-343-3845 www.sunline.org CITY Of PELITf DESERT 73-510 FRED WARING DRIVE PALM DESERT, CALIFORNIA 92260-2578 TEL: 760 346-0611 FAX: 760 340-0574 info@palmdeser,.org December 27, 2007 Mr. Stan Sawa City of La Quinta 78-495 Calle Tampico La Quinta, CA 92253 Nicole Sauviat Criste, Planning Consultant Terra Nova Planning & Research Inc. 400 South Farrell, Suite B-205 Palm Springs, CA 92262 n ]� JAN - 2 2008 CITY OF LA OUINTA PUNNING DEPARTMENT Re: Notice of Preparation for Site Development Permit 06-875 and Tentative Parcel Map 35088, known as the Villa Capri Commercial Project. We have received the Notice of Preparation for the subject project and have the following comments: 1. On page 18- regarding "VIII. Hydrology and Water Quality a), c), and e)". The City's Engineer states this section should be checked as "Less Than Significant Impact" for a), "Less Than Significant w/ Mitigation" for c), and "Less Than Significant w/ Mitigation" for e) when comparing between the developed condition and current site condition. 2. We agree with the comment at the bottom of page 27 of the environmental checklist that a traffic impact study is needed for the project. We reserve the right to review and comment on the traffic analysis report when it is complete. 3. The site plan shows that the northbound left tum access into Desert Breezes on Washington Street will be eliminated. This is not acceptable. The northbound left tum access should remain. Staff does support the restriction of the outbound eastbound to northbound left turn movement from the Desert Breezes driveway. 4. Please provide for us a copy of the Draft Environmental Report for comments when it is ready for review and comments. Page Two Notice of Preparation for Villa Capri Commercial Project December 27, 2007 We hope you find these comments helpful and we request a response to item #3 before we receive the Draft Environmental Report. Should you have any further questions, please contact me at (760) 346-0611. Sincerely, 7 ff Tony Bagato Principal Planner cc: Lauri Ayiaian, Director of Community Development / Planning Mark Greenwood, Director of Public Works Bo Chen, P.E., City Engineer Mark Dierks, P.E., Transportation Engineer CITY OF PALM DESERT South Coast Air Quality Management District 21865 Copley Drive, Diamond Bar, CA 91765-4178 received (909) 396-2000 • www.aqmd.gov December 13, 2007 Mr. Stan Sawa Principal Planner City of La Quinta 78-495 Calle Tampico La Quinta, CA 92253 Dear Mr. Sawa: DEC 17 2007 cIIyo toChita Fleming Depe rtment Notice of Preparation of a Draft Environmental Impact Report (Draft EIR) for the Villa Capri Commercial Project The South Coast Air Quality Management District (SCAQMD) appreciates the opportunity to comment on the above- mentioned document. The SCAQMD's comments are recommendations regarding the analysis of potential air quality impacts from the proposed project that should be included in the draft environmental impact report (EIR). Please send the SCAQMD a copy of the Draft EIR upon its completion. In addition, please send with the draft FIR all appendices or technical documents related to the air quality analysis and electronic versions of all sir quality modeling and health risk assessment files. Without all files and supporting air quality documentation, the SCAQMD will be unable to complete its review of the air quality analysis in a timely manner. Any delays in providing all supporting air quality documentation will require additional time for review beyond the end of the comment period. Air Quality Analysis The SCAQMD adopted its California Environmental Quality Act (CEQA) Air Quality Handbook in 1993 to assist other public agencies with the preparation of air quality analyses. The SCAQMD recommends that the Lead Agency use this Handbook as guidance when preparing its air quality analysis. Copies of the Handbook are available from the" SCAQMD's Subscription Services Department by calling (909) 396-3720. Alternatively, the lead agency may wish to consider using the California Air Resources Board (CARR) approved URBEMIS 2007 Model. This model is available on the SCAQMD Website at www.urbemis.com. The Lead Agency should identify any potential adverse air quality impacts that could occur from all phases of the project and all air pollutant sources related to the project. Air quality impacts from both construction (including demolition, if any) and operations should be calculated. Construction -related air quality impacts typically include. but are not limited to, emissions from the use of heavy-duty equipment from grading. earth-loading/unloading, paving, architectural coatings, off-road mobile sources (e.g., heavy-duty construction equipment) and on -road mobile sources (e.g., construction worker vehicle trips, material transport trips). Operation -related air quality impacts may include, but are not limited to, emissions from stationary sources (e.g., boilers), area sources (e.g., solvents and coatings), and vehicular trips (e.g., on- and off-road tailpipe emissions and entrained dust). Air quality impacts from indirect sources, that is, sources that generate or attract vehicular trips should be included in the analysis. The SCAQMD has developed a methodology for calculating PM2.5 emissions from construction and operational activities and processes. In connection with developing PM2.5 calculation methodologies, the SCAQMD has also developed both regional and localized significance thresholds. The SCAQMD requests that the lead agency quantify PM2.5 emissions and compare the results to the recommended PM2.5 significance thresholds. Guidance for calculating PM2.5 emissions and PM2.5 significance thresholds can be found at the following Internet address: httpJ/www.agmd.gov/ceua/handbook/PM2 5/PM2 5.htrnl. M. StanSawa -2- December 13, 2007 In addition to analyzing regional air quality impacts the SCAQMD recommends calculating localized air quality impacts and comparing the results to localized significance thresholds (LSTs). CST's can be used in addition to the recommended regional significance thresholds as a second indication of air quality impacts when preparing a CEQA document. Therefore, when preparing the air quality analysis for the proposed project, it is recommended that the lead agency perform a localized significance analysis by either using the LSTs developed by the SCAQMD or performing dispersion modeling as necessary. Guidance for performing a localized air quality analysis can be found at http://www,agmdan v/cega/handbook/LST/LST.html. It is recommended that lead agencies for projects generating or attracting vehicular trips, especially heavy-duty diesel - fueled vehicles, perform a mobile source health risk assessment. Guidance for performing a mobile source health risk assessment ("Health Risk Assessment Guidance for Analyzing Cancer Risk from Mobile Source Diesel Idling Emissions for CEQA Air Quality Analysis") can be found on the SCAQMD's CEQA web pages at the following internes address: hgtpJ/www.aatnd. gov/cegg/bandbook/rnobile oxidmobile toxic.html. An analysis of all toxic air contaminant impacts due to the decommissioning or use of equipment potentially generating such air pollutants should also be included. Mitigation Measures In the event that the project generates significant adverse air quality impacts, CEQA requires that all feasible mitigation measures that go beyond what is required by law be utilized during project construction and operation to minimize or eliminate significant adverse air quality impacts. To assist the Lead Agency with identifying possible mitigation measures for the project, please refer to Chapter 11 of the SCAQMD CEQA Air Quality Handbook for sample air quality mitigation measures. Additional mitigation measures can be found on the SCAQMD's CEQA web pages at the following Internet address: www.aomd.acv/cega/handbook/mitismtign/MM iniro.htmi Additionally, SCAQMD's Rule 403 — Fugitive Dust, and the Implementation Handbook contain numerous measures for controlling construction -related emissions that should be considered for use as CEQA mitigation if not otherwise required. Other measures to reduce air quality impacts from land use projects can be found in the SCAQMD's Guidance Document for Addressing Air Quality Issues in General Plans and Local Planning. This document can be found at the following intemet address. httn://www.aomd.gov/prdas/aoeuidefaeguide.html. In addition, guidance on sitting incompatible land uses can be found in the California Air Resources Board's Air Quality and Land Use Handbook: A Community Perspective, which can be found at the following internet address: bttn://www.arb.ca.gov/ch/handbook.pdf. Pursuant to state CEQA Guidelines §15126.4 (ax IXD), any impacts resulting from mitigation measures must also be discussed. Data Sources SCAQMD rules and relevant air quality reports and data are available by calling the SCAQMD's Public Information Center at (909) 396-2039. Much of the information available through the Public Information Center is also available via the SCAQMD's World Wide Web Homepage (h p;//www.agmd.gov). The SCAQMD is willing to work with the Lead Agency to ensure that project -related emissions are accurately identified, categorized, and evaluated. Please call Charles Blankson, Ph.D., Air Quality Specialist, CEQA Section, at (909) 396-3304 if you have any questions regarding this tetter. Sincerely, aaadA Steve Smith, Ph.D Program Supervisor, CEQA Section Planning, Rule Development and Area Sources SS:CB:AK RVC071205-01AK Control Number STAID /�F NATIVE AMERICAN HERITAGE COMMISSION 915 CAPITOL MALL ROO61964 SACRAMENTO, CA 9881.4 (916) 696251 P6 (916) 657-5390 nR+Nh.o gov ds_o.scap. sense December 11, 2007 Mr. Stan Sawa CITY OF LA QUINTA 78-495 Calle Tampico La Quinta, CA 92253 received DEC 12 2007 Croy 01 L. Q-dnlo p'ovr.'n6 DuAorrmenr Re: SCj is 2007121009: CEQA Notice of Preparation (NOP) raft Environmental Impact Report IDE R) for Site Development Permit 06575; Tentative Parcel Map 35088' GN Of La Quinta: Riverside County Califomiq Oear Mr. Sawa: Thank you for the opportunity to comment on the above-relerenced document The Native American Heritage Commission is the state agency designated for the protection of California's Native American cutbual resources. The California Environmental Quality Act (CEQA) requires that any project that causes a substarhtiai adverse change in the significance of an historical resource, that includes archeological resources. is a *significant effect' requiring the preparation of an Environmental Impact Report (EJR per CEQA guidelines § 15064.5(b)(c). In order to comply with this provision, the tend agency is required to assess whether the project wifl have an adverse impact on these resources within the'area of potential effect (APE); and n so, to mitigate that effect To adequately assess the project -related impacts on historical resources, the Commission recommends the following action: Contact the appropriate California Historic Resources Information Center (CHRIS) Contact information for the 'Information Center' nearest you a ave./able from the Slate Office of Historic Preservation in Sacramento (9160553-72.78). The record search cell detcrmrne' • n a part or the entire (APE) has been previously surveyed for cultural resources. • If any known wtarral resources have already been recorded in or adjacent to the APE • If the probability s few, moderato, or high that eu1tu ori resources are located in the APE • t a surveys required to determine whether previously unrecorded cultural resources are present r' if an archaeological inventory survey is required, the final stage is the preparation of a professonat report detailing the frn6ngs and recommendations of the records search and field survey. • The final repot containing site forms, site significance, and mitigation measurers should be submitted lmmeckateay to the planning deparbeent Aa information regarding site locations. Native Amen= human remains, and associated funerary object should be in a separate contdenbal addendum, and not be made available for pubic disclosure • The trial written report should be subnatted within 3 months after work has bean campteted to the appropnate regional archaeological Information Cerner. • Contact the Native American Heritage Commission (NtAHC) for. ▪ A Sacred Lands Fee (SLF) search of the project area and information on tribal contacts in the project vicinity who may have irdorelation on sutural resources in or near the APE Please provide us sire identification as fol owe: LISGS 7.5tninr,te ouadrange citation with name township. ranoe and section- This cell assist us with the SIF. • Also, we recommend that you contact the Name Amnon contacts on the attached list to get their input on the effect of polential project (e.g. APE) impact In many cases a wltura8yafNialcd Native American tribe or person will the the only source of information about the rastence of a cultural resource - 1 Lack tit surface evidence of archeological resources does not prelude their n 1I, uface existence, • Lead agencies staid include in their mitipabon plan merswrrs for the identification and evaluation of aoeiderrtay discovered archeological resources, per California Environmental Quality Act (CEQA) §15064.5 (1). In areas of idenbthed archaeological sensitivity, a certified archaeologist and a cabinetry aftliated Native American, with knowledge in cultural resources, shadd monitor all ground-dsiurbung activities, • Lead agencies should include in their mibgabon plan provisions for the disposition of recovered artifacts, in consultation with cutturaty affiliated Native Americans. Lead agencies should include provisions for discovery of Native American human remains or unmarked cemeteries in their mitigations plans. • CEQA Guidelines §15064.5(d) requires the lead agency to work with the Native Americans identified by this Commission if the Initial Study identifies the presence or likely presence of Native American human remains within the APE. CEQA Guidelines provide for agreements with Native American gimps, identified by the NAHE, to ensure the appropriate and dignified treatmentof Native American human remains and any associated grave goods • Health and Safety Code §7050.5, Public Resources Code §5097.98 and CEQA Guidelines §15064.5(d) mandate procedures to be followed m the event of an accidental discovery of any human remains in a location other than a dedicated cemetety. Lead agencies should consider avoidance, as defined in CEQA Guidelines § 15370 when significant cultural resources are discovered during the course of project planning or execution_ to contact me at (916) 653-6251 if you have any questions. Program An Attachment tive American Contact List Cc: State Clearinghouse Native American Contacts Riverside County December 11, 2007 Cabazon Band of Mission Indians John A. James, Chairperson 84-245 Indio Springs Parkway Cahuilla Indio , CA 92203-3499 (760) 342-2593 (760) 347-7880 Fax Cahuilla Band of Indians Anthony Madrigal, Jr., Interim -Chairperson P.O. Box 391760 Cahuilla Anza . CA 92539 tribalcountal@cahuillanet (951) 763-2631 (951) 763-2632 Fax Ramona Band of Mission Indians Joseph Hamilton, vice chairman P.O. Box 391670 Cahuilla Anza . CA 92539 admin @ ramonatribe.com (951) 763-4105 (951) 763-4325 Fax Torres -Martinez Desert Cahuilla Indians Raymond Torres, Chairperson PO Box 1160 Cahuilla Thermal . CA 92274 (760) 397-0300 (760) 397-8146 Fax Torres -Martinez Desert Cahuilla Indians Emest Morreo PO Box 1160 Cahuilla Thermal CA 92274 maxtm@aol.com (760) 397-0300 (760) 397-8146 Fax Santa Rosa Band of Mission Indians John Marcus, Chairman P.O. Box 609 Hemet • CA 92546 srtribaloffice@aol.com (951) 658-5311 (951) 658-6733 Fax Cahuilla Augustine Band of Cahuilla Mission Indians Mary Ann Green, Chairperson P.O. Box 846 Cahuilla Coachella CA 92236 (760) 369-7171 760-369-7161 Morongo Band of Mission Indians Britt W. Wilson, Cultural Resources -Project Manager 49750 Seminole Drive Cahuilla Cabazon . CA 92230 Serrano (951)brat 755-5206 'erg (951) 755 -5200x323 -0822 -cell (951) 922-8146 Fax This list 1s current only as of the date of this document. Distribution of this fist dote rpt retlere any poison on o! statutory responsibility as donned in Section 7050.5 or the Health and Safety Code, Section 5087.94 of tho Public Resources Code and Section 5097.96 of the Public Resources Codd. This lin a only apputatee for contacting loon native American with regard to cultural teswroes for the pnaposed SCHM07t21009 CEQA Notice or Prepar :on(NOP); draft Environmental Impact Report (OW for Sae Development Permit 064875; Tentative Parcel Map 39088; C$1y or to Chant Coachella valley, fayselda Comity, Cal/Orris. Native American Contacts Riverside County December 11, 2007 Torres -Martinez Desert Cahuilla Indians William J. Contreras, Cultural Resources Coordinator P.O. Box 1160 Cahuilla Thermal . CA 92274 culturai_mon icor @yahoo. com 760)397-0300 (760) 275 -2686 -CELL (760) 397-8146 Fax Cabazon Band of Mission Indians Judy Stapp, Director of Cultural Affairs 84-245 Indio Springs Parkway Cahuilla Indio , CA 92203-3499 (weaver @cabazonindians.org (760) 342-2593 (760) 347-7880 Fax Agua Caliente Band of Cahuilla Indians THPO Richard Begay, Tribal Historic Perservation Officer 5401 Dinah Shore Drive Cahuilla Pa.lm ySprinngs , CA 92264 (760) 32@5-3400 'Ext 69061 (760) 699.6906 (760) 699-6925- Fax Cahuilla Band of Indians Maurice Chacon, Cultural Resources P.O. Box 391760 Cahuilla Anza , CA 92539 cbandodian@aol.com (951) 763-2631 (951) 763-2632 Fax This IIst is current only as of the date of this document Dkslrl>»rlloo or Ihbs fat does not retleve any Person of stewiary reaponsaility as Otis noel In Sot -On n 7050.5 of the Health and Seery Code, Section 5097-94 or the Public i:esourcea Godo and Section 5097.94 of the Public Resources Code. This 11st Is only eppucable for contacting local Naive Nuhn Rah regard to a0haal resources for the piapseed SC11,2007121009; CEOA Nonce of Preparation (NOP); draft Environmental lepet Report (DEM) for See Development Pent 06675; Tentative Parcel Yep 35088; City of la Grins; Coachella valley; Riverside County. CalrNa. STATE OF CALIFORNIA GOVERNOR'S OFFICE of PLANNING AND RESEARCH STATE CLEARINGHOUSE AND PLANNING UNIT ARNOLD SCRWARZ@IEGGRR GOVERNOR December 3, 2007 To- Reviem'ng Agencies Notice of Preparation Re- Site Development Permit 06-875 and Tentative Parcel Map 35088 SCH# 2007121009 r` C`YNTHIASRTA7rr ■ eelery DIRECTOR r OEC 1020x1 tlf �+hf_ '4or"aa0Eoer_. Attached for your review and comment is the Notice of Preparation (NOP) for the Site Development Permit 06-875 and Tentative Parcel Map 35088 draft Environmental Impact Report (EIR). Responsible agencies roust transmit their comments on the scope and content of the NOP, focusing on specific information related to their own statutory responsibility, within 30 days of receipt of the NOP from the Lead Agency. This is a courtesy notice provided by the State Clearinghouse with a reminder for you to comment in a timely manner. We encourage other agencies to also respond to this notice and express their concerns early in the environmental review process. Please direct your continents to: Stan Sawa City of La Quinta 78-495 Calle Tampico P.O. Boz 1504 La Quinta, CA 92253 with a copy to the State Clearinghouse in the Office of Planning and Research. Please refer to the SCH number noted above in all correspondence concerning this project If you have any questions about the environmental document review process, please call the State Clearinghouse at (916) 445-0613. Sincerely, Scott Morgan Project Analyst, State Clearinghouse Attachments cc: Lead Agency 140010th Street P.O. Box 3044 Sacramento, California 95812-3044 (916) 445-0613 FAX (916) 323-3018 www.opr.ca.gov Document Details Report State Clearinghouse Data Base SCH# 2007121009 Project TAN Site Development Permit 06-875 and Tentative Parcel Map 35088 Lead Agency La Quinta, City of Type NOP Notice of Preparation Description Proposed development of 103,972 s.f. retail commercial shopping center and 130,450 s.f. office complex on 25.05 acres at the northeast comer of Washington Street and Fred Waming Drive. Lead Agency Contact Name Stan Sawa Agency City of La Quinta Phone (760)777-7125 email Address 78-495 Calle Tampico P.O. Box 1504 City La Quinta Fax State CA Zip 92253 Project Location County Riverside City La Quinta Region Cross Streets Washington Street and Fred Waring Drive Parcel No. 609-070-048 & -049 Township 58 Range 7E Section 16 Base SBBM Proximity to: Highways 111 Airports Railways Waterways Schools Col. Mitchell Pagie Middle School Land Use Project Issues AestheticNlsual; Agricultural Land; Air Quality. Archaeologic -Historic; Drainage/Absorption; Flood PIatrn/Floodng; Geologic/Seismic; Minerals; Noise; Population/Housing Balance: Public Services; Recreation/Pali-4; Schools/Universities; Sewer Capacity; Soli Erosion/Compaction/Grading; Solid Waste; Toxic/Hazardous; Traffic/Circulation; Vegetation; Water Quality; Water Supply, Wetland/Riparian; Wildlife; Growth Inducing; Landuse; Cumulative Effects Reviewing Agencies Resources Agency; Office of Historic Preservation; Department of Parks and Recreation; Department of Water Resources; Native American Heritage Commission; Department of Fish and Game. Region 6; State Lands Commission; Califomia Highway Patrol; Caltrans, District 8; Regional Water Quality Control Board, Region 7 Date Received 12/03/2007 Start of Review 12/03/2007 End of Review 01/02/2008 Malta• 141anks in data fields result from insufficient information provided by lead agency. ssources Agency Resources Agency NadelGeyou 1 Dept. of Boating & Wetenvays David Johnson Calffomla Coastal Commission Elizabett& Fuchs Colorado River Baird Gerald R. Zimmerman 1 Dept of Conservation Sharon Howell 1 California Energy Commission Pad RIdJns 1 Cal Fire Allen Robertson 1 Office of Historic Preservation Wayne Donaldson Dept of Parks & Recreation Environmental Stewardship Section 1 Reclamation Board DeeDee Jones S.F. Bay Conservation & Devi. Comm. Steve McAdam Dept. of Water Resources Resources Agency Nadal Gayou Conservancy h and Game Depart of Fish & Gem Scott Flit Environmental Services Dlvtelon Fish & Game Region t Donald Koch Fish 813ame Region 1E Laude Hamsberger ❑ Fish & Game Region 2 Banky Curbs ❑ Flsh & Game Region 3 Robed Fkredte 0 Fish & Game Region 4 Jule Vance 0 Fish & Game Region 5 Don ChadvAck Habitat Commotion Program 1 Fish & Game Region 6 Gebdra Gatdrel Habitat Conservation Progam 0 Fish 8 Game Region 6 MI Grabrles Geldui InyolMano, Habitat Conservation Program 0 Dept. of Flsh & Game N George Isaac Marine Region �Ottther Departments LJ Food & Agdcult are Steve Shaffer Dept of Food and Agrlculhee 0 Depart of General Services Public Sd od ConStrudon 0 Dept of General Services Robert Sleepy Environmental Services Section 0 Dept. of Health Services Veronica Malloy Dept d HealWDdnking Water Independent Commissions,Boards 0 Della Protection Conmdnion Debby Eddy 0 Office of Emergency Service. Dennis Cast.o 0 Governor's Office of Plannhrg & Research State Clearinghouse 1 Native American Heritage Comm. Debbie Treadway Vuurrty; rIyfr,S L sUIi 0 Public Utilities Commission Ken Lewis ❑ Sent+ Usnics Bay Restoration Guengyu Wang aState Lands Commission Jean Serino ❑ Tahoe Regional Planning Agana). (TBPA) Cherry Jacques Business, Trans & Housing ❑ Caltrarm • Division of Aeronautics Sandy Hesitant ❑ Cahrana 6 Planing Terri Pencovlc ® California Highway Petrol Shirley Kelly Office d Special Plods ❑ Nousing & Community Development Lusa Nichols Housing Policy 0/4610n Dept. of Transportation 0 Cattalos, District 1 Rex Jackman 0 Caitlin■, District 2 Maceitno Gonzalez ❑ Coltrane, District 3 Jeff Pufverman 0 Coltrane, District Tion Sable 0 Coltrane, District 5 David Murray ❑ Celtrana, District 6 Marc Blmtatm 0 Coltrane, Dlebiet 7 Cheryl J.Pawel U Coltrane, District B Dan Kopuldky 0 Cattails, District Gayle Rosander 0 Caltrans, District 11 Tom Dumas 0 Coltrane, District 11 Melo Orso 0 Wrens, District 12 Ryan P.Chanbedaa Cal EPA Air Resources Board 0 Apart Prciedo Jhn Lerner t-1 Tmnspartadon Projects Ravi Rema5rgan ❑ Indueidd Pmjecb Mflce Toilstrup 0 California Integrated Waste Menegement Board Sue OLeay 0 Stale Water Resources Control Board Regional Programs Udl Division of Financial Assistance 0 Stow Wa.or Rosou ruos Cc aunt Board Student Intent 401 wale Quality CertIicatan Unit Division of Water Duality 0 State Weiss Resouces Control Board Steven Herne DMslon of Water Rights 0 Dept of Toxic Substances Control CEA Traddng Center ❑ Depertrnent of Pesticide Regulation Regional Water Quality Control Board (RWQCBt ❑ RWOCB1 Cathleen Hudson North Coast Region (1) ❑ RWQCB2 Environmental Document Coordinator San Francisca Bay Region (2) ❑ RWQCB 3 Cenaal Coast Region (3) ❑ RWQCB4 Teresa Rodgeo Lc* Angeles Region (4) ❑ RWQCB SS Central Valley Region (5) ❑ RWQCB 5F Central Valley Region (5) Fresno Branch Office ❑ RWQCB 5R Certral Valley Reglan (5) Redding Branch Office ❑ RWQCB Lahontan Region (6) 0 MOO 6V L.abontan Region (6) V drenlle Branch Office RWQCB 7 Colorado River Basin Region (7) ❑ RWOCB8 Santa Ana Region (B) ❑ RWQCBB San Diego Region (9) ❑ Other Last Updated on 09111107 Date: } , ca 9 .2004 ATTEST: 7:1;;.ffry /5'i1:— Greek 05m15010• on "Buyer" LA QUINTA REDEVELOPMENT AGENCY, a public body, corporate end politic f B [END OF SIGNATURES] -4- Executive Director GRANTEE'S ACCEPTANCE This istp certify that the interest in real property conveyed by the Grant Deed dated fa'' Z4' , 2004, from (i) SHIRLEY A. HAMMER, A WIDOW AS TO 48.237%; (ii) WILLIAM J. HAMMER, A SINGLE MAN AS TO 3.526%; (iii) SHIRLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR., AS TRUSTEES OF THE BYPASS TRUST HELD PURSUANT TO THE PROVISIONS OF THE WILL OF JOSEPH W. HAMMER, DECEASED AS TO 9.4643%; (iv) SHIRLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR., AS TRUSTEES OF THE MARITAL DEDUCTION TRUST AS HELD PURSUANT TO THE PROVISIONS OF THE WILL OF SAID DECEDENT AS TO 6.3672%; AND (v) SHIRLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR., AS TRUSTEES OF THE MARITAL DEDUCTION TRUST B HELD PURSUANT TO THE PROVISIONS OF THE WILL OF JOSEPH W. HAMMER, DECEASED AS TO 32.4055% (jointly, collectively, and severally, the "Grantor"], to the LA QUINTA REDEVELOPMENT AGENCY, a public body, corporate and politic ("Agency"), is hereby accepted by the undersigned officer or agent on behalf of the Agency pursuant to authority conferred by Resolution No. 200242, adopted by the Agency Board of Directors on June 13. 2002, and the Grantee consents to recordation -d thereof by its duly y A authurirsd officer. La Gt iv o eye topme64-)Itne,, Lr J ,J Dated: �z O y 13y: 7 Executive Director 72.0156100017 511147.01 .0621104 -1- STATE OF CALIFORNIA COUNTY OF RIVERrSIDE On (4)1r1.4 f r1 before me, f L personally appeared lar\1i& s) F4w er ).1r .Sh, (r K�t1>t Ill cr.` An Nrtil:atit irk iirt 44a1nrrtl.t! )( personally iatown to me (or proved to me on the basis of satisfactory evidence) to be the person(s) whose name(s) kite -subscribed to the within instrument and acknowledged to me that Ley' executed the same in hisfiteri ei authorized capeeityises). and that by his/hertlkeir signatures) on the instrument the person(s) or the entity upon behalf of which the person(s) acted, executed the instrument. Witness my hand and official seal. )ss (s STATE OF CALIFORNIA COUNTY OP RIVERSIDE )ss On , before me, personally appeased personally known to me (or proved to me on the baos of satisfactory evidence) to be the person(s) whose narne(s)'ss/are subscribed to the within instrument and acimowledged io the that he/she/they executed the same m his/her/their authorized capacity(ies), and that by his/her/their signnture(5) on the instrument the person(s) or the entity upon behalf of which the person(s) acted, executed the instrument. Witness my hand and official seal. (SEAL] rvvucwana Notary Public -5- ILLEGIBLE NOTARY SEAL DECLARATION Government Code Section 27361.7 1 certify under penalty of perjury that the notary seal on the document to which this statement attached reads as follows: Name of Notary S. Looez Date Commission Expires: May 24, 2008 Notary Identification No: (for Notaries commissioned at 1/1192) 91486503 MenufacturerNendor Identification No: (for Notaries commissioned at 111/92) Place of Execution of this Declaration: FIRST AMERICAN TITLE Date: June 24, 2004 FIRST AMERICAN TITLE INSURANCE COMPANY Authorized Signatory STATE OP CALIFORNIA COUNTY OF RIVERSIDE )3s On Tune a9 a00/ before me, - .:a pay appeared 7—HD,•72,45 ,.V 1 VASE ,!- personally known to me ) to be the person(a) whose name(s) isfaessubacribed to the within instrument end acknowledged to me that he/shdtherexecuted the same in bis heritheirauthorized capacity(ies), and that by his/her/their signature(s) on the inatr m,ent the pernon(s) or the entity upon behalf of which the person(s) acted, executed the instrument. 1 RE -GRA ra C]lV4r i vrevTe a 1DK9t NclaY PUbrc - CORM.] Wvo ida MyDomn. tzpirs � 39 3r'x [SEAL] STATE OF CALIFORNIA COUNTY OF RIVERSIDE offioial seal. On before me, personally appeared personally known to me (or proved to me on the basis of satisfactory evidence) to be the person(s) whose name(s) is/ars subscribed to the within instrument and acknowledged to ale that he/she/they executed the same in his/her/their authorized capacity(Ies), and that by hia/hedtheir sig/laa:m(s) on the instrument the person(s) or the entity upon behalf of which the person(s) acted, executed the instrument. Witness my band and official seal. [SEAL] .CLOS., 415,rm Notary Public -5- Order Number: NCS-69157RIV Real property in the Cly of La Quinta, County of Riverside, State of California, described as follows: PARCEL 1: THE EASTERLY 330 FEET OF THE NORTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SECTION 29, TOWNSHIP 5 SOUTH, RANGE 7 EAST, SAN BERNARDINO BASE AND MERIDIAN, AS SHOWN BY UNITED STATES GOVERNMENT SURVEY APPROVED JULY 15, 1856; EXCEPTING THEREFROM THE EASTERLY 30 FEET, AS GRANTED TO THE COUNTY OF RIVERSIDE FOR ROAD PURPOSES BY DEED RECORDED APRIL 9, 1952 IN BOOK 1358, PAGE 240 OF OFFICIAL RECORDS OF RIVERSIDE COUNTY, CALIFORNIA; PARCEL 2: THE EASTERLY 660 FEET OF THE SOUTHEAST QUARTER OF THE SOUTHWEST QUARTER OF SECTION 29, TOWNSHIP 5 SOUTH, RANGE 7 EAST, SAN BERNARDINO BASE AND MERIDIAN, AS SHOWN BY UNITED STATES GOVERNMENT SURVEY APPROVED JULY 15, 1656; EXCEPTING THEREFROM THE EASTERLY 30 FEET AS GRANTED TO THE COUNTY OF RIVERSIDE FOR ROAD PURPOSES BY DEED RECORDED APRIL 9, 1952 IN BOOK 1358, PAGE 240 OF OFFICIAL RECORDS OF RIVERSIDE COUNTY, CALIFORNIA; APN: 649-030-034 First American 777U1e Insurance Company Date: 6 - `/ , 2004 Date: LSD— 2`E 2004 Date: f• - ,? `r 2004 IRArlflocon 1463.03 NAN "Seller" (i) SHIRLEY A. HAlvIMER, A WIDOW AS TO 48.23-35y.(ii) W'ILLJAM J. iIA U ER, A SINGLE MAN AS TO 3.526%; (Iii) SHIRLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR., AS TRUSTEES OF THE BYPASS TRUST HELD PURSUANT TO THE PROVISIONS OF THE WILL OF JOSEPH W. HAMMER, DECEASED AS TO 94643%; (iv) SHIRLEY A. HAMMER AND WIId3AM JOSEPH HAMMER, JR., AS TRUSTEES OF THE MARITAL DEDUCTION TRUST A HELD PURSUANT TO THE PROVISIONS OF THE WILL OF SAID DECEDENT AS TO 63672%; AND (v) SHIRLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR., AS TRUSTEES OF THE MARITAL DEDUCTION TRUST B HOLD PURSUANT TO THE PROVISIONS OP THE WILL OF JOSEPH W. HAMMER, DECEASED AS TO 32.4055% By S ��G�e y A. {. a Widow as to 48.237% Byk yc„Y._!k`. William J.Hammer, JF.. Single Man as to 3.526% By: .‘.aa �7u-i-�:trrl�f Shirley A. %Oar, Trustee of the Bypass Trust H Pursuant to the Provisions of the Will of Joseph W. Hammer. Deceased as to 9.4643% [SIGNATURES CONTINUED ON NEXT PAGE] -2- Date: ( o —2y 2004 By - William Joseph Hanune .. Co- tus ee of the Bypass Trust Held Pursuant to the Provisions of the Will of Ioseph W. Hammer. Deceased as to 9.4643% Date: 6 - S/ , 2004 By: a _ Icy A. H, .. „ , 0 -Trustee of the Marital Deduction Trust A Held Ptusuant to the Provisions of the Will of Said Decedent as to 6.3672% Date: C9 ' 24 Date: - 2004 By William Joseph Jr.. Co- =tee of the Marital Deduction Trust A Held Pursuant to the Provisions of the Will of Said Decedent as to 6.3672% 2004BVf(rr_t "r r..• f r f Shirley A. , t o-Tnistee of the Marital Deduction Trust B Held Pursuant to the Provisions of the Will of Joseph W. Hammer, Deceased as to 32.4055% Date: ID- 241 2004 moueioaoa 1/4041.03 1,1•04 Byk , William Joseph Jr., Trustee of the Marital Deduction Trust B Held Pursuant to the Provisions of the Will of Joseph W. Hammer, Deceased. as to 32.4055% [SIGNATURES CONTINUED ON NEXT PAGE] September 26, 2007 Andrea Stella CRM TECH 1016 E. Cooley Drive, Suite B Colton, CA 92324 Re.: Assessor's Parcel Numbers 609-0770-053 & -054 In the City of La Quinta, Riverside County CRM TECH Contract #2131 Dear Ms. Stella: Thank you for contacting the Cabazon Band of Mission Indians regarding the above referenced projects. The projects are located outside of Cabazon Reservation lands. The Tribe has no specific archival information on the above referenced site indicating cultural activity or that it may be a Native American burial or religious site. The Cabazon Band recommends that there be a qualified archaeologist on site during ground disturbing activities and grading because of possible unknown cultural sites in the project area. We look forward to continued collaboration in the preservation of cultural resources or areas of traditional cultural importance. Thank you for the opportunity to comment on the project. Sincerely, Judy Stapp Director of Cultural Affairs Cabazon Band of Mission Indians 84-245 Indio Springs Parkway Indio, CA 92203 (760) 342-2593, ext. 84741 Fax (760) 347-7880 E-mail: jstapp@cabazonindians-nsn.gov Recordir^ Requested By First Ameocan Title Company RECORDING REQUESTED BY AND WHEN RECORDED RETURN TO: LA QUINTA REDEVELOPMENT AGENCY 78-495 Calle Tampico La Quinta, CA 92253 Attn: ExecudveDirector ect 6' v DOC es 2004-0507887 98/30/2901 0a:00R Fee:NC Page 1 of 9 Doe T Tax Paid Recorded in Official Records County of Riverside Gary L. Oreo Asseaaor County Clark 8 Recorder 1111111111011111511111111 111 .war y au 1 OA 1 V ✓ le 1Gtti A w.0 ! .,,se , AL i ,fav: 711' �?--a,/ .DZx- / •g4$7— SPACE A8OV83FMS LJNE PBA RECORDER' s LfSS (Exempt from Recordation Fee per Cor. Code 8 27383) GRANT DEED FOR A VALUABLE CONSMEBATION, receipt of which is hereby acknowledged, (i) SHIRLEY A. HAMMER, A WIDOW AS TO 48.237%; (ii) WILLIAM J. HAMMER, A SINGLE MAN AS TO 3.526%: (iii) SL iLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR.. AS TRUSTEES OF THE BYPASS TRUST HELD PURSUANT TO THE PROV IS1ONS OF THE WILL OF JOSEPH W. HAMMER. DECEASED AS TO 9.4643%); (iv) SHIRLEY A. HAMMER AND WILLIAM IOSEPH HAMMER IR., AS TRUSTEES OF THE MARTIAL DEDUCTION TRUST A HELD PURSUANT TO THE PROVISIONS OF T1{E WILL OF SAID DECEDENT AS TO 6.3672%; AND (v) SHIRLEY A. HAMMER AND WILLIAM JOSEPH HAMMER, JR., AS TRUSTEES OF THE MARITAL DEDUCTION TRUST B HELD PURSUANT TO THE PROVISIONS OF ME WILL OF JOSEPH W. HAMMER, DECEASED AS TO 32.4055% (jointly, severally, and collcstive)y, the "Grantor"), hereby grants to the LA QUINTA REDEVELOPMENT AGENCY. a public body, corporate and politic. organized and existing under the California Community Redevelopment Law (Health & Safety Code Section 33000 et seq.) ("Grantee"), that certain real property ("Property') located in the City of La Quinta, County of Riverside, State of California. described in the legal description attached hereto as Attachment No. 1 and incorporated herein by this referenc% subject to ail matters of record, and further subject to the following: IRAIMIRCDrt 4641ASMgS September 13, 2007 Richard Begay, THPO Director Ague Caliente Band of Cahuilla Indians 5401 Dinah Shore Drive Palm Springs, CA 92264 RE: APNs 609-0770-053 & -054 In the City of La Quinta, Riverside County CRM TECH Contract #2131 Dear Mr. Begay: As part of a cultural resources study on the property referenced above, I am writing to request your input on potential Native American cultural resources on or near the property. Please respond at your earliest convenience if you have any specific knowledge of sacred/religious sites or other sites of Native American traditional cultural value within or near the project area The lead agency for this project is the County of La Quinta for CEQA compliance purposes. The property is located on the northeast corner of Washington Street and Fred Waring Drive, in La Quinta, Riverside County. The accompanying map, based on the LFSGS La Quinta and Myoma, Calif., 75 quadrangles, depicts the location of the project area in Section 18, T5S R7E, SBBM. Any information, concerns or recommendations regarding cultural resources in the vicinity of the project area may be forwarded to CRM TECH by telephone, e- ntail, facsimile or standard mail. Requests for documentation or information we cannot provide will be forwarded to our client and/or the Iead agency. We would also like to clarify that CRM TECH, acting on behalf of the Robert Mayer Corporation, is not the appropriate entity to initiate government ta-government consultations. Thank you for the time and effort in addressing this important matter. Respectfully, Andrea Stella CRM TECH End.: Project location map Wed, Sep 26, 2007 9:56 AM Subject: Attn: Andrea Stella: City of La Quinta, Washington at Fred Waring, CRM #2131 Date: Tuesday, September 25, 2007 5:12 PM From: Britt Wilson <britt_wilson©morongo.org> To: Melissa <reports@crmtech.us> Thank you for contacting the Morongo Band of Mission Indians concerning cultural resource information relative to the above referenced project(s). Due to the high number of information requests the Tribe has been receiving, we are only able to respond via email. The project(s) is outside of the Tribe's current reservation boundaries but within an area that may be considered a traditional use area or one is which the Tribe has cuttural ties (e.g. Cahuilla/Serrano territory). The Tribe, however, has no specific information regarding cultural resources in the site area but would like to offer the following comments/desired conditions: • If Native American cultural resources (other than isolates) are found on the project site, or the site is in a medium to high -probability area for those resources, the Tribe recommends a cultural resources survey and archaeological site monitoring —preferably utilizing at least one Native American monitor; • In accordance with state law, the County coroner should be contacted if any human remains are found during earthmoving activities; • If Native American cultural resources are uncovered during earthmoving activities, work in the immediate vicinity of the find shall cease and an archaeologist meeting Secretary of Interior standards shall be retained to assess the End. If the find is significant enough to require a Treatment Plan, the Morongo Band of Mission Indians asks that it be contacted again to provide further consultation. [SPECIAL NOTE (for projects other than cell towers): Ilthis project is associated with a city or county specific plan or general plan action it is subject to the provisions of SB18-Traditional Tribal Cultural Places (law became effective January 1, 2005) and will require the city or county to participate in formal, government -to -government consultation with the Tribe. If the city or county are your client, you may wish to make them aware of this requirement. By law, they are required to contact the Tribe. This email does not constitute consultation under SB18.] Thank you for the opportunity to comment on the project. Sincerely, Britt W. Wilson Project Manager - Cultural Resources Morongo Band of Mission Indians Casino Morongo Building 49750 Seminole Drive Cabazon, CA 92230-2200 Office: (951) 755-5200 Direct: (951) 755-5206 Mobile: (951) 323-0822 Fax: (951) 922-8146 E-mail: Britt_wilson@morongo.org Wayta' Yawa' (always believe) Page 1 of 2 09/13/2007 12:28 FAX 916 657 5390 NAHC Ol 001 crsT1= or= a99615 _ i,,.,.ie Senw«Ygeeees ne„e.es. NATIVE AMERICAN HERITAGE COMMISSION 916 C.yprrOL MALL, noOM 294 spcHprIEx7a ca 9561, ,w (�+s1 *534991 Fax RIR 657-5990 Web site w.a,u,ahc.ea.a ama4 da_neecapecbelLas September 13, 2007 Nina Gallardo CRM TECH 1016 E. Cooley Drive, Suite B Colton, CA 92324 Sent by Fax: 909-824-6405 Number of pages: 3 Re: Proposed VWaring, Washington NEC Project (CRM TECH #2131); APNs 609-070-053 & -054, R verside County. Dear Ms. Gallardo: The Native American Heritage Commission was able to perform a record search of its Sacred Lands File (SLF) for the affected project area. The SLF failed to indicate the presence of Native American cultural resources In the immediate project area The absence of spathic site information in the Sacred Lands File does not guarantee the absence of cultural resources in any 'area of potential effect (APE).' Early consuhation with Native American tribes in your area the best way t0 avoid unandcipated discoveries once a project is underway. Enclosed are the nearest tribes that may have knowledge of cultural resources in the project area A List of Nalive American contacts are adeched to assist you. The Commission makes no recommendation of a single individual or group over another. it is advisable to contact the person fisted: if they cannot supply you with specific information about the impact on cultural resources, they may be able to refer yOu So another tribe or person knowledgeable of the cultural resources in or near the affected project area (APE). Lack of surface evidence of archeological resources does not preclude the existence of archeological resources- Lead agencies should consider avoidance, as defined In Section 15370 of the Cs1 tomia Environmental quality Act (CEQA) when signikant cultural resources could be affected by a project Also, Public Resources Code Section 5097.98 and Health & Safety Code Section 7060.5 provide for provisions for accidentally discovered archeological resources during IrotuvuCtton and mandate the processes to be followed in the event of an accidental discovery of any human remains 111 a project location other than a 'dedicated cemetery. Discussion of these should be included in your environmental documents, as appropriate. If you have any questions about this response to your request, please do not hesitate to contact me 51(916) 653-6251. Attachment Native American Contact List 09/'13/2007 12:28 FAX 916 657 5390 NAHC Native American Contacts Riverside County September 13, 2007 Augustine Band of Cahuilla Mission Indians Mary Ann Green, Chairperson P.O. Box 846 Cahuilla Coachella . CA 92236 (760) 369-7171 760-369-7161 Morongo Band of Mission Indians Britt W. Wilson, Cultural Resources -Project 49750 Seminole Drive Cahuilla Cabazon . CA 92230 Serrano ) 755-520 951) 755 -52001323 -0622 -cell (951) 922-8146 Fax @ 002 Ague Caliente Band of Cahuilla Indians THPO Richard Begay, Tribal Historic Perservation Officer 5401 Dinah Shore Drive Cahuilla Palm Springs CA 92264 ( ) 3 g225 -3400u 0 acalExt 69 7t (760) 699-6906 (760) 325-0593- Fax Cehuilla Band of lndians Manager Maurice Chacon, Cultural Resources P,O. Box 391760 Cahuilla Anna , CA 92539 cbandodian@aoLCom (951) 763.2631 (951) 763-2632 Fax Torres -Martinez Desert Cahuilla Indians William J. Contreras, Cultural Resources Coordinator P.O. Box 1160 Cahuilla Thermal , CA 92274 760) 397-0300 (760) 275 -2686 -CELL (760) 397-8146 Fax Cabazon Band of Mission Indians Judy Stapp, Director of Cultural Affairs 84-245 Indio Springs Parkway Cahuilla Indio , CA 92203-9499 tweaver@cabazonindians.org (760) 342-2593 (760) 347-7880 Fax 'Rte Oat fo current only as of the dile of Y4 docureent. Dletrmlaen o1 rife, um tler& not +es'aw Pry Ylrea..Or ,ammty reaps mmlosy ea Otnnof n 5egh9n 795C.S. rico Wolfe red Slay Cade, Seed3aQ7.54 at mo Pubec Raenlsnee Cath ane Soctlon ssT.7e are Pnt11c Resources code. 7111s 3=rr Fs only atppli4ubrn for conracCop focal lithe Amalan With maul to ct4tWOl Mecums for the ur2000d Wl:fing,wnshInclon 1500 P,vHe . (CAM Ters0 *2101 ).; APR 809.070.053 i -054; In he City et Lr Citric: Ca.osn1 Valfoy; rilvnrrfy,covley, Cs/Coo* trswelch e Genes! Lando F1se scorch wee requested. FAX COVER APPENDIX 2 CORRESPONDENCES WITH NATIVE AMERICAN REPRESENTATIVES` A total of seven local Native American representatives were contacted; a sample letter is included in this report. 19 \).\) CRM TECH MBE 1016 E. Cooley Drive Suite B Colton, CA 92324 909•S24.6400•Te1 909.824.6405•Fax To: Native American Heritage Commission Fax: (9161657-5390 From: Nina Gallardo Date: Sept_ 12. 2007 Number of pages (including this rover sheet): 2 HARDCOPY: will follow by mail will not follow unless requested RE: Sacred Land records search This is to request a Sacred Lands records search Name of project: APNs 609-070-053 & -054 CRM TECH #2131 Location: In the City of La Quinta Riverside County USGS 7.5' quad sheet data: La Quinta & Myoma, Calif. Section 18, T5S R7E, SBBM Please call if you need more information or have any questions. Results may be faxed to the number above. I appreciate your assistance in this matter. Map included Education 2005 2003 2000 PROJECT ARCHAEOLOGIST/NATIVE AMERICAN LIAISON John J. Eddy, B.A. Graduate Program, Department of Anthropology, California State University, Northridge (MA. expected, Fall 2038). B.A., Anthropology/History, California State University, San Bernardino. Archaeological Field School, Willow 11 survey and data recovery of prehistoric and historic site, Big Bear, California. Professional Experience 2007 Archaeologist (GS -09-01), Inyo National Forest, Bishop, California. 2003- Project Archaeologist/Native American Liaison/Report Writer, CRM TECH, Riverside/Colton, California. 2000 Intern cultural anthropologist, California State University, San Bernardino; Genealogy of Gahrieiino Band of Mission Indians; Dr. Alan Turner, Director. Memberships Society for American Archaeology. - Society for California Archaeology. Coachella Valley Archaeological Society. Phi Kappa Phi. Awards and Research Affiliations 2007 Phi Kappa Phi Student Scholarship. 2006 Visiting Researcher, NSF Funded Program for Solid Sample Research in the Archaeological Sciences, 1R1vIFS, CSULB (ongoing). 2005-2006 Book Prize for Academic Excellence, Department of Anthropology, California State University, Northridge. PROJECT ARCHAEOLOGIST Nina Gallardo, B.A. Education 2004 , B.A., Anthropology/Law and Society, University of California, Riverside. Professional Experience 2004- Project Archaeologist CRM TECH, Riverside/Colton, California. Honors and Awards 2000-2002 Dean's Honors List, University of California, Riverside. 17 Education 1998 1997 1994 2007 2002 PROJECT ARCHAEOLOGIST/FIELD DIRECTOR Daniel Ballester, B.A. B.A., Anthropology, California State University, San Bernardino. Archaeological Field School, University of Las Vegas and University of California, Riverside. University of Puerto Rico, Rio Piedras, Puerto Rico. Certificate in Geographic Information Systems (GIS), California State UniversitySan Bernardino. "Historic Archaeology Workshop," presented by Richard Norwood, Base Archaeologist, Edwards Air Force Base; presented at CRM TECH, Riverside, California. Professional Experience 2002- Field Director, CRM TECH, Riverside/Colton, California. • Report writing, site record preparation, and supervisory responsibilities over all aspects of fieldwork and field crew. 1999-2002 Project Archaeologist, CRM TECH, Riverside, California. • Survey, testing, data recovery, monitoring, and mapping. 1998-1999 Field Crew, K.E.A. Environmental, San Diego, California. • Two and a half months of excavations on Topomai village site, Marine Corp Air Station, Camp Pendleton. 1998 Field Crew, A.S.M. Affiliates, Encinitas, California. • Two weeks of excavations on a site on Red Beach, Camp Pendleton, and two weeks of survey in Camp Pendleton, Otay Mesa, and Endnitas. 1998 Field Crew, Archaeological Research Unit, University of ('alifornia, Riverside. • Two weeks of survey in Anza Borrego Desert State Park and Eureka Valley, Death Valley National Park. PROJECT ARCHAEOLOGIST Andrea Stella, B.S. Education 2003 B.S., Anthropology, University of California, Riverside. Professional Experience 2002- Project Archaeologist/ Native American Liaison, CRM TECH, Riverside/Colton, California. 18 HISTORICAL/ARCHAEOLOGICAL RESOURCES SURVEY REPORT TENTATIVE PARCEL MAP No. 31876 City of La Quinta Riverside County, California For Submittal to: Community Development Department City of La Quinta 78495 Calle Tempico La Quinta, CA 92253 Prepared for. Larry Brose, Senior Vice President The Robert Mayer Corporation 660 Newport Center Drive, Suite 1050 Newport Beach, CA 92660 Prepared by: CRM TECH 1016 E. Cooley Drive, Suites A -B Colton, CA 92324 Michael Hagan, Principal Investigator Bai "Tom" Tang, Principal Investigator October 11, 2007 CRM TECH Contract No. 2131 National Archaeological Database Information Sheet Author(s): josh Smallwood, Archaeologist/ Report Writer Daniel Ballester, Archaeologist/Field Director John J. Eddy, Archaeologist/Native American Liaison Consulting Firm: CRM TECH 1016 E. Cooley Drive, Suites A -B Colton, CA 92324 (909)824-6400 Date: October 11, 2007 Title: Historical l Archaeological Resources Survey Report Tentative Parcel Map No. 31876, City of La Quinta, Riverside County, California For Submittal to: Community Development Department City of La Quinta 78495 Calle Tempico La Quinta, CA 92253 (760) 777-7000 Prepared for. Larry Brose, Senior Vice President The Robert Mayer Corporation 660 Newport Center Drive, Suite 1050 Newport Beach, CA 92660 (949) 759-8091 USGS La Quinta, Calif., 7.5'quadrangie (Section 18, T5S R7E, San Quadrangles: Bernardino Base Meridian) Project Size: Approximately 25 acres Keywords: City of La Quinta, Riverside County; historical/ archaeological resources survey; Assessor's Parcel Nos, 609-070-053 and -054; no potential "historical resources" found MANAGEMENT SUMMARY In September and October 2007, at the request of the Robert Mayer Corporation, CRM TECH performed a cultural resources study on approximately 25 acres of vacant land in the City of La Quinta, Riverside County, California. The subject property of the study, Tentative Parcel Map No. 31876, consists of two existing parcels of land, Assessor's Parcel Nos. 609- 070-053 and -054. It is located on the northeast corner of Washington Street and Fred Waring Drive, in the southwest quarter of Section 18, T5S R7E, San Bernardino Base Meridian. The study is part of the environmental review process for the proposed subdivision and development of the property. The City of La Quinta, as Lead Agency for the project, required the study in compliance -with the California Environmental Quality Act (CEQA) and the City's Historic Preservation Ordinance. The purpose of the study is to provide the City of La Quinta with the necessary information and analysis to determine whether the proposed project would cause substantial adverse changes to any historical/ archaeological resources that may exist in or around the project area, as mandated by CEQA. In order to identify and evaluate such resources, CRM TECH conducted a historical/archaeological resources records search, pursued historical background research, contacted Native American representatives, and carried out an intensive -level field survey. Through the various avenues of research, this study did not encounter any "historical resources,., as defined by CEQA, within the project area. Therefore, CRM TECH recommends to the City of La Quinta a finding of No Impact regarding cultural resources. No further cultural resources investigation is recommended for the project unless development plans undergo such changes as to include areas not covered by this study. However, if buried cultural materials are encountered during any earth- moving aarrtthhmoving operations associated with the project, all work in that area should be halted or diverted until a qualified archaeologist can evaluate the nature and significance of the finds. TABLE OF CONTENTS MANAGEMENT SUMMARY i INTRODUCTION 1 SETTING 3 Current Natural Setting 3 Cultural Setting . 3 Ethnohistoric Context . 3 Historic Context 4 RESEARCH METHODS 5 Records Search. 5 Historical Research. ..... 5 Native American Participation 5 Field Survey 5 RESULTS AND FINDINGS 6 Records Search. 6 Historical Research. 6 Native American Participation 6 Field Survey 10 DISCUSSION.......... 10 CONCLUSIONS AND RECOMMENDATIONS 12 REFERENCES 13 APPENDIX 1: PERSONNEL QUALIFICATIONS 14 APPENDIX 2 NATIVE AMERICAN CORRESPONDENCES 19 Figure 1. Project vicinity. LIST OF FIGURES 1 Figure 2. Project area 2 Figure 3. Typical landscapes in the project area 3 Figure 4. Previous cultural resources studies 7 Figure 5. The project area and vicinity in 1855-1856 9 Figure 6. The project area and vicinity in 1901 9 Figure 7. The project area and vicinity in 1941 9 Figure 8. The project area and vicinity in 1954-1959 9 LIST OF TABLES Table 1. Previously recorded cultural resources in the vicinity 8 I1 INTRODUCTION In September and October 2007, at the request of the Robert Mayer Corporation, CRM TECH performed a cultural resources study on approximately 25 acres of vacant land in the Gty of La Quinta, Riverside County, Califcania (Fig. 1). The subject property of the study, Tentative Parcel Map No. 31876, consists of two existing parcels of land, Assessor's Parcel Nos. 609-070.053 and -054. It is loafed on the northeast corner of Washington Street and Fred Waring Drive, in the southwest quarter of Section 18, T5S R7E, San Bernardino Base Meridian (Fig. 2). The study is part of the environmental review process for the proposed subdivision and development of the property. The City of La Quinta, as Lead Agency for the project, required the study in compliance with the California Environmental Quality Ad (CEQA; PRC §21000, et seq.) and the Gty's Historic Preservation Ordinance (Title 7, La Quinta Municipal Code). CRM TECH performed the present study to provide the Gty of La Quinta with the necessary oxxnafion and analysis to determine whether the proposed project would cause substantial adverse changes to any historical/archaeologicai resources that may exist in or around the project area, as mandated by CEQA. In order to identify and evaluate such resources, CRM TECH conducted a historical/archaeological resources records search, pursued historical background research, contacted Native American representatives, and carried out an intensive -level field survey. The following report is a complete account of the methods, results, and final conclusion of the study. wommoNW UMW Figure 1. Project vicinity. (Based on USGS Santa Ana, Calif., 1:250,000 quadrangle [USGS 1979]) Micas inure ni • 6" Nal 0 Project area BN 1:g - _24 "--, - M.S. Indian Wells �«•yam,. ••'�u_ -_.. 18 l�f 0 SCALE 1:24,000 112 1 mile 1000 0 1000 2000 3000 4000 feet r • * Q0.. ti l • ay12 f 9 Figure 2. Project area. (Based on USGS La Quinta and Myoma, Calif., 1:24,000 quadrangles [USGS 1978; 19801) SETTING CURRENT NATURAL SETTING The Gty of La Quinta is situated in the Coachella Valley, a northwest -southeast tending desert valley that constitutes the western end of the Colorado Desert Dictated by this geographic setting, the climate and environment of the region are typical of southern Californias desert country, marked by extremes in temperature and aridity. Temperatures in the region reach over 120 degrees in summer, and dip to near freezing in winter. Average annual precipitation is less than five inches, and average annual evaporation rate exceeds three feet. The project area lies on relatively level terrain, at elevations of approximately 140450 feet above mean sea level. The location is roughly 100 feet above the last maximum shoreline of ancient Lake Cahuilla in elevation, and 0.75 mile north of the Whitewater River channel. The project area is bounded on the south by Fred Waring Drive, on the west by Washington Street; on the east by Palm Royale Drive, and on the north by undeveloped land. The property is currently undeveloped, and the surrounding area consists mostly of recently developed residential properties. Soils in the project area are a fine dune sand, covered with scattered desert vegetation, including brittlebush and creosote (Fig. 3). Figure 3. Typical landscapes in the project area. Left: northwestern portion of the property; right: southeastern portion. CULTURAL SETTING Ethnohistoric Context The Coachella Valley is a historical center of Native American settlement, where U.S. surveyors noted large numbers of Indian villages and rancherr'as, occupied by the Cahuilla people in the mid -19th century. The Cahuilla, aTalac-speaking people of hunters and gatherers, are generally divided by anthropologists into three groups, according to their geographic setting: the Pass Cahuilla of the San Gorgonio Pass -Palm Springs area, the Mountain Cahuilla of the San Jacinto and Santa Rosa Mountains and the Cahuilla Valley, and the Desert Cahuilla of the eastern Coachella Valley. The Cahuilla did not have a single name that referred to an all-inclusive tribal affiliation. Instead, membership was in terms of lineages or clans. Each lineage or clan belonged to one of two main divisions of the people, known as moieties. Members of clans in one moiety had to marry into dans from the other moiety. Individual dans had villages, or central places, and territories they called their own, for purposes of hunting game, gathering food, or utilizing other necessary resources. They interacted with other dans through trade, intermarriage, and ceremonies. Population data prior to European contact are almost impossible to obtain, but estimates range from 3,600 to as high as 10,000 persons. During the 19th century, however, the Cahuilla population was decimated as a result of European diseases, most notably smallpox, for which the Native peoples had no immunity. Today, Native Americans of Pass or Desert Cahuilla heritage are mostly affiliated with one or more of the Indian reservations in and near the Coachella Valley, including Torres Martinez, Augustine, Agua Caliente, Cabazon, and Morongo. Historic Context In 1823-1825, Josh Romero Jose Maria Estudillo, and Romualdo Pacheco, leading a series of expeditions in search of a route to Yuma, became the first noted European explorers to travel through the Coachella Valley. However, due to its harsh environment, few non - Indians ventured into the desert valley during the Mexican and early American periods, except those who traveled across it along the established trails. The most important among these trails was the Cocomaricopa Trail, an ancient Indian trading route that was "discovered" in 1862 by William David Bradshaw and became known after that as the Bradshaw Trail. In much of the Coachella Valley, this historic wagon road traversed a similar course to that of present-day Highway 111. During the 1860s -1870s, the Bradshaw Trail served as the main thoroughfare between coastal southern rat;fornia and the Colorado River, until the completion of the Southern Pacific Railroad in 1876-1871 brought an end to its heyday. Non -Indian settlement in the Coachella Valley began in the 1870s, with the establishment of railroad stations along the Southern Pacific Railroad, and spread further in the 1880s, after public land was opened for claims under the Homestead Act, the Desert Land Act, and other federal land laws. Fanning became the dominant economic activity in the valley, thanks to the development of underground water sources, often in the form of artesian wells. But it was not until the completion of the Coachella Canal in 19484949 that farmers in the and region obtained an adequate and reliable water supply. The main agricultural staple in the Coachella Valley, the date palm, was first introduced around the turn of the century. By the late 1910s, the date palm industry had firmly established itself, giving the region its celebrated image of "the Arabia of America." Starting in the 1920s, a new industry, featuring equestrian camps, resort hotels, and eventually country clubs, gradually spi ead throughout the Coachella Valley, and since then transformed it into southern California's leading winter retreat. In today's City of La Quinta, the earliest settlement and land development activities did not occur until the turn of the century. In 1926, with the cansfauction of the La Quints Hotel, the development of La Quinta took on the character of a winter resort', typical of the desert communities along Highway 111. Beginning in the early 1930s, the subdivision of the cove area of La Quinta and the marketing of "weekend homes" further emphasized this new direction of development. On May 1, 1982, La Quints was incorporated as the 19th city in Riverside County. RESEARCH METHODS RECORDS SEARCH On September 13, 2007, CRM TECH archaeologist Nina Gallardo (see App. 1 for qualifications) conducted the historical /archaeological resources records search at the Eastern Information Center (EIC), University of California, Riverside. During the records search Callardo examined maps and records on file at the EIC for previously identified cultural resources in or near the project area, and existing cultural resources reports pertaining to the vicinity. Previously identified cultural resources include properties designated as California Historical Landmarks Points of Historical Interest, or Riverside County Landmarks, as well as those listed in the National Register of Historic Places, the California Register of Historical Resources, or the California Historical Resource Information System. HISTORICAL RESEARCH Historical background research for this study was conducted by CRM TECH historian Bai "Tom" Tang (see App. 1 for qualifications) on the basis of published literature in local and regional history, archival records of the U.S. Bureau of Land Management (BLM), and historic maps of the La Quinta area. Among maps consulted for this study were the U.S. General Land Office's (GLO) land survey plat maps dated 1856 and 1911, and the U.S. Geological Survey's (USGS) topographic maps dated 1904,1941, and 1958-1959. These maps are collected at the Science Library of the University of California, Riverside, and the California Desert District of BLM, located in Moreno Valley. NATIVE AMERICAN PARTICIPATION As part of the research procedures, CRM TECH contacted the State of California's Native American Heritage Commission on September 12, 2007, to request a records search in the commissions sacred lands file. Following the commission's recommendations, CRM TECH further contacted a total of seven Native American representatives in the region in writing on September 13 to solicit local Native American input regarding possible cultural resources concerns over the proposed project. The correspondences between CRM TECH and the Native American representatives are attached to this report in Appendix 2 - FIELD FIELD SURVEY On September 18 2007, CRM TECH field director Daniel Ballester and archaeologist Andrea Stella (see App. 1 for qualifications) carried out the intensive -level, on -foot field survey of the project area. During the survey. Ballester and Stella walked parallel east -west transects spaced 10 meters (approx. 30 feet) apart In this way. the ground surface in the �ect area was examined for any evidence of human activities dating to the prehistoric or ic periods (i.e., 50 years ago or older). Ground visibility over the entire project area was good to excellent (80-100%) due to sparse vegetation. RESULTS AND FINDINGS RECORDS SEARCH According to EIC records, various portions of the project area were covered by three previous cultural resources studies, but no cultural resources were recorded on or immediately adjacent to the property. Outside the project boundaries but within a one - mile radius, EEC records show more than 60 previous studies on various tracts of land and linear features, including several that collectively covered more than 90% of the land immediately adjacent to the project area (Fig. 4). In all, nearly two-thirds of the land within the one -mile radius had been surveyed, resulting in the identification of 14 archaeological sites, 4 historic -era structures, and 18 isolated artifacts within the scope of the records search (Table 1). All 14 of the recorded archaeological sites were prehistoric—i.e., Native American—in nature, typically consisting of habitation debris with occasional human cremation remains, although one of them also contained a historic -period component of early 20th century refuse. These sites were primarily situated along the Whitewater River the principal natural waterway in the Coachella Valley. The isolates included prehistoric ceramic and lithic artifacts and historic -period refuse items. None of these previously recorded sites structures, or isolates was located in the immediate vicinity of the project area, and thus none of them requires further consideration during this study. HISTORICAL RESEARCH Historic maps consulted for this study suggest that the project area remained unsettled arid undeveloped throughout the historic period (Figs. 5-8), although evidence of human activities was recorded in the surrounding area as early as the mid -1850s, when the first systematic land survey was completed in the Coachella Valley. At that time and again around the turn of the century, a road, evidently a part of the Cocomaricopa-Bradshaw Trail, was observed as traversing less than a mile to the south of the project area (l=ags. 5, 6). Also noted in that area in the 1850s were the famed Palma Seca well and an Indian rancherfa, undoubtedly the well-known Cahuilla village of Kavinish (Fig. 5; Bean et al. 1991:45). By the end of the 19th century, the village had been abandoned, and the Palma Seca well, better known to non -Indians simply as Indian Well, had become the only identifiable place name in the vicinity (Fig. 6). Four decades later, the surrounding area exhibited a setdement pattern that was typical for rural southern California at the time, featuring a web of crisscrossing roads lined by scattered buildings (Fig. 7). Among the roads was the forerunner of today's Washington Street, then merely a minor foot trail (Fig. 7). As late as the 1950s, despite clear signs of increased settlement activities in the vicinity, no built -environment features were known to be present within the project area (Fig. 8). NATIVE AMERICAN PARTICIPATION Into CRM TECH's inquiry, the Native American Heritage Commission reported that sacred lands record search identified no Native American cultural resources in the :G . Site Number 5213 �28B • 4285 : `' { • _ 33-000064 Scope of records search z ,,,,,........---, _ . . . ... • • � ' w Vit[•- ._ 7' ! __ Y f i I�' tE ..4189 0 7- ..-. - 33-003659 . tic:��•.-_ ` �s. ��c 01:4•1 P•. e i `r r IN. n 1 1. k�•c t C 1 • 6548 0Q9Ci . W. Prehistoric ceramic sherds, burned clay. fire -affected rock, and charcoal scattered across five distinct loci ti817 7- Prehistoric site of four ceramic sherds V5887 14 • •f 1: ^090.5; 1.. ._ 1716 `;,f,��//eft 88Ci. f�'l lid; •� 3992. a + i- `I23:58 4P13 1490:-• '1497 a 33-008845 Isolated prehistoric brownware sherd 0467 li 1931 1080 2503. 2505 'il 33-009015 1858;51859• 2r5=.. 33-009016 :-) r; ::1930..- , 1930 4678 1933 4285 5887= T•FM. Pall F,. t 1034 "i. �disg.;_�pu�- 11,/ �4 ' "` . '• •fi . `5424 'T{4:-.- `,3 -lot •- -� 43 1 ,. ,:. _ 37 . -.•i 4139a rr r . t• -- -4248. �-79A r.= _ -.. e-• 1 ;'1 Protect area .•w -64 - ry _: r: �cl' ---�: - -1;-,,( 1SS' i -•:, {� 1 _ � ^�a p•h7? ' Arespreviously surveyed unser surveys .�,I � SCALE 1:24,000 loco 0 loon 2000 feet Isolated prehistoric brownware sherd 33-009023 Figure 4. Previous cultural resources studies in the vicinity of the project area, listed by EIC file number. Table 1. Previously Recorded Cultural Resources in the Vicinity` Site Number Description 33-000064 Prehistoric and historic -period Cahuilla village of Yavinish, heavy concentrations of habitation debris and historic -period refuse 33-001530 Prehistoric habitation debris including animal bones, ceramic sherds, milling stones, chipped -stone debitage, and fire -affected rock 33-003005 Prehistoric habitation debris including animal bones, ceramic sherds, milling stones, chipped -stone debitage, and fire -affected rock 33-003007 Prehistoric shell and bone artifacts, ceramic sherds, mentation remains 33-003008 Prehistoric ceramic sherd scatter 33-003659 Prehistoric habitation debris including cremation remains, ceramic sherds, lithic debitage, and fire -affected clay and rocks 33-003679 Prehistoric ceramic sherds and stone tool fragments; historic -period refuse 33-003866 Prehistoric ceramic sherds, burned clay. fire -affected rock, and charcoal scattered across five distinct loci 33-004076 Prehistoric site of four ceramic sherds 33-007924 Prehistoric site containing scattered ceramic sherds, fire -affected rock chipped -stone debitage, and animal bone 33008842 Prehistoric ceramic scatter 33-008844 Isolated prehistoric brownware sherd 33-008845 Isolated prehistoric brownware sherd 33-008846 Isolated prehistoric brownware sherd 33-008852 isolated prehistoric schist metate fragment 33-009015 Isolated prehistoric brownware sherd 33-009016 Isolated prehistoric brownware sherd 33-009017 Isolated prehistoric brownware sherds and one basalt flake 33-009018 Isolated prehistoric brownware sherd 33-009019 Isolated prehistoric brownware sherd 33-009020 Isolated prehistoric brownware sherd 33-009021 Isolated prehistoric brownware sherd 33-009022 Isolated prehistoric brownware sherd 33-009023 Isolated prehistoric brownware sherds 33-009461 Prehistoric habitation site 33-009556 isolatednc ceramic sherd and aqua -colored glass 33-009557 Isolated historic -period sun -altered amethyst glass 33.009558 Isolated prehistoric ceramic sherd 33-009727 Prehistoric site containing a sparse scatter of ceramic sherds, fire -affected rock, and groundstone fragments 33-009728 Prehistoric site containing scattered ceramic sherds, fire -affected rock groundstone fragments, chipped -stone debitage, animal bone, human cremation remains, and shell beads 33-011088 Isolated prehistoric mann fragment 33-011337 Abandoned historic -period well and concrete slab 33-011338 Abandoned historic -period well and pump 33-011339 Abandoned historic -period well and ptunp 33-011340 Segment of historic -period Darby Road 33-012674 Isolatedprehistorlc buffware sherds •Information on the exact locations of these sites is iceptcoen tiat as a protecnve measure. 86106 -0.0161 Ado okii,2 A/oo w S v/3 -46,E, VArtkr. /W/991 N4 ARO -f a" rJo Project: &CIO -Srarea area ..r _,t M6'S'u.z8 .i6 .906.4 A/60 iu r._ .. F17'4.60-'1"•'`" Oil7.2 —, ...14; #. ea �w� .et�se'7z " • 0 2000 4000 feet f`,. :s' _4 --- - Figure 5. The project area and vicinity in 1855-1856. Figure 6. The project area and vicinity in 1901. (Source: GLO 1856a; 1856b) (Source: USGS 1904) 0 C r2 t 3 Project area { Figure 7. The project area and vicinity in 1941. (Source: USGS 1941a; 1941b) SCALE 1:62,500 1 mile Figure 8. The project area and vicinity in 1954-1959. (Source: USGS 1958; 1959) immediate project area. However, noting that "the absence of specific site information in the Sacred Lands pile does not guarantee the absence of cultural resources in any 'area of potential effect':' the commission suggested that local Native American representatives be contacted for additional information, and provided a list of potential contacts in the region (see App. 2). Upon receiving the commission's sponse, CRM TECH initiated correspondence with all six individuals on the referral list and the organizations they represent In addilion, David Saidivar, Tribal Government Affairs Coordinator for the Augustine Band of Cahuiila Mission Indians, was also contacted. On September 25 and 26, Britt Wilson and Judy Stapp responded in writing on behalf of the Morongo Band of Mission Indians and the Cabazon Band of Mission Indians, respectively (see App. 2). In the letters, both Tribal representatives express concerns over the protection of Native American cultural remains that may be located in the vicinity and recommend archaeological monitoring of earth -moving activities during the project preferably utilizing at least one Native American monitor, if prehistoric cultural resources are discovered on the property or if the area is determined to have a medium to thigh sensitivity for such cultural remains. In addition, Mr. Wilson requests that standard procedures concerning inadvertent discoveries of human remains and/or buried cultural deposits be followed, including avoidance of further disturbance until the coroner's office and/ora qualified archaeologist can be consulted as appropriate. No specific properties of Native American cultural value are identified in either of the responses. FIELD SURVEY The intensive -level field survey produced completely negative results for potential cultural resources. The entire project area was closely inspected for any evidence of himlan activities dating to the prehistoric or historic periods, but none was found. In summary, no buildings, structures, objects, sites, features, or artifacts more than 50 years of age were encountered within the project area during the field survey. DISCUSSION The purpose of this study is to identify any cultural resources within or adjacent to the project area, and to assist the Oty of La Quinta in determining whether such resources meet the official definitions of "historical resources," as provided in the California Public Resources Code, in particular CEQA. According to PRC §5020.10, "'historical resource' includes, but is not limited to, any object building, site, area, place, record, or manuscript which is historically or archaeologically significant, or is significant in the architectural, engineering, scientific, economic, agricultural, educational, soda', political, military, or cultural annals of California." More specifically, CEQA guidelines state that the term "historical resources" applies to any such resources listed in or determined to be eligible for listing in the California Register of 9 10 Historical Resources, included in a local register of historical resources, or determined to be historically significant by the Lead Agency (Title 14 CCR §15064.5(a)(1)-(3)). Regarding the proper criteria for the evaluation of historical significance, CQA guidelines mandate that "a resource shall be considered by the lead agency to be 'historically significant' if the resource meets the criteria for listing on the California Register of Historical Resources" (Title 14 CCR 5150645(a)(3)). A resource maybe fisted in the California Register if it meets any of the following criteria: (1) Is associated with events that have made a significant contribution to the broad patterns of California's history and cultural heritage. (2) Is associated with the lives of persons important in our past. (3) Embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values. (4) Has yielded, or maybe likely to yield, information important in prehistory or history. (PRC §5024.1(c)) A Local register of historical resources as defined by PRC §5020.1(k), "means a list of properties officially designated or recognized as historically significant by a local government pursuant to a Iocal ordinance or resolution." For properties within the City of La Quinta, the City's Historic Preservation Ordinance (Title 7, La Quinta Municipal Code) provides for the establishment of a historic resources inventory as the official local register. A property may be considered for inclusion in the historic resources inventory based on one or more of the following. A. It exemplifies or reflects special elements of the city's cultural, socia economic, political, aesthetic, engineering or architectural history; or B. Itis identified with persons or events significant in local, state or national history; or C. It embodies distinctive characteristics of a style, type, period or method of construction, is a valuable example of the use of the indigenous materials or craftsmanship or is representative of a notable work of an acclaimed builder, designer or architect; or D. It is an archaeological, paleontological, botanical, geological, topographical, ecological or geographical site which has the potential of yielding information of scientific value; or E. It is a geographically definable area possessing concentration of sites, buildings, structures, improvements or objects linked historically through Location, design, setting, materials, workmanship, feeling and/or association, in which the collective value of the improvements may be greater than the value of each individual improvement. (LQMC 57.06.020) As stated above, all research procedures conducted during this study have produced negative results, and no potential "historical resources" were encountered throughout the course of the study. Based on these findings, and in light of the criteria listed above, the present report concludes that no historical resources exist within or adjacent to the project area. 11 As discussed above, no po tial "historical resources" have been identified within the project area. Based on these findings, the present study concludes that no historical resources will be affected by the proposed project. CONCLUSIONS AND RECOMMENDATIONS CEQA establishes that "a project that may cause a substantial adverse change in the significance of a historical resource is a project that may have a significant effect on the environment" (PRC §210B4.1). "Substantial adverse change," according to PRC 55020.1(q), "means demolition, destruction, relocation, or alteration such that the significance of a historical resource would be impaired." Since no "historical resources' were encountered during the course of this study, CRM TECH presents the following recommendations to the City of La Quints: • No historical resources exist within the project area, and the project as currently proposed will not cause a substantial adverse change to any known historical resources. • No further cultural resources investigation is necessary for the proposed project unless development plans undergo such changes as to include areas not covered by this study. • If buried cultural materials are discovered during any earth -moving operations associated with the project all work in that area should be halted or diverted until a qualified archaeologist can evaluate the nature and significance of the finds. 12 REFERENCES Bean, Lowell John, Sylvia Brakke Vane, and Jackson Young 1991 The Cahuilla Landscape: The Santa Rosa and San Jacinto Mountains. Ballene Press, Menlo Park- GLO (General Land Office, LT.S. Department of the Interior) 1856a Plat Map: Township No. 5 South Range No. 6 East San Bernardino Meridian; surveyed in 1855-1856. 1856b Plat Map: Township No. 5 South Range No. 7 East San Bernardino Meridian; surveyed in 1855-1856. USGS (United States Geological Survey, U.S. Department of the interior) 1904 Map: Indio, Calif. (30', 1:125,000); surveyed in 1901. 1941a Map: Edam, Calif. (15',1:62,500); aerial photographs taken in 1941. 1941b Map: Toro Peak. Calif. (15',1:62,500); aerial photographs taken in 1941. 1958 Map: Thousand Palms, Calif. (15', 1:62,500); aerial photographs taken in 1951 and 1956, field -checked in 1958. 1959 Map: Palm Desert Calif. (15', 1:62,500); aerial photographs taken in 1954, field - checked in 1957 and 1959. 1978 Map: Myoma, Calif. (7.5', 1:24,000); 1958 edition photorevised in 1972 and photoinspected in 1978. - 1979 Map: Santa Ana, Calif. (1:250,000); 1959 edition revised. 1980 Map: La Quinta, Calif. (7.5',1:24.000);1959 edition photorevised in 1978. 13 APPENDIX 1: PERSONNEL QUALIFICATIONS Education 1998 A., Anthropology, Humboldt State University, Arcata, California. 1997 WA., Field School, Fort Ross Historic District, Fort Ross, California. Archaeological Field School, Coastal Test and Mitigation Projects, Arcata, California. 1996 Archaeological Field School, Mad River Watershed Surveys, Blue Lake, CsHforrlia. 1994 A.A., Anthropology, Palomar College, San Marcos, California. 1993 Archaeological Field School, San Pasqua! Battlefield, San Pasqual, California. Archaeological Field School, Las Flores Asistencia, Camp Pendleton, CA. 1992 Archaeological Field School, Palomar College Campus Late Prehistoric Sites, San Marcos, California. 2002 "Historical Archaeology Workshop," presented by Richard Norwood, Base Archaeologist Edwards Air Force Base. 2001 "CEQA and Section 106 Basics," presented by Richard Carrico, Principal Investigator, Brian F. Mooney & Associates, San Diego. "OSHA Safety Training for Construction Monitors,' presented by OSHA and Chty of San Diego. 2000 "NABS/HAER Recording Methods for Historic Structures," presented by Robert Case, Historic Archaeologist, Mooney & Associates, San Diego. 1998 "Unexploded Ordinance Training,' presented by EOD officers, Fort Irvin National Training Center, Barstow. 1997 "Obsidian Sourcing through Characterization," presented by Thomas Origer, Sonoma State University. 1994- Extensive study of Ethic resource procurement strategies, reduction technology, tool manufacture, and 1>rpruduction. Professional Experience 2002- Project Archaeologist/Report Writer, CRM TECH, Riverside/Colton, California. • Writer/ co-author of cultural resource reports for Section 106 and CEQA compliance. • Field director in archaeological fieldwork historic -period building surveys and recordation,historic-period artifact and lithic analysis. • Historical research using published literature, historic maps, oral interviews, archival records of public agencies, Internet sources, and consultation with local historical societies. 1997-2002 Archaeologist for several cultural resource management/environmental consultants, Department of Defense subcontractors, and Humboldt State University. Cultural Resources Management Reports Co-author of and contributor to numerous cultural resources studies since 1997. 14 PRINCIPAL INVESTIGATOR/ARCHAEOLOGIST Michael Hogan, Ph.D., RPA* Education 1991 Ph.D Anthropology, University of California, Riverside. 1981 B.S., Anthropology, University of California, Riverside; with honors. 1980-1981 Education Abroad Program, Lima, Peru. 2002 Section 106—National Historic Preservation Act Federal Law at the Local Level. UCLA Extension Course #888. 2002 "Recognizing Historic Artifacts:' workshop presented by Richard Norwood, Historical Archaeologist. 2002 "Wending Your Way through the Regulatory Mate," symposium presented by the Association of Environmental Professionals. 1992 "Southern California Ceramics Workshop," presented by ferry Schaefer. 1992 'Historic Artifact Workshop," presented by Anne Duffield -Stoll - Professional Experience 2002- Principal Investigator, CRM TECH, Riverside/Colton, California. 1999-2002 Project Archaeologist/Field Director, CRM TkCH, Riverside. 1996-1998 Project Director and Ethnographer, Statistical Research, Inc., Redlands. 1992-1998 Assistant Research Anthropologist, University of California, Riverside 1992-1995 Project Director, Archaeological Research Unit, U. C. Riverside_ 1993-1994 Adjunct Professor, Riverside Community College, Mt San Jadnto College, U.C. Riverside, Chapman University. and San Bernardino Valley College. 1991-1992 Crew Chief, Archaeological Research Unit, U. C Riverside. 1984-1998 Project Director, Field Director, Crew Chief, and Archaeological Technician for various southern California cultural resources management firms. Research Interests Cultural Resource Management Southern Californian Archaeology, Settlement and Exchange Patterns. Specialization and Stratification, Culture Change, Native American Culture, Cultural Diversity. Cultural Resources Management Reports Principal investigator, author, co-author, and contributor of numerous cultural resources management study reports since 1986. Memberships • Register of Professional Archaeologists. Society for American Archaeology. Sodety for California Archaeology. Pacific Coast Archaeological Society. Coachella Valley Archaeological Society. 15 PROJECT ARCHAEOLOGIST/REPORT WRITER Josh Smallwood, B.A. Education 1998 B.A., Anthropology, Humboldt State University, Arcata, California. 1997 Archaeological Field School, Fort Ross Historic District Fort Ross, California. Archaeological Field School, Coastal Test and Mitigation Projects, Arcata, California. 1996 Archaeological Field School, Mad River Watershed Surveys, Blue Lake, California. 1994 A.A., Anthropology, Palomar College, San Marcos, California. 1993 Archaeological Field School, San Pasqual Battlefield, San Pasqua', Cal'fornia. Archaeological Field School, Las Flores Asist&nda, Camp Pendleton, CA. 1992 Archaeological Field School, Palomar College Campus Late Prehistoric Sites, San Marcos, California. 2002 "Historical Archaeology Workshop," presented by Richard Norwood. Base Archaeologist Edwards Air Force Base. 2001 "CEQA and Section 106 Basics," presented by Richard Carrico, Principal Investigator, Brian F. Mooney & Associates, San Diego - "OSHA Safety Training for Construction Monitors, presented by OSHA and City of San Diego. 2000 "HAGS JHAER Recording Methods for Historic Sizuctures," presented by Robert Case, Historic Archaeologist Mooney Sr Associates, San Diego. 1998 "Unexploded Ordinance Training, presented by EOD officers Fort Irwin National Training Center, Barstow. 1997 "Obsidian Sourcing through Characterization," presented by Thomas Chiger, Sonoma State University. 1994- Extensive study of lithic resource procurement strategies, reduction technology, tool manufacture, and reproduction Professional Experience 2002- Project Archaeologist/Report Writer, CRM TECH, Riverside/ Colton, California. • Writer/ co-author of cultural resource reports for Section 106 and CEQA compliance. • Feld director in archaeological fieldwork, historic -period building surveys and recordation, historic -period artifact and lithic analysis. • Hllstorical research using published literature, historic maps, oral interviews, archival records of public agencies, internet sources and consultation with local historical societies. 1997-2002 Archaeologist for several cultural resource management/environmental consultants, Department of Defense subcontractors and Humboldt State University. Cultural Resources Management Reports Co-author of and contributor to numerous cultural resources studies since 1997. 16 are not projected to exceed the SCAQMD loug•term operational emission significance threshold criteria and have been included in the AQMD. 4. Based upon a carbon monoxide "hot spot" analysis, future year 2010 and year 2020 carbon monoxide levels are not projected to exceed state or federal CO standards at the intersection of Washington Street and Fred Waring Drive with or without project - related traffic. Therefore. the proposed project will not interfere with the attainment of the state 1 -hour or 8 -hour carbon monoxide standards by either exceeding them or contributing to an existing or projected violation at nearby sensitive receptor locations. 5. The proposed project appears to include conforming uses on the project site; therefore. it appears to be consistent with the population and employment growth projections that form the basis of the AQMP and the Regional Growth Management Plan. The proposed project is also consistent with the City's air quality goals and polities, as set forth in the La Quinta Comprehensive General Pian. 6. Cumulative construction -related emissions generated over the short-term by the proposed project in conjunction with other development in the project vicinity will likely exceed the SCAQMD construction emissions significance threshold criteria. 13 AIR QUALITY MITIGATION MEASURES The City of La Quinta will use its discretionary permit authority to place conditions of approval oa the proposed project that require compliance with all applicable policies. Hiles, regulations and ordinances. The inclusion of feasible mitigation measures in the projeet will substantially reduce the potential cumulative air quality impacts attribatable to the proposed project. The following measures reflect policies, rules or regulations that apply to the proposed development. 1. The proposed project will comply with the provisions of the La Quinza Municipal Code including Ordinance 391 which establishes minimum requirements for construction activities, unpaved roads, and unpaved parking lots to reduce fugitive dust and PM to emissions. A "Fugitive Dust Control Plan" describing fugitive dust sources at the site and the control measures to be implemented for each fugitive dust source during any dust -generating activity on-site from the Coachella Valley Fugitive Dust Control Handbook (SCAQMD; May, 2003) shall be prepared in accordance with Chapter 6.16 of the La Quinta Municipal Code and submitted to the City for approval, prior to the issuance of any grading permits or building permits associated with the project and prior to the initiation of any earth -moving operations. 2. The project proponent shall comply with the approved "Fugitive Dust Control Plan", and all applicable SCAQMD Rules and Regulations including but not limited to the following: • Rule 403 (Fugitive Dust) specifies control measures for use in developing site specific Fugitive Dust Control Plans to minimise blowing dust from construction sites and insure the clean up of construction -related dirt on approach mutes to the site including: watering measures, chemical stabilizers, wind fencing, covering haul vehicles. bed liners in haul vehicles, wheel washers, and high wind measures; • Rule 1108 and 1108.1 prohibits the use of rapid and medium cure cutback asphalts as well as organic compounds in emulsified asphalts used during the construction process; and 1-2 • Rule 1113 (Architectural Coatings) restricts the VOC content of any arehitecmrai coating materials used on-site to a maximum of 2.08 pounds of VOC per gallon. 3. Earth -moving activities shall be suspended during first and second stage ozone episodes or when winds exceed 25 MPH, per the Coachella Valley PMIO State Implementation Plan and SCAQMD Rule 403.1. 4. As a condition of approval, the project proponent will comply with City requirements regarding the master planned bikeways, multi-purpose trails and golf cart paths adjacent to the site. In addition to compliance with applicable Hiles, regulations and ordinances, the following measures are recommended for incorporation in the project to minimise the potential for adverse cumulative air quality impacts during construction. 5 . The applicant shall furnish security in a form acceptable to the City of La Quinta and in an amount sufficient to guarantee compliance with the approved "Fugitive Dust Control Plan" provisions submitted with the application for a grading permit. 6. The applicant shall maintain all open graded undeveloped land in a manner to prevent wind and/or water erosion of such land. All open graded undeveloped land shall either be planted with interim landscaping or stabilized with such other erosion control measures as approved in the "Fugitive Dust Control Plan". 7. The maximum vehicle speed limit on unpaved road surfaces shall be limited to 15 mph and any construction access roads should be paved as soon as possible and cleaned after each work day. 8. As part of the construction specifications, any vegetative ground cover to be utilized on-site shall be planted as soon as possible to reduce the disturbed area subject to wind erosion. Irrigation systems needed to water these plants shall be installed as soon as possible to maintain the ground cover and minimise wind erosion of the soil. 9. Where feasible, low emission building materials such as pre -primed and sanded wood molding and trim products and pre -primed wallboard shall be considered for construction materials. 10. The construction specifications shall include measures to prevent excessive air pollutant emissions and ensure that the contractor will perform as follows. • Use appropriate emission control devices on gasoline and diesel construction equipment and maintain construction equipment engines by keeping them tuned. • Prohibit idling and other unnecessary operation of equipment; • Utilize existing power sources (i.e., temporary power poles) and avoid on-site power generation. • Have sufficient equipment at the site to carry out dust -control measures in all areas covered by the contract work (not just the immediate area of construction). • Employ eans:rustioo activity management techniques. such as: configuring the construction parking to minimize traffic interference; extending the construction period; reducing the member of pieces of equipment used simultaneously; increasing 1-3 List of Figures Number Title Following Page 2-1 Regional Location 2-1 2-2 Vicinity Map 2-1 2-3 Site Development Plan 2-1 2-4 Cumulative Developments Addressed 2-3 3-1 Ambient Air Monitoring Stations Operating in the Salton Sea Air Basin 3-4 3-2 Annual Surface Wind Rose Summary (Thermal) 3-11 3-3 Coachella Valley Ozone Data 3-12 3-4 Coachella Valley PMio Data 3-13 3-5 Coachella Valley Blowsand Region 3-15 List of Tables Number Title Page 2-1 Summary of Proposed Land Uses 2-1 2-2 Cumulative Development 2-4 3-1 Health Effects of Air Pollutants 3-8 4-1 Emissions Significance Threshold Criteria 4-2 4-2 Peak Day Non -Mitigated Construction F.missious Estimates 4-5 4-3 Non -Mitigated Quarterly Construction Emissions Estimates 4-7 4-4 Project Buildout Operational Air Pollutant Emissions 4-9 4-5 Projected Future Carbon Monoxide Concentrations Near the Intersection of Washington Street and Fred Waring Drive. 4-10 ii 1.0 EXECUTIVE SUMMARY 1.1 Ant QUALITY SETTING 1. The project site is located within the Salton Sea Air Basin. which has been recently designated by the California Air Resources Board as nonattairunent for ozone and PM to. The violations of the air quality standards for ozone are primarily due to pollutant transport from the South Coast Air Basin. 2. The Salton Sea Air Basin has been designated by the US. EPA as nonattainment for ozone (1 -hour standard) and as serious nonattainment for ozone (8 -hour standard) and for PM1o. 3. Ozone levels exceeded the state one-hour standard (0.09 ppm) on 12 percent of the days monitored in Palm Springs and 6 percent of the days monitored to Indio. The maximum one-hour ozone concentration measured was 0.141 parts per million (ppm) in Palm Springs and 0.123 ppm in Indio. This exceeded the federal standard by 17.5 percent in Palm Springs, and exceeded the state standard by 37 percent. The federal one-hour ozone standard 0-.12 ppm) was not exceeded in moo. No ozone episodes were declared at either air monitoring station between 2003 and 2005. 4. PMio concentrations exceeded the California 24-hour standard 5 percent of the time in Palm Springs and 30 percent of the time in Indio. The maximum 24-hour PMtn concentration monitored in Palm Springs was 108 micrograms per cubic meter (more than twice the state standard). In Indio, the maximum 24-hour PMio concentration monitored was 124 micrograms per cubic meter (more than 2.5 times the state standard). 5. The project site is not located within the Blowsand Hazard Zone or the Active Blowsand Zone established by the Coachella Valley Association of Governments (CVAG) in the "Blowsand Control and Protection Plan" (lune 1977). However, the project site is identified in the La Qufrua Comprehensive General Plan Wind Hazard Ma pp as an area subject to severe wind erosion hazard, based on mapped soils that are moderately to highly enodable. 1.2 AIR QUALITY IMPACTS 1. Construction activities undertaken to implement the proposed project will cause temporary increases in Iocalizrd emissions and concentrations of criteria pofiutants in the project vicinity. These emissions are projected to exceed the SCAQMD daily and quarterly emissions thresholds of significance for ROG during the application of architectural coatings and NOx during site grading activities. 2. Since residential development exists in the project vicinity that will be exposed to higher PMta concentrations during the grading and construction activities on-site and PM to concentrations do not meet the relevant ambient air quality standards in the Coachella Valley, all feasible mitigation measures should be incorporated to reduce construction -related PMio emissions to the maximum extent feasible. 3. Future development of the site as proposed would result in increased localized air pollutant emissions, including project -related indirect operational emissions from motor vehicles. However. the project -related motor vehicle and area source emissions 1-1 AIR-QUALITY IMPACT STUDY TENTATIVE PARCEL MAP 35088 RETAIL AND MEDICAL OFFICE COMPLEX EAST OF WASHINGTON STREET NORTH OF FRED WARING DRIVE CITY OF LA QUINTA JUNE 13,2007 (Revised September 26, 2008) Prepared For Mr. Larry Brose The Robert Mayer Corporation 600 Newport Center Drive - Suite 1050 Newport Beach, CA 92660 Phone: (949) 759-8091 Fax: (949) 720-1017 Prepared By ENDO ENGINEERING 28811 Woodcock Drive Laguna Niguel, CA 92677 Phone: (949) 362-0020 FAX: (949) 362-0015 E -Mail: endoengr@cox.net Table of Contents Section Tide Page 1.0 EXECUTIVE SUMMARY 1-1 - Air Quality Setting - Air Quality Impacts - Air Quality Mitigation Measures 2.0 PROJECT LOCATION AND DESCRIPTION 2-1 - Project Location - Project Description - Surrounding Land Uses - Cumulative Development 3.0 EXISTING Am QUALITY 3-1 - Air Pollution Fundamentals - Regional Climate and Air Quality - Local Climate and Air Quality - Existing Sensitive Receptors - Local Sources of Air Contaminants - Regulatory Setting 4.0 AIR QUALITY IMPACT ANALYSIS 4-1 - Impact Significance Threshold Criteria - Short -Term Construction -Related Impacts - Long -Term Operational Impacts - Relevant Planning Programs - Cumulative Impacts 5.0 AIR QUALITY MITIGATION MEASURES 5-1 APPENDICES A. Air Quality Glossary B. Standards, Baseline Data, and Health Effects C. Impact Assumptions and Worksheets Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments September 26, 2008 Mr. Larry Brose The Robert Mayer Corporation 600 Newport Center Drive - Suite 1050 Newport Beach, CA 92660 SUBJECT: Tentative Parcel Map 35088 Retail and Medical Office Complex Air Quality Impact Analysis Dear Mr. Brose; Endo Engineering is pleased to submit this evaluation of the air quality impacts associated with Tentative Parcel Map 35088 for a 24.88 -acre vacant site located north of Fred Waring Drive, between Washington Street and Palm Royale Drive, in the City of La Quints. On the eastern side of the site, the project includes a medical office complex with five office buildings providing a total of 130,450 square feet of floor space. A retail complex is proposed on the western side of the site with a market, a drug store with a drive-through facility. eight smaller retail buildings, and a total of 103,972 square feet of commerciail remail floor space. Buildout of the site was assumed to occur in the year2010. The methodology employed to assess the impacts is consistent with the requirements of the Ciry of La Quinta and the South Coast Air Quality Management District. The report details in graphic and narrative form: (1) existing ambient air quality conditions in the project vicinity: (2) future conditions (including cumulative development) both with and without the proposed development in the year 2010 and the year 2020; and (3) specific mitigation measures designed to substantially reduce any significant impacts identified. Should questions or comments arise regarding the findings and recommendations within this report. please do not hesitate to contact aur offices by telephone at (949) 362-0020. by facsimile at (949) 362-0015, or via e-mail (at endoengr@cox.net). We look forward to discussing our findings and recommendations with you. Sincerely, ENDO ENGINEERING Vicki Lee Endo, P.E., T.E. 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N.�;y4*: •r •# iGi;�r•ttn.Y"+r3Tw+j+' .•'Ji3 1' �4S o t.• }a-+ra:.s.}3.d4'i+^-ti' 3t -' i :1 i~�ry rr x` L�yS'rf�=i+4p vhi1.•.ws�lifQ t : a'l�a hJ.K i-.. ... a.ilY ii • .w y y1{'6r.,1ftt:iui►'rTIr1L Rr v'r� ti }t��i•. y4r f r7fiit� .i,,�2y tom: :-,114 . w.• yif i&61 '4"1fh N•�X�iac` ,-„ ] 7i -r a *.r R ,r. e 1i �fw -cw �3r } a•? tis Terra Nova 1 City of La Quinta Villa Capri Draft Environmental impact Report Technical Appendices APPENDIX C La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Air Quality Impact Study Prepared by Endo Engineering 2881 i Woodcock Drive Laguna Niguel, CA 92677 September 2008 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical appendices to be incorporated into the Draft EIR. if you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 76O-777-7125, C-1 immediately to the east of the proposed project. However, this assumption is not valid based on past experience. Traffic from the residences within the area east of the project will use Rome Drive to access the uses within the proposed project. To assume otherwise is totally unrealistic and the traffic study must be revised to address this issue. If the study is approved as currently drafted, the City will be held responsible for actual or perceived traffic increases on the residential streets adjacent to the project Table 7-1 Table 7-1 identifies the required improvements to mitigate existing LOS deficiencies. Whilst the study may be correct in stating that the proposed project contributes only a small portion of the traffic to the need for these improvements, they are essential to the viability of this project and the study needs to clearly identify the entity that will be responsible for constructing these improvements. The Hovely Lane/Washington Street improvements were to have been constructed by the School District before the Palm Royale School was opened. However these improvements have not been constructed and the Hovely Lane/Washington Street intersection congestion has worsened to the point where signal synchronization no longer works on Washington Street for a significant portion of the day. It also seems unrealistic that Table 7-1 does not include any improvements for the Washington Street/Fred Waring intersection. The additional traffic from the project impacting the westbound left -turn movement would appear to be essential even if the HCM LOS calculations do not show the need. Overall Comment The traffic impact study identifies a number of improvements that will be needed when the project opens and within 10 years of the project opening. There is little or no information about how these improvements will be funded, the entity responsible for constructing the improvements and the schedule. The traffic impact study must include this information. Without this information, the value of the study is extremely limited. 3 COMMENTS ON TENATIVE TRACT MAP 35088 DRAFT TRAFFIC IMPACT ANALYSIS Referral to the City of Palm Desert: This traffic impact study should be provided to the City of Palm Desert. Some of the access changes (Calle Las Brisas) on Washington will impact the residents and business in the City of Palm Desert. The City may not agree with some of the recommendations based on discussions that have already taken place with the City regarding changes to the access at Tucson Circle as part of the Palm Royale signal design. Figure 1-3 The access designs showing on this site plan on Washington are not consistent with the rest of the information provided later on in the traffic impact study. A current site plan that reflects the recommended access designs should be provided in Figure 1-3. Pate 1-2 The lengths of the deceleration isms should be identified in this section of the report. The traffic impact study still proposes to align its access on Palm Royale with Rome Drive and make it full movement If City accepts this design, the developer should be required to deposit 5100,000 to implement traffic calming measures. The City traffic engineer anticipates that this design will result in the City receiving requests for traffic calming measure on -Rome Drive and other streets - in the existing residential subdivision to the east of the project to which Rome Drive currently provides access. Page 1-3 The report states that 416 parking spaces and 744 parking spaces are "required". The report should identify by what authority these spaces are "required". Page 2-4 The LOS methodology used was based on HCM 2000. The results of the study seem counter intuitive and it is recommended that the intersection LOS for signalized location be also analyzed using the ICU method and the results reported concurrently. The existing signal timing provide for the synchronized signal plans on Washington should also be taken into consideration. Some improvetnent such as a dual left at Fred Waring and Washington in the westbound direction do not appear to have been included as part of the existing deficiencies because the HCM methodology assumes that the signal timing can be adjusted to account for the increased traffic from this project which may not correct. Table 3-3 The traffic volumes on Washington Street north of Hwy 111 and south of Channel Drive seem to low. These numbers should be verified. Table 3-5 The existing level of service D at Hwy 111 for the PM peak appears to be inconsistent with observed traffic queues at the Washington and Hwy 111 intersection. The ICU levels of service should be provided for the intersection listed in Table 3-5. The ICU method provides a more accurate level of service that is generally more consistent with observed traffic conditions. The HCM method should also take into account the impact of pedestrians crossing this intersection because they have significant impact on traffic operations which the HCM method may not be taking into account. Page 4-4 The report should be revised to discuss the routing of project related truck traffic into and out of the proposed project. Figures 4-3 to 4-13 (Inclusive) The traffic distribution for the site driveways does not show any traffic using Rome Drive. This is not a realistic assumption. The study should be revised to show some traffic using Rome Drive. Table 5-3 The with project level of service "D" at Washington and Hwy 111 in the Year 2010 assumes additional lanes. If these mitigation measures are to be accepted, the study needs to provide an aerial photograph with an overlay of the proposed design showing the feasibility of making such improvements. City staff does not believe that widening this intersection can be accomplished while stili accommodating pedestrians crossing all four legs of the intersection given the maximum cycle length of 130 seconds that is used along the Hwy III corridor from Jefferson Street to Bob Hope Drive in Rancho Mirage. Page 6-1 - Findings and Recommendations This section of the report identifies improvements such s 8 lanes on Washington. There is no discussion of how such improvements will be funded or the schedule for constructing such costly improvements. Page 6-9 This section of the TIS assumes that the signalization of the intersection of Fred Waring Drive and Palm Royale will deter traffic from using Rome Drive and other residential streets Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Technical Appendices APPENDIX B Historical/Archaeological Resources Survey Report Tentative Parcel Map No. 31876, City of La Quinta, Riverside County, California Prepared by CRM Tech 1016 East Cooley Drive, Suites A -B Colton, CA 92324 October 11, 2007 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical appendices to be incorporated into the Draft EIR. If you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 760-777-7125. B-1 Table 3-1 Health Effects of Air Pollutantsa Pollutant Most Relevant Effects Ozone Short -Term Exposures: Decline in pulmonary function in healthy individuals including breathing pattern changes, reduction of breathing capacity, increased susceptibility to infections, inflammation of the lung tissue and immunological changes. Increased frequency of asthma attacks, cough, chest discomfort and headache Long -Term Exposures: Risk to public health implied by altered connective tissue metabolism and host defense in animals. A correlation has been reported between elevated ambient ozone levels and increases in daily hospital admission rates and mortality. Carbon Monoxide A consistent association between increased ambient CO levels and excess admissions for heart diseases (such as congestive heart failure) has been observed. Can cause decreased exercise capacity in patients with angina pectoris. Adversely affects conditions with an increased demand for oxygen supply (fetal development, chronic hypoxemia, anemia, and diseases involving the heart and blood vessels). Can cause impairment of time interval estimation and visual function. Nitrogen Dioxide Sensory responses may be elicited or altered. May cause some impairment of pulmonary function and increased incidence of acute respiratory disease including infections and respiratory symptoms in children. Can cause difficulty in breathing in healthy as well as bronchitic groups. Lead Increase in blood lead levels which may impair or decrease hemoglobin synthesis. Adversely affects the development and function of the central nervous system, leading to learning disorders, distractibility, lower I.Q. and increased blood pressure. Lead poisoning can cause anemia, lethargy, seizures and death. Sulfur Dioxide May cause higher frequencies of acute respiratory symptoms (including airway constriction in some asthmatics and reduction in breathing capacity leading to severe difficulties) and diminished ventilatory function in children. Very high levels of exposure can cause lung edema (fluid accumulation), lung tissue damage, and sloughing off of cells lining the respiratory tract. Particulates May cause higher frequencies of acute respiratory symptoms and diminished ventilatory function in children. A consistent correlation between elevated ambient PMSG levels and an increase in mortality rates, respiratory infections, number and severity of asthma attacks and the number of hospital admissions has been observed. Some recent studies have reported an association between long-term exposure to air pollution dominated by free particles and increased mortality, reduction in life -span, and the possibility of an increased incidence of cancer. a. SCAQMD, "Draft 1997 Air Quality Management Plan". The elderly are most sensitive, since the loss of lung tissue is a natural process of aging. Inhalation of air pollution accelerates this loss by reducing lung volume, and functional lung tissue. Damaged and irritated lung tissue becomes susceptible to bacterial infection. This increases the likelihood of chronic respiratory disease by reducing the ability of the immune system to fight infection and resist disease. PMie can accumulate in the respiratory system and enter the blood stream through the lungs, creating or aggravating cardiovascular and respiratory problems including asthma. EPA's scientific review concluded that fine particles (PM25), which penetrate deeply into the lungs, are more likely than Mho particles to contribute to adverse health effects. Elevated ozone concentrations result in reduced lung function, particularly during vigorous physical activity. Carbon monoxide can cause dixiness, fatigue, and impairments to central nervous system functions. Lead can cause damage to the brain, nervous system, and other body systems. The health effects associated with exposure to fine particles (PM2.$) are significant. Studies have shown significant associations between elevated fine particles and premature mortality. Adverse effects include: aggravation of respiratory and cardiovascular disease (as indicated by increased hospital admissions, emergency room visits, absences from school or work. and restricted activity days). lung disease. decreased lung function, asthma attacks, and certain cardiovascular problems such as heart attacks and cardiac arrhythmia. 3.2 REGIONAL CLIMATE AND Am QUALITY The average wind speed in Los Angeles is the lowest of the nation's ten largest urban areas. The maximum mixing height during the summer months in Southern California averages the lowest in the nation, reducing the vertical dispersion of pollutants in the air mass. This region experiences more days of sunshine than any other major urban area in the nation except Phoenix. The abundant sunshine in Southern California drives photo- chemical reactions which form secondary pollutants including ozone. Although emissions in Southern California change somewhat by season, the observed variations in pollutant concentrations are largely the result of seasonal differences in weather conditions. done concentrations peak during the summer months (May through September). CO and PM2s concentrations peak during the late fall and winter months. Peak PMio concentrations in the South Coast Air Basin reflect no clear seasonal variation. Southern California, with the lowest summer time mean mixing height, the lowest average wind speed and emissions from the second largest urban area in the US., has one of the worst air pollution problems in the nation. Although past programs have been effective at improving the air quality of the SCAB, it still exceeds health -based standards frequently. Ozone Trends in the SCAB Most of the urban areas in California exceed the state ozone standard and the SCAB is no exception. The number of days exceeding the state ozone standard and the peak ozone levels have declined itt the SCAB. However, despite a 50 percent reduction in peak ozone levels since 1990, the SCAB is one of three remaining nonatiainment areas in California with respect to the federal 1 -hour ozone standard of 0.12 ppm. The number of days per year that the federal ozone standard is exceeded has declined to fewer than 50 and the coastal areas are close to attainment. However, Santa Clara and the eastem portions in the SCAB still experience relatively high peak ozone levels. 3-8 3-9 New and more strict state standards for particulate matter were proposed and adopted by the California Air Resources Board (CARE) that include an annual average of 20 ug/m3 for PMio and a new annual average of l2 ug/m3 for PMzs. The new State PM23 standard was adopted in Julie of 7.002 and became effective in July of 2003. The current federal ozone standard (0.12 parts per million parts of air measured over one hour) was adopted in 1979. The new national primary ozone standard (ate in 1997) is 0.08 ppm over an 8 -hour period. it is intended to be more health -protective. Communities would be allowed to disregard the three highest concentrations during each year in determining compliance. This would focus attention on long-term ozone exposures which pose a greater health risk than short-term abnormally high concentrations. On April 15, 2004, after years of litigation challenging its adoption since 1997, the U.S. EPA released the final rule covering the fast phase of implementation of the new federal 8 - hour ozone standard. This rule will in June of 2005 revoke the current 1 -hour standard (and its 2010 attainment deadline for the South Coast District) and set an attainment deadline of 2021 for the 8•bour standard. The SCAB will also receive the revised designation of"Sevete-17" non-anainmeot for ozone. This indicates that 17 years will be allowed for compliance, beginning in 2004. Although the deadline for compliance has been extended, more stringent requirements must be met to achieve an,inm�at. Episode Criteria The South Coast Air Quality Management District monitors contaminant levels and meteo- rological factors on a daily basis in order to forecast high pollutant levels in stable atmo- spheric conditions. Such conditions are known as 'episodes" and represent intermediate levels between the national ambient air quality standard and the level of significant harm for air pollutants at which some pollution abatement or health notification action must be taken. Applicable episode criteria by pollutant and averaging period have been established by the U.S EPA and the California Air Pollution Emergency Ptan Criteria (as shown in Appendix B). Episodes are divided into three stages, depending upon the concentration of the pollutant that is predicted or reached. SCAQMD Rule 701 identifies air pollution contingency actions required to be taken by the SCAQMD, including outdoor activity curtailment actions to be taken when the air quality exceeds the Health Advisory Episode level for ozone ( 0.15 ppm.) or the Stage 1 Episode level for other pollutants for which episode criteria are defined. Salton Sea Air Basin Attainment Status The California Clean Aix Act requires the CARB to establish and periodically review designation criteria that provide the basis for designating areas each year with respect to the state ambient air quality standards and recent air quality data as: attainment, nonauainment, nonattainment-transitional or unclassified. The Salton Sea Air Basin attainment status was designated as follows for the ten criteria pollutants: • Attainment - Carbon Monoxide, Nitrogen Dioxide, Sulfur Dioxide, Sulfates and Lead (particulate); • Nonattainment - Ozone and PMio; • Unclassified - PM23, Hydrogen Sulfide, and Visibility Reducing Particles. 3-6 The U.S. EPA periodically reviews recent ambient air quality data that forms the basis for dastnating areas with respect to the national ambient air quality standards as: unclassified/ attainmem or nonattainment. The unclassified/attainment designation applies to areas found to be better than the national standards and areas that cannot be classified for some reason (such as the requisite data is not available). The nonattainment designation applies to areas thatdo not meet the primary standards. By law, non-anainment areas are subject to a number of requirements to improve their air quality including the preparation of plans within three years specifying the control requirements that will be employed to meet the national air quality standards by reducing air pollutant emissions. Nonattainment areas are subject to a treasure known as "transportation conformity" which requires local transportation and air quality officials to coordinate planning to ensure that hansportarioo projects (such as read construction) do not affect an area's ability to reach its clean air goals. Transportation conformity requirements become effective one year after an arca is designated as nonanainnnent. Once dcsiguated, noaanaiinment areas are also subject to New Source Review requirements. New Source Review is a permitting program for industrial facilities to ensure that new and modified sources of pollution do not impede progress toward cleaner air. The Coachella Valley portion of the Salton Sea Air Basin has been designated by the U.S. EPA for criteria pollutants as follows: • Unclassified/Attainment - PM25 (attainment), Carbon Monoxide (attainment), Lead (attainment), Nitrogen Dioxide (attainment), and Sulfur Dioxide (attainment); • Nonattainment - Ozone (1 -hour standard), Ozone (8 -hour standard) serious nonattainment, and PMio serious nonattainment. Since the US. EPA designated 8 -hour ozone nonattainment areas in April of 2004, State Implementation Plans will be due in the year 2007 with an attairunent deadline of June 2013. With more than 50 exceedances annually in the South Coast Air Basin, more areas in the South Coast Air Basin are nonattainment for the 8 -hour ozone standard than the 1 - hour ozone standard. On 461 5, 2005 designations under the national air quality standards for fine particulates (PM2s) became effective. The U.S. EPA designated the South Coast Air Basin (where PMzs concentration exceed the national annual and 24-hour standard by a substantial margin) nonat€aintnem for the national PM23 standards but designated the Coachella Valley portion of Riverside County as attaintuent. The SCAB will require a State Implementation Plan to be submitted by 2007 with an attainment (/cathine established based on the severity of the problem. Effects of Pollutants on Sensitive Receptors The California Air Resources Board (CARB) has identified the following groups of indi- viduals as the most likely to be affected by air pollution: the elderly over 65; children under 14; athletes; and people with cardiovascular and chronic respiratory diseases such as asthma, emphysema, and bronchitis. These sensitive groups represent over 50% of the total California population? Demonstrated effects of specific air contaminants on health and vegetation are discussed in Appendix B and summarized in Table 3-1. 7. California Air Resources Board; Facts About How Air Pollution Damages Health; 1983. 3-7 Figure 3-1 Ambient Air Monitoring Stations Operating In the Salton Sea Air Basin -`l l.� • Palm Springs s"" Fire Station • Indio -Jackson Street 31 Riverside ,_.� County J e Brawley-Main Street 9 El Centro -9th Street • 9 Niland-English Road e Westmorland -West 1st Street Imperial County 1.�.—•—•---'�--'-calexioa[3] Grant ST./EU-tot St /East (Mexico Le end • Gaseous monitoring and particulate sampling 9 Particulate sampling only Endo Engineering Sca}e:1"=19.25 Miles protect the public health and welfare. As such, they represent objectives for acceptable concentrations of specified pollutams in outdoor air. Ambient air quality standards are designed to protect public health attd that segment of the population that is most sensitive and susceptible to respiratory distress or infection such as: asthmatics, the very young, the -elderly, people weak with illness or disease, or persons engaged in heavy work or exercise (ie. sensitive receptors). Healthy adults can tolerate periodic exposures to air pollutant levels well above these standards before adverse health effects are observed. Two types of national standards have been established by the U S: EPA, as required by the Federal Clean Air Act. Primary standards were designed to safeguard dm health of people considered to be sensitive receptors while outdoors- Secondary standards were designed to safeguard public welfare by minimizing damage to plants and animals, buildings, the oxidation of rubber and paim, and protecting against decreased visibility. The Federal Clean Air Act permits states to adopt more protective air quality standards if needed. California has set standards which are more protective of public health than the respective national ambient air quality standards (NAAQS) and set standards for some pollutants not addressed by the national standards. The state and national ambient air quality standards are detailed in Appendix B. Unlike national standards, there are no attainment deadlines for state standards. State law requires that they be attained as expeditiously as possible. California has also adopted health advisory Levels called episode criteria for ozone, carbon monoxide, sulfur dioxide. and ozone in combination with sulfates. Episode criteria repre- sent short-term exposures at concentrations which actually threaten public health (refer to Appendix B for additional details and specific episode criteria). New Ozone and Particulate Standards Under the Federal Clean Air Act, the United States Environmental Protection Agency (EPA) is required to set clean air standards and update them based upon scientific studies without consideration of the economic impact. in 1997, the EPA proposed tougher ozone and particulate standards intended to reduce the number of deaths, illnesses and lost work days linked to air pollution. A number of events delayed the implementatiion of the new standards including legal challenges, In February of 2001, the Supreme Court upheld EPA's authority under the Clean Air Act to set National Ambient Air Quality Standards that protect the American public from harmful effects of air pollution. Each of southern California's eight counties, where a total of 17 million people currently live. exceed the new ozone and/or the new particulate standards. The new standards force cities and states nationwide to mount aggressive and costly efforts to clean up the sir over a 15 -year period or face harsh federal sanctions (such as a freeze on federal highway funds). The new national Pies standards address fine particles roughly one twenty-eighth the diameter of a human hair that can become lodged far into the lungs or even enter the bloodstream. PMx.s is a component or subset of PMto. The new national primary standards for PM2s include an annual standard set at 15 micrograms per cubic meter of air (based on the three-year average of annual mean PMzs concentrations) and a 24-hour standard of 65 micrograms per cubic meter (based on the 3 -year average of the 98th percentile of 24-hour concentrations). To allow for occasional atmospheric anomalies, communities would be allowed to exceed the 24-hour standard several times before being designated non-artainm• nt. 3-5 Suspended Particulate Matter Suspended particulate matter is a mixture of solid particles and liquid droplets found in the air. Particulate matter consists of particles in the atmosphere as a by-product of fuel combustion, through abrasion such as tire wear, and through soil erosion by the wind. Particulates can also be formed through photochemical reactions in the atmosphere. PMio refers to finely divided solids or liquids such as soot, dust, and aerosols which are 10 microns or less in diameter and can enter the lungs. Particulate concentrations are generally higher in the winter near major sources, when more fuel is burned and meteorological conditions favor the build-up of directly -emitted contaminants. The size of the particles is directly linked to their potential for causing health problems. Small fine particles (such as those found in smoke and haze) are 23 micrometers in diameter or less. Coarse particles (such as those found in wind-blown dust) have diameters between 23 and 10 micrometers. About 90% of total particulates are less than 5 microns in diameter, while the aerosols formed in the atmosphere (primarily sulfate end nitrate) are usually smaller than 1 micron. Larger particles are of less concern, although they can irritate eyes, noses, and throats. Fine particulate pollution is a mixture of microscopic solids and liquid droplets suspended in sir. Fine particles can be emitted directly (such as smoke from a fire) or formed in the atmosphere from power plant, industrial, and mobile source emissions of gases such as sulfur dioxide and nitrogen oxides. Components may include organic chemicals, metals, soil or dust particles, and allergens (such as fragments or pollen or mold spores). Fine particles (PMzs) pose the greatest health risk because they can penetrate deep into the lungs and may even get into the bloodstream. Exposure to such particles can affect both the lungs and the heart. People with heart or lung disease, asthmatics, older adults, and children are especially at risk. Fine particles are unhealthy to breathe and have been associated with serious health effects including premature mortality Lead Lead is found in old paints and coatings, plumbing and a variety of other materials. Once in the blood stream, lead can cause damage to the brain. nervous system, and other body systems. Children are highly susceptible to the effects of lead. Photochemical Oxidant Photochemical oxidant (03) can include several different pollutants, but consists primarily of ozone (90%) and a group of chemicals called organic peroxynitrates. Ozone is a pungent, colorless toxic gas which is produced by the photochemical process. Photo- chemical oxidant is created by complex atmospheric reactions involving oxides of nitrogen and volatile organic compounds, in the presence of ultraviolet energy from sunlight. Motor vehicles are the major source of ozone precursors (oxides of nitrogen and volatile organic compounds) in the air basin. Ozone is formed through chemical reactions of VOCs, oxides of nitrogen, and oxygen in the presence of sunlight. Peak ozone concentra- tions tend to occur in the South Coast Air Basin near the middle of the day in summer and early fall, when the solar radiation exposure of the air mass is the greatest, because the reactions that form ozone begin at sunrise and require sunlight to proceed. 3-3 The prevailing marine air currents throughout the South Coast Air Basin typically carry polluted air inland as ozone -forming photochemical reactions proceed. That is why peak ozone concentrations in the SCAB are found in the inland valleys and adjacent mountains (between the San Fernando Valley and the Riverside -San Bernardino area), miles downwind of the largest concentrations of precursor emissions sources. Just as oxidant precursors from the coastal Los Angeles area aggravate oxidant problems inland in Riverside, precursor emissions from the central and eastern areas of the SCAB (including Anaheim) contribute to locally produced oxidant in the Coachella Valley? A comprehensive study confirmed the transport pathways to the Coa bells Valley in I983.4 Although the extent to which the intrusion of ozone contributes to Coachella Valley ozone exceedances has not been quantified, ".at is ARB's judgment that oxidant problems in the Southeast Desert would be minimal if oxidants and oxidant precursors were effectively controlled in the South Coast Air Basin."5 In the Coachella Valley, air Row is from the northwest much of the time. Peak oxidant levels occur in the late afternoon and evening, as pollutants are blown through the San Gorgonio Pass. Oxidant concentrations in the Coachella Valley are highest closest to the South Coast Air Basin and decrease strarlily as the air mass moves easterly. The role of local emissions in the formation of oxidants in the Coachella Valley is difficult to quantify. Locally produced oxidant undoubtedly accounts for some standard ex- ceedances. However, tracer studies and other recent studies of ozone levels by location, hour of day, day of week, etc. indicate that an oxidant cloud caused directly by transport from the SCAB causes exeeedances in Palm Springs as late as 8 p.m.. when local photo- chemical activity has slowed, In addition, transported NOx and VOC left over from the previous day have been identified as major contributors to ozone concentrations at down- wind desert locations 6 Volatile Organic Compounds Hydrocarbon and other volatile organic compounds are formed from the combustion of fuels and the evaporation of organic solvents. Many hydrocarbon compounds are major air pollutants, and those classified as aromatics are highly photochcmically reactive with NOx. forming photochemical smog. Hydrocarbon concentrations are generally higher in winter, when sunlight is limited and photochemical reactions occur more slowly. During the winter, meteorological conditions are more favorable to the accumulation of VOCs in the atmosphere before photochemical oxidants are produced. Motor vehicles are the major source of organic gases in this basin. Ambient Air Quality Standards Ambient air quality is determined from data collected at air quality monitoring stations located throughout the Salton Sca Air Basin, as shown in Figure 3-1. The ambient air quality data is given in terns of state and national standards. mese standards represent air pollutant concentrations which are considered safe (with a reasonable margin of safety) to 3. Drivas, PJ. and F.H. Shair; "A Tracer Study of Pollutant Transport in the Los Angeles Area"; Atmos. Environ. 8: 1155-1163; 1974 4. Smith, T.B. et al.; The Impact of Transport from the South Coast Air Basin on Ozone Levels in the Southeast Desert Air Basin; CARB Research Library Report No. ARB -R-83-183. 5. SCAQMD and SCAG; AQMP - Southeast Desert Air Basin, Riverside County; October 1979. 6. SCAQMD and SCAG; AQMP - Southeast Desert Air Basin, Riverside County; October 1979. 3-4 3.0 EXISTING AIR QUALITY Various air quality fundamentals are discussed below including: criteria pollutants, ambient air quality standards, episode criteria. and demonstrated effects of air pollutants on sensi- tive receptors. This basic information is followed by a discussion of (1) regional air qual- ity; (2) local ambient air quality; (3) existing sensitive receptor locations in the project vicinity; (4) local sauces of air contaminants; and (5) the regulatory setting. Appendix A includes a glossary of technical terms used throughout the air quality analysis. 3.1 AIR POLLUTION FUNDAMENTALS Air pollution is comprised of many substances generated from a variety of sources. bout man-made and natural. Sins the rapid industtialixatioa of the twentieth century, almost every human endeavor, especially those relying on the burning of fossil fuels, creates air pollution. Most contaminants are actually wasted energy in the form of unburned fuels or by-products of the combustion process. As more people worldwide enjoy modern energy intensive lifestyles, satellites are observing the continuous movement of polluted air masses in the form of dusty plumes that cross oceans above the marine layer and impact countries other than those that are the source of the polluted air mass. The transport of air pollutants from Asia (and China in particular) may cause or contribute to violations of health -based ambient air quality standards for particulate matter in California in the future. Recent studies indicate that the Asian plume (which is 50% carbonatious. 25% dust and 2.5% sulfate) is already a significant component of the background particulate matter over California? Motor vehicles are by far the most significant source of air pollutants in urban areas, emit- ting photochemically reactive hydrocarbons (unburned fuel), carbon monoxide (CO), and oxides of nitrogen (NOx). These primary pollutants chemically react in the atmosphere with sunlight and the passage of time to form secondary pollutants such as ozone. Significant air quality improvements have been made in California over the past twenty years. as a result of a progression of standards that require increasingly cleaner air and improved technology and emission control programs. Despite continued growth in the economy, the population, and vehicle miles traveled, steady improvements in ambient air quality have occurred in the South Coast Air Basin since the late 1990s. However, Southern California still experiences severe air pollution problems and the air quality improvements may be coming to an end or even reversing over the next decade, as evidenced by the first Stage One ozone episode since 1998 occurring in Los Angeles in July of 2003. Oxidants and suspended particulate matter with a mean aerodynamic diameter of less than 10 micrometers (PMiv) represent the major air quality problems in the desert regions of Southern California. The air quality of the Coachella Valley is determined by the primary pollutant emissions added daily. and by the primary and secondary pollutants already present in the air mass. Primary pollutants are those emitted directly from a source and include: carbon monoxide. nitric oxide (NO), sulfur dioxide (SO2), particulate matter (PM), and various hydrocarbons 1. Presentation of January 22, 2004 by Dr. Vancuren before the California Air Resources Board and Journal of Geophysical Research, October, 2003. 2. Unusually hot weather may have contributed to the recent increases in ozone levels. 3-1 and ether volatile organic compounds (VOC). Secondary pollutants are created -with the passage of time in the air mass and include: photochemical oxidants (90% of which are ozone), photochemical aerosols, peroxyacetylnitrate (PAN), and nitrogen dioxide-(NO2). Criteria Air Pollutants Criteria air pollutants axe those air contaminants for which air quality standards currently exist. Currently, state and federal air quality standards exist for ozone, nitrogen dioxide, sulfur dioxide, carbon monoxide, suspended particulate matter, and lead. California hat also set standards for visibility and sulfates, hydrogen sulfide and vinyl chloride. Emissions of criteria air contaminants or their precursors typically also include reactive organic gases (ROG), oxides of nitrogen, sulfur oxides (SOx), and particulate matter. Carbon Monoxide Carbon monoxide is a colorless, odorless, toxic gas formed by incomplete combustion of fossil fuels. Carbon monoxide concentrations are generally higher it the winter, when meteorological conditions favor the build-up of directly emitted contaminants. Carbon monoxide health warnings and emergency episodes occur almost entirely during the winter. The most significant source of carbon monoxide is gasoline powered automobiles, as a result of inefficient fuel usage in internal combustion engines. Various industrial processes also emit carbon monoxide. Oxides of Nitrogen Oxides of nitrogen are the primary receptors of ultraviolet light initiating the photochemical reactions that produce smog. Nitric oxide combines with oxygen in the presence of reactive hydrocarbons and sunlight to form nitrogen dioxide and axone. Oxides of nitrogen are contributors to other air pollution problems including: high levels of fine particulate matter, poor visibility and acid deposition. The primary sources of nitrogen oxides in the basin are incomplete combustion in motor vehicle engines, power plants, refineries and other industrial operations. Ships, railroads and aircraft are other significant emission sources. Seven oxides of nittvgen and two hydrated oxides can theoretically exist in the atmosphere, but only four are present in noticeable amounts. Two of these are classed as pollutants. These are nitric oxide, a colorless, odorless gas and nitrogen dioxide, a reddish -brown gas formed by the combination of nitric oxide with oxygen. Nitric oxide is far less toxic than nitrogen dioxide in humans. Sulfur Dioxide and Sulfate Sulfur dioxide results from the combustion of high sulfur content fuels. Fuel combustion is the major source of SO2, while chemical plants, sulfur recovery plants. and metal processing are minor contributors. Sulfates result from a reaction of sulfur dioxide and oxygen in the presence of sunlight. When sunlight is plentiful. sulfate is formed more readily. Therefore, sulfur dioxide levels are generally lower in the summer and higher in the winter. Recent reductions in sulfur dioxide levels reflect the use of natural gas in power plants and boilers (since natural gas is very low in sulfur). Low sulfur fuel oil is also utilized within this air basin. 3-2 Table 2-2 Cumulative Developmenta Cumulative Project .__` (Number) Land Use Category Completed Quantityb Undeveloped Quantityb Total Quantityb WRM La Quinta (1) Apartments None 224 DU 224 DU Centre Pointe (2) Business Hotel Hotel Casitas Boutique Hotel Quality Restaurant Quality Restaurant ResidentialSFD Townhomes Medical Office Medical Facility M Inn 134 Rooms 136 DU 30 Rooms 6.00 TSF 6.00 TSF 21 DU 44 DU 90.00 TSF 30 Beds 134 Rooms 136 DU 30 Rooms 6.00 TSF 6.00 TSF 21 DU 44 DU 90.00 TSF !II 30 Beds Point Happy Estates (3) ResidentialSFD None 69 DU 69 DU Laing Luxury Homes (4) Residential-SFD None 74 DU 74 DU Washington Patio (5) Shopping Center 531.17 TSF 199.77 TSF 730.94 TSF Caleo Bay Park (6) Shopping Center 10.00 TSF 17.55 TSF 27.55 TSF Vista Dtmes (7) Apartments None 80 DU 80 DU Komar Desert Properties and Costco Warehouse (8) Shopping Center Costco None None 83.700 TSF 149.739 TSF 83.700 TSF 149.739 TSF 233.439 TSF 233.439 TSF Sam's Club (9) Sam's Club Service Station None None 136.000 TSF 12 Pumps 136.000 TSF 12 Pumps Indian Wells Town Center (10) Retail, Restaurants, Offices, Theater, Condo/Hotel, SFD Residential None None None None 400 TSFc 2,400 Seats 300 Rooms 65 DU 400 TSFc 2,400 Seats 300 Rooms 65 DU a. S*urcc: City of La Quints Memorandum; Ms. Yvonne Franco, Assistant Planner; Community Development Departtnent.October 26, 2006. b. DU=Dwelling Units. TSF=Thousrand square fat of building floor area. c. The traffic study assumed 85.7 TSF of office space and 2543 TSF of commercial apace (with 34% pass - by nips) en the 92 developable aces within this site. Cumulative Traffic Studies Utilized Land use information related to the current status of those cumulative developments that are currently under construction was provided by the City of La Quinta Planning Deparunent. In addition, the following traffic impact studies were provided by the City of La Quinta Planning Department for use in assessing cumulative traffic impacts herein: 1. La Quirrta Center Point Hotel Development Updated Traffic Impact Analysis by RK Engineering Group. Inc. dated January 20,2003. 2. Costco/Komar Development Transportation Impact Analysis by Kittelson & Associates, Inc., dated October 10, 2005. 3 . The Center at In Quinta Access Evaluation (Sam's Club) by Urban Crossroads, dated March 8, 2005. 4. City of La Quirua Target Development Traffic Impact Analysis, La Quinta, California (Washington Park) prepared by Urban Crossroads, Inc. dated October 30,2002. 5. Supplemental Traffic Impact Analysis for Supplemental EN for the Indian Wells Town Center prepared by Willdan and dated June 18,2007. grew by 5.9 percent, and the population of Indio grew by 4.4 percent during that 12 -month interval. During the same period, Riverside County as a whole experienced a population growth of 3.7 percent. The City of La Quinta Planning Department identified ten cumulative developments (as shown in Figure 2-4) and provided available traffic Studies as well as the status of nine of the cumulative developments (percent constructed)? Traffic impacts studies for the Costco development and the Sam's Club were provided by the City of La Quints. The City of Indian Wells provided the "Supplemental Traffic Impact Analysis far the Draft Supplemental FIR for the Indian Wells Town Center" (dated lune 18, 2007) prepared by Willden. The Indian Wells Town Center project will be constructed on a 179 -acre site of which 92 acres are currently vacant and developable. This cumulative development will be constructed within the City of Indian Wells, west of Washington Street, both north and south of Miles Avenue. It will ultimately include up to 400,000 S.F. of retail uses (shops, restaurants, offices, and a 2,400 -seat movie theater); a 22 -acre resort or condo hotel with 300 moms; 25 acres of resort residential uses (65 SPD units); and a 13 -acre parking lot with 1.532 spaces to serve the Indian Wells Tennis Center. The site is designated "Resort Commer[ia1' and "Sports Complex" in the Indian Wells Land Use/Zoning Map. The Indian Wells Town Canter environmental documentation did not include a project build -out year or a development phasing plan. Following coordination with the City of Indian Wells and the City of La Quinta in an effort to identify a realistic construction schedule, the Indian Wells Town Center development was assumed to be 2596 occupied by the year 2010 and completed by the year 2020. in view of the economic slowdown currently underway throughout California and the nation, this is viewed as a worst-case estimate. The remaining nine cumulative projects were assumed to be completed by the year 2010. The year 2010 ambient traffic volumes explicitly include all of the Mae associated with these nine cumulative projects (see Table 2-2) and 2596 of the Indian Wells Town Center traffic. These nine cumulative projects are projected to generate a combined total of approximately 30.940 daily trip -ends. During the morning peak hour on weekdays, the emulative developments are expected to generate an estimated 1,799 trip -ends (925 inbound and 874 outbound). During the evening peak hour. 3,104 trip -ends would be generated by these nine cumulative projects (1,551 inbound and 1.553 outbound). The trip distribution associated with each of the cumulative developments was based on that provided in the approved traffic studies. When it was necessary to extend a cumulative traffic distribution beyond the study area addressed itt the cumulative traffic study, the existing traffic volumes were reviewed as an indication of how traffic is currently distributed over the street network. Since the project is consistent with the General Plan land use designation of the site, project -related traffic was assumed to be included in the La Quina General Plan Update Tragic Study (RSIK & Associates. Inc.; March 21, 2000) post -2020 traffic model projections. The cumulative projects were also assumed to be consistent with the General Plan and included in the General Plan buildout projected daily traffic volumes. 1. Coordination with Mr. Les Johnson, Planning Manager, and Ms. Yvonne Franco, Assistant Planner, Community Development Department, City of La Quinta. 2-3 F■dWa'etx.� the Sys Cale tea Figure 2-4 Cumulative Developments Addressed Legend 0 WRM-La Quinta 02 Centre Point Development 30 Point Happy Estates ® Laing Luxury Homes O Washington Park © Caleo Bay Park 07 Vista Dunes Apartments ® Costco 09 Sam's Club 10 Indian Wells Town Center �FatLIO Engineering Scale: The Preliminary Site Plan appears to include 507 off-stte, parking spaces for the commercial development proposed and 699 off-street parking -spaces for the office development proposed. Thus, a total of 1,206 parking spaces would be provided on the project site. Project Phasing The grading phase is expected to begin in July of 2008 and require approximately six months to complete. Grading activities will be followed immediamly by the construction phase. The commercial development on the west side of the site will be constructed fust, followed by the offices uses on the eastern half of the site. For the purposes 'of this study. the proposed project was assumed to be completed in the year 2010. Existing and Proposed General Plan and Zoning Designations The proposed development appears to be consistent with the City of La Quirua Comprehensive General Plan Land Use Element designation of the site. The City of La Quinta Comprehensive General Plan (Adopted March 20, 2002) designates the entire project site CC (Community Commercial). This designation is given to parcels with twenty to thirty acres in size located along major arterial roadways. It provides for larger community commercial shopping centers with large-scale anchors and a variety of retail outlets and restaurants to meet the needs of multiple neighborhoods. Typical uses include drug stores, offices and personal services, general merchandise, food markets, and hardware stores. 2.3 SURROUNDING LAND USES The newly constmcted Cnioael Mitchell Paige Middle School is located directly adjacent to the north boundary of the project site, as shows in Figure 2-2. This school takes access from the newly constructed extension of Palm Royale Drive. Northeast of the Colonel Mitchell Paige Middle School, the Desert Sunrise High School is under construction as a continuation high school. A single-family residential subdivision is located east of the project site, with access to Palm Royale Drive via Rome Drive. Rome Drive is an east/west roadway located north of Fred Waring Drive, opposite the proposed full -turn site access. The adjacent intersection of Washington Street and Fred Waring Drive divides three cities. La Quints, Palm Desert. and Indian Wells. Tee area east of Washington Street is within the City of La Quints. The Palm Royale Country Club, a golf course and multi -family residential development, is locnied oa the southeast corner of the intersection, in the City of La Quints. The area north of Fred Waxing Drive and west of Washington Street is in the City of Palm Desert and developed as the Desert Breezes Re-sort/Residential and vacation timeshare units. This area has an existing full -turn access on Washington Street, via the gated two-lane east/west roadway named Calle Las Brisas. The Biala University/Southwest Community Church is located on the southwest corner of the intersection, in the City of Indian Wells. The Indian Wells Tennis Garden is located directly south of the Biola University. 2.4 CUMULATIVE DEVELOPMENT Development is currently underway ata variety of locations throughout the City of La Quinta and throughout the Coachella Valley ata rapid pace. From January 2002 to January 2003, the Cities of Coachella, La Quints. and Indio were the fastest growing cities in the Coachella Valley. The City of Coachella grew by 10.1 percent, the population of La Quinta 2-2 the distance between the emission sources: and reducing or changing the hours of construction; to minimize construction activity emissions. • Maintain all work and access areas free from dust. • Cover loaded trucks used in construction operations with tarpaulins and wash off trucks leaving the site. Sweep streets if silt is carried over to adjacent public thoroughfares. • Water dust -generating surfaces at intervals to keep all parts of the disturbed area continuously damp. • Water the site and clean the equipment in the morning and evening. • Construction operations affecting off-site roadways shall be scheduled for off-peak traffic hours and shall minimize obstruction of through -traffic lanes in the adjacent neighborhood. • Construction activities should be scheduled to occur first on the upwind portion of the project site to reduce the potential for blowsand and fugitive dust impacts in the downwind areas. • Develop a traffic plan to minimize traffic flow interference from construction activities including advance public notice of routing. 1-4 2.0 PROJECT LOCATION AND DESCRIPTION 2.1 PROJECT LOCATION The project site is located north of Fred Waring Drive, between Washington Street and Palm Royale Drive, in the City of La Quinta. The project site is currently a vacant property comprised of approximately 25 acres. Figure 2-1 illustrates the site in its regional context. Figure 2-2 is a Vicinity Map depicting the project site in its local context. As shown therein, the project site is bounded by roadways on three sides: Washington Street to the west, Fred Waring Drive to the south, and Palm Royale Drive to the east. 2.2 PROJECT DESCRIPTION The proposed project is Tentative Parcel Map No. 35088 to permit the development of 103,972 square feet of commercial/retail floor area in a shopping center on the western half of the site (with a market, a pharmacy/drugstore with drive-thru window. and ancillary retail shops). On the eastern half of the site, the project would include 130,450 square feet of floor space in a medical office complex including 80,585 square feet of medical office uses and 49.865 square feet of floor area for convalescent care. The medical office complex would include five separate buildings, as shown in Figure 2-3, the Preliminary Site Development Plan. The sizes of each building proposed with the project are provided in Table 2-1. Table 2-1 Summary of Proposed Land Usesa Land Use Building Areab Market Complex - Retail Building 1 3,000 S.F. - Retail Building 2 5,000 S.F. - Retail Building 3 5,000 S.F. - Retail Building 4 6,245 S.F. - Market Building 5 39,729 S F. - Retail Building 6 16,137 S.F. - Retail Building 7 5,848 S.F. - Retail Building 8 5,000 S.F. - Retail Building 9 5,000 S.F. - Drug Stone Building 10 13,013 S.F. Subtotal 103,972 S.F. Medical Otrce Complex - Single -Story Building 11 15,360 SF. - Single -Story Building 12 15,360 S.F. - Two -Story Building 13 27,440 S.F. -Two-Story Building 14 44,850 S.F. - Two -Story Building 15 27,440 S.F. Subtotal 130,450 S.F. Total 234,422 S.F. a. MSA Consulting Inc.; Site Ptah January 7, 2007 b. Square fel of Gross Floor Area (GFA). 2-1 Figure 2-1 Regional Location Banning San Bernardlno County — — — A vorsEde Cauriry •Desert Hot Springs Project Site en tgaoaxa Weft WEndoEngrncrilpg 1 1 Eteere 1 /Weak l • �.�. San Diego County \I Scale: 1" = 13.3 Miles 6) Will the project emit toxic air contaminants (YACs) within 0.25 miles of a sensitive receptor? 7) Will the mitigation measures that are attached to the project mitigate the air quality impacts to the maximum extent feasle? Local governments control the impact of air pollutants on sensitive receptors through land USE decisions. Two types of air pollutant sources must be considered with respect to the proposed project: stationary sources and mobile sources. Stationary source considerations include emissions from construction activities and natural gas combustion, emissions at the power plant associated with the electrical requirements of the proposed development. Mobile source considerations include exhaust emissions resulting from short-term construction activities and long-term vehicular travel associated with the proposed project. 4.1 IMPACT SIGNIFICANCE THRESHOLD CRITERIA The SCAQMD has established short-term construction -related and long-term operational thresholds which are recommended for use by lead agencies in considering bath primary or direct impacts and secondary or indirect impacts on air quality, as shown in Table 4-1. Emissions thresholds are indicators of potential air quality impacts. If the lead agency finds that a project has the potential to exceed the thresholds. the project should be considered significant. However. the final determination of whether or not a project is significant is within the purview of the lead agency. pursuant to Section 15064 (b) of the CEQA Guidelines. Table 4-1 Emissions Significance Threshold Criteriaa (Pounds/Day) Pollutant CO ROG NOx SOx Philo Operational Emissionsb -Pounds/Day 550 75 100 150 150 Construction Emissions - Pounds/Day 550 75 100 150 150 -Tons/Quarter 24.75 25 2.5 6.75 6.75 a. SCAQMD. CEQ4 Air Quality Handbook; November, 1993. b. Projects in the Coachella valley with peak (highest daily) operatim-r rated emissions that exceed any of these emissions thresholds should be considered sigoifecam. For construction -related emissions, the SCAQMD has established significance thresholds on both a daily and a quarterly basis, as shown in Table 4-1. Since a project's quarterly emissions are determined by averaging over a 3 -mouth period (including only actual working days), it is possible to not exceed the quarterly thresholds while exceeding the daily thresholds shown in Table 4-1. 1. SCAQMD, CEQA Air Quality Handbook, April 1993, page 6-2. 4-2 Air quality impacts resulting from the operation of the proposed project over the long term could be considered significant if the project's daily emissions exceed the operational threshold criteria shown in Table 4-1. If the project is inconsistent with the 2002 Coachella Palley PMra State Impleme�,n.�tnait,�io,'n Plus or the Air Quality Management Pian, its long -terra operational impacts on air quality could be considered significant. Significant localized project impacts occur when carbon monoxide standard exceedences are projected at sensitive receptor locations adjacent to roadways serving project -related traffic, or, in cases where the background concentration already exceeds the state carbon monoxide standards, when there will be a measurable increase in carbon monoxide levels at the receptor site. A measurable increase is defined by the SCAQMD as 1.0 ppm for 1 -hour carbon monoxide levels and 0.45 ppm for 8 -hour carbon monoxide levels. A project has a significant adverse impact on air quality if it is inconsistent with the assumptions and objectives of regional air quality pians (AQMP and Mlle SIP), because it could interfere with the region's ability to comply with federal and state ambieat air quality standards. A project that requires a General Pian Amendment or revision which would provide directly or indirectly for increased population growth above that projected in the adopted AQMP will have a significant ctunulative adverse air quality impact. Only new or amended General Plan Elements, Specific Plans. and significant projects need to undergo a consistency review. Projects that are consistent with local General Plans are considered consistent with the air quality related regional plans including: the current Air QualityManagement Plan (AQMP), the 2002 Coachella Valley COPState Implementation Plan and other applicable regional plans.2 The City of La Quinta has recognized that there are certain adverse impacts associated with implementation of the General Plan that cannot be avoided. Among these impacts are the exceedances of the SCAQMD significance threshold criteria for criteria air pollutant emissions. Project -related impacts that have the potential to exceed the SCAQMD significance thresholds require Overriding Considerations, regardless of compliance with the La Quinla Comprehensive General Plan and the Regional Growth Management Plan. 4.2 SHORT-TERM CONSTRUCTION -RELATED IMPACTS Short-term impacts on air quality will occur during the construction activities required to implement the proposed project. These adverse impacts will include: • diesel exhaust emissions from the construction equipment used as well as the vehicles used to transport the off-highway construction equipment required; • emissions from the commute vehicles of construction workers; • particulate emissions (fugitive dust) during demolition, excavation, grading and clearing activities; • exhaust emissions from the heavy vehicles used to transport building materials to the site; • emissions from the off-road diesel equipment used during grading and construction activities; and 2. SCAQMD, CEQA Air Quality Handbook; November 1993; pg. 12-2. 4-3 • a pad of at least one -inch washed gravel maintained in a clean condition to a depth of at least six inches extending at least 30 feet wide and 50 feet long; or • a paved surface extending at least 20 feet wide and 100 feet long; or • a wheel washing system, or • a wheel shaker/wheel spreading device consisting of raised dividers (rails, pipe, or grates) at Ieast three inches tall , six inches apart, and 20 feet long. The City of La Quinta Ordinance No. 391 requires owners of private unpaved roads with average daily traffic levels between 20 and 150 vehicles to take measures (signage or speed control devices) to reduce vehicular speeds to no more than 15 miles per hour. Owners of unpaved roads are required to pave each segment having 150 or more average daily trips or alternatively apply and maintain chemical dust suppressants, maintaining records (of the type of product applied, the vendor name and the method. frequency, concentration, quantity and date of application) for a period of not less than three years. Owners of parking lots are required to pave them or alternatively apply and maintain chemical dust suppressants or apply and maintain washed gravel. The operator shall not allow visible fugitive dust emissions to exceed 20 percent opacity or extend more than 100 feet horizontally or vertically from their origin and shall not allow the silt content to exceed eight percent. 3-22 4.0 AIR QUALITY IMPACT ANALYSIS Projects that are subject to CEQA generally undergo a preliminary evaluation in an Initial Study to determine if they may have a significant effect on the environment. Appendix G of the State CEQA Guidelines includes a "Model Initial Study Checklist" with suggested criteria for use in determining whether a project will have a "potentially significant impact" on air quality. The "Model Initial Study Checklist" provides the following examples of air quality impacts that would normally be considered to have a significant effect on the environment. A project would typically have a significant air quality impact if it would: a) Conflict with or obstruct implementation of the applicable air quality plan. b) Violate an air quality standard or contribute substantially to an existing or projected air quality violation. c) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non -attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors). d) Expose sensitive receptors to substantial pollutant concentrations. e) Create objectionable odors affecting a substantial number of people. The State CEQA Guidelines recommend that, where available, the significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make determinations regarding the significance of air quality impacts. The South Coast Air Quality Management District (SCAQMD) is responsible for adopting, implementing and enforcing air quality regulations within the Salton Sea Air Basin. The SCAQMD reviews and comments on environmental documents for projects that may generate significant adverse air quality impacts. The SCAQMD advises the lead agency in addressing and mitigating the potential adverse air quality impacts caused by projects both during and after construction. To assist Lend Agencies in determining the significance of air quality impacts, the SCAQMD established suggested short-term construction -related and long-term operational significance thresholds in 1993 in the "CEQA Air Quality Handbook". The final decision on the significance of the air quality impacts lies with the judgment of the lead agency. The City of la Quinta is the lead agency with respect to land use decisions and discretionary permits. These decisions must be based upon several considerations including the following. 1) What is the intensity and type of project? 2) What is the location of the project (i.e. upwind of sensitive receptors or in areas with high pollutant concentrations)? 3) Will the project cause an exceedance of any air quality standard? 4) Will the project make a substantial contribution to an existing exceedance of an air quality standard? 5) Is the project inconsistent with the AQMP or State Implementation Plan? 4-1 been solely dedicated to outreach and enforcement in the Coachella Valley. In addition, the AQMD staff offers monthly dust control classes for builders and government personnel. SCAQMD Rules and Regulations The SCAQMD is responsible for controlling stationary air pollution sources. Therefore. its Rules and Regulations address a wide variety of industrial and commercial operations and require operational controls on many processes. The SCAQMD establishes Permit to Construct and Permit to Operate requirements, inspects emissions sources. and enforces rules and regulation through educational programs and fines. Rule 1108 specifies the content of cutback asphalt. Rule 1113 details permitted VOC emissions from architectural coatings. To significantly reduce emissions from paints and coatings, which are one of the largest categories of smog -forming emissions in the region, the AQMD adopted amendments to Rate 1113 in December. 2004. The Rule 1113 amendments will lower the current volatile organic compound (VOC) limit for specialty coatings used by homeowners, contractors and maintenance workers. The stew VOC limits rely on comp ianr coatings already available from several manufacturers and in wide use throughout the region. The amendment to Role 1113 will reduce VOC emissions by 3.7 tons per day, which is mare than the emissions produced by the region's largest oil refwery to Studies indicate that one-third of the SCAB ambient PMto concentrations and 90 percent of the Coachella Valley Mu levels are the result of soil dust entrainment (fugitive dnst). Rule 403 (Fugitive Dust) specifies control measures for use in developing site specific fugitive dust control plans to minimize blowing dust from construction sites and insure the clean up of construction -related dirt on approach routes to the site including: watering measures, chemical stabilizers, wind fencing. covering haul vehicles, bed liners in haul vehicles, wheel washers, and high wind measures. Rule 403 also prohibits the release of fugitive dust emissions from any active operation, open storage pile, or disturbed surface area beyond the property line of the emission source and prohibits particulate matter deposits on public roadways. In April of 2004. Rule 403 (Fugitive Dust), Rule 1186 (PMio Emission Reduction from Paved and Unpaved Roads and Livestock Operations). and Rule 403.1 (Supplemental Fugitive Dust Control Requirements for Coachella Valley Sources) were amended. The amended rules increase the stringency of current Best Available Control Measures (BACM) for many dust sources including: construction and related operations, roadways. C niel ella Valley farming, and weed abatement activities. The amendments will reduce 1.7 tons per day of PM to emissions from construction, road and agricultural sources. The amendmetts implement 2003 AQMP control measure BCM -07 and the AQIVID rule making portion of the 2002 CVSIP. City of La Quinta Comprehensive General Plan and Municipal Code Air quality policies in the General Plan specify that new development be designed and constructed in a manner which minimizes she emission of project -related air pollutants. To implement this policy, applicants are required to submit detailed air quality analyses for all proposed projects which meet or exceed any of the SCAQMD emission threshold criteria. Projects determined to have a potentially significant impact on ambient air quality are required to propose and implement mitigation measures which reduce impacts to insignificant levels in accordance with the Fugitive Dust Control Ordinance. Developers 12. SCAQMD; AQMD Advisor; Volume 11, Number 1, January 2004. 3-20 are encouraged to minirtti7e the amount of mass clearing, excavation, and cut and fill operations required far development. New development is encouraged to incorporate energy efficient design measures to reduce the need for heating and cooling (trees for shade, windbreaks, careful orientation of buildings etc.). The City of La Quinta "Fugitive Dust Control Ordinance" (No. 391) establishes minimum preventive or mitigative actions and tegairements for construction and demolition activities as well as unpaved roads and parking lots to reduce man-made fugitive dust and PMio emissions. This ordinance identifies available control measures and performance standards for dust -generating activities, per the Coachella Valley Fugitive Dust Control Handbook developed by the SCAQMD in May of 2003. The City of La Quints "Fugitive Dust Control Ordinance" requires an approved Fugitive Dust Control Plan, prior to the initiation of earth -moving operations, that describes fugitive dust sources at the construction site and the corresponding control measures that will be employed to minimise emissions. Ordinance No. 391 limits vehicle speeds on unpaved roads,requires the installation of on-site wheel washers at construction sites and identifies wind fencing requirements. No operator is permitted to conduct any potential dust -generating activity on a site unless the operator utilizes one or more Coachella Valley Best Available Control Measures, as identified in the Coachella Valley Fugitive Dust Control Handbook for each dust source such that the applicable performance standards are met. Any operator involved in any potential dust -generating activity on a site with a distu zbed surface area greater than one acre must, at a minimum, operate a water application system as identified in the Coachella Valley Fugitive Dust Control Handbook. if watering is the selected control measure. Ordinance 391 specifies that during nos -work hours of the grading phase, at least one of the following short-term stabilization methods shall be implemented: • soils shall be maintained in a damp condition, as determined by sight or touch; • a stabilized surface shall be established through watering; or • a chemical dust suppressant shall be applied to maintain a stabilized surface. Visible fugitive dust emissions shall not be allowed that exceed 20 percent opacity or extend more than I00 feet horizontally or vertically from their origin, or cross any property line. Within 10 days of ceasing activity, at least ane of the following long-term stabilization techniques shall be implemented for any disturbed surface where construction activities are not scheduled to occur for at least 30 days: • re -vegetation with 75 percent ground coverage with an active watering system in place at all times; • establish a stabilized surface through watering with physical access restriction surrounding the area; or • establish a stabilized surface with chemical stabilizers with physical access restriction surrounding the area. All bulk material track -out from any site access point onto any paved road open to through traffic shall be removed at the conclusion of each workday and within one hour, if such material extends more than 25 feet from any site access point. At the intersection of each site entrance and any paved road opca to through traffic, all vehicles exiting the site shall be muted over at least one of the following: 3-21 rule making. (2) CARB adopted motor vehicle emissions standards and fuel specifications, and (3) federally adopted programs to reduce emissions from sources under federal jurisdiction. Intermediate term measures were composed primarily of the extension or more stringent application of short-term control measures. Long-term measures depended on substantial technological advancements and breakthroughs that were expected to occur over the next 20 years. Control measures focused on adoption of new regulations or the enhancement of existing regulations for stationary sources, as well as implem entationlfacilitation of advanced transportation technologies (i.e., telecommunication, zero emission and alternative fuel vehicles and infrastructure and both capital and non -capital based transportation improvements). Capital -based improvements consisted of high occupancy vehicle (l-IOV) lanes, transit improvements, traffic flaw improvements. park and ride and inter -modal facilities, and urban freeway, bicycle and pedestrian facilities. Non -capital based improvements consisted of ridesbare matching and CMP -based Transportation Demand Management activities. The AQMP control measures will reduce emissions by: • Maximizing reductions in the use of pollutant -emitting materials; • Maximizing the substitution of non-polluting or less -polluting materials; • Maximizing the use of the most efficient pollution control devices; • Maximizing the compliance and mains naace programs for fugitive dust emissions; • Maximizing the efficiency of the transportation infrastructure to provide less polluting forms of transportation; • Maximizing the effectiveness of existing measures through improved administrative practices; and • Maximizing strong public and private commitments for the required implementation actions. One type of transportation measure eliminated from the 1997 AQMP was indirect source controls. which would regulate local Land use decisions, particularly medium to large-scale developments. These measures were found to be too expensive to implement without producing cost-effective emissions reductions. Rule 2202, the replacement for Regulation XV - Ride sharing, remains in effect to ensure that emissions reduction levels originally projected with implementation of Regulation XV and ether indirect source control strategies are achieved. This removal reflects a growing understanding that command and control measures tied to local land use decisions do not effectively alter travel behavior. The 2003 AQMP The 2003 AQMP is the current SCAQMD plan to achieve clean air standards in Southern California by the end of the decade. It outlines the control measures needed to meet the federal health -based standard for ozone by 2010 and PMro by 2006. The 2003 AQMP demonstrates how the SCAB will continue to meet the federal CO standard that was met for the first time in 2002. It also addresses the measures that will be necessary to meet the new and more stringent health -based standards for ozone and PM25. Twenty-four air pollution control measures are identified for adoption by the SCAQMD, to reduce emissions from businesses, industry and paints. In addition, twenty-nine measures are specified in the 2003 AQMP for adoption by the CARB and the EPA to further reduce emissions from cars. trucks. construction equipment, aircraft, ships and consumer products. To achieve the federal standards. additional control treasures that may require 3-18 future development and commercialization of clean air technologies may be needed to reduce 226 ons per day of VOCs and 161 tons per day of NOx. VOCs (from paints, consumer products and vehicle fuel combustion) and NOx (primarily from vehicle fuel combustion) are the two major precursors of ozone and fine particulates. State Implementation Plan for PMto in the Coachella Valley The SCAQMD Final 2002 Coachella Valley PM() Stare lmplemenxarion Plan (CVSIP) addresses the EPA's serious PMia nonattainment designation for the Coachella Valley and the control measures required to meet state and federal PMro standards. Large-scale blowsand events, which can produce high levels of PMio through natural processes, are not targeted for control. The EPA excludes these conditions if man-made dust sources are controlled and a system for notifying the public of high wind forecasts is in place. The Coachella Valley SIP focuses on man-made dust producing activities and the reduction of blowsand intrusion into populated areas. The implementation and monitoring program of the SIP is dependent on the SCAQMD, CVAG and local governments. Local governments were asked in the 1990 CVSIP to develop ordinances, monitor progress, and create a County Service Area (CSA) or similar funding mechanism to implement the SIP. These measures and the resulting dust control profit significantly reduced PMro levels in the early 1990s, and permitted the Coachella Vaiky two attain the 24-hour PMro standard. In 1996, the Coachella Valley became the first and only serious PM to non -attainment area to petition for attainment re -designation. After years of demonstrating anainment, however, a building boom, drought conditions. and other factors led to higher PMro levels in 1999 through 2002 that did not demonstrate attainment of the national annual average PMio standard. Under the federal Clean Air Act, an area can request an extension of up to five years to attain the PM to NAAQS, if certain requirements are met (including a SIP that demonstrates expeditious attainment of the standards). The 2002 CVSIP addresses the recent rise in PM to levels above the standard by establishing additional controls needed to demonstrate expeditious attainment of the standards such as: • additional stabilizing or paving of unpaved surfaces, including parking lots; • a prohibition on building new unpaved roads; • requiring more detailed dust control plans from builders in the valley that specify the use of more aggressive and frequent watering, soil stabilization, wind screens, and phased development as opposed to mass grading to minimize. dust; • designating a worker to monitor dust control at construction sites; and • testing requirements for soil and road surfaces. The attainment program builds upon a historically proactive and successful dust control program carried out by local jurisdictions in the Coachella Valley and the SCAQMD. Additional control measures have been included in the 2002 CVSIP. An update to the 1996 Natural Events Action Plan has been included in the CVSIP with a request for extension of the PMro attainment deadline. With the most stringent measures available for dust control. the 2002 CVSIP has been approved by the U.S. EPA and will prevent the federal government from imposing its own plan on the Coachella Valley. Every local jurisdiction has sine adapted new and more stringent local dust control ordinances, dust caotrol guidance, and enforcement agreements. An AQMD inspector has 3-19 Within the blowsand hazard zone is an "Active Blowsand-Zone." Blowsand reduction measures are requited for projects located within the 'Active Blowsand Zone." Vegetative planting has beet the most effective method of direct blowsand control and protection. Other possible methods include: walls, screens. fences, ground covers. soil stabilizers, and watering techniques. The project site is knitted within the "Active Blowsand Zone." The project site is also identified in the City of Ia Quinra Comprehensive General Plan "Wind Hazard Map" as being in an area where soils show distinct evidence of wind accuinniation. Areas exposed to erosive winds in the vicinity of the project she are subject to very severe wind erosion hazards, based on mapped soils that are highly to extremely erodible by wind. General Plan Policy 9 stases that all new development shall be required to minirnixe, to the greatest extent practical, blowsand and other wind erosion hazards affecting downwind properties. General Plan Program 9.1 states that developers shall be required to implement mitigation measures that reduce associated hazards to insignificant levels. 3.6 REGULATORY SETTING Federal Clean Air Act Requirements Section 110 of the federal Clean Air Act (CAA) requires that each State adopt a plan which provides for implementation, maintenance and enforcement of the primary and secondary national air quality standards in that state. That requirement is met by the State Implementation Plan (SIP). The federal CAA prohibits federal departments and agencies or other agencies from acting on behalf of the federal government. and the Metropolitan Planning Organization (MPG) from engaging in, supporting in any way, providing financial assistance for, licensing, permitting, or approving any activity that does not conform to the SIP. The Coachella Valley Association of Governments (CVAG) is the MPO for the Coachella Valley. Federal law requires that a proposed project conform with the SIP. The November 1990 amendments to the federal Clean Air Act (CAA) were intended to intensify air pollution control efforts across the nation. The CAA identified specific emission reduction goals. required both a demonstration of reasonable further progress (an incremental reduction in emissions of relevant air pollutants needed to ensure attainment of the national ambient air quality standards or NAAQS by the applicable date) and an attain- ment demonstration. and incorporates more stringent sanctions for failure to attain or to meet interim milestones. The California Clean Air Act The California Clean Air Act (CCAA), which is generally more stringent than the federal CAA, was signed into law in 1988 and amended in 1992. The CCAA divides nonattainment areas into categories with progressively more stringent requirements, based on pollutant levels monitored therein. The CCAA establishes a legal mandate to achieve health -based state air quality standards at the earliest practicable date that is generally more stringent than the federal CAA. Serious and above nonattainment areas are required to revise their AQMP to include specified emission reduction strategies and to tweet milestones in implementing emission controls and achieving better air quality. 3-16 The study area is located in the Coachella Valley, which is an extreme nonattainment area for ozone (based upon the state 1 -hour ozone standard). The ozone standard exceedance is attributed to pollutant transport from the South Coast Air Basin (SCAB). Since the SCAB is a nonattainment area for carbon monoxide, ozone, and PMro, the Coachella Valley may only be able to attain the ozone standard after the SCAB reduces emissions of ozone precursors (VOCs and NOx). Air Quality Management Plan (AQMP) It is the responsibility of the South Coast Air Quality Management District (SCAQMD) to lead the regional effort to attain the state and national AAQS. The SCAQMD is charged with developing and implementing the Air Quality Management Plan and reducing emissions from industries, some mobile sources, and consumer products. The purpose of the AQMP is to set forth a comprehensive program to lead the basin into compliance with all national and state air quality standards. Since local government provides the primary focus of land use and growth management decisions, no air quality management plan can succeed without the active participation of local government. Most of the control measures relating to local government are in the areas of trip reduction, energy conservation, and dust control. Consistent with the need to reduce emissions from mobile sources, many control measures identified focus on alternatives to current transportation strategies. Ride sharing, carpooling, flexible work schedules, parking management and the acquisition of clean - fueled fleet vehicles are a few of the transportation control measures to be considered for adoption by the cities and counties in the Basin. Also included are measures which call upon local jurisdictions to develop more efficient management programs for solid waste including: (1) recycling programs; (2) energy conservation programs; and (3) programs to reduce fugitive dust emissions. Nearly all of the measures call for the adoption of ordinances to implement control programs. Control strategies from the AQMP that should be considered for adoption by local govern- ments include: (1) emission reductions from paved roads, unpaved roads, unpaved parking lots and staging areas (SCAQMD Rule 403); (2) promotion of lighter color roofing and road materials and tree planting programs; (3) advanced transportation technology incentive programs such as telecommunications, advanced shuttle transit, zero -emission vehicles, alternative fuel vehicles and Intelligent Vehicle Highway Systems. It should be noted that local governments (cities and counties) are also responsible for participating in voluntary supportive programs (e.g. implementing transportation improve- ments called for in the AQMP, coordinating with CVAG regarding regional transportation projects, programs and plans that conform to the State Implementation Program. develop- ing and adopting ordinances to comply with the CMP). Most AQMP Transportation Control Measures included in the RTIP are designed to relieve congestion, reduce emissions from idling vehicles, and help maintain the CMP level of service standards. Local governments and CVAG should coordinate on trip reduction strategies to meet CMP trip reduction requirements. Compliance with the provisions of the federal CAA and CCAA is the primary focus of the latest Air Quality Management Plan developed by SCAQMD and SCAG. The 1997 AQMP included short-term, intermediate, and long-term control measures, and market-based incentive strategies to meet targets for emission reduction. The short-term measures identified specific control measures that involve existing technology. The control measures consisted mainly of: (1) stationary source controls that will be the subject of the SCAQMD 3-17 southwest corner of the intersection, in the City of Indian Wells. The Indian Wells Tennis Garden is located directly south of the Biola University. If sensitive receptors are located adjacent to a major intersection. carbon monoxide (CO) "hot spots" may occur during times of peak use. High levels of carbon monoxide are also associated with traffic congestion, and with idling or slow-moving vehicles, depending on the background CO concentration. Therefore, projects that could negatively impact levels of service at major intersections with nearby sensitive receptors must quantify and, if necessary, mitigate potential impacts. Since ambient carbon monoxide concentrations in the Coachella Valley are quite low, it is unlikely that a CO "hot spot" exists locally. Since significant localized project impacts could occur if carbon monoxide standard exceedances are projected at sensitive receptor locations adjacent to roadways serving project -related traffic, future carbon monoxide concentrations were modeled adjacent to the intersection of Washington Street and Fred Waring Drive. Emissions from future traffic volumes with and without project -related traffic were modeled adjacent to the southeast comer, where multiple -family residential land uses exist, to determine if the proposed project would make a substantial contribution to or cause an exceedance of the one-hour and 8 -hour carbon monoxide standards. Refer to Section 43. (Long -Term Operational Impacts) for the results of the modeling. 3.5 LOCAL SOURCES OF AIR CONTAMINANTS The Coachella Valley is sparsely populated, with the largest urban area represented by Palm Springs. Industrial sources in the Coachella Valley are generally limited and localized. The number of land development projects in the Coachella Valley has increased dramatically over the last few years, as the local economy has improved and population growth has accelerated. Not surprisingly, the number of public complaints regarding fugitive dust emissions at building and development sites and farms has also increased. Blowsand is the most severe form of wind erosion, occurring when barren sand or sandy loam soils are exposed to high winds, in the absence of moisture. Blowsand can cause significant property damage and expensive clean-up procedures. It contributes to high suspended particulate levels and associated respiratory problems for sensitive receptors. Mho in the Coachella Valley comes mostly from locally generated fugitive dust produced by both human activities (on -road and off-road vehicles, construction activities and farming) and natural occurrences (sand and dust storms when winds exceed 25 mph). The highest PMto concentrations are typically found in the summer, when hot dry weather produces more dust. Controlling the blowsand problem is intended: (1) to protect the health, safety and general welfare of any current or future residents of the blowsand hazard zone; (2) to provide for the protection of adjacent property owners who are subject to soil erosion and/or soil accumulation resulting from development activities within the blowsand hazard zone; and (3) to rninimi7P the public cost of removing accumulated sand on public roads. As shown in Figure 3-5, the project site appears to be located inside the area designated by the Coachella Valley Association of Governments (CVAG) as a "Blowsand Hazard Zone."i i This zone is defined as ".. all land, by nature of its location or soil characteristics subject to real or potential sand accumulation and/or abrasion, or land which may cause sand damage to adjacent property." 11. CVAG;Final SIP for PM10 in the Coachella Valley, November 1990. 3-15 200 175 150 0 c 125 0 c 100 00 = 75 N £ 50 Tc M5- 2• -1 Figure 3-4 Coachella Valley PMio Data Maximum 24 -Hour Concentrations Ej Palm Springs ® Indio 0 2004 2005 Year 2006 24 -Hour PMio Samples Exceeding State Standard 100-" L 4# ® Palm Springs ® Indio 8 8 Federal Standard (150 ug/m3) State Standard (50 ug/m3) 2004 2005 2006 Year IgrrE.,tdo Engineering Source: SCAOMD Air Monitoring Data mean (10.6 ug/m3) occurred in Indio in 2004. It represented nearly 71 percent of the national standard of 15 micrograms per cubic meter. Nitrogen Dioxide The national annual average nitrogen dioxide standard was not exceeded at the Palm Springs monitoring station between 2004 and 2006 and the concentrations monitored comprised only 24 percent of the national standard. Similarly, the state 1 -hour nitrogen dioxide standard was not exceeded. The maximum 1 -hour NO2 concentration monitored was 0.10 ppm, which represents 40 percent of the standard (0.25 ppm). Carbon Monoxide The state and national carbon monoxide standards were not exceeded at the Palm Springs station between 2004 and 2006. The highest CO concentration measured during the last three years was 0.85 ppm (8 -hour average). This value represents 9.4 percent of the 9.0 ppm stare standard and less than 9 percent of the national standard. The highest one-hour average carbon monoxide concentration monitored during the last three years in the Coachella Valley was 2.0 ppm. This concentration is ten percent of the 20 ppm state standard. Other Criteria Pollutants Sulfur dioxide and lead are not monitored in the Coachella Valley. Lead concentrations dropped dramatically fallowing the phase our of leaded gasoline. National sulfur dioxide standards were last exceeded in the 1960's and the state standards were last exceeded in 1990 in Los Angeles County. These pollutants are not of concern to the SCAQMD or the California Air Resources Board (CARB) in the Coachella Valley. 3.4 EXISTING SENSITIVE RECEPTORS A sensitive receptor is a person in the population whe is particularly susceptible (i.e. more susceptible than the population at large) to health effects due to exposure to an air contaminant. Sensitive receptors and the facilities that house them are of particular concern if they are located in proximity to localized carbon monoxide sources, toxic air contaminants, or odors. Land uses considered by the SCAQMD to be sensitive receptors include the following: residences, long-term health care facilities, schools, rehabilitation centers, playgrounds, convalescent centers, child care centers, retirement homes, and athletic facilities. The project site is currently undeveloped. The newly constructed Colonel Mitchell Paige Middle School is located directly adjacent to the northern boundary of the project site, as shown in Figure 2-2. This school takes access from the newly constructed extension of Palm Royale Drive. Northeast of the Colonel Mitchell Paige Middle School, the Desert Sunrise High School is under construction as a continuation high school. A single-family residential subdivision is locatr d east of the project site, with access to Palm Royale Drive via Rome Drive. Rome Drive is an east/west roadway located north of Fred Waring Drive, opposite the proposed full -tarn site access. The Palm Royale Country Club, a golf course and multifamily residential development, is located on the southeast corner of the intersection of Washington Street and Fred Waring Drive. The area north of Fred Waring Drive and west of Washington Street is in the City of Palm Desert and developed as the Desert Breezes Resort/Residential and vacation timeshare units. The Biola University/Southwest Community Church is located on the 3-14 Figure 3-3 Coachella Valley Ozone Data Maximum Hourly Ozone Concentrations 0 N 50 - O 0 • 0 • 40 - • U c Ow m 330-- in m c eco 8 2 20 - o co E 10- � z _ 2004 2005 Year 2006 Days Exceeding State Ozone Standard ® Palm Springs ® Indio Federal Standard (.12 ppm) State Standard (.O9 ppm) itEr240 Engineering 2004 2005 Year 2006 Source: SCAQMD Air Quality Data In 1996, the SCAQMD asked the EPA to re -designate the Coachella Valley as a PMio attainmeet area, when the 3 -year average PM to concentration dropped below the annual average standard of 56 micrograms per cubic meter of air. A PMtO maintenance plan for the Coachella Valley was developed es a separate plan from the 1997 AQMP. The number of land development projects in the Coachella Valley has increased dramatically over the last few years, as the local economy has improved and population growth has accelerated. Not surprisingly, the number of public complaints regarding fugitive dust emissions at building and development sites and farms also increased. In response, the SCAQMD assigned a full-time air quality inspector to the Coachella Valley in 2001 to enforce fugitive dust regulations and educate businesses and local governments on SCAQMD requirements regarding PMtn. PMio monitoring in the Coachella Valley indicated that Palm Springs had briefly attained the national PMio standard. However, Indio typically had higher PMrc concentrations because of its location downwind of many of the dust sources in the Coachella Valley. In addition, rapid development in Indio, including the disturbance and grading of vacant undeveloped land, has caused the localized dispersal of fugitive dust and sand particles into the atmosphere and increased the potential for wind erosion. Figure 3-4 depicts the percentage of PMio samples exceeding the state 24-hour standard from 2004 through 2006 as well as the maximum 24-hour PMio concentrations in the Coachella Valley. As shown therein, the PMLO concentrations sampled exceeded the California 24-hour standard on 4 days in Palm Springs and are estimated to exceed the standard on 4 percent of the days there. The PMt0 concentrations sampled exceeded the California 24-hour standard on 63 days in Indio and are estimated to exceed the standard on nearly 27 percent of the days there. The maximum 24-hour PMin concentration monitored in Palm Springs was 79 micrograms per cubic meter, which exceeded the state standard of 50 micrograms per cubic meter by 58 percent. la Indio, the maximum 24 -hoar PMio concentration monitored was 106 micrograms per cubic meter (more than twice the state standard). The annual average (AAM) PM to concentration exceeded the state standard of 20 micrograms per cubic meter in Iudio during 2004, 2005. and 2005. The annual average PMia concentration also exceeded the state standard in Palm Springs in 2004 and 2005. The data from Palm Springs for 2006 was incomplete. The highest annual average PMio concentration monitored in Palm Springs was 26A micrograms per cubic meter, which exceeded the standard by 32 percent. The highest annual average PMtoconcentration monitored in Indio was 45.7 micrograms per cubic meter (23 times the stare standard). The national 24-hour Mho standard of 150 uglm3 was not exceeded between 2004 and 2006 in India. The PMio concentrations in Tndio peaked in 2003 (as construction activities peaked) and then dropped in 2004,2005, and 2006. Given the recent data. the SCAQMD requested an extension from the EPA to 2006 for the Coachella Valley to demonstrate PM to attainment - Fine Particulate Matter (PM2S) The PM2s standards were not exceeded at the Palm Springs monitoring station between 2004 and 2006. The highest 24-hour concentration measured at the Indio monitoring station was 44.4 ug/m3 in 2005. This daily concentration comprises nearly 68 percent of the national standard (>65 micrograms per cubic meter). The highest annual arithmetic 3-13 Figure 3-2 Annual Surface Wind Rose Summary (Thermal) 11.2% 5.5% Note: Bar thickness represents percent of predominant wind direction. Bar length indicates wind speed. Calm = 2.0% of time. Mean Speed = 8.1 mph. Endo Engineering the relevant state and federal standards in the Riverside County portion of the Salton Sea Air Basin. Ozone Ozone air quality trends since 1976 for the Coachella -San Jacinto area indicate a downward trend in the number of days exceeding the national 1 -hour ozone standard. This has occurred despite the fact that population growth in the Coachella Valley over this period has been dramatic. Figure 3-3 depicts the number of days from 2004 through 2006 exceeding the one-hour state ozoue standard as well as the maximum hourly ozone concentrations at the Coachella Valley ambient air monitoring stations in Indio and Palm Springs. Ozone levels exceeded the state one-hour standard (0.09 ppm) on 10 percent of the days monitored in Palm Springs and 4 percent of the days in Indio. The maximum one-hour ozone concentration measured was 0.139 parts per million (ppm) in Palm Springs and 0.114 ppm in Indio. This exceeded the national standard by 15.8 percent in Palm Springs, and exceeded the state standard by 54 percent. Although the national one-hour ozone standard (a.€2 ppm) was not exceeded in Indio, it was exceeded on 7 days in Palm Springs. No ozone episodes were declared at either air monitoring station during these three years. The 8 -hour average ozone concentrations monitored in Indio exceeded the national standard (0.08 ppm) on 43 days (four percent of the days monitored) during the three-year interval from 2004 through 2006. The highest 8 -hour average ozone level found in Indio exceeded the national standard by nearly 24 percent. By comparison, the 8 -hour average ozone concentrations monitored in Palm Springs exceeded the national standard (0.08 ppm) on 90 days (8 percent of the days monitored). The highest 8 -hour average ozone concentration monitored in Palm Springs exceeded the national standard by 45 percent. Particulate Matter (PMto) PM to in the Coachella Valley comes mostly from locally generated fugitive dust produced by both human activities (on -road and off-road vehicles, construction activities and farming) and natural occurrences (sand and dust storms when winds exceed 25 mph). The highest PM to concentrations are typically found in the summer, when hot dry weather produces more dust. The SCAQMD identified the open sources of fugitive dust (Philo) emissions throughout Riverside County in I987 and projected emissions associated with each of them for the year 2010. Although natural unspecified sources comprised over 65 percent of the open area source PMio emissions in 1987 (followed by paved roads at 14 percent. and construction at 10 percent), by the year 2010, this situation was projected to change dramatically and the primary open area source category was projected to be construction (at more than 59 pen:ent),Io The Coachella Valley is classified by the Environmental Protection Agency (EPA) as a "serious" noaattainment area for PMio. which means that the valley has violated national health -based standards for particulate matter. The AQMD and CV AG adopted a comprehensive dust control plan (the Coachella Valley PMio SIP) in 1990 that has been updated several times since that time. Under that plan, local governments adopted dust control ordinances and implemented extensive dust control programs. 10. SCAQMD; AQMP Draft Technical Report III -F Inventory of PMIO Emission, December 1990. 3-12 AU of the emission control programs implemented for the 1 -hour ozone standard have contributed to progress on meeting the new 8 -hour standard. which is more stringent. The 8 -hour ozone standard is more health protective and will require more emission reductions and time to achieve than the 1 -hour standard. More areas in the SCAB are expected to be designated nonattainment for the new 8 -hour ozone standard than for the 1 -hour standard. An unusually strong high pressure system during the summer of 2003 created conditions that produced some of the worst air quality (in terms of high ozone concentrations) in the SCAB in many years. More days with the potential to create high ozone levels occurred in 2003 than in any of the previous 24 years. The result was more days above the federal 1 -hour ozone standard than in any of the previous five years and the trst Stage One ozone episode on July 11.2003 (ix., 020 pprn orconcenon) since 1998. In 1998, five more Stage One ozone episodes were carder milder weather conditions. By early August in 2003, air quality in the SCAB had exceeded federal health -based standards on 44 days, nearly twice the number in August of 2002. Thus, 1 -hour ozone standard exceedances are generated in the SCAB when adverse weather conditions occur, despite the progress made toward attainment. Suspended Particulate Matter Trends in the SCAB In the SCAB. PM to is a complex problem because contributions come from a wide variety of emission sources. Virtually all areas in California exceed the state PM to standards. Nevertheless. progress has been made toward attaining the federal PMro standard in several areas, especially those with fugitive dust problems, PMw concentrations in the SCAB are declining and the Basin is on track toward its federal PMro attainment deadline of 2006. There has been a 70 percent decrease in the number of days per year above the standard in the SCAB. The SCAB effectively attains the federal 24-hour PMro standard, with a few remaining exceedances in recent years due to natural windblown dust events. In 2003, the SCAB updated their State Implementation Plan (SIP) with additional control measures for PMro. Annual average PMro concentrations in the SCAB have shown a decrease of 25 percent since 1990. Weather patents can influence the year-to-year variability in annual average PMto concentrations. Similarly, emission control programs have reduced directly emitted PMes concentrations (and the combusdon-related precursor emissions that form secondary particulates) by 20 to 30 percent since 1988. Other Regional Pollutant Trends The state carbon monoxide standard has been attained statewide, with two exceptions. One localized area within the SCAB is an exception and the other exception is Calexico. State standards for other criteria pollutants including NO2, SO2 and lead have been attained statewide. 33 LOCAL CLIMATE AND Am QUALITY Local Climate and Meteorology The study area is located in the Coachella Valley, an arid desert region with a climate characterized by low annual rainfall, low humidity. hot days and very cool nights. The climatological mons at the Indio Fare Station and in Thermal are closest to the project site. 3-10 The annual precipitation monitored during 2001 in Indio was 1.04 inches, which was 2.77 inches below the average annual rainfall total of 3.81 inches. Although the annual precipitation data for the year 2001 did not include data for the month of April, historically an average of 0.07 inches of precipitation occurs in Indio in April. In 2001, the average temperature was 722 degrees Fahrenheit in Thermal. 02 degrees below notal. Temperature extremes in Thermal ranged from 25 degrees Fahrenheit in December to 118 degrees Fahrenheit on July 2.8 Wind direction and speed (which in tum affect atmospheric stability) are the most important climatological elements affecting ambient air quality within the planning area. The prevailing wind direction in Thermal is predominantly from the northwest. The annual mean wind speed is 8.1 miles per hour. Calm conditions occur 2.0 percent of the time in Thermal, as shown in Figure 3-2. Desert regions are generally windy because m+niival friction is generated between the moving air and the low, sparse vegetation. This allows the wind to maintain its speed crossing the desert plains. Je addition, the rapid daytime heating of the air closest to the desert surface leads to convective activity and the exchange of surface air for upper air, which accelerates surface winds during the warm part of the day. Rapid cooling at night in the surface layers during the winter months results in a high frequency of calm winds.§ Since the dominant daytime onshore wind pattern follows the peak navel period (6:00 a.m. through 9:00 a.m.) in the Los Angeles/Orange County area, during periods of low inversions and low wind speeds, the photochemical smog formed in these areas is transported downwind into Riverside County, San Bernardino County and the Coacbella Valley. Peak oxidant levels occur in the late afternoon and evening (between 4 p.m. and 8 p.m.), as pollutants are blown through the San Gorgonio Pass. Oxidant conn ntntr tions in the 50 - mile long and 20 -mile wide Coachella Valley are highest, closest to the South Coast Air Basin, and decrease steadily as the air mass moves east from Banning to Palm Springs and then Indio. Surface -based inversions in the Coachella Valley are prevalent at night throughout the year and usually persist into the day during the winter months. Inversion conditions are associ- ated with degraded air quality because the surface air is prevented from rising and dissipat- ing issipating the air pollutants that accumulate throughout the day. Radiation inversions are prevalent at night throughout the year. They limit the mixing in the lower atmosphere to a height of 200 to 2,000 feet. They persist through much of the day in winter but are destroyed early in the day in summer. Local Ambient Air Quality The South Coast Air Quality Management District maintains ambient air quality monitoring stations at numerous locations. The project site is located within the Coachella Valley which is Source Receptor Area (SRA) 30. The SRA 30 monitoring stations are located in the City of Palm Springs and the City of Indio. The 2004 through 2006 ambient air quality data (which is included in Appendix B) indicates that only ozone and PM to have exceeded 8. NOAA; Climatological Data Annual Summary, California, 2001. 9. California Air Resources Board; Climate of the Southeast Desert Air Basin, January, 1990. 3-11 • off-gasing emissions from architectural coatings used for buildings and paving materials used for roadway improvements. For a °worst case short-term impact assessment, it was assumed that grading activities could begin in July of 2008 and extend for approximately six months. The entire 24.88 - ane project site will require grading. Cut and fill quantities will nearly be balanced onsite. It is estimated that 1,000 cubic yards of import may be necessary. During the grading activities. the maximum acreage disturbed per day is expected to be approximately 25 percent of the site (6.25 acres). Building construction equipment on-site will typically operate eight hours per day and six days per week fora period of approximately six months, following the grading phase. To implement the project, paving activities are expected to occur over a period of ten days and cover a total area of approximately 13.22 acres. Widening of the abutting roadways will be required and the site access drives and parking areas will need to be paved. Architectural coatings will be applied as each development phase nears completion. The application of architectural coatings is expected to require a total of 30 days, with three additional days assumed for drying of the interior and exterior coatings. Build out and full occupancy of the site was assumed to occur in the year 2010. Computer Modeling URBEMIS 2002 is a computer model developed as a tool to estimate emissions for land use development projects for many California air quality management and air pollution control districts and the California Air Resources Board? Short-term construction emissions can be estimated with the URBEMIS 2002 computer model (Version 7A) for site grading and building construction during summer days, winter days and on an annual basis. These emissions estimates include: fugitive dust (from sire grading), on -road diesel exhaust (associated with any removal of demolition debris or excess fill material from site grading), off-road diesel emissions (associated with site grading and building cons ruction), worker commute trips (during each phase of construction), and off-gasing (daring architectural coating and paving activities). Non -Mitigated Emissions Estimates The SCAQMD requires any emission reductions resulting from existing rules or ordinances to be calculated as part of the project's non-atitigated crnissions 4 Once a project's non - mitigated emissions have been calculated (as shown in Table 4-2) additional mitigation measures may be applied to reduce any potentially significant air quality impacts and identify net project emissions. CEQA requires that all feasible measures that go beyond what is required by law be utilized during project construction and operation to minimize or eliminate significant adverse air quality impacts? Feasible mitigation measures may be identified by the applicant and/or the City of La Quinta to reduce the significant impacts identified in Table 4-2. Those measures which are legally mandated and therefore required of all developments by applicable ordinances, rules. and regulations, are not considered mitigation. 3. Jones & Stokes Associates; URBEMIS 2002 For Windows With Enhanced Construction Module; (Version 7.42) May, 2003 and EMFAC 2002 Version 22. 4. SCAQMD, CEQA Air Quality Handbook, 1993, pg. 9-2 5. Ms. Susan Nakamura, Planning & Rules Manager, Planning, Rule Development & Area Sources Department of the SCAQMD, Correspondence dated May 1, 2007. 4-4 Table 4-2 Peak Day Non -Mitigated Construction Emissions Estimatesa (Pounds/Day) Emissions Source ROG NOx CO SO2 PM10 SITE GRADING PHASE - Fugitive Dust - - - - 45.74 - Off -Road Diesel 27.19 170.15 228.86 - 6.59 - On -Road Diesel 0.01 0.18 0.03 0.00 0.00 - Worker Trips 020 023 0.00 0.02 Subtotal 27.40 17056 _4.97 233.86 0.00 52.35 BUILDING CONSIRUCrION Construction Process - Off -Road Diesel 9.10 60.67 73.32 - 2.41 - Worker Trips 047 0.26 6.18 0.00 0.11 Subtotal 9.57 60.93 7930 0.00 2.52 Architectural Coatings - Off-Gasing 262.84 - Worker Trips 0.45 0.23 6.18 0.00 0.11 Subtotal 26329 023 6.18 000 0.11 Asphalt Paving - Off-Gasing 3.15 - - - - - Off -Road Diesel 8.64 51.80 72.84 - 1.62 - On -Road Diesel 036 8.07 2 A7 0.02 025 - Worker Trips 0.03 0.01 038 0.00 0.01 Subtotal 1238 59.88 7529 0.02 1.88 MAXIMUM ALLPHASEsb 26329 17036 233.86 0.02 52.35 SCAQMD THRESHOLD 75 100 550 150 150 THRESHOLD EXCEEDED Yes Yes No No No a. Rcicr to Appendix C for the (JRBEMLS 2002 printouts. The omrmingated PMto emissions include exhaust and fugitive dust emis9inns. assuming 625 acres per day are disturbed during gig. Twice daily watering of exposed surfaces was assumed as well as reduced speeds to Icss than 15 mph ort unpaved surfaces on -sire. The earthwork quantities will not be balanced on-site. Approximately 1322 amen will be paved on-site over 10 days. Architecmu'sm coatings will be applied during acoosblaed total of 30 working days during the building phase (cot 30 consecutive days). b. Building construction activities were assumed to acasr in several phases. The maximum emission projections for any phase are shown. Not all building activities will occur simultaneously on-site. The non -mitigated emissions shown in Table 4-2 reflect the fact that the City of La Quints will use its discretionary permit authority to place conditions of approval on the proposed project which require compliance with all applicable policies. rules, regulations and ordinances. Standard Conditions of approval required of all developments (Le_ the watering of exposed surfaces twice daily and the reduction of vehicle speeds to 15 mph or less on unpaved surfaces) were assumed to develop the non -mitigated project emissions 4-5 estimates. The emissions projections included in Table 4-2 incorporate site specific construction details, where available, and assume default values for input parameters where site specific information is not currently known. The assumptions and URBEMIS 2002 worksheets are provided in Appendix C. As shown in Table 4-2, construction activities undertaken to implement the proposed project will cause temporary increases in localized ROG, NOx, CO. SO2 and PMio emissions and concentrations in the project vicinity. The primary sources of construction - related emissions on-site will be: (1) NOx emitted by diesel -powered heavy -ditty off-road mobile construction equipment; (2) ROG off-gasing associated with the application of architectural coatings and asphalt paving; and (3) PMio generated during site grading operations. Exhaust emissions during the construction activities envisioned on site would vary daily, as required construction equipment and activity levels change. The resulting air pollutant concentration increases will depend on several factors including the soil composition and moisture content. the amount of grading required and underway at any one time, wind speeds, the number and type of machinery used at any given point in time, and the construction schedule (i.e., the scheduling of concurrent construction processes and phases). On a peak day during the grading phase, the off-road diesel and worker commute emissions generated at the project site are projected to include: 27 pounds of ROG, 171 pounds of NOx, 234 pounds of CO, and 7 pounds of PMIO. In addition. the active soil disturbance associated with earthwork activities would generate an estimated 46 pounds of fugitive dust per day. Assuming that 6.25 acres on-site are disturbed per day by six scrapers, the non -mitigated NOx emissions during the six month grading phase are projected to exceed the SCAQMD daily significance threshold of significance by approximately 71 percent. On a peak construction day after grading is completed, the maximum air pollutant emissions associated with building construction activities are projected to total approximately 14 pounds of ROG. 61 pounds of NOx, SO pounds of CO, and 3 pounds of PMio. Emissions at this rate would not exceed the SCAQMD daily significance thresholds during the building activities. However, these emission rates assume that no architectural coatings will be applied concurrently with full-scale building activities and that paving activities are not underway on-site. To determine whether or not project -related construction activities would exceed the quarterly significance threshold criteria, the non -mitigated quarterly construction emissions estimates associated with the proposed project were estimated, as shown in Table 4-3. It should be noted that the values shown therein reflect peak -day grading and building construction emissions from Table 4-2, expanded to reflect an interval of 65 working days. The atchitecttud coating emissions shown in Table 4-3 reflect a 30 -day application period, whereas the paving emissions shown reflect a 10 -day paving interval. Whether or not the SCAQMD quarterly threshold criteria are exceeded during any given quarter will depend upon the construction schedule and the type and number of construction equipment active on-site over the course of that quarter. It may be concluded from Table 4-3 that if six scrapers are utilized during grading and disturb up to 6_25 acres per day, the resulting NOx emissions will be more than twice the quarterly SCAQMD threshold of significance for NOx. The SCAQMD quarterly significance threshold criteria for ROG should not be exceeded during full-scale building activities, unless architectural coating activities are scheduled to be underway on both the retail and office buildings 4-6 concurrently and extend for a period of more than 15 days. Architectural coatings will be applied on a combined total of 30 working days throughout the 1S -month building phase. The coatings will be applied to the commercial buildings first. The office buildings will be coated later, ata time when some of the building equipment used in the beginning of the construction process may no longer be active on-site. Table 4-3 Non -Mitigated Quarterly Construction Emissions Estimatesa (Tons/Quarter) Emissions Source ROG NOx CO PMio Grading Phaseb - Grading Dust and Exhaust (65 Days) 0.89 5 54 7.60 1.70 Building Construction Phasee - Building Construction (65 Days) 031 1.98 2.58 0.08 - Architectural Coating (30 Days) 3.95 0.00 0.09 0.00 - Asphalt Paving (10 Days) 0.06 0.30 038 0.01 Subtotal 4.32 228 3.05 0.09 SCAQMD Threshold 2.50 250 24.75 6.75 Threshold Exceeded Yes Yes No No a. The non -mitigated quarterly emissions estimates include only working days (65 days per quarter). b. The values shown reflect emissions with site grading activities extending for an entire: quarter. c. The values shown reflect emissions if the building activities extend over the entire quarter and reflect the maximum daily emissions associated with all building sub -phases over the intervals shown in parentheses. Some of the building equipment used in the beginning of the construction process may 110 longer be active on-site when the architectural coating and paving activities occur. Since the office uses will be constructed after the commercial uses, the 30 days of architectural coaling activity should not all occur in the same quarter. Current research regarding the health effects of particulate exposure suggests that the most adverse effects derive from ultra -small diameter particulate matter comprised of chemically reactive pollutants (such as sulfates, nitrates or organic material). Construction activities generate many larger particles which will remain suspended for a relatively short period of time. Relatively little constriction activity particulate matter is in the PMzs size range, which has demonstrated adverse health effects. The fugitive dust created by construction activities (primarily PMio generated by soil disturbance) is more chemically benign than urban atmospheric PM2s and is more readily filtered by human breathing passages. These larger dust particles will settle on parked cars, swimming pools, outdoor landscaping, and street furniture, creating a soiling nuisance but will exhibit less potential for adverse health hazards than urban atmospheric PM2s. The nuisance potential will tend to be highly localized and in very close proximity to the project site. To rninimi7P the potential for this type of construction -related impact, regular watering to stabilize the disturbed surfaces on-site (particularly during periods of high wind) and other fugitive dust control measures will be implemented, as specified in the "Fugitive Dust Control Plan" to be submitted to and approved by the City of Le Quints, prior to the initiation of earth- moving activities on-site. 4-7 Significance of Short -Term Impacts Air pollutant emissions generated by construction activities are difficult 00 accurately quantify, since the type and amount of equipment that will be used and the acreage that may be disturbed on any given day is not known with any reasonable certainty. Therefore. the emphasis in the environmental process is on minimizing the emissions as fully as possible through comprehensive mitigation strategies. even though the exact emissions cannot be precisely quantified. The proposed project has the potential W exceed the SCAQMD daily and quarterly construction emission thresholds of significance for ROG and NOx during on-site construction activities. It does not appear to be feasible to mitigate NOx emissions sufficiently to achieve a less -than -significant impact without substantially reducing the number of scrapers used on-site during grading activities. However. the magnitude of the ROG emissions indicates that mitigation to a level of insignificance may be feasible though compliance with applicable policies, rules, regulations and ordinances (including the application of low VOC architectural coatings) in addition to careful scheduling of the architectural coating activities during the construction process. To be effective, a construction schedule would need to be carefully designed to ensure that only the construction equipment required for any particular building activity is operational on-site at any given time. The schedule would need to substantially reduce the number of scrapers used concurrently during grading activities and minimi the area disturbed on -Site at any given time. The application of architectural coatings would need to occur over a longer period of time and occur on a maximum of fifteen days per quarter. Building materials which require very little in the way of architectural coatings (such as those delivered to the site pre -primed or painted outside of the Salton Sea Air Basin) may need to be used to reduce daily ROG emissioas to a level of insignificance. 43 LONG-TERM OPERATIONAL IMPACTS Criteria Air Pollutant Emission Projections A variety of emissions will be produced by the day-to-day operation of the proposed development. Emission projections were made for the project build -out year (2010) with the i3RBEHIIS 2002 model which utilizes EMFAC 2002 emission factors. The input assumptions utilized and model output sheets are provided in Appendix C. The results are summarized in Table 4-4 for a summer day and a winter day, siace motor vehicle emissions of some of the criteria pollutants vary with the ambient temperature. Operational emissions associated with the proposed project will include motor vehicle emissions and area source emissions. The motor vehicle emissions projections include: ninning exhaust, tire wear particulates, brake wear particulates, variable starts, hot soaks, diurnal emissions, resting losses and evaporative running losses. They assume PMto emissions associated with cars traveling over only paved streets. Only a small fraction of the project -related operational emissions would be area source emissions. Area source emissions include fuel cotnbnstion for space and water beating. fuel combustion for landscape maintenance, and consumer product emissions from air fresheners, automotive products. household cleaners, personal care products, and the application of architectural coaffts to the inside and outside of residences and commercial properties. 4-8 Table 4-4 Project Buildout Operational Air Pollutant Emissionsa (Year 2010 Pounds/Day) Emissions Source ROG NOx CO SO2 PMIo Summer Day - Motor Vehicles 46.89 48.48 507.14 036 53.75 - Area Sources 3.29 Negl. Negl. Negl. Negl. Total 50.18 48.48 507.14 036 53.75 Winter Day - Motor Vehicles 48.05 62.73 469.79 0.29 53.75 - Area Sources 3.29 Negl. Negl. Negl. Negl. Total 5134 62.73 469.79 0.29 53.75 SCAQMD Threshold 75 100 550 150 150 Threshold Exceeded No No No No No a. Sac Apnea utix C for LfRBSNIIS 2002 (Version 8.7.0) output which al lines EMFAC 2002 Version 22. Motor vehicle emissions were based on a project -related trip getter -anew Of 10,380 average daily Lips and included corrections for passby pips. Worker cot m tie nips were assumed to represent 7 percent of the medical ofrrce trips.25 percent of the convalescent rare trips, and 2 percent of the commercial trips. 'Upon full occupancy in the year 2010, the proposed project is expected to generate up to 507 pounds of carbon monoxide, 51 pounds of reactive organic gases, 63 pounds of NOx, 54 pounds of Mlle and less than one pound of SOx, daily. Project -related menu vehicle and area source emissions are not projected to exceed any of the SCAQMD operational emission significance thresholds on summer days or on winter days. Carbon Monoxide "Hot Spat" Analysis Future carbon monoxide levels in the project vicinity during peak hour traffic were assessed with the CALINE 4 computer model at the interaction most heavily used by project -related traffic that has adjacent residential development that is occupied by sensitive receptors. The intersection of Washington Street and Fred Waring Drive was modeled with year 2010 and year 2020 traffic volumes (with and without the proposed project) as shown in Table 4-5. All other intersections with adjacent sensitive receptors carrying project - related traffic will experience smaller increases in carbon monoxide levels than those shown in Table 4-5. Peak hour traffic in the year 20I0 would contribute up to 15 ppm (over a 1 -hour period) and up to 09 ppm (over an 8 -hour period) to the carbon monoxide concentrations at the closest sensitive receptor near the intersection of Washington Street and Fred Waring Drive (on the northwest and southeast comers). The highest carbon monoxide concentration expected at the nearest sensitive receptor under year 2010 ambient conditions is projected m 4-9 be 45 ppm over a 1 -hour averaging period and 22 ppm over an S -hour av g period. With the proposed development, traffic volumes would increase, but not su iiciendy to change the carbon monoxide levels at receptors near this intersection by even 0.1 ppm. Changes in carbon monoxide concentrations of this magnitude are not significant. Table 4-5 Projected Future Carbon Monoxide Concentrationsa Near the Intersection of Washington Street and Fred Waring Drive Future Scenario 1 -Hour Average" 8 -Hour Average" Year 2010 No -Project - Year 2010 CO Background' - Ambient Traffic Contribution 2010 No -Project Total Concentration 3.0 ppm 15 ppm 13 spm 0.9 pptna 45 ppm 2.2 ppm Year 2010+Project - Year 2010 CO Background' - Ambient Traffic Contribution 2010+Project Total Concentration 3.0 ppm 1.5 ppm 13 ppm 0.9 opted 45 ppm 22 ppm Year 2020 No -Project - Year 2020 CO Background' - Ambient Traffic Contribution 2020 No -Project Total Concentration 3.0 ppm 0.7 ppm 13 ppm 0.4 ppmd 3.7 ppm 1.7 ppm Year 2020+Project -Year 2020 CO Background' - Ambient Traffic Contribution 2020+Project Total Concentration 3.0 ppm 0.7 ppm 3.7 ppm 13 ppm 0.4 ppmd 1.7 ppm State Standard Federal Standard 20.0 ppm 35.0 ppm 9.0 ppm 9.0 ppm a. Refer to Appendix C for the assumptions and CALIIVS 4 output sheets. b. Residential land uses are located on the southeast corner of the intersection. These concentrations reflect conditions at the closest sensitive residential receptor on the southeast corner (115 meters east of the centerline of Washington Street and 30 sorters south of the Fred Waring Dive centerline). c. The background CO caneentrauons were taken from the highest committatioe found in slat dna iter 204- 3005 on the SCAQMD web site per the "CEQA Handbook" Update (Revised August. 2003). The background concentration. when added to the CO concentration near the intersectioe. yields the totai CO concentration projected to occur in the vicinity. d. A persistence factor of 0.5 was tssbd to determine the 8 -hour CO concentrations from the 1 -hour values. A project has a significant impact if it interferes with the attainment of the state 1 -hour or 8 - hone carbon monoxide standards by either exceeding them or contributing to an existing or projected violation. Based upon the CO "hot spot' analysis, the proposed project will not interfere with the attainment of the state 1 -hour or 8 -hour carbon monoxide standards by 4-10 either exceeding them or contributing to an existing or projected violation at sensitive receptor locations. Future year 2010 carbon monoxide concentrations adjacent to the worst-case intersection modeled will represent up to 225 percent of the 20 ppm state standard and 13 percent of the 35 ppm federal standard (1 -hour average) with or without the proposed project. Projected 8 -hour carbon monoxide concentrations with the proposed development will represent less than 25 percent of the state and federal 8 -hour carbon monoxide standard. Future year 2020 carbon monoxide concentrations adjacent to the intersection of Washington Street and Fred Waring Drive will represent up to 18-5 percent of the 20 ppm state standard and up to 11 percent of the 35 ppm federal standard (1 -hour average) with or without the proposed project. Projected 8 -hour carbon monoxide concentrations with the proposed development will represent less than 19 percent of the state and federal 8 -hour carbon monoxide standard. Hazardous and Toxic Air Contaminants (TACs) Diesel -fueled engines have become the preferred heavy-duty power source for many functions in our society. Stationary and mobile diesel engines currently emit more than 28400 tons per year of diesel particulate matter in California. Diesel -fueled engines are commonly used to transport goods (including wholesale food distribution), grade sites prior to construction, construct new homes and businesses, and provide emergency power generation. The proposed commercial and office uses could introduce new sources of toxic air emissions. potentially increasing the exposure of residents, students, faculty, and employees to air taxies. Human exposure to toxic air contaminants can have potential health effects, depending on the nature and concentration of the toxic substance and the degree of exposure. Those with the greatest potential for exposure currently reside, attend classes or work at the middle school whose closest boundary would be located approximately 60 feet north of the market loading dock at its closest point. Emissions of diesel particulate mailer will occur from the following activities associated with the use of diesel -fueled commercial trucks to deliver groceries and other retail products to the site: (1) truck travel on arterials during transit to and from the site; (2) truck idling and movement on-site; (3) the operation of transport refrigeration units (TRUs) on-site by carriers using diesel -powered refrigeration systems on trucks andlor trailers to transport perishable goods. Medium and heavy-duty diesel vehicles will be used to deliver groceries and other retail products to the commercial development on-site. The diesel particulate emissions of these delivery vehicles along freeways and arterials while in transit to and from the site have been included in the operational emissions estimates shown in Table 4-4. The loading docks for the proposed market on-site appear place idling commercial diesel vehicles within 100 feet of the boundary of the Colonel Mitchell L. Paige Middle School. Retail grocery facilities typically schedule appointments for deliveries by large commercial vehicles to prevent more vehicles from arriving than can be accommodated by the available loading facilities. This Dal nimins the potential for large delivery trucks being required to park and idle on-site while awaiting entry to the loading docks. While groceries and other perishable goods are being transferred from delivery vehicles to the market, diesel -fueled transport refrigeration units may be operated m run cooling fans for perishable products. Electrical standby is not commonly provided because most TRUs are not equipped to operate on electrical standby and installation is costly. 4-11 Drivers of diesel -fueled commercial vehicles (with gross vehicular weight ratings greater than 10.000 pounds) are prohibited from idling for more than five consecutive minutes (or a combined total of more than five minutes in any one hour) at any location within 100 feet of a school boundary in California. The drivers of these diesel -powered commercial delivery vehicles are required to tura off their vehicle engine upon stopping at loading docks onsite within 100 feet of a school boundary and will be prohibited from starting their vehicle engine more than 30 seconds before beginning to depart'' Drivers of diesel - fueled commercial vehicles (with gross vehicular weight ratings greater than 10,000 pounds) are prohibited from idling the vehicle's primary engine for more than five minutes at any location per Section 2485 within Chapter 10, Article 1, Division 3 of ARB Title 13, California Code of Regulations. CARB airborne toxic control measures and regulations currently in effect for in -use diesel - fueled commercial vehicles and TRUs will limit the emissions of toxic air contaminants on- site. The low -emission performance standards that are being phased in over time for older TRUs require a diesel particulate matter emission reduction of at least 50 percent by 2008- 2009 and 65 percent by the year 2010. Seven years later C2015.20l6) newer T RUs will be required to meet more stringent ultra-low emission in -use performance standards designed to reduce emissions throughout California by an estimated 3,000 tons annually by the year 2020. Commercial facilities, such as solvent -based dry cleaners (those using perchloroethylene), and film processing may emit toxic air contaminants. However, the SCAQMD has adopted rules mandating that all new dry cleaning operations use alternatives to PCE and prohibiting the use of perchloroethylene in existing dry cleaning operations by the year 2020. Under most circumstances, existing controls can reduce potential impacts to less than significant levels. A detailed health risk assessment will be required by the SCAQMD if warranted to determine the potential health risk and feasible control measures. Any project that includes new, modified, or relocated stationary emission sources with the potential to emit TACs will need to obtain a Permit to Construct/Operate from the SCAQMD. Rule 201 (Permit to Construct) requires written authorization from the SCAQMD for construction of new equipment or stationary sources of air contaminants. Rule 203 (Permit to Operate) specifies the conditions under which a new permit unit ruay operate. Facilities and equipment that require permits from the SCAQMD are screened for risks from toxic emissions and are required to install Toxic Best Available Control Technology (T-BACT) to reduce the risks to levels below significant. If, after T-BACT is implemented, a significant impact remains, the District may deny a Permit to Construct/Operate. SCAQMD Rule 1401.1 includes requirements for new and relocated facilities emitting toxic air contaminants near schools. This rule will apply to any future on-site film processing facilities proposed within 1,000 feet of the outer boundary of a school. Applications for a 6. CARB, California Code of Regulations, Chapter 10 - Mobile Source Operational Controls, Article 1 - Motor Vehicles, Section 2480 Title 13. This airborne toxic control measure seeks to reduce public exposure (especially that of school -aged children) to diesel exhaust particulate matter and other toxic air contaminants by limiting unnecessary idling of commercial motor vehicles (with a gross vehicle weight rating of 10,001 pounds or more) within 100 feet of a school for more than five consecutive minutes or a combined period of more than five minutes in any one hour. The driver of a commercial vehicle must turn off the vehicle engine upon stopping and must not tum the vehicle engine on more than 30 seconds before beginning to depart. Failure to comply can result in a citation and a fine of one hundred dollars per violation. 4-12 Permit to Construct/Operate from such facilities would be evaluated under this rule if they were located at the drug store, approximately 650 feet from the closest school boundary. Best Available Control Technology for toxics will be required at the film processing facility on-site per applicable SCAQMD roles and regulations. If deemed necessary, the SCAQMD will impose and enforce strict limits on the construction and operation of this facility to ensure that the individual cancer risk thresholds identified in Rule 1401 are not exceeded at adjacent sensitive receptor locations as a result of this activity. In addition, the City of La Quinta will exercise their Conditional Use Permit authority to regulate the operation of this facility. With these safeguards implemented, the potential impact will be reduced to less than significant. Off-road mobile sources (such as forklifts, scrapers, backhoes, loaders, water trucks and other construction equipment) will emit toxic pollutants, including diesel particulate matter, which have associated health risks. Since a school boundary abuts the northern site boundary, scheduling the grading and construction activities during periods when the students and faculty would not be present at the school, to the extent feasible, would reduce the exposure of sensitive receptors to both TACs and criteria pollutants. During the site clearing, grading, and building construction activities on-site, the engines of all nonessential equipment powered by diesel -fueled engines should be turned off immediately, when not in use, to reduce air pollutant emissions in the vicinity of the adjacent schools and the surrounding residential community. Objectionable Odors Objectionable odors can be associated with toxic or non-toxic emissions. If a project is located near a school, the effects of project -related offensive odor emissions may be more pronounced because they may impact a considerable number of people, including children. If a project has the potential to cause an objectionable odor or other nuisance problem which could impact a residential area or a considerable number of sensitive receptors, under CEQA, it warrants close scrutiny. The SCAQMD has compiled a list of facilities and operations that tend to produce offensive odors. While almost any source may emit objectionable odors, commercial shopping centers and office buildings are not identified on the SCAQMD list as common sources of odor emissions. No operation or activity on-site shall cause the emission of any smoke, fly ash, dust, fumes, vapors, gases, odors, or other forms of air pollution which exceed the requirements of the SCAQMD, the AQMD, or the City of La Quinta General Plan and Municipal Code. All outdoor trash areas and waste bins shall be enclosed by a solid wall not less than six feet in height in accordance with Section 9.100.200 of the La Quinta Municipal Code. Each enclosure or container shall be designed and maintained to contain deposited material during windy periods and minimize litter, odor and other nuisances. Trash and any recyclables shall be collected regularly, per Ordinance 284. The SCAQMD recommends that lead agencies and project proponents initiate an early consultation process with the District if a sensitive receptor will be located within one- quarter mile of a new land use that emits toxic air contaminants or objectionable odors, to identify potential land use compatibility issues. In making a determination of odor significance, the distance between the odor source and the sensitive receptor must be considered. The commercial building refuse receptacles will be located on the western portion of the site, separated from the existing residential subdivision east of the site by the office buildings proposed and Palm Royale Drive. The residential community to the east is 4-13 located more than 100 feet to the west, on the opposite side of Washington Street. Existing homes to the south will be located on the opposite side of Fred Waring Drive. Transportation Infrastructure Impacts and CMP Any project which affects the regional transportation system will also affect air quality. Projects, such as land use development, that increase traffic volumes on already congested roadways, thereby reducing vehicle speeds and int Corking vehicle miles traveled, will result in an increase in mobile source emissions that could adversely affect regional air quality. The requirements of CEQA and the Congestion Management Program are closely linked. The intent of the CMP is to prompt reasonable growth management programs that alleviate traffic congestion and improve air quality by more directly linking land use, transportation. and air quality. It is the responsibility of local agencies, when reviewing and approving development proposals, to consider the traffic impacts on their portion of the CMP transportation system. In addition, consideration should be given to project -related improvements and contributions that would mitigate or measurably improve existing transportation deficiencies, thereby reducing traffic congestion, improving circulation. and contributing to improved air quality.' The project is an infill development which incorporates various design strategies that are sensitive to air quality issues such as incorporating mixed uses in the development (supportive commercial and office uses) which can reduce vehicle trips. The project incorporates pedestrian walkways and bicycle routes to facilitate walling and bicycling. Other design -related features that reduce air pollution include: the proper building orientation, adequate landscaping to maximize cooling benefits. the provision of office and retail employment opportunities in a "housing -rich" area to reduce worker commute distances. A traffic impact analysis has been prepared that identifies project -related circulation impacts and the specific improvements that will be necessary to achieve and maintain acceptable levels of service as well as the applicant's fair -share contribution to circulation improvements of area -wide benefit. The signalization of Palm Royale Drive at Fred Waring Drive will reduce vehicle queuing and congestion -related air pollutant emissions. The provision of an access point on Palm Royale Drive. opposite Rome Drive, may encourage residents of the subdivision to the east to walk or cycle to/from the site to take advantage of the available retail and employment opportunities. The improvements proposed for Washington Street and Fred Waring Drive (including roadway widening and the construction of a raised median with adequate turn bay storage lengths) should help alleviate the existing congestion on these roadways in the project vicinity. Significance of Long -Term Impacts The long-term impacts of the proposed project an local and regional air quality do not appear to be significant. Since the proposed project would provide commercial and office uses on-site, as permitted under the General Plan and Zoning designations, it appears to be generally consistent with the population and employment growth projections that form the basis of the Air Quality Management Plan and the Regional Growth Management Plan. Project -related operational emissions projections are not expected to exceed the SCAQMD operational emissions signifcaece thresholds. The proposed project is not projected to interfere with the attainment of the state 1 -hour or 8 -hour carbon monoxide standards by 7. SCAQMD, CEQA Air Quality Handbook, Version 2, July,1999, pg. 4-5 and 4-8. 4-14 either exceeding them or contributing to an existing or projected violation at sensitive receptor locations in the vicinity. Potential impacts associated with emissions of TACs and objectionable odors will be less than significant. 4.4 RELEVANT PLANNING PROGRAMS Air Quality Management Plan The purpose of a consistency fording is to determine whether or not a project is consistent with the assumptions and objectives of regional air quality plans. Based on this determina- tion, conclusions can be drawn regarding whether or not a specific project will interfere with the region's ability to comply with federal and state air quality standards. The consistency determination fulfills the CEQA goal of fully informing local agency decision makers of the environmental costs of projects under consideration early enough to ensure that air quality concerns are fully addressed. This allows decision makers to contribute to the clean air goals in the AQMP and the PMto SIP. When a project is inconsistent, local governments can consider project modifications or mitigation measures to eliminate the inconsistency. Since the La Quinta General Plan is the basis for the AQMP emissions inventories, it appears that the proposed project, which is consistent with the General Plan land use designation on-site, is consistent with the key underlying assumptions associated with the AQMP. State Implementation Plan for PMro in the Coachella Valley The proposed project will adhere to the provisions of the La Quinta Municipal Code to ensure that fugitive dust emissions are minimized during construction activities. This is a control measure outlined in the Coachella Valley PM10 SIP. Through the construction specifications, the project proponent will implement feasible PMio guidelines such as discontinuing grading when winds exceed 25 miles per hour. A PMio Fugitive Dust Control Plan will be developed by the project proponent and submitted to the City of La Quinta for review and approval, prior to the issuance of grading permits. It appears, therefore, that the proposed project is consistent with the Coachella Valley PMto SIP. SCAQMD Rules and Regulations The project proponent will comply with all applicable SCAQMD "Rules and Regulations". City of La Quinta Comprehensive General Plan The proposed project is consistent with the City's air quality goals as set forth in the City of La Quinta General Plan. State Energy Efficiency Standards (Title 24) will be implemented on-site during the construction process. The use of passive design concepts to increase energy efficiency will be encouraged. The applicant will comply with City requirements regarding bikeway and multi-purpose trail improvements on and/or adjacent to the site to encourage the use of alternative transportation modes. The PMio Fugitive Dust Control Plan developed by the project proponent for approval by the City of La Quinta will specify in detail each control measure to be implemented during construction activities on-site to minimize fugitive dust emissions. The most important control measures will be phased grading on-site (to minimize the off-road diesel exhaust emissions), frequent watering of exposed surfaces (to minimize fugitive dust emissions) and the phased application of architectural coatings (to minimize ROG emissions). 4-15 City of La Quints Municipal Code The project proponent will comply with all provisions of the La Quinta Municipal Code. Prior to the issuance of any grading permits associated with the project, a plan to control fugitive dust through implementation of reasonably available dust control measures shall be prepared and submitted to the City of La Quinta for review and approval. This will ensure that no debris is washed, blown by wind, or otherwise deposited onto streets or adjacent property. Special measures that may be required in addition to an on-site watering system will be outlined therein. 4.5 CUMULATIVE IMPACTS CEQA defines cumulative impacts as two or more individual effects which, when considered together, are either significant or "cumulatively considerable', meaning they add considerably to a significant environmental impact. The State CEQA Guidelines (Section 15355) state that cumulative impacts can result from individually minor but collectively significant projects. To be adequate, an assessment of cumulative impacts must consider a project in conjunction with other past. present. and reasonably foreseeable future projects whose impacts might compound those of the project being evaluated. Project emissions that are not consistent with the Air Quality Management Plan, the Coachella Valley Pito SIP. or exceed the SCAQMD significance thresholds will have a significant cumulative impact. The SCAQMD recommends using the mass daily regional significance thresholds as indicators of significance for both project -specific and cumulative impacts. Cumulative air quality impacts for any pollutant that exceeds the mass daily significance thresholds should be considered significant. This conclusion would be in addition to the conclusion that air quality impacts associated with the project are cumulatively considerable unless the project is consistent with the most recently adopted AQMP.8 Projects are considered consistent with the AQMD if they meet all of the following conditions: • The proposed project does not requite a change in the existing land use designation (e.g.. a General Plan Amendment or Zone Change), and projected emissions of ROG and NOx from the project are equal to or less than the emissions anticipated for the site if developed under the existing laud use designation; • The proposed project does not exceed the SCAQMD mass daily regional significance thresholds for project -specific impacts; • The Lead Agency required the project to implement applicable emission reduction measures contained in the AQMP; and • The project complies with all applicable SCAQMD rules and regulations. Any project that requires a General Plan Amendment or would provide directly or indirectly for increased population growth, above that projected in the adopted AQMP, would have a significant cumulative adverse air quality impact. The proposed project appears to be consistent with the existing General Plan and zoning designation. Projected emissions of ROG and NOx associated with the project equal the emissions anticipated for the site, if developed under the existing land use designation. 8. Mr. Steve Smith, Ph.D., SCAQMD Program Supervisor, CEQA Section, Correspondence dated November 9.2106_ 4-16 The project would result in a cumulatively considerable net increase of NOx and ROG emissions during construction activities. NOx and ROG are ozone precursors and the region is designated nonattainment for the one-hour ozone standard and serious nonattainmem for the 8 -hour ambient air quality standard. The cumulative impact of the proposed development on ambient air quality during construction will be significant, since NOx and ROG emissions are expected to exceed the SCAQMD daily and quarterly significance thresholds. Adherence to the SCAQMD "Rules and Regulations" and compliance with locally adopted AQMP and PMto SIP control measures will help reduce the pollutant burden of each cumulative development. Appropriate mitigation measures for cumulative impacts (such as the requirement of "Fugitive Dust Control Plans" prior to the issuance of grading permits) are required by the City of La Quinta and implemented through enfonxment of the Lo Quinta Municipal Code. Cumulative impacts on air quality were addressed in the carbon monoxide "hot spot" analysis. The year 2010 ambient traffic volumes modeled with the California Line Source Dispersion Model included the growth in background traffic volumes expected to occur in the project vicinity as well as the additional traffic that will result from cumulative developments in the area. The CALINE-4 modeling assumed background concentrations that included CO contributions from other sources. Traffic levels used in the model included all reasonably foreseeable projects that will contribute traffic to the intersections and road segments evaluated. Therefore. cumulative CO impacts have been accounted for in Section 4.3 (see Table 4-5). The project's cumulative impact on air pollutant concentrations at the intersections carrying the most project -related traffic is not expected to be significant. If the demand for the proposed land uses is not met at the project site, it will be met elsewhere in the Coachella Valley and have the same cumulative regional impact. These considerations should be taken into account by the Lead Agency in determining whether or not to make a Statement of Overriding Considerations or support a finding of a less -than - significant cumulative impact, since the proposed project does not appear to provide directly or indirectly for increased population or employment growth above that projected in the adopted AQMP. 4-17 5.0 AIR QUALITY MITIGATION MEASURES The impact analysis demonstrates that the proposed project is expected to exceed the SCAQMD short-term construction emission thresholds of significance for NOx and ROG in and of itself. The proposed project may also generate significant adverse cumulative construction -related air quality impacts, as defined by the SCAQIviD, unless mitigation measures are: incorporated in the project that reduce these emissions to the greatest extent feasible. Impacts due to construction will be regulated through SCAQMD Rules and Regulations and the La Quina Municipal Code as well as through environmental specifications in the construction contract. Consequently, local. state. and federal air quality standards should not be violated during construction activities. The City of is Quinta will use its discretionary permit authority to place conditions of approval on the proposed project that require compliance with all applicable policies, rules, regulations and ordinances. The City of La Quinta trust take affirmative steps to determine that approved mitigation measures are implemented, subsequent to project approval. A mitigation monitoring and reporting plan must be prepared, pursuant to Public Resources Code 21081.6, for any mitigation measures incorporated in the project or imposed as a condition of appmval. The following measures reflect policies, rules or regulations that apply to the proposed development in the City of La Quina 1. The proposed project will comply with the provisions of the La Quinra Municipal Code including Ordinance 391 which establishes minimum requirements for construction activities, unpaved mads, and unpaved parking lots to reduce fugitive dust and PMto emissions, A "Fugitive Dust Control Plan describing fugitive dust sources at the site cud the control measures to be implemcned for each fugitive dust source during any dust -generating activity onsite from the Coachella Valley Fugitive Dust Control Handbook (SCAQMD; May, 2003) shat/ be prepared in accordance with Chapter 6.16 of the La Quirts Municipal Code and submitted to the City for approval, prior to the issuance of any grading permits or building permits associated with the project and prior to the initiation of any earth -moving operations. 2. The project proponent shall comply with the approved "Fugitive Dust Control Pian", and all applicable SCAQMD Rules and Regulations including but not limited to the following: • Rule 403 (Fugitive Dust) specifies control measures for use in developing site specific Fugitive Dust Control Plans to minimize blowing dust from construction sites and insure the clean up of construction -related dirt on approach mutes to the site including: watering measures. chemical stabilizers, wind fencing. covering haul vehicles, bed liners in haul vehicles, wheel washers, and high wind measures; • Rule 1108 and 1108.1 prohibits the use of rapid and medium cure cutback asphalts as well as organic compounds in emulsified asphalts used during the construction process; and • Rule 1113 (Architectural Coatings) restricts the VOC content of any architectural coating materials used on-site to a maximum of 2.08 pounds of VOC per gallon. 5-1 3. Earth -moving activities shall be suspended during first and second stage ozone episodes or when winds exceed 25 MPH, per the Coachella Valley Ma State Implementation Plan. and SCAQMD Rule 403.1. 4. As a condition of approval, the project proponent will comply with City requirements regarding the master planned bikeways adjacent to the project site. In addition to compliance with applicable rules, regulations and ordinances, the following measures are recommended for incorporation in the project to reduce the potential for and significance of the adverse project -related and Cumulative air quality impacts during construction. Although it may not be feasible to mitigate short -tear# cumulative impacts to a level of insignificance, implementation of the following mitigation measures would reduce the magnitude of the construction -related air quality impacts substantially. These measures have been or will be incorporated in the project unless determined to be not feasible. The project propooeut and the City of La Quina should consider these measures in developing the Mitigation Monitoring Plan m ensure that construction -related emissions associated with the proposed project will be reduced to the maximum extent feasible. 5. The applicant shall furnish security in a form acceptable to the City of La Quinta and is an amount sufficient to guarantee compliance with the approved "Fugitive Dust Control Plan" provisions submitted with the application for a grading permit. 6. The applicant shall maintain ail open graded undeveloped land in a manner to prevent wind and/or water erosion of such land. All open graded undeveloped land shall either be planted with interim landscaping or stabilized with such other erosion control measures as approved in the "Fugitive Dust Control Pian". 7. The maximum vehicle speed limit on unpaved road surfaces shall be limited to 15 mph and any construction access roads shall be paved as soon as possible and cleaned after each work day. 8. As part of the construction specifications, any vegetative ground cover to be utilized oe-site shall be planted as soon as possible to reduce the disturbed area subject to wind erosion. Irrigation systems needed to water these plants shall be installed as soon as possible to maintain the ground cover and minimize wind erosion of the soil. 9. Where feasible, low emission building materials such as pre -primed and sanded wood molding and trim products and pre -primed wallboard shall be considered for construction materials. 10. The construction specifications shall include measures to prevent excessive air pollutant emissions and ensure that the contractor will perform as follows. • Use appropriate emission control devices or gasoline and diesel construction equipment and maintain construction equipment engines by keeping them tuned. • Prohibit idling and other unneee•sary operation of equipment; • Utilize existing power sources (i.e., temporary power poles) and avoid on-site power generation. • Have sufficient equipment at the site to carry out dust -control measures in all areas covered by the coetract work (not just the immediate area of construction). 5-2 • Employ construction activity management techniques to minimize construction activity emissions, such as: configuring the construction parking to minimize traffic interference; extending the construction period; reducing the number of pieces of equipment used simultaneously: increasing the distance between the emission sources: and reducing or changing the hours of construction. • Maintain all work and access areas free from dust. • Cover loaded trucks used in construction operations with tarpaulins and wash off trucks leaving the site. • Sweep streets if silt is carried over to adjacent public thoroughfares. • Water dust -generating surfaces at intervals to keep all parts of the disturbed area continuously damp. • Water the site and clean the equipment in the morning and evening. • Construction operations affecting off-site roadways shall be scheduled for off-peak traffic hours and shall minimize obstruction of through -traffic lanes in the adjacent neighborhood. • Construction activities should be scheduled to occur first on the upwind portion of the project site to reduce the potential for blowsand and fugitive dust impacts in the downwind areas. • Develop a traffic plan to minimize traffic flow interference from construction activities including advance public notice of routing. 5-3 Appendices A. Air Quality Glossary B. Standards, Baseline Data, and Health Effects C. Impact Assumptions and Worksheets Appendix A AIR QUALITY GLOSSARY Appendix A Air Quality Glossary Air Basin -- An area with common and distinctive geographical features. Air Monitoring -- Sampling and measuring pollutants present in the atmosphere. Ambient Air — Outside air. AQMP — The Air Quality Management Plan. ARB -- The California Air Resources Board. Attainment -- Legal recognition that an area meets standards for a particulate pollutant. AVR -- Average Vehicle Ridership BACT -- Best Available Control Technology. CAA -- The Federal Clean Air Act. CARB -- The California Air Resources Board. CCAA -- The California Clean Air Act. CEQA -- The California Environmental Quality Act. CMP -- The Congestion Management Program. CO -- Carbon monoxide is a colorless, odorless, toxic gas formed by incomplete combus- tion of fossil fuels. Coachella Valley Blowsand Zone — the corridor of land extending two miles to either side of the centerline of the I-10 Freeway beginning at the SR -111/1-10 junction and continuing southeast to the I-lolJefferson Street interchange in Indio. Construction/Demolition Activities -- any on-site mechanical activities preparatory to or related to the building. alteration, rehabilitation, demolition or improvement of property. including, but not limited to the following activities; grading, excavation, Loading, crashing, cutting, platting, shaping or ground breaking. Contingency Measures — actions which will be implemented in the event of a failure to attain or to meet interim milestones. Criteria Air Contaminants -- Criteria aix contaminants are pollutants for which air quality standards currently exist (i.e. ozone, nitrogen dioxide (NO2), sulfur dioxide (SO2), carbon monoxide (CO), fine suspended particulates (PMle), lead mad sulfate). CVAG -- The Coachella Valley Association of Governments. Disturbed Surface Area -- a portion of the earths surface which has been physically moved, uncovered, de stabilized, or otherwise modified from its undisturbed natural soil condition, thereby increasing the potential for emission of fugitive dust. This definition excludes those areas restored to a natural state, such that vegetative ground cover and soil characteristics are similar to adjacent or near -by natural conditions. Dust Suppressants -- water, hygroscopic materials, or non-toxic chemical stabilizers used as a treatment material to reduce fugitive emissions. Non-toxic chemical stabilizers must not be used if prohibited by the Regional Water Quality Control Boards. the California Air Resources Board, the Environmental Protection Agency, or any other A-1 applicable law, rue or regulation; and should m cl any specifications, criteria, or tests required by any federal. state. or local water agency. Earth -Moving Activities — shall include, but not be limited to, such operations as grading, loading or unloading of dirt or bulk materials, adding to or removing from open storage piles of bulk materials, landfrll.operations, soil mulching, or agricultural tilling. ETR -- Environmental Impact Report. Emission Inventory — a listing by source of pollutants emitted into a community's atmosphere (typically given in units of pounds per day or tons pet year). EPA -- the Environmental Protection Agency (i.e., the federal agency with responsibility for ambient air quality). Episode Criteria -- California has adopted health advisory levels called episode criteria for moue, carbon monoxide. sulfur dioxide. and ozone in combination with sulfates. Episode criteria represent short-term exposures at concentrations which actually threaten public health. Facility -- any permit unit or grouping of permit units or other air contaminant -emitting activities which are located on one or more contiguous properties within the District, in actual physical contact or separated solely by a public roadway or other public right-of- way, and are owned or operated by Me same person (or by persons under common control). FIP -- The Federal Implementation Plan. Fugitive Dust — any solid particulate matter that becomes airborne, other than that emitted from an cabalist stack. directly or indirectly as a result of the activities of man. GP -- General Plan. Health Advisory -- issued when ozone levels are projected to reach 15 parts per hundred million to warn athletes to avoid strenuous outdoor activities. HOV -- High Occupancy Vehicle. Hydrocarbons -- any compound containing carbon and hydrogen in various combinations found in solvents and fuels. Inversion -- a layer of warm air in the atmosphere that lies over a layer of cooler air, trapping pollutants in the mixing layer beneath it. ug/m3 -- microgram (1/1,000,000 of a gram) per cubic meter of air. NAAQS -- National Ambient Air Quality Standards. NO -- nitric oxide, a colorless, odorless gas. NO2 -- nitrogen dioxide, a reddish -brown gas formed by the combination of nitric oxide with oxygen. Nouaitainment Area — an area that does not meet state or national standards for a given pollutant. NOx — oxides of nitrogen. Gases formed primarily from atmospheric nitrogen and oxygen when combustion takes place (particularly under conditions of high temperature). Oxides of nitrogen are primary receptors of ultraviolet light initiating the photochemical reactions that produce smog. A-2 03 -- ozone, a pungent. colorless toxic gas which is produced by the photochemical process. Ozone is formed through chemical reactions of VOCs, oxides of nitrogen and oxygen in the presence of sunlight. Offset -- an emission reduction that compensates for an emission increase. Ozone Precursors -- chemicals such as hydrocarbons VOCs and oxides of nitrogen, which contribute to the formation of ozone. Particulate Matter -- particulate matter consists of particles in the atmosphere as a by- product of fuel combustion, through abrasion such as tire wear, and through soil erosion by the wind. Particulates can also be formed through photochemical reactions in the atmosphere. Photochemical -- requiring the presence of sunlight for a chemical reaction. Photochemical Oxidant -- photochemical oxidant (03) can include several different pollutants. but consists primarily of ozone (90%) and a group of chemicals called organic peroxynitrates. Photochemical oxidant is created by complex atmospheric reactions involving oxides of nitrogen and volatile organic compounds, in the presence of ultraviolet energy from sunlight. PM -- total suspended particulate matter. PM2s -- suspended particulate matter with a mean aerodynamic diameter of less than 2.5 micrometers. PM10 -- suspended particulate matter with a mean aerodynamic diameter of less than 10 micrometers. PMio SIP -- the PMio State Implementation Plan. PPM — parts per million parts of air. Primary Pollutants -- primary pollutants (i.e., those emitted directly from a source and include: carbon monoxide (CO), nitric oxide (NO), sulfur dioxide (SO2), particulates, and various hydrocarbons and other volatile organic compounds (VOC). RACM -- Reasonably Available Control Measures. RACT -- Reasonably Available Control Technology. Rate -of -Progress -- reducing pollutants contributing to nanattainrnent by five percent per year or all feasible control measures and an expeditious adoption schedule. Receptor Location -- any location outside the boundaries of the facility at which a person could experience acute or chronic exposure. The SCAQMD shall consider the potential for exposure in determining whether the location will be considered a receptor Iocation. Reasonable Further Progress -. an incremental reduction in emissions of relevant sir pollutants that is needed to ensure attainment of the national ambient air quality standards or NAAQS by the applicable date. Risk Assessment -- an evaluation of expected health impacts on a specific population. ROC -- reactive organic compounds (i.e., compounds composed of hydrocarbons that contribute to the formation of photochemical oxidant). ROG — reactive organic gases (i.e.. gases composed of hydrocarbons that contribute to the formation of photochemical oxidant). A-3 SCAB -- the South Coast Air Basin. SCAG — the Southern California Association of Governments. SCAQMD -- the South Coast Air Quality Management District. Secondary Pollutants -- secondary polh=taots are created with the passage of time in the air mass and include: photochemical oxidants (90% of which are axone), photochemical aemsols, peroxyacetylnitrate (PAN), and nitrogen dioxide (NO2). Sensitive Land Use -- sensitive land uses are land uses associated with indoor and/or outdoor human activities that may be subject to stress and/or significant impact as a result of air pollutant exposure. They include residential (single-family and multi -family dwellings, mobile home parks. dormitories and similar uses); transient lodging (including hotels, motels and similar uses); hospitals, nursing homes, convalescent hospitals and other facilities for long-term medical care; and public or private educational facilities. SIP — State Implementation Plan. A document that shows the steps planned to meet federal air quality standards (outlined in the Gean Air Act). Each nonattainrnent area prepares an air quality improvement plan. These plans are combined to make the statewide SIP. SO2 -- sulfur dioxide results from the combustion of high sulfur content fuels. SOx -- sulfates result from a reaction of sulfur dioxide and oxygen in the presence of sunlight. SRA -- Source Receptor Area. The Coachella Valley is in Source Receptor Area 30. SSAB -- the Salton Sea Air Basin. Stage I Alert — alert called when ozone concentrations are projected to reach 20 parts per hundred million. A Stage 1 Alert indicates that the general public should avoid strenuous outdoor activities because of unhealthful air quality. Stage II Alert -- alert called when ozone concentrations are projected to reach 35 parts per hundred trillion. A Stage iI Alert indicates that everyone should remain indoors because of very unhealthful air quality. T-BACT -- Best Available Control Technology For Toxics means the most stringent emissions limitation or control technique which has been achieved in practice for such permit unit category or class of source or any other emissions limitation or control technique found by the SCAQMD to be technologically feasible fora specific source. TCM -- Transportation Control Measures. TDM -- Transportation Demand Management. Toxic Air Contaminant -- an air pollutant which may cause or contribute to an increase in mortality or serious illness, or which may pose a present or potential hazard to human health. VMT -- Vehicle Miles Traveled (usually daily). VOC — Hydrocarbon and other Volatile Organic Compounds are formed from combustion of fuels and the evaporation of organic solvents. Many hydrocarbon compounds are major air pollutants. and those classified as aromatics are highly photochemically reactive with NOx, forming photochemical smog. VT -- Vehicle Trips. A-4 Appendix B AMBIENT AIR QUALITY STANDARDS EFFECTS OF AIR POLLUTANTS ON SENSITIVE RECEPTORS AMBIENT AIR QUALITY DATA itErldo Episode Criteria 1!' Air Pollutant SCAOMD and California Ferrel Stage 1 Stage 2 Stage 3 Stage 1 Stege 2 Stage 3 Ozone 0.20 ppm, 1 -hr. avg. 0.35 ppm, 1 -hr. avg. 0.50 ppm, 1 -hr. avg. Vie llh1iI 0.50 ppm, 1 -hr. avg. Carbon Monoxide 40 ppm, 1 -hr. avg. 20 ppm, 12 -hr. avg. 75 ppm, 1 -hr. avg. 35 ppm, 12 -hr. avg. 100 ppm, 1 -hr. avg. 50 ppm, 12 -hr. avg. 15 ppm, 8 -hr. avg. 30 ppm, 6 -hr. avg. 40 ppm, 8 -hr. avg. Nitrogen Dioxide 80 µg/m' I (0.03 ppm) - 0.60 ppm, 1 -hr. avg. 0.15 ppm, 24 -hr. avg. 1.20 ppm, 1 -hr. avg. 0.30 ppm, 24 -hr. avg. 1.60 ppm, 1 -hr. avg. 0.40 ppm, 24 -hr. avg. Sulfur Dioxide 0.50 ppm, 1 -hr. avg. 0.20 ppm, 24 -hr. avg. 1.00 ppm, 1 -hr. avg. 0.70 ppm, 24 -hr. avg. 2.00 ppm, 1 -hr. avg.- 0.90 ppm, 24 -hr. avg. m - , Sulfur Dioxide/ Particulate- Matter Combined �� pA.t r7am L i 65,000•, 24 -hr. avg. 261,000•, 24 -hr. avg. 303,000•, 24 -hr. avg. Particulate- Matter , - . 375 ug/m3, 24 -hr. avg. 625 ug/m3, 24 -hr. avg. 875 ug/m a, 24 -hr. avg. Sulfates** 25 ug/ma, 24 -hr. avg. combined with ozone > 0.20 ppm, 1 -hr. avg. - • Av. oitino Time Actions to be taken Health advisory to a) Persona with respiratory and coronary disease. b) School officials in order to curtail students' parlicipa- lion in strenuous activities. First steps in abatement plans. (ppm), particulate these criteria are no Intermediate Stage. Abatement actions taken to reduce concentration of pollutant at issue. Mandatory abatement measures. Extensive actions taken to prevent exposure at Indicated levels. Stele can rake action if local efforts failed. Open burning pro- hlblted. Reduction in vehicle operation requested. Industrial curtailment. Incinerator use prohibited. Reduction In vehicle operation required. Further indu5inal cuno.lmenl. Vehicle use prohlb- Red. Industry shut down or curtailment. Public activities ceased. • Product of sulfur dioxide " Episodes based upon Engineering matter (ug/m3) and a factor (2620). classified according to stages. Source: SCAOMD, 1953 1 1 a Secondary Same as Primary Std. 1!' 46-34 � 9 M,,, Vie llh1iI ri ,1 g, � LLtt a o 88 r�"n ie� viio i ,n ems i ,n � a� a 4` 80 µg/m' I (0.03 ppm) 11........ m O p� = , p o22 U , ivy, g •ons C. �� pA.t r7am L i i FAi ' , , , y�� Co . �v`! a. o,p.: Y • vii N 0.03 ppm (42 pglm') p ? C.N.. • Av. oitino Time 1 Hour 8 Hour I'i o m 24 Hour Annual Arithmetic Mean r,o 1 24 Hour x x o Uo 24 Hour 1 Hour 24 Hour a. o Fl �� I Ozone (03) Nitrogen Dioxide (NO,) t 2n Suspended Particulate Matter (PM13) i Sulfur Dioxide (S03) 9 1 Vinyl Chloride (chloroethene) Visibility Reducing Particles Appendix B Effects of Air Pollutants on Sensitive Receptors Oxidants (primarily ozone) at high enough concentrations can cause eye irritation; aggravate respiratory ds.; suppress the body's capacity to fight infection; impair athletic performance and cause growth retardation in sensitive trees. Oxidants also cause cracking of untreated rubber. Short-term and long-term ozone exposures have been found to have adverse health effects on humans and animals. Ozone and fine particulates are responsible fora wide range of health effects including slowed Lung growth in children. worsening of asthma symptoms. increased susceptibility to respiratory infections. increased hospital admissions, and increased death rates. Suspended particulates such as soot. dust, aerosols, fumes, and mists produce haze and reduce visibility. Health concerns focus on smaller particles that penetrate deeply into and then damage the human respiratory tract. Deaths from short-term exposures have been documented and symptoms are exacerbated in sensitive patients with respiratory disease. Excess seasonal declines in pulmonary function have been found (especially in children). Typically, industrial and agricultural operations. combustion, and photochemical reactions produce suspended particulates. Volatile organic compounds in the presence of other primary pollutants (particularly oxides of nitrogen) lead to the formation of oxidants. VOCs also damage plants by inhibiting growth and causing flowers and leaves to fall. Carbon monoxide is essentially colorless. odorless and toxic to humans. It enters the blood stream and interferes with the transfer of fresh oxygen, thereby depriving sensitive tissues in the heart and brain of oxygen. At high enough concentrations it can impair visual function, psychomotor performance and time discrimination. Carbon monoxide exposure aggravates angina pectoris and other aspects of coronary heart disease. It may also impose increase risks to fetuses. Nitrogen dioxide at high enough exposures can cause fibrotic lung changes, broncho - uric -Lion, and acute bronchitis among infants and school children. Over several months. it can cause collapsed lesions near the leaf margin and moderate injury in sensitive plants. Nitrogen dioxide aggravates chronic respiratory disease and respiratory symptoms in sensitive groups. Lead at high enough oanc ations impairs hemoglobin synthesis and nerve conduction by iincreasingia inng lead levels in the blood. Sulfur dioxide and suspended particulate exposures can each cause higher frequencies of acute respiratory symptoms and diminished ventilatory function in children. In addition, these two pollutants at lower concentrations can act in conjunction to cause greater harm by injuring lung tissue. Sulfur oxides, in combinations with moisture and oxygen, can yellow the leaves of plants, dissolve marble. and erode iron and steel. Sulfates decrease ventilatory function, aggravate asthmatic symptoms. aggravate cardio -pulmonary disease and cause damage to vegetation (while degrading visibility). 4g C i g E 1 V%gTS ryl .e SAN BERNARDINO COUNTY 32 Northwest San Bemanelno Valley 6175 33 Southwest San Bernardino Valley 5817 Aa mould Bur Brne,00 o YAW/ 1 6197 ritMtI Cr ROVE 350E COUNTY 22 Norco/Comna 4155 23 Metropolitan Riverside County 1 4144 23 MOVtpdpn RNerelde County 2 4145 24 Pres Viten 4146 ORANGE COUNTY 10 Nor Orange County 3177 17 Central Orange County 3170 10 Nosh Coastal Orange County 3185 W 12 Baduack Vale, 3012. aatga10.-,mgt+..-- I1IIIIIII1I9 CIOZ `.ir ,11111 NNI[IP[It LL[fgl1� O0 1 1 1 01 .. 1 1 1 0 i P 1 1 0 IEIEIE1, Im[tl mal ISI �,l ill . l e l o f oo l . 0 1 0 1 0 0 1 IEEE mVmm +mint mmip Oeev 0000 EIEEIEIIIIEEE mrom mmmwrnmmVmm :=:::roNtttrIg Vin t+am �+voVm 0000000q00000 000 0 0 0 . 0 0 0 116 gss ill 1$S 1 fill if �� i3 � i.:1 0 iiE 1- w0 0 I ! KEE ES'k 0.2 log Ieut M i i WgO El! WED 365 0.155 0.134 0.110 2 15 35 48 361 0.570 0,140 0.154 7 26 4e 05 365 0.199 0.140 0.123 4 10 62 00 357 0.155 0.121 0.119 1 7 47 67 345 0.154' 0.13T 0.113' 2' 7' 35' 60' 365 0.168 0.140 0.127 3 27 93 76 359 0.141 0.111 0.106 0 4 44 64 395 0.123 0.105 0.102 0 0 19 24 IEEE 0000 EEEE +00 aOro+ 8.=.1 EEEEEINMEEE 2o00000mo Opo NEEr,treku psi m000V+ +000+ i'ii0+i+02+,tt 00++ tSQo(e��m+$E2ti�{y�+l++.=p= M. Maz. Fourth Health No. Conc. Conc. Hlah 1184`_•. Feoeat' qt 1 IMI a gh111vN1= o i 11 p................& 1 i 1 1I IE1 jM11$[ �Oe, ISI 1 884 iii ,IIE loiug + o OS ill iuifi75L'iE�Vai S7: SiIE romt roro wi Pyirorom o ee 0000 S• i� ss iroii,iiiiit=i W16 t: i �l Mil gz ? G s 1 1 1[ 1 Fa 11141: ,o a ii mm W 1 [ 1 1 p 11 I r 1 1 + 1 1 1[ 1 1 1 N 1 O ...11111 ro t W l 1 1 H 1[ NII 349 0.05' 0.006' 366 0.03 0.006 361 003 OMB 338 0.05' 0005 O S O ■ilsiI a S C� / £ m 0 O 2004 AIR QUALITY SOUTH COAST AIR QUALITY MANAGEMENT DISTRICT 2004 n U V 80a61614capar ken No. Lccellon Station N0. Carbon Monoxide Suspended Particulates 146122 °1 P04004 atea TSP 6 La°d Q 0n1106 07one No. Days d Oso M. Com. In p9/01 2441our No (%) samples Exceeding Standard 7w•w.• o1 Sata >150 >50 pg/rrr' pg/01' 24-hour 24-hour Annual AVemge IS mm Conc. p9/n' Nitrogen Dlmdde No Daye of Dela Sulfur Dlmdde No. Days of Data Max. Cont. In ppm 1-hcvr Max Conc. M ppm e26ur No. Day°Standard F pentad °) �p 2i 29.5 >9.0 ppm ppm 2609 8 -hour No. Days o1 Del° M. M Conc. In ppm 1-1mm Max.ou Conc. In ppm 13 -hour Fourth High Conc. ppm 0 -lour No. Days 6mnaa a Exceeaetl HeeBhnnual [-fJ»i�L Mee 20.16 >0.12 >0.08 >0.09 >0.07 ppm ppm ppm ppm ppm 1 -hour 1 -hour 8 -hour 1 -hour 8 -hour No. Day. d Date. MaxMaz Conc. h ppm 14531r c) A Avmaga°1 AAtd Conc. ppm No. O4y1 N Dam Max. Conc. In ppm 1•aourd) Mex Conc. h ion 34Q5,.w11! LOS ANGELES COUNTY 1 Conal LA 087 61 81 0 6(9.8) 34.6 330 83.7 5(1.5) 21.3 61 157 73.5 0.16 1 Central to 087 361 4 32 0 0 388 0.110 0.092 0.079 0 0 1 7 7 069 0.18 0.0329 364 0.08 0.015 9 Nermweel 000N11 LA Courcy 091 380 4 2.3 0 0 368 0.107 0.089 0.078 0 0 1 5 8 355 0.09 0.0198 - - 0 3 Sou6lw68Coaeta1LACW1ty 1 094 90' 6' 4.4' 0' 0' 90' 0.069' 0060' 0.056' 0' 0' 0' 0' 0' 69' 0.08' 0.0310' 89' OBIT 0.004' 8 3autlnron( Coasts/ LA County 2 4 86004Csaand 1.*C1,01401 820 072 260' 308 4' 4 3.0' 3.4 0' 0 0' 0 282' 366 0.120' 0.090 0.100' 0575 0.088' 0.071 0' 0 0' _ 0 4' 0 4' 0 13' 0 230' 366 0.09' 0.12 0.0136' 0.0260 261' 361 0.02' 0.04 0507' 0.012 4 Sats Coastal LA County 2 977 - 0 West San 07.1:5e11/Meay 0 Zoo 5.n Gabriel Vus!4y 1 068 060 - - - - - - - - 18.6 19.2 - - - •- - - 6 West San Fntn4mo Vary 074 366 6 3.5 0 0 366 0,131 0.116 0.102 0 2 2B 54 65 385 0.08 0.0214 - 075 .. 7 Ens' San Fernando Valley 069 368 5 3.7 0 0 366 0.137 0.109 0.089 0 2 7 27 37 358 0.12 0.0332 348 0.02 0.010 0 Watt San G015441 Very DBS 361 7 3.4 0 0 365 0,130 0,103 0.093 0 1 9 27 31 355 0.12 0.0270 - - - 9 tad San GOMW Veiny 1 060 388 3 20 9 0 368 0.134 5,104 0,094 0 2 10 28 28 351 210 0.0204 - - - 9 Ear/ Ban ONIda) Valley 2 591 381 2 2.0 0 0 368 0.134 0.108 0.095 0 4 18 42 35 353 0.12 0.0240 - - - 10 Poma45541/05a.T11429/7 075 368 4 3.1 0 0 368 0.131 0.102 0.097 0 4 13 31 25 364 0.11 0.0314 - - - 11 Smith San Gabriel YelaY OB6 366 6 3.6 0 0 366 0.104 0.084 0.080 0 0 0 7 7 353 0.12 0.0305 - - - 12 6.0.240 01719 LAComty 084 366 10 6.7 0 0 368 0.084 0.072 0065 0 0 0 0 0 362 0.10 0.5901 - - « I S 66m0 035110 410909 090 383 5 3.7 0 Q 380 5.158 0.133 5.108 1 19 52 69 81 358 0.09 02204 - - - ORANGE COUNTY 22 Norco/Corona 4165 58 118 0 15(259) 40.5 - - - - - - - - - 23 MoImp8258t50e0d9C0011541 4144 109 18 Nath Orange County 3177 364 7 40 0 0 369 0.099 0 080 0.075 0 0 0 8 8 341 0.12 0.0262 - - - 17 Cental Orange County 3176 366 5 4.1 0 0 368 0.120 0097 0.088 0 0 8 14 35 361 0.12 0.0199 - - - 18 North Coastal Orange County 3185 368 5 4.1 0 0 368 0.104 0097 0.078 0 0 1 2 6 357 0.10 0.0151 364 0.03 0.008 19 554)105a690a16y 3812 388 2 19 0 0 968 0.116 0589 0.086 0 0 2 11 20 - - - - -- - 514/5915528 COUNTY 60 108 0 4(6.7) 27.1 112 21.2 0 9.0 - - -, - - 30 004cbn% Yobs( 2- 4127 112 124• 0' 22 Norco/Corona 4165 118 28.8 0 11.4 - - - " - - SA.N 5074tAR5IN0 80411:511 .. - - - - 23 Mabcnanan Riverside County 1 4144 384 4 3.0 0 0 366 0.141 0.117 0.112 0 0 35 59 76 363 0.09 0,0172 331 0.02 0.015 23 Mo11pp0R.lan Riverside County 2 24_Paine Valoy 4146 4149 368 4 2.1 0 0 385 0,128 0.103 0.597 0 2 19 37 47 - - - - - - - - - - - 25 Lake Elsinore 4156 353 2 0.9 0 0 353 0.130 0.118 0.103 0 2 21 41 61 339 0.06 0.0161 - -- - 29 Oaarnp 4Y0011 4164 23(39.0) 44.9 119 73.9 5(09) 349 0.158 0.116 0.112 1 7 40 49 69 334 0.08 0.0165 - - 37.0 25.6' 10 Coachella 01015 1" 4137 366 2 1.0 0 0 366 0.125 0.106 0099 0 1 31 36 65 363 0.07 0.0130 - - - 30 Cn°a°aea Vella 2'• 4167 - - - -- - 306 12.111 0.705 0590 0 0 16 23 51 - - .. - - SAN BERNMRDI0O COUNTY 17.8 0 50101-100245T AIR 092321 164 2 60 662 1212 14 845 440 112.9 0.17 0.16 172 0 32 Natweet San Bernardino Vary 5175 388 3 2.1 0 0 366 0.138 0.105 0,103 0 2 18 31 31 365 0.11 0.0305 - - 33 Sarawett San Sanlllde°Vp5ey 34 Comm San 58amoc11092,7m01 6817 5197 515' 3' 01' 0' 9' - - - - - - - -- - - .- - - "' 360 366 0.149 0.157 0.128 0.130 0.112 0.113 5 1 7 9 29 33 40 66 54 66 346 303 020 0.12 00215 0.0201 369 051 - 0500 - 34 C445re190n Beeman° Vary 2 0263 3116 4 833 0 0 36 80,4680 Oommaim Valay 6204 - - - -- - 368 0.160 0.137 0.122 1 12 63 76 78 - - - - - - 37 Com/ SRA Bemardlnoil°unWrx 30 East San Demmdl4D MptnW2 6161 5016 384 0.163 0.145 0.124 1 9 68 75 68 - - - - -- '- - - - - - owR.E1' FAT914501 191 8.7 0 0 0.169 6.143 0.124 1 13 573 75 (46 0,15 90373 506 0.015 SOUTH C0ASTMRBASIN 10 6.7 0 0 0.103 0.148 0.124 4 20 90 111 148 0.18 0.0332 9.641 0016 ppm • Paps Per 40066 porta 0192 by v4ke114. AAM - Annual Arithmetic Mein •-- Pollutant not monitored. ' Laic Nen 121u11 moths of 0014 May no4 be r°preoanladve. •• Salton Sea Air Bade a) -Tho Wang 4•1501a I4sls 4 -(r -hon average CO> 33 qpm) and 11ana 1 -nom sland8ld(14974avows CO > 20 ppm) worn 901 exceeded. b) - On Anal All R41ae1cae Bwrd toe 00p'w56 ravaln5Oa Celdanla Ogee/ eard8ld a 09105488 a new 84,01, elarepa 050nd°fd of 0.07 ppm. 15686100-152.. fandald h 3.6+49ct5d so 1690 Oiled Dy Dumber 2605. o) • The elate standard Is 145our average NO, > 025 ppm. The fedaml elendnrd Is annual er1Nmewk mean NOh> 0.0634 ppm. No location 0929008856 Mandard0 d) - Tips 4aW Hindu* ar 41940ta average 80s> 0.25 ppm em 24-110.0 overage 802> 004 ppm T118Weal elan016 are wawa Malxness now S00. 0.03 ppm, 2441ax meow 0 0.141ppr11, and 3- our average > 0.50 ppm No I:canon exceeded SO; al9251a 40. South Coast Mr Quality Management District 21862 Copley Driven Diamond Her, CA 917914102 www 15081.2530 The map showing the locations of 000InWn8epl44 ere°° ran be accessed via to Internet at Laca5one of soums/receptor areas are shown 6n the 'South Coast Alr Oucltry Management 041nc1 Air Monaca/0 Areas' mop available freed MAN. 0Nrn SCAOMD 15205 Informeon. 2003 AIR QUALITY SOUTH COAST AIR QUALITY MANAGEMENT DISTRICT `i)J SoulwOtacc.por Area alp Leman 501121 N8. Suspended Particulabe PM10 °) Suspended Particulates 146122 °1 P04004 atea TSP 6 La°d Q 0n1106 0 No. Days d Oso M. Com. In p9/01 2441our No (%) samples Exceeding Standard 7w•w.• o1 Sata >150 >50 pg/rrr' pg/01' 24-hour 24-hour Annual AVemge IS mm Conc. p9/n' No Day° of Data No. (%) Samples Exceeding Max. Standard Annual Com. 5209fei Averages h) In >85 Mid pg/m' gym' Conc. 24-hour 24-hour uym' No Daye of Dela Max Cox. In Sym' 24 -our Aanrd Avora19 AM Cox. palm' Max Monthly 2510150 Cox. O 41541' Max Quarterly 5001050 Conc. l) 99/1' Na. ('c) Samples Exceeding Max Sanderd Com. X10 h 225 pWn' pyln' 24.156, 24-162 LOS ANDELES 001541Y 1 Conal LA 087 61 81 0 6(9.8) 34.6 330 83.7 5(1.5) 21.3 61 157 73.5 0.16 0.15 14.8 0 2 Natnwaat Causal LA C0unIy 091 - - - - - - - - 59 114 49.4 - - 14.3 0 3 Southwest Coastal LA Glumly 084 61 68 0 3(4.9) 29.7 61 122 66.7 0.17 0.10 164 0 4 SOO Coal LA County 072 81 83 0 4(6.6) 32.8 324 1152 3(051 18.5 64 169 83.5 210 0.05 37.B 0 5 Waa.3A. F°napndo V9247 074 - 115 47.6 0 18.4 - - - - - - - 7 Fail Son Fernando V99Y7 009 6O 131' 0' 7(14.0)' 38.1• 92 120.6 1(1.1) 20.9 - - - -- - 0 West San 07.1:5e11/Meay 0 Zoo 5.n Gabriel Vus!4y 1 068 060 60 119 - 0 21(35.01 44.4 110 314 89.0 1212 1(0.9) 3051 18.6 19.2 59 65 111 176 54.3 83.9 - - - - 12.7 11.7 0 0 0 an San Gem'Ol wary 2 551 - -. - - - -- - - - - - - -- - ID Ponxna/Walnm Valley 075 - - - •- - - - - - - - - - - '- 11 South San Gabriel Valley 085 - - - - - 111 90.3 1(0 9) 20.6 60 160 75.4 0.06 0.04 14.4 0 12 South Central LA County 064 117 54.8 0 20.2 60 449 106.2 0.04 0.04 14.9 0 13 Sana Clarke Yawn 090 81 72 0 10(184) 31.0 - - - - -- •• - - - - - ORRt1G3 043.1141/ 18 North Orange County 3177 - - - - - - - - - - - -- - - 17 Central Orange County 3176 61 96 0 6(9.B) 32.7 340 115.5 3(0.9) 17.3 - --- - -- - - 18 North Coastal Orange County 3195 - - - - - - - - - - - -- - '- 10 3addlc00YrV42ny 3812 57 64 0 2(3.61 26.7 109 §49 Q 13.1 - - -- - - - RIVERSIDE COUNTY 22 Norco/Corona 4165 58 118 0 15(259) 40.5 - - - - - - - - - 23 MoImp8258t50e0d9C0011541 4144 109 164 2(1.8) 82(565) 589 350 104.3 8(2.3) 24.9 58 283 105.6 0.02 0.02 10.1 0 23 Metr0p0k4n Slesal40 Casrdy 2 4146 - - - - - 118 73.3 1(0.9) 22.6 60 225 65.0 0.02 0.01 105 0 24 Pons Vag 1149 6e 142 0 19(32.81 439 - - - - - - - - .- - 25 Lake Elsinore 4150 - - - - - - - - •• - - - - - - 29 Se4tily AIrpO4 4184 60 79 0 9(15.0) 290 - - - - - - - - - - 30 Dead:0 +Vory 1" 4137 60 108 0 4(6.7) 27.1 112 21.2 0 9.0 - - -, - - 30 004cbn% Yobs( 2- 4127 112 124• 0' 47(42.0)• 502' 118 28.8 0 11.4 - - - " - - SA.N 5074tAR5IN0 80411:511 32 Northwest San B9mamlno Y690y 5176 - -• - - - - - - - 60 259 699 0.02 0.02 11.8 0 33 Southwest San Oaraadua Voaay 5817 62 149 0 13(29.0) 42.9 118 60.9 3(25) 23.8 - - - - - - - 34 Centrpl Sen B446az0Vaasy l 5197 40 101' 0' 27(54.0)' 472' 111 921 1(09) 21.0 se 996 1199 - - 11.0 0 34 Conine sin e4mudh0Ve1ay 2 5203 69 98 0 23(39.0) 44.9 119 73.9 5(09) 22.2 60 242 97.0 0.14 009 52,1 0 35 East lila 5a0ardlrle Vseay 37 Camrel ban 88rlar2mM Mountains 5204 5101 58 50 92 47' 0 0' 16(25.9) 0' 37.0 25.6' - - - - - - - - - - - -- -• - - - .. 39 6a41 San Oamardiro Maintain 5910 - - - - - 66 35.0 0 10.5 - -- - - - OISTRICT 442)(9829 104 2 62 60.9 1012 a 292 449 119.8 0.17 0.15 17.8 0 50101-100245T AIR 092321 164 2 60 662 1212 14 845 440 112.9 0.17 0.16 172 0 Om' . Micrograms pm cr5Y meter of 00. PAPA • Annual Ar11156H60 Moan • Lasa dna 12 5L4 months of data May not be represenatNe. • • Belton Sea Air 0e41n- 5- pry 10 wnpl000101. 2.904164140041 801/014 on lana amoral her Bladon N1AMsre 41 S4 474 4157 w1or01°np4e werecollided ovary 3642 1) • PM2600191al was 010065600.138400061a4 pas 6 180 51 1611118 160 604 9 8 9 8 0 8: 54114165064q 060,012,087,3178, and 4144 wham samples were taken every day, and S7alan NumA115818 whin samples wire akar avert' days. 5 - Toler suspended padpOaaa• 514 est ;MCA wore dewmsndd beth sanplen c6nectod 6091/ B dein by the high 4da1e 0SALl0 method, on pleas liber 676(nada. 5) - Federal P511011u70r5 to amend avmaga (AAM1> 60 gyral- Slee 14mdare I annual average (ARM) > 20 Wm' (Owning horn AGM > 30 00hr1, 41559044 July 5, 2003). h) • Federal 11212.5 9ax4004 a annual merge (MA a 15 pg46. Sate standard is annual auern5a (SAM), 12 p9/m' (rox 4-W Wrd, 8x.11July 6, 2003). Q - F9d4ra1 lead °andard a q°MNIy nv0re9e > 1S pgrmi and Noor 412,494 h rnOnU6y eDa009 2 La 0011'• No 0cl ted 44440led IOW Illelarda. special Rchteokq Im01dl1io4y downwind o°1111Mafy 144444444 a lead was Carried O Rat oaf f4c1908402603. 102 rea4laernren544 damp concen1t8900 was OM a pore' and m1 .,Wt rnern qunnedy women cancen0902a as 0.20 gym . 300. reccrnOd In 01n004 A1901.14,• . 77re deo ren Eva 9e410461 collected co 105'1- ls0 d911 (178 Wm' 6n 14,153. 1221,5m0' 5.42/2/03, 227 IgM1' 018/11309,14815/01' on 6/20/03 and 309 pg/m' on 623/03) were 9x2xl0dinn0m0araa weer EPA's Netwel Even%Poky. - - Pollutant not monitored. •1 Prhel6on ReeyeNd Papa 2005 AIR QUALITY SOUTH COAST AIR QUALITY MANAGEMENT DISTRICT /� ■ V ■ O SourcdRwptorAm, No. waitron $11460o No. Carbon Monoxide Suspended Particulates PM250 PardCutatae TSP91 Lead Ozone Sulam Pi No, Days d Data Max Conc. In pg./0 24-hour No (%) Sample a F00oo43 g Standard Wow 5leig > 150 > 50 Patty pg/r0 24 -our 24 -our Annual Average nl AAM Cmc. yym6 Nitrogen Dloxlde No. l%)Saryaas 18.905195 Max Standard Canc. F0Ona m > 65 Prime gym' 24-hour 24-hour Sulfur 010,2102 No. Days of Data Max. Canc. In ppm 14aur Max Conc. In PPm 13 -hour No. Day, Stan 01 Exceeded ') Ea02al $[6t! No. 296 o9.0 Days ppm PP. d &hour 8 -hour Das Max. Conc. In Ppm 1 -hour Marc Conc. In PPm 8 -hour Fourth High Conc. ppm 8 -hour No. Days Standard Exceeded f<0alm 400985 FetlorN19 .y_c1 20.16 .0.12 >0.08 >0.09 >007 PP111 PP. PPM ppm Ppm 1 -hour 14our 8 -hour 1408,, &Mur No. Days of Data Max Conc. 1 ppm 1-tgor 10 Annual A.wega dl ABM Conc. ppm No. 0404 d 0188 Max Coro. In ppm 1.3wr9 Max. Canc. In ppm 24-hoa6 LOS SNORES COUNTY 1 Centel LA 087 61 72 0 6(82) 92.7 310 75.0 2(0.5) 19.8 62 1 Cental LA 087 365 4 2.9 0 0 365 0.121 0.098 0.072 0 0 1 2 2 364 0.13 0.0278 357 0.07 0.010 2 NoMwpt Coastal LACOudy 091 365 3 2.3 3 0 0 361 0.114 0.090 0.077 0 0 1 7 5 985 008 0.0178 50.6' 0.01 0.01 3 SoutwroMCoasul LA County 620 365 3 22 820 972 0 0 385 0.068 0.075 0.068 0 0 0 0 1 385 009 00134 365 0.04 0.011 4 Saint Coastal LA Cooney) 072 385 5 3.7 0 0 0 365 0.091 0068 0.059 0 0 0 9 0 366 012 0.0241 366 0.06 0.010 4 Scal Coastal LA Couay 2 8 West EanFamando Valley 077 074 350 - - - 100 582 0 MG - - - - - - - _ - - - 74 7 East San Fernando Valley 069 383 6 4 3.8 3.3 0 192 365 365 0.136 0.142 0.113 0.107 0.098 3.661 0 0 2 2 12 2 30 13 29 12 356 365 0.09 009 0.0202 0 0294 - 301 0.02 0 012 8 Weil San 0414144 Valloy 9 East San Gabriel Valley 1 088 060 363 365 4 3 30 1.6 95 49.5 363 0.146 0.145 0.113 0.122 0086 0987 1 1 2 4 6 6 13 20 12 14 363 386 0.09 0.09 0.0241 0.0251 270 - - - 385 363 5 Eget San 3954o3Yalay 2 591 358 6 43 10.6 _ 0 3560 0.130 3.099 2 0 13 31 29 380 0.09 0.0224 - _ - 10 680000o/WWnul Valley 076 385 4 2.6 11 506126n E69.16 Volley 381 0.140 0.112 0.096 0 4 11 28 18 365 5.08 0.0312 - 0.03 - 11 South San Gabriel Vary 085 113' 3' 2.4' - - • 116 ' 0.077' 0.055' 0 051' 0' 0' 0' 0' 0' 116' 0.09' 0.0308' - - - 32 Scum Canal LA County 084 365 7 6.9 2(3.3) 28.1 366 0.111 0.081 0.063 0 0 0 1 1 380 0.11 0.0312 13 Santa Coma Valley 030 365 2 I/O 364 0.173 0.141 0.118 6 11 47 65 69 - - - - - - GRANDE COUNTY - - _ _ - 17 19 Cental Orange County Cour North Coastal Orange Coonty 3176 3195 61 74 0 7(11.5) 34.1 319 68.6 0 18 North Orange Count' 3177 365 7 3.1 0 0 385 0094 0.077 0087 0 0 0 0 1 381 0.09 00249 12.1 - _ 17 Central Orange County 3176 365 4 3.1 0 0 365 0095 0.076 0076 0 0 0 1 4 366 0.09 00211 18 Nadi 0oas11JOran40County 39 Sadoebselt V1ley 3195 3612 364 385 6 2 33 18 0 0 0 0 338 385 0086 0.126 0.073 0.065 0.068 0.078 0 0 0 1 0 1 0 3 0 6 355 - 0.09 - 00131 359 0.02 0.014 15VE1351171 COUNTY 119 137 0 72(60 6) 55 6 342 91.7 6(1.5) 22.1 60 199 100.5 0.02 0.01 9.8 0 23 SMIMpo4n H.vereye County 2 4148 - - 22 NcecoCorona 4165 - 110 93.8 2(1.8) 20.8 59 244 81.9 0.01 001 9.1 0 24 Pirtle Vann _ _ _ _ - _ 23 Metropolitan RNaroce County 1 23 Mo0Op8aan RNerelde County 2 4144 4146 363 365 3 4 2.6 2.4 0 0 0 0 358 0.144 0.129 0.105 0 3 33 46 62 365 _ 0.06 .- 0 0222 - 365 0.02 0 011 23 Nara Loma 5214 43' 3' 22' 0' 0• 44' 0.050' 0046' 0.040' 0' 0' 0' 0' 0' - - - - - -- 24 Penis Vaday 4149 _ - 30 Coachella Valley 1.' 355 0.126 0.109 0.052 0 1 3 11 18 - - - - - - 26 Lake 018380 4158 365 2 1.1 0 D 365 0.149 0.119 0.017 1 4 15 37 49 365 0.07 0.0142 ,• - SAN OEM/AMINO COUNTY 29 Banning Anon 90 Co ohoi4 V4187 1" 4184 4137 384 3 1.0 0 0 359 363 0.144 0.139 0.131 0.116 0.119 0.108 0 0 10 4 39 35 47 41 68 83 329 352 0.07 0.10 0.0148 0.0120 - - - 30 0o6cleas Valley V' 4157 - - - - -- 365 0.114 0,055 0.092 0 D 15 18 36 - - - - - -. SAN BERNARDINO COUNTY 66.1 2(1.8) 209 - 5197 61 106 0 29(47.6) 47.7 104 71.4 1(10) 20.0 69 32 Nelhwast San Bemardlo Valley 5176 384 2 1.9 0 0 365 0149 0.121 0.101 1 B 16 34 34 384 0.10 00313 - - 0,02 33 Soo hweet San Bernardino Valley 6817 0 30 37 East San 8ernermno Valley Central San 06n8Nlro Mauntdne 5204 5181 60 57 80 52 0 0 20(33.3) 1(1.8) 38.6 26.4 - - - - _ _ - _ _ _ _ - - 34 Cenfr1 &infam e! . Valley l 6197 369 3 20 0 0 356 9.1¢0 0.129 0.11$ 2 0 -23 49 47 36) 0.11 0.0310 365 001 0004 34 Centra San Danardaw Veiny 2 5203 366 4 3.4 0 0 361 0.163 49 0,114 4 9 31 54 6e 361 0.ID 0.0259 137 - 35 East San 99rtMyano Vary 37 Cam* San 0erordr08 Mountains 6204 6181 93.9 7 22,1 364 354 0.146 0.102 0.123 0.146 0,113 0130 1 7 8 16 24 69 35 80 45 - - - - - - 38 East Son 80004 Ono Morxrtalm 6818 - _ - - - - 102 - - -' - - 015TR3CT 1140941/14 7 6.9 0 0 0.192 0.146 0.130 7 10 80 80 102 0.13 00313 007 6.014 50UTM COAST AIRBASIN 7 5 9 0 0 0.192 0.145 0.130 11 30 04 302 120 0.13 0,0313 0.07 0014 ppm -Pelt' per MLNon gam 0la3.b 030295 ANBI. Annuut A:ulunoo.Maan -. PONurnl not non/lewd ' Less than 12 Ade months 01 o5W. May rot 0e 3Vpr50001890 . '• Salton 0o4 Alt Drains a)• The loderal 14161r 63Y4Nd(14our avenge CO> 35 960) and doe Thaw Mondani owl 00090 CO > 20 ppm) nom not emended. 0)-ihe1adarel 1 Atka axone ety0onl nes revoked and 10460016 by the 04839►ararn s own+ standard enacts .141110 15, 200a. C) - On A90129. 2035, An 0066x01106814 has approved IW Wg 0I009tkm4esene standard fa estabtsh +naw &hour average mansard Or 0.07 ppm T7ts now 97,,08 atarqud M expected to Who easel In 0662005. 4) - 7be stale standard la 1 -how avxe50 I400. 026 ppm. Tiro Weal standard B annual amhnw96 moan NO > 00534 ppm .1- The 113s standar*, are I4d4 twain, SO, > 026 ppm and 28.60v average SO, > 004 ppm, TM 1daral 0lentlarda an, annual IWOunedo moan BOr > 0.03 ppm, 24-hour damp > 0.14 ppm, 144 34680 maraca > 0.50 ppm 00((9Mh South Coast Air Quality Management District 21865 Copley Drive Diamond Bar, CA 91765.4182 www.agmd,gov The map showing IM I0Calb0e of 60ureate:OP a areas can be 80060804 vie dee Internet ah teln.d0> w 06917 uoraelMtee[.'areamn 0.9],6' 16689610 d e6xCa/re0ep10r 03800/00 shown 09 the'$6An Canal A, Quake e M6lagemnnl D9prkt AN MilnikOnp Areas' map male* k64 of maga from SCAOMD Pads Info nleIon. 2004 AIR QUALITY SOUTH COAST AIR QUALITY MANAGEMENT DISTRICT 2004 Sdnn'Rocoplrx Area 640 Wanton Station No Suspended Partia,ale6 PM104) Suspended Particulates PM250 PardCutatae TSP91 Lead Sulam Pi No, Days d Data Max Conc. In pg./0 24-hour No (%) Sample a F00oo43 g Standard Wow 5leig > 150 > 50 Patty pg/r0 24 -our 24 -our Annual Average nl AAM Cmc. yym6 No. Days d Data No. l%)Saryaas 18.905195 Max Standard Canc. F0Ona m > 65 Prime gym' 24-hour 24-hour Annum Averages 0 BAM Calx_ pyn11 Max No. Cmc. Days In d gyms Data 24-hour Annual Average mM cont. udm' Max. Monthly Menage Cone 1) ug/n0 Max Quarterly Average Conc. p0!5a4 No [%15on'Was Exceeding Max. Standard Conn -$$(g h >25 jeWle .96 2466111 54�460w 100 A193E1E5 COUNFY 1 Centel LA 087 61 72 0 6(82) 92.7 310 75.0 2(0.5) 19.8 62 115 66.4 0.03 0.03 12.7 2 NOrmwwl Coastal LA County 091 - - - - - - .- _ - 59 79 46.9 - - 11.4 3 S6Ahwost Coma LA County 1 094 15' 52' 0' 2(13.3)' 30.4 - - _ - 15' 71' 50.6' 0.01 0.01 13.1 3 4 Southwest Coastal LA Comfy 2 3606C0191141961L com 820 972 37' 47' X72 0' 0 0' 4(8.7) 26.1 331 - 923 00.6 3)0.3) 170 45' 82 77. 103 43.0• 591 0.01 0.02 001 001 14.3 40.9 Suter Coana LA County 2 077 59 83 0 12(203) 30.1 327 59.7 0 MIA 59 112 04.0 002 001 15,4 6 Wort San Famo1140 Va0ay 074 - - - - - 100 582 0 MG - - - - - - - 7 East San Fernando Valley 0139 60 74 0 7(11.7) 37.5 109 00.1 0 192 - - 9 West San Oadlsl Vary 008 - - - - - 113 69,4 0 100 58 95 49.5 - - 11.2 0 9 9 East San 0.014 VMy 1 East Sal ODbl4 Vasey 2 C60 591 55 - 03 - 0 - 8(14.5) - 36.4 _ 270 - 796 - M(3.4) - 10.4 - 69 _ 158 _ 76.2 _ - _ - - 10.6 _ 0 10 P6non.W8Ya4 V49y 075 - - - - - _ _ _ _ _ _ 11 506126n E69.16 Volley 0135 - - - - - 108 60.7 0 19.9 55 140 73.0 0.03 9,02 12.4 - 0 12 13 South Candid LA County Sams Clwl3 Ve8ay 084 - - - - - 115 55.9 0 18 6 58 128 78.8 0.03 0.33 14.7 0 090 60 64 0 2(3.3) 28.1 - - -- .- _ _ - - _ - ORANGE COUNTY 10 Orange North O 3177- - - - - - - - - _ _ - 17 19 Cental Orange County Cour North Coastal Orange Coonty 3176 3195 61 74 0 7(11.5) 34.1 319 68.6 0 18.8 - ,- - _ - _ - _ _ _- _ - _- - - 39 Sa4dle5+ck tea1I0y 3812 67 47 0 0 23.7 111 49.4 0 12.1 - - - ., - - - RIVERSIDE COUNTY 22 NomoC6ona 4155 57 76 0 11(193) 30.0 - - 23 Metropolitan Riverside County 1 4144 119 137 0 72(60 6) 55 6 342 91.7 6(1.5) 22.1 60 199 100.5 0.02 0.01 9.8 0 23 SMIMpo4n H.vereye County 2 4148 - - - - - 110 93.8 2(1.8) 20.8 59 244 81.9 0.01 001 9.1 0 24 Pirtle Vann 4149 59 83 0 15(25.4) 41.4 - - - - - _ _ - _ - - 25 Wt0!labors 4150 - - - - .. _ - - - 29 Banning Aap61 4184 81 82 0 7(11.5) 29,3 - - - - - _ _ - _ - 30 Coachella Valley 1.' 4137 59 79 0 2)3.4) 28.4 112 27.1 0 9.0 - - - - - 30 Coachella Vdcy2" 4167 119. 83. 0, 23(19.614 39.3, 110 28.6 0 10.7 - - - - - ,• - SAN OEM/AMINO COUNTY 32 14elhwral San 13469490 Valley 5175 - - - - - - - - -- 55 127 83.5 002 0.01 9.2 0 33 34 Southwest San Bernarteno Va9ay Cana San Bernardino Vasey 1 5817 58 93 0 17(29.3) 42.8 112 66.1 2(1.8) 209 - 5197 61 106 0 29(47.6) 47.7 104 71.4 1(10) 20.0 69 2,7s 113. - 10.0 0 34 Central San iwrord,lo Vaaay 2 5283 6B 118 0 28(48.3) 48.6 106 934 6351 220 08 179 92.4 0,02 091 95 0 30 37 East San 8ernermno Valley Central San 06n8Nlro Mauntdne 5204 5181 60 57 80 52 0 0 20(33.3) 1(1.8) 38.6 26.4 - - - - _ _ - _ _ _ _ - - - 36 Eeal San Bernardino Mountains 5018 - - - - - 52 29.5 0 9.5 - - - - - D45T01C7 MAXIMUM 137 0 72 55.6 93.6 5 22.1 244 1194 003 0.03 16.4 0 SOUTH COAST AIN BASIN 137 0 0) 616 93.9 7 22,1 244 1134 0,03 003 16.4 0 9ym1-MWoprnnr pe elAk rrwlerd1,. AAM -Annual At de Wen --Peaula1 not nwal6ed • leas 0111112 M months d data. Sly no4bo r3P64ala5W. " Ballon 5416,09619 1)- PM10graphs wan oybetod /Wly6 days nue 0x44 090619s Seaton Numbers 4144 and 41571.4101416.1.0...0.) redacted Posey 3 days. 1) .0762.6 samples waw col eL4d every 3 days 91 all Mos easopl for 6o t0aaNng Mak Stake N1M9ra 060, 072, 077, 087.3176.8nd 4144 whore eanw410 wort. taken ovary day, and Staten Np4Es46016 wMfsI94f aw6+ 141.9n awry9 days. g) -Tom1 4.4i/ended pa9orr9, wa, nal instate warn 8310mk004 kora oomph canceled way 6 dor try IN Nth vokao unpins mom04, ce glass 1v ar near mode. h) • Fedora!! PMI04W1dan Mammal warns (MM) > 50 palm'. 56mndad 68660 .6059 (MM). 20 )1001' (caeg0d Rom ADM > 30 palm'. m o1ace July 6,2003). 9 - Federal PM234tandard 16840011 serape (AAM3. 15 901, '1961 , State standard Is annual average (AAM)> 12 WO' (Male Mandan! was established 00 July 6, 2003). 0- FederalMad6mldardlaqu840y manges 13 16010: 844 state standard Is monthly ,varage 21.6 p9Arr1. Nokxxl60n 80,'04060 cud etandeda. Medmum 1nep9y and qu1Wly Clad wrc 1116 56,6 at 6e06 summering lens unrnaaOlmy dovmwlnel 840565.150094 sources were 0.69996 ' and 0.30 yym', -TM po sample M6ao8 l Les Angelos enemy. r mple a0LL11llai ■ 14gh•wlnd day (161 pgem' on 1994)4) was excluded In accedence with EPA's Ne14al Event Policy. Pdnledon Roeyclod Pap., 1 eR 1R N 0' oa,ai N„rr 0.,0., 0.0,0. 0.,0,. HMO cfloftlar-oo HMO HOM 000 °8 gngn ggOg omo..mt gg48 �.I ARO" d.) Uxqx$rlY�, xcAUffnn /11�(.)Uleyyi�. a uo0�n -v�s a)�m 1��, MEl Ra o.3c5.0. V O n7 ` 0 do V VX c 0oV 71.15c (gmoxR4T�ra pgg ""T` -"Er" gM00OOyUxqoOS,T,OA2 �OR°Rt yyA U/a q AAo sspa"8rSeeAAAa/�t�1�1�Qa U O m ud 2005 AIR QUALITY SOUTH COAST AIR QUALITY MANAGEMENT DISTRICT .63 .. m b N a o o F 7 tnooaera- 4 .D o o N oZo;'- 1■■V■■■ Sou loMRodop6aArea No. lrrell9n SgWon 1409 Suspended Particulates PM100 9lopeded Partp/Nm4 PM2.6 m Pardculalee TSP 5) Lead h) Sulfate 5) No. Days d Data Max. Conc. In p9tm' 24-hour Na;54y 8arcplo>I Exceeding S./Arden] ):g00m• • 440 >150 >60 arcs 419061 24- hoof 24-hour Annual Average 0 9996 Conc. para• No Daya of Data Max. Conc. In pgfn° 24-hour No. (%) Samples 98th Eo00o4'e5 PerwnSle Standard Annual Conc. Weld Averag00I) In >86 9996 1410 pg/m. Conc. 24-hour 24 -our 13ghhr9 No. Days of Dere Max. Conc. In pgyal 24-hour Annual Average 9996 Conc. Niro' Max. Monthly Averag4 Conc. Id WO Mex. Quarterly ...wimps Conc.k) pato'' No.1%) Senses Exceeding Max Standard Conc. Sta30 In 225 palm. pghn• 24•Mur 24 -noun LOS ANGELES COUNTY 1 Central LA 087 81 70 0 4(6.6) 29.8 334 73.7 53.2 2(0.6) 18.1 66 141 68.7 0.02 0.02 14.2 0 2 Northwest Coastal LA County 091 - - - - - 69 89 41.6 -- - 11.7 9 3 Southwest Comtel LA County 2 620 64 44 0 0 22.9 4 South Coastal LA County 1 072 69 66 0 5(8.5) 29.6 324 53.9 41.4 0 18.0 61 112 55.5 0.01 0.01 18 8 0 4 Scuts Casual LAC M 2 077 59 131 0 16(30.5) 43.4 344 00.8 37$ 5 14,7 - - - - - .. Wen San Fernando Wady 074 - - - - - 104 39.6 36.8 0 19.9 - -.- -- -- - - 7 Eat Sen Fernando Valley 089 61 92 0 5(62) 34.3 106 83.2 50.6 0 17.9 - - 6 West San Gabriel Valley 068 113 62.9 43.1 0 15.1 5B 89 44.8 - - 11.2 0 9 East San Gabriel Valley 1 080 55 78 0 12(21.0) 35.1 292' 132.7' 53.2' 1(0.3)' 17.0' 58 142 70.9 - - 102 g 7 Ea:ISenn G r:nTVa'gy 2 551 - - - - - - - - - .- - - .- - - 1e 1'amora.VrnutOo9ar 076 •- - - » - - - - 11 Sroro San Oabdol Vn4oy 665 - - -• - - 76' 58.2' 64.0' 0' 17.0' 39' 104' 66.4' 0.03 0.03 9.9 0 12 South Conga LACounty 084 - -•• - - 114 54.6 48.5 0 17.5 67 118 87.4 0.03 0.02 17.3 0 13 Santa ClarILOV819y 090 60 65 0 1(1.7) 26.6 - - - - - - - - .- -. - ORANGE COUNTY 16 Nath Orange County 3177 - - - - - - - 17 Central Orange County 3176 61 65 0 9(4.9) 2132 333 64.7 41.9 0 14.7 . - - - - - .. - 18 Noe Coaled Orange County 5195 - - -- - - - - - - 19 &54uwt2Ct V6'ny 3612 55 41 0 0 190 113 354 31 A a 10-7- - - - - - - RIVERSIDE COUNTY 22 Norco/Corona 4165 58 79 0 5(8.8) 31.6 23 Mehopoalen Riverside County 1 4144 123 123 0 69(56.1) 52.0 334 98.7 58.4 4(12) 21.0 59 173 96.7 0.02 0.02 10.3 0 23 Metropolitan Riveralle County 2 4146 - - - - - 110 95.0 41.0 1(0.9) 18.0 60 125 76.8 0.01 0.01 10.3 0 23 Mira Loma 5212 - - -• - - - - - - - - - R4 Piffle Veeny 4149 _60 Q0 Q 19(al 392 -•• .. - - - - - - - - - 25 Lake Elalnore 4168 -.. .. - - - - _ _ - - - 2B Samba M o11 4184 68 76 0 2(9.4) 26.8 - - -. - - - 30 Cosr,10014 Vkf6y 1."' 4137 59 68 0 2(34) 25.9 63' 26.2' 25.0' 0' 13.4' - - .. - - -- - J0 C44414210 Vaa03" 4157 115 106 0 39(012) 45.7 104 444 25.0 0 10,5 - - - - -- - - SAN BERNARDINO COUNTY 32 Northwest San Bernardino Valley 6176 57 94 63.4 002 0.02 8.4 0 33 SaumAnst San 6.31nl16400 Va8oy 5817 60 74 0 19(31.7) 40.8 110 87.8 49.6 1(0.9) 18.8 - - 34 Caned San Semarang Vesta 1 5107 60 100 0 29(48.3) 50.0 109 4)6.9 402 1(6.9) _ 19.8 61 290 1002 ISA 0 34 Central Ban B0nartlko Valley 2 6203 60 72 0 23(38.3) 42.3 109 108.3 43.4 1(0.9) 17.4 60 175 87.1 002 0.01 10.0 0 35 East San Bemadlno Vshy 6204 58 61 0 12(20.7) 332 - - - - - - - - - - - - 37 Contra Sari Sernard1O MaaMdn 5161 56 49 0 0 25.8 - - - - - - - 36 Ear Sen Dema5lno Meunlelne 5818 -- - - - -- 51 38.6 380 Q 19.1 - - -- » - - - D19TRIGT MAXIMUM 131 0 68 52.0 192.7 68.4 4 210 295 1002 0.53 003 17.3 0 SOUTIICOAST AIRBASIN 13.1. 0 99 ..620 137.7 6794 0 21.0 295 1002 0.03 023 17,3 0 Via' • Mlcrepramo pen wok ower ofa9. AAM Annual Ael500040 Mean AGM -MnualaaamWS Mon - • Pollutant not 00070,04. '1.018 Own 12 M/ moray of data. May not be rapnwn46rr, " 59104 hes Ru Bwln Q • PM10 samples were collected every 60641 w as sites except for SLdm Neaten 4144 end 4157 whirs aalrgl014091006000100 every 3 days. 61 • 14.625 smacks wet 0olkdad every 3 days e1 ea Mai meet for the 1saoxfng stress S1a85 Numbers 060, 072. 977. 087, WE and 4144 where samples were taken every day, oro 8414n lelmoan 58313 6.noro angles atria token ovary 6 days 5)- Tds19oIpendad ygnkulutae, 400.090 44160 0 w9r0684Pmvyd 00'n moon 6o:km* 00Yory 520yl5y eta No yalurns wlpo1AWh9d.O8 glue 155r 6101 roads 0 • Federal PMIS standard le enrrel na0ge (9144) n 50 palm'. SIMM elendsfd 4 8t010 6060054(MM).> 20 1.1997e (064/500 lean AGM > 90 pavn', 0140.40 July5, 20031. 1)- Federal PATS Mand2rd l0 annual nrorugu (AAI0)> 16559100. 63010 wedded Is annualm araan (AAM) a 12 p9ta•(aisle sbindild was established on July 6, 2❑03). 0). Federal lead atalderd Ie qualer6y lineage a 14p91m•; 914 Vale Namd0rd 11 Manttay Average 2 1- I,9Imt. No 19c0O00onsoni0 Mud Mandan:he MS9knum =caly end Ouad0rly laud cc0n5dn4fae a1016pacial 6150lbsfg NI01 Ammh0dlatwy downwind 0illadonery leap swam Won 9.44 Wry' end 0.34pgym1, t9e1146vely. 1401 ,04Uttlad et Central Loa Angeles. Printed on Recycled Peer CARB Air Quality Data for Palm Sprints Pollutant 2004 2005 2006 Max Value %Exceeded Carbon Monoxide Maximum 8 -Hour Conc. (ppm) 0.80 0.80 0.85 0.85 Days 8 -Hour Conc. 0.5 ppm (National) 0 0 0 0 Days 8 -Hour Conc. >9.0 ppm (State) 0 0 0 - 0 Maximum 1 -Hour Conc. (ppm) NM 2 NM 2 Days 1 -Hour Conc. >20 ppm (State) NM 0 NM - 0 Percent of Year Monitored 97 99 98 Ozone Maximum 1 -Hour Conc. (ppm) 0.125 0.139 0.126 0.139 - Days 1 -Hour Conc. >0.12 ppm (National) 1 4 2 1 Days 1 -Hour Conc. >0.09 ppm (State) 36 41 37 - 11 Maximum 8 -Hour Conc. (ppm) 0.106 0.116 0.109 0.116 - Days 8 -Hour Conc. >0.08 ppm (National) 32 35 23 - 8 Percent of Year Monitored 97 95 100 - Nitrogen Dioxide AAM Conc. (ppm) (National) 0.013 0.012 0.010 0.013 % >0.0534 ppm (National) 0 0 0 - 0 Maximum 1 -Hour Conc. (ppm) 0.066 0.100 0.093 0.100 Days 1 -Hour Conc. >0.25 ppm (State) 0 0 0 - 0 Percent of Year Monitored 98 93 95 - Sulfur Dioxide Maximum 1 -Hoe Conc. (ppm) NM NM NM NM Days 1 -Hour Conc. >0.14 ppm (National) NM NM NM - Days 1 -Hour Conc. >0.25 ppm (State) NM NM NM - Maximum 24 -Hour Conc. (ppm) NM NM NM NM Days 24 -Hour Conc. >0.05 ppm (State) NM NM NM - Percent of Year Monitored NM NM NM Suspended Particulate Matter (PM10) Maximum 24 -Hour Conc. (ug/m3) 79 66 30 79 24 -Hour Samples >150 ug/m3 (National) 0 0 0 - 24Hour Calc >150 ug/m3 (National) 0 0 0 24 -Hour Samples >50 ug/m3 (State) 2 2 ID 24 -Hour Calc >50 ug/m3 (State) ID 13.1 ID - AAM Conc. (ug/m3) (National) 26.4 25.9 14.9 26.4 Conc. >50 ug/m3 (National) No No No - AGM Conc. (ug/m3) (State) ID 25.4 ID 25.4 Conc. >30 ug/m3 (State) No No No Percent of Year Monitored 100 95 6 Suspended Particulate Matter (PM2.5) Maximum 24 -Hour Conc. (ug/m3) 27.1 «b.2 t 2.01. 27.1 24 -Hour Samples >65 ug/m3 (National) 0 0 4 - % 24 -Hour Samples >65 ug/m3 (National) 0 0 0 - AAM Conc. (ug/m3) 8.9 8.4 ill. 8.9 Conc. >15 ug/m3 (National) No No No Number of Days of Data 112 8 J . l; AGM Conc. (ug/m3)(State) 8.8 11) iij 3-YearMax. Avg. (State) [0 9_ NM NM NM 0 4 0 0 Notts; hfhl.Not Monitored SO2 not monitored. TSP not monitored. SulEte not monitored tD=Iasuficicvt Data Shaded area represents less than 12 months of data and may not be representative. Appendix C URBEMIS2002 WORKSHEETS CALINE4 ASSUMPTIONS AND OUTPUT EMFAC OUTPUT Page: 1 09/22/2008 5:18 PM URBEMIS 2002 For Windows 8.1.0 File Nage: C:\Do.:uvents and Settings\Courtney\Desktop\Work\Urbemis\Wash Comm Medical.urb Prozac, Nem: Na, hingepn C4nasrrc_ai Project Lo Ation: South :;c"t Air Basin (Los Angeles area) On -PA d Motor Vehicle Emissions Rased on °[MFAC2D62 version 2.2 SUN[MARY REPORT (Pounds/Day - Summer) CONSTRUCTION EMISSION ESTIMATES PM10 PM10 PM10 ••• 2008 ••• ROG NOx CO SO2 TOTAL EXHAUST DOST TOTALS (lbs/day,unmitigatedl 27.40 170.56 233.86 0.00 171.61 6.60 165.01 TOTALS (lbs/day, mitigated) 27.40 170.56 233.86 0.00 52.35 6.60 45.75 PM10 PN10 PMO ••• 2009 ••• ROG NOx CO SO2 TOTAL EXHAUST DUST TOTALS (lbs/day, unmitigated) 275.65 60.92 81.47 0.02 2.53 2.41 0.12 TOTALS (lbs/day, mitigated) 275.65 60.92 81.47 0.02 2.53 2.41 0.12 AREA SOURCE EMISSION ESTIMATES ROG NOx CO SO2 PN10 TOTALS (lba/day,unmi.tigated) 3.29 0.00 0.00 0.00 0.00 OPERATIONAL (VEHICLE) EMISSION ESTIMATES ROG NOx CO SO2 PM10 TOTALS (lbs/day,unmitigated) 46.89 48.46 507.14 0.36 53.75 SUM OF AREA AND OPERAIIONAL EMISSION ESTIMATES ROG NOx CO SO2 PH10 TOTALS (lbs/day,unmitigated) 50.18 46.48 507.14 0.36 53.75 Page:2 09/22/2008 5:18 PM URBEMIS 2002 For Windows 5.7.0 File Name: C:\Documents and Settings\Courtney\Desktop\Work\Urbemis\Wash Comm Medical.urb Project Name: Washington Comercial Project Location: South Coast Air Basin (Los Angeles area) On -Road Motor Vehicle Emissions Based on EMFAC2002 Version 2.2 SUMMARY REPORT (Pounds/Day - Winter) CONSTRUCTION ENIISSION ESTIMATES PM10 PM10 PM10 ••• 2005 ••• ROG NOx CO SO2 TOTAL EXHAUST DUST TOTALS (lba/day,unmitigated) 27.40 170.56 233.86 0.00 171.61 6.60 165.01 TOTALS (lbs/day, mitigated) 27.40 170.56 233.86 0.00 52.35 6.60 45.75 PM10 PN10 PM10 ••• 2009 ••• ROG NOx CO SO2 TOIAL EXHAUST DUST TOTALS (lbs/day,unmitigated) 275.65 60.92 81.47 0.02 2.53 2.41 0.12 To 2: TALE mitigated) 275.65 60.92 81.47 0.02 2.53 2.41 0.12 AREA SOURCE EMISSION ESTIMATES ROG NOx CO SO2 PM10 TOTALS (lbs/day,unmitigated) 3.29 0.00 0.00 O.DO 0.00 OPERATIONAL (VEHICLE) EMISSION ESTIMATES ROG NOx CO SO2 PM10 TOTALS (lbs/day,unmitigated) 48.05 62.73 469.79 0.29 53.75 SUM OF AREA AND OPERATIONAL EMISSION ESTIMATES ROG NOx CO SO2 PMIO TOTALS (lbs/day,unmitigated) 51.34 62.73 469.79 0.29 53.75 Page: 3 09/22/2008 5:18 PM URSEMIS 2002 For Windows 8.7.0 File Name: C:\Documents and Settings\Courtney\Desktop\Work\Urbemis\Wash Cornu Medical.urb Project Nemo: Washington Ccae rcial Start Month/Year for Phase 2: Jul '08 Project Location: SO nth Coast Air Basin (LOS Angeles area) On-R.ad Mata[ Vehicle Emissions Based on EY.MC2002 version 2.2 DETAIL REPORT On -Road Truck Travel (VMT): 8 (Pounds/Day - Winter) Off -Road Equipment No. Type Horsepower Load Factor Bo-a/Day Construction Start Month and Year: July, 2008 0.575 8.0 Construction Duration: 14 190 0.620 8.0 Total Land Use Area to be Developed:24.88 acres 0.430 8.0 Me- ,5c4Yage Disturbed Per Day: 6.25 acres 0.660 8.0 Single Family Units: 0 Kulti.-F4041y Unite: 0 0.465 8.0 Retail/Dffice/Institutioeal/Indoatrial Square Footage: 234422 CONSTRUCTION EMISSION ESTIMATES UNMITIGATED (lbs/day) Phase 3 Duration: 8 months PM10 PM10 PM10 Source ROG NOx co SO2 TOTAL EXHAUST DUSI ••• 2008••^ SubPhaseBuilding Duration: 6 months Phase 1 - Demolition Emissions - - 0.00 - 0-00 eugitive mist - Off -Road Diesel 0.00 - 0.00 0.00 - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Norker Irip. 0.00 0.00 0.00 0.00 0.00 0.00 .0.00 X0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 Phase 2 - Site Grading Emissions '09 - 165.00 - 165.00 Fugitive Dust - Off -Road Diesel 27.19 - 170.15 - 228.86 - 6.59 6.59 0.00 On -Road Diesel 0.01 0.18 0.03 0.00 0.00 0.00 0.00 worker Trips 0.20 0.23 4.97 0.00 0.02 0.01 0.01 Maximum lbs/day 27.40 170.56 233.86 0.00 171.61 6.60 165.01 Phase 3 - Building Construction Bldg Const Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 Bldg Const Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Arch Coatings Off -Gas 0.00 Arch Coatings worker Trips 0.00 - 0.00 - 0.00 - 0.00 0.00 0.00 ' 0.00 Mph it Off -Gas 0.00 Asphalt Off -Road Diesel 0.00 0.00 0.00 - - - 0.00 - 0.00 0.00 Asphalt On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Asphalt Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Max lbs/day all phases 27.40 170.56 233.86 0.00 171.61 6.60 165.01 • 2009••• • 2008••• Phase 1 - Demolition Emissions - - - 0.00 + 0.00 Fugitive Dust Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 2 - Site Grading Emissions Phase 2 - Site Grading Emissions Fugitive Dust - - - - 0.00 - 0.00 Off -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 3 - Building Construction Bldg COnat Off -Bond Diesel 9.10 60.67 73.32 - 2.41 2.41 0.00 ax" Const worker Trips 0.47 0.26 6.18 0.00 0.11 0.01 0.10 Arch Coatings Off-(�as 262.84 Arch Coatings worker Trips 0.45 - 0.23 - 6.18 - 0.00 - 0.11 ` 0.01 - 0.10 Aaphalt Q£f-Goa 3.15 Aspbalt Off -Road Diesel 8.64 51.80 72.84 -- - 1.62 1.62 - 0.00 Aaphalt On -Road Diesel 0.56 8.07 2.07 0.02 0.25 0.24 0.01 "Ph.1t Worker 'trip. 0.03 0.01 0.38 0.00 0.01 0.00 0.01 Ma><irwm ba/day 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Max lbs/day all phases 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Page:4 09/22/2008 5:18 FM Phase 1 - Demolition Assumptions: Phase Turned OFF Phase2 - Site Grading Assumptions Start Month/Year for Phase 2: Jul '08 Phase 2 Duration: 6 months On -Road Truck Travel (VMT): 8 Off -Road Equipment No. Type Horsepower Load Factor Bo-a/Day 1 Gra era 174 0.575 8.0 1 Other Equipment 190 0.620 8.0 1 Rollers 114 0.430 8.0 6 Scrapers 313 0.660 8.0 1' Tractor/Loaders/Backhoes 79 0.465 8.0 Phase 3 - Building Construction Assumptions Start Month/Year for Phase 3: Jan '09 Phase 3 Duration: 8 months Start Month/Year for SubPhase Building: Jan '09 SubPhaseBuilding Duration: 6 months Off -Road Equipment Horsepower Load Factor Hours/Day No. Type I Concrete/Industrial Saws 84 0.730 •i.0 3 Other Equipment 190 0.620 1 Rough Terrain Forklifts 94 0.475 0.0 1 Trenchers 82 0.695 .31.0 Start Month/Year for SubPhase Architectural Coatings: Jul '09 SubPhase Architectural Coatings Duration: 1.5 months Start Month/Year for SubPhase Asphalt: Aug '09 SubPhase Asphalt Duration: .5 months Acres to be Paved: 13.22 Off -Road Equipment Load Factor Bours/Day No. Type 1 Graders Horsepoxer 174 0.575 8.0 1 Off Highway Trucks 417 0.490 8.0 1 Pavers 132 0.590 8.0 1 Paving Equipment 111 0.530 8.0 1 Rollers 114 0.430 8.0 CONSTRUCTION EMISSION ESTIMATES MITIGATED (lbs/day) PM10 PM10 PM10 Source ROG NOx CO SO2 TOTAL EXHAUSI DUST • 2008••• Phase 1 - Demolition Emissions - - - 0.00 .. 0.00 Fugitive Dust - Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trip. 0.00 0.00 0.00 0.00 0.00 0.00 0.00 maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 2 - Site Grading Emissions Fugitive Dust - 27.19 - - 170.15 228.86 - - 45.74 6.59 - 6.59 45.74 0.00 Off -Road Diesel On -Road Diesel 0.01 0.18 0.03 0.00 0.00 0.00 0.00 worker Trips 0.20 0.23 4.97 0.00 0.02 0.01 0.01 Maximum lbs/day 27.40 170.56 233.86 0.00 52.35 6.60 45.75 Phase 3 - Building Construction Bldg Const Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 Bldg Const worker Tripe 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Arch Coatings Off -Gas 0.00 - - - 0.00 0.00 0.00 Ab Coating. Worker Trips 0.00 rc 0.00 0.0 0 0.00 Asphalt Off -Gas 0.00 Asphalt Off -Road Diesel 0.00 0.00 - 0.00 - - 0.00 - 0.00 - 0.00 Asphalt On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Asphalt Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Max lbs/day all phases 27.40 170.56 233.86 0.00 52.35 6.60 45.75 • 2009••• Phase 1 - Demolition Emissions - ` - 0.00 - 0.00 Fugitive Dust - Of£ -Road Diesel 0.00 0.00 D.OD - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Terra Nova 1 City of La Qttinta Villa Capri Draft Environmental impact Report Technical Appendices APPENDIX D La Quinta Retail and office Complex Tentative Parcel Map No. 35088 Draft Traffic Impact Study Prepared by Endo Engineering 28811 Woodcock Drive Laguna Niguel. CA 92677 October 2008 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical appendices to he incorporated into the Draft FIR. If you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 760-777-7125. IM CALINE4: CALIFORNIA LINE SOURCE DISPERSION MODEL JUNE 1989 VERSION JOB: Washington Commercial Year 2020 W/ Project Washington @ Fred Waring RUN: Hour 1 (WORST CASE ANGLE) POLLUTANT: Carbon Monoxide I. SITE VARIABLES U= .5 M/S Z0= 100. CM ALT= 0. BRG= WORST CASE VD= .0 CM/S CLAS= 7 (G) VS= .0 CM/S MIXH= 1000. M AMB- .0 PPM SIGTH= 20. DEGREES TEMP= 7.0 DEGREE (C) II. LINK VARIABLES LINK LINK COORDINATES (M) EF H DESCRIPTION X1 Y1 X2 Y2 * TYPE VPH (G/MI) (M) A. NTA 307 300 307 150 * AG 1939 �4.3 .0 B. NLA 300 291 300 266 * AG 795 4.4 .0 C. SD 293 300 293 150 " AG 2311 4.4 .0 D. STA 293 300 293 450 * AG 2185 4.4 .0 E. SLA 300 309 300 334 " AG 314 4.4 .0 F. ND 307 300 307 450 * AG 2674 4.4 .0 G. ETA 300 293 150 293 * AG 747 4.4 .0 H. ELA 291 300 266 300 * AG 242 4.4 .0 I. WD 300 307 150 307 * AG 2221 4.4 .0 J. WTA 300 307 450 307 * AG 1666 4.4 .0 K. WLA 309 300 334 300 * AG 129 4.4 .0 L. ED 300 293 450 293 * AG 811 3.6 .0 M. NAE 307 150 307 0 * AG 2734 1.6 .0 N. NDE • 307 450 307 600 " AG 2674 1.6 .0 O. SAE 293 450 293 600 * AG 2499 1.6 .0 P. SDE 293 150 293 0 * AG 2311 i.6 .0 Q. EAE 150 293 0 293 * AG 989 1.6 .0 R. EDE 450 293 600 293 * AG 811 1.6 .0 S. WAE 450 307 600 307 * AG 1795 1.6 .0 T. WDE • 150 307 0 307 * AG 2221 1.6 .0 III. RECEPTOR LOCATIONS COORDINATES (M) RECEPTOR * X Y Z ------------*--------------------- 1. Recpt 1 * 415 270 1.8 IV. MODEL RESULTS (WORST CASE WIND ANGLE ) " * PRED CONC/LINK * BRG * CONC (PPM) RECEPTOR * (DEG) * (PPM) * A B C D E F G H 1. Recpt 1 " 291_ • .7 * .0 .0 .0 .0 .0 .1 .0 .0 * CONC/LINK (PPM) RECEPTOR I J K L M N 0 P Q R S 1. Recpt 1 * .1 .2 .0 .1 .0 .0 - .0 .0 .0 .0 .0 (M) W (M) 13. 10. 13. 13. 10. 13. 13. 10. 13. 13. 10. 13. 13. 13. 13. 13. 13. 13. 13. 13. T .0 Title Washington Commercial Year 2010 Version Emfac2007 V2.3 Nov 1 2006 Run Date 2007/06/08 14:15:15 Scen Year: 2010 -- All model years in the range 1966 to 2010 selected Season Winter Area Salton Sea wwaww"•arra+wwr.ww.aaa..raw.-aaarr.aaarraa r...rr......................••...•.••. RAR.a aw •f Year: 2010 -- Model Years 1966 to 2010 Inclusive -- Winter Emfac2007 Emission Factors: V2.3 Nov 1 2006 Salton Sea Basin Average Basin Average Table 1: Running Exhaust Emissions (grams/mile) Pollutant Name: Carbon Monoxide Temperature: 75F Relative Humidity: 40% Speed MPH LDA LDT MDT EDT UBUS MCY ALL 3 6.908 9.339 7.654 20.337 100.427 29.264 9.956 4 6.686 8.994 7.439 20.337 100.427 29.264 9.733 6 6.281 8.370 6.918 19.029 92.059 28.097 9.103 12 5.315 6.915 5.453 12.777 57.238 22.899 7.085 20 4.415 5.621 4.270 7.936 34.407 19.315 5.408 50 2.883 3.712 2.750 3.665 18.087 29.693 3.430 Title Washington Commercial Year 2020 Version Emfac2007 V2.3 Nov 1 2006 Run Date 2007/06/08 14:15:15 Scen Year: 2020 -- All model years in the range 1976 to 2020 selected Season Winter Area Salton Sea Year: 2020 -- Model Years 1976 to 2020 Inclusive -- Winter Emfac2007 Emission Factors: V2.3 Nov 1 2006 Salton Sea Basin Average Basin Average Table 1: Running Exhaust Emissions (grams/mile) Pollutant Name: Carbon Monoxide Temperature: 75F Relative Humidity: 40% Speed MPH LDA LDT MDT EDT UBUS MCY ALL 3 3.022 3.765 3.872 6.368 96.092 22.154 4.429 4 2.954 3.664 3.784 8.368 96.092 22.154 4.361 5 2.889 3.567 3.700 8.368 96.092 22.154 4.297 9 2.651 3.222 3.258 5.911 68.891 19.436 3.594 50 1.352 1.609 1.556 1.702 17.511 19.778 1.645 CALINE4: CALIFORNIA LINE SOURCE DISPERSION MODEL JUNE 1989 VERSION JOB: Washington Commercial Year 2010 W/ Project Washington @ Fred Waring RUN: Hour 1 (WORST CASE ANGLE) POLLUTANT: Carbon Monoxide I.. SITE VARIABLES U- .5 M/S - Z0= 100. CM ALT= 0. (M) ERG= WORST CASE VD= .0 CM/S CLAS= 7 (G) VS= .0 CM/S MIXH= 1000. M AMB= .0 PPM SIGTH= 20. DEGREES TEMP= 7.0 DEGREE (C) II. LINK VARIABLES LINK LINK COORDINATES (M) * EF H W DESCRIPTION * X1 Y1 X2 Y2 * TYPE VPH (G/MI) (M) (M) A. NTA 307 300 307 150 * AG 1981 9.7 .0 13.0 B. NLA 300 291 300 266 * AG 833 10.0 .0 10.0 C. SD 293 300 293 150 * AG 2306 7.1 .0 13.0 D. STA • 293 300 293 450 * AG 2247 10.0 .0 13.0 E. SLA 300 309 300 334 * AG 316 9.7 .0 10.0 F. NO 307 300 307 450 * AG 2747 941 .0 13.0 G. ETA 300 293 150 293 * AG 733 9.1 .0 13.0 H. ELA 291 300 266 300 * AG 254 10.0 .0 10.0 I. WD 300 307 150 307 * AG 2297 10.0 .0 13.0 J. WTA 300 307 450 307 AG 1689 10.0 .0 13.0 K. WLA 309 300 334 300 * AG 101 10.0 .0 10.0 L. ED 300 293 450 293 * AG 604 5.4 .0 13.0 M. NAE 307 150 307 0 * AG 2814 3.4 .0 13.0 N. NDE 307 450 307 600 * AG 2747 3.4 .0 13.0 0. SAE 293 450 293 600 * AG 2563 3.4 .0 13.0 P. SDE 293 150 293 0 * AG 2306 3.4 .0 13.0 Q. EAE 150 293 0 293 * AG 987 3.4 .0 13.0 R. EDE 450 293 600 293 * AG 804 3.4 .0 13.0 S. WAE * 450 307 600 307 AG 1790 3.4 -0 13.0 T. WDE • 150 307 0 307 * AG 2297 3.4 .0 13.0 III. RECEPTOR LOCATIONS COORDINATES (M) RECEPTOR X Y Z 1. Recpt 1 * 415 270 1.8 IV. MODEL RESULTS (WORST CASE WIND ANGLE ) * PRED CONC/LINK BEG * CONC (PPM) RECEPTOR * (DEG) * (PPM) * A B C D E F G H 1. Recpt 1 * 291. *� 1.5 * .0 .0 .0 Y .2 .0 2� .Of 0 CONC/LINK (PPM) RECEPTOR * I J K L M N 0 P Q R S T 1. Recpt 1 * 3 .4 0 f .2 .0 .0 .0 .0 .0 �.0 .0 .0 CALINE4: CALIFORNIA LINE SOURCE DISPERSION MODEL JUNE 1989 VERSION JOB: Wash Commercial Year 2020 No Project Washington @ Fred Waring RUN: Hour 1 (WORST CASE ANGLE) POLLUTANT: Carbon Monoxide I. SITE VARIABLES U= .5 M/S Z0= 100. CM ALT= 0. (M) BRG= WORST CASE VD= .0 CM/S CLAS- 7 (G) VS= .0 CM/S MIXH= 1000. M AIM= .0 PPM SIGTH= 20. DEGREES TEMP= 7.0 DEGREE (C) II. LINK VARIABLES LINK LINK COORDINATES (M) EF H W DESCRIPTIONX1- Yl X2 _ Y2TYPE VPH_ (G/MI) (M) (M) A. NTA 307 300 307 150 * AG 1857 4.3 .0 13.0 B. NLA 300 291 300 266 * AG 795 4.4 .0 10.0 C. SO 293 300 293 150 * AG 2286 4.4 .0 13.0 D. STA 293 300 293 450 * AS 2185 4.4 .0 13.0 E. SLA 300 309 300 334 * AG 281 4.4 .0 10.0 F. ND 307 300 307 450 * AS 2630 11.1 .0 13.0 G. ETA 300 293 150 293 * AG 714 4.4 .0 13.0 H. ELA 291 300 266 300 * AG 229 4.4 .0 10.0 I. WD 300 307 150 307 * AG 2207 4- .0 13.0 J. WTA 300 307 450 307 * AG 1646 4.4 .0 13.0 K. WLA 309 300 334 300 * AG 104 4.3 .0 10.0 L. ED 300 293 450 293 * AG 688 3.6 .0 13.0 M. NAE 307 150 307 0 * AG 2652 1.6 .0 13.0 N. NDE 307 450 307 600 * AG 2630 1.6 .0 13.0 0. SAE 293 450 293 600 * AG 2466 1.6 .0 13.0 P. SDE 293 150 293 0 * AG 2286 1.6 .0 13.0 Q. EAE - 150 293 0 293 * AG 943 1.6 .0 13.0 R. EDE • 450 293 600 293 * AG 688 1.6 .0 13.0 S. WAE • 450 307 600 307 * AG 1750 1.6 .0 13.0 T. WDE • 150 307 0 307 * AG 2207 1.6 .0 13.0 III. RECEPTOR LOCATIONS * COORDINATES (M) RECEPTOR * X Y Z 1. Recpt 1 * 415 2701.8 IV. MODEL RESULTS (WORST CASE WIND ANGLE ) • PRED CONC/LINK * BEGCONC (PPM) RECEPTOR: (DEG) (PPM) A B C D E F G H 1. Recpt 1 * 291. * .7 * .0 .0 .0 .0 .0 .1 .0 .0 • CONC/LINK (PPM) RECEPTOR • I J K L M N O_ P�QR S T 1. Recpt 1 * .1 .2 .0 .1 .0 .0 .0 .0 .0 .0 .0 .0 Appendix C CALINE 4 Assumptions Traffic Data - was taken from the Draft Final La Quinta Retail and Medical Office Complex Tentative Parcel Map No. 35088 Traffic Impact Study (dated September 25, 2008) prepared by Endo Engineering. Traffic volumes were provided representing existing conditions and future conditions (year 2010 and year 7020) with and without the proposed project. Cumulative traffic associated with ten developments was included in the traffic projections and evaluated with the CAL -INF 4 model. Roadway Speeds -- Average speeds for the approach and departure segments were developed from Table B.13 and Table B.14 from the Transportation Project -Level Carbon Monoxide Protocol, revised December, 1997. The percent red time and traffic volume were taken from the traffic study. Meteorological Conditions -- included OS mph winds, stability class G for one-hour values, a persistence factor of 0.60 for eight-hour values and wind directions determined by iterative runs of the computer model to insure that carbon monoxide concentrations are maximized (greatest concentration for the nearest receptor). Highway Widths -- were derived for existing roadway cross-sections. Future cross- sections were based upon the master planned classifications. The widths included 3 meters per side as specified for the CALINE 4 model input. Receptor Placement and Height - the receptors modeled was located on the southeast comer of the intersection. The height assumed was 1.8 meters, as specified by the EPA and Calhans receptor height guidance presented in the Transportation Project Level Carbon Monoxide Protocol, revised December, 1997 and User's Guide. Emission Factors -- were developed from EMFAC 2007 Version 2.3 and using the procedures derailed in the Tran wortarion Project -level Carbon Monoxide Protocol, revised December, 1997. Background Concentrations -- for carbon monoxide were taken from the highest ambient air quality measurement recorded between the years 2004 and 2006 at the Palm Springs SRA 30 station (3.0 ppm one-hour average and 13 ppm 8 -hour average). The future year background concentrations were determined from the SCAQMD web site update of the SCAQMD CEQA Air Quality Handbook. CALINE4: CALIFORNIA LINE SOURCE DISPERSION MODEL JUNE 1989 VERSION JOB: Washington Commercial Year 2010 No Project Washington @ Fred Waring RUM: Hour 1 (WORST CASE ANGLE) POLLUTANT: Carbon Monoxide r. SITE VARIABLES U= .5 M/S Z0= 100. CM ALT- 0. (M) BRG= WORST CASE VD= .0 CM/S CLAS= 7 (G) VS= .0 CM/S MIxH= 1000. M AMB= .0 PPM SIGTH= 20. DEGREES TEMP= 7.0 DEGREE (C) II. LINK VARIABLES LINK * LINK COORDINATES (M) EF H W DESCRIPTION * X1 Y1 X2 Y2 * TYPE VPH (G/MI)(M) (M) ------------------------- __--- ------ ----------------- A. NTA 307 300 307 150 * AG 1899 9.7 .0 130 B. NLA 300 291 300 266 " AG 833 10.0 .0 10..0 C. SD 293 300 293 150 * AG 2281 7.1 ,0 13.0 D. STA + 293 300 293 450 * AG 2247 10.0 .0 13.0 E. SLA 300 309 300 334 * AG 283 9.7 .0 10.0 F. ND 307 300 307 450 * AG 2703 9.1 .0 13.0 G. ETA * 300 293 150 293 * AG 700 9.1 .0 13.0 H. ELA 291 300 266 300 * AG 241 10.0 .0 10.0 I. WD 300 307 150 307 * AG 2283 10.0 .0 130 J. WTA 300 307 450 307 * AG 1669 10.0 .0 13..0 K.WLA • 309 300 334 300 " AG 76 10.0 .0 10.0 L.ED 300 293 450 293 * AG 681 5.4 .0 13.0 M. NAE • 307 150 307 0 * AG 2732 3.4 .0 13.0 N. NDE + 307 450 307 600 * AG 2703 3.4 .0 13.0 O.SAE • 293 450 293 600 * AG 2530 3.4 .0 13.0 P. SDE 293 150 293 0 * AG 2281 3.4 -0 130 Q. EAE 150 293 0 293 " AG 941 3.4 .0 13..0 R. EDE 450 293 600 293 * AG 681 3.4 .0 13.0 S. WAE 450 307 600 307 * AG 1745 3.4 .0 13.0 T. WDE • 150 307 0 307 " AG 2283 3.4 .0 13.0 III. RECEPTOR LOCATIONS COORDINATES (M) RECEPTOR X��- Y�^ Z� 1. Recpt 1 415 270 1.8 IV. MODEL RESULTS (WORST CASE WIND ANGLE ) * PRED CONC/LINK BRG * CONC (PPM) RECEPTOR * (DEG) * (PPM) * A B C D E F G H -------------- --_____--------- ----- ------- - --------- -------------- ---- 1. Recpt 1 * 291. • 1.5 * .0 .0 .0 .2 .0 .2 .0 .0 • CONC/LINK (PPM) RECEPTOR I J K L M N O P Q R S T --• --------------------------------- -------- 1. Recpt 1 * .3 .3 .0 .2 .0 .0 .0 .0 .0 .0 .0 .0 Page:13 09/22/2008 5:18 PM UNMITIGATED OPERATIONAL EMISSIONS ROG NOx CO SO2 Pharmacy/drugstore with d 29.59 30.18 314.31 0.22 Medical office building 14.94 16.20 170.15 0.12 Hospital/Nursing Home 2.36 2.11 22.68 0.02 TOTAL EMISSIONS (lbs/day) 46.89 48.48 507.14 0.36 Includes correction for passby trips. Includes the following double counting adjustment for internal trips: Residential trips: 0.00 S reduction. Nonresidential trips: OPERATIONAL (Vehicle) EMISSION ESTIMATES Analysis Year: 2010 Temperature (F): 90 Season: Summer EMFAC Version: EHFAC2002 (9/2002) Summary of Land Uses: Unit Type Acreage Pharmacy/drugstore with d Medical office building Hospital/Nursing Home PM10 32.64 18.55 2.56 53.75 0.00 S reduction. No. Total Trip Rate Units Trips 67.04 trips/1000 sq. ft. 103.97 6,969.97 38.47 trips/1000 sq. ft. 80-593,100.10 6.22 trips/1000 sq. ft. 49.87 310.01 Sum of Total Trips 10,380.09 Total Vehicle Miles Traveled 35,428.64 Vehicle Assumptions: Fleet Mix: Vehicle Type Percent Type Light Auto 54.70 Light Truck < 3,750 lbs 15.20 Light Truck 3,751- 5,750 16.20 Med Truck 5,751- 8,500 7.30 Lite -Heavy 8,501-10,000 1.10 Lite -Heavy 10,001-14,000 0.30 Mad -Heavy 14,001-33,000 1.00 Heavy -Heavy 33,001-60,000 0.90 Line Haul > 60,000 lbs 0.00 Urban Bus 0.20 Motorcycle 1.60 Scbool Bus 0.10 motor Home 1.40 Travel Conditions Non -Catalyst Catalyst Diesel 1.10 98.70 0.20 2.00 96.00 2.00 1.20 98.10 0.70 1.40 95.90 2.70 0.00 81.80 18.20 0.00 66.70 33.30 0.00 20.00 80.00 0.00 11.10 88.90 0.000.00 100.00 0.00 50.00 50.00 68.80 31.20 0.00 0.00 0.00 100.00 7.10 85.70 7.20 Residential Home- Home- Home - Work Shop Other Urban Trip Length (miles) 11.5 4.9 6.0 Rural Trip Length (miles) 11.5 4.9 6.0 Trip Speeds (mph) 35.0 40.0 40.0 S of Trips - Residential 20.0 37.0 43.0 S of Trips - Commercial (by land use) Pharmacy/drugstore with drive through Medical office building Hospital/Nursing Home Commercial Commute Non -Work Customer 10.3 5.5 5.5 10.3 5.5 5.5 40.0 40.0 40.0 2.0 1.0 97.0 7.0 3.5 89.5 25.0 12.5 62.5 Page:14 09/22/2008 5:18 PM Changes made to the default values for Land Use Trip Percentages Changes made to the default values for Construction The user has overridden the Default Phase Lengths Site Grading Fugitive Dust Emission Rate changed from 10 to 26.4 Phase 2 mitigation measure Soil Disturbance: Water exposed surfaces - 2x daily has been changed from off to on. Phase 2 mitigation measure Unpaved Roads: Water all haul roads 2x daily has been changed from off to on. Phase 2 mitigation measure Unpaved Roads: Reduce speed on unpaved roads to < 15 mph has been changed from off to on. Changes made to the default values for Area The natural gas option switch changed from on to off. The hearth option switch changed from on to off. The d lanscape option switch changed from on to off. The consumer products option switch changed from on to off. The wood stove percentage changed from 35 to 0. The wood fireplace percentage changed from 10 to 0. The natural gas fireplace percentage changed from 55 to 0. The no hearth options percentage changed from 0 to 100. The landscape year changed from 2005 to 2010. Changes made to the default values for Operations The pass by trips option switch changed from off to on. The double counting option switch changed from off to on. The operational emission n year changed from 2005 to 2010. The operational winter temperature changed from 50 to 60. The operational summer selection item changed from 8 to 7. Page :11 09/22/2008 5:18 PM Phase 2 - Site Grading Emissions (Summer Pounds per Day, Unmitigated) Fugitive Dust ROG NOx 0.00 - 0.00 Off -Road Diesel 0.00 0.00 '0.00 0.00 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 4.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 :0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00'b.00 0.00 0.00 0.00 0.00 Phase 3 - Building Construction - - - - BldgConst Off -Road Diesel 9.10 60.67 73.32 - 2.41 2.41 0.00 Bldg Const Worker Trips 0.47 0.26 6.18 0.00 0.11 0.01 0.10 Arch Coatings Off -Gas 262.84 - - - - - Arch Coatings Worker Trips 0.45 0.23 6.18 0.00 0.11 0.01 0.10 Asphalt Off -Gas 3.15 - - - - Asphalt Off -Road Diesel 8.64 51.60 72.84 - 1.62 1.62 0.00 Asphalt On -Road Diesel 0.56 8.07 2.07 0.02 0.25 0.24 0.01 Asphalt Worker Trips 0.030.01 0.38 0.00 0.01 0.00 0.01 Maximum lbs/day 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Max lbs/day all phases 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Construction -Related Mitigation Measures Phase 2: Soil Disturbance: Water exposed surfaces - 2x daily Percent Reduction( ROG 0.08 NOx 0.06 CO 0.08 SO2 0.08 PM10 34.09) Phase 2: Unpaved Roads: Water all haul roads 2x daily Percent ReductiGA(ROG 0.01 NOx 0.08 CO 0.09 SU 0.09 PMIO 30.08) Phase 2: Unpaved Roads:Reduce speed on unpaved roads to < 15 mph Percent Raduction(ROG 0.0} WOx 0.09 CO 0.09 802 0.08 PM10 40.08) Phase 1 - Demolition Assumptions: Phase Turned OFF Phase 2 - Site Grading Assumptions Start Month/Year for Phase 2: Jul '08 Phase 2 Duration: 6 months On -Road Truck Travel (VMT): 8 Off -Road Equipment No. Type Horsepower Load Factor Hours/Day 1 Graders 174 0575 8.0 1 Other Equipment 190 0..620 8.0 1 Rollers 114 0.430 8.0 6 Scrapers 313 0.660 8.0 1 Tractor/Loaders/Backhoes 79 0.465 8.0 Phase 3 - Building Construction Assumptions StartNonth/Year for Phase 3: Jan 109 Phase 3 Duration: 8 months Start Month/Year for SubPhase Building: Jan 109 SubPhase Building Duration: 6 months Off -Road Equipment No. I Horsepower Load Factor Hours/Day 1 Concrete/Induatrial saws 84 0.730 8.0 3 Other Equipment 190 0.620 8.0 1 Rough Terrain Forklifts 94 0.475 8.0 1 Trenchers 82 0.695 B.0 StartMonth/Year for SubPhase Architectural Coatings: Jul '09 SubPhase Architectural Coatings Duration: 1.5 months Start Month/Year for SubPhase Asphalt: Aug '09 SubPhase Asphalt Duration: .5 months Acres to be Paved: 13.22 Off -Road Equipment No. Type Horsepower Load Factor Hours/Day 1 Graders 174 0.575 8.0 1 Off Highway Trucks 417 0.490 8.0 1 Pavers 132 0.590 8.0 1 Paving Equipment 111 0.530 8.0 1 Rollers 114 0.430 8.0 Page:12 09/22/2008 5:18 PM AREA SOURCE EMISSION ESTIMATES (Summer Pounds per Day, Unmitigated) Source ROG NOx CO SO2 PMIO Natural Gas 0.00 0.00 0.00 0 0.00 Hearth - No summer emissions Landscaping 0.00 0.00 0.00 0.00 0.00 Consumer Prdcts 0.00 - - - - Architectural Coatings 3.29 - - - TOTALS(lbs/day,unmitigated) 3.29 0.00 0.00 0.00 0.00 Page: 9 09/22/2008 5:18 PM URBEMIS 2002 For Windows 8.7.0 File Name: C:\Documents and Settings\Courtney\Desktop\Work\Urbemis\Wash Comm Medical.urb Project Name: Washington Commercial Project Location: South Coast Air Basin (Los Angeles area) On -Road Motor Vehicle Emissions Based on ENFAC2002 version 2.2 DETAIL REPORT (Pounds/Day - Sunmer) Constructi ution Start Month and Year: July, 2000 Constrcon Duration: 14 Total Land Use Area to be Developed: 24.88 acres Maxi"" Acreage Disturbed Per Day: 6.25 acres Single Family Units: 0 Multi -Family Units: 0 Retail/Office/Institutional/Industrial Square Footage: 234422 CONSTRUCTION EMISSION ESTIMATES UNMITIGATED (lbs/day) PM10 PM10 PM10 Source ROG NOx CO SO2 TOTAL EXHAUST DUST ... 2008•"" Phase 1 - Demolition Emissions Fugitive Dust - - - 0.00 0.00 Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 .0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 2 - Site Grading Emissions Fugitive Dust - - - 165.00 - 165.00 Off Road Diesel 27.19 170.15 228.86 6.59 R.59 0.00 On -Road Diesel 0.01 0.18 0.03 0.00 0.00 0.00 0.00 Worker Trips 0.200.23 4.97 0.00 0.02 0..01 0.01 Masi- lbs/day 27.40 170.56 233.86 0.00 171.61 6.60 165.01 Phase 3 - Building Construction Bldg Const 0£f -Road Diesel 0.00 0:00 0.00 0.00 0.00 0.00 Bldg Const Worker hips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Arch Coatings Off -Gas 0.00 - - - - Arch Coatings Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 AsphaltOff-Gas 0.00 - - - - - Asphalt Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 Asphalt On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Asphalt Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Max lbs/day all phases 27.40 170.56 233.86 0.00 171.61 6.60 165.01 """ 2009•• Ph as 1 - Demolition Emissions Fugitive Dust - - 0.00 - 0.00 Off -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 Oa -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 .0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 2 - Site Grading Emissions Fugitive Duat - - - 0.00 - 0.00 off -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 3 - Building Construction Bldg Const Off -Road Diesel 9.10 60.67 73.32 - 2.41 2.41 0.00 Bldg Const worker Trips 0.47 0.26 6.18 0.00 0.11 0.01 0.10 ArchCoatings Off -Gas 262.84 - - Arnh Coatings Worker Trips 0.45 0.23 6.18 0.00 0.11 0.01 0.10 Asphalt Off -Gas 3.15 - - - Asphalt Off -Road Diesel 8.64 51.60 72.84 - 1.62 1.62 0.00 Asphalt On -Road Diesel 0.56 8.07 2.07 0.02 0.25 0.24 0.01 Asphalt Worker Trips 0.03 0.01 0.38 0.00 0.01 0.00 0.01 Maximum lbs/day 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Max lbs/day all phases 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Page:10 09/22/2008 5:18 PM Phase 1 - Demolition Assumptions: Phase Turned OFF Phase 2 - Site Grading Assumptions StartMonth/Year for Phase 2: Jul '08 Phase 2 Duration: 6 months On -Road Truck Travel (VMT): 8 Off -Road Equipment No.Type Horsepower Load Factor Hours/Day 1 Graders 174 0.575 8.0 1 Other Equipment 190 0.620 8.0 1 Rollers 114 0.430 8.0 6 Scrapers 313 0.660 8.0 1 Tractor/Loaders/Backhoes 79 0.465 8.0 Phase 3 - Building Construction Assumptions Start Month/Year for Phase 3: Jan 09 Phase 3 Duration: 8 months Start Month/Year for SubPhase Building: Jan 109 SubPhase Building Duration: 6 months Off -Road Equipment No. Type Horsepower Load Factor Hours/Day 1 Concrete/Industrial saws 84 0.730 8.0 3 Other Equipment 190 0.620 9.0 1 Rough Terrain Forklifts 94 0.475 B.0 1 Trenc]:ers 82 0.695 8.0 Start Month/Year for SubPhase Architectural Coatings: Jul '09 SubPhase Architectural Coatings Duration: 1.5 months Start Month/Year for SubPhase Asphalt: Aug 109 SubPhase Asphalt Duration: .5 months Acres to be Paved: 13.22 Off -Road Equipment No.Type Horsepower Load Factor Hours/Day 1 Graders 174 0.575 B.0 1 Off Highway Trucks 417 0.490 8.0 1 Pavers 132 0.590 8.0 1 Paving Equipment 111 0.530 8.0 1 Rollers 114 0.430 8.0 CONSTRUCTION EMISSION ESTIMATES MIIIGATED (lbs/day) PM10 FRIO PM10 Sovrce ROG NOx CO SO2 TOIAL EXHAUST DUST " 2008•.. Phase 1 - Demolition Emissions Fugitive Dust - - - 0.00 - 0.00 Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 2 - Site Grading Emissions Fugitive Dust - - - 45.74 - 45.74 Off -Road Diesel 27.19 170.15 228.86 - 6.59 6.59 0.00 On -Road Diesel 0.01 0.18 0.03 0.00 0.00 0.00 0.00 Worker Trips 0.20 0.23 4.97 0.00 0.02 0.01 0.01 Maximum lbs/day 27.40 170.56 233.86 0.00 52.35 6.60 45.75 Phase 3 - Building Construction Bldg Const Off -Road Diesel 0.00 0.00 0.00- 0.00 0.00 0.00 Bldg Const Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Arch Coatings Off -Gas 0.00 - - - - Arch Coatings Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Asphalt Off -Gas 0.00 - Asphalt Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 Asphalt On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Asphalt Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lba/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Max lbs/day all phases 27.40 170.56 233.86 0.00 52.35 6.60 45.75 * 2009.." Phase 1 - Demolition Emissions Fugitive Dust w - - 0.00 - 0.00 Off -Road Diesel 0.00 0.00 0.00 - 0.00 0.00 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Page: 7 09/22/2008 5:18 PM UNMITIGATED OPERATIONAL EMISSIONS ROG NOx CO S02 PM10 Pharmacy/drugstore with d 31.05 38.94 294.98 0.11 32.64 Medical office building 15.14 21.04 154.91 0.10 18.55 Hospital/Nursing Home 1.86 2.76 19.90 0.01 2.56 TOTAL EMISSIONS (lbs/day) 48.05 62.73 469.79 0.29 53.75 Includes correction for passby trips. Includes the following double counting adjustment for internal trips: Residential trips: 0.00 6 reduction. Nonresidential trips: 0.00 9 reduct OPERATIONAL (Vehicle) EMISSION ESTIMATES Analysis year: 2010 Temperature (F): 60 Season: Winter FMAC Version: EMFAC2002 (9/2002) Sumsary of Land Uses: No. Total Unit Type Acreage Trip Rate Units Trips Pharmacy/drugstore with d 67.04 trips/1000 sq. ft. 103.97 61969.97 Medical office building 38.47 trips/1000 sq. ft. 80.59 3,100.10 Hospital /Nursing Rome 6.22 trips/1000 sq. ft. 49.87 310.01 Sumof Total Trips 10,380.09 Total Vehicle Miles Traveled 35,428.64 Vehicle Assumptions: Fleet Mix: Vehicle Type Percent Type Non -Catalyst Catalyst Diesel Light Auto 54.70 1.10 98.70 0.20 Light Truck < 3,750 Its 15.20 2.00 96.00 2.00 Light Truck 3,751- 5,750 16.20 1.20 98.10 0.70 Med Truck 5,751- 8,500 7.30 1.40 95.90 2.70 Lite-Beavy 8,501-10,000 1.10 0.00 81.80 18.20 Lite -Heavy 10,001-14,000 0.30 0.00 66.70 3330 Med-Reavy 14,001-33,000 1.00 0.00 20.00 80. .00 Heavy -Heavy 33,001-60,000 0.90 0.00 11.10 88.90 Line Haul > 60,000 lbs 0.00 0.00 0.00 100.00 Orban Bus 0.20 0.00 50.00 50.00 Motorcycle 1.60 68.80 31.20 0.00 School Bus 0.10 0.00 0.00 100.00 Motor Rome 1.40 7.10 85.70 7.20 Travel Conditions Residential Commercial Home- Eome- Rome - Work Shop Other Conmmte Non -Work Customer Urban Trip Length (miles] 11.5 4.9 6.0 10.3 5.5 5.5 Rural Trip Length (miles] 11.5 4.9 6.0 10.3 5.5 5.5 Trip Speeds (mph) 35.0 40.0 40.0 40.0 40.0 40.0 4 of Trips - Residential 20.0 37.0 43.0 9 of Trips - Commercial (by land use) Pharmacy/drugstore with drive through 2.0 1.0 97.0 Medical office building 7.0 3.5 89.5 Hospital/Nursing Home 25.0 12.5 62.1 Page: 8 09/22/2008 5:18 PM Changes made to the default values for Land Use Trip Percentages Changes made to the default values for Construction The user has overridden the Default Phase Lengths Site Grading Fugitive Dust Emission Rate changed from 10 to 26.4 Phase 2 mitigation measure Soil Disturbance: Water exposed surfaces - 2x daily has been changed from off to on. Phase 2 mitigation measure Unpaved Roads: Water all haul roads 2x daily has been changed from off to on - Phase 2 mitigation measure Unpaved Roads: Reduce speed on unpaved roads to < 15 mph has been changed from off to on. Changes made to the default values for Area The natural gas option switch changed from on to off. The hearth option switch changed from on to off. The landscape option switch changed from on to off. The consumer products option switch changed from on to off. The wood stove percentage changed from 35 to 0. The wood fireplace percentage changed from 10 to 0. The natural gas fireplace percentage changed from 55 to 0. The no hearth options percentage changed from 0 to 100. The landscape year changed from 2005 to 2010. Changes made to the default values for Operations The pass by trips option switch changed from off to on. The double counting option switch changed from off too The operational emission year changed from 2005 to 2010• The operational winter temperature changed from 50 to 60. The operational summer selection item changed from 8 to 7. Page:5 09/22/2008 5:18 PM Phase 2 - Site Grading Emissions [Winter Pounds per Day, Unmitigated) Fugitive Dust ROG 0.00 - 0.00 Off -Road Diesel 0.00 0.00 0.00 � 0.00 DAM 0.00 On -Road Diesel 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Worker Trips 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Maximum lbs/day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Phase 3 - Building Construction - - - + Bldg Const Off -Road Diesel 9.10 60.67 73.32 - 2.41 2.41 0.00 Bldg Const Worker Trips 0.47 0.26 6.18 0.00 0.11 0.01 0.10 Arch Coatings Off -Gas 262.84 - + 0.00 - - Arch Coatings Worker Trips 0.45 0.23 6.18 0.00 0.11 0.01 0.10 Asphalt Off -G.33.15 - + - - - Asphalt off -Road Diesel 8.64 51.80 72.84 - 1.62 1.62 0.00 Asphalt On -Road Diesel 0.56 8.07 2.07 0.02 0.25 0.24 0.01 Asphalt Worker Trips 0.030.01 0.38 0.00 0.01 0.00 0.01 ax Mimum lbs/day 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Max lbs/day all phases 275.65 60.92 81.47 0.02 2.53 2.41 0.12 Construction -Related Mitigation Measures Phase 2: Soil Disturbance: Water exposed surfaces - 2. daily Percent Reduction(ROG 0.05 NOx 0.04 CO 0.08 SO2 0.08 PM10 34.0%) Phase 2: Unpaved Roads: Water all haul roads 2x daily Percent Reduction(ROG 0.08 NOx 0.08 CO 0.08 SO2 0.08 PM10 30.08) Phase 2: Unpaved Roads: Reduce speed on unpaved roads to < 15 mph Percent Reduction(ROG 0.08 NO. 0.08 CO O.D. SO2 0.08 PM10 40.08) Phase 1 - Demolition Assumptions: Phase Turned OFF Phase 2 - Site Grading Assumptions Start Month/Year for Phase 2: Jul 108 Phase 2 Duration: 6 months On -Road Truck Travel (VMI): 8 Off -Road Equipment No. Type Horsepower Load Factor Bours/Day 1 Graders 174 0.575 8.0 1 Other Equipment 190 0.620 a.0 1 Rollers 114 0.430 8.0 6 Scrapers 313 0.660 8.0 1 Tractor/Loaders/Backhoes 79 0.465 8.0 Phase 3 - Building Construction Assumptions Start Month/Year for Phase 3: Jan '09 Phase 3 Duration: 8 months Start Month/Year for SubPhase Building: Jan 109 SnbPhass Building Duration: 6 months Off -Road Equipment No.Type Horsepower Load Factor Hours/Day 1 Concrete/Industrial saws84 0.730 8.0 3 Other Equipment 190 0.620 8.0 1 Rough Terrain Forklifts 94 0.475 8.0 1 Trenchers 82 0.695 8.0 Start Month/Year for SubPhase Architectural Coatings: Jul '09 Subphase Architectural Coatings Duration: 1.5 months Start Month/Year for SubPhase Asphalt: Aug '09 SubPhase Asphalt Duration: .5 months Acres to be Paved: 13.22 Off -Road Equipment No. Type Horsepower Load Factor Hours/Day 1 Graders 174 0.575 8.0 1 Off Highway Trucks 417 0.490 8.0 1 Pavers 132 0.590 8.0 1 Paving Equipment 111 0.530 8.0 1 Rollers 114 0.430 8.0 Page: 6 09/22/2008 5:18 PM AREA SOURCE EMISSION ESTIMATES [Winter Pounds per Day, Unmitigated) Source ROG NOx CO SO2 PM10 Natural Gas 0.00 0.00 0.00 0 0.00 Hearth 0.00 0.00 0.00 0.00 0.00 Landscaping - No winter emissions Consumer Prdcts 0.00 - - - + Architectural Coatings 3.29 - - TOTALS(lbs/day,unmitigated) 3.29 0.00 0.00 0.00 0.00 VY Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments October 27, 2008 Mr. Larry Brose The Robert Mayer Corporation 600 Newport Center Drive - Suite 1050 Newport Beach, CA 92660 SUBJECT: Tentative Parcel Map 35088 Retail and Medical Office Complex Draft Final Trgffic Impact Analysis Dear Mr. Brose; Endo Engineering is pleased to submit this draft final evaluation of the traffic and circulation impacts associated with Tentative Parcel Map 35088. The 24.88 -acre vacant site is located north of Fmd Waring Drive, between Washington Strut and Palm Royale Drive, in the City of La Quints On the eastern side of the site, the project includes a medical office complex with five office buildings providing a total of 130,450 square feet of floor space. A retail complex is proposed on the western side of the site with a market, a drug store with a drive-through facility, eight smaller retail buildings, and a total of 103.972 square feet of commerciall retail floor space. Buildout of the site was assumed to occur in the year 2010. This report incorporates: (1) responses to City of La Quints comments on the second draft of this study, (2) the provision of a right -turn: deceleration lane on-site at Site Access "C', and (3) future traffic volumes associated with ten cumulative developments. The format and content of this report are consistent with the requirements set forth in the City of La Quinm Engineering Bulletin #(}6-13. The pages which follow s=mvmaari= existing traffic conditions; year 2010+curnulative developrnerit (with and without buildout of the proposed project); General Plan buildout conditions (with and without the proposed project); and specific mitigation (measures designed to reduce any potentially significant impacts identified to acceptable levels. We trust that the information provided herein will be of value in the preparation of the environmental documentation required to process the Tentative Parcel Map and assist the City of La Qui nta in their review of the impacts and conditions of approval associated with the project. If questions or comments arise regarding the findings and recommendations within this report, please do not hesitate to contact our offices. We look forward to discussing our findings and recommendations with you. Cordially, OQgQFEssfoj{� ENDO ENGIl�EERING LEE E dN�i E pp .yds Vicki Lee Endo, P.E. p Registered Professional TR 1161 Traffic Engineer TR 1161 1 la -1:00008 28811 Ph Woodcock c(949) 362.0020unFAX. Niguel,949) 62-0015 1330 frgre TRAM' - Phone: AfAL F❑��P m w Co CL Alp 1 1{it moo M CL 0 ■ � ; } M M �' m �� ' Ar 1 ■ r � ■ti _ 1 R O n 1 0 Cr CD N 00 VY Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments October 27, 2008 Mr. Larry Brose The Robert Mayer Corporation 600 Newport Center Drive - Suite 1050 Newport Beach, CA 92660 SUBJECT: Tentative Parcel Map 35088 Retail and Medical Office Complex Draft Final Trgffic Impact Analysis Dear Mr. Brose; Endo Engineering is pleased to submit this draft final evaluation of the traffic and circulation impacts associated with Tentative Parcel Map 35088. The 24.88 -acre vacant site is located north of Fmd Waring Drive, between Washington Strut and Palm Royale Drive, in the City of La Quints On the eastern side of the site, the project includes a medical office complex with five office buildings providing a total of 130,450 square feet of floor space. A retail complex is proposed on the western side of the site with a market, a drug store with a drive-through facility, eight smaller retail buildings, and a total of 103.972 square feet of commerciall retail floor space. Buildout of the site was assumed to occur in the year 2010. This report incorporates: (1) responses to City of La Quints comments on the second draft of this study, (2) the provision of a right -turn: deceleration lane on-site at Site Access "C', and (3) future traffic volumes associated with ten cumulative developments. The format and content of this report are consistent with the requirements set forth in the City of La Quinm Engineering Bulletin #(}6-13. The pages which follow s=mvmaari= existing traffic conditions; year 2010+curnulative developrnerit (with and without buildout of the proposed project); General Plan buildout conditions (with and without the proposed project); and specific mitigation (measures designed to reduce any potentially significant impacts identified to acceptable levels. We trust that the information provided herein will be of value in the preparation of the environmental documentation required to process the Tentative Parcel Map and assist the City of La Qui nta in their review of the impacts and conditions of approval associated with the project. If questions or comments arise regarding the findings and recommendations within this report, please do not hesitate to contact our offices. We look forward to discussing our findings and recommendations with you. Cordially, OQgQFEssfoj{� ENDO ENGIl�EERING LEE E dN�i E pp .yds Vicki Lee Endo, P.E. p Registered Professional TR 1161 Traffic Engineer TR 1161 1 la -1:00008 28811 Ph Woodcock c(949) 362.0020unFAX. Niguel,949) 62-0015 1330 frgre TRAM' - Phone: AfAL F❑��P DRAFT FINAL TRAFFIC IMPACT ANALYSIS TENTATIVE PARCEL MAP 3$088 RETAIL AND MEDICAL OFFICE COMPLEX EAST OF WASHINGTON STREET NORTH OF FRED WARING DRIVE CITY OF LA QUINTA (Prepared APRII,12, 2007) REVISED MAY 6, 2008 REVISED SEPTEmER 25, 2008 REVISED OCTOBER 27, 2008 Prepared For: Mr. Lary Brose The Robert Mayer Corporation 600 Newport Center Drive - Suite 1050 Newport Beach, CA 92660 Phone: (949) 759-8091 Fax: (949) 720-1017 Prepared By: Endo Engineering 28811 Woodcock Drive Laguna Niguel, CA 92677 Phone: (949) 362-0020 Fax: (949) 362-0015 E -Mail: endoengr@coxnet Table of Contents Section Title Page 1.0 PROJECT LOCATION AND DESCRIPTION ...................... 1-1 Site Location - Project Description Project Phasing Consistency With General Plan Surrounding Land Uses 2.0 METHODOLOGY........................................................2-1 Study Area and Key Intersections Evaluated - Scenarios Evaluated Applicable Performance Standards Thresholds of Significance Seasonal Variations and Highest Volume Hours - Available Traffic Counts Utilized Intersection Level of Service Methodology Trip Generation Rates Utilized Traffic Growth Rates Coordination With City of La Quinta Staff Cumulative Developments Addressed 3.0 EXISTING CONDITIONS.......................................:.....3-1 Surrounding Street System - Current Traffic Volumes General Plan Roadway Network Roadway Capacity Current Daily Levels of Service Peak Hour Intersection Levels of Service Traffic Signal Warrants Alternative Transportation Modes Congestion Managenient Program Regional Transportation Improvement Plans 4.0 PROJECTED FUTURE TRAFFIC VOLUMES ....................4-1 Project -Related Trip Generation Traffic Distribution and Assignment - Site Traffic Volumes Cumulative Traffic Volumes Projected Year 2010 Traffic Volumes - General Plan Buildout Traffic Volumes 5.0 FUTURE TRAFFIC CONDITIONS ................................. 5-1 - Roadway Segment Capacity and LOS - Key Intersection Delay and LOS - Adequacy of the Proposed Site Access Intersections - Consistency With the General Plan - Traffic Signal Warrants - Sensitivity Analysis Findings - Other Considerations Table of Contents Section Title Page 6.0 FINDINGS AND CONCLUSIONS ................................... 6-1 Trip Generation Findings Traffic signal Fmdings - Level of Service Findings Significance ofProjectSpecific Impacts - Significance. of Cumulative Impacts On -Sim Cirndation Findings - Consistency With Relevant Planning Programs Adequacy of Master Planned Sart System Impact On Access to Suaounding Land Uses 7.0 MITIGATION MEASURES ........................................... 7-1 Site Access Modifications - Auxiliary Lanes Required - TratFc Signal Modiiicatiaus -Roadway Widening - txonic Modifications at Kcy inlPrseetions - Other Measuros APPENDIX A. Scoping Form and Assumption Letter B. Traffic Count Data C. HCM 2000 Methodology and Worksheets D. Traffic Signal Warrants and Worksheets E. Pass -By Trip Percentages For Supping Centers F. Standard Deviation Sensitivity Analysis List of Figures Number Tide Following Page 1-1 1-2 1-3 2-1 2-2 3-1 3-2 3-3 3-4 3-5 3-6 4-1 4-2 4-3 44 4-5 4-6 4-7 4-8 4-9 4-10 Regional Location .................................................... 1-1 vicinityMap ....................................................... I... 1-1 Preliminary Site Development Plan ................................. 1-1 Study Area and Key Intersections .................................. 2-1 Ten Cumulative Developments Addressed ......................... 2-6 Surrounding Street System .......................................... 3-1 Existing Approach Lanes at Key Intersections .................... 3-1 Current Peak Hour Traffic Volumes Year 2007 Peak Season ............. ... .. . • • -- .. --- .................. 3-2 Current Daily Traffic Volumes ...................................... 3-2 City of LaQuinta.CirculationPlan........ .........................3-7 City of La Quints Typical Roadway Cross -Sections .............. 3-7 Commercial Primary Trip Distribution in Study Area ............. 4-6 Office Trip Distribution in Study Area ............................ . . 4-6 Commercial Traffic Distribution at Site Driveways ............... 4-6 Office Traffic Distribution at Site Driveways ...................... 4-6 Commercial Pass -By Trip Distribution at Site Driveways...................................................... 4-6 Site Traffic Volumes At Key Intersections . .. .... .................. 4-6 Site Traffic Volumes At Project Driveways ................. .. ... .. 4-6 Year 2010 Peak Hour Volumes From Cumulative Developments .... ................................. ..... 4-7 Year 2020 Peak Hour Volumes From Cumulative Developments .............. .. .. ... .. .... ................ 4-7 Year 2010 Daily Volumes From Cumulative Developments ......... .. ............................ ... . 4-8 n iii List of Figures (Continued) Number Title Following Page I 4-11 Year 2020 Daily Volumes From 1-1 2-1 Cumulative Developments ....... .................................... 4-8 4-12 Year 2010 Ambient Peak Hour Traffic Volumes .................. 4-8 4-13 Year 2010 Total Peak Hour Traffic Volumes ...................... 4-8 4-14 Year 2020 Ambient Peak Hour Traffic Volumes .................. 4-9 4-15 Year 2020 Total Peak Hour Traffic Volumes ...................... 4-9 5-1 rrE Suggested Warrants for Isolated Left -Tum Bays ............ 5-13 5-2 Single -lane Left -Turn Queue Storage Length At Signalized Intersections ..... ...................................... 5-16 6-1 Summary of Findings.... ................................ ..--------- 6-6 7-1 Approach Lanes Assumed For Project Buildout in the Year 2010 ................................... 7-6 7-2 Approach Lanes Assumed For General Plan Buildout in the Year 2020 ............................ 7-6 List of Tables Number Title Page 1-1 Summary of Proposed Land Uses ...................................... 1-1 2-1 Cumulative Developments ........... .................................... 2-7 3-1 Current Peak Season Typical Weekday Traffic Volumes ............ 3-6 3-2 City of La Quinta Max imam Daily Capacity by Roadway Classification .................................................. 3-11 3-3 Current Daily V/C Ratios for Roadways in the Study Area .......... 3-13 3-4 Current Peak Hour Delay and LOS at the Unsignalized Key Intersections ......................................... 3-15 3-5 Existing Signalized Intersection Peak Hour Delay and Levels of Service Summary ......................................... 3-18 4-1 Estimated Site Traffic Generation ....................................... 4-2 4-2 Future Daily Traffic Volume Projections ............................... 4-10 5-1 Year 2010 Daily Volumes, V/C Ratios and LOS ...................... 5-2 5-2 Year 2020 Daily Volumes, VIC Ratios and LOS ...................... 5-4 5-3 Year 2010 Signalized Intersection Peak Hour Delay and Levels of Service Summary ......................................... 5-6 5-4 Year 2020 Signalized Lntersccuon Peak Hour Delay and Levels of Service Summary -------------------....................... 5-9 5-5 Year 2010 Unsignalized Site Access Intersection Peak Hour Delay and LOS Summary ................................... 5-15 5-6 Year 2020 Unsignalized Site Access Intersection Peak Hour Delay and LOS Summary ----------------................... 5-16 5-7 Right Turn Deceleration Lane Design Lengths at the Site Access Intersections .......................................... 5-33 5-8 Left -Tran Bay Storage and Deceleration Lengths For Roadways Adjacent to the Site ..................................... 5-35 7-1 Improvements Required to Mitigate Existing LOS Deficiencies ..... 7-6 7-2 Improvements Required to Mitigate Future Year 2010 + Project LOS Deficiencies............ 7-7 7-3 Improvcaments Required to Mitigate General Pian Buildout + Project LOS Deficiencies ................... 7-8 7-4 Fair -Share P=ntage of the Intersection Improvement Casts to Achieve City Peak Hour Performauce Standards ........... 7-12 iv v 1.0 PROJECT LOCATION AND DESCRIPTION 1.1 SITE LOCATION The project site is located north of Fred Waring Drive, between Washington Street and Palm Royale Drive, in the City of La Quinta. The project site is rnaently a vacant property comprised of approximately 25 acres. Figure 1-1 illustrates the site in its regional coulext. Figure 1-2 is a Vicinity Map depicting the project site in its local context. As shown therein, the projoct site is bounded by roadways on three sides: Washington Sheet to the west, Fred Waring hive to the south, and Palm Royale Drive to the east. 1.2 PROJECT DESCRIPTION The proposed project is Tentative Parcel Map No. 35088 to peewit the development of 103972 square feet of commercial/retail floor area in a shopping center on the western half of the site (with a market, a pbarmacyldrngstore with drive-thru window, and ancillary tetail shops). On the eastern half of the site. the project would include 130,450 square feet of floor spare in a medical office complex including 80,585 square feet of medical office uses and 49,865 square feet of floor arra for convalescent camJrehabitation facility. The medical office complex would include five separate buildings, as shown in Figure 1-3, the Preliminary Site Development Plan. The sizes of each building proposed are provided in Table 1-1. Table 1-1 Summary of Proposed Land Usesa Land Use Building Areab Market Complex - Retail Building 1 3,000 S.F. - Retail Building 2 5,000 S.F. Retail Building 3 5,000 S.F. Retail Building 4 6,245 S.F. Market Building 5 39,729 S.F. - Retail Building 6 16,137 SE. Retail Building 7 5,848 S.F. Retail Building 8 5,000 SF. Retail Building 9 5,000 SY. Dug Store Building 10 13,013 S.F. Subtotal 103,972 S.F. Medical Office Complex Single -Story Building 11 15,360 SF. Single -Story Building 12 Two -Story Building 13 27,440 S.F. Two -Story Building 14 44,850 S.F. Two -Story Building 15 27,440 S.F. Subtotal 130,450 S.F. Total 234,422 S.F. a. MSA Consulting Inc.: Site Plan January 7, 2007 b. Square feet of Gross Floor Area (GFA). 1-1 'A ,r h � � . He G M ICD I0 0 0 N n n• 7 mi L o� g I Z 03 /4unaj lepedwl Q m Aja xR; �I CD iv 3 m Figure 1-3 Preliminary Site Development Plan 15 yLxr'. �1+ "+ �ii]]Ji 1.kL[i3L� ilLliJil�'! P _ T?1 LI 'I{. N�: ... r° :i kl s:s>s•si:lal �I.;11 L!`L I " �'� � I � C .r � ��' ��--�• n ,n jj.�jiT �"F ..ly'��`?':l�r� si/ I.I pill — � _, :....� .. _ - -�r'w-r^+rrrir__...�s �._. .•..:'ter—• -.J'-' uw--1 '' cs "`^- '---� `�'•� k ® m N CA cCcd T L IL c [i c 76.15 E m vme y o TI? c a m J r C d C C 4 C Proposed Site Access This traffic imistudy was commissioned to evaluate the development of the project site as shown in Figure 1-3 (the Preliminary Site Development Plan). The land uses, parldng layout, building sire and location, and site access locations shown in Figure 1-3 reflect the proposed project, as described in the Scoping Form and assumption letter reviewed by 'the City of La Quinta. However, the City's response to the traffic study assumption letter and Soaping Form (see Appendix A) stated that full -tum site access would not be permitted to Washington Street or Fred Waring Drive (except at Palm Royale) and recommended that the site driveway on Palm Royale not be aligned opposite Rome Drive to discourage Through' tra is in the subdivision to the east. The traffic study carefully evaluated each site access intersection in detail and made numerous mitigation recommendations (summarized in Figure 6-1) to minimize the potentia for adverse impacts associated with access to the proposed development. Two site access Iocations where directional median openings would be feasible were identified (Access 8 and Access D) as shown in Figure 6-1. With one exception, the site access recommendations shown in Figure Cel are consistent with the direction given by the City in their response to the Scoping Form and assumption letter. An alternative location for the site access on Palm Royale Drive was not identified that could operate as safely and effectively as well as mitigate potential access impacts better than the proposed Access F location opposite Rome Drive. Access to Washington Street The project site has 800 Feet of frontage on the east side of Washington Street, north of Fred Waring Drive. The project proposes two driveways an Washington Street, one at the northern site boundary (Access A) and another opposite Calle Las Bdsas (Access B). No full -tum site access will be permitted by the City of La Quinta on Washington Street. Site Access A is proposed adjacent to the northern site boundary as a 28 -foot wide serviceldelivery driveway restricted to right-in/right-ME movements. The main corumm al driveway on Washington Street (Access B) is proposed 500 feet north of Fred Waring Drive (curb return to curb return) and 2001 feet south of Access A. Site Access B would provide a single 14 -foot wide westbound right -turn only exit lane, a 7 -foot wide median, and two lUoot wide eastbound entry lanes. A right -tum deceleration lane with no storage length and a deceleration length of 248 feet (including a I50 -foot transition) is proposed on the northbound side of Washington Street at Access B. However, if Washington Street is ultimately improved as an 8 -lane Augmented Major Arterial, a separate northbound right -turn deceleration lace at Access B may not be required. Access to Fred Waring Drive The site has approximately 1,520 feet of frontage on the north side of Fred Waring Drive, east of Washington Street and west of Palm Royale Drive, The project proposes three access points on Fred Waring Drive. The western access (Access C) would be 350 feet fxom Washington Street. The central access (Access D) would be located approximately 290 Feet out of Access C. The eastern access (Access E) would be located approximately 400 feet west of Palm Royale Drive. No €all -turn site access will be permitted by the City of La Quints on Fred Waring Drive. Of the three site access points proposed on Fred Waring Drive. two (Access C and Access E) will be restricted to right-in/right-out movements only. Site Access C is the western right-inlright out 30 -€oat wide commercial driveway proposed 350 fret east of Washingtcm Street (cesrh terata to crab setnra). Site Access E would be the eastern right•inlright-out office driveway an Fred Waring Drive located 400 feet west of Palm Royale Drive. This driveway would be 30 feet wide and be located 3$5 feet east of the service vehicle access (Access D). Site Access D would be a 3p foot wide serviceldelivery vehicle access located 296 feet east of Access C, between the commere"sal complex and the office complex proposed. An on-site right -tura deceleration lane will be required by the City of i s Quima on the westbound side of Fred Waring Drive at Access C. Since an exclusive westbound right - tum lane will be needed on Fred Waring Drive at Washington Street to increase capacity, the City of la Quinta has determined that an on-site rigbt-turn deceleration lane should be provided for Access C to prevent the site driveway from being located in the middle of a long right -tutu deceleration lane. The on-site deceleration lane will minimize the potential for rear -end collisions at Access C by separating the westbound vehicles taming right into Access C, from diose arming right onto Washington Street. Access To Palm RoMe Drive The projoot proposes an access on Palm Royale Drive (Access F) located approximarely 366 feet north of Fred Waring Drive. This access is proposed opposite Rome Drive, and would require modifications to the existing umignalized ice intersection to create a four -leg unsignaltred intersection with two-way shop control. This design is intended to improve left -turn access for the proposed project as well as for residents living in the subdivision east of the site. It will allow employees. visitors, and residents of the adjacent community to safely make protected left -turn movements across Fred Waring Drive, once traffic signals are constructed at the intersection of Palm Royale Drive and Fred Waring Drive. The City has recommended that this design be modified to not align Access F opposite Rome Drive in an effort to minimize the potential for "through" traffic to use Rome Drive and the residential sheets in the subdivision to the east. However, relocating Access F south of Rome Drive would increase the likelihood of the southbound queue on Palm Royale Drive associated with the intersection of Fred Waring chive blocking access to the proposed project. Relocating Access F further to the north would place it on the inside of a horizontal curve that would limit sight distance to the north, As a 30 -foot wide Full -turn access on Palm Royale Drive., Access F would serve both the office and commercial uses proposed on-site. The Preliminary Site Development Plan shows this access aligned opposite the existing intersection of Rome Drive and Palm Royale Drive. It would be 360 feet north of Fred Waring Drive, and be controlled by a STOP sign facing vehicles exiting the site. A flush northbound and southbound left -turn lane will be painted on Palm Royale Drive, ai the intersection of Rome Drive/Access F, to separate turning vehicles from the through navel lane and promote the safety of all traffic passing through this intersection as well as expedite the movement of through traffic on Palm Royale Drive- Fi&.Turn Access The Preliminary Site Plan shown in Figure 1-3 shows a conventional full -tum median break on Washington Street (at Access B) and on Frei Waring Drive (at Access D). This Preliminary Site Plan was reviewed by the City Engineer in conjunction with the traffic study Scoping Form and assumption letter (included in Appendix A), The City of La Quina response to the traffic study Scoping Form and assumption letter (also included in Appendix A) indicated that no full-movemeot access should be allowed on Washington 1-2 1-3 Street or Fred Waring Drive. The project developer will be required to construct a raised median on Washington Street opposite the project site, that will provide positive control of left turns from the site across Washington Street. As a result, the traffic analysis summarized herein assumes that both Access B and Access D will be directional median openings, channelized to restrict left -turn egress from the site across the abutting arterials. This modification to the preliminary site access proposals Shown in Figure 1-3 is illustrated schematically is Figure 6-1 as well as the traffic assignment and future traffic volume exhibits in Section 4. Fgu 6-1 summarizes the study findings with respect to site access and shows the modificaretusas recommended to mitigate potential site access impacts. All of the site access modifications included in Figure 6-1 were assumed in the evaluation of the project -related traffic impacts. However, the existing full -tum configuration at the intersection of Washington Soret and Calle Las Brews was evaluated in Table 3-4 of the existing conditions to frilly document tete rationale for the recommendation of restricting left turn and through movements into and out of Calle Las Brisas at Washington Sweet in the future. With or without the proposed project. the access modifications recommended for Calle Ins Brisas at Washington Street in Figure 6-1 will be needed to improve the traffic safety and operational characteristics of this intersection and provide adequate southbound left num storage on Wasbingtou Sheet at Fred Waring Drive. The train commercial driveway on Washington Street (Access B) would be located opposite Calla Las Brisas. Access B would not be a full-tma access but would accommodate righr-inlrigbt-out and left runt ingress movements. Site Access B would require a directional median break on Washington Street, designed to permit southbound left turns into the sue but restrict left -tum egress from the site across Washington Street. The channelized aiedian opening proposed would eliminate eastbound left -tum movements across Washington Sheet from Calle Las Brisas, based upon both operational and safety considerations (poor levels of service are projected for this movement in she future), As discussed in Section 6.0, the existing northbound left -tum bay on Washington Street at Calle Las Brisas will need to be eliminated to provide adequate queue storage length in the dual southbound left -turn lanes on Washington Street at Fred Waring Drive, with or without the proposed project. Access D would allow right-inlrigh[-out and Left -turn ingress movements and require a directional median break on Fred Waring Drive, approximately 670 feet cast of Washington Street, to pemu[ eastbound vehicles to turn left into the sa viceJdeSivery aisle on-site. The chanuelixed median opening at Access D would need to be designed to restrict southbound left -turns out of the site across Fred Waring Drive. Right -Turn. and Left -Turn Deceleration lanes The Preliminary Site Develognient Plan (Figure 1-3) includes aright -tum deceleration lane at the southern site access potent proposed on Washington Street [Access B} as well as at the western rad eastern right-inlrigbt-0u[ driveways proposed cru Fred Waring DrivC (Site Access C and Site Access E). No right_w, deceleraiion lane is shown on the Preliminary Site Development Plan at the seivioeldelLvery vehicle access ore Washington Sheet or oa Fred Waring Drive, since the projected traffic volumes ruining tight into [rte site at these driveways is tsar expected to equal or exceed the City threshold of 50 vehicles per hour. The City's right -tum deceleration Ease guidance (as so fortb in Engineering Bulletin M)6-13 and Engiaecring Bulletin #03-08} was utilized to determine that only two of the proposed site access points (Access B.on Washington Street and Access C on Fred Waring Drive) would require a right -turn deceleration Lane, as shown in Figure 6-1. Based upon the HCS 2000 back -of -queue analysis, no queue storage length would be needed for either of the right -tum deceleration lanes required for site access. The left -tum lace queue storage lengths needed along roadways adjacent to tete project site have been identified and included for use in refining the Preliminary Site Plan and drafting Conditions of Approval. Refer to Table 5-7 (on page 5-33) and Table 5-9 (on page 5-35) for specific auxiliary lane storage and deceleration length recommendations. Parking The Preliminary Site Plan appears to include 597 off street parking spaces for the commercial development proposed and 699 off-street parking spaces for the medical office development proposed. 'thus, a total of 1206 parking spaces would be provided on the project site. The 1,206 off-street spaces proposed on-site would include 24 compact parking spaces and 20 handicapped parking Spaces. 1.3 PROJECT PHASING For the purposes of this study, the proposed project was assumed to be completed in the year 2010. The commercial development on the west side of the site will be constructed fust and may open by the last quarter of the year 2009. The office complex will be constructed jest. and may not be Completed until the year 2011 or the year 2012. lA CONSISTENCY WITH GENERAL PLAN The proposed development appears to be consistent with the City of La Quin - Comprehensive General Pian Land Use Element designation of the site. The City of La Quinn Comprehensive General Pian (Adopted March 20, 2002) designates the entire project site CC (Community Commercial). This designation is given to parcels with twenty to thirty acres located along major arterial roadways. It provides for larger community cc mmercial shopping centers with large scale anchors and a variety of retail outlets and restaurants to meet the needs of multiple neighborhoods. Typical uses mchide drug Stores, offices and personal services, general merchandise. food markets, and hardware stores. 1.5 SURROUNDING LAND USES The newly constructed Colonel Mitchell Paige Middle Scbool is located directly adjacent to the north boundary of the project site, as shown in Figure 1-2. This school takes access from the newly coastructed extension of Palm Royale Drive. The school day begins at 9.00 am. at this school and ends at 1:12 pm - on Mondays and early release days. On Tuesday through Friday, the scbool day typically ends at 2:16 pm. Traffic destined for the school typically peaks for 20 minutes before the school day begins. At the end of the school day, traffic peaks for approximately ton minutes before and 0 minutes after the final bell. Northeast of the Colonel Mitchell Paige Middle School, the Desert Sunrise high School is under construction as a continuation high school. A single-family residential subdivision is located east of the project site, with access to Palm Royale Drive via Rome Drive (an east/west roadway north of Fred Waring Drive and opposite the proposed full -turn site access). The adjacent intersection of Washington Street and Fred Waring Drive divides three cities, Is Quinta. Palm Desert, and Indican Wells. The area east of Washington Street is within the 1-4 1-5 City of La Quinta, The Palm Royale Country Club, a golf course and multi pple-'family residential development, is located on the southeast corner of the intersection in Lx Quints, 2.0 METHODOLOGY The area north of Fred Waring Drive and west of Washington Street is in tht City of Palm Desert and developed as the Desert Breezes ResortlRmidential and vacation timesham use. This area has an existing full -nun access on Washington Street via tate gated two-lane easr/west roadway named Calle Las Brisas. The Biola University/Southwest Community The pages which follow document the City of la Quina specifications for the traffic impact Church is located on the southwest comer of the intersection, in the City of Indian Wells. study evaluating the proposed development. A letter formalizing the agreements made The Indian Wells Tennis Garden. is located directly south of the Biola University. between Endo Engineering and City staff regarding the scope of the analysis and the key parameters and assumptions being utilized in the development of the traffic intpact study is included in Appendix A. The letter was submitted to the City of La Qui4ta on February 4, 2007 for review and approval. The City's response to the letter is also included in Appendix A to ensure that all City concerns art fully identified and thoroughly addressed in this report. 2.1 STUDY AREA AND KEY INTERSECTIONS EVALUATED The analysis herein is consistent with the "Traffic Study General Specifications" estab- lished by the City of La Quinta in Faginerring Bulletin #W13 (dated December 19, 2006). The City of La Quints has identified the study area and key intersections, as shown in Figure 2-1.1 Twelve existing key intersections were addressed within the study area, as shown below. • Washington Street @ Avenue 42/Hovley Lane; • Washington Street @ Avenue of the States; • Washington Street @ Palm Royale Drive/Mountam View Ave.; • Washington Street @ Calle Las Brisas; • Washington Street @ Fred Waring Drive (Avenue 44); • Washington Street @ Miles Avenue; • Washington Street @ Channel Drive; • Washington Street @ Highway 111; • Washington Street @ Avenue 48; • Fred Waring Drive @ Wainer Trail; • Fred Waring Drive @ Palm Royale Drive; and • Fred Waring Drive @ Adams Street. In addition to the existing key iintersections, the traffic study addresses the proposed site access intersections which would permit left -tum ingress and/or left -turn egress to ensure that these 'intersections will provide acceptable levels of service upon project completion and upon General Plan buildout. One of these intersections is included above (Washington Street @ Calle Las BrisaslSite Access B). The others include: (1) the proposed service) delivery drive (Site Access D) at Fred Waring Drive, and (2) Palm Royale Drive at Rome Drive/Site Access F (the proposed fall -writ site access). All of the Circulation Element roadway segments associated with each of the key intersec- tions were evaluated. A daily volume-totxtpacity ratio was calculated for each roadway segment to determine whether or not the daily volume -to -capacity ratio would "cud the City of La Quinta maximum acceptable build out level of 0.40. The analysis of the daily volumes on these roadway segments also allowed the project -related impacts and the project's cumulative impacts to be evaluated. per the provisions in the City of La Quinta Engineering Bulletin #0&13 (December 19, 2006). 1. Facsimile dated October 4, 7006 from Mr. Paul Goble, PE., Senior Engineer, City of La Quinta, Public Worcs/Engineering Department. 1-6 2-1 2.2 SCENARIOS EVALUATED Peak season weekday morning and evening peak hour conditions are evaluated at the key intersections. An analysis of potential commercial impacts on Sannedays was not required because the office use would have a much lower traffic generation on Saturday. The following scenarios are evaluated in this traffic study: • Existin (year 2007) peak season conditions- • year 210 ambient conditions (with cumulative development); • Year 2010-t-cumulative+pru*t conditions: • General Plan buildout (year 2020) ambiem conditions; and • General Plan buildout+project conditions. The General Plan buildout traffic volume projections developed in the traffic study for the City of La Quinta 2002 Update of the Comprehensive General Plan (Adopted March 20, 20132 were assumed to represent year M20+cumala>;Ve+project volumes. After removing the cumulative traffic volumes and the project -related traffic volumes, the difference between the remaining year 2020 background traffic volumes and the year 2007 existing volumes was identified to permit year 2010 background volumes to be estimated through interpolation. This allowed the existing (year 2007) traffic volumes to be proportionately increased to reflect the growth in regional development expected to occur by the year 2010. The Cumulative traffic was then added to the year 2010 background volumes to reflect conditions prior to the addition of site traffic. The existing+project scenario is never expected to exist. since the project will not be completed before the year 2010. Rather than evaluating the existing+project scenario, rhe traffic analyses herein evaluate the significance of the project -related impacts by comparing future year 2010 ambient (ao project) conditions to furore year 2010+pmject conditions. City staff has allowed this modification to the scenarios specified in Engineering Bulletin 006.13? 23 APPLICABLE LEVEL OF SERVICE STANDARD Based upon direction from Mr. Paul Goble, the City of La Quinta minimum peak hour intersection performance standard is operation at LOS "D". This traffic study identifies mitigation for any signalized key intersections projected to exceed the City of La Quinta minimum peak hour performance standard of LOS "D" during the peak hours in the peak season. Mitigation is identified, as needed, to maintain LOS D or better operation at the signalized key intersections in the year 2010 as well as upon General Pian buildout. The application of this minimum performance standard is straight forward for signalized and ail -way stop -controlled (AWSC) intersections. However, a single level of service is not defined for unsigaaiized two-way stop-comimlled (TWSC) intersections as a whole, but rather for the minor approaches and the conflicting left -nun moves from the major street. Each TWSC intetsection whore LAS -D" is projected to be exceeded on the approach with the most delay will be identified and evaluated on an individual basis to determine the appropriate level of midgativn, One factor that can influence the mitigation decision is the number of vehicles that are expected to be making the movement with the most delay. Since the installation of a traffic signal is often considered as mitigation in these cases, 2. Telephone communication on January 26, 2007 from Mr. Paul Goble, P.E., Senior Engineer, City of La Quinta, Public Works/Engineering Department. 2-2 Figure 2-1 Study Area and Key Intersections Dass 7a Ya1C- S B Access F AcoessC Amp Aan�f 7� t 4 aim :rce tiryrn? lk. VAN c� MW I Legend • Key Intersection Full -Turn Access Proposed a Right-In/Right-Out Site Access Left-In/No Left -Out Site Access E-� Project Site n,Yns �a ►� txdo Engireerin- Scale: 1 ° = 2030' 2.2 SCENARIOS EVALUATED Peak season weekday morning and evening peak hour conditions are evaluated at the key intersections. An analysis of potential commercial impacts on Sannedays was not required because the office use would have a much lower traffic generation on Saturday. The following scenarios are evaluated in this traffic study: • Existin (year 2007) peak season conditions- • year 210 ambient conditions (with cumulative development); • Year 2010-t-cumulative+pru*t conditions: • General Plan buildout (year 2020) ambiem conditions; and • General Plan buildout+project conditions. The General Plan buildout traffic volume projections developed in the traffic study for the City of La Quinta 2002 Update of the Comprehensive General Plan (Adopted March 20, 20132 were assumed to represent year M20+cumala>;Ve+project volumes. After removing the cumulative traffic volumes and the project -related traffic volumes, the difference between the remaining year 2020 background traffic volumes and the year 2007 existing volumes was identified to permit year 2010 background volumes to be estimated through interpolation. This allowed the existing (year 2007) traffic volumes to be proportionately increased to reflect the growth in regional development expected to occur by the year 2010. The Cumulative traffic was then added to the year 2010 background volumes to reflect conditions prior to the addition of site traffic. The existing+project scenario is never expected to exist. since the project will not be completed before the year 2010. Rather than evaluating the existing+project scenario, rhe traffic analyses herein evaluate the significance of the project -related impacts by comparing future year 2010 ambient (ao project) conditions to furore year 2010+pmject conditions. City staff has allowed this modification to the scenarios specified in Engineering Bulletin 006.13? 23 APPLICABLE LEVEL OF SERVICE STANDARD Based upon direction from Mr. Paul Goble, the City of La Quinta minimum peak hour intersection performance standard is operation at LOS "D". This traffic study identifies mitigation for any signalized key intersections projected to exceed the City of La Quinta minimum peak hour performance standard of LOS "D" during the peak hours in the peak season. Mitigation is identified, as needed, to maintain LOS D or better operation at the signalized key intersections in the year 2010 as well as upon General Pian buildout. The application of this minimum performance standard is straight forward for signalized and ail -way stop -controlled (AWSC) intersections. However, a single level of service is not defined for unsigaaiized two-way stop-comimlled (TWSC) intersections as a whole, but rather for the minor approaches and the conflicting left -nun moves from the major street. Each TWSC intetsection whore LAS -D" is projected to be exceeded on the approach with the most delay will be identified and evaluated on an individual basis to determine the appropriate level of midgativn, One factor that can influence the mitigation decision is the number of vehicles that are expected to be making the movement with the most delay. Since the installation of a traffic signal is often considered as mitigation in these cases, 2. Telephone communication on January 26, 2007 from Mr. Paul Goble, P.E., Senior Engineer, City of La Quinta, Public Works/Engineering Department. 2-2 N E N II U)a C N O In N Iwns rsrtpy N ` X ` U p � Y C � f :a N 31 ".... F■.. iu e ca • J[ ��•-�V" r F • _.r..a. HIM -Me. a...Y...r. r.,.d ■u0 TIL. E M 0 0 ¢ ¢ ¢ W. ¢ 2 >A1 a D O > j J w Figure 3-6 City of La Quinta Typical Street Sections Properly Property Line Line ;ir�itt•o}•Wny Parkway Parkway Strlp Roadbed Slrip Shoulder Traveled 'May Median Traveled Way Shoulder Sidewalk �e ■ Sidewalk Centerllne Corridor Classification Lanes Median Traveled Shoulder Parkway Sidewalk Roadbed Right -of - (Feet) Way (Ft.) (Feet) Strip (Ft.) (Feet) (Feet) Way (Ft.) Augmented Major' 8 14 47 --12 B 108 132 Major Arterial* 6 14 36 B 9 6-8 102 120 Primary Arterial A 4 18 26 8 12 8 86 110 Primary Arterial B 4 12 25 7 12 6 76 100 Secondary Arterial 4 12 26 0 12 6 64 88 Modified Secondary 2 18 15 B 12 6 64 88 Collector 2 — 18 8 11 6 52 74 Local Street 2 — 10 8 toes not kldud. SAW HY hway., whlrh r.quka talab nal rlghl of way. 12 5 36 60 L•'rutd C'+rgiueeri+rg Table 3-1 Current Peak Season Typical Weekday Traffic Volumes Roadway Link CVAG 2006 Volumes 2007 Volume Esumateb Washington Street North of Hovley lane 46917 43,970 South of Hovley Lane 61,435c 45,850 - North of Avenue of the States 45,270 South of Avenue of the States 49,870 North of Palm Royale Drive 50,130 South of Palm Royale Drive 46,860 North of Calle Las Brisas 48,090 South of Calle Las Brisas 50,837 48,240 North of Fred Waring Drive 49,090 South of Fred Waring Drive 43,329 45,640 North of Miles Avenue 43,887 45,430 South of Miles Avenue 42268 43,530 North of Channel Drive 42,230 South of Channel Drive 36,340 North of Highway 111 45,040 South of Highway 111 45,981 51,810 North of Avenue 48 55,780 South of Avenue 48 61,160 Adams Street - North of Fred Waring Dive 6,740 - South of Fred Waring Drive 12,910 Hovley Lane/Avenue 42 - West of Washington Street 26,410 - East of Washington Street 20,360 Fred Waring Drive -Westof WamerTrail 29,401 31,260 -East of Warner Trail 30,350 West of Washington Street 28,549 34360 East of Washington Sheet 25,111 29,940 West of Palm Royale Drive 27,010 East of Palm Royale Drive 26,820 West of Adams Street 27,520 East of Adams Street 26,780 Miles Avenue West of Washington Street 5,570 8,140 East of Washington Street 11,394 13,820 Highway 111 West of Washington Street 47,550 [34500] East of Washington street 41,302 42,150 1275001 Avenue 48 East of Washington Street 12,810d 16,870 a. v alunvs sliawn are winter 200624-hom counts from the 20% Traffic Cr+tsr+s Report SC vAG 1. b. Volumes without brackets are estimates of the current peak season daily volume from the 2007 peak hour peak season volumes in Figure 3-3. Volumes shown in brackets are year 2004 Caltrans court data. c. This volume is 39% higher than the 24-hour count in 2005 (44,143 ADT) and 2004 (44,007 ADT). d. This volume is 19% lower than the 24-hour court made in 2005 (15,866 ADT). The two expanded year 2007 peak hour traffic counts on Miles Avenue are 21 percent and 46 percent higher than the year 2006 CVAG 24-hour counts, and may indicate that the traffic volumes on Miles Avenue have substantially increased over the last year. The only expanded peak hour traffic count that was more than 6 percent lower than the equivalent CVAG 24-hour count was on Fred Waring Drive, south of Hovley Lane, where the expanded peak hour count was 25 percent lower than the year 2006 CVAG count. A review of the previous CVAG counts on this Link show 44,007 daily trips in the year 2004, and 44,143 daily trips in the year 2005. Our conclusion is that the year 2006 CVAG count of 61,435 is an anomaly and that the expanded peak hour count of 45,850 daily trips is more representative of the typical peak season traffic on this link. 3.3 GENERAL PLAN ROADWAY NETWORK City of La Quinta Circulation Element The City of La Quina General Man Circulation Element details the location and extent of the circulation system requited to serve fumm traffic demands upon buildout of the Land Use Element of the G€tretal Ulan. The roadway classifications in the Circulation Element depicted in Figure 3-5 were adopted by the City of La Quinta on March 20, 2000 and subsequently modified on February 4, 2003. Each Circulation Element roadway has been assigned a specific design classification based upon existing and projected traffic demands generated by buildout of the General Plan. The need for each classification has been based upon modeled future volumes and overall community design goals in the General Plan. The right -0f --way requirements and typical cross-sections associated with the roadway classifications are shown in Figure 3-6. However, refinements may be required when securing right-of-way and constructing improvements at specific locations. Augmented Majors are eight -]sue divided roadways with restricted access, no parking and a 132 -foot dgbt-of-way. Major arterials provide parkways a minimum of 12 feet wide and a 14 -foot landscape median. Washington Street (between Highway 111 and Avenue 48) and Highway l I I (west of Washington Street) are classified as Augmented Majors in the study area. Major Arterials are six -lane divided roadways wish restricted access and a 17.0 -foot right- of-way. t - of -way. Major aeria€s provide parkways a minimum of 12 feet wide and an 18 -foot landscape median. Washington Street (north of Highway 1 11 and south of Avenue 48) and highway 111 (east of Washington Street) are classified as Major Arterials in the study area Fred Waring Drive. east of Washingflon Street, is designated a Major Arterial. Miles Avenue and Avenue 48 are both designated Primary Arterial - A in the study area. These arterials have 110 -foot rights-of-way. They provide a four -lane divided cross- section with an 18 -foot median and an 86 -foot roadbed. None of the streets within the study area are classified as Primary Arterial - B. These arterials have 100 -foot rights--of- way, They provide a four -lane divided crass -section with a 12 -foot median and a 76 -foot roadbed. Adams Street, south of Fred Waring Drive, is the only roaster planned Secondary Arterial in the study area. Secondary arterials typically include a four -lane undivided cross-section in an 88 -foot right-of-way with 12 -foot parkways, Avenue 47 is classified as a Collector Street. Collector Streets provide a two-lane undivided cross-section with 52 feet of pavement within a 74 -foot right-of-way. 3-6 3-7 Peak season weekday morning and evening peak hour traffic counts were mane by Counts Unlimited, Inc. between March 21, 2006 and April 18, 2006 at five of the key intersections. Peak season weekday peak hour turning movement counts were made at six of the key intersections between November 9, 2006 and November 16, 2{106. The intersection of Adams Street and Fred Waring Drive was recounted on January 17, 2007 because the north leg of the intersection was closed when the traffic counts were made in 2006. The unadjusted peak hour traffic count data are included in tabular form by 15 - minute intervals itt Appendix B. All of the traffic counts were assumed to occur during the peak traffic season. Although one intersection (Washington Street at Avenue 48) was counted after April 15, 2006, the concern at that intersection was establishing when the City of Ica Quinta might need to construct dual left -turn lanes. Therefore, it was determined that the use of the actual count data was preferable to increasing Elie count data by 20 percent, given that the count occurred three days after the peak season identified in Engineering Bulletin 406»13 ended. on April 15, 2006. Highest Volume Hours The selection of an appropriate hour for planning, design, and operational purposes is critical in providing an adequate level of service for every (or nearly every) hour of the year. Commuter and business -oriented travel typically exhibits more uniform travel patterns than recrearienal travel, which can create substantial variations in traffic volumes. Fon urban roadways, a design hour for the repetitive weekday peak periods is common. However. to avoid substantial congestion during the highest -volume hours, local data is required on which to base informed judgments. The Highway Capacity Manual (HCM 2000) states that as a general guide, the most repetitive peak volumes May be used for the design of new or upgraded facilities. Typical morning and evening peak hour commuter travel patterns can vary in response to local travel habits and environments. Manual turning movement counts were made continuously between 7:00 AM and 9:00 AM is an effort to quantify the highest volume over a consecutive 60•n inute interval. Classes started at the adjacent Colonel Mitchell Paige Middle School at 8:10 AM, in the middle of this count inusvat. The everting peak hour counts made in the spring of 2006 extended Grum 4:00 PM through 6:00 PM, after classes ended at the adjacent middle school (at 2.16 PM). The City directed that the evening peak ]tour counts made in the fall of 2006 be made between 3:30 PM and 6:30 PM. The second count at the intersection of Adams Street and Fred Waring Drive and the count at the intersection of Paha Royale Drive and Rome Drive were made from 2:30 PM to 4:30 PM. as specified in Engineering Bulletin #06-13. To identify the evening peak hour in the study area (as well as the portico of tine daily uaffC volume which occurs in tote peak hour) a 24 hour tt3au�tine traffic counter was glared en Washington Street adjacent to the project site (north of Fred Waring Drive} on November 16.2006. The 24 hour traffic want revealed that the highest traffic hour co Washington Street occurred between 2:45 PM and 3:45 PM. Based on the data provioied by the 24-hour traffic coon[. all^«� on coast data cailected between 4:00 PM aid 600 PM was increased by 6.4 percent and all intersection count data collected between 3:30 PM and 6:30 PM was increased by 4.2 percent to reflect the actual highest voitume peals hour between 2:45 PM and 3:45 PM. The traffic counts made between 2:30 PM and 4:30 PM were assumed to reflect the highest volume hour and therefore were not adjusted. Traffic Growth Rates Traffic counts made in 2006 at intersections north of Highway 111 were increased by 5 percent to reflect year 2007 traffic conditions. The peak hour traffic volumes at the intersections of Washington Street at Highway 11I and Washington Street a Avenue 48 were increased by 8 percent to reflect year 2007 conditions. Since the current peak season began in November of 2006, traffic counts made in November 2006 were considered to reflect year 2007 peak season conditions without adjustment. Daily Volume Estimates Current daily traffic volumes were estimated for the Circulation Element roadway segments adjacent to the key rnTP+=tions. The peals season year M07 daily traffic volumes included in Table 3-1 were estimated from the peak season 2007 evening peak hour traffic volumes shown in Figure 3-3. Based upon the 24-hour traffic count data collected on Washington Street, it was determined that 8.1 percent of the daily traffic occurs during the highest hour. Daily traffic volumes throughout the study area were estimated from the evening peak hour volumes by expanding them, based upon that 8.1 percent factor. These daily volume estimates were developed based on the perowtage of the daily volume expected to occur in the highest volume hour, as determined from the 24-hour traffic count made adjacent to the project site on Washington Street, north of Fred Waring Drive. Table 3-1 also provides. for comparison purposes. the daily traffic volumes identified by CVAG in the 2005 Traft Census Report that were dcterrruaed from 24-hour traffic taunts made in the winter of the year 2006. Two Caltrans counts from the year 2004 are shown in Table 3-1 for Highway 111. Verification of Traffic Counts Utilized Average daily traffic (ADT) volumes are the total volume passirtg a point or segment of a highway facility in both directions on an average day during a specified interval (which can be the peak month or weekdays etc.). The average daily traffic averaged over a full year is referred to as the annual average daily traffic, or AADT. Peak season (winter) weekday traffic volumes have historically been determined with 24- hour machine counters placed at various locations throughout the Coachella Valley. The Coachella Valley Association of Governments (CVAG) compiles the 74 -hour ttaf a count data and publishes traffic census reports annually. The most recent CVAG traffic count data was collected in the peak season (winter) of 2006. For State Routes such as I-fighway 111, traffic count data is published annually by Caltrans and includes the AADT, the peak month ADT and the peak hour volume. The 2004 traffic count data from Caltrans appear to be substantially less than the year 2007 expanded peak hour counts and the 2006 CVAG 24 -bout count data. The 2007 daily traffic volumes estimated from the peak season peak hour traffic volumes in Figure 3-3 appear to be generally consistent with the year 2" CVAG 24-hour counts. The estimated daily traffic volumes on 8 of the 14 links with CVAG 2006 comm dare are within 6 percent. There are fluctuations in traffic wont data that often exceed the annual growth in traffic volumes. As documented in the CVAG counts along Washington Street is the study area there were 42 updated traffic counts (typically one year apart) on seven different links. On 29 of these counts or 69 percent of the time, the volumes increased with the advancing year. Eleven of the fourteen links with CVAG counts are estimated to have higher daily volumes in 2007 than indicated by the 2[106 CVAG count data. 3-4 3-5 daily volume occurs during the evening peak hour. as determined from a 24-hour traffic count made on Washington Street, adjacent to the project site, oa November 16, 2006. Seasonal Variations Seasonal fluctuations in traffic demand reflect trip purposes and the activity of the area served by the roadways. The Coachella Valley is relatively isolated from neighboring urbanized regioas and is home to hundreds of resort facilities and retirement communities. In the Coachella Valley. a large tourist and retired population, supported by large service sector employment, generates travel pattern.. that are, in many ways, atypical of Southern California. Approximately 3S million people visit the Coachella Valley each year: The tourist season extends from October to May. with the tourist population peak beginning in January and ending in March. Traffic volumes in the study area are subject to significant seasonal fluctuations, as the population swells in the winter and spring with tourists and "snow birds" then decreases as they leave to avoid the hot summer months. Traffic counts made between Thanksgiving and New Years nay are not allowed by the City of U Quinta, due to the holiday variations in traffic which occur during that time. Engineering Bulletin #06-13 identifies the peak season as extending from November 1 through April 15 and requires no seasonal adjustments to traffic counts made during that time of the year. A seasonal correction factor of 20 percent is required for traffic counts made in October or from April 16 to May 15. Counts made between May 16 through September are considered off-season counts and require the application of a 40 percent seasonal correction factor. During the school year, traffic volumes associated with the new Colonel Mitcbeli Paige Middle School (located north of the project site and west of Palm Royale Drive) peak immediately before and after school oa weekdays. This typically occ+szs between 7:40 am. and 8:10 a.m., since classes start at 8:00 a.m. The middle school traffic also peaks for approximately thirty minutes just before and after students are released for the day. The final bels rings at 2:16 pm. on weekdays, except on Mondays and Minimum Days, when classes end at 1:12 p.m. New Traffic Counts Traffic volumes in the study area exhibit peaks at atypical times of the day as a result of Biala university students arriving and departing from classes, numerous schools in the vicinity Cm particular the middle school north of the site). as well as a substantial number of construction and maintenance worker shifts which end in the early afternoon, before the typical commuter volumes peak. A 24-hour machine traffic count was made on Washington Street, north of Fred Waring Drive, on November 16, 2006 for use in identifying the morning and evening highest volume hour as well as the fraction of the daily volume which occurs in the peal: hour. The 24-hour traffic count dam is included in Appendix B. The 24-hour machine traffic count made adjacent to the project site identified 43,679 vehicles per day on Washington Street. north of Fred Waring Drive. The highest volume hour occurred between 2:45 pm. and 3:45 pm. and included 3,534 vehicles on Washington Street (8.1 percent of the daily volume), The northbound flow peaked is the morning between 7:30 a.m. and 8.30 am., with 7.7 percent of the daily volume. The southbound flow peaked in the morning between 8:00 am. and 9:00 am., with 6.9 percent of the daily volume. 3-3 Figure 3-4 Current Daily Traffic Volume (Peak Season) zo 2fca� e d ANM x 3,996 � 4`•;°w cure s"" prne xa.7ea FM Vrmrq nr. 96.7.6 3a.i69 $ 29,96U 27A1C R d i5= 77,gR6 4 r mow Legend - 1,000 2007 Peak Season Daily Volume Estimate 1 � nrnn9iw undo a Fngineenng Scale: 1"= 2030' daily volume occurs during the evening peak hour. as determined from a 24-hour traffic count made on Washington Street, adjacent to the project site, oa November 16, 2006. Seasonal Variations Seasonal fluctuations in traffic demand reflect trip purposes and the activity of the area served by the roadways. The Coachella Valley is relatively isolated from neighboring urbanized regioas and is home to hundreds of resort facilities and retirement communities. In the Coachella Valley. a large tourist and retired population, supported by large service sector employment, generates travel pattern.. that are, in many ways, atypical of Southern California. Approximately 3S million people visit the Coachella Valley each year: The tourist season extends from October to May. with the tourist population peak beginning in January and ending in March. Traffic volumes in the study area are subject to significant seasonal fluctuations, as the population swells in the winter and spring with tourists and "snow birds" then decreases as they leave to avoid the hot summer months. Traffic counts made between Thanksgiving and New Years nay are not allowed by the City of U Quinta, due to the holiday variations in traffic which occur during that time. Engineering Bulletin #06-13 identifies the peak season as extending from November 1 through April 15 and requires no seasonal adjustments to traffic counts made during that time of the year. A seasonal correction factor of 20 percent is required for traffic counts made in October or from April 16 to May 15. Counts made between May 16 through September are considered off-season counts and require the application of a 40 percent seasonal correction factor. During the school year, traffic volumes associated with the new Colonel Mitcbeli Paige Middle School (located north of the project site and west of Palm Royale Drive) peak immediately before and after school oa weekdays. This typically occ+szs between 7:40 am. and 8:10 a.m., since classes start at 8:00 a.m. The middle school traffic also peaks for approximately thirty minutes just before and after students are released for the day. The final bels rings at 2:16 pm. on weekdays, except on Mondays and Minimum Days, when classes end at 1:12 p.m. New Traffic Counts Traffic volumes in the study area exhibit peaks at atypical times of the day as a result of Biala university students arriving and departing from classes, numerous schools in the vicinity Cm particular the middle school north of the site). as well as a substantial number of construction and maintenance worker shifts which end in the early afternoon, before the typical commuter volumes peak. A 24-hour machine traffic count was made on Washington Street, north of Fred Waring Drive, on November 16, 2006 for use in identifying the morning and evening highest volume hour as well as the fraction of the daily volume which occurs in the peal: hour. The 24-hour traffic count dam is included in Appendix B. The 24-hour machine traffic count made adjacent to the project site identified 43,679 vehicles per day on Washington Street. north of Fred Waring Drive. The highest volume hour occurred between 2:45 pm. and 3:45 pm. and included 3,534 vehicles on Washington Street (8.1 percent of the daily volume), The northbound flow peaked is the morning between 7:30 a.m. and 8.30 am., with 7.7 percent of the daily volume. The southbound flow peaked in the morning between 8:00 am. and 9:00 am., with 6.9 percent of the daily volume. 3-3 City of La Quinta and currently designated as a six -lase divided Maar Arterial between Washington Street and 7efFerson Street. West of Washington Street, red Waring Drive is designated as a six -lane arterial street within the City of Palm Desert to the north and within the City of Indian Wells to the south. The posted speed limit is 50 mph within the sturdy area. Miles Avenue a four -lame divided easUwest roadway in tltc project vicinity designated as a Primary Arterial. West of Washington Street, Miles Avenue crosses the Whitewater River and te+++inmec at Highway 111. East of Washington Street, Miles Avenue provides an altemattve parallel easLAmt mute to both Highway 1 l I and Frei Waring Drive through the study area with a 50 mph speed limit. Adams Street is an north/south roadway designated as a Collector Street (north of Fred Waring Drive) and a Secondary Arterial (south of Fred Waring Drive), Adams Street has recently been extended north of Fred Waring Drive as a two -Ione undivided street with a prima facie speed of 40 mph. South of Fred Waring Drive, Adam & Street is constructed as a forr4ane divided roadway with a posted speed limit of 45 mph. Palm Royale Drive is a newly constructed two-lane roadway east of Washington Street and north of Fred Waring Drive. Palm Royale Drive is located adjacent to the east site boundary and serves the newly constructed Colonel Mitchell Paige Middle School located just north of the project site. The intersection of Washington Street and Palm Royale Drive is currently signalized. However, the intersectiau of Palm Royale Drive and Fred Waring Drive is currently controlled by a STOP sign on Palm Royale Drive. Tire prima facie speed observed on Palm Royale (hive ds approximately 25 mph near Washington Street and 35 mph near Fred Waring Drive, 3.2 CURRENT TRAFFIC VOLUMES Traffic analyses focus on the peak hour traffic volume because it has the highest capacity regtuirements and represents the most critical period for operations. Morning and evening peak hours are evident on commuter routes on weekdays throughout rite Coachella Valley, with the evening peak generally being more intense than the morning peak. However, the study area includes not Only an established residential and retirement community hitt also concentrated commercial development, office development, hotels, golf courses, and several schools with a substantial number of students. Each of these trip generators create unique travel demands on the street system that peak at different times and in different directions of movement. The morning peak hour in La Quinta generally occurs between 6:30 a.m. and 9:00 a.m., as commuters and studems travel to work and school. The evening peak hour appears to occur between 2:30 p.m. and 6:30 p.m., but the highest volume hour in this interval varies from location to location. Area schools releasing students for the day cause localised peaks in traffic volumes, Construction workers, who stats their shifts early and leave for home early in an effort to beat the "rush haus' traffic, extend the evening peak hour into the afternoon hours. Similarly, golf course maintenance worker shifts end in the early afternoon and hotel staff shifts change, causing traffic volumes to peak earlier than the M= typical 9:00 arm. to 5:00 pm commuters leaving their workplaces for home. Figure 3-3 provides the weekday morning and evening peak hour turning movement traffic volumes at the key intersections for year 2007 peak season conditions. Figure 3-4 provides the current (year 2007) daily peak season traffic volumes for the roadway segments adjacent to the key intersections, estimated by assaming that g1 percent of the 3-2 Figure 3-2. Existing Approach Lanes at Key Intersections Figure 3-1 Surrounding Street System D 4a aD itf 4-41 IM� D. 4D 6 �., Im. r bSeva 6D-- Bn�e 2U Fred Ytpng Dr_ to �IlILL ` b 6D-- L) zu � WIN zu 2 � ., F 40 NAM iF— Free tr, eD)4b4b 4b 4b 41 40 40 zu ■ Legend '-Exclusive Right -Tum Lane ff= <—Through Lane f— Exclusive Left -Tum Lane —Shared Through/Right Lane if— Shared Through/Left Lane Shared Through/Right/Left Lane L �! * --- Unstdped Sneak -Right Lane > ® Signalized Intersection ?t? F STOP Sign wendo Q sD k� ;;irwering Legend Number of Through Lanes D = Dhrided U = Undivided T STOP Sign D ® Signalized Interaction I Gated Access ao crm'+s �D F na+o t r: �•ri:ccri: ;� Scale: 1"= 2030' Figure 3-2. Existing Approach Lanes at Key Intersections LL itf 4-41 IM� �., Im. r Bn�e Fred Ytpng Dr_ �IlILL ` b f NAM iF— Imp 7 ■ Legend '-Exclusive Right -Tum Lane ff= <—Through Lane f— Exclusive Left -Tum Lane —Shared Through/Right Lane if— Shared Through/Left Lane Shared Through/Right/Left Lane L �! * --- Unstdped Sneak -Right Lane > ® Signalized Intersection ?t? F STOP Sign wendo Q k� ;;irwering Scale: 1"=2030' Cumulative Traffic Studies Utilized Land use information related to the current status of those cumulative developments that are currently under construction was provided by the City of La Quinta Planning Department. In addition, the following traffic impact studies were provided by the City of La Quinta Planning Department for use in assessing cumulative traffic impacts. • La Quinta Center Point Hotel Development Updated Traffic Impact Analysis by RK Engineering Group, Inc. dated January 20, 2003. • CosrcolKomar Development Transportation Impact Analysis by Kittelson & Asscx'sares, Inc., dated October 10, 2005, • The Center at La Quinta Access Evaluation (Sam's Club) by Urban Crossroads, dated March 8, 2005. • City of La Quinta Target Development Traffic Impact Analysis, La Quinta, California (Washington Park) prepared by Urban Crossroads, Inc. dated October 30, 2002. • Supplemental Traffic Impact Analysis for Supplemental EIR for the Indian Wells Town Center prepared by Willdan and dated June 18, 2007. 3.0 EXISTING CONDITIONS Figure 3-1 depicts the surrounding street system in the study area. Regional access is currently available from Highway 111 and Washington Street. Local access is available from Hovley Lane, Fred Waring Drive, Adams Street, and Miles Avenue. Direct site access is available from Palm Royale Drive. The existing traffic control devices and number of mid -block travel lanes are shown in Figure 3-1, based upon field reconnaissance in the project vicinity. Divided facilities typically provide sufficient pavement width for left -turn pockets at intersections or raid - block at median openings. Undivided facilities require !eft -turning motorists to queue in the through lane, thereby reducing the carrying capacity of the roadway. The intersection approach lanes and type of traffic control at the existing key intersections are depicted in Figure 3-2. 3.1 SURROUNDING STREET SYSTEM Washington Street is a six -lane divided north/south major arterial in the study area. Washington Street is designated as a Major Arterial north of Highway 111 and south of Avenue 48. Between Highway 111 and Avenue 48, Washington Street is designated as an eight -lane Augmented Major. Washington Street provides direct access to the Interstate 10 Freeway and has a posted speed limit of 50 mph. The Washington Street intersections with Hovley Lane, Avenue of the States, Palm Royale Drive, Fred Waring Drive, Miles Avenue, Channel Drive. Highway 111 and Avenue 48 are signalized. The proposed site access on Washington Street would be opposite the existing intersection of Washington Street and Calle Las Brisas, which is currently controlled by a STOP sign on Calle Las Brisas. Highway 111 is designated as a six -lane divided east/west Major Arterial east of Washington Street and an eight -lane Augmented Major, west of Washington Street. Highway 111 provides access to an extensive commercial area located between Washington Street and Jefferson Street. From U Quinta Drive to approximately 400 Feet west of Jefferson Street, Highway 111 has four through travel lanes with right -turn deceleration and acceleration lanes. The posted speed limit an Highway 111 is 50 mph. The intersection of Washington Street and Highway 111 is fully improved with six through travel lanes on each roadway, dual left -tum lanes in all directions, and an exclusive northbound, eastbound, and westbound right -tum lane. Harley I uel42nd Avenue is a four -lane divided east/west roadway located in the City of Palm Desert (where it is called Hovley Lane west of Washington Street) and in Unincorporated Riverside County (where it is called 42nd Avenue east of Washington Street). The posted speed limit is 50 mph west of Washington Street and 45 mph east of Washington Street. The intersection curreatly appears to be operating at unacceptable levels of service during the morning peak hour. It also appears to require the addition of dual eastbound and westbound left -turn lanes, based upon observations of the inmrsection operation during the traffic counts. Fred Waring Drive is a four -lane divided east/west highway in the project vicinity, except where it narrows to one westbound through Isue east of Washington Street and adjacent to the project site. East of Washington Streat, Fred Waring Drive is within the 2-8 3-1 Table 2-1 Cumulative Developmentsa Cumulative Project Land Use Completed Undeveloped r (Number) Figure 2-2 Quantityb Quantityb Cumulative Developments Addressed wx4e ma Noce None 224 DU 224 DU Centre Pointe (2) 134 Rooms 134 Rooms Hotel Casitas None 136 DU 136 DU i Boutique Hotel None 30 Rooms ti5iterrtI cyct�a v:� �i• Quality Restaurant None � ;c,,,er•�:sg: 6.00 TSF Quality Rxr"m-int Fe65wnrq Gc 6.00 TSF 6.00 TSF Residential-SFD None 21 DU 21 DU :;. Townhomes None 44 DU 44 DU Medical Office None xx S:oX. 90DO TSF 1p _ . A 30 Beds Point Happy Resid=ual-SFD None 69 DU Orin Estates (3) Laing Luxury Legend None 74 DU 74 DU 1Q WRM-La Quints X • Centre Point Development Washington Park (5) Shopping Center 531.17 TSF 03 Point Happy Estates r Caleo Bay Park (6) Shopping Center ® Laing Luxury Homes 0 Washington Park Iaa.47 2755 TSF Vista Dunes (7) © Caleo Bay Park None 80 DU 80 DU Q7 Vista Dunes Apartments 'X Noce 83.700 TSF O Costo 4x 6 Costco Now 0 Sam's Club 149.739 TSF Costen Warehouse (8) 10 Indian Wells Town Center 233.439 TSF 233.439 TSF Sam's Club (9) 'W None 136.000 TSF 136.000 TSF d, lEngtneering Service Station None Scale: 1" = 2090' 12 Pumps Indian Wells Town Retail, Restaurants, None Table 2-1 Cumulative Developmentsa Cumulative Project Land Use Completed Undeveloped Total (Number) Category Quantityb Quantityb Quantityb WRM La Quinta (1) Apartments ` Business Hotel Noce None 224 DU 224 DU Centre Pointe (2) 134 Rooms 134 Rooms Hotel Casitas None 136 DU 136 DU Boutique Hotel None 30 Rooms 30 Rooms Quality Restaurant None 6.00 TSF 6.00 TSF Quality Rxr"m-int None 6.00 TSF 6.00 TSF Residential-SFD None 21 DU 21 DU Townhomes None 44 DU 44 DU Medical Office None 90.00 TSF 90DO TSF Medical Facility None 30 Beds 30 Beds Point Happy Resid=ual-SFD None 69 DU 69 DU Estates (3) Laing Luxury Residential-SFD None 74 DU 74 DU Homes (4) Washington Park (5) Shopping Center 531.17 TSF 199.77 TSF 730.94 TSF Caleo Bay Park (6) Shopping Center 10.00 TSF 17.55 TSF 2755 TSF Vista Dunes (7) Apartments None 80 DU 80 DU Komar Desert Shopping Center Noce 83.700 TSF 83.700 TSF Properties and Costco Now 149.739 TSF 149.739 TSF Costen Warehouse (8) 233.439 TSF 233.439 TSF Sam's Club (9) Sam's Club None 136.000 TSF 136.000 TSF Service Station None 12 Pumps 12 Pumps Indian Wells Town Retail, Restaurants, None 400 TSFc 400 TSH Center (10) Offices, Theater, None 2,400 Seats 2,400 Seats Condo/Hotel, None 300 Rooms 300 Rooms SFD Residential Now 65 DU 65 DU a. Source: City of La Qamta Mttnoranaata: Ms. YVOnne r•raseo, AsatSraat rranRCr; wtna —ty Develapmeot Department, Deto6cr 26, 2006. b. DU=Dwelling Units. TSF=Thousand square feet of building floor area. c. The traffic study assumed 85.7 TSF of office space and 2543 TSF of commercial space (with 34% pass - by nips) on the 92 developable acres within this site. 2-7 Peak Hour Factor For existing and near-term scenarios, the peak hour factor (PHF) assumed was that collected in the field during the daffic counts at the existing intersections. The PHF assumed For the future site access intersections for the fitmre year 2010 scenarios was that associated with the current traffic count data ou the abutting street at the closest intersection where peak hour traffic counts were made. A PHF of 1.0 was assumed for all intersections evaluated for General Plan Buildout conditions (bath with and without the proposed project). Heavy Vehicle Mix The heavy vehicle mix assumed for the baseline and all future scenarios was eight percent. This value was determined from Caltrans truck count dam for Highway 111 in the project vicinity and confirmed with City staff." 2.8 TRIP GENERATION RATES UTILIZED The City directed that the ITE Trip Generation (7th Edition; 2003) regression equations for weekday mottling and evening peak hours be utilized to estimate the trip generation of the proposed project, as they would result in the highest trip generation forecast A worst-case trip generation standard deviation sensitivity analysis was requested for inclusion in the study with average peak hour rates pins one standard deviation utilized for the commercial uses and site traffic volumes shown at all site access intersections. The City authorized the use of traffic volume adjustments which reflect "true" pass -by trips but not diverted pass - by trips. Refer to Section 4 for details regarding the pass -by trip assumptions and the trip generation rates utilized. Worst -Case Sensitivity Analysis A sensitivity analysis is provided in Appendix F including an esumaw of the project -related trip generation with ITE average shopping center trip generation razes plus one standard deviation. The resulting project•related trip generation estimate inchtdes: 43 mote trips in Elie morning peak hour (24%), 32 more trips in the evening peak hour (4%), and 280 fewer daily hips, three percent fewer than addressed elsewhere in the traffic study. Figure F-1 therein illustrates the maximum site traffic volumes at the site access points and adjacent intersections for consideration in conjunction with any marginal traffic issues. A change of this magnitude in the site traffic generation would have no significant effect on the findings throughout this study with respect to: control delay, levels of service, required queue storage lengths, or the need for auxiliary lanes at the site access points. Table F-1 (in Appendix F) shows the change in eootro] delay that would be expected with the site trip generation that includes one standard deviation. 29 TRAFFIC GROWTH RATES Traffic counts matte in 2006 at intersections north of Highway 11 I were increased by 5 percept to reflect the existing (year 2007) traffic conditions. The peak hour traffic volumes at the inmrsections of Washington Street at Highway l I I surf Washington Street at Avenue 48 were increased by 8 percent to reflect year 2007 conditions. Since the current peak season began in November of 2006, traffic counts made in November 2006 were considered to reflect year 2007 peak season conditions without adjustment 2.10 COORDINATION WITH CITY OF LA QUINTA STAFF Since the City's traffic study specifications have been evolving over the past few months. Endo Engineering coordinated directly with City staff to establish an appropriate scope of work and permit the key assunt(ltions to be reviewed and approved, prior to the completion of the traffic impact study. Guidance regarding the preliminary scope of the traffic study was requested by Endo fingineering in a letter dated August 28, 2006 sem to the City of La Quina. The City of La Quints responded to that fetter by electronic mail on September 28, 2006, in addition, the required scoping form entitled "Work Scope for Traffic Impact Analysis" is included in Appendix A. 2.11 CUMULATIVE DEVELOPMENTS ADDRESSED The City, of La Quinta Planning Department identified ten cumulative developments (as shown in Figure 2-2) and provided available traffic studies as well as the status of nine of the cumulative developments (percent constructed)! Traffic impacts studies for the Costco development and the Sam's Club were provided by the City of is Quinta. The City of Indian Wells provided the "Supplemental Traffic Impact Analysis for the Draft Supplemental EIR for the Indian Welts Town Center (dated June 18. 2007) prepared by Willdan. The Indian Wells Town Center environmental documentation did not include a project build -out year or a development phasing plan. Following coordination with the City of Indian Wells and the City of La Quinta in an effort to identify a realistic construction schedule, the Indian Wells Town Center development was assumed to be 25% occupied by the year 2010 and completed by the year 2020, In view of the economic slowdown currently underway throughout California and the nation, this is viewed as a worst-case estimate. The remaining trine cumulative projects were assumed to be completed by the year 2010. The year 2010 ambient traffic volumes explicitly include all of the traffic associated with these nine cumulative projects (see Table 2-1) and 25% of the Indian Wells Town Center traffic. The trip distribution associated with each of the cumulative developments was based on that provided in the approved traffic studies. When it was necessary to extend a cumulative traffic distribution beyond the study area addressed in the cumulative traffic study, the existing traffic volumes were reviewed as an indication of how traffic is currently distributed over the street network. Since the project is consistent with the General Plan land use designation of the site, projecr'releted traffic was assumed to be included in the La Quinta General Plan Update Traffic Study (IPMK & Associates, Inc.; March 2I. 2000) post -2020 traffic model projections. The cumulative projects were also assumed to be consistent with the General Plan and included in the General Plan buildout projected daily traffic volumes. 7. Telephone communication with Mr. Paul Goble, P.E., Senior Engineer, City of La Quints, Public 8. Coordination with Mr. Les Johnson, Planning Manager, and Ms. Yvonne Franco, Assistant Planner, Works/Engineering Department on January 18, 2007. Community Development Department, City of La Quints. 2-5 2-6 another factor is the appropriate spacing of signalized intersections. A Wird consideration is whether or not alternative routes are available to accommodate motorists during peak hours if a site access intersection has approaches or movements that do not provide LOS "F]" or better levels of service. Any master planned roadway segments projected to have a daily volume -m -capacity ratio exceeding 0.90 (the upper limit of LOS D) are identified as a potential impact. The widening required to mitigate the potential impact is also idetttified. For each sommio, daily traffic volumes throughout the study area ata projected and a daily voltirne-toity rally link auaiysis is performed similar to that included in the Ia Qtartra Creneral Plus Update Tra is Study. The daily volume to capacity analysis assumes the daily capacities shown in Table 2»1 of the La Qrcinra General Plan Update 7raQrc Study (i six -lane divided major = 573000 vehicles per day (VP1]); four lame divided primary = 38x000 VPD; four -lane undivided setbtidary = 28f)00 VPD; two-lane undivided m3lectar = 14,000 VPD: and two-lane trradirtded local street = 9,000 VPD). The analysis herein assumes that the upper limit o€ LG5 "D" corresponds to a daily volume to capacity ratio of 090. and that each level of service is ten percent o€ the daily opacity of the link Thus. lite upper limit of LOS "C" corresponds to a V/C of 0.80; the upper limit of LOS "B" sarresponds to a VIC of 0.70; and the upper limit of LOS "A" corresponds to a VIC of O.GO. A daily volume -to -capacity ratio of 1.00 reflects operation at the upper limit of LOS "E". A daily volume -to -capacity ratio which exceeds 1.00 reflects operation at LOS "F". 2A THRESHOLDS OF SIGNIFICANCE The City of La Quinta is currently in the process of reviewing their thresholds of significance, which were identified m Engineering Bulletin #06-13 (December 19, 2006). The thresholds of significance in Table l of the City's '"Traffic Study General Specifications" refer to project-telaled changes in LOS compared to the existing itma-section LOS. However, the existing+project scenario is never expected to exist, since the project would not be completed before the year 2010. Rather than evaluating the existing+project scenario, the traffic study evaluates the significance of the project -related impacts by comparing future year 2010 ambient (no project) conditions to future year 2010+pmject conditions. City staff has approved this modification to the scenarics specified in Engineering Bulletin #06-13 for the purposes of this traffic study s In lieu of updated thresholds of sipifrcance, the thresholds of significance included in Table 1 of City of La Quina Engineering Bulletin #06-13 (December 19, 2006) were employed, to the extent feasible, to identify significant adverse project -related traffic impacts at the signalized key intersections, as shown in Sections 6.4 and 6S. For intersections operating at LOS D, LOS E, or LOS F (without site traffic) project -related increases in peak hour trips to critical movements were identified to determine ssgmficance. If an intersection operates at LOS A. LOS B or LOS C without site traffic, the project - related change in the intersection critical volume -to -capacity ratio was identified to assess the significance of the project -specific impact. There is no single LOS identified by the HCM methodology for unsignalized intersections with two-way stop control. Therefore, the significance of the impacts at the site access intersections were not evaluated with these threshold criteria. The project-relatod change in future year 2010 and General Plan buildout FAS and control delay were provided to identify the significance of project -specific impacts at these irwatsect'tons. 3. Telephone communication on January 26, 2007 from Mr. Paul Goble, PE., Senior Engineer, City of La Quints, Public Works/Engmeering Department. 2.5 SEASONAL VARIATIONS AND HIGHEST VOLUME HOURS An analysis of the peak season weekday morning and evening peak hour of the adjacent streets is rewired. The City of La Quints has identified the peak season as occurring from November 1 through April 15. The morning peak hour has been identified by the City of La Quinta as occurring between 7:00 am. and 9:00 am. and the evening peak hour has been identified as being between 2:30 pm. and 4:30 pm 2.6 AVAILABLE TRAFFIC COUNTS UTILIZED The adequacy of the available traffic count data for five of the key intersections (counted between 4:00 pm. and 6:00 pm.) was discussed with W. Paul Goble. New counts were authorized (from 3.30 p.m. to 6:30 p.m.) at seven key intersections where entreat counts were not avadable6 Available traffic count data for the key intersections was increased to reflect the highest volume hour in the morning and afternoon, based upon a 24-hour traffic count made on Washington Street, adjacent to the project site in November of 2006. That 24-hour traffic count identified the highest volume hour as being between 2:45 pm. and 3:45 pm., when 8.1 percent of the daily volume was counted. 71he available traffic count data was also seasonally adjusted and increased through the application of an annual traffic growth rate, as needed, to reflect the peak season in the year 2007, per the specifications in the City of Ia Quinta Engineering Bulletin #06-13 (December 19, 2006). 2.7 INTERSECTION LOS METHODOLOGY The latest update of the Highway Capacity Manual (HCM 20[x1) presents the best available techniques for determining capacity, delay and LOS for transportation facilities. The peak hour control delay and levels of service were determined for the key intersections with the methodologies outlined in Chapters 16 and 17 of the HCM 2000. The Highway Capacity Software (HCS 2000) package utilized is a direct computerized implementation of the HCM 2000 procedures, prepared under FHWA sponsorship and maintained by the McTrans Center at the University of Florida Transportation Research Center. HCS 2000 Version 4.1f was employed to evaluate the operation of the key intersections in the project vicinity. A brief discussion of the HCM 2000 operational analysis is provided in Appendix C. with the intersection evaluation worksheets. The relationship between peak hour intersection control delay and levels of service is also provided in Appendix C for signalized and unsignalized intersections. The general specifications contained within Exhibit C of the Riverside County Transportation Department "Traffic Impact Analysis Preparation Guide" (August, 2005) were followed in the analysis of the peak hour operation of the signalized intersections herein. A minimum green time of 7 seconds for each movement was assumed for all signalized key intersections evaluated. 4. Jonsson, Timothy R., Public Works Director/City Engineer, City of La Quints, Engineering Bulletin #06-13, December 19, 2006. 5. Telephone communication with Mt. Paul Goble, PE., Senior Engineer, City of La Quints, Public Works/Fngineermg Department on November 14, 2006. 6. Highway Capacity Manual, Fourth Edition, TRB Report 209, Transportation Research Board, National Research Council, Washington, D.C., 2000. 2-3 2-4 home portion of the proposed development was determined from the data for ITE Land Use Codes 720 and 620, respectively. Table 4-1 Estimated Site Traffic Generationa Land Use Category Land Use AM Peak Hour PM Peak Hour Daily ME Code) Quantityb In out Total In Out Total 2 -Way Unadjusted Trip -Ends Medical Office (720) 81 TSF 190 98 288 144 216 360 3,100 Nursing Home (620) 50 TSF 13 8 21 16 20 36 310 Commercial (820) 104 TSF 98 62 160 309 335 644 6,970 Total 301 168 469 469 571 1040 10,380 Pass -By Trip-Endsb Commercial (820) 104 TSF 0 0 0 104 104 208 2,250 Primary Trip -Ends Medical Office (720) 81 TSF 190 98 288 144 216 360 3,100 Nursing Home (620) 50 TSF 13 8 21 16 20 36 310 Commercial (820) 104 TSF 98 62 160 205 231 436 4,720 Total 301 168 469 365 467 832 8,130 The peak hour trip geoerauon forecast far the medical offices and nuts ng homes re0etts the peal[ hoar of the gencr im. It was based upon a direct •application of the medical office trip generuion regression equations and the average rates for nursing names for the weekday asn. peak hour and weekday p.m, pray hour published by rhe ITE Trip Getteraiion (2003; 71h Edition). The FM peak bour of the generator for shopping centers typically occurs between 5:00 and 5:00 PM on weekdays nod coincides with the peak hour of the traffic on the adjacoat street. The commercial trip generuion shown for the AM pesk hour above was determined from the regression cquarions for the peak hour of the adjacent street. TSF=Thousand square feet of building floor area. Pass -by trips are those involving motorists passing the site on Washington Street or Fred Waring Drive who opt to make an intermediate stop to visit the retail development on-site on their way to another destination. Since the inbound and the outbound volume of pass -by trips must be the same (i.e. any pass -by trip that enters the site must depart) the smaller of the two volumes (the inbound volume) constrains the pass -by trip percentage. A commercial pass -by nip rate of up to 34 percent was assumed for the proposed commercial uses. No pass -by trips were assumed to be associated with the general offices on-site. No adjustments were made to reflect diverted rips or the double counting of internal trips. Unadjusted Trip Generation Based on a direct application of the M trip generation data for medical offices, nursing homes, and shopping centers (without adjustments for pass -by or internal trips) the proposed development could generate apptoximately 10,380 daily trip -ends, as shown in Table 4-1. During the morning peak hour. 469 uip-ends could be generated (301 inbound and 168 outbound). During the evening peak hour, 1,040 trip -ends could be generated (469 inbound and 571 outbound). Since the project will be located adjacent to two major thoroughfares, the commercial development an -site will "eapfttre a parnon of the traffic passirsg tkre site an the way w other desriaasions. These trips are called pass -by trips and are attracted from the stream of Traffic on the adjacent straits with direct ecce s to the shopping tinter. Although they will eater and exit the site at the site driveways and costar be accounted Far there, these trips would not be added to the surrounding street system, as they exist Toney and were included in the traffic count data calleeted at the key inttnSectioas. To evaluate the project -related traffic impacts throughout the study area, the ` tmadjuisted" trip generation forecast shown in Table 41 must be adjusted to account for pass -by trips to determinc- the actual number of new 'primary* trips that the proposed project would add to the surrounding street system. U pass -by trips arc not taken into account, the through traffic volume an the adjacent streets (that would conflict with thenngg moventeats at the site driveways) as well as site traffic throughout the study a= would be substantially overestimated. The pass -by trip corrections are incorporated in Table 4.1 to ensure that all mitigation identified reflects the most accurate traffic projections possible. Worst -Case Sensitivity Analysis A sensitivity analysis is provided in Appendix F which includes an e.sdin,�,t of the project - related trip generation with ITE average shopping center trip generation rates plus one standard deviation. The resulting project -related cop generation a stimae includes: 93 more trips in the morning peak hour (24%), 32 more trips in the evening peak hour (4%), and 280 (3%) fewer daily trips than addressed throughout this traffic study. A change of this magnitude in the site traffic generation would have no significant effect on the findings throughout this study with respect to: control delay, levels of service, required queue storage leagths, or the need for auxiliary lanes at the site access points. Pass -By Trip Adjustment Commercial developments generate three types of trips: primary trips, pass -by hips, and diverted trips. Primary trips are new trips (e.g, delivery buck trips. employee trips, and the =n o ity of the retail trips to the project site) where the project is the fatal destination of each trip. Pass by tarps are those where the project represents an inteinnediate stop on the way to a final destination (e g. impulse shopping or a retail stop along your direst route home). Pass -by trips will travel the roadway regardless of whether or not the project is built The percentage of trips that are pass -by trips varies with the size of the shopping center, the types of retail uses in the center and the number of cars using the: adjacent roadways that provide site a00ess. Diverted trips are those where the project represents an intermediate stop, but the trips are diverted from another route to the vicinity to gain access to the site (e.g. motorists diverting briefly from theiruormul route home to shop at the site because it is convenient). Diverted trips are new to the project site, but mpteseat a reduction in travel on other roadways in the area. To insure a "worst-case" assessment, the City of La Quinta specified that diverted trips be treated like primary trips for the purposes of this study. Many shopping trips ate discretionary and they are often combined with trips made for other purposes. The ITE Trip Generation Handbook includes a summary of the data gathered from one hundred pass -by trip studies at shopping centers of different sizes collected during weekday evening peak hours 2 That data reveals that the pass -by trip 2. Trip Generation Handbook — An ITE Recommended Practice; March 2001; Institute of Transportation Engineers, Table 5.4, page 42. 4-2 4-3 The CMA provides a uniform database of traffic impacts for use in a countywide transportation computer model. The RCTC has recognized use of the Coachella Valley Area Transportation System (CVATS) sub -regional transportation model to analyze traffic impacts associated with development proposals or land use plans. The methodology for measuring LOS must be that contained in the most recent version of the Highway Capacity Manual (HCM 2000). Traffic standards must be set no lower titan LOS E for any segment or intersection on the CMP system unless the current LOS is lower (i.e., LOS F). The Coachella Valley Association of Governments has developed a Transportation Uniform Mitigation Fee (TUMF) that complements the objectives of the Congestion Management Program (CMP). To comply with the Riverside County CMP, all developments must participate in the TUMF program. The City of La Quinta does not participate in the TUMF program. 3.10 REGIONAL TRANSPORTATION IMPROVEMENT PLANS The Capital Improvement Program (CIP) is a 7 -year program including all regional and local capital improvement projects that maintain or improve the LOS for traffic and transit and conform to transportation -related emission air quality mitigation measures. Currently, regional projects are programmed in the Riverside County Transportation Improvement Plan (TIP), while locally funded projects (off the State Highway System) are identified in local agency CIPs. To comply with CMP Statutes, CIP requirements shall be the same as and accomplished through the RCTC TIP development process. Projects in the CTP may be incorporated into the Regional Transportation Improvement Program (RTIP) for the programming of Flexible Congestion Relief (FCR) and Urban and Commuter Rail funds. The Coachella Valley Association of Governments Regional Arterial Program - Financial Plan and Expenditure Program Contract Status Report dated December 31, 2002 includes five I-10 Interchange improvement projects in the Coachella Valley that were authorized and funded with twenty-one million dollars. The interchange projects were located at: (1) Washington Street, (2) Jefferson Street, (3) Date Palm, (4) Palm Drive/Gene Autry Trail, and (5) Indian Avenue. As growth occurs in the area, commuter traffic is expected to increase significantly. Without improvements to the I-10 interchanges in the vicinity, conditions at these interchanges are expected to deteriorate at the ramp intersections, inducing longer traffic queues and longer control delays. Although improvements at the I-10 Interchanges in the Coachella Valley were planned and funding appeared to be available, the State budget shortfall crisis caused the funding to be revoked so alternative funding mechanisms had to be pursued. Until the planned improvements are implemented, conditions will deteriorate, as demand for I-10 access grows with development throughout the Coachella Valley including the study area. The City of Indio is the Lead Agency on the planned Interstate 10 interchange redesign project at Jefferson Street. The improvements are scheduled to begin in April, 2007 and be completed by July of 2008. The City of Palm Desert has recently made improvements to Fred Waring Drive including widening the roadbed to accommodate six through lanes, west of Washington Street. These improvements were made after the traffic counts were completed for this study. Therefore, the improvements were not considered in determining the control delay or levels of service at any of the key intersections along Fred Waring Drive. A schematic diagram of the improvements made at the intersection of Washington Street and Fred Waring Drive has been included in Appendix A which illustrates how the lanes line up on Fred Waring Drive east and west of Washington Street. 4.0 PROJECTED FUTURE TRAFFIC VOLUMES The Institute of Transportation Engineers (ITE) report Trip Generation is the principal source of trip -generation rates used in site traffic analyses. Detailed data are provided therein for vehicular trips with "average" vehicle occupancy. The ITE Trip Generation database is updated periodically, with the latest revision (7th Edition; 2003) utilized herein to project the trip generation associated with the proposed development. All of the trip - generation rates provided by the TIE reflect isolated single -use stand alone developmerits. Although a shopping center is considered by some to be a multi -use development, the rTE has collected data for shopping centers and considers them a single land use. While site specific conditions, like the availability of transit and walk-in traffic, can result in different vehicular trip -generation rates, making adjustments for small differences in auto occupancy or transit use is questionable, given the precision in the measurement of the ITE trip - generation rates for shopping centers and the variation in traffic volumes which occurs from clay to day.' The trip generation data compiled by the ITE identifies traffic peaking characteristics by land use type in terms of the trip generation during the peak hour of the generator as well as during the peak hours of the traffic on the adjacent street system. Shopping centers and restaurants exhibit substantial variations in daily volumes, with Fridays typically the highest weekday for commercial/retail land use activities. The traffic generation associated with retail activities and restaurants also vary considerably by season. Some trip generators (such as fast-food restaurants) attract traffic from the passing traffic stream. These trips are called "pass -by" trips. In such cases, the volume of traffic added to the adjacent street is less than the driveway volume entering and leaving the site. This is the case because the volume added to the adjacent street does not include the pass -by trips as being added, whereas the actual driveway volumes include every car entering or leaving the driveways, regardless of whether or not it would be on the adjacent street without the proposed project. When several uses are included in the same development, the traffic added to adjacent streets may be less than the sum of the individual trip -generation volumes. The reduction is attributable to trips being made that remain internal to the proposed development (e.g., between the offices and one or more of the retail uses). These internal trip interactions are counted twice when the trip generation of the individual uses are summed to establish the "unadjusted" trip generation. No adjustments were made herein to reduce the project trip generation, by eliminating the double -counted internal trip interactions. 4.1 PROJECT -RELATED TRIP GENERATION Table 4-1 provides the peak hour and daily trip generation forecast associated with the proposed project. The trip generation potential of the proposed development was determined from the trip generation regression equations published by the ITE in the most recent update of the Trip Generation manual (Seventh Edition; 2003). The daily and evening peak hour trip generation associated with the retail complex portion of the proposed development was determined from the regression equations for ITE Land Use Code 820. The trip generation associated with the medical office complex and nursing 1. ITE; Transportation and land Development; 1988. 3-24 4-1 New bikeways should conform to Caltrans specifications and design criteria, with all bikeways a minimum of six feet in width. CALTRANS standards are used to design bikeways by most jurisdictions throughout California. The City of La Quinta adheres to Caltrans bikeway standards. Bike lanes on existing roadways should conform to Caltrans standards or be upgraded to meet Caltrans standards. These standards apply to three different classifications of bicycle facilities: Class I, Class II, and Class III bikeways, as described below. A Class I Bikeway is a bike path that provides for bicycle travel on a right -0f --way completely separated from any street or highway. The paths may be located along alignments parallel to streets or unrelated alignments as long as there is no encroachment from motor vehicle or pedestrian traffic except at grade intersections. A Class II Bikeway is a bike lane that provides a striped lane for one-way bike travel within the paved area of a street or highway. These bike lanes are within an exclusive right-of-way designated for use by bicyclists. However, cross traffic is permitted for driveway access. A Class III Bikeway is a bike route in which both bicycle and motor vehicle traffic share the same roadway surface area. The route is marked with signs or stenciled lettering on the pavement identifying the roadway as part of a bikeway system. Existing and Planned Non -Motorized Facilities The Coachella Valley Association of Governments Non -Motorized Transportation Plan (October, 2001) identifies existing and proposed non -motorized facilities within the project vicinity. The bicycle element of the CVAG Non -Motorized Transportation Plan (October, 2001) is called the Regional Bikeway Plan. The Regional Bikeway Plan identifies regionally significant routes that link important destinations in neighboring cities and are candidates for joint funding applications among cities and/or the County of Riverside. The Regional Bikeway Plan routes include Class I (bike paths), Class II (bike lanes), and Class III (signed bike routes) facilities. Class I bikeways are typically called bike paths as they provide a paved right-of-way separated from streets and highways. Class I bikeways are estimated to cost $500,000 per mile. Class II bikeways are often called bike lanes because they provide a striped or stenciled lane for one-way travel on a street or highway. Costs for Class II projects are estimated at $50,000 per mile. Class III bikeways are often referred to as bike routes. They provide for shared use with pedestrian or motor vehicle traffic and are identified only by signing. Class III projects are estimated to cost $10,000 per mile. The City of La Quinta has 2-5 miles of existing Class I bikeways and 10.5 miles of existing Class II bikeway facilities. Class II bikeways currently exist at the following locations within the study area: • along Avenue 48 from Washington Street to Jefferson Street ( 1.5 miles); • along Miles Avenue, east of Washington Street (0S miles); • along Adams Street from Highway 111 to Avenue 48 (05 miles); The City of La Quinta proposed eighteen bikeway projects for inclusion in the CVAG Regional Bikeway Plan including: two Class I projects, fifteen Class II projects, and one Class III project. The highest priority bikeway project in the study area is a Class II facility proposed along Washington Street, from the northern city limit south to Avenue 50. Third priority bikeway projects proposed by the City of La Quinta in the study arca include a Class I facility along the Whitewater River from Washington Street east to the Indio city limit. Third priority bikeway projects proposed by the City of La Quinta in the study area include Class II bikeways along: • Fred Waring Drive (east of Washington Street to Jefferson Street); • Miles Avenue (east of Washington Street to Jefferson Street); • Adams Street (from the northern city limit to Avenue 48); and • Highway 111 (from Indian Wells city limit to Indio city limit); Western Coachella Valley Area Plan Trails and Bikeways A Class I bike path/regional trail is shown crossing through the study arra along the Whitewater River, just north of Highway 111. 39 CONGESTION MANAGEMENT PROGRAM (CMP) The Congestion Management Program (CMP) is intended to link land use, transportation, and air quality with reasonable growth management methods, strategies and programs that effectively utilize new transportation funds to alleviate traffic congestion and related impacts. The Riverside County Transportation Commission (RCTC) is the designated Congestion Management Agency (CMA) that prepares the Riverside County Congestion Management Program updates in consultation with local agencies, the County of Riverside, transit agencies and sub regional agencies like the Coachella Valley Association of Governments (CVAG). The RCTC must designate a system of highways and roadways to include (at a minimum) all State Highway facilities within Riverside County and a system of "principal arterials" as the Congestion Management System (CMS). State Highway 111 is a CMP facility in the study area. It is the responsibility of local agencies, when reviewing and approving development proposals to consider the traffic impacts on the CMS. To include additional arterials on the CMP System, consideration will be given to: (1) routes identified by Caltrans as "principal arterials" on their "Functional Classification System" maps; (2) designated expressways; and (3) facilities linking cities/communities (inter -regional facilities) and major activity centers (shopping malls, major industriall business parks, stadiums). Local ageneses may nominate arterials for inclusion on the CMP System a Washington Street, Adams Street, Fred Waring Drive, Miles Avenue, and Avenue 48 are part of the regional arterial system in the study area that have been nominated and included in the CMP System. Per the adopted Level of Service standard of "E", when a Congestion Management System (CMS) segment falls to LOS F, a deficiency plan must be prepared by the local agency where the deficiency is located, following coordination with other agencies identified as contributors to the deficiency. The deficiency plan must contain mitigation measures (including TDM strategies and transit alternatives) and a schedule for mitigating the deficiency. RCTC will prepare deficiency plans on the State Highway System when deficiencies are identified by local jurisdictions. 3. 2001 Riverside County Congestion Management Program; RCTC; December 12,2001 - 3-22 3-23 average delay of 82.1 seconds per vehicle, which is excessive and indicates that this movement is operating at LCIS F today, Based upon this level of delay, the queue of vehicles waiting in the dual left -turn lanes to complete a southboutrd left -turn at this intersection in the evening peak hour currently extends 373 feet per lane north of Fred Waring Drive and overflows the existing left -turn pocket. This pocket will need to be extended in the future to accommodate the projected left -tum queues outside of the through travel lanes on Washington Street. As discussed in Section 5.3, it may be necessary to close the existing northbound left -tura bay on Washington Street at Calle Las Brisas in the future in order to provide sufficient southbound left•tur i queue storage space in the dual left -tura lanes on Washington Street at Fred Waring Drive. 3.7 TRAFFIC SIGNAL WARRANTS Improper or unwarranted signal iinstallatious may cause: (1) excessive delay; (2) disobedience of the signal indications: (3) circuitous travel on alternate routes; and (4) increased accident frequency? Justification for the installation of a traffic signal at an intersection is based on the warrants adopted by the Federal Highway Administataa in the Manual on Uniform Traffic Control Devices (2003 Edition) and Caltraus in the MUTCD 2003 California Supplement (May 20, 2004). There are several different types of traffic signal warrants including warrants based on eight-hour vehicular volumes, four-hour vehicle volumes, peak hour vehicle volumes and delay. pedestrian volumes, school crossings, coordinated signal system warrant, accident experience, and a roadway network warrant. Caltrans also has adopted future average daily traffic warrants (including minimum vehicular traffic, interruption of continuous traffic and a combination warrant) to be used for new intersections or other locations where it is not reasonable to count actual traffic volumes. The installation of a traffic signal should be considered if one or mote of the warrants is met; however, the satisfaction of a warrant is not necessarily sufficient justification for the installation of signals. Delay, coogestion, approach conditions, driver confusion, future Land use or other evidence of the need for right-of-way assignment beyond that which could be provided by stop signs must be demonstrated. The actual design and installation of signals should be based upon detailed studies which include extensive traffic counts. Rural volume warrants (70 percent of the urban warrants) apply when the 85th percentile Speed of traffic an the major street exceeds 40 mph in wither an urban or a rural area, or when the intersection lies within the built-up area of an isolated community with a popula- tion under 10,000. All other areas are considered urban. Peak hour signal warrants were checked for the unsignaiixed lacy intersections in the study area. Rural warrants were applied, based upon the pasted speed limits. Refer to Appeudix D for the peak hour signal warrant worksheets. Based upon existing peak hour traffic volumes, the unsignali2ed key intersection of Palm Royale Drive and Fred Waring Drive appears to currently meet traffic signal warrants. Peak hour signal warrants (see Appendix D) are used herein as a preliminary indication of the need for traffic signals. These signal warrants should be considered in conjunction with the unsignalixed peak hour intersection analysis ra provide a more complete understanding of the need for stgttalixatian. 2. Tragic Manual, Revised 3!1/95, Caltrans, pg. 9-1 and 9-2. 3.8 ALTERNATIVE TRANSPORTATION MODES Public Transportation The SunLine Transit Agency was created in 1977 through a Joint Powers Authority of Five cities and Riverside County. Swd ine "transit now provides public transit service to 3.5 million passenger per yew throughout the entire Coachella Valley and has a service area of more than 366 square miles. SunLine Transit has bicycle racks on every bus in its fleet. These bike racks can carry up to two tricycles per bus. Thirteen. SunBus transit lines provide public bus service with a fleet of 48 buses throughout the Coachella Valley seven days a week (excluding Thanksgiving and Christmas). Line 111 is the major trunk line, which is interconnected with eleven smaller community feeder routes that provide access to every community in the Valley. Line 111 travels along Highway 111 from Palms Springs to Indio. Line 70 extends along Washington Street between County Club Drive and the Cove with 80•minute headways. The Suid ine Transit Agency contracts with a private provider for SunDial, a door-to-door dial•a-ride service. SunDial is a demand response service designed to serve seniors and those with disabilities on an appointment basis between 8:00 A.M. and 5:00 P.M. seven days a week. SunDial services one to fourteen days in advance. Bicycle Facilities The use of bicycles instead of automobiles as a means of transportation improves health and fitness, provides enjoyment, reduces air pollution, traffic congestion, energy consumption and transportation costs. These benefits justify local and regional government recognition of bicycles as a viable transportation mode for local trips as well as the development and improvement of facilities to amommodate safe and efficient bicycle use. Bikeways and pathways are used by a wide variety of people including children on their way to school, commuters riding to work, and people exercising, racing or touring. While recreational riders seek mutes leading to parks, through areas of interest, or racing circuits, commuters want the shortest, fastest, and safest route between two points. Non -motorized circulation is encouraged in La Quinta. The La Quinia Comprehensive General Plan states that in Future development, pedestrian and other non -motorized transportation safety and accommodation should be given emphasis equal to that currently given to automobile access. She provision of sidewalks. hike lanes. anti atniti-purpose t where tails is especially important along major roadways in the contmuniry. City policy requiitis that sidewalks be provided on hath sides of ail arterial and collector streets, excep there is a mu]ti-use trail on one side. Da 8 -]ane Augmtutad Majors sidewalks are typically previded within 12•foot wide landscaped parkway strips as Moth s'sdes of the roadbed. Sidewalks are typically provided within the 9 foot par}�vay snips on both sides of Major Arterials. The City of La Quiata Multi -Purpose Trails are depicted in Exhibit 3.10 of the Ciry of La Quina General Pian Circulation Element. A Class Q Bike Path (on -road bicycle lane) is shown therein extending along Washington Street and Fred Waring hive, adjacent to the project site. A Class III bicycle trail and a pedestrianitiking trail are master planned along Adams Street, south of Fred Waring Drive. 3-20 3-21 Table 3-5 Existing Signalized Intersection Peak Hour Delay and LOS Summary (Peak Season Typical Weekday) a. Vemy = rmessec[wn LAnuol 11ttay (St;coads per vehicle). Assumes inicr5eCrjon gemu=iCa shown in Figure 3-2 and as aigbi percent truck mix. Does not reflect improvements to Fred Waring Drive, west of Washington Street, made by the City of Palm Desert after the uric counts were made. Based upon Version 4-tf of the HCS =0 software. Appendix C includes the HCS wo&.sbeets. b. LOS is the intersection level of service. LOS was determined from the delay (s10 secJveh =LOS A; >10 and 40 seclveh=LOS B; >20 and s35 seclvehrLOS C; >35 and s55 secJveh=LOS D; >55 and s80 secJveh=LOS E; >80 secJveh. = LOS F) per 2000 HCM page 10-16. Washington Street at Hovley lane The key inrersectioa of Washington Street and Hovley Lane is currently operating at LOS F in the morning peak hour and LOS E in the evening peak hour. The average 'intersection control delay is 96.8 seconds per vehicle in the moming peak hour and 55.4 seconds per vehicle in the evening peak hour. The critical VIC ratio of 1.06 in the morning peak how indicates that departure volumes are less than arrival volumes during the peal[ 15 minutes, Dual northbound, eastbound and westbound left -turn lanes are currently needed at this intersection to achieve LOS D or better operation in the peak hours. Washington Street at Highway 111 As shown in Table 3-5, the intersection of Washington Street and Highway 111 is currently operating at LOS D. with an average of 483 seconds of delay during the evening peal[ hour. Although the intersection as a whole is operating at LOS D. individual turning movements (Le. left -[turn movements in the castbound, westbound, and northbound directions) are currently operating at LOS F and motorists making these movements experience excessive delay (which averages between 85.1 and 107.4 seconds per vehicle in the peak hours). Traffic count data for east/west routes parallel to Highway 111 in the study area indicate that these routes may be carrying commuter traffic diverting from Highway 111 to avoid peak hour congestion and delay. For example, the northbound left -tum movement on Washington Street at Highway 111 is currently operating at LOS F with 85 seconds per vehicle of control delay. The northbound through movement is experiencing 35 seconds per vehicle of control delay. Therefore, motorists who opt to utilize Miles Avenue or Fred Waring Drive to travel to the west in the evening peak hour, rather than Highway 111 can subsrantiaily reduce their delay. Washington Street at Fred Waring Drive The intersection of Washington Street and Fred Waring Drive is located adjacent to the project site. This intersection as a whole is currently providing LOS D operation in the peak hours which meets the City of La Quints intersection performance standard. The critical volume -to -capacity ratio is 0.89 in the moming peak hour, and 091 in the aftcmoon peak hour. A review of the HCS worksheets in Appendix C indicates that during the morning peak hour, the northbound approach to this intersection operates at LOS E (because of a northbound left -tum volume of 485 vehicles). Westbound motorists turning left onto or crossing Washington Street also experience LOS E operation in the morning peak hour. The westbound side of Fred Waring Drive, adjacent to the project site, will be improved in conjunction with the proposed prosect and a second westbound left -tura lane may be constructed on Fred Waring Drive at Washington Street in conjunction with those improvements if required. During the evening peak hour, all four approaches to this intersection appear to operate at LOS D or LOS C. However, the eastbound through lanes operate at LOS E. The City of Palm Desert is currently widening the eastbound side of Fred Waring Drive, west of Washington Street. The 63 motorists using the westbound left -tum lane currently experience an average delay of 74.6 seconds per vehicle which corresponds to LOS E operation. The 403 vehicles making southbound left toms a this intersection experience an 3-18 3-19 hxts Iear 211U7 Signalized Intersection Delays Critical Level of (Sec./Veh.) V/CRatio ServiCeb Washington Street @ Hovley Lane Morning Peak Hour (PH] 885) 96.8 1.06 LOS F Evening Peak Hour (PH17=0951) 55A 0.93 LOS E Washington Street @ Ave. of the States Morning Peak Hoar (PHF=0.882) 22.9 0.79 LOS C Evening Peak Hour (PHF=0.962) 25.9 0.74 LOS C Washington St. @ Palm Royale Dr. Morning Peak Hour (PHF�0904) 13.1 0.65 LAS B Evening Peak Hour (PHF=0985) 6.9 0.50 LOS A Warner Trac) @ Fred Waring Drive Morning Peak Hour (PHF=0.826) 22.7 0.78 LAS C Evening Peak Hour (1?1117�0.882) 17.6 0.74 LAS B Washington St. @ Fred Waring Dr. Morning Peak Hour (PHF=0.918) 46.1 0.89 LAS D Evening Peak Hour (PHF=0.954) 42.5 0.91 LOS D Adams Street @ Fred Waring Drive Morning Peak Hour (PHF=0.833) 49.0 1.00 LOS D Evening Peak Hour (PHF=0.965) 23.0 0.67 LOS C Washington Street @ Miles Avenue Morning Peak Hour (PHF 0.933) 36.3 0.78 LOS D Evening Peak Hour (PHF=0932) 34.2 0.76 LOS C Washington Street @ Channel Drive Morning Peak Hour (PHF=0.949) 15.8 0.53 LOS B Evening Peak Hour (PHF-0991) 27.1 0.75 LOS C Washington Street @ Highway 111 Morning Peak Hour (PIF -0.938) 39A 0.85 LOS D Evening Peak Hour (PHF=0 980) 48.3 0.95 LOS D Washington Street @ Avenue 48 Morning Peak Hour Mr=0.836) 29.2 093 LAS C Evening Peak Hour (PHF=0.881) 31.4 0.93 LOS C a. Vemy = rmessec[wn LAnuol 11ttay (St;coads per vehicle). Assumes inicr5eCrjon gemu=iCa shown in Figure 3-2 and as aigbi percent truck mix. Does not reflect improvements to Fred Waring Drive, west of Washington Street, made by the City of Palm Desert after the uric counts were made. Based upon Version 4-tf of the HCS =0 software. Appendix C includes the HCS wo&.sbeets. b. LOS is the intersection level of service. LOS was determined from the delay (s10 secJveh =LOS A; >10 and 40 seclveh=LOS B; >20 and s35 seclvehrLOS C; >35 and s55 secJveh=LOS D; >55 and s80 secJveh=LOS E; >80 secJveh. = LOS F) per 2000 HCM page 10-16. Washington Street at Hovley lane The key inrersectioa of Washington Street and Hovley Lane is currently operating at LOS F in the morning peak hour and LOS E in the evening peak hour. The average 'intersection control delay is 96.8 seconds per vehicle in the moming peak hour and 55.4 seconds per vehicle in the evening peak hour. The critical VIC ratio of 1.06 in the morning peak how indicates that departure volumes are less than arrival volumes during the peal[ 15 minutes, Dual northbound, eastbound and westbound left -turn lanes are currently needed at this intersection to achieve LOS D or better operation in the peak hours. Washington Street at Highway 111 As shown in Table 3-5, the intersection of Washington Street and Highway 111 is currently operating at LOS D. with an average of 483 seconds of delay during the evening peal[ hour. Although the intersection as a whole is operating at LOS D. individual turning movements (Le. left -[turn movements in the castbound, westbound, and northbound directions) are currently operating at LOS F and motorists making these movements experience excessive delay (which averages between 85.1 and 107.4 seconds per vehicle in the peak hours). Traffic count data for east/west routes parallel to Highway 111 in the study area indicate that these routes may be carrying commuter traffic diverting from Highway 111 to avoid peak hour congestion and delay. For example, the northbound left -tum movement on Washington Street at Highway 111 is currently operating at LOS F with 85 seconds per vehicle of control delay. The northbound through movement is experiencing 35 seconds per vehicle of control delay. Therefore, motorists who opt to utilize Miles Avenue or Fred Waring Drive to travel to the west in the evening peak hour, rather than Highway 111 can subsrantiaily reduce their delay. Washington Street at Fred Waring Drive The intersection of Washington Street and Fred Waring Drive is located adjacent to the project site. This intersection as a whole is currently providing LOS D operation in the peak hours which meets the City of La Quints intersection performance standard. The critical volume -to -capacity ratio is 0.89 in the moming peak hour, and 091 in the aftcmoon peak hour. A review of the HCS worksheets in Appendix C indicates that during the morning peak hour, the northbound approach to this intersection operates at LOS E (because of a northbound left -tum volume of 485 vehicles). Westbound motorists turning left onto or crossing Washington Street also experience LOS E operation in the morning peak hour. The westbound side of Fred Waring Drive, adjacent to the project site, will be improved in conjunction with the proposed prosect and a second westbound left -tura lane may be constructed on Fred Waring Drive at Washington Street in conjunction with those improvements if required. During the evening peak hour, all four approaches to this intersection appear to operate at LOS D or LOS C. However, the eastbound through lanes operate at LOS E. The City of Palm Desert is currently widening the eastbound side of Fred Waring Drive, west of Washington Street. The 63 motorists using the westbound left -tum lane currently experience an average delay of 74.6 seconds per vehicle which corresponds to LOS E operation. The 403 vehicles making southbound left toms a this intersection experience an 3-18 3-19 The northbound left -tura movement from Washington Street onto Calle Las Brisas represents the "best case" movement at this intersection. The current control delay associated with this movement corresponds to LOS C operation during the morning and evening peak hours (again assuming only two southbound through lanes on Washington Street). No vehicles were observed making a northbound left turn from Washington Street onto Calle Las Brisas during the morning or evening peak hour when the traffic counts were made. As noted with eastbound left turns fiom Calle Las Brisas, residents appear to be are aware of the difficulty associated with turning left from northbound Washington Street onto Calle Las Brisas during the peak hours and seem to be Luing other access routes to avoid making this movement. The HCS model assumes random arrivals at unsignalized intersections (ie., that there is no platooning of vehicles on the major street associated with traffic signals). Platooning facilitates left -tum movements from the minor street between the platoons (at least 30 times per hour, with a 120•second cycle length at an upstream or downstream signalized in[erSeC[iari). In addition, the HCS 2000 software allows no mote than two through lanes to be assumed for the major street at unsignalized intersections. Since Washington Street currently provides a six -lane cross-section, the trance volumes moving in the rmrth/south direction are actually dispersed over six lanes, tather than four lanes. Therefore, the peak hour level of service at the uusignali2ed intersections along Washington Street may be better than indicated by the HCS 2010 model results shown in Table 34. Palm Royale Drive @ Fred Waring Drive The minor street approach with the most delay at the lr&e on of Palm Royale Drive and Fred Waring Drive (southbound) currently has an average approach control delay of 197.6 seconds per vehicle which corresponds to level of service F (LOS F) operation during the morning peak hour. The VIC ratios for all of the approaches (except southbound) are quite low, indicating that there is ample capacity for the existing traffic volumes and additional approach lanes are not needed (except on the southbound approach). Only 51 vehicles were observed making a southbound left -tum movement from Palm Royale Drive across the near lanes and into the eastbound lanes on the far side of Fred Waring Drive during the morning peak hour traffic count. However, 118 vehicles were observed turning right from Palm Royale Drive into the westbound lane on Fred Waring Drive during the morning peak hour traffic count. Southbound motorists queue in a single lane on the approach to Fred Waring Drive so that the right -turning vehicles (which would typically experience relatively litde control delay) are prevented from making their turns by the southbound left -turning vehicles ahead of them. As a result, the 95th percentile queue length in the southbound lane of Palm Royale Drive at Fred Waring Drive exceeds 17 vehicles in the morning peak hour. Diming the evening peak hour, when the middle school traffic is minimal, the 95th percentile southbound queue length is only two vehicles on Palm Royale Drive. . During the evening peak hour. the northbound approach on Palm Royale Drive at Fred Waring drive exhibits the most delay (30.3 seconds per vehicle) and operates at LOS D. The left -turn movement from Fred Waring Drive onto Palm Royale Drive is currently operating at LOS C in the morning peak hour and LOS B in the evening peak hour. Palm Royale Drive @ Rome Drive The unsignalized intersection of Palm Royale Drive and Rome Drive appears to be currently operating at LOS B or LOS A in the morning peak hour and al LOS A in the evening peak hum. The southbound left -turn movement from Palm Royale onto Rome Drive is currently operating at LOS A in the peak hears. Although a single overall intersection delay and LOS are not defined for TWSC intersections in the HCM 2000, it may be concluded from the evaluation summarized in Table 3-4 that current levels of delay at the intersection of Washington Strut and Calle Las Brisas may not be within the range considered acceptable by the City of La Quina (LOSS D or better). Current levels of May in the morning peak hour at the intersection of Palm Royale Drive and Fred Waring Drive do not appear to be within the range associated with LOS D or better operation. Signalized Intersection Analysis The HCM 2000 methodology addresses the capacity, V/C ratio, and LOS of intersection approaches as well as the LOS of the intersection as a whole. The analysis is undertaken in terms of the ratio of demand now rate to capacity (V/C ratio) for individual movements or approach lane groups during the peak hour and the composite V/C ratio for the sum of the critical movements or lane groups within the intersection. The critical V/C ratio is an indicator of whether or not the physical geometry and signal design provide sufficient capacity for the movements. The measures of effectiveness for signalized intersections are: average control delay per vehicle, critical VIC ratios, and levels of service. The LOS is based on the average control delay fns all entering veEricles. Average wtttml delay ss the fora£ time vehicles are stopped in an intersection approach during a speciited time snterval div tied by the volume departing from the approach during the same time period. [[includes queue fallow -up time (i.e. the time required far the vehicle to uavcl from the last -in -queue positirnn to the 5rst-in�ueue position]. When delay levels are �ceptable forthc imersection as a whole but nnaceeptable for certain lane groups. the phase plan. allocation of green time, or both. maybe examined to provide for more efficient handling of the disadvantaged movement or movements. A critical V/C ratio less than 1.00 indicates that all movements at the intersection can be accommodated within the defined cycle length and phase sequence by proportionally allocating green time. In other words, the total available green time in the phase sequence is adequate to handle all movements, if properly allocated. When VIC ratios are greater than 1.0 for either an individual Sane group or for the overall intersection, departure volumes are less than arrival volumes. The current peak hour intersection control delay, critical volume -to -capacity ratios, and overall intersection level of service values at the signalized intersections am provided in Table 3-5. Upon direction from the City of La Quima,120•second signal cycle length was assumed for all intersections. As sttowu in Table 3-5, ail of the signalized key intersections except one are currently operating at level of service D or better levels of service during the morning and evening peak hours. The intersection average control delay per vehicle at these intersections ranges from a low of 6.9 seconds per vehicle to a high of 96.8 seconds per vehicle during the peak hours. 3-16 3-17 The HCM explicitly does not define level of service for the intersection as a whole Instead, the operation of each mirror movement must be considered, based on two other P a n a m performance measures (rhe VIC ratio and queue length) to determine the performance g rn ., g. P- i 5- S t- :p y 3 characteristics of a TWSC intersection. The volume/capaciry ratio is useful in showing how intersection = S = " Jf ° < ` p M g close the is to capacity operation. The queue length provides a way to determine the design facility a ti oa adequacy of the geometric of the by examining the projected a Length of a queue compared to the length of turning or storage lanes. The analysis of each approach and lane group LOS is imp[srrant in identifying potential operational problems with specific traffic movements. If any one movement is to high z oo c S e 63 9 r, = e- °7. g 8q projected experience delay, attention can be given to resolving that problem. g g I S� E o a P N VC ' o " 3 g Performance measures for TWSC intersections include: control delay, delay to major streets i s o � B m R 9 a through vehicles, queue length. and volume -to -capacity ratio. However, the LOS is s ' primarily related to the average control delay, by minor movement and intersection approach. The average control delay for any particular minor movement is a function of the g R- E y 5 " ° " R ° n F capacity of the ch and the de of saturation. Control dela includes initial' A t5 �P $ y n a g �' ` g s, o a E��s�a�y'�3 deceleration delay. queue move -up time, stopped delay. and final acceleration delay. ❑ § < a gee $ --_e. ° Sm "cw^ <. 8 A Various tra#iic analysis tools that are contained within tate Highway Cupaciry Manual can be utilized to assist in the decision-making process regarding changes to the transportation ° Q system. The HCM capacity analysis procedure for TWSC intersections produces the w ; `° o following information for each minor stream movement. the capacity of the movement and the capacity of the lane roars; the delay for the die delay w or movement and weighted average for each lane; the 95th-peroentile for each lane; and the level of service for lane. a w ILS.; ' ? ' queue each C Three of the existing key intersections in the project vicinity are currently unsignalrxed and 2 �` if - two-way stem controlled. Existing approach control delay values and the corresponding 7- level of service values for the unsignalixed key intersections are provided in Table 3-4. a Existing lane geometries at the intersections (as shown in Figure 3-2) and an 8 percent 5 =;9 P�'g� heavy vehicle !nix were assumed to develop Table 3-4. The peak hour factors assumed to develop Table 3.4 determined o ? were those during the peak hour traffic counts. a 6ao Washington Street @ Calle Las Brisas S MR a `q?• - n -• n g The TWSC T -intersection of Washington Street and Calle Las Brisas currentlyhas an o x^ S y Nri ' "a. 3 �' ' ° ^' $ rT ^vA$gm-• ovo•� average eastbound approach control delay for motorists on Calle Las Brisas which _� n �• a a S 2 corresponds to LOS C during the moming peak hour and LOS E during the eveuing peak g - hour. These levels of service on the approach with the most delay reflect two not three northbound and southbound through lanes. (The acoeptable for the 0 5 o n x a g range number of major street through lanes at intersections with TWSC in the HCS software is one and two). The n �_ z rs m volume -to -capacity ratios for the eastbound approach are relatively low (0.01 m the �' m c m 9 E morning 0.22 in the evening peak hour) indicating that there is ample capacity for the �. < e ^ existing eastbound traffic volumes and additiarur! eastbound $ approach lanes are not needed. o The 95th -percentile eastbound back -of -queue length is one vehicle in the morning and g 5 5 m evening peak hour. ° g gra Dining the morning peal[ hour traffic count, no motorists were observed making an bi E. x o. c v -I d eastbound left -ten movement from Caste Las Brisas across the near lanes and into the 3 w S 5 w r P 9 y northbound lanes on the far side of Washington Street. Only three vehicles were observed on the eastbound Calle Las Brisas Washington Street in �_ ; 9 0 0 5 approach to the morning peak haat. They o g _ u g 8 all turned right into the southbound lanes on Washington Street. It appears difficulty QV that the residents aaware of the associated with turning left from Calle Las as a Brisas onto Washington Street during the peak commute hours and opt to ase other access routes to avoid making this movement. c 7 3-14 d c°��® A yS C a in iv A u W u N � Fm s s s Ca N y to n r] 0 C � QV = EE x o c 7 CO 9 7 �D N A in O v b .N.• cu m p s O ys sy 3.5 CURRENT DAILY LEVELS OF SERVICE A comparison of daily traffic volumes to the daily capacity gives the proportion of the roadway capacity being utilized by the traffic volumes present. Daily volume -to -capacity ratios reflect mid -block operations based upon daily traffic volumes and capacities derived from the number of through lanes available on each roadway. Therefore, a volume -to - capacity (V/C) ratio of 1.0 indicates that the facility is handling the maximum traffic volume that it can accommodate at the maximum capacity of the facility. Smaller volume -to - capacity ratios imply better operational characteristics. Ratios which exceed 1.0 imply less favorable operating conditions (forced flow). Daily traffic volumes on Circulation Element roadway segments adjacent to the key intersections in the project vicinity were evaluated to determine if existing and projected future traffic volumes would approach or exceed the daily capacity of these roadway segments. Table 3-3 provides the current daily traffic volumes, roadway capacity, and volume -to -capacity ratios for these roadway segments. As shown therein, all mid -block roadway segments in the study area are currently handling volumes which comprise 90 percent or less of their current daily capacity, except five. Washington Street (south of Highway 111) is currently operating at LOS E on a daily basis with a daily V/C ratio of 0.91. North of Avenue 48, Washington Street currently has a daily VIC of 0.98 which corresponds to LIDS E operation on a daily basis. Washington Street, south of Avenue 48, is cnrrendy operating at LOS F on a daily basis with a volume - to -capacity ratio of 1.07. The daily volume of 61,160 VPH exceeds the daily capacity (at the upper limit of LOS E) of 57,000 VPD on this segment of Washington Street. Fred Waring Drive is currently operating at LOS F on a daily basis adjacent to the project site. The northern half -section of Fred Waring Drive currently provides only one westbound mid -block through lane, pending improvements that will add two westbound through lanes when the site is developed. 3.6 PEAK HOUR INTERSECTION LEVELS OF SERVICE The City of Ls Quinta has defined level of Service 'D' as the minimum intersection service level during peak bourn for planning and design purposes. The peak hour delay and levels of service were &.wr rind at the existing key intersections with the methodologies outlined in the Highway Capacity Manual (HCM 2000), based upon the Highway Capacity Software (HCS 2000) Version 4.1f. A brief discussion of the HCM 2000 operational analysis is provided in Appendix C. in addition to the LOS criteria and intersection evaluation worksheets. Tlie relationship between peak hour intersection control delay and levels of service for signalized and unsignalized intersections is provided in Appendix C. Unsignalized Intersection Analysis The operational analysis procedure for unsignalized intersections contained in Chapter 17 of the HCM 2000 was utilized to evaluate the average control delay that drivers experience at the existing intersections which are two-way stop -controlled (TWSC). At TWSC intersections, the approaches controlled by the stop sign are referred to as the minor street approaches. Minor street approaches can be either public streets or private driveways. The teft-turn movement from the minor street is normally the most difficult to execute because it faces the most complex set of conflicting troves. The intersection approaches that are not controlled by stop signs are called the major street approaches. For a TWSC intersection, the levels of service are based on control delay. The delay is assumed to be zero for the major street through and right tum vehicles. Table 3-3 Current Daily V/C Ratios For Roadways in the Study Area Roadway Segment Daily Volumes (Vehicles/Day) Daily Capacity (Vehicles/Day) V/C Ratio Level of Service Washington Street North of Hovley Lane 43,970 57,000 0.77 C South of Hovley Lane 45,850 57,000 0.80 C North of Avenue of the States 45,270 57,000 0.79 C South of Avenue of the States 49,870 57,000 0.87 D North of Palm Royale Drive 50,130 57,000 0.88 D South of Palm Royale Drive 46,860 57,000 0.82 D North of Calle Las Brisas 48,090 57,000 0.84 D South of Calle Las Brisas 48,240 57,000 0.85 D North of Fred Waring Drive 49,090 57,000 0.86 D South of Fred Waring Drive 45,640 57,000 0.80 C North of Miles Avenue 45,430 57,000 0.80 C South of Miles Avenue 43,530 57,000 0.76 C North of Channel Drive 42,230 57,000 0.74 C South of Channel Drive 36,340 57,000 0.64 B North of Highway 111 45,040 57,000 0.79 C South of Highway 111 51,810 57,000 091 E North of Avenue 48 55,780 57,000 0.98 E South of Avenue 48 61,160 57,000 1.07 F Adams Street North of Fred Waring Drive 6,740 14,000 0.48 A South of Fred Waring Drive 12910 280M 0.46 A Hovley Lane/Avenue 42 West of Washington Street 26,410 38,000 0.70 B East of Washington Street 20.360 38,000 054 A Fred Waring Drive -West cf Wamer Trail 31,260 38PW 0.82 D -East of Warner Trail 30,350 38,000 0.80 C West of Washington Street 34,360 38,000 0.90 D East of Washington Street 29,940 21,000 1.43 F West of Palm Royale Drive 27,010 21,000 129 F East of Paha Royale Drive 26,820 38,000 0.71 C West of Adams Street 27,520 38,000 0.72 C East of Adams Street 26,780 38,000 0.70 B Miles Avenue West of Washington Street 8,140 38,000 021 A East of Washington Street 13,820 380W 036 A Highway 111 West of Washington Street 47,550 57,000 0.83 D East of Washington Street 42,150 57PW 0.74 C Avenue 48 East of Washington Street 16,870 38,000 0.44 A a. These peak season weekday vol[mcs were estimarcd from the current peak season evening peak hour traffic volumes shown in Figure 3-3. 3-12 3-13 City of Palm Desert Circulation Element The City of Palm Desert Comprehensive General Plan (adopted on March 15, 2004) classifies Washington Street as a six -lane divided Arterial (with a 150 -foot right-of-way) within the City of Palm Desert (north of Palm Royale Drive). Hovley Lane, west of Washington Street, is designated as a four -lane divided thoroughfare with a 118 -foot right- of-way. Avenue of the States and Warner Trail (north of Fred Waring Drive) are classified as two-lane collector streets in the Palm Desert General Plan. Collector Streets have a 76 - foot right-of-way. Fred Waring Drive is classified as a six -lane divided Arterial (with a 150 -foot right-of-way) within the City of Palm Desert (from west of Warner Trail to Washington Street). Western Coachella Valley Area Plan The Circulation Plan included in the Western Coachella Valley Area Plan classifies the following roadways as six -lane Urban Arterial Highways: Fred Waring Drive (east of Washington Street); Highway 111 (west and east of Washington Street); and Washington Street (from the northern city limit to Avenue 52). Urban Arterial Highways require a 152 - foot right-of-way and are required to provide dual left -tum lanes and exclusive right -tum lanes at intersections with highways classified as secondary or higher designations. The Western Coachella Valley Area Plan designates Fred Waring Drive, west of Washington Street, as an Arterial Highway with a 128 -foot right-of-way. Miles Avenue, east of Washington Street is also shown as an Arterial Highway with a 128 -foot right-of- way. Arterials can provide either four or six through lanes. At intersections with roadways designated secondary or higher, Arterials are required to provide dual left -tum lanes and exclusive right -tum lanes. Hovley Lane, east of Washington Street, is classified as a four -lane divided Major Highway with a 118 -foot right -0f --way. Major Highways are required to provide dual left - tum lanes and exclusive right -tum lanes at their intersection with secondary highways and higher classification roadways. Adams Street is shown as a Secondary Highway with a 100 -foot right-of-way. 3A ROADWAY CAPACITY Roadway capacity is the maximum number of vehicles that can pass over a given roadway during a given time period under prevailing roadway, traffic and control conditions, assuming no interference from downstream traffic operations. A roadway's ability to handle different traffic demands can be described in terms of levels of service (LOS). Levels of service are a relative measure of traffic operating conditions and driver satisfaction, based upon prevailing traffic volumes in relation to roadway capacity. LOS values range from A (free flow) to F (forced flow). Levels of service reflect a number of factors such as speed and travel time, traffic interruptions, vehicle delay, freedom to maneuver, driver comfort and convenience, and vehicle operating costs. An important distinction exists between the concepts of capacity and levels of service. A given lane or roadway may provide a wide range of service levels depending upon traffic volumes and speeds, but it has only one maximum capacity. The maximum capacity is determined from roadway factors (such as lane widths, lateral clearance, shoulders, surface conditions, alignment and grades) as well as traffic factors such as vehicle composition (track and bus mix), distribution by lane, peaking characteristics, traffic control devices, intersections, etc. It is usually given as the hourly service volume at the upper limit of LOS E because the volume of traffic that can be served under the stop -and -go conditions associated with LOS F is lower than that possible at LOS E; therefore, the upper limit of LOS E corresponds to the maximum flow rate or "physical" capacity of the facility. The upper limit of LOS E represents the absolute maximum capacity under ideal conditions on typical master planned roadways. Ideal conditions assume good weather, good pavement conditions, users familiar with the facility, level terrain, only passenger cars in the traffic stream, no pedestrians or curb parking, and no incidents impeding traffic flow. The LOS E maximum capacity values reflect the absolute maximum volume under ideal conditions (assuming improvement to full standards under optimum operating conditions). This level of service is characterized by unstable flows, extremely high volumes, limited operating speeds, and intermittent vehicle queuing. The maximum capacity values shown in Table 3-2 have been applied at the General Plan level as guidelines relating the daily traffic volume to the number of lanes needed mid -block to serve that volume. The roadway capacity estimates in Table 3-2 are "rule -of --thumb" estimates affected by site specific factors such as the number and configuration of intersections, the degree of access control, roadway grades, substandard design geometries (horizontal and vertical alignment), sight distance. the level of truck and bus traffic, the percentage of turning movements, and the level of pedestrian and bicycle traffic. Table 3-2 City of La Quinta Maximum Daily Capacity By Roadway Classification Classification Typical Lane Configurations Daily Capacityb Augmented Major 8 -Lane Divided Roadway 76,000 Vehicles/Day Major Arterial 6 -Lane Divided Roadway 57,000Vehicles/Day Primary Arterial 4 -Lane Divided Roadway 38,000 VehiclesMay Secondary Arterial 4 -Lane Undivided Roadway 28,000 Vehicles/Day Collector Street 2 -Lane Undivided Roadway 14,000 Vehicles/Day Local Sheet 2 -Lane Undivided Roadway 94WVehicles/Day a. The number of mid -block through lanes is shown as well as wttcthv tacb roadway is a divided or undivided facility. A 3 -lane roadway is assumed to have a daily capacity of 21,000 vehicles/day. b. The daily capacity values shown have been applied by the City of La Qainta in General Plan level analyses as guidelines relating the daily traffic volume to the number of lanes needed mid -block to serve that volume. Where it is not feasible to add additional mid -block through lanes, localized mitigation may be utilized (e.g. additional tum lanes at intersections, access restrictions, signal synchronization, etc.) to ensure that acceptable peak hour levels of service are maintained. For planning purposes, "design" capacities at the upper limit of LOS D are used to ensure a more acceptable quality of service to facility users than the "physical" carrying capacity of the roadway and because of the expense required to achieve a better level of service. The City of La Qainta has established LOS D as a peak hour and daily system performance standard or design guideline for traffic volumes on the roadway system. LOS D represents high density but stable flow, with tolerable operating speeds being maintained albeit significantly affected by changes in operating conditions. With LOS D, fluctuations in volume and temporary restrictions to flow may cause substantial drops in operating speeds - 3 -10 3-11 Circulation Element Policies and Program Policy 2 in the Circulation Element of the Comprehensive General Plan specifies coordination with CalTmas, CVAG and Riverside County as wet] as adjoining cities to assure preservation of capacity and maximized efficiency along Washington Street, Highway 111, and other major roadways. Program 2.1 encourages the study and implementation of effective means of preserving and improving rap ry along Washington Street, Highway 111, and other major roadways serving inter -city traffic. Strategies identified therein include: synchronized signalization, consolidation of access drives and restriction of access, construction of additional travel and tum latter. raised median islands, and improvements to critical intusections. Program 2.2 requires the review of new and redeveloping projects along Washington Streit, Adams Street and Highway 111 with the intent of limiting access and aligning and/or oattsalidation access drives to minimize conflicting turning movements and maximize the use of existing and planned signalized intersections. Policy 5 specifies that the City make every reasonable effort to enhance the City's jobs(housing balance as a means of reducing traffic associated with work-related out- migration. To locate jobs nearer to City housing and thereby produce shorter work commutes, the City will maize a c000rrted effort to increase City -based employment. Policy 6 requires the City to develop and encourage the use of continuous and convenient bicycle routes and mule -use trails to places of employment and shopping. To accomplish this, the City will develop or require the development of secure bicycle storage facilities and other facilities which increase the use of ahemauve transportation modes. Bikeways shall be a minimum of six feet in width. Sidewalks shall be provided on both sides of all arterial and collector streets except where there is a multi -use trail on one side. Policy 12 limits truck mutes to those designated in the General Pian. The designated truck routes include Washington Street, Jefferson Street and highway 111. Policy 13 requires the implementation of Image Carridors in the City of La Quints. Washington Street, Fred Waring Drive, and Highway 111 are designated Primary Image Corridors. Standards for Image Corridors are provided in the Development Code. Policy 17 states that the City Engineer shall review individual development proposals located at critical intersections and have the authority to request additional right -0f --way. if necessary. Fred Waring Drive is designated as a Primary Image Corridor adjacent to the project site (as well as east and west of the site) with a Primary Gateway Treatment indicated in Exhibit 25 of the General Plan at the intersection with Washington Street. Althou*h Washington Street is designated a Primary Image Corridor south of Fred Waring Drive, it is not a designated Image Corridor adjacent to the project site. Design Standards The City of La Quinta has adopted policies and standards for each roadway classification regarding design criteria related to access to adjoining pmperty and tuinimum intersection spacing and driveway separation. All access configurations require City Engineer review and approval. Minimum landscape setbacks ate 20 feet (along major arterials and primary art¢sials) and 10 feet (along secondary arterials and collector streets). Leff[ -tura median cuts may be authorized if they do not interfere with other existing or planned left -tum pockets. Right Wright out access driveways sball be located such that they exceed the following driveway spacing criteria (measured between the curb returns): (1) 250 feet on the approach leg to a full -turn intersection; (2) 150 feet on the exit leg from a full -tum intersection; and (3) 250 feet from other driveways. On Major Arterials, the design speed is 60 mph and the minimum intersection spacing is 2.600 feet in residential areas. it may be reduced to 1 OW feet for commerriai frontage. On Primary Arterials, the design speed is 50 mph and the minimum intersection spacing is IAW feet. On Collector Streets the minimum intersection spacing is 300 feet and the design speed is 30 mph. On local streets, the minimum intersection spacing is 250 feet and the design speed is 25 mph. On Secondary Arterials, the design speed is 40 mph and the minimum intersection spacing is 600 feet. Full access to adjoining properties shall be avoided where feasible and, when necessary, shall exceed Elie minimum separation distances outlined above. Stat darcls for all City streets ate provided in the Development Code. The coustructiou of bikeways should conform to Caltrans specifications and design criteria. Sidewalks should be provided on both sides of all Arterial and Collector Streets, except where there is a multi -use trail on one side. City of La Quinta Policies Regarding Auxiliary Lanes Engineering Bulletin #06-13 details adopted City of La Quinta policies regarding auxiliary lanes. As outlined therein, auxiliary lanes shall be installed an all primary arterial and higher classification streets when specific criteria are met including: • A left -turn deceleration lane with taper and storage length is required for any driveway with a projected peak hour left ingress turning volume greater than 25 vehicles per hour. The taper length will be included within the required deceleration lane length. • A right -turn deceleration lane with taper and storage ieagth is required for any driveway with a projected peak hour right ingress turning volume greater than 50 vehicles per hoar. The taper length will be included within the requited deceleration lane length. • A right -tum deceleration lane will not generally be required on streets with more than three travel lanes in the direction of the right -tarn lane. The mini—Einem lane length for auxiliary lanes shall be 100 feet plus taper length. The right- of-way (with a bike lane) must be widened 8 or 10 feet to accommodate a 12 -foot wide auxiliary lane. The right-of-way (without a bike lane) must be widened 12 feet to accommodate a 12 -foot wide auxiliary lane. No reductions in the width of the landscape bu€fer will be permitted to construct the auxiliary lane. All auxiliary lanes trust be contained within the development project limits. Dual left -tum lanes should be considered when 250 or more vehicles are turning left in the peak hour. An exclusive right -turn lane should be considered when 200 or more vehicles turn rigb t in the peak hour. 1. Jonsson, Timothy R., Engineering Bulletin #06-13," Traffic Study General Specifications", December 19, 2006. 3-8 3-9 4.6 GENERAL PLAN BUILDOUT TRAFFIC VOLUMES The project is consistent with the General Plan land use designation of the site. Therefore, project -related traffic was assumed to be included in the post -2020 traffic model projections provided in the La Quinta General Plan Update Traffic Study (RKJK & Associates, Inc.; March 21, 2000). Since the nine cumulative projects were also assumed to be consistent with the General Plan and included in the projected General Plan buildout daily traffic volumes, the General Plan buildout traffic volume projections developed in the La Quinta General Plan Update Traffic Study were assumed to represent year 2020+cumulative+ project volumes. In a few instances, the current+cumulative+project daily volumes exceeded the General Plan buildout projections made in the year 2000. When that happened, the current daily volume was increased by ten percent then the cumulative and project -related traffic volumes were added and the resulting total daily volume was assumed to represent the General Plan buildout scenario for the purposes of this study. The existing (year 2007) peak season weekday peak hour traffic volumes in Figure 3-3 were used to develop the future General Plan buildout peak hour taming movement volume projections. The existing taming movement volumes were proportionally increased to estimate year 2020 ambient turning movement projections by multiplying the current volume by the ratio of future year 2020 ambient daily traffic divided by current daily traffic volumes on both intersection legs associated with each turning movement. The increase in peak hour mming volumes was nonmallxed to the growth in daily traffic volumes to ensure that the future peak hour volumes more accurately reflected the overall increase in daily traffic volumes. Year 2020 Ambient Traffic Figure 4-14 illustrates the General Plan buildout ambient (without project -related traffic) peak hour turning movement traffic volumes at the key intersections. The future ambient traffic volume projections therein were assumed to reflect year 2020 conditions without project related traffic volumes. Year 2020+Project Traffic Figure 4-15 provides the year 2020 total peak hour turning movement traffic volumes at the key intersections upon completion of the proposed development. These volumes were determined by adding the project -related traffic volumes in Figure 4-6 to the ambient volumes shown in Figure 4-14. Table 4-2 provides the average weekday traffic volume projections for the peak season upon General Plan buildout. Traffic projections are shown therein for the roadways adjacent to the key intersections both with and without site traffic. 4-9 Figure 4-11 Figure 4-10 Year 2010 Daily Volumes From Ten Cumulative Developments a Awrwrs d tln � a a VKW A° eas 4' � lai sea 90 ism UMMW :.•.r0,70 � 0b tSD'v 3 5 3 756 10 m Ae W GW4+d iill"0 m ':ee WamgL+r. 3, 0,040. =t P Legend 100 Cumulative Daily Traffic Volume P�q 11.5w 4.480 2— �ndn miss &2� XW. sa Engineering 8 Scale: 1" = 2130' �flv! Figure 4-11 Year 2020 Daily Volumes From Ten Cumulative Developments n a AmWQf "S=bn o sea UMMW ':ee WamgL+r. 3, 0,040. .7N 2'-= E3 P�q 11.5w 4.480 miss &2� XW. 8 �flv! 4L] 700 Legend 100 Cumulative Daily Traffic Volume low Ayww4d ndP Engeneer+rs8 Scale: 1"= 2030' south of Miles Avenue. It will ultimately include up to 400,000 S.F. of retail uses (shops, restaurants, offices, and a 2,400 -seat movie theater); a 22 -acre resort or condo hotel with 300 rooms; 25 acres of resort residential uses (65 SFD units); and a 13 -acre parking lot wish € ,632 spares to serve the Indian Wells Tennis Center. The site is designated "Resort Commercial" and "Sports Complex" in the Indian Wells Land UseZoning Map. The trip generation and traffic distribution associated with this development was derived from the "Supplemental Traffic Impact Analysis for Supplemental F1R for the Indian Wells Town Center" (dated June 18, 2007) prepared by Willdan. Figure 4-8 illustrates the year 2010 cumulative peak hour turning movement volumes at the key intersections associated with all ten developments evaluated. Figure 4-9 shows the year 2020 cumulative peak hour turning movement volumes at the key intersections. Figure 4-10 provides the year 2010 cumulative daily traffic volumes along the roadway segments throughout the study area. Figure 4-11 illustrates the year 2020 cumulative daily traffic volumes along the roadway segments throughout the study area. 4.5 PROJECTED YEAR 2010 TRAFFIC VOLUMES Since the project is consistent with the General Plan land use designation of the site, project -related traffic was assumed to be included in the La Quinta General Plan Update Traffic Study (RKYK & Associates, Inc.; Match 21, 2000) post -2020 !raffic model projections. The nine cumulative projects were also assumed to be consistent with the General Plan and included in the projected General Plan buildout daily traffic volumes. The General Plan buildout traffic volume projections developed in the La Quinta General Plan Update Traffic Study (RKJK & Associates, March 21, 2000) were assumed to represent year 2020+cumulative+project volumes. After removing the cumulative traffic volumes and the project -related traffic volumes, the difference between the remaining year 2020 background traffic volumes and the year 2007 existing volumes was identified to permit year 2010 background volumes to be estimated through interpolation. The existing (year 2007) traffic volumes were proportionately increased to reflect the growth in regional development expected to occur by the year 2010. The cumulative traffic from the nine specific projects was then added to the year 2010 background volumes to reflect conditions prior to the addition of site traffic. Year 2010 Ambient (No -Project) Traffic The future background traffic volume projections for the year 2010 were developed by interpolating between the existing year 2007 and projected General Plan buildout (year 2020) traffic volumes, and adding the traffic from nine cumulative projects. Figure 4-12 shows the ambient (no -project) peak hour turning movement traffic volumes at the key intersections in the year 2010 (with cumulative traffic). Year 2010+Project Traffic The ambient traffic volume plus the project related traffic volume is the total traffic volume. Figure 4-13 provides the year 2010 total traffic (project -plus -ambient peak hour traffic volumes) at the key intersections upon completion of the proposed development. These volumes were determined by adding the project -related traffic volumes in Figure 4-6 to the background volumes in Figure 4-12. Table 4-2 provides the future year 2010 and year 2020 average weekday traffic volumes on the roadways adjacent to the key intersections. The future year 2010 traffic volumes with the proposed project assume buildout of the proposed project. 4-8 Figure F-1 in Appendix F illustrates the maximum site traffic volumes at the site access points and adjacent intersections for consideration in conjunction with any marginal traffic [sues. Changes of this magnitude in the site traffic at the access points would have no significant effect on the findings throughout this study with respect to: control delay, levels of service, required queue stotage lengths, or the need for auxiliary lanes at the site access points. Since a portion of the driveway volumes will be pass -by trips, the pass -by trips must be taken into account to accurately determine the number of new trips added to the adjacent streets and intersections upon development of the commercial complex. The pass -by trips were deducted from the background volumes when assigning site traffic volumes to surrounding roadways but were not deducted when evaluating traffic volumes entering and leaving the proposed development through the site driveways. A negative volume is shown on Figure 4-6 and Figure 4-7 where the volume of pass -by traffic that will be removed from a gtved movement on Fred Waring Drive is projected to exceed the volume of new site traffic that will be added to the same movement. Far example, a vehicle traveling eastbound"Fred Wining Drive today which eaters the site in the future by turning left into Access "D" will be required to exit the site via Access " P' and use halm Royale Drive to return to the eastbound travel lanes on Fred Waring Drive. Therefore, that vehicle will no lunges be traveling in the eastbound through lanes on Fred Waring Drive opposite Access "D", Access "$", or at the intersection of Palm Royale Drive. It must Therefore be subtracted from the future eastbound through traffic volumes at Aocm "D% Aocess "E" and Palm Royale Drive. 4.4 CUMULATIVE TRAFFIC VOLUMES The future year 2010 traffic volumes explicitly include all of the traffic associated with nine of the ten cumulative projects identified for evaluation by the City of La Quinta Planning Department. Nine of the ten cumulative developments were assumed to be completed by the year 2010. The Indian Wells Town Center development was assumed to be 25 percent completed by the year 2010. and completed upon General Plan buildout. Table 3 in Appendix A details the pewit hour and daily trip generatioa associated with those nine cumulative projects located within the City of La QuinuT (see Figure 2-2) and detailed in Table 2-1. These nine cumulative projects are projected to generate a combined total of approximately 30,940 daily trip Buds. During the morning peak hour on weekdays, the cumulative developments are expected to generate an estimated 1.799 trip -,ends (925 inbound add 874 outbound), During the evening peak hour, 3,104 trip -ends would be generated by these nine cumulative projects (1,551 inbound and 1.553 outbound). The trip distribution associated with each of these nine cumulative developments is provided in Figures 9 through 17 in Appendix A. These traffic distributions are consistent with the approved traffic studies, where feasible. The traffic assignments for those cumulative projects for which an approved traffic assignment was not available, were based upon the existing traffic flows in the study area and consistency with approved traffic studies in the vicinity. The cumulative project traffic assignments in Figures 9 through 17 of Appendix A were submitted to the City of La Quinta for review and approval, prior to the preparation of this traffic study. The Indian Wells Town Center project will be constructed on a 179 -acre site of which 92 acres ate currendy vacant and developable. This cumulative development will be eonsuucted within the City of Indian Wells, west of Washington Street, both north and 4-7 Figure 4-4 Office Traffic Distribution At Site Driveways Calle Lai us maw ® ® , 0 0 ©o Fred WWdV {rhea I n Inbound Le nd — — — — — Si Percent of Site Traffic Calle Las ❑ �� HI ®s pis C- lot DD, � .V Fred Waring Diva nlftbound Endo F.ngi.r ing Scale: 1'= 250' Figure 4-5 Commercial Pass -By Trip Distribution At Site Driveways LM 9risas ® � i t � Rol z an , on e� tm 2e - 30 Fred Wm A r l Pmby Inbound f_ _ — Si Percent of PessbyTra}fic 30 Frf-W warm X \ .-...-..-.-.--J Sox �' sox aixx on Cl Cl Fred Waring Dere n I I i%Enda Engenecrur8 Scala® 250'I Figure 4-3 Commercial Traffic Distribution At Site Driveways — —.` calle Las arises ® � I— -I M% o h ® I— c z �u Had Waring Drive n Primary Inbound j r Le end _ _ ^ _ Si Percent of Site Traffic r r ti. CelleLas 00 2 2g Fred riaring Drive n Primary Outbound . Endo Engineering scale: 1'= 2501 The most probable path for trucks to use would be southbound Washington Street, followed by a left tum onto Fred Waring Drive, and another left turn into Access D, the site driveway located between the commercial and office components of the project site. Service and delivery tucks would use the serviccldelivery aisle to travel between Site Access D and Site Access A, then exit the project site by turning right onto Washington Street. Service and delivery trucks will not be permitted to pass in franc of the Colonel Mitchell Paige Middle School on Palm Royale Drive to access the project site. To minimize the potential impact of construction traffic on the Colonel Mitchell Paige Middle School (located adjacent to Palm Royale Drive nodb of the site) it is recommended that construction Muck traffic be reshicted to desipaied truck routes (Washington Street) to travel to and from the project site. The consbuction specifications should include a provision restricting construction -related Muck traffic from passing in fieri of the Colonel Mitchell Paige Middle School on Palm Royale Drive. Primary Trip and Pass -by Trip Assignment Destinations for project -related traffic are in all directions from the pmjett site. Regional access is primarily provided by Washington Street (north and south) and Fred Waring Drive (west and east). Figure 4-1 illustrates the commerow primary trip distribution (ie., Elie percentage of project»related commercial primary trips along the roadways in the study area and at each site access point) for the proposed commercial uses. Figure 4-2 Xustratcs the office trip distribution (ie., [he percentage of project -related office trips along the roadways in the study area and at each site access point). Figure 4-3 shows the inbound and outbound romrtcercial primary trip distribution at each of the site driveways (ie., the percentage of the project -related commercial primary trips catering sad departing item the site access d"vcways Dad lite roadways adjacent w the site driveways). F gure 4 4 illustrates the inbauad and outbound project -related office trip distribution at the site driveways and atoag the roadways adjacent to the site driveways. It should be noted that the catnmereial and office trip distrihurivns reflect the tum restrictions recommended for each site access point (as shown in Figure 6-1) rather that[ the conventional fn11-tarn median breaks shown on the Preliminary Site Plea (Figure 1-3) at Access B on Washington Street and Access D on Fred Waring Drive. Figure 4-5 illusMates the distribution of inbound and outbound commaxeW pass -by trips at the site driveways and along the roadways adjacent to the site driveways. The restriction on left -turn egress across Washington Street (from Site Access 13) and acmes Fred Waring Drive (from Site Access D) has been taken into account in the assignment of site traffic to the other site driveways and to the abutting streets, as shown in Figure 4-5, The distribution of the pass -by trips was based an the volume of traffic passing the site on Fred Waring Drive and on Washington Street. It was assumed that 60 portent of the pass -by trips would come from the traffic sirtarn on Washington Street and 40 percent would come from the traffic on Fred Waring Drive. Note that Figure 4-5 includes the expected through - trip reductions as motorists passing the site turn into the new driveway to visit the retail complex. 4.3 SITE TRAFFIC VOLUMES Figure 4-6 illustrates the project -related (inbound plus outbound) morning and evening peak hour turning movement volumes at the key intersections throughout the study area upon completion of the proposed development. Figure 4-7 details the project -related (inbound plus outbound) morning and eveaing peak hour taming movement volumes at each of the proposed site driveways and the adjacent intersections. 4-6 1e Figure 4-1 5 5 Commercial Primary Trip 28 Distribution In Study Area 2 nes �d D sa 0 ysanmin �'. 9 x A F5 L15 5 14 2$ Fg FMd WX" tk 4 Yue, 4 5 Fro. to £ g S r a 18� 12 5 � 12 cf' 5 Ate, t7 Legend i2 100 Percent of Inbound + Outbound Commercial Traffic 2 2 Ayt[iyp 48 14 V. E ngire'erm_V -do SCal9®3D30' peteeatage for the shopping centers studied had an average value of 34 percent. The i'f'E documentation regarding the average pass -by trip percentages for shopping centers during weekday evening peak hours has been included as Appendix E. The ITE has developed a regression equation from the pass -by trip database that allows the average pass -by trip percentage of a future shopping center to be estimated from the gross leasable area. Based on that equation, an average pass by trip percentage of approximately 38 percent would be expected at a shopping center of the size proposed on-site (104400 square feet of grass leasable retail floor space). To ensure a conservative evaluation, a pass -by rate of 34 percent was assumed for the commercial uses on-site. Based upon the funic evening peak hour traffic projections, it was also assumed that 40 percent of the pass -by trips will come from the stream of vehicles on Fred Waring Drive and 60 percent of the pass -by trips will come from the traffic stream on Washington Sweet. Office trips do not have pass -by trips, therefore, no pass -by trip adjustments were made for office trips. No adjustments were made for diverted pass -by trips. No adjustments were made for pass -by trips in the moming peak hour. Project -Related Truck Traffic Generation The office uses proposed will generate minimal truck traffic, primarily comprised of postal and courier vans associated with mail and package piek-up and delivery services. Moving trucks will frequent the offices on-site irregularly, to transport office furniture and equipment when tenants relocate. The retail uses proposed are expected to generate 0.4 daily track trips per thousand square feet of gross leasable retail area ° Approximately 21 loaded trucks per day will emer the site, off-load and thea depict. The retail truck trips will represent less than one-half of one potent of the project -related traffic generation. More than 50 percent of those truck trips will involve 2 -axle trucks, Local vendor delivery truck trips typically arrive between 7 am. and 4 pm, and unload at an at -grade roll -up door rather than a loading dock. The remaittiug trucks trips (some of which would be refrigerated) would typically be 18 - wheelers (63 -foot semi -truck including cab) which would use the loading docks on the side of or behind the major retail anchor and behind the drug store. Semi -trucks typically back into loading docks that are constructed 4 feet below the grade of the pavement. The proposed project includes two site driveways {Access A and Access D) connected by a servicelde€ivery aisle designed specifically for these trucks. The serviceldelivery aisle will separate large vehicles from pedestrians and the automobiles of The commercial. patrons and office workers. Left -turn ingress will not be permirted from Washington Street at the northern serviceldeUvery driveway (Access A). Loft -turn ingress via the service and delivery driveway on Fred Waring Drive (Access D) is pruposed via a directional median break that will be designed to restrict left -tura egress from this driveway. The City will not permit left -turn egress from either Site Access A or Site Access D. Approximately 90 percent of all truck travel in urban areas occars between the hours of 6;00 am. and 5:00 pm. Truck activity generally reaches its peak intensity at about 10:00 a.m. Appmximately 8 percent of all truck trips occur during the hour from 9:30 a.m. to 3. Trip Generation Handbook — An ITE Recommended Practice; March 2001; Institute of Transportation Engineers, Figure 55, page 43. 4. Trip Generation Handbook — M ITE Recommended Practice; March 2001; Institute of Transportation Engineers, Table A.1, page 108. 10;30 a.m. Truck activity typically peaks again in the early aftemoon, at about 1:00 p.m. About 7 percent of the total daily truck activity occurs during the afiemoon peak horn. 4.2 TRIP DISTRIBUTION AND ASSIGNMENT Traffic distribution is the determination of the directional orientation of traffic. It is based upon the geographical location of the site and land uses that will serve as trip origins and destinations. Traffic assignment is the determination of which specific mums project - related traffic will use, once the generalized traffic distribution is determined. The basic factors affecting route selection are minimizing time and distance. Other considerations might be the aesthetic quality of alternate mutes, the number of turning maneuvers, avoidance of congestion. Site access locations, signalized access points, and tura restrictions on site driveways directly affect the project traffic assignment. The number of trips generated by a residential subdivision is determined by the number and type of residential units within the subdivision. Tberefore, if new commercial traffic is to be assigned into an established residential area, the home-based shopping trips already using the subdivision streets In travel to and from more distant commercial developments must be removed. After the assignment of new commercial trips and the removal of existing commercial trips, there should be no change in the combined total number of vehicles using all of the access routes to eater and exit each residential subdivision. Although traffic associated with the proposed project (and cumulative commercial developments) will flow into and out of the residential developments within the study area, residents of these areas are currently meeting their shopping needs by using the streets within their subdivisions to travel between their homes and other existing commercial centers located further away. By capturing some of these trips locally in the future, the proper project will alder local travel patterns within these subdivisions to some extent. Traffic volumes will increase slightly on those local residential streets which provide a direct connection to the new commercial development. However, traffic volumes will decrease a corresponding amount on those subdivision streets and access routes that were previously used by these residents to make longer home-based shopping trips. Site traffic volumes would not be added to the total number of vehicles currently entering and leaving these subdivisions, since project -related trips will replace longer retail trips which are already being made by local residents. Consequently. site traffic was not explicitly assigned to the residential streets accessing the tracts throughout the study area or added to the existing traffic volumes entering and leaving these tracts. To aware a "worst case" analysis, all of the project -related traffic was assigned to the master planned streets throughout the study area, including those on the periphery of the residential subdivisions. However, none of the site traffic was assigned to the local streets that provide access to residential areas from the adjacent maser planned streets. Assigning site traffic to these streets would not have provided a "worst case" analysis, as it would have reduced the magnitude of the project -related impacts on the master planned street system. Therefore, the assignments assumed for the proposed project and the cumulative developments did not explicitly assign traffic into adjacent residential areas. but rather from the development sites to the boundary of the study area. Truck Traffic Routing The location of designated truck routes and the provisions of the construction specifications most be considered in planning appropriate routes for use by heavy construction vehicles and large delivery vehicles to access the project site. The Preliminary Site Plan appears to assume that truck traffic will primarily utilize Washington Street to acoess the project site. 4-4 4-5 Table 42 Future Daily Traffic Volume Projectionsa Roadway Segment Year 2010 Ambient ADT Year 2010+ Project ADT Year 2020 Ambient ADT Year 2020+ Project ADT Washington Street N/O Hovley Lane 49,250 50,780 53,450 54,980 S/O Hovley Lane 52,720 55,060 57,470 59,810 N/O Avenue of the States 52,130 54,470 56,830 59,170 S/O Avenue of the States 56,830 59,270 61,890 6030 - N/0 Palm Royale Drive 570% 59,530 62,170 64,610 S/O Palm Royale Drive 53,830 55,760 58,580 60,510 N/O Calle Las Brisas 55,090 57,020 60OW 61,930 S/O Calle Las Brisas 55,240 56,540 60,160 61,460 N/O Fred Waring Drive 56,110 57,410 61,100 62AM S/O Fred Waring Drive 56,350 58,550 66,780 68,980 N/O Miles Avenue 56,180 58,380 66,780 68,980 S/O Miles Avenue 52,880 54,340 64,650 66,110 N/O Channel Drive 51,690 53,150 64,650 66,110 S/O Channel Drive 46,730 48,190 64,650 66,110 NO Highway 111 54,010 55,470 64,650 66,110 S/O Highway 111 57,870 58,850 65240 66,220 NO Avenue 48 59,980 60,960 65240 66220 S/O Avenue 48 66,070 66,880 71,070 71,880 Adams Street N/OFred Waring Drive 6,920 7,080 7,440 7,600 S/O Fred Waring Drive 14,300 14,950 15,300 15,950 Hovley Lane/Avenue 42 W/O Washington Street 28,570 28,980 30,980 31,390 F/O Washington Street 20,890 21500 22,480 22,890 Fred Waring Drive W/o Warner Trail 37,700 38,350 57,790 58,440 FJOWarner Trail 36,880 38,100 57,350 58,570 W/O Washington Street 40.370 41,590 57,350 58570 EO Washington Sheet 31,070 34,450 34,570 37,950 W/O Palm Royale Drive 28,470 29,380 32,030 32940 EO Palm Royale Drive 28,380 30,660 31,520 33,800 W/O Adams Street 28,970 31,250 32,290 34,570 EO Adams Street 29,160 30,620 32,250 33,710 Miles Avenue W/O Washington Street 12,070 12,400 13240 13,570 FJO Washington Street 17,440 17,850 18,510 18920 Highway 111 W/O Washington Street 53,110 53,190 612M 61,310 F/0 Washington Street 49,780 50,190 61,080 61,490 Avenue 48 - F/O Washington Saw 19,820 19,980 21,480 21,640 a. Ther wcckdey Lrahli volume projections for surface streets amucu tbi 3.1 percent a t ,.B daiIV volume occurs during the peak hour. 4-10 5.0 FUTURE TRAFFIC CONDITIONS 5.1 ROADWAY SEGMENT CAPACITY AND LOS Daily volume -to -capacity ratios (VIC) and levels of service are useful planning tools that provide an indication of whether or not additional mid -block thmugh lanes will be needed to accommodate future traffic volumes. Daily V/C ratios and levels of service focus atten- tion on mid-b€ock and network operation, providing a more regional perspective of unsat- isfied demand for north/south or easdwest travel cotriders in an area. They can be particu- lariy useful when many cumulative developments are occurring within more than one judsdict"toa. Daily analyses also permit decisions to be made regarding when a particular roadway retlmires widening to its toaster planned cross-section or upgrading to a higher capacity classification in the Circulation Element of the Cenral Plan. Site-specific mitigation is generally not developed from daily VIC and LOS analyses, as most projects are not large enough to fund major roadway widening that extends a siguifi- cant distance beyond the project site. however. daily VIC ratio analyses provide a mechanism to identify locations where apro ect's fair -share contribution to the cost of transportation improvements of regional benefit could be significant, form in developing conditions of approval. Year 2010 Daily VIC Ratios and LOS To determine the year 2010 daily V/C ratios and LOS, prior to the opening of the proposed project, the daily rvolume projections without the ptvject were divided by the existing daily design capacities, with one exception. The City of Palm Desert tly widened Fred Waring Drive west of Washington Street to provide six [hrough lanes, thereby increasing its capacity to 57,000 vehicles per day. The daily capacity assumed for Fred Waring Drive. adjacent to the project site, did not include project-rela[ed ittlprovemems for the "without project" scenario. As shown in Table 5-1, year 2010 ambient daily traffic volumes are projected to utilize between 32 and 136 percent of the daily capacity of the roadway segue evaluated within the study area. Prior to the addition of site traffic, sixteen of the thirty-five roadway segments evaluated ass: projected to be handling ambient daily traffic volumes at an accept- able levet of service (LOS D or better). Thirteen of the roadway segments evaluated are projected to operate at LOS E on a daily basis before the project opens. Six roadway segments are projected to operate at LOS F on a daily basis in the year 2010, prior to the addition of site traffic to the surrounding street system. Except for the segment north. of Palm Royale Drive, Washington Street, between Hovley Lane and Channel Drive, is projected to operate at LOS E on a daily basis in the year 2010 without site traffic. Immediately north of Palm Royale Drive (and south of Highway I11) Washington Street is projected to operate at LOS F on a daily basis. Fred Waring Drive is projected to operate at LOS F, between Washington Street and Palm Royale Drive. Year 2010+project daily traffic projections were divided by the daily design capacities (including project -[elated improvements to Fred Waring Drive along the project €rootage) to determine the daily volume -to -capacity ratios upon profit completion. A comparison of the daily VIC ratios and levels of service before and after project -related traffic is added to the street network roveals the impact of the project. Table 5-1 Year 2010 Daily Volumes, V/C Ratios and Levels of Services Roadway Segment Without Project ------- ----- - ADT V/C LOS With Project ------------ ADT I V/C LOS Project -Related Change ------------------- ADT I Percent LOS Washington Street N/O Hovley Lane 49�M 0.86-D 50,780 0.89-D 1,530 23% No S/O Hovley Lane 52,720 0.92-E 55,060 0.97-E 2,340 4.1% No N/O Ave. of the States 52,130 0.91-E 54,470 0.96-E 2,040 4.1% No S/O Ave. of the States 56,830 1.00-E 59,270 1 D4 -F 2,440 4.3% E -F N/O Paha Royale Dr. 57,M 1.00-F 59,530 1.04-F 2,440 4.3% No S/O Palm Royale Dr. 53,830 0.94-E 55,760 0.98-E 1,930 3.4% No - N/O Calle Las Brisas 55,090 097-E 57,020 1 DO -E 1,930 3.4% No S/O Calle Las Brisas 55,240 0.97-E 56,540 099-13 1,300 2.3% No NO Fred Waring Dr. 56,110 0.98-E 57,410 1.01-17 1,300 2.3% E -F S/O Fred Waring Dr. 56,350 0.99-E 58,550 lA3-F 2,200 3.9% E -F - N/O Miles Avenue 56,180 099-E 58,380 1.02-F 2,200 3.9% E -F S/O Miles Avenue 52,880 0.93-E 543411 0.95-E 1,460 2.6% No N/O Channel Drive 51,690 0.91-E 53,150 0.93-E 1,460 2.6% No S/O Channel Drive 46,730 0.82-D 48,190 085-D 1,460 2.6% No N/O Highway 111 54.010 0.95-E 55,470 0.97-E 1,460 2.6% No S/O Highway 111 57,870 1.02-F 58,850 1.03-F 980 1.7% No N/O Avenue 48 59,980 1A5 -F 60,960 1.07-F 980 1.7% No S/O Avenue 48 66,070 1.16-17 66,880 1.17-F 810 1.4% No Adams Street WO Fred Waring Dr. 6920 0.49-A 7,080 0.51-A 160 1.1% No S/O Fred Waring Dr. 14,300 051-A 14,950 053-A 650 2.3% No Hovley Lane/Ave.42 W/O Washington St. 28,570 0.75-C 28,980 0.76-C 410 1.1% No - E/O Washington St. 20,890 055-A 21300 056-A 410 1.1% No Fred Waring Drive W/O Warner Trail 37,700 0.66-B 38,350 0.67-B 650 1.1% No E/OWarn" Trail 36,880 0.65-B 38,100 0.67-B 1,220 2.1% No W/O Washington St. 40,370 0.71-C 41,590 0.73-C 1,220 2.1% No E/O Washington St. 31,070 1.48-F 34,450 0.60-A 3,380 5.9% F -A W/O Palm Royale Dr. 28,470 1.36-F 29,380 052-A 910 1.6% F -A E10 Palm Royale Dr. 28380 0.75C 30,660 0.81-D 2,280 6.0% C -D W/O Adams Sneer 28,970 0.76-C 31,250 0.82-D 2,280 6.0% C -D E10 Adams Street 29,160 0.77C 30,620 081-D 1,460 3.8% C -D Miles Avenue W/O Washington St. 12,070 032-A 12,400 033-A 330 09% No FJO Washington St. 17,440 0.46-A 17,850 0.47-A 410 1.1% No Highway 111 W/O Washington St. 53,110 0.93-E 53,190 0.93-E 80 0.1% No E/O Washington St. 49,780 0.87-D 50,190 088-D 410 0.7% No Avenue 48 E/O Washington St. 19,820 052-A 19,980 053-A 160 0.4% No a. The existing capa my was assumed for all streets except for Fred Wanag Drive (adjacent m tae pmjtxt site) for the "with project" scenario. To reflect cooditions immediately following the project opetuag, the proposed site access improvements were assumed for Fred Waritrg Drive adjacent to the site 5-1 5-2 Site traffic is projected to degrade the daily LOS in the year 2010 on seven of the thirty-five roadway segments evaluated; four of which would be on Washington Street. Upon completion of the project, site traffic is projected to drop the daily LOS on four of the roadway segments evaluated along Washington Street from LOS it to LOS F. Following the addition of project -related traffic volumes, the daily LOS on Fred Waring Drive is expected to improve from LOS F to LOS A. adjacent to the site, but drop from LOS C to LOS D east of Palm Royale Drive. Project -related traffic will comprise between 1.4 and 4.3 percent. of the daily capacity of Washington Sues and between 1.t and 6.0 percent of the daily capacity of Fred Waring Drive. Year 2020 Daily VIC Ratios and Los The proposed project is consistent with the General Plan Land Use Element designation for the site. Therefore, the circulation system in the Circulation Element should have been master planned with sufficient capacity to serve the ultimate traffic demands generated by the development of the site. Project related traffic should have been included in the future post -2020 traffic Projections used by the City of La Quinta to classify the roadways in the study arca when updating the Circulation Element in the year 2002. The General Plan buildout year was assumed to be the year 2020. Table 5-2 provides the Citywide General Plan buildout ambient daily etc volumes (including cumulative traffic) on each Circulation Element roadway segment in the study area. The projected Citywide General Plan buildout ambient daily traffic volumes shown in Table 5-2 were divided by the daily master planned capacities associated with each toaster planned roadway classification to determine the volume -to -capacity ratios and levels of service without project -related traffic. Based upon the future traffic projections shown in Table 5-2, Washington Street will require widening to provide at least eight through lanes along its entire length within the study area to maintain acceptable levels of service on a daily basis with General Plan buildout (no -project) traffic volumes. Evea with eight through lanes, Washington Street„ is projected to operate at LCIS E on a daily basis, south of Avenue 48, upon buildout of rite General Plan land uses (prior to the addition of site traffic volumes). Fred Waring Drive is projected to operate at LOS H or better within the City of L.a Quinti, upon General Plan buildout, once fully improved to its master planned cross-section. However, the General Plan buildout traffic volumes on Fred Waring Drive, west of Washington Stmt, are projected to exceed the capacity of 6 -lane Major Arterial (57,000 vehicles per day) and require widening to eight through travel lanes to maintain an acceptable daily VIC ratio and LOS D or better operation on a daily basis. Future traffic volumes on Highway l 11, east of Washington Street, are projected to exceed the daily capacity of a frlaoe Major Arterial and insult in LOS F operation on a daily basis, with or without site traffic. With eight through lanes, Highway l 11 would provide LOS D operation on a daily basis east of Washington Street, upon General Plan buildout. All other roadway segments evaluated have the master planned capacity to serve Gencral Plan buildout traffic volumes. with or without site traffie. The year 2070 total daily traffic projections in Table 5-2 (which include site traffic) were divided by the Baily design capacity of each roadway segment to deietmine the project - specific impact on the General Plan circulation system. Site traffic will represent between 13 and 43 percent of the daily capacity of Washington Street and between 0.1 and 5S percent of the daily capacity of Fred Waring Drive. Table 5-2 Year 2020 Daily Volumes, V/C Ratios and Levels of Service' Roadway Segment Without Project ADT v/C-LOs With Project ADT - v/C-Los Project -Related Change ADT Petc.t Los Washington Street N/O Hovley Lane 53,450 0.94-E 54,980 0.96-E 1,530 2.7% No S/O Hovley Lane 57,470 1.01-F 59,810 1.05-F 2540 4.1% No N/o Ave. of the States 56,830 1 DO -E 59,170 1.04-F 2,340 4.1% E -F SIO Ave. of the States 61,890 1.09-F 64,330 1.13-F 2,440 43% No N/0 Palm Royale Drive 62,170 1.09-F 64,610 1.13-F 2,440 4.3% No S/O Palm Royale Drive 58,580 1D3 -F 60,510 1.06-F 1,930 3.4% No N/O Calle Las Brisas 600M 1D5 -F 61,930 1.09-F 1,930 3.4% No SIO Calle Las Brim 60,160 1.06-F 61,460 1.08-F 1300 2.3% No N/O Fred Waring Drive 61,100 1.07-F 62,400 1.09-F 1,300 2.3% No S/0 Fred Waring Drive 66,780 1.17-F 68,980 1.21-F 2,200 3.9% No N/0 Miles Avenue 66,780 1.17-F 68,980 1.21-F 2,200 3.9% No SIO Miles Avenue 64,650 1.13-F 66,110 1.16-F 1,460 2.6% No N/0 Channel Drive 64,650 1.13-F 66,110 1.16-F 1,460 2.6% No SIO Channel Drive 64,650 1.13-F 66,110 1.16-F 1,460 2.6% No N/0 Highway 111 64,650 1.13-F 66,110 1.16-F 1,460 2.6% No S/0 Highway 111 65240 0.86-D 66,220 0.87-D 980 13% No N/0 Avenue 48 65240 0.86-D 66,220 0.87-D 980 1.3% No S/O Avenue 48 71,070 1.25-F 71,880 126-F 810 1.4% No Adams Street N/0 Fred Waring Drive 7,440 053-A 7,600 054-A 160 1.1% No S/0 Fred Waring Drive 15,300 055-A 15,950 057-A 650 2.3% No Hovley Lane/Ave. 42 W/O Washington St. 30,980 0.82-D 31,390 0.83-D 410 1.1% No E/O Washington St. 22,480 059-A 22,890 0.60-A 410 1.1% No Fred Waring Drive W/O Warner Trail 57,790 1.01-F 58,440 1.03-F 650 1.1% No E/O Warner Trail 57,350 1.01-F 58,570 1.03-F 1,220 2.1% No - W/O Washington St. 57,350 1.01-F 58,570 1.03-F 1,220 2.1% No E/O Washington St. 34,570 0.61-B 37,950 0.67-B 3,380 5.9% No W/O Palm Royale Dr. 32,030 056-A 32,940 058-A 910 1.6% No Flo Palm Royale Dr. 31520 055-A 33,800 059-A 2,280 4.0% No W/O Adams Street 32,290 057-A 34,570 0.61-B 2.280 4.0% A B E/O Adams Street 32,250 057-A 33,710 059-A 1,460 2.6% No Miles Avenue W/O Washington St. 13,240 0.35-A 13,570 036-A 330 09% No E/o Washington St. 18,510 0.49-A 18,920 050-A 410 1.1% No Highway III W/O Washington St. 61,230 0.81-D 61,310 0.81-D 80 0.1% No EJO Washington St. 61,080 1D7 -F 61,490 1.08-F 410 0.7% No Avenue 48 - E/O Washington St. 21,480 057-A 21,640 057-A 160 0.4% No a. .yssurxx u�- master piannea capacity of au streets. 5-3 5-4 The daily LOS is projected to drop from LAS E to LAS F on Washington Street, north Of Avenue of the States, when site traffic is added. However. LOS F is protected to occur on o Washington Street south of Hovley Lair and from Avenue of the States to Highway 111 5 uri[h or without site traffic if it provides a slit -lane Cross. Section. Even with an eight -lane augmented arterial classification, Washington Street would operate at LOS E an a daily a basis between Fred Waring Drive and Nukes Avenue. X ao The daily LOS on Fred Waring Drive adjacent to the site (LOS B or better) is aOt projected to drop, following the addition of site traffic. However, west of Adams Street, it is expocW to drop from LAS A to LOS B. following the addition of site traffic. Highway to e g❑o° 111, cast. of Washington Street, is projected to operate at LOS F with or without site traffic, which will comprise seven -tenths of one percent of tis daily capacity. As a six -lane major asteriai, Fred Waring Drive is projected to operate at LOS F on a daily basis, west of the s y 5 o - project site. with or without site traff'1G in the year 2020. p 5.2 KEY INTERSECTION DELAY AND LOS o a Table F-1 in Appendix F shows the change in control delay that would be expected based S °Q e g dx Upon tht: site trip generation estimated with the UE average shopping center trip generation one standard deviation. Changes of this maguitude in the site traffic at the access n razes plus points would have no significant effect on the findings below with respect to: control lengths, the for auxiliary lanes at delay, levels of service, required queue storage or need : the site accc s points. w Year 2010 Intersection Delay and LOS e The year 2010 peak hour intersecdou control delay and levels of service were determined Capacity 1n o, o for the signalized Joey intersections with the methodology outlined in the Highway Manual. The peak hour intersection control delay, critical volume -m -capacity ratim and levels of service at the signalised key intersections are provided in Table 5-3 for conditions with and without project olated. traffic. An eight percent truck mix, the existing peak hour a factors, 120 -second signal cycle lengths, and the year 2010 intersmdoa approach lanes delay LOS shown in m (depicted in Figure 7-1) were assumed to develop the and values Table 5-3. The traffic volumes shown in Figures 4-12 and 413 were assumed for the year ' y' 2010 ambient (no -project) and year 2010+ptoject+cumulative. conditions, respectively. r. The mitigation required to maintain acceptable levels of service at each intersection with the LOS az a Proposed project is included in Table 5-3 (above the average delay and values each intersection). To ens -are that the impact of site traffic was identified, as opposed to the coo, impact of future modifications to the approach lanes at the key 'intersection, the mitigation co ", required to maintain acceptable levels of service at each intersection with the proposed n protect was also assumed to determine the delay and LOS for the no -project scenario. S Fr When site traffic is added to the surrounding street system in the year 2010, the average 2 intersection control delay in the peak hours will increase at all of the intersections evaluated• •ca The increases in delay will cause seven of the intersections to require mitigation in Order to -Ul of meet the Czty of La Qturtta minim peak hour performance standard (i OS rn�:�3 p With the mitigation identified in Table 5.3 (and illustrated in Figure 7-1) all of the sigaalixed key intersections are projected [O provide Lfl5 D or beTleS operation during the peak hrnus with year ?A10 peak season traffic volumes. With the rrtitigatian required to d maintain aooeptable levels of service in the year 26i0, site traffic is projected so increase the average intersection control delay by up w S.I seconds per vehicle in the motniag peak tD 'r3 N�rt hour and up ta 8.9 seconds per vehicle in rix evening peak hour. m be N 5-5 o enow tc �nw X ao to a rno ts1 0 X000 to e g❑o° m �� na_ 'g• w - C �' m '�• C W a O vV� W�.d tg w W °c eco® Q�Og� xc R• co coo, co ", °ca '3� °cb ice 5 •ca �� ° ��6 rn�:�3 p 9 m v' O tD 'r3 N�rt Ci m be N Ate°to b'J ei tG ce 0 o u._W.< A -•x+00 A v?? d m� Z m m t C g 9 pig h °Da5, W �l !L t F iJ?mm Boz J GOO °°az A01 Piz in in [[]] 17 64 �u;a to G° M to — ?lJR G A c F 0 7 O7 z� n 1W s t oo0� oo��pA E oom nos cc N T oo; P oom ooS 2C�$ $ 8 S Ew P> dt7 cc nn am nn cc a 3 y 5. y c ^y to Y � W A$ to A R N W .-. Nom] O .W.. N �••' Awt O A tJ 'r ] OT TAR �1 tJs t0 i•••ww GTO • id �• � m w � I m0 nos a nom 006 000 0 000 o oo0 B ooa CC_ ooh r� TAI,F -A.O� V�iV� °�oW� NN CEj � � � � � C •D� cry€ ccs mm cc nn 9m nn a� Ice c C t0 to iV �l iJ o0 to :• T �O W A pp r•'i 1J .• N .• C x xz 4z >z 0 z0z 0 oz zz 00 zz 00 zz 00 po mo Table 5-3 (Continued) Year 2010 Signalized Intersection Peak Hour Delay and LOS Sulnlnarya (Peak Season Typical Weekday) a. delay = Intersecdon Cannel Delay (seconds per vehicle). Assumes irmersectioo geometries shown on Figure 7-t. All rnrcrsertious were assumed m have a 120 -second sural cycle kaglh per dhwdon from the City of lA Quinta. 1.035 is the aWsectim level of service determined from the delay per 2000 HCM page 10-16. See Appendix C for ttre signalised interaction HCS worksheets. NB --Northbound. SB --Southbound. 5-7 Wish mitigation, site tra4l3c will cause the everting peak hour conditions to drop from LOS C ve m LOS D in the year 2010 at two intersections Adams Strtxt at Fred Waring Driand Washiugtaa Street 0-i Avenue 48. The mitigatiap ret(ttired oB Fred Waring Drive (approaching Adams Street) would include resaiging the extsting westbound tighttnm lane as a shared westbound thmughlright Iaae. An additional sauthbaund left -turn lent would hour be required on Washington Street, az Avenue 48, to ensure rhaz conditions in the peak would pot drop below L05 D. Site traffic. will cause the evening peak hour LDS to drop from LOS A to LOS B in the year 2010 at the intersection of Palm Royale Drive and Fred Waring Drive, following sigoalixativn and the addition of a southbound left -arts lane as mitigation. Althmgb the length of tba traffic signal cycle at the inion of Palm Royale Drive and Fred Waring Drive has not been determined at this time, IAS B or better operation is projected to occur az this intersection with a 60 -second, a 90 -second, or a 120 -second cycle length. A longer cycle length may eventually be necessary to synchronize the traffic signals along Fred Waring Drive A shorter signal cycle length az this intersection is desirable for the proposed project in that it will minimise the length of the queue of southbound vehicles on Palm Royale Drive waiting to runt left onto Fred Waxing Drive, particularly when school -related traffic peaks, This would minimize the potential for the queue of southbound vehicles on Palm Royale Drive to block access to the site (via Access F) and the adjacent community (via Rome Drive). It would also minimize the queue of eastbound vehicles in the left -taro bay an Fred Waring Drive destined for the middle school on Palm Royale Drive in the morning peak hours. As discussed later, doubling the cycle length to synchronize signals along Fred Waringg Drive in the future would increase the southbound control delay, drop the minor - street LOS by one level. and increase the southbound left -turn queue length by 25 percent in the morning peak hour and 72 percent in the evening peak hour. It would nearly triple the eastbound left -tum queue length at this intersection in the morning peak hour and more than double it in the evening peak hour. For the intersection of Washington stmt and Highway 111 to operate at LOS D. Washington Street would require four through -Lanes and triple left -rum hues in both the northbound and southbound direction by the year 2010. Since Washing= Street is master planned as an 8 -lane Augmented Major (south of highway ill) and a 6 -lame Major Arterial (north of highway 111) the provision of eight travel lames through the intemectiou could be considered consistent with the Circulation Element, provided Washington Street transitions back to a 6 -lane cross section north of highway I1I. General Plan Buildout Intersection Delay and LOS The peak hour intersection control delay and levels of service upon General Plan buildout (assumed to occur in the year 2020) were determined for each of the signalized key intersections with and without site traffic. The peak hour intersection control delay, critical volume-lo•capacity ratios, and levels of service at the signalized key intersections are provided in Table 5-4 for conditions with and without project -related traffic. An eight percent truck mix, a peak hour factor of 117. I20 -second signal cycle lengths, and the year 202D intersection approach lanes depicted in Figure 7-2 were assumed to develop the delay and level of service values shown in Table 5-4. The traffic volumes shown in Figures 4-14 and 4-15 were assumed for General Plan buildout conditions without the project and with the project, respectively. The minimum additional mitigation required to maintain acceptable levels of service at cath intersection with the proposed project is included in Table 5-4 (above the average delay and LOS values for each irdin-section). 5-8 No -Pro act With Lw ect Cane In Signalized Intersection Avg. Delay Critical LOS Avg. Delay Critical LOS Avg. Delay IAS I (Sec./Veh.) V/C I (SecJVeh.) V/C (SecJVeh.) Washington St. @ Channel Drive No Mitigation Required. No Mitigation Required. Morning Peak Hour (PHF=0.949) Evening Peak Hour (PHF=0.991) 16.6 0.63 B 332 0.89 C 16.7 0.64 B 349 0.92 C 0.1 No 1.7 No Add NO and SB raft cod Though Lanes. Washington St. @ Highway 111 Add NB and SB Left and Through Imes. Morning Peak Hour (PHR=0 938) 35.9 ' 0.78 D 36.0 0.79 D 0.1 No Evening Peak Hour (PHF=0.980) 472 0.94 D 505 0.96 D Add Extrusive SB t.eft-Tum I e 33.3 0.96 C 36.7 0.96 D 3.3 No Washington Street @ Avenue 48 Morning Peak Hour (PHF=0.836) Evening Peak Hour (PHF=0.881) Add Exclusive SB Left -Tum Ire. 32.7 0.95 C 34.0 0.95 C 0.6 No 2.7 C -D a. delay = Intersecdon Cannel Delay (seconds per vehicle). Assumes irmersectioo geometries shown on Figure 7-t. All rnrcrsertious were assumed m have a 120 -second sural cycle kaglh per dhwdon from the City of lA Quinta. 1.035 is the aWsectim level of service determined from the delay per 2000 HCM page 10-16. See Appendix C for ttre signalised interaction HCS worksheets. NB --Northbound. SB --Southbound. 5-7 Wish mitigation, site tra4l3c will cause the everting peak hour conditions to drop from LOS C ve m LOS D in the year 2010 at two intersections Adams Strtxt at Fred Waring Driand Washiugtaa Street 0-i Avenue 48. The mitigatiap ret(ttired oB Fred Waring Drive (approaching Adams Street) would include resaiging the extsting westbound tighttnm lane as a shared westbound thmughlright Iaae. An additional sauthbaund left -turn lent would hour be required on Washington Street, az Avenue 48, to ensure rhaz conditions in the peak would pot drop below L05 D. Site traffic. will cause the evening peak hour LDS to drop from LOS A to LOS B in the year 2010 at the intersection of Palm Royale Drive and Fred Waring Drive, following sigoalixativn and the addition of a southbound left -arts lane as mitigation. Althmgb the length of tba traffic signal cycle at the inion of Palm Royale Drive and Fred Waring Drive has not been determined at this time, IAS B or better operation is projected to occur az this intersection with a 60 -second, a 90 -second, or a 120 -second cycle length. A longer cycle length may eventually be necessary to synchronize the traffic signals along Fred Waring Drive A shorter signal cycle length az this intersection is desirable for the proposed project in that it will minimise the length of the queue of southbound vehicles on Palm Royale Drive waiting to runt left onto Fred Waxing Drive, particularly when school -related traffic peaks, This would minimize the potential for the queue of southbound vehicles on Palm Royale Drive to block access to the site (via Access F) and the adjacent community (via Rome Drive). It would also minimize the queue of eastbound vehicles in the left -taro bay an Fred Waring Drive destined for the middle school on Palm Royale Drive in the morning peak hours. As discussed later, doubling the cycle length to synchronize signals along Fred Waringg Drive in the future would increase the southbound control delay, drop the minor - street LOS by one level. and increase the southbound left -turn queue length by 25 percent in the morning peak hour and 72 percent in the evening peak hour. It would nearly triple the eastbound left -tum queue length at this intersection in the morning peak hour and more than double it in the evening peak hour. For the intersection of Washington stmt and Highway 111 to operate at LOS D. Washington Street would require four through -Lanes and triple left -rum hues in both the northbound and southbound direction by the year 2010. Since Washing= Street is master planned as an 8 -lane Augmented Major (south of highway ill) and a 6 -lame Major Arterial (north of highway 111) the provision of eight travel lames through the intemectiou could be considered consistent with the Circulation Element, provided Washington Street transitions back to a 6 -lane cross section north of highway I1I. General Plan Buildout Intersection Delay and LOS The peak hour intersection control delay and levels of service upon General Plan buildout (assumed to occur in the year 2020) were determined for each of the signalized key intersections with and without site traffic. The peak hour intersection control delay, critical volume-lo•capacity ratios, and levels of service at the signalized key intersections are provided in Table 5-4 for conditions with and without project -related traffic. An eight percent truck mix, a peak hour factor of 117. I20 -second signal cycle lengths, and the year 202D intersection approach lanes depicted in Figure 7-2 were assumed to develop the delay and level of service values shown in Table 5-4. The traffic volumes shown in Figures 4-14 and 4-15 were assumed for General Plan buildout conditions without the project and with the project, respectively. The minimum additional mitigation required to maintain acceptable levels of service at cath intersection with the proposed project is included in Table 5-4 (above the average delay and LOS values for each irdin-section). 5-8 Table 5-4 Year 2020 Signalized Intersection Peak Hour Delay and LOS Summary' a. Velay = lntcrsc[ = 00011101 €relay (SeCOnaT per vCrlcle). ASSvines a - at i.0 aria i nnelSCGllaa aPPraa.:u raua auvwu u: "Z., •-c. - a 120-. cond cycle length for all intersections. Appendix C includes the HCS worksheets. NB=Northbound. S13 --Southbound. W11--WoSrhound. EB=Eastbomrd, 5-9 Table 5-4 (Continued) Year 2020 Signalized Interseclion Peak Hour Delay and LOS Summarya (Peak Season "Typical Weekday) No -Pro ect With 1'ro'ect eIn Signalized Intersection Avg. Delay Critical LOS Avg. Delay Critical IAS Avg. Delay LOS Avg. Delay Critical (S fvJ h.I V/C (SecJVeh.) V/C SecJVehJ Washington St. @ HOvley Lane Add Exclusive SB Lea -Tam Laue. Add-duaive SB left -Tam taae. (SecJVeh.) V/C - Morning Peak Hour 382 0.88 D 39A 0.90 D 12 No - Evening Peak Hour 41.3 0.89 D 44.9 0.92 D 3.6 No W ashington St. ® Ave. of the States No Mitigation Required. No Mitigation Required. 15.2 0.72 Morning Peak Hour 24.9 0.86 C 255 0.88 C 0.6 No Evening Peak Hour 36.6 0.93 D 41.9 0.97 D 5.3 No Washington St. ® Palm Royale Drive No Mitigation Required. No Mitigation Required. No Morning Peak How 17.8 0.78 B 18.9 0.80 B 1.1 No - Evening Peak How 9.8 0.70 A 10.8 0.73 B 1.0 A -B Warner Trail @ Fred Waring Drive Add WB and EB Thmurp Imes, Add WB and EB Though Laam. No - Moming Peak How 23.2 0.86 C 24.1 0.87 C 0.9 No - Evening Peak How 17.8 0.80 B Add a NB and SB Thmugh rase and a Third NB L ft -Tann lane. 19.2 0.84 B Add a NB and SB Through Lane and l a Third NB Lra-Tmoane. 1.4 No Washington St. @ Fred Waring Drive No Additional Mitigation Required. - Moming Peak How 38.9 0.87 D 39.8 0.88 D 0.9 No - Evening Peak How 41.9 0.91 D 53A 0.98 D 11.5 No No Additional Mitigation Required. No Additional Mitigation Required. 33A 0.94 Palm Royale Dr. ® Fred Waring Drive - Moming Peak How 15.7 0.62 B 17.6 0.65 B 1.9 No - Evening Peak How 9.2 057 A 18.4 0.70 B 9.2 A B Adams Street ® Fred Waring Drive No Additional Mitigation Required. No Additional Mitigation Required, - Morning Peak How 35.6 0.73 D 38.2 0.78 D 2.6 No - Evening Peak How 39.1 0.88 D 47.2 0.93 D 8.1 No Washington St. 0 Miles Avenue Add WB Right, NB aad SB Thrmgh Laoes Add WB Right, NB and SB Th-gh Lines - Morning Peak How 31.5 0.79 C 32.2 0.81 C 0.7 No - Evening Peak How 38.5 0.87 D 41.7 0.88 D 3.2 No a. Velay = lntcrsc[ = 00011101 €relay (SeCOnaT per vCrlcle). ASSvines a - at i.0 aria i nnelSCGllaa aPPraa.:u raua auvwu u: "Z., •-c. - a 120-. cond cycle length for all intersections. Appendix C includes the HCS worksheets. NB=Northbound. S13 --Southbound. W11--WoSrhound. EB=Eastbomrd, 5-9 Table 5-4 (Continued) Year 2020 Signalized Interseclion Peak Hour Delay and LOS Summarya (Peak Season "Typical Weekday) a. LXiay - JAWSWUM L00r01 Delay tsenonns Pcr vuucteJ, tsaaarucs a rn sn s.,i, r s,crawavn+.'� ,.,,6 .................6... y............-.....�. the intersection approach lanes shown in Figure 7-2. LOS is the iaarswLian level of service. LOS was detemrined fmw the delay (a:10 smJveb. LOS A; >10 and �20 sacheh.=[AS B; >20 and Lis =JvehADS C;>35 and r55 aecJvehALOS D; >55 and rW s=Jvch.=LOS E; >80 secJveh. = LOS F) per 2000 HCM page 10-16. Soo Appendix C for the signalized intersection HCS warksheen. SB-Souihbotmd. WB --Westbound. EB --Eastbound. 5-10 No -Project With Project_ Change 111 Signalized Intersection Avg. Delay Critical LOS Avg. Delay Critical LOS Avg. Mlay LOS (SecJVeh.) V/C (SeclVeh.) V/C (SeCA'ch.} Washington St. ® Channel Drive Add Esclasiw EB Rigpt-Tam Lace. Aad Exclusive EB Right -Tum Lace. Moming Peak Hour 15.2 0.72 B 153 0.73 B 0.1 No Evening Peak Hour 29.2 0.89 C 31.6 091 C 2.4 No Add EB mad WB 71-0 and left laces And SB Right -T= Lane. Add EB and WE Tamagh and Lett Imes and SB Right -Tum Lm. Washington St.® Highway III Morning Peak How 37.9 0.86 D 382 0.87 D 0.3 No Evening Peak How 45.0 0.69 D 47.8 0.96 D 2.8 No Wesblrgton Street @ Avenue 49 No Additional Mitigation Required. No Additional Mitigation Required. Morning Peak Hour 24.8 0.89 C 253 0.90 C OS No Evening Peak How 33A 0.94 C 35.3 0.9, D 1.9 C -D a. LXiay - JAWSWUM L00r01 Delay tsenonns Pcr vuucteJ, tsaaarucs a rn sn s.,i, r s,crawavn+.'� ,.,,6 .................6... y............-.....�. the intersection approach lanes shown in Figure 7-2. LOS is the iaarswLian level of service. LOS was detemrined fmw the delay (a:10 smJveb. LOS A; >10 and �20 sacheh.=[AS B; >20 and Lis =JvehADS C;>35 and r55 aecJvehALOS D; >55 and rW s=Jvch.=LOS E; >80 secJveh. = LOS F) per 2000 HCM page 10-16. Soo Appendix C for the signalized intersection HCS warksheen. SB-Souihbotmd. WB --Westbound. EB --Eastbound. 5-10 To insure that the impact of site traffic was ideaafied (as opposed to the imNet of future modifications to the approach lanes at the key intersections) the mitigation required to Maintain acceptable levels of service at each intersection with the proposed project was also assumed to determine the delay and LOS with the no -project scenario. With year 20M peak season traffic volumes and the additional mitigation shown in Table 5-4, all of the signalized key intersections are projected to provide LOS D or better operation during the peak hours. To mninrsd acceptable levels of service, improvements beyond those assumed or project buildout (year 20 10) conditions will be requited at six of the eleven intersections evaluated Project -related traffic is projected m increase the intersection control delay by up to 11-5 seconds per vehicle in the evening peak hour, and up to 2.6 seconds per vehicle in the morning peak hour. Site traffic is riot expected to cause the morning peak hour level of service to drop at any of the intersections evaluated. Although site traffic is expected to cause the everting peak hour level of service to drop from LOS A to LOS B at the intersection of Washington Street and Palm Royale Drive and the intersectica of Palm Royale Drive and Fred Waring Drive, no mitigation will be requited at these intersections. Site traffic is also expected to cause the evening peak hour level of service to drop from LOS C to LOS D at the intersection of Washington Street and Avenue 48. The incrcase in intersection control delay associated with site traffic at this intersection would be 19 seconds per vehicle. The General Plan buildout intersection analysis indicates that mitigation will be requited that exceeds the typical street cross-sections shown in the General Pian Circulation Element. As shown in Figure 7-2. to maintain acceptable levels of service with General Plan buildout peak hour traffic volumes, three intersections along Washington Street (at Fred Waring Drive, at Miles Avenue, and at Highway 111) will require Washington Street to be designated an 8 -lane Augmented Major. This finding is consistent with the General Pian buildout daily roadway segment ViC ratio and LOS analysis, which also found that Washington Street would need to be an eight -lase facility to provide an acceptable LOS. The analysis of the intersection of Washington Streetand Highway 111 indicans that, upon General Plan buildout. Highway 1 t 1 will require four through -tapes and triple left -turn lanes in both the eastbound and westbound directions. Since Highway 111 is toaster planned as an 8 -lane Augmented Major (west of Washington Street) and a 6 -lane Major Arterial (east of Washington Street) having eight travel lanes through the intersection could be Considered localized widening consistent with the Circulation Element, provided Highway 111 transitions back to a six -lane roadway east of Washington Street. 5.3 ADEQUACY OF THE PROPOSED SITE ACCESS INTERSECTIONS This traffic impact study was eomtnissianed ro evaluate development o£ the project site as shown in Figure 1-3, 'hep 5itc Development Plan. The land uses, parking layout, building sin and location, anal site access locations shown in Figure [-3 xefiect the proposed project, as described an tits Scoping Farm and assumpfron letter reviewed by the City of La Quinta. However, the City of La Qusnta response to the traffic study assamp[ion letter and Staging Form (see Appendix A) stared that foil -tum site access would rat 6e permitted oa Washington Street or Fred Waring 17rive {except at Palen Royale Arive}; and recommended friar the six driveway an Palm Royale trot be aGgacd opposite Rome Drive to discourage through" traffic in fisc subdivision to the earn Each site access intersection has been evaluated in derail and numerous mitigation recommendations have been identified to minimize the potential for adverse impacts associated with access to the proposed development. Figure 6.1 provides a summary of findings with respect to: (1) recommended site access improvements. including channelixation to restrict left -rum egress; (2) existing and recommended auxiliary lane locations and queue storage lengths; and (3) recommended traffic control devices. Two site access locations were identified where directional median openings would be feasible, as shown in Figure Cel. With one exception, the site access shown in Figure 6-1 is consistent with the direction given by the City of La Quinta in their response to the Scoping Form and assumption letter. The relocation of the site access on Palm Royale Drive, opposite Rome hive. was not considered necessary to mitigate potential impacts. Until the location and extent of all of the required anxiliary lanes is formally established by the City of La Quinta, any changes to thio Preliminary Site Pian shown in Figure 1-3 would, of necessity, be interim modifications. Since modifying Site Pians is costly and time consuming, the applicant has not authorized the Site Plan modifications shown in Figure 6-1. pending a formal determination by the City of La Quinta regarding the acceptability of each of the modifications depicted therein. The ultimate width required for Washington Street and Fred Waring Drive to accommodate future traffic demands will need to be determined so that these roadways can be accurately shown on the Fina! Site Plan. If four northbound through tares are ultimately required on Washington Street, adjaeeat to the site, a northbound right -tarn deceleration lane may not be required by the City of La Quinta at Access B. Based on the peak hour volumes entering Access E from Fred Waring Drive (41 vehicles in the morning and 32 in the evening peak hour) a westbound right -tum deceleration lane may not be required by the City of La Quinta at Access E. Site Access Design Goals The goal of every good site access plan is to create a safe and operationally efficient environment in the vicinity of the proposed project. Additional site access goals include: • Minimize the disruption of through traffic. • Minimize the number of vehicle conflict points. • Pinvide the maximum capacity at major access points to minimize the number of access points needed. • Provide for the optimum progression of through traffic. • Provide flexibility in the distribution of major traffic flow. • Minimize the impact on development near the site. • Minimize delay at the site access points. The safe and efficient operation of the highway system depends heavily on the effective management of gess to adjacent developments. The goals of access managernertt include: preserve the Flow of traffic on the surrounding roadways, maintain mobility and improve safety. Effective access management can: (1) reduce crashes by as much as 50 percent, (2) increase roadway capacity by up to 45 percent, (3) reduce travel time and delay by as much as 60 percent, and (4) benefit the entire community by preventing it ftat being adversely affected by a continuous cycle of roadway widening caused by closely spaced and poorly designed driveways. median openings, and signalized intersections. To preserve traffic safety and capacity on high-speed multilane highways, the tocation and design of median openings must be given careful consideration. Raised medians along major thoroughfares improve safety and capacity by: (1) separating opposing traffic flows, (2) reducing tate number of conflict points, and (3) reducing the turbulence in traffic flow 5-11 5-12 created by vehicles turning onto and off of high-speed roadways causing undesirable acceleration and deeelwmon maneuvers. The appropriate degree of access control depends on the type and importance of an arterial. Principal arterial class streets must move large traffic volumes while providing limited property access. Raised medians with limited median openings and other access management strategies that will maintain traffic flow must be implemented to insure that, in serving property access functions, strategic arterials do not lose their ability to facilitate trade flow and eventually become Ametionally obsolete. A noatravcrsable median will be installed adjacent to the site on both Washington Street and Fred Waring Drive. A single unsigualixed directional median opening is proposed on each of these abutting streets to accommodate direct left -dun maneuvers into the site driveway without permitting left trans out of the driveway. The proposed median opening design will provide direct left -turn ingress to the property without unduly affecting the safety or traffic operations of the abutting roadways. This will reduce the left -turn volume that must be accommodated by the adjacent downstream signalised intersection on each roadway. Palm Royale Drive at Rome Drive/Access F An unsignalimd four -leg interswhon is proposed on Palm Royale Drive at Rome Drive to permit access tolfrom the proposed office complex (Access F on Figure 2-l] via the signalized intersection of Palm Royale Drive and Fred Waring Drive. The future traffic volumes at Access F upon project completion are not pro ted to excesd the urban peak hour traffic signal volume Warrants. 5ignalrzahon wi not be necessary to provide acceptable levels of service at this intersection. The traffic on Rome Drive and Access F will be controlled by SMP signs at the intersectioa of Palm Royale Drive. On undivided roadways, the arrival of an advancing through vehicle behind a tuned left - turning vehicle affects both safety and capacity. Left -turn bays allow mmigg cies to leave the through traffic lanes. thereby mim nizi 9 interference with through traffic and providing storage for vehicles waiting to complete their tarn maneuver. Although not required from a capacity perspective. basad on the rm suggested warrants for isolated left - turn. bays (shown in Figure 5-1) northbound and southbound lent -tura bays will be warranted on Palm Royale Drive at the intersection of Rome Drive and Access F upon project completion. The TWSC intersection of Palm Royale Drive and Rome Drive/Access F was evaluated to identify the potential capacity for tfie major strxt left -tum movements and the minor street approaches. The HClvf procedturs far TWSC intersections compute the capacity. control dekay, and level of service for all movements that must yield to other movements. including the left rums from the major street. Threugh sad right -turn movements on rife major street are excluded from the analysis and are assumed to have na delay. 'file HCS worksheets (included itt Appendix C} provide the VIC ratios (which show how close the various movements at the intersecuoa are to operuiag at capacity} and the queue length (to determine the adequacy of the queue storage far left -tum lanes}. If the V!C retia for a left - tum movement exceeds i D, the demand {volume} will exceed the available capacity. It should be noted that the TWSC intersection capacity model in the HCM is based upon a random distribution of traffic arrivals on the major street. If the traffic arrival patterns of the vehicles on Pahn Royale Drive adjacent to the site do not reflect a random distribution (because platoons result from the traffic signal at the adjacent intersection of Palm Royale Drive and Fred Waring Drive) the capacity of the lanes accommodating vehicles entering and leaving the project site determined with the HCM methodology will be under estimated. 5-13 ■■■■■■■■■■■■ ■■■■■■■■■■�■ SSSS■■■NA■■■ z ■111 it I■■■■■■ �: - ■111111■■■■■■ ■111 I1€■■■■�■ M■■■MM■■■■■■ .. 0111111■M■MM■ MONSOON MEMEM■W■111111■ME ■ MM - ■n■■■■■■■■■■■11■111111M■SS■■ - ME■■■EMENNEE■■UVrd 1111ME■■MM ■ ■■■M S■■■■■ ■MINT , ■IJ 1 I■■■■■ M►A■■■■■■ ■ _ ■■M■■■■■■■■■■r.NN SSSS■■■■MM■'1S�il■�/■■■■■■■■ - ■■■ SSSS■■■■I,■■It■►.l■■■■■■■■■■ SSSS■■ ►J■■►A■N.■■ ■■■■■■■■ �' ■ ■WAS■ANCEH IME■■MM■■■ - M�fl■EFAMU■ ' IMMM■E■■■M ■ . .. , til■MrAM1r►��1 �■■■■■■■■■ ■>r■■■r�■rr■r►■■■■■■■■■■MMM , SSSS■'J■1'1■r ■■■■■■■■■■■■■■ - - ■� ■■lr■■FAME■■E■■■■■SEEN - an ■■rl■■'J■■■■■■■■SE■■■■ i■■rl■1f .. ■■ J1■■■■M■■■■■■MMM MEMO IMPMEMEMEENNE■■■■■■ S■■■■!1■M■■■■■■■■■■MMM■ ■MO■■ll■OM1■■■■■■■��■■■ - ■■M■■■ SSSSOM1■■■■■■■■ MEMO 1■■ M■■MEEMMME■MMMM M■■■■'AI■Il - SSSS■■MMM■■■■■■ ■MENS ■■r 1 ■■■■■■■■.■■■■■■■ Table 5-5 provides tfle projected year 21110 peak hour casual delay and LOS for the left- 2rn movement fiam Palm Royale Drive with the most delay ss weA as the control delay nd 1 C}5 far the minor -street approach with the most delay (westbound] at the interseccon ofRorae Drive and Site Access F. Tile aorthbaund and southbound left -turn movements ftam Palm Royale Drive are projected to operate at LOS A in the morning and evening peak hour upon project completion. A single eastbound approach lane at Access F would operate at LOS S in the peak hours with a canmol delay of 14S seconds per vehicle or less. The westbound approach on Rance Drive is projected to operate at LOS B in the evening peak hour and LOS C in the morning peak hour, when the middle school traffic peaks. Left -turning vehicles from Rome Drive will experience 24.6 seconds/vehicle of control delay in the morning peak hour (LAS Q and 14.1 seconds/vehicle of control delay in the evening peak hour (LOS B) upon project completion in the year 7010 (as shown in the HCS worksheets in Appendix Q. The V/C ratios at this intersection indicate that no individual movement or [ane group will operation at more than 27 percent of its capacity. Table 5-6 shows the peak hour con mol delay and LOS for this intersection with General Plan buildout traffic volumes. With TWSC and the lane geornctrics shown in Figure 7-2, both left -tum movements from Palm Royale Drive at the intetaectioa of Rome Drive and Site Access F are projected to operate at LOS A in the peak hours with up to 8.0 seconds/vehicle of control delay in the morning peak hour and up to 7.6 seconds/vebicic of control delay in the evening peak hour. During the peak hours, the westbound approach (Rome Drive) vvill experience the most delay (up to 12.6 seconds/vehicle) and operate at LOS B upon General Pian buildout. Site traffic will cause the evening peak hour LOS on the Rome Drive approach to Palm Royale Drive to drop from LAS A to LOS B. The minor-s[raet LOS in the morning peak hour will be LOS B with and without sire traffic. The location of Access F (360 feet north of Fred Waring Drive) should provide sufficient space m permit back -to back left -rutty pockets to he soloed an Palm Raysle Drive, �ve en Fred Waring Drive and the silt driveway. The soushilound queue on Palm Royaleat FWg Drive should not intethoftfteintem Royale Drive snd Raine DrivelAccess F. Salad upon the 85th -percentile queue length (per Figure 5-2) the southbound left -turn bay storage Iength needed on Palm Royale l]tive at Fred Waring Drive wilt a 120 second signal cycle length would be 175 feet is the rooming peak hour and 275 feel in the evening peau hour. On undivided roadways, aocess on boar sides of the road should be aligned. Where this is not feasible, the access points should be offset by at least 150 feet to 200 feet when two mmor traffic generators am involved (i.e., the minor access connections will accommodate Iess than S 000 vehicles per day or 5070 vehicles per hour) or 300 feet to 400 feet when two major traffic generators are involved.' Rome Drive currently carries 790 vehicles per day and is projected to serve 910 vehicles per day upon General Plan buildout. Upon project compledoo, Access F is pimjected to carry 2,080 vehicles per day. If not aligned opposite Rome Drive, it would need to be 150 to 2D0 feet to the north or south of Rome Drive, Access F is proposed 360 feet north of Fred Waring Drive, outside of the functional area of the adjacent intersection to the south (Palm Royale Drive at Fred Waring Drive). This location would be south of the existing horizontal curve on Palm Royale Drive. if Access F were moved 150 to 200 feet to the north, the alignment of Palm Royale Drive, notch of Rome Drive, would force Access F to be located on the inside of a horizontal curve. 1. Koepke, FJ. and Levinson, H.S., Access Management Guidelines for Activity Centers, NCHRP Report 348, 1992, page 60. 5-14 Table 5-5 Year 2010 Unsignalized Key Intersection Peak Hour Delay and LOS Summarya Unsignalized Intersection No -Project With Project a In Major Left Minor Approach Ma�'orLeft Minor Appmacc Minor App��h Dela /LO5 Move IavILOS Uela li..C3S Move Dc Palm Royale Dr. @ Rome Drive Add NB & SB Left Lane. Add EB Exit Add NB & SB Left Lane. Add Exit Lane With Stop Sign. Lane With Stop Sign. Morning Peak Hour (PHF�.622) 8.4/A WB 13.4/B 8.4/A WB 16.8 CC 3.4 B -C Evening Peak Hour (PHF�.855) 7.6/A WB 9.71A 7.6/A WB 11.8B 2.1 A B a. Appendix C includes ali of the HCS 2000 unsignalixed intersection peak hour workshcew The values shown assume the Lane geometries shown in Figure 7-1 and an $ pa=l heavy vehicle mix. Dday-Average Control Delay (sowndslvehicic), LOS was determined from the delay (0-10 secJveh�LOS A; 10-15 scelveh.rLOS B. 15-25 secJvch._LOS C; 25-35 secJvehrLOS D; 35-50 secJvehrLOS E; 50+ seclveh. = LOS F) per HCM 2000 page 17-2. WB=Westbound approach on Rome Drive. 5-15 Unsignalized Intersection Palm Royale Dr. @ Rome Driveb - Morning Peak Hour - Evening Peak Hour Table 5-6 Year 2020 Unsignalized Key Intersection Peak Hour Delay and LOS Summarya ect With Pmiect � e IDRaM or A �a Ma' Left Minor A h ILAS Move 11 D5 Minor Approach Dela LAS e Single -Lane Left -Tum Queue Add NB & SB Left Lane. Add EB Exit Add NB & SB Left Lane. Add EB Exit Lane With Stop Sign. Lane With Stop Sign. 8.0/A WB 113E 8A/A WB 12.6E 1.3 No 7.6/A WB 10.0/A 7.6/A WB 11.4/B 1.4 A B a. Appendix C includes all of the HCS 2000 unsignali d iateraectioe park ho+a Workshecu, The values shown assume the lase geamarncs spawn 3r+ Figure 7-2 and an 8 percent heavy vehicle mix. Delay=Averagc Conuol Delay (second0vehicle). LOS was deieimined from the delay (0.10 see Jvcb—dM A; 10-15 smlvch=LOS B: 15-25 s=Jvek--LOS Q. 75-35 WJvO--A S D.35-50 sacJvrk=WS F; 50+swJveh.=LOS F) per HCM 2000 page 17.2. WB -Westbound approach. b. The delay with MM traffic volumes is less than that with 2010 traffic volumes beanse the PUF assumed for (Imeral Plan buildwis renditions was I A. whereas the PHF asmmcd for year 2010 ouodilkm was that delumined Roan ibc uaffic counts at this ialersertioa. 5-16 Figure 5-2 Single -Lane Left -Tum Queue Storage Length at Signalized Intersections 600 500 502 VPH _ — _ L s Ul t m 1 �vl"7=e a 1 400 i k 1 1 Desirable Minimum 300 • c ; 600 1 200 70 d 500 Co 100 a a 95 VPH �: N p � 3J �E �r yyaviid> rf lolton 400 u o r�ea�a.0 0 � a �7 '` X495 Feallt.8.275 FeeN.ane � m 300 sore owdU400PAIM ftMfe Or- 0FredYOft .... OI C i 200 4 I 2 W 175 Foot 100 N 10 Desirable: 95% probability of storing all left -tum vehicles Minimum: 850% probability Source: rrE,'rrwtspanafion and Land bnvolapnwm' (Seoirid E=aro 2W. Fig 5.24, p.5-51. Locating Access F on the inside of a horizontal curve would be undesirable as it would make it mote difficult for motorists moving on Palm Royale Drive to see and judge the speed of a vehicle mining left from Access F in front of them. It would also make it more difficult for motorists turning left from Access F to see motorists approaching on Palm Royale Drive. Leff Turns From Palm Royale Drive Into the Site The presence or absence of aleft -turn lane has a substantial impact on roadway operations and safety. Collisions at unsignalized intersections often involve left -tura maneuvers. Left -turn movements increase vebiclelvehicle conflicts and the potential for conflicts between vehicles, bicyclists and pedestrians. More than two-thirds of all aooess-related collisions involve left -mining vehicles. Where left turns are made from a through -travel lane, virtually all through vehicles in the lase are blocked by the left -taming vehicles. When designing an intersection, left -turn traffic should be removed from the through lanes whenever practical. Ideally, left -turn lanes should be provided at driveways and street intersections along major arterial and collector roads wherever left rums ale permitted? Left -turn lanes remove vehicles waiting to tum left from the through -traffic stream, where a lack of alertness by the following drivers taco result in a failure to brake and rear -cod collisions. By providing a sheltered location for drivers to wait for a gap in opposing traffic, left -turn lanes encourage drivers to be more selective in choosing a gap to complete their left -tum maneuver. This may reduce the potential for collisions between left -turn and opposing through vehicles, The installation of a single left -turn lane on one major -road approach at an ugsignalized intersection has been found to reduce total crashes by 44 percent in rural areas and 33 percent in urban areas? However, any left -tum lane considered should be operationally warranted or justified on the basis of the left -turn volume and opposing traffic volume or an existing pattern of left -tum collisions. Various guidelines, standards and warrants have been developed for left -turn bays at signalized and unsignalized intersections including those developed by MD. Harmelink, by the American Association of State Highway and Transportation Officials (AASHTO), and by the Institute of Transportation Engineers {PTE). No single standard is universally accepted and research continues today with computerized simulation models to refine the warrants and make them snore universally applicable. The volume warrants for left turn storage lanes at unsignalixed intersections developed by M -D. Harmelink nearly 40 years ago are still commonly used. However, the Harmelink guidelines have shortcornings (such as thea use of residual gaps) and they assume a critical gap of 5 seconds that has subsequently been found to be insufficient. AASHTO has summarized the left -tum lane warrant information from the Harmelink graphs for two-lane highways with three different operating speeds (40 mph. 50 mph and 60 mph) and left -tum volumes representing 5%, 10%, 20% and 30% of the hourly 2. AASHTO, A Policy on Geometric Design of Highways and Streets, 2001, pg. 686. 3. Based on an extensive before -after evaluation conducted for the FHWA by Midwest Research Institute. Harwood, D.W., et al. Safety Effectiveness of Intersection Left- and Right -Turn Lanes, FHWA-RD-02- 089, July 2002. advancing traffic volume.4 However, the resulting AASHTO guidelines for left -turn lanes assume a value of 6 seconds for the critical gap (which determines whether or not the shared lane will be blocked by left -[timing vehicles). Furthermore, the AASHTO guidelines are not available for lower operating speeds or left -tum volumes which comprise different percentages of the advancing volume_ Based on studies published in 1996 indicating that both the pexcepaon-reaction time and the time to complete a left -tum maneuver were longer than previously assumed by Harmeiir* (5.0 seconds) and AASHTO (6.0 seconds), the Institute of Transportation Engineers (ITE) has modified the warrants for isolated left -rum bays developed by M.D. Harmclink s Consequently, left -turn bays would be watracted at lower volumes than the Harmelink curves and the 20DI AASHTO "Green Book" indicate and the queue storage lengths would also be longer than previously estimated. The modified warrants for isolated left -tum bays suggested by the ITE ate illustrated in Figure 5-1 in terms of the directional design hourly volume per single Ione (ie., the peak hour advancing volume plus the opposing volume divided by two for a two-lane roadway) 6 Palm Royale Drive is currently a low speed (35 mph) and low volume roadway. With 22 vehicles per hour pm*-wd to be entering the project driveway on Palm Royale Drive in the year 2014, a left -tum bay would be warranted when the directional design hourly volume per lane reaches 260 vehicles per hour on Paha Royale Drive. With a projected maximum directional design hourly volume per Ione of 288 vehicles upon project completion in the year 2010, Palm Royale Drive would meet the PPE isolated left -tum bay warrants for undivided roadways (see Figure 5-1) at the proposed site driveway (Access F) opposite Rome Drive. Furthermore, the southbound volume turning left from Palm Royale Drive onto Rome Drive (26 VPH) would be sufficient to warrant the installation of a Plush painted southbound left -tush bay on Palet Royale Drive at Rome Drive in the year 2010. Both the northbound and southbound left -turn bay on Palm Royale Drive at Rome Drive/Access F would requirc minimal queue storage length. 'the 95th-perceraik back -of - queue length for each would be only a fraction of one car length. The ITE recommended minimum left -turn queue storage length is 50 feet for rural areas and I00 feet for urban and suburban arras,' The City of La Quinta requites a minimum lane length for auxiliary left - rum descleration lanes of 100 feet plus taper length. Palm Royale Drive at Fred Wanng Drive The intersection of Palm Royale Drive and Fred Waring Drive has a full median opening and current traffic volumes in the peak hour meet tur9 traffic signal volume warrants. The rooming peak hour control delay experienced by the vehicles on Palm Royale Drive at the intetsecdon of Fred Flaring Drive is excessive currently and will require signalize on when the project opens to ensure acceptable levels of delay in the peak hour. 4. AASHTO. A Policy on Geometric Design of Highways and Streets, 2001. Exhibit 5.75, pg. 689. 5. Hawley, PE. and V.G. Stover. Guidelines for Left -Turn Bays ar Unsfgnafiud Access Loaarions on Arterial Roadways. Second 3Vwkautl Conferw eon Access Managcmm , Vail. Colorado, Assgust 1996. 6. Tee opposing volume is the total volume during the peak how opposing the advancing vole on the major mad. T]w advancing volume is thr mal peak hour vDItme on the major road approaching the Wumsecuon from the same direr as the kft-turn movement under cousidcruriun (including the left - turn volume). 7. Stover, VergU G. and Koepke, Frank J., Transportation and Land Development, (Second Edition), 2002, page 5-53. 5-17 5-18 Traffic volumes peak sharply at this intersection just before the Colonel Mitchell Paige Middle School day begins and just after it ends. The use of a 60 -second signal cycle would allow motorists turning left from Fred Waring Drive and Palm Royale Drive to clear more often. thereby min0nii7sng the southbound and eastbound left -turn queue lengths at this intersection. The City of La Quints may synchronize signals along Fred Waring Drive in the fume using a signal cycle longer than 60 seconds. Regardless of whether a 60 -second, a 90 -second, or a 120 -second cycle length is used, this intersection is projected to operate at LOS B or better during the peal[ hours in the future. However, inrareasing the signal cycle length would increase the length of the southbound queue of vehicles on Palm Royale Drive, extending north of Fred Waring Drive. The existing eastbound left -turn bay on Fred Waring Drive at Palm Royale Drive is approximately 125 feet long. upon General Plan buildout, 95 vehicles are projected to use this hay in the peak hour. With a 60 -second signal cycle length, the 95th -percentile left - turn queue storage length for this pocket is prayected to be 100 feet, per Figure 5-2. A 90 - second or 120 -second cycle length would increase the eastbound left -turn queue storage length m 150 feet or 175 feet, respectively. The Preliminary Site Plan shows an eastbound Left -turn pocket US feet long with a 150 -foot taper on Fred Waring Drive at Palm Royale Drive. With the proposed site access plan, large commercial delivery vehicles may opt, during congested periods, to minimbx- delay and distance traveled by taming left into the main Site access (Aocess B) on Washington Street and commingling with retail traffic while passing through the paining lot on the way to the major tenautbuiidings. This farm of undesirable driver behavior could pose safety concerns but would be difficult to prevent, it is possible, although unlikely, that delivery vehicles, employees or retail patrons could cut through the existing community to the east by using Rome Drive in an effort to bypass congestion on Fred Waring Drive. However, the new traffic signal at the intersection of Palm Royale Drive and Fred Waring Drive will permit more convenient access than the narrow residential streets, and congestion and delay should improve once Fred Waring Drive is widened adjacent to the site. The layout of the on -sits circulation was designed to appeal to residents of the community east of the site without facilitating an easy through route that might invite motorists attempting to avoid perceived congestion along Fred Waring Drive. Site Access on Fred Waring Drive The project site }las approximately 1.515.t feet of frontage along Fred Waring Drive. The Closest signalized intersection on Fled Waring Drive, east of the project site, is currently at the intersection of Adams Street. However, prior to the opening of the proposed development, the intersection of Palm Royale Drive and Fred Waring Drive will be signalized. The City of la Quinta has expressed an interest in interconnecting the traffic signals along Fred Waring Drive in the future and expecte the signal cycles at these intersections to be 120 seconds long. Left -Turn Access D A new unsignalized directional (channelized) median opening is proposed on Fred Waring Drive to function primarily as a service and delivery vehicle access. Commercial delivery vehicles approaching the project site from the east on Fred Waring Drive should tum rigbt into Access D and enter the project site without passing through Access C. Commercial vehicles leaving the project site would matte a southbound right -turn from Access D or a westbound right tum from Access A to travel to the Interstate 10 mucruhange at Washington Street. Access D is proposed approximately 680 feet east of Washington Street and 835 feet west. of Palm Royale Drive. This location should be outside of the firactional area of the adjacent intersections to the east and west on Fred Waring Drive. The raised median to be constructed along Fled Waring Drive, opposite the project site, would be channelized at the median opening. to permit left -turn entry at Access D, but restrict left -tum egress across Fred Waring Drive. It would provide a single eastbound left -tura lane to permit vehicles turning left into Access D to do so without blocking the flow of traffic in the adjacent eastbound through lane. The eastbound left -turn movement at the proposed directional median opening on Fred Waring Drive into Access D and the southbound right -tum movement from Access D onto Fred Waring Drive are projected to operate at acceptable levels of service (LOS C in the morning peak hour and LC)S B in the evening peak hour) upon project completion in the year 2010. The peak hour LOS for these critical movements is projected to be UM C or better upon General Plan buildout with two-way stop control facing seuthbmmd (exiting) site traffic. A southbound left -tura bay should be painted on Palm Royale Drive at Fred Waring Drive when this intersection is signalized. The storage length should be sutfficieut to starve all Dual westbound left -turn lanes will be needed on Fred Waring Drive to accommodate the arriving vehicles a majority of the time. The ITT: suggests that tum bays on collector sweets projected future turning volumes at Washington Street. To accommodate the future should be able to state all arriving vehicles 80 percent to SS percent of the time s The 85th- westbound left -turn demand at Washington Street and the eastbound left [tuns at Access D. percentile back -0f -queue length for the southbound left -tum lane on Palm Royale Drive back-to-back left -tum lanes would need to be constructed in the raised median on Fred (based on Figure 5-2) would be 150 feet (with a 60 -second cycle), 225 feet (with a 90- Waring Drive, between Washington Street and Access D. second cycle) or 275 feet with a 120 -second cycle length. The southbound left -tura bay could be constructed 150 feet long plus taper with a 120 -second signal cycle teagth, if the The bards -to -back left -tarn lanes on Fred Waring Drive between Washington Street and southbound through lane is striped and signed to function as a shared through/right/left Access D would provide sufficient queue storage space to accommodate the 95th•pereentile lane, to facilitate the left -tum movement from two southbound lanes. This would require a queue lengths upon General Plan buildout (ie., 275 feet per lane for the dual westbound split -phase signal. left -turn lanes per Figure 5.2 and 50 feet for the eastbound left -tum lane per the 95th percentile back -of -queue length in the HCS 2(= worksheets) in the peak Your of the peak season upon General Plan buildout. Deceleration lengths of 248 feet (including a 150 -foot taper) would be provided in the westbound and eastbound left -tum Lanes, as required by Ow City of La Quints for an arterial with a 50 MPH posted speed limit. 8. Stover, Vergil G. and Koepke, Frank J., Transportation and Land Development, (Second Edition), 2002,page 5-50. 5-19 5-20 Future Left -Turn Demand and Queue Storage Length At Access D The number of vehicles that will tam left from Fred Waring Drive at Washington Street and at Access D will vary throughout the day. The westbound left -turn demand on Fred Waring Drive upon General Plan buildout for design purposes is projected to be 289 VPH in the evening peak at Washington Street and 113 VPH in the morning peak hour at Access D. The westbeuud left -tum dcmand at Washington Street in the morning peak hour (150 VPH) and the eastbound left -tam volume at Access D in the evening peau home (110 VPH) world be substantially lower (and therefore need not be considered). To accommodate the evening peak hour left -tum demand, the dual westbound left -tum lanes on Fried Waring Drive at Washington Street would have a "desirable" (95th - percentile) queue storage length of 275 feet in each left -tum lane. This queue storage length was identified with the nomograph for signalized intersections (see Figure 5-2) in the IM publication `Transportation and Land Development," as required by the City of La Quinta. Since Access D will not be signalized. the operation of the proposed median opening was modeled with the unsignaiiaed intersection procedures in the 2000 "Highway Capacity Manual" to identify the 95th -percentile back -of -queue length for design purposes. The projected left-turdag volumes at the median opening and the opposing traffic volumes on Fred Waring Drive were evaluated (including the southbound vehicles on Palm Royale Drive projected to tum right onto westbound Fred Waring Drive). The Highway Capacity Software (HCS) modeling is based upon the gap acceptance behavior of motorists turning left and the number of available gaps in the opposing traffic stream. It identified the 95th -percentile back-ofilueue length for the eastbound left -turn We on Fred Waring Drive at Access D as 130 vehicles in the morning peak hour (see the HCS worksheets in Appendix C) and 0.89 vehicles in the evening peak hour upon General Plan buildout. Assuming 25 feet per vehicle, a queue storage length of 50 feet would be needed in the eastbound left -tum lane for the morning peak hour. Deceleration length Required At Access D The length of a left -turn lane may be based on the deceleration requirements, storage requirements, or both. Where space is not limited, the deceleration distance may be added to the storage length to minimize the speed differential between turning vehicles and through vehicles. However, common practice is to accept a moderate amount of deceleration within the through lanes and to consider the taper as a pan of the deceleration length. Where intersections are closely spaced (1,320 -foot spacing), it is customary to forego most of the deceleration length and to provide only the storage length plus bay taper. It is important to provide adequate storage length to prevent vehicles from overflowing the left -tum lane and blocking the through -travel lanes. The City if La Quini Engineering Bullain #06-013 identifies various deceleration lengths, based u n the posted speed limit of the roadway on which the left -turn ]ane will be provided. Fred Waring Drive cuaeatly has a posted speed limit of 50 MPH, which would require a deceleration distance of 248 feet. However, traffic volumes on Fred Waring Drive will be higher upon General Plan buildout and the signalized intersections will have one-quarter mile spacing adjacent to the site. The traffic signals are expected to be interconnected to maximize traffic flow in the future. The highest traffic flow typically occurs at progression speeds of 35 MPH to 45 MPH. Therefore, the use of the current posted speed limit of 50 MPH as a design criterion to estimate the fature operating speed of vehicles entering the left -truce bays may ri in deceleration lengths longer than necessary. The operating speed of the vehicles upon entry into the westbound and eastbound left -turn lanes an Fred Waring hive will vary throughout the day, as will the length of the queue in the left -turn lanes. during the peak hour. when the left -turn volume and the opposing traffic volume will be highest, the operating speeds on Fled Waring Drive are: likely to be less than the 85th percentile free-flow speed used to set the posted speed limit of 50 mph. The "Highway Capacity Manual" (HCM 2000) indicates on page 7-5 that as traffic volumes along a corridor approach its saturation flow rate. the theoretical speed of traffic drops to one-half the uncongested free-flow speed. The "Highway Capacity Manual" states an page 10-5 that the average travel speed for vehicles along an urban street determines the operating level of service. The high traffic volumes on arterial segments operating at LOS D typically decrease the average travel speeds on the arterial segments io about 40 percent of their free-flow speed. It is feasible to provide a deceleration length of 248 feet (including a 150 -foot taper) based upon the 50 MPH posted speed limit for both the westbound and eastbound left -tum lanes oa Fred Waring Drive. Additional deccleration distance will be built-in for the off-peak hours by providing the highest hour queue storage length. However, the City should consider reducing the deceleration distance requirement to reflect a lower peak hour entering vehicle speed. This would be desirable as it would provide additional space between the back-to-back left -tum lanes for a fall -width nrdian separator. Deviation From City Design Standards At Access D The posted speed limit an Fred Waring Drive in this area is 50 MPH. Based upon the posted speed limit, the left -turn lanes will require a deceleration length of 248 feet (including a 150 -foot taper) per Engineering Bulletin #06-013. Since the 150 -foot tapers for the eastbound and westbound left -tum lane tapers on Fred Waring Drive will be located between the back-to-back left -tum bays, they will overlap. As a result, sufficient space will be available for the required deceleration distances and a raised median separator between the westbound and eastbound left -tum lanes. The westbound dual left -tum lanes will provide 275 feet of storage length per lane. The eastbound left -turn lane will provide 50 feet of queue storage. With 325 feet of queue storage requixed, the 678•foot separation between Access D and Washington Street will have 353 feet available for deceleration and the o ion separator. A 24&fam deceleration Length backed up to another 248 -foot deceleration length would fit within the 353 feet available, since the 150 -foot tapers would overlap by 143 feet. Many factors and design variables should be considered in tete final median design process for Fred Waring Drive, between Washington Street and Access D. For example, Iower peak hour entry speeds may be determined to be applicable as the design criterion for deceleration lengths (since the operating speed will drop as the future traffic demand on this roadway approaches its capacity). In addition, a taper shorter than 150 feet may be considered for the eastbound left -nun lane. AASHTD recommends the use of a 100 -foot taper for a single -turn laue at urban intersections, because of slow speeds during peak periods. Minimizing the taper would maximize the area available for queue storage and deceleration length. All site access improvements shall be subject to the review and approval of the City Engineer. No deviations frorn the auxiliary Farm design standards set forth in Engineering Bulletin 906-013 are anticipated. 5-21 5-22 Right -Turn Access On Fred Waring Drive The peak hour volume expcoted W tarn right into Access D would not be sufficient to warrant the provision of a tight -torn tieceleraden lase en Fred Waring Drive at Access D. The project proposes two rigltt-inlright-0ut driveways {Access C sad Access E) an Fred Waring Drive. As shown irl Figtue 4 7, Access C is a relatively low•vo€time drive way ptoposed 350 lett east of Washington Street and 290 fest west of Access D that wwrld primarily serve retail patrons. An exclusive right -turn lane would be required by the westbound volume turning right from Fred Waring Drive Onto Washington Street. From the HCS wcrksbeets it can be seen that the 95th -percentile back -of -queue length in this westbound right -tura deceleration lane upon Oscrieral Plan buildout would be 1 l.7 car lengths or 300 feet in the morning peak hour and 9.8 car lengths or 250 Feet in the evening peak hour of the peak season. Consequently, the westbound right -tum queue on Fred Waring Drive would not block Access C or interfere with entering or exiting site traffic at this location. Access E is a right-inlright-out driveway proposed 400 feet west of Paha Royale Drive and 385 feet east of Access D to serve the medical office complex proposed. The projected number of eatering vehicles per Figure 4-7 (41 in the morning and 32 in the evening peak how) would not be sufficient to require the provision of an auxiliary right -mm deceleration lata; on Fred Waring Drive at Access E. based upon the City of La Quinas minimum criteria of 50 vehicles entering per hour. Washington Street at Calle Las Brisas/Access B The arrival patterns of the northbound vehicles on Washington Street approaching Calle Las Brisas will be affected by the traffic signal located 500 feet to the south, at the intersection of Washington Street and Fred Waring Drive. The arrival rate and degree to which northbound vehicles on Washington Street travel in platoons away from the signalized intetsecmou at Fred Waring Drive to Calle Las Brisas will have adirect impact on the delay associated with the southbound left -tum movement (into the site driveway at Access B) es well as the westbound right -tam. (out of this site driveway). As a platoon of vehicles on Washington Street leaves the signalized intersection of Fred Waring Drive and travels north to Access B, it will begin to disperse and the headways between the vehicles will begin to approximate a random distribution. The farther the northbound vehicles travel from the signal at Fred Waring Drive, the more the platoon will disperse or spread out in the through lanes. The adjacent signalized intersection and the resulting platoaning of northbound vehicles will allow the southbound vehicles waiting to turn left into Access B from Washington Street to clear at least once eacb signal cycle. Similarly, the westbound right -nue movement will benefit from the platooning of northbound vehicles as they approach Access B. When the northbound platoon passes Access B following each green signal cycle, westbound motorists exiting the site will be able to mora readily enter the northbound traffic lanes on Washington Street. The traffic signal at the intersection of Washington Street and Fred Waring Drive is expected to have a 120 -second cycle length upon General Plan buildout. The portion of each upstream signal cycle when the inbound vehicles (turning left into Access B) would not be constrained by the platoon of northbound vehicles on Washington Strect is 51 seconds per cycle. This includes the effective green time allocated to the eastbound through, eastbound right -tum, and southbound left -tarn movements (43 percent of each signal cycle). Although motorists making the southbound left -tum into Access B will be unconstrained by the northbound platoon from the upstream signal during 43 percent of each cycle, the apposing traffic will arrive randomly as a result of westbound vehicles turning right from Fred Waring Drive onto northbound Washington Street_ This volume is projected to total 188 opposing vehicles during the 43 percent of the evening peak hour that is not constrained by the northbound platoons of vehicles (which will have already cleared the Access B intersection). Consequently, the soudibouud left -tutu lane will have ample capacity for the 89 vehicles projected to turn left into Access B in the evening peak horn, The construction of a raised median on Washington Street, north of fi=red Waring Drive, will result in the closure of the existing northbound left -tum bay at Calle Las 8risas, to accommodate longer dual southbound left -turn lanes required on the approach to Fred Waring Drive. The directional median opening proposed at Access B will be constructed in a manner which physically prevents through and left -turn movements across Washington Street from both Calle Las Brisas and Access B. This design feature will simplify the movements at this intersection, reduce the potential for conflicts, and improve its operational and safety characteristics. Potential impacts on access to the residential community located west of Washington Street in the City of Palm Desert are discussed in more detail in Section 6.9 (on pages 6-13 and 6-14). In the peak hear, a total of 89 vehicles are expected to make a southbound left -turn from Washington Street into the project through Access B (opposite Calle Las Brisas) upon project completion. The Access Management Manual (published by the Transportation Research Board of the National Academies; 2003; page I73) provides a methodology for estimating the minimum design length for left -tura storage at unsignalized intersections, based upon the number of turning vehicles in a two -minute interval. The 95th-perceatile left -turn queue storage length for unsignalized intersections can be estimated by assuming a time interval of two minutes and multiplying the number ofleft- turning vehicles in that interval by the average vehicle length and by a constant of 2D for major arterials. which mfieL ts the length of the longest queue length divided by the average queue length. TO determine the turning volume in two minutes during the peal( to man unsigaalized intersection, the hourly left -turn volume is divided by ihuty (rune 30 ta+o minute intervals per hour occur). The canstsnt factor of 2.0 is tmm�tonly assumed to lie 1 5 for minor sweets Or 1.8 for collettor streets (where the 80th -percentile to 8Sth- percentile queue storage is eoasidened to he adequate for design). An average vehicle length of 25 feet is typically assumed for the vehicl. - the left tum bay. Design Storage? = Hourly left -'Cum Volume x LomEest Queue z Avg. Veh. Length (Ft.) Length (Feet) 30 Avg. Queue The resulting design length for southbound left -turn queue storage would be 150 feet, assuming 25 feet per vehicle. The Preliminary Site Plan includes a left -turn bay for inbound vehicles on Washington Street (at Site Access B) which is 248 feet long {with a 9. The use of a two -minute interval to estimate the 95th -percentile left -tum bay storage in this fashion is recommended by the Transportation Research Board (in Access Management Manual, 2003, p.173) AASHTO (A Policy on Geometric Design of Highways and Streets.1990, p. 829) and by the Florida Department of Transportation. This is equation 5-5 in Transportation and Land Development (ITE; 2002) on page 5-52. The longest queue divided by the average queue is assumed to typically be 2.0 for major roadways where a 95 percent probability of storing all vehicles is required (which implies a failure rate of only 5 percent). A value of 15 to 1.8 may be assumed for collector streets, where an 85th -percentile queue storage length would be adequate, with queues longer than the design storage length considered acceptable during short peak periods. 5-23 5-24 150 -foot transition). This left -tum bay would be sufficient to accommodate the 95th - percentile queue storage for traffic waiting to tum into the project site at Access B. Site Access B on Washington Street is projected to exceed the 50 peak hour right -turn threshold established by the City of La Quinta and require a right -turn deceleration lane. Based upon the posted speed Limit of 50 mph, Engineering Bulletin X13 specifies a deceleration length of 248 feet with a 150 -foot transition. The Preliminary Site Plan includes the appropriate right -tum deceleration lane length and transition on Washington Street at Site Access B. No queue storage is required for the northbound right -tutu movement at this location. If four northbound travel lanes are ultimately required on Washington Street adjacent to the project frontage to accommodate projected year 7020 traffic volumes, the City of La Quinta may not require a right -rum deceleration lane at Access B. 5.4 CONSISTENCY WITH THE GENERAL PLAN The proposed development appears to be consistent with the General Plan land use designation for the site. The Site Plan incorporates sufficient right -0f --way to accommodate Washington Street as an Augmented Major and Fred Waring Drive az a Major Arterial. The requirements associated with a Type ll Gateway shall be incorporated in the proposed project. The proposed access improvements appear to comply with the design standards outlined in tate City of La Quinta Comprehensive Genera! Phan. The La Quints General Plan policies specify that left -turn median cuts may be authorized if they do not interfere with other existing or planned left -tura pockets. The proposed directional median opening on Washington Street at Access B is not pmjected to interfere with other existing or planned left -tarn pockets. The proposed 500 -foot separation between Access B and Fred Waring Drive should be adequate to accommodate the dual southbound left -turn lanes on Washington Street at Fred Waring Drive, if the northbound left -tart lame at Calle Las Brims is closed. The location of Access D on Fred Waring Drive (685 feet east of Washington Street) provides sufficient room to accommodate the back-to- back dual westbound left -tam lanes and the eastbound left. -tan bay at the directional median opening proposed at Access D. 5.5 TRAFFIC SIGNAL WARRANTS Traffic signal warrants will not be met for any unsignalixed intersections evaluated except the intersection of Palm Royale Drive and Fred Waring Drive (which currently peak hour signal warrants). Traffic signal warrants appear to be met at this intersection with existing traffic volumes. The new signal at this location should provide east/west left -turn phasing upon project completion, based upon the projected peals hour traffic volumes. In addition, a signal interconnect should be provided so that this signal can be coordinated with the existing signal on Fred Waring Drive at Washington Street in the future. The signal cycle length should be as short as feasible to minimize the southbound left -turn queue lengths an Palm Royale Drive. 5.6 SENSITIVITY ANALYSIS FINDINGS As shown in Table F-2 of Appendix F, there would be no change in the fatin levels of service at the adjacent sigoaliud intersections of Fred Waring Drive with Washington Street or Palm Royale Drive if the lTB weighted average trip generation rates plus one standard deviation were used, rather than the regression equations. The control delay during the peak hours at these key intersections would change by 0.8 seconds per vehicle or less in the year 2010 and by 0 A secoads per vehicle or less upon General Pian buildout. The unsignalired intersection of Palm Royale Drive and Rome Drive would provide the same peak hour levels of service with the weighted average trip generation sates plus acre standard deviation as those identified in Tables 5-5 and 5-6. The increase in control delay to motorists on Rome Drive would be OA seconds per vehicle or less in the year 2010 and 0.1 seconds per vehicle or less upon General Plan buildout. The southbound left -turn queue storage on Washington Street at Access B would increase from 150 to 175 feet with the higher trip generation evaluated in Appendix F, as shown in Table F-4. Changes of this magnitude are not significant and would not change any of the mitigation ideatified to maintain acceptable levels of service. 5.7 OTHER CONSIDERATIONS Cut -Through Traffic On Rome Drive Site City of La Quinta has indicated that the proposed location of Access F, opposite Rome Drive, is not desirable as it could encourage cut -through =Me from the site in the adjacent residential commamiry to the east. Through traffic movements in residential communities are undesirable in that they conflict with community goals of keeping traffic speeds and volumes low to minimize accident potential and ensure a safe and secure environment. The issue appears to relate to the possibility of vehicles exiting the project site via Access F and diverting around the southbound queue on Palm Royale Drive at Fred Waring Drive via Rome Drive and Venice Drive in the community located to the east. The southbound queue on Palm Royale Drive includes up to twelve vehicles in the peak hours today because the intersection of Palet Royale Drive and Fred Waring Drm currently has two-way stop control and current volumes meet peak hour traffic signal volume warrants. The project developer will likely be required ro install new traffic signals at this intersection, prior [o the opening of the proposed project. Once flus intersection is signalized, the southbound queue and control delay should he considerably shorter. lufvtreover, motorists seeking to travel cast an Fred Waring Drive from the site will find the signal at Paha Royale Drive the most comvenieau and safest method of accbtnplisbing their i of minimising delay trayep time. and distanced traveled. The intersection of Venice Drive and Fred Waring Drive is not currently signalized and Fred Waring Drive is a high-speed high-volume roadway. The eastbound and westbound volumes on Fred Waring Drive are currently sufficient to generate few gaps of adequate length to permit motorists making southbound left -turas from Venice Drive to tum across the westbound lanes and enter the eastbound traffic stream without delay. To reach Venice Drive from the projtct site would require circuitous travel through an established neighborhood on flow -speed local residemtial stroets with on -street parking, vehicles turning into and backing out of driveways, bicyclists, pedestrians, and children playing. The sigaalized intersection of Palm Royale Drive and Fred Waring Drive will provide a more attractive, mane oouvenicar, and safer means of entering eastbound Fred Waring Drive from the project site than the residential streets in the neighborhood to the east. The use of local streets for through -traffic movements is sometimes caused by inadequate peripheral major street capacity. The northern side of Fred Waring Drive will be widened from Palm Royale Drive to Washington Street in conjunction with the proposed project and provide additional capacity for through traffic upon project opening. in addition, the east side of Washington Street may he widened north of Fred Waring Drive in conjunction with the proposed development. The insWlahoa of raised medians on these two arterials, which will provide positive control of left -tum movements and eliminate some of the left -tum movements occurring today across Washington Street, should reduce side friction and improve the traffic flow characteristics our these major roadways. 5-25 5-26 The City concern may relate to residents of the adjacent community using Rome Drive to enter the site via Access F, to avoid Fred Waring Drive. The commercial complex is proposed on the western half of the project site. The commercial buildings will have access via two driveways on Fred Waring Drive, one of which will include a right -turn deceleration lane to facilitate site entry. The additional westbound lanes an Fred Waring Drive constructed in conjunction with the proposed development will improve traffic flow and maneanerisl nmre attrattive far travel to the west than narrow low - speed residental stree[s through the community. Those resident who live west of Venice Drive and Alfind Rome Drive provides a shorter and quicker route than Fred Waring Drive for site access r=ay opt to use !,_use residents who siva east of Venice Drive will, for the most par, use Venice Drive to reach Fred Waring Drive, as thisc�shouldute reduce their travel time. These residents are cusreatly malting trips through thorntytomeet their ret"Phprojecwillallow themW meettheiredslotohome and thby reducethlenoftheir retail p fps. This will reuce tholumes at more distant incrsc ons that they will no longer need to pass through to satisfy their shopping needs. Through Traffic on Residential Streets The City of La Quinta is concerned that aligning Access F opposite Rome Drive could encourage motorists to seek short cats through the project site and through the neighboring residential community to the east to avoid the coo ml delay associated with the major intersections of: (1) Washington Street with Fred Waring Drive and (2) Palm Royale Drive with Fred Waring Drive. The posted speed limit on Fred Waring Drive is 50 mph. To minimin the potential for cut -through traffic on low speed two-lane local residential streets which parallel high speed six -lane arterials, the peripheral arterial network must be improved and function efficiently so that it encourages through travel to occur on the arterial street system. Local traffic generated by the residential community to the east will atilize the routes that minimize the time and distance traveled. Most of the residents traveling between the project site and the community to the cast will be. able to travel faster on Ford Waring Drive (a divided arterial with a posted speed limit of 50 mph) than they can on the two-lane residential street network in the adjacent community. However, some residents living in the western porion of this subdivision will be able to reduce the distance they must travel to shop or work by using Rome Drive to reach the project site. These residents will alter their current travel pattems to use Rome Drive to reach the project site. However, these residents already use the local streets in this subdivision to reach their retail, personal business. and employment destinations. Therefore, any changes in local traffic patterns that increase the traffic volume an Rome Drive will be offset by a corresponding decrease in the traffic volumes on other residential streets in this community. This traffic is not "through traffic but "local" residential traffic that is generated today and is currently forced to travel much further on area streets because the land uses on-site are rot available to meet the needs of these residents for groceries and medicines locally. The applicant will be requited to participate in the construction of new traffic signals at the intersection of Palm Royale Drive and Fred Waring Drive and widen all three streets abutting the project site. These circulation improvements will benefit the residents of the subdivision to the east by reducing congestion and delay and improving ace= to their homes. The circulation improvements will have a positive impact on public safety, as they will provide a safer way for the residents east of the site to turn left across Fred Waring Drive (via the new traffic signals at Paha Royale Drive). By reducing congestion and improving travel speeds on peripheral arterial streets. the project will reduce the incentive for "through" traffic to shW-cut through the adjacent residential subdivision. The closest intersection on Fred Waring Drive, east of Palm Royale Drive, is unsignalized and located at Venice Drive. Eastbound motorists attempting to avoid delay at the signalized intersection of Palm Royale Drive and Fred Waring Drive would &rid it difficult to turn left from Venice Drive onto eastbound Fred Waring Drive in the peak hours. If they were also attempting to avoid delay at the intersection of Washington Street and Fred Waring Drive, they would be forced to make a U -m= on Washington Street at the median break opposite Calle Las Brisas, tura right into Access A, and pass behind the retail complex on the narrow serviceldelivery drive (which will likely have speed bumps to slow traffic). These motorists would need to turn left into the office complex and wait at the STOP sign on Palm Royale Drive. After entering the residential area, they would be forced to slow for terns and vehicles backing out of driveways in the neighborhood then wait at the STOP sign an Venice Drive for a gap in the westbound and eastbound through traffic on Fred Waring Drive of sufficient length to permit them to mss the near lanes and enter the eastbound traffic stream. It would be faster and easier to turn left from Washington Smit onto Palm royale Drive (at the existing sigual) and thea tun left into the community on Rome Drive or use the new signal on Palm Royale Drive to turn left onto Fred Waring Drive. Although eastbound motorists could enter Access B from the median break on Washington Street and drive through the commercial parking lot, the diagonal aisles proposed (aligned from southwest to northeast) would discourage this movement. In addition. the connection between the commercial and office components of the site most yield to entering vehicles and was intentionally offset at the serviceldclivery drive to discourage through traffic movements. A left turn followed by a right tura is required to pass from one side of the site to the other side and this will slow vehicles attempting to cut off the comer by diverting through the site. Since these tuns would require motorists to stop and slow to 10 mph, they would Mise travel time and discourage cut -through traffic. Similarly. any westbound motorists who apt to eater the residential community from Fred Waring Drive via Venice Drive would face throe STOP signs (at Palm Royale Drive, at the serviceldelivay drive proposed on-site. and at Washington Street) and be required to slow to at least 10 mph at numerous turns to complete their circuitous "short cut." 'These types of maneuvers do not appear to be a effective means of avoiding congestion or reducing travel time. Location of Site Access F Acoess F is proposed on Palm Royale Drive, opposite Rome Drive, approximately 350 feet north of the future signalized intersection of Fred Waring Drive. The City of La Quinta has expressed concerns regarding the proposal to align Access F opposite Rome Drive. However, access driveways on two-lane undivided roadways should be located opposite other access points (or street intersections) and placed beyond the normal backups of traffic from adjacent signalized intersections during peak periods. Where this is not possible, tow -volume driveways should be offset by at least 150 to 200 feet and high-volume driveways should be offset by 300 to 400 fee[.ro Closely spaced access connections on opposite sides of a two-lane roadway can create safety problems as a result of conflicts between the vehicles turning at the two T - intersections. Given the grade differential between the site and Palm Royale Drive, north of Access F. it would be difficult to relocate the site driveway on Palm Royale Drive to the north. Even if Access F were relocated 150 feet north of Rome Drive, opposing 10. Koepke, FJ. and Levinson, H.S., Access Management Guidelines for Activity Centers, NCHRP Report 348, Transportation Research Council, Washington. D.C., 1992, p. 60. 5-27 5-28 northbound left turns (unto Access F) and southbound left tuna (into Rome Drive) would conflict, increasing tate potential for collisions. In addition, ft northbound left -turn movement (info Access F) would conflict with the westbound left -tum movement (asst of Rome Drive). The minimum offset typically required for two access connections on opposite sides of a two-lane roadway is 150 feet. if Access F were relocated 150 feet to the south, it would eliminate potential conflicts between back-to-back left -tuning vehicles and eliminate the need to provide left -turn storage between the two intersections. However, Access F would be located within the functional area of the adjacent intersection of Palm Royale Drive and Fred Waxing Drive. The comer clearance required for collector streets on the approach to an intersection is typically 200 feet. More importantly, Access F should be set back far enough from the adjacent signalized intersection of Fred Waring Drive to avoid possible interference with southbound intersection queues. From Figure 5-2. it can be seen that the 85th -percentile southbound lett-turn queue storage on Palm Royale Drive at Fred Waring Drive is projected to be 150 feet (assuming a 60 - second signal cycle length). The 85th -percentile southbound left -tam queue on Palm Royale Drive would extend 225 feet north of Fred Waring Drive with a 90 -second cycle and 275 feet with a 120 -second cycle length, Consequently, northbound motorists turning left from Palm Royale Drive into Access F should not be required to tum across a standing queue of southbound vehicles an Palm Royale Drive. Similarly, motorists turning right from Access F (onto southbound Palm Royale Drive) should not be blocked by the queue of southbound vehicles approaching Fred Waring Drive on Palm Royale Drive in the peak hours. Both of these situations would be undesirable from a traffic safety perspective and mole likely to occur if Access F were located l50 feet south of Rome Drive. Intersection Sight Distance It is essential that adequate intersection sight disttmee be provided for vehicles stopped on the Access F approach to Palm Royale Drive w permit them to safely cross Palm Royale Drive, turn right, or turn left out of the site. The intersection sight distance required for passenger cars to tum left onto a two-lane roadway with a pasted speed limit of 35 mph and attain an adequate running speed, without being overtaken, is 445 feet, without adjustments for variations in the vertical and horizontaI alignment of the adjoining street. Right turn and crossing maneuvers from Access F would require an intersection sight distance for passenger vehicles of 335 feet u Stopping SightDiswnce Minimum stopping sight distance must be provided for motorists traveling at 35 mph on Palm Royale Drive to permit them to perceive, react, and if necessary stop in the event of a potential conflict within the Access FlRome Drive intersection. Southbound vehicles on Palm Royale Drive at a mid -block raauing speed of 35 mph would travel 165 feet during the 25 seconds nFperception-reaction and braking dim. AASHTO identifies the stopping sight distance for passenger cats at 35 mph as 305 fwt.ta 11. AASHTO, A Policy on Geometric Design of Highways and Streets, Fourth Edition, 2001, Exhibit 9- 58, page 668. 12. AASHTO, A Policy on Geometric Design of Highways and Streets, Fourth Edition, 2001, Exhibit 9- 55, page 665. Median Openings For Site Access Adequate site access and circulation will be critical to the success of the proposed project. To ensure that Washington Street and Fred Waring Drive wit] be able to efficiently and safely satisfy the growing demands of through and local traffic, control of access must be exercised on both roadways so that the degree of access permitted is consistent with the function of these major thoroughfares, Median openings may be provided at driveways where they will have minimum impact an roadway flow. Spacing amdards for median openings vary from 330 feet to 2,640 feet but should reflect the storage space needed far Ieft toms, If future volumes warrant installing a traffic signal at a median opening where signal -spacing requirements cannot be met. then left- u rt access should be subject to closme in one or both directions. 13 The site access design goal was to minimi ax disruption to through traffic while providing reasonable access to the proposed development. The directional median openings proposed for left -tum entry (where no left -taro exit is permitted) at Access B and ,access D will reduce interference between through traffic and site traffic by removing turning vehicles from the through traffic lanes. The directional median opening on Washington Street az Access B will simplify the ope[asian of the tatersectian of Washingwn Street and Calle i as Btisas and substantially rerluice the potential far conflicts between left -turn vebicics and the stream of through trafRe on Wastnfngtoa Street a[ this interseetipn. The location of the two directional median op:ttsngs psuposed appears to allow sn#ficient stomge for left -fuming vehicles and is set back far enough from the ssgnalined intersection of Washing[an Street aad Fred Waring Drive ws avoid possible interference with intersection queues. Directional Median Opening on Washington Street At Site Access B Based on the existing peak hour traffic count data, Palm Desert residents who live west of Washington Street and utilize Calle Las Brisas for access are already aware of the difficulty associated with turning telt across the southbound lanes an Washington Street during the peak hours. As shown in Figure 3-3, no vehicles wets observed making northbound left turas from Washington Street onto Calla Las Brisas in the marring peak hour or the evening peak hour. Similarly, no vehicles turned left across Washington Street from Calle Las Brisas in the morning peals hour. However, eight vehicles turned left from CalIe las B"sas across Washington Sweet during the afternoon peak hour traffic count. The total eastbound approach delay on Calle Las Brisas at Washington Street currently averages 39.6 seconds per vehicle in the evening peak hour, which is indicative of LOS E operation. Since 22 vehicles turn right, whereas eight vehicles turn left from Calle las Brisas. the delay experienced by motorists fuming left across Washington Street is even greeter than the average eastbound approach delay identified above. A raised median island will be constructed on Washington Street, opposite the site, in conjunction with the proposed project. A directional median opening is proposed on Washington Street at Site Access B (opposite Calle Las Brims) that would improve operations attd safety at this intersection by eliminating movements with excessive delay and reducing traffic conflicts. The median opening proposed would be channelized to permit only the southbound left -turn movement (across the northbound lanes on Washington Street into the project sift). It would physically prevent vehicles from leaving the site through Access B and turning left onto Washington Street in the future. Future 13. Aoepk^e, Fa. end Levinson, H.S., Access Management Guidelines for Activity Centers, NCHRP Report 345, Traasponauon Rew=b Councll. Wasbington. D.C., 1992, p. 63. 5-29 5-30 eastbound and westbound through movements across Washington Street between Access B and Calle Las Brims would be undesirable and also restricted by the raised median. The raised median improvements on Washington Street that will be required of the developer by the City of l a Quints wiU physically prevent narrhbaund motorists an Washiuonn Street Exam turning left into the restdersrial area lacatrd west of Washington Street vua Calle Las Brisas. Although a northbound left -tura bay exists on Washingtau t-d queue at Waring Drive. The closure of the existing uvrihbound left -turn bay would be safety horistics of ibe intersection of Washiugwn Street and Calle Las Brisas. The proposed directional median opening at this intersection will reduce the number of potential conflict points and restrict movements that would expose motorists to excessive levels of delay. The space in the median on Washington Street which is currently occupied by the northbound left -turn bay will be needed to provide adequate queue storage spate in the dual southbound left -tum lanes on Washington Street at the neighboring intersection of Fred Waring Drive. Motorists making a southbound left -tum from Washington Street onto Fred Waring Drive currently overflow the dual left -tum lanes in the peal[ hours. This is undesirable from a safety perspective and can adversely affect the flow of traffic in the southbound through travel €anes on Washington Street. When the raised median is constructed, it will be important to extend the existing dual left -tarn lanes sufficiently to accommodate the future southbound left -tum queue and prevent overflow into the through travel lanes on Washington Street. The northbound left -tum movement on Washington Street at Calle Las Brims will become increasingly difficult as traffic volumes using Washington Street increase in the future. Additional vehicles using Washington Street in the future will reduce the number of gaps in the southbound travel stream which are of sufficient sire to permit residents to turn left pato Calle Las Brims. As the number of available gaps decreases, the delay experienced by motorists waiting to make northbound left rums will increase. Excessive levels of delay may eventually mak turning motorists willing to accept smaller gaps and essentially "force" the through traffic to yield the right-of-way. Once this happens, "close calls" or "near-mlse" maneuvers will increase and accident rates will begin to rise. Motorists familiar with the area will begin to divert to other access points, where less delay is incurred and the risk of collisions is lower. The median island and directional median opening proposed would impact access to and from the residential community located to the west in Palm Desert. It would eliminate the existing eastbound left -tum movement from Calle Las Brisas across Washington Street as well as the existing northbound left -sura movement across the southbound lanes of Washington Street into Calle Las Brim. It is important to note, however, that the current traffic volumes on Washington Street already restrict left -turns to and from Calle Las Brisas during the peak commuter travel hours and traffic volumes on Washington Street are projected to increase in the future. Furthermore. the access modifications identified for the intersection of Washington Street and Calle Las Brisas will he needed to improve traffic safety and the operations) characteristics of this inter -5 on as well as provide sufficient southbound left -tum queue storage on Washington Street at Fred Waring Drive with or without the proposed project. Eastbound left turns from Calle Las Brisas will become increasingly difficult in the future, as traffic volumes increase on Washington Street. Residents attempting to make two-stage left -hums by pausing between the southbound and northbound lanes on Washington Street will experience additional delay and eventually LDS F operation, as volumes on Washington Street increase. Furthermore, as conflicting traffic volumes an Washington Street increase in the future, these residents will be exposed to an increased risk of broadside and sideswipe collisions (as the number of gaps in the north -south traffic stream within the through lanes on Washington Street through which they can tum decreases). Since alternate routes are available to the affected residents with sufficient capacity to accommodate the additional demand, the modifications recommended to improve traffic operations and safety at the intersection of Washington Street and Calle Las Brims are considered reasonable, prudent, and appropriate. The HCS modeling of this intersection indicates that the 95th -percentile back -of -queue length of the southbound traffic in the through lanes an Washington Street currently extends 34 ear lengths in the morning peak boor and 41 car lengths in the evening peak hour during the peak season. The average hack -of -queue length would extend one-half as far (17 and 21 car lengths or 425 to 525 feet north of Fred Waring Drive) in the southbound through lanes. An existing southbound queue of this length on Washington Street already has the potential to block left -tum movements into and out of Calle Las Brims during peak commuter travel periods. Access B is proposed on Washington Street approximately 500 feet north of Fred Waring Drive. It will permit approximately 89 vehicles to turn left into the site, thereby avoiding the need for these vehicles to make southbound left turns at the intersection of Washington Street and Fred Waring Drive. There is sufficient space north of Access B to provide adequate left -tum queue storage space and deceleration space in a southbound left -turn lane to accommodate site traffic within the median on Washington Street. The peak hour queue in the southbound through lanes on Washington Street extending north from the signal at Fred Waring Drive should not interfere with the operation of the proposed left -tum lane at Site Access B. Although the conflicting northbound through volume on Washington Street, approaching Access B, will be substantial in the furore. a signalized intersection is located 504 feet to the south at Find Waring Drive. The signal is projected to have a 120 -second cycle length. 43 percent of which will allow site traffic to tum left into Access B without being blocked by the conflicting northbound traffic flaw (other than the vehicles that will tum right from Fred Waring Drive). If the westbound right -tum volume on Fred Waring Drive turns onto northbound Washington Street and arrives at Access B with a random arrival pattern, the capacity of the southbound left -tarn lane will be approximately 500 VPH, substantially more than necessary to accommodate the 89 VF1H expected to be entering the site from this left -turn pocket during the evening peak hour. Directional Median Opening on Fred Waring Drive At Site Access D No full -tum site access will be permitted by the City of La Quinta on Fred Waring Drive. With 113 vehicles per hour projected to turn left from Fred Waring Drive into the central site driveway (Site Access D) in the peak hour, a left -tum deceleration bay will be required in the raised median to be constructed by the developer of the project site. A directional median opening would be constructed that would be chanaelized to permit eastbound vehicles to trim left into the site while physically restricting southbound left -turn movements across Fred Waring Drive from the site. Based on the posted speed limit on Fred Waring Drive, the City of La Quints requites a deceleration length of 248 feet for this auxiliary lane. The eastbound left -tum storage space would be 50 feet. 5-31 5-32 Based upon the relatively low traffic volumes projected to enter the seirvviceldelivery driveway centrally located between the awdical office and Commercial uses on-site, a right - turn deceleration lane would not be required on Fred Waring Drive at Access D. However, the applicant would be required to fully improve the westbound side of Fred Waring Drive along the site frontage, including pavement widening to accommodate additional through lanes. Deceleration Lane Storage Lengths Drivers leaving a high-speed high-volume highway at an intersection are required to reduce their vehicle speed before turning. If this occur, within a through -travel lane on the highway, it can disrupt the flow of through traffic. The provision of speed -change tares of sufficient width and length on the roadway can minimize the undesirable aspects of intersections and improve highway operation by allowing motorists to decelerate out of the through -traffic lanes. Right -Turn Deceleration Lanes Table 5-7 summarizes the right -turn deceleration lane storage lengths for fur re year 2020+pmject conditions at the site access intersections. No storage will be required for the auxiliary right -turn deceleration lanes at Site Access B and C, since there will be no delay Associared with right turns into the site. The City of La Quinta specifies a deceleration length of 248 feet (which includes a 150 -foot transition) for roadways with a pasted speed limit of 50 mph like Washington Street and Fred Waring Drive. Table 5-7 Right -Turn Deceleration Lane Design Lengths at the Site Access Intelsectionsa Intersection (Direction) Peak Hour Turning Volume (VPH) Auxiliary Lane Required? Bay Length (Feet) Storage Deceleration Washington St. @ Access A - Northbound 4 No NA NA Washington St. @ Access B - Northbound 115 Yes 0 248b Fred Waring Dr. @ Access C - Westbound 72 Yes 0 248b Fred Waring Dr. @ Access D - Westbound 6 No NA NA Fred Waring Dr. @ Access E Westbound 41 No NA NA a. »w g au _ ruo-la SPCCUK3 mar an aumunry Rgnt-tum dwelcrM Lane shall be lnsialled on all primary arterial and higbu cLusifiicafion tests at any dri%away with a Projected right -nun entering volume of 50 or more vehicles par hour. For roadways with a 50 mph posted speed limit. the right -tum deceleration bay should be 248 fect long (with a 150 -fool taper within the deceleration lane lmgth) plan queue storage length. NA=Nm Applicable. b. The value shown mWeaents the deceleration length without queue storage. There is no delay associated this fight -can decelwAtim lane. iheref0m, there is no qucuc and no storage length will be required. Left Turn Deceleration Lanes The left -turn movements at fatersecdons in the project vicinity warrant special consideration as they can complicate the traffic signal phasing. increase the signal cycle lengths needed, and increase the queue storage space required in the left -tura lanes. Left -turn storage will be created by improving the medians on Washington Street and Fred Waring Drive and constructing a left -tum lane for entry to the site at a directional median opening on each of these abutting streets. Only left -tura entry will be permitted at these median openings and the raised medians will be channelized to curate physical barriers to ensure positive control. Outbound left -turn maneuvers will be permitted tato Palm Royale Drive from Access F but will not be permitted at any of the site access points on Washington Street or Fred Waring Drive. A median deceleration lane of sttificieat width and length provides a refuge for motorists waiting for an opportunity to turn left across high-speed and high-volume highways. It improves highway operp6e�u"'ew�mo by keeping theeled way on the highway clear for through traF€ic sad pmvidiag a outside of traflslawdown before turningighway.e should be Iong enotostoreSheafvehicleslikaccmulate dg the peak hour 95 percent of rhe time, to minimize rhe poteati d for the queue of left turning vehicles ao overflow rice pocket and black the adjacent through lane. A separate turn lane should be able to function as a deceleration lane during high-speed low-volume periods and provide sufficient length to store turning vehicles daring peak hours when volumes are higher and queues tend to be longer but average vehicle speeds are lower. Provision for deceleration clear of the through -traffic lanes is a desirable objective on arterial streets and sufficient deceleration length should be incorporated into dee design, whenever practical. However, on many urban facilities it is not practical to provide the full deceIeration lane Length. Furthermore. in many cases the storage length overrides the deccit:ration length. At unsignatized intersections. the storage length (exclusive of taper) may be based on the number of vehicles likely to arrive is an average two -minute period within the peak hour. Spare for at least two passenger can should be provided. At signalized inmrsactions, the storage length needed depends an the cycle length, the signal phasing, and the rate of arrivals and departures of left -turning vehicles. It should usually be twice the average number of vehicles that would queue per cycle is Table 5-8 summarirrs the queue storage and deceleration lengths nettled for left -turn deceleration lanes on the roadways adjacent to the prnjea site. As shown therein. the median deceleration lane to be construes on Washington Street to permit southbound motorists to turn left into the site at Access 8 will require storage for six vehicles (ISD feet) in the peak hour of the peak season of the year 2020. Based upon the posted speed limit of 50 mph on Washington Street, the City will require a deceleration length of 248 feet (which includes a 150 -foot transition length)It should be noted that the running speed in the through -traffic lanes on Washington Street during the peak hours of the year 2020 will Likely be lower than 50 mph. Therefore, the deceleration Iength provided for off-peak high-speed conditions may also function as queue storage space in the peak hours when running speeds are lower but the queue of turning vehicles is longest. 14. AASHTO, A Policy on Geometric Design of Highways and Streets, Fourth Edition, 7001, p. 718. 15. AASHTO, A Policy on Geometric Design of Highways and Streets, Fourth Edition, 2001, p. 719. 5-33 5-34 Table 5-8 Left -Turn Bay Storage and Deceleration Lengths For Roadways Adjacent to the Sitea Intersection Direction (Cycle Length) AM/PM Peak Hr Volume (VPH) Auxiliary Lane Required? Bay Length Needed (Feet) Storageb Decelerabon Washington St. @ Access B _ Southbound 27/89 Yes 150c 248 Fred Waring Dr.® Access D -Eastbound 113/110 Yes 50 748 Pahn Royale Dr.® Access F Northbound 22/18 Yesd 50 100° Southbound 26/22 Yesd 50 Me Palm Royale Dr. (s Fred WaringDr i Southbound (60 -Sec. Cycle) 134/220 Yes 150 NA Southbound (90Sec. Cycle) 134/220 Yes 225 NA Southbound (120 -Sec. Cycle) 134/220 Yes 275 NA Easthound (60 -Sec. Cycle) 95/44 Yes 100 248 Eastbound (90Sec. Cycle) 95/44 Yes 150 248 Eastbound (120 -Sec. Cycle) 95/44 Yes 175 248 W ashington St. @ Fred W aring Dr. - Southbound 313/502 Duals 475 248 Westbound 150/289 Duals 275 248 a. Engineering Bulletin 003.08 spwd=- that an m"ALL ry cert -tum aeoeterauoa Lane wtm taper ane storage Iength is required for any driveway with a projected peak bmu left -tarn entering vohuuc of 25 or more vehicles. For roadways with a 5o mph posted speed limit. the dece:eration length should be 2.48 feet unless there is insufficient property floatage to accommodate the required length. The tra=tion length (150-1cat) shall be inehuted within the required deceleration I= length. The mWlime length shall be 100 feet plus taper length. "Lha auxiliary Ianc must be l2 feet wide. NA indicate not available since Engineering Huiletin 003.08 includes no standard for dmTlcrrtion length for a collector street with a 35 mph pasted speed limit. b. The storage length u the unslgnaliard Access D imcrsection was assumed to be the 95th-petcendlc back - of -queue length from the HCS worksbects, The storage lengths at the signalized intersections were derived form Figure 5-2, per dimcuon from the City of iB Quinti. The storage length on Palm Royale Drive at Fred Waring Drive represents the 81h -percentile southbound left -turn storage length derived ftom Figure 5-2 whereas the values for Waahington Suet and Fred Waring Drive represent the 95th - percentile queue stomp lengths per left -tum. Ease derived fiam Figure 5-2 assuming a 120 -second cycle. c. From the formula on page 5-24. storage for six vehicles would be required in the southbound left -turn hay u Acom B. Appmdix F (Table F4) indiratr� that 175 fact of gtuue storage would be needed. d. The punt icauet for this left -mm bay is provided in Figure 5.1. the minimum moommendrd Left -tura queue storage Ira& per Tramparrvrion mad Land Developmeni (Second Edition, 1rE, 2002, p. 5-53) is 5o fact for tura] arras and 100 feet for urban aad suburban areas. e. Since the projected 95th -percentile queue storage length is less than 045 vehicle. AASHM rcco®ends a minimum of two passenger car kagths of vehicle storage. The deceleration length shown reflects Ube City of 1aQuinta [minim— rccvmmended auxiliary lane length of l00 feet plus taper - f. Assumes the new traffic signal on Palm Royale Drive at fried Waring Drive bas a cycle length of 60 seconds, 90 seconds, or 120 seconds, as noted. The median deceleration lane to be constructed on Fred Waring Drive to permit eastbound motorists to turn left into the site at Access D will require 50 fest of queue storage in the peak hour of the peak season of the year 2020. Based upon the posted speed limit of 50 mph on Fred Waring Drive, the City will require a deceleration length of 248 feet (which includes a 150 -foot transition length). The City has no adapted standard for the deceleration length to be provided in new left -turn bays on collector streets with a 35 mph posted speed limit, such as Palm Royale Drive. Since the 95th -percentile nortbboand left -turn and southbound left -turn back -of -queue length on Palm Royale Drive at home Drive will be a small fraction of one vehicle, AASHTO recommends as a minimum storage for two passeager cars (50 feet). The City has identified a minimum left -turn pocket as being 100 feet long. Washington Street at Fred Waring Drive When a raised median is saasuut ted on Washington Street along the site frontage, it will be important to iacarporate sufficient storage length in the dual southbound left -tum lanes at Fred Waring Drive. Based upon the year 2020 total traffic projections, 502 southbound vehicles will mea left firm Washington Street onto Fred Waring Drive in tate evening peak hour. The 95th -percentile southbound ieft-tum queue will extend 475 feet in each of the dual tum lanes (per Figure 5-2). Consequently, the existing southbound left -turn lanes will need to be lengthened to accommodate the projected future queue storage. The existing northbound left -tum bay on Washington Street at Calle Ins Brims will have to be closed to provide additional queue storage for the dual southbourtd lanes ai Fred Waring Drive. When a raised median is constructed on Fred Waring Drive along the site frontage, sufficient storage length should be provided for the westbound left -tum volume (299 VPI) at Washington Street upon General Plan buildout. The HCS worksheets in Appendix C indisste that dual westbound left -tum Inures will be needed on Fred Waring Drive at Washiroon Street upon project completion in the year 2010. With a 120 -second cycle length, 495 feat of storage space would be desirable; (ser Figure 5-2). Dividing by 1..8 Lo reflect the use of dual left -tum lanes, and rounding up for fractionA vehicles reveals that 275 feet of queue enrage per westbound lett-turn lane should be provided on Fred Waring Drive at Washington Street to accommodate the year 2020 peak hour turning volumes 95e% of the time. 5-35 5-36 6.0 FINDINGS AND CONCLUSIONS 6.1 TRIP GENERATION FINDINGS The proposed development could generate approximately 10,380 daily trip cues. with 469 trip -ends generated during the morning peak hour (301 inbound and 1fi8 outbound) and 1 D40 trip -ends generated during the everting peak hour (469 inbound and 571 outbound). The sensitivity analysis (with the eominercial trip gmtxarion evaluated with the average ITE trip generation rates plus one standard deviation) is included as Appendix F and indicates that the morning peak hour total trip generation could increase by 20 percent, the evening peak hour toral trip generation could increase by 3 percent, but the daily trip generation could decrease by 3 percent. 6.2 TRAFFIC SIGNAL FINDINGS The intersection of Palin Royale Drive and Fred Waring Drive currently meets peak hour traffic volume signal warrants and signalization would improve the delay and LOS for the southbound approach on Palm Royale Drive, The southbound lane on Palm Royale Drive at. Fred Waring Drive currently operates at LOS F in the morning peak hour with a V/C of E AO and a control delay of 197.6 seconds per vehicle. The 95th -percentile queue on the southbound approach to Fred Waring Drive currently includes more than seventeen vehicles (450 feet) in the morning peak hour. Site traffic would contribute to the need to signalise this intersection. Consideration should be given to [he provision of easVwest left -turn phasing when traffic signals are constructed at the intersecrion of Palm Royale Drive and Fred Waring Drive. The projected 2010 traffic volumes at this intersection do not meet the Riverside County threshold for left -turn phasing (240 left -turning vehicles per hour). However, the peak hour tree volumes with the project in the year 2030 (86 eastbound vehicles turning left in the morning peak hour with 1= opposing vehicles) are projectrd to meet the MUTCD 2403 Califfornia Supplement criteria for east/west left -taro phasing which indicate that protected left -turn phases should be considered at intersections where then: are 50 or more left -turning vehicles per hour in one direction with the product of the turning and conflicting through traffic during the peak hour of 100,000 of more.1 6.3 LEVEL OF SERVICE FINDINGS Roadway Segment Operation For roadway segments. the City of La Quints minimum daily perfurmsmce standard is LOS D with a VIC ratio ¢ 0.90. The analysis of the daily volume -to -capacity ratios on the roadway segments in the study arra detailed in Sections 3.5 and 5.1 revealed the fallowing findings. Faisting Daily Findings Even with six lanes and a toaster planned capacity of 57,000 VPD, Washington Street (south of Avenue 48) does not currently meet the City of La Quints minimtun daily performance standard currently since the existing traffic volumes exceed 61000 ADT. 1. Caltrans, MUTCD 2003 California Supplement, May 20, 2004, Section 4DA6, page 4D-2 Widening to the master planned cross section is currently needed along the following Circulation Element roadways to achieve LOS D operation on a daily basis with existing {raffle volumes. • Fred W; 9 DliVP (front Washington Street to Palm Royale Drive) currently needs to be improved to provide at least four through lanes within its muster planted six -lane Major Arterial right -f -way. • F_mhinFton Street (fmtn Highway III to Avenue 48) needs to be improved to its eight -lane Augmented Major cross section. • WMhinglon Street (south of Avenue 48) is currently a master planned six -lane Major Arterial, but would need to be constructed as an eight-lanc Augmented Major cress section to meet the daily level of service standards. Year 2010 Daily Findings Widening to the master planned cross section would be needed along the following Circulation Element roadways to achieve LOS D opt:ration on a daily basis in the year 2010 with the proposed development. Fmd MdnP Drive (Washington Street to Palm Roya3a Drive) would need to be improved to provide six through lanes within its master planned Major Arterial right-of- way. ight-oFway. • W [ljnetprt Sue (horn Hovley Lane to north of Channel Drive) is cutrendy a master planned six -lane Major Arterial, but would need to be constructed as an eight lane Augmented Major crass section to meet the daily leve! of service standards, • Washingwn Street (from Highway 1I 1 to Avenue 48) would need to be improved to its eight -lane Augmented Major cross section. • Washinawn Stied (south of Avenue 48) is currently a master planned six -lane Major Arterial, but would need to be constructed as an eight -lane Augmented Major cross section to meet she daily level of service standards. �v jI t (west of Washington Street) would need to be improved to its eight -lane • Augmented Major cross station. Even with frill improvement to its [Waster planned width, Washington Street is not expected to meet the City of La Quinta minimum daily performance standard in the year 2010, prior to the addition of site traffic. With or without site traffic, Washington Street is projected to operate at LOS E or F on a daily basis from Hovley lane to south of Avenue 48 (except for the roadway segment south of Channel Drive). Upon project completion in the year 2010, the daily LOS on Washington Sboet is projected todrop {roto LOS E to Lt75 F along the following sepments: (1) south of Avenue of the States and (2) from north of Fred Waring Drive to Miles Avenue. as shown in Table 5.1. However, even without site tragic, the daily LOS would drop from LOS E to LOS F on these segments of Washington Street within less than a year, given the annual traffic growth rate in this area. Year 2020 Daily Findings For Washington Street to meet the City's minimum dai;y perforrna pp Standard with year 2020 traffic volumes, it would treed to provide the capacity of an 8 -lane Augrneated Major (ftom north of Hovley Lane to Avenue 48) and a ten -lane arterial (south of Avenue 48). 6-1 6-2 These improvements exceed the General Plan classification of Washington Street. Fred Waring Drive would need to provide the capacity of an &-lane Augmented Major from Washington Street to the west. This improvement exceeds the adopted classification of this roadway in the General Plan. Highway 11 l would need to provide the capacity of an S- lane Augmented Major within the study area (east and west of Washington Street). These capacities would be required with or without site traffic volumes. Constructing Highway I l l as an 8 lane Augmented Major, east of Washington Street, would exceed the adopted General Plan classification of this roadway. Peak Hour Intersection Operation Findings Existing Peak Hour Findings All of the signalized key intersectious are operating at acceptable levels of service (LOS D or better) with existing traffic volumes, except the intersection of Washingwn Street and Hoviey Lane. The intersection of Washington Street and Hovlcy Lane is currently operating at LOS F in the morning peak hour and LAS E in the evening peak hour. The uns'tgnahzed intersection of Palm Royale Drive and Fred Waring Drive would require signatization and an exclusive southbound left -tum. lane to reduce the current excessive control delay on the southbound approach to acceptable levels. EaWwcst signal phasing is recommended, based on the projected traffic volumes at this intersection. Tits intersection of Washington Street and Avenue 48 is currently operating at LAS C in the morning and evening peak i hours. The single southbound leh-tum lana currently accommodates 134 vehic es in the morning peals hour and 239 vehicles in the evening peak hour. The southbound left -tum movement is currently operating at LAS F with a volume - to -capacity ratio of 0S6 in rile morning peak hour and 0.97 in the evening peak hour. Given that the annual traffic growth rate is 8 percent in the vicinity, the dual southbound left-inm lanes being considered by the City of La Quinta for this intersection would most likely be needed within the next year. The southbound left -taro volume is projected to be 285 vehiclesRtour in the year 2010 without site traffic. Dual southbound left -turn lanes would be required by then to accommodate the projected year 2010 ambient traffic volumes at LOS D. The eastbound approach on Calle Las Brisas at Washington Street currently operates at LAS E with an average control delay of 39.6 secondslvebicle in the evening peak hour. No vehicles were observed turning left from Calle las Brisas onto northbound Washington Street during the [nosing peak hour count interval. Similarly, no vehicles were observed turning left from northbound Washington Street onto Calle Las Brisas during the morning or evening peak hour traffic counts. Because of the heavy volumes on Washington Street, residents who live west of Washington Street in the vicinity of Calle Las Brisas appear to be diverting to other routes to enter and exit their neighborhood. The southbound queue of vehicles on Washington Stmt at Fred Waring Drive currently extends 375 feet, overflowing the existing dual southbound [eft -trim Innes at Fred Waring Drive. The 403 vehicles per hour making the southbound left tarn at this intersection oumently experience an average delay of 82.1 seconds/vehicle, which is indicative of LOS F operation. To provide sufficient queue storage space in the dual southbound left -turn lanes on Washington Street at Fred Waring Drive, to accommodate the existing turning volume the existing northbound left -turn lane on Washington Street at Calle las Brisas should be closed. 2. The intersection of Washington Street and Hovley Lane has recently been improved by adding dual eastbound and westbound left -tam lanes. Year 2010 Peak Hour Findings With year 2010+project peak hour peak season traffic volumes, seven of the eleven signalized key intersections would require improvements (as shown on Figure, 7.1) to operate at acceptable levels of service. Mitigation would be required at all seven of these key intersections to accommodate the future traffic volumes with or without the proposed project. Year 2020 Peak Hour Findings Wth year 2020+project peak hour peak season traffic volumes. six of the eleven signalized key intersections would require improvements (as shown on Figure 7-2) in addition to the intersection improvements required to accommodate the year 2010+project traffic volumes at acceptable levels of service. 6.4 SIGNIFICANCE OF PROJECT -SPECIFIC IMPACTS The findings below reflect the significance thresbolds identified by the City of La Quinta in Engineering Bulletin AD6-13. It sboWd be noted, however, that the City of La Quince is reviewing the values of their significance thresholds. Roadway Segment Operation A significant adverse project -specific traffic impact is assumed to occur if the project would add 100 ADT or more, or add one percent or mora of the ictal projected ADT to roadway segments projected to operate at an uaacceplable LOS in the year 2010. Themfore. daily site traffic would have a significant adverse impact on sixteen of the eighteen roadway segments evaluated along Washiag[on Street. The proposed project would have a significant impact along almost the entire length of Washington Street within the study arra, firm Havley %ane w Avenue 48. AFastft of Hovlcy [ane, Wasfriagtan Street is projetlsd to operate at an acceptable LOS tiO5 D] in the year 2010. Highway 111 (west of Washirtgmn Street) ss pmjexted to operate at an unaocep[abie LOS in the year 2010 with or without sin traffic volumes. However, the project -specific Impact would trot be significant on this roadway segment, since site traffic would be less than 100 ADT. Peak Hour Intersection Operation All of the key intersections projected to operate at LOS C or better without mitigation would require it project -related increase in the volume-te-capacity ratio of 0.15 or greater for the project -related impact to be considered significant. As shown in Table 5-3, the project - related increase in the critical V/C ratio ai the four intersections which do not require mitigation in the year 2010 would range from a low of 0.0 1 to a high of 0.04. Therefore. the proposed project would not have a significant peak hour impact at any of the four key intersection that are projected to operate at LAS C or better without mitigation in the year 2010. Upon project completion in the year 2010, site traffic would not have a significant adverse project -specific impact at the following intersections: WNM11rJr!47-T1V s e. _i� 6-3 6-4 The project -related. impact would be considered significant at all of the key intersections tha are projected to operate at LOS D or worse without mitigation. provided the project contributes a minimum of 25 peak hour trips to the critical movements at those mtcmecdcws Since the proposed projtxt would contribute at least 25 peak hourto the critical movements at all of the key intersections (as shown in Figure 4-6) the proposed project would be considered to have a significant impact at any key intersection that is projected to operate at LOS A or worse without mitigation. Upon project completion in the year 2010, site traffic would have a significant adverse project -specific impact at the following seven key immu ctiaas: • Washington Street @ Ho da Lane, • Washington Street @ Fred Warring Drive, • Palm Royale Drive @ Fred Waring Drive, • Adams Street 0 Fred Waring Drive, • Washington Street @ Miles Avenue, • Washington Street @ Highway 111. and • Washington Street @ Avenue 48. 6S SIGNIFICANCE OF CUMULATIVE IMPACTS Roadway Segment Operation A significant adverse project -related cumulative traffic impact is assumed to occur if the project would add 100 ADT or more, or add one percent or more of the total projected ADT to roadway segments projected to operate at an unacceptable LOS in the year 7020. Therefore, daily site traffic would constitute a significant adverse cumulative impact on seventeen of the eighteen roadway segments evaluated along Washington Street. The proposed project would have a significant cumulative impact along the entire length of Washington Street within the study area, except for the segment between Highway I I I and Avenue 4g. Upon project completion in the year 2020, daily site traffic would have a significant adverse cumulative impact on Fred Waring Drive, west of Washington Street. Tim project would contribute between 1.1 and 2.1 percent to the traffic on Fred Waring Drive is this area where it is projected to operate at an unacceptable level of service on a daily basis. Payment of Development Impact Fees is considered sufficient mitigation of the project - related cumulative impacts along these roadway segments of Freta Waring Drive and Washington Street. On Highway 111, east of Washington Street, the project would contribute less than 100 ADT and less than one percent of the total projected AAT in the year 2020. Theteforc. the project -related cumulative impact would not be considered significant. None of the .renaming key roadway segments are projected to operate at an unacceptable LOS with year 2020+project traffic volumes. Peak Hour Intersection Operation Upon General Pian buildout in the year 2020, site traffic would exceed the significance threshold by adding a mdnimilm of ten peak hour trips to the critical movements at all of the key intersections evaluated. However, the proposed project is not projected to have a significant cumuLuive adverse imp= at the following key intersections: • Washington Street @ Palm Royale Drive. • Warner Trail @ Fred Waring Drive. and • Palm Royale Drive @ Fred Waring Drive. Upon t3etteral Pian buildant in the year 2020, site traffic may Have a significant adverse [atmulative intpact oa all of the remaining key intersections since the project would cantribtne a rn+^��+»m of Oen peak (sour trips [a the critical movements at all of the key intersections evaluated However, the project would eonmbute less than 2 percent to the raitical VIC ratio at the key intersection of Washington Street and Avenue 48. The project would contribute np to 2 percent to the critical V!C ratio at the intersections of: (iJ Washington Street and Channel Drive; anti [2) Washington 5tte and Miles Avenue The Cityof La Quinta -rmffre Study Guidelines" indicate that if the project would increase the projected 2020 VIC ratio by less than 0.02 and Traffic Uniform Mitigation Fres are paK the project's contribution to an otherwise significant cumulative impact is considered mitigated. Rather than using Traffic Uniform Mitigation Fees, the City of La Quiom participates in the Regional Arterial program by forfeiting the local portion of the Measure A funds, and is reimbursed through Development Impact Fecs. Therefore, payment of the Development Impact Fees is considered sufficient mitigation of the project impact at these ley intersections. 6.6 ON-SITE CIRCULATION FINDINGS Figure 6-1 summarizes the findings discussed below with respect to auxiliary lanes for Vehicles taming right and left into the site at the site access intersections. The number of vehicles expected to turn right into each driveway in the highest volume how is shown in Figure 6-1 to cWify where right -tum deceleration lanes would be requited. Appeadix F luclades a standard deviation sensitivity analysis as required by Engineexiug B99e #06=13. Figure F-1 therein provides the right -turning inbound volumes at the site access driveways and adjacent intersections determined with averap rM shopping center rates with one standard dcvWoa added. Table F4 identifies the peak hour volumes turning left into the site access points with one standard deviation and the corresponding queue storage lengths for the left turn pockets. Right -Turn Deceleration Lanes For Site Access Two of the five site access driveways (Site Access B on Washington Street and Site Access C on Fred Waring Drive) are projected to exceed the 50 peak hour right nun threshold established by the City of La Quina and require aright -turn deceleration lane. Based upoa a posted speed limit of 50 mph Engineering Bulletin #06-13 specifies a deceleration length of 248 feet with a M -foot transition The Preliminary Site Plan appears to include an appropriate right -tum deceleration lane length and transition on Washington Stied at Site Access B and on Fred Waring Drive at Sire Access C. If Washington Street is ultimately improved as an 8 -lane augmented major to serve figure a traffic volumes, a right -tum deceleration lace may not be required at Access 6-5 6-6 B. The deceleration lane proposed on Fred Waring Drive at Site Access C is somewhat constrained by the Iocation of Site Access D (to the east) but appears to be 175 feet long and located on-site, to minimize the potential for conflicts with westbound vehicles entering the adjacent rigbt-tum deceleration lane to turn onto Washington Street. The Preliminary Site Plan includes a right -turn deceleration lane and transition at Site Access E (on Fred Wanng Drive). The number of tnbourid vehicles projected to tura right into Access E to the highest volume peak hour (41 vehicles) is not projecud to be sufficient to meet or exceed the City's minimum threshold (50 vehicles in the peak hour) for requiring a right -turn deceleration lane. Evco with the inbound volumes determined with average 1TE shopping center rates and one standard deviation added (4I VPH per Figure F-1 in Appendix F) the deceleration lane at Access E does not appear to be required. Left -Turn Bays on Washington Street Adjacent to the Site The Preliminary Site Plan includes left -tarn bays for inbound vehicles on Washington Sinai (at Sate Access B) and on Fred Waring Drive (at Site Access D). Both left -turn bays are shown 7,48 feet long with a 150400t transition. Both left -turn bays appear to be sufficient to accommodate the 95th -percentile queue storage for traffic waiting to turn into the project site. The median opening shown in the Preliminary Site Plan on Washington Street aE Aaxss B includes a chauuelired directicaal opening designed to restrict eastbound and westbound iefPta ms as well as cast/west through movements. as recommended herein. However, the median opening shown on Fred Waring Drive in the Preliminary Site Plan is shown as a conventional (full -turn) median break. The Final Site Plan would treed to incorporate modifications to the median opening on Fred Waring Drive at Access D to include a directional median opening which restricts left -tarn egress, as recommended heroin ad required by the City of La Quinm in the Conditions o€Approval. In the peak hour, a total of 89 vehicles are expensed to make a southbound left -tum from Washington Street into the project access apposite Calle 'Las Brisas upon project completion_ The Access Managemerrr Mam ial (published by the Transportation Reseatmh Board of the National Academies; 20173; page 17 3) provides a methodology for estimating the minimum design length for left -tum storage at ansigualixed intersections, based upon the number of turning vehicles in a two -minute interval. The insulting queue storage length for the southbound left -turn bay would be 150 feet, assuming 25 feet per vehicle. The Preliminary Site Plan includes a southbound left -sum bay at Access B 150 feet long with a 150 -foot taper. To provide saffscient storage for the dual southbound left -tum lanes on Washington Street at Fred Waring Drive with or without the proposed project. the existing northbound left- ttnn bay on Washington Street at Calle Las Brisas would have to be closed. It is projected that 475 feet of queue storage would be needed in each of the soathbound left -tum lanes at Fred Waring Drive to accommodate year 2024+project peak season peak hour turning volumes. Although the Preliminary Site Plan does not currently show the southbound dual Left -tam lanes extended this long, there would be space available to extend them, if the northbound left -tum bay at Calle Las Brisas were closed. Left -Turn Bays on Fred Waring Drive Adjacent to the Site The eastbound left -turn bay proposed on Fred Waring Drive at the entry to the proposed seMatidelivery drive (Access D) would need to accommodate up to 113 vehicles in the peak hour. The 95th -percentile left -tum storage length needed is 50 feet for this pocket, based upon a gap analysis which identified the 95th -percentile back -of -queue length as two f}7 car lengths (50 feet). Tice Preliminary Site Pian provides an eastbound left -tum pocket 248 feet long with a 150 -foot taper on Fred Waring Drive at Access D. A pocket of this length at Access D would provide more than adequate queue storage space to accommodate the projected 95th-pr—ata queue omide of the through travel lanes on Fred Waring Drive. Tine existing eastbound left -quo bay on Fred Waring Drive at Palm Royale Drive is 125 feet long. Assuming a 60 -second signal cycle length. the 95th -percentile left4urn queue storage length needed for this pocket would be 100 feet to accommodate the 95 vehicles turning left in the peak hour. With a 90•seeond or a 120•second signal cycle length at Palm Royale Drive. the 95th -percentile eastbound left-iurn queue storage length needed at Palm Royale Drive would be 150 feet or 175 feet, respectively. The Preliminary Site Plan provides an eastbound left -tum pocket 248 feet long with a 1537 -foot taper on Fred Waring Drive at Palm Royale Drive. A pocket of this length would provide sufficient queue storage length to accommodate the projected year 2020+project peak bout 95tit-pereermle queue. The westbound left -turn movement from Fred Waring Drive onto Washington Street would require dual left -tura faces with 275 feet of queue storage per lane to accommodate the Projected year 2D20+Froject peak season peak hour turning volumes. The Preliminary Site Plan includes dual westbound left -tum lanes 275 feet long with a 1517 -foot tapes an Fred Waring Drive at Washington Street. Left -Turn Bays on Palm Royale Drive Adjacent to the Site Only minimal queue storage (one car length) would be needed for the northbound and southbound left -turn bays on Palm Royale Drive at Route DrivelAccess F. The rM recommended minimum left -true queue storage length is 50 feet for rural areas and 100 feet for urban and suburban areas. The ITE suggests a standard taper length of to0 feet for single left -tura lames a The minimum length for auxiliary left -turn lames in La Quinti is 100 feet plus the taper length. A flush southbound left -turn bay should be painted on Palm Royale Drive at the intersection of Fred Waring Drive when this intersection is signalized, if the City of La Quinta synchronias this traffic signal with the traffic signal .at the intersection of Washington Street and Fred Waring Drive. the future traffic signal at Palm Royale Drive and Fred Warne Drive may be required to have a matching cycle length of '120 seconds. With a 120 -second cycle length, the southbound left -tum back-of�queue on Palm Royale Drive could extend 275 fent north of Fred Waring Drive ducting the evening peak hour upon General Plan buildout. 'Me space available for the southbound left -turn bay on Palm Royale Drive would be limited to approximately I50 feu to allow for back-to-back left -tum bays within the 360 feet between Rome Drive and Fred Waring Drive. Therefore, the southbound left -tum queue of vehicles on Palm Royale Drive at the future traffic signal on Fred Watling Drive would have the potential to overflow the southbound left -turn bay during the evening peak hour, but should not block the intersection at Access FlRome Drive. Although the overflow would block the southbound through and right -tum lane, these movements have relatively low tic volumes. since Palm Royale Drive terannvt'c at Fred Waring Drive. If the southbound approach of Palm Royale Drive is improved to provide an exclusive left - turn lane and a shared leftlthroughkight-turn lane, the left -rima 95th -percentile back -of - queue length would be reduced to 150 fest per lane. The traffic signal at the int on of 3. Stover, Vergil G., and Koepke, Frank 7., Transportation and Land Development, Institute of Transportation Engineers, Second Edition, 2002, p. 5-53 and 5-57. Palm Royale Drive and Fred Waring Drive would need to be split phased (i.e., provide separate a-Wsnuth phasing) to eliminate movements that would conflict with vehicles using the southbound shared lane. Location of Access F on Palm Royale Drive The Preliminary Site Flan was evaluated to demmiiae if there is a better location for the site driveway on Palm Royale Drive (which is proposed opposite Rome Drive)_ On Palm Royale Drive, the northbound left -turn bay at Rome Drive would be located immediately north of the southbound left -tum bay at Fred Waring Drive. With the back-to-back left - tum bays, the 360& feet between Rome Drive and Fred Waring Drive is the minimum offset that would be capable of accommodating a left -turn bay for access into the Project site. North of Rome Drive, the alignment of Palm Royale Drive has a horizontal curve that wraps around the project site. A site driveway on Palm Royale Drive relocated 450 feet north of Fred. Waring Drive would be located on tate inside of a horizontal curve that would restrict the intersection sight distance. The potential currently exists for southbound left -turning traffic on Palm Royale Drive to bypass the unsiguaUzed intersection of Palm Royale Drive and Fred Waring Drive by diverting tiuough the adjacent residential neighborhood using Rani Drive, Milan Court, and Naples !]rive m access the unsignalized intersection of Venice Drive and Fred Waring Drive, Since the intersection of Palm Royale Drive at Fred Waring Drive and the in[erstxtion of Venice hive at Fred Waring Drive are both uasigaalized, them are sutrstantial delays associated witft the southbound left -tum movement aorta Fred Waring Drive during peak truffle flaws when the middle school classes start in the morning and end in the afternoon. Diverting through the residential neighborhood may reduce travel tare somewhat today; therefore, s'ugnaliration of Ehu intetaection of Palm Royale Drive at Fred Waring Drive should be initiated as soon as possible. The new signal should reduce the delay associated with the southbound left -turn movement from Palm Royale Drive onto Fred Waring Drive and substantially reduce the temptation for motorists to cat through the neighboring residential community to the east. 6.7 CONSISTENCY WITH RELEVANT PLANNING PROGRAMS The proposed development appears to be Consistent with the General Plan land use designation of the site. An abutting streets would be widened to their ultimate master - planned cross sections. The location and design of the site aesess points conforms to aA of the General Plan circulation policies. The master planned Class H on -mad bikeway lanes (along Washington Street and Fred Waring Drive) and sidewalks would be constructed adjacent to the site in conjunction, with the other transportation improvements made to facilitate site access. The bikeways shall be a minimum of 6 feet i.rt width and conform to Caltrans specifications outlined in Planning and Msign Criteria for,BWWays fn California. The master planned pedestriaalhiking trails depicted along Washington Street and Fred Waring Drive appear to be incorporated in the Site Plan, Washington Street is a designated truck route. The project incorporates a service and delivery vehicle access on Fred Waring Drive and on Washington Street, which would allow outbound trucks to turn right onto northbound Washington Street, between platoons of northbound vehicles, and return to latemte iO. No project -related truck traffic would be allowed on Palm Royale Drive, north of the project site, or on Rona Drive (east of the site). 6-8 6-9 The proposed site access plan limits left -turn access onto Washington Street and Fred Waring Drive in an effort to minimize the number of signalized intersections along these two principal roadways. The developer would be required to provide raised center medians on Washington Street and Fred Waring Drive to fmuict turning movements. This would Tvethessafetyandcinity. eveper wd leng[heri exciting lefr-arra laces and pmvrde additional throuand saesthat wod significantly improve the capacity of the abnttrng roadway network educe delay. in addition, [he developer shall be responsible for oonrrilruting to the cost of the traffic signal at the intcrsectioa of Palm Roya[e Drive and Fred Waring Drive, which is warranted by existing traffic volumes and levels of control delay. The project would improve the City's local jobslhouLsing balancc, produce shorter work commutes, and reduce traffic associated with workrelated but migration. The project is a mixed-use development that would permit people who work in or visit the on-site offices to satisfy their retail and pharmaceutical needs on-site, without using the abutting street system- The proposed project weu3d provide TDM elements in the design, as required by the ctLy of E a Quina TDM Ordinance (such as transit -related improvements, safe and coaveaient bike access, efficieuF pedestrian access, etc.) and the City of La Quinta conditions of approval. The Project applicant will refer to the "La Quinta Municipal Code•, when determining the applicability of site specific TDM elements. 6.8 ADEQUACY OF MASTER PLANNED STREET SYSTEM Since the proposed Project is ernsis'er" witb the Genera" Play land use designation of the site, the project should be adequately served by the roadway network identified in the Circulation IIement ul the City of La prints Conrprehertsive Genera! Plan. However, the analysis of the daily VIC ratios in rhe study area upas General Plan Burildout [with and without site traffic) indicates that the master planned trnrisporristioa system wilt not be adequate to serve the land uses in tlse General Plan az acveptable levels of service without the following upgrades. To attain and maintain IAS D or better operation on a daily basis upon General Plan buildout with or without the proposed project, the following roadways would require a daily capacity greater then that associated with Their existing master planned classification. • Washington Street (from north of Hovley Lane to Highway 111) would need to be upgraded to an 8 -lane Augmented Arterial Highway. • Washington Street (south of Avenue 48) would need to be upgraded to an 10 -lane roadway. • W�rive (firm west of Warner Trail to Washington Street) would need to be upgraded to an &-line Augmented Arterial Highway. • Hiaway l i t (east and west of Washirugton Street) would need to be upgraded to an 8 -lace Augmented Arterial Highway. To ensure LOS D or better operation on a peak hour basis upon General Pian buildout, with or without the proposed project, three intersections would require approach lane improvements that may exceed the La Quints Circulation Element classifications. The intersections of Washington Street G Fred Waring Drive, Washington Street @ Miles Avenue, and Washington Street @ Highway 111, would require Washington Street to be improved to 8 lanes to provide acceptable levels of service. SLace the City of La Quinta generally does not require right -tura deceleration lanes on suteets with 8 lanes, upgrading Washington Street from 6 lanes to 8 lanes may replace the currently required right -turn deceleration laces on Washington Street with a fourth through lane. Projected peak hour traffic volumes on Highway 111 demonstrate the treed to widen Highway I i l to an 8 -lane facility at Washington Street. Although currently a State Highway, the City of La Quinta is processing a request to take responsibility for Highway 111. Highway I I I is expected to become the responsibility of the City of La Quinta within approximately one year. The City of 1A Quints has generally recognized the need to improve Washington Street as an 8 -lane facility and has designated Washington Street as an Augmented Major, between Highway 1 i 1 and Avenue 48, where it controls both sides of tht street. However, the responsibility for Washington Street is split between four different jurisdictions. North of the Coachella Valley Stormwater Channel (just north of Chaarel Drive), the west side of Washington Street is in the City of Indian Wells. North of Fred Waring Drive, the west side of Washington Street is in the City of Palm Desert. Just north of Paim Royale Drive. the east side of Washington Street is in unincorporated Riverside County. Aithouth the traffic projections herein may indicate the need to apgrade Washington Street to an $ tare Augmented Major, jurisdictions on both sides of the street would aced to agree to upgrade Washington Street. if it is not feasible to improve Washington Street to an &-hose facility, it may be possible to improve the roadway capacity by localized flaring at The intersections. 6.9 IMPACT ON ACCESS TO SURROUNDING LAND USES Motorists select routes to minimize their travel time and the distance traveled. if the arterial street system is improved in a timely fashion to provide acceptable levels of service and traffic signals arc installed where and when warranted, -through" traffic will utilize the arterial streets, rather than two-lane residential str m through adjacent neighborhoods, to reach their destinations. If the average travel speed on the arterial network drops to the extent that it is faster to cut through a neighborhood. some motorists will opt to divert to the faster mule, particularly if it allows them to arrive at school or work on time. Residential Community to the East Through -traffic movements it residential communities are undesirable. The use of local streets for through -traffic movements is sometimes caused by inadequate peripheral major street capacity. Without a traffic signal at the intersection of Palm Royale Drive and Fred Waring Drive, southbound vehicles currently experience LOS F and excessive delay in the morning peak hour on Palm Royale Drive at Fred Waring Drive. The excessive delay currently encourages motorists to use Rome Drive to bypass the queue by driving through the residential area to the intersection of Venice Drive and Fred Waring Drive. However, the proposed project did not connect Rome Drive to Palm Royale Drive. The applicant is not responsible if that connection enables motorists to divert through the community to avoid congestion at the intersection of Palm Royale and Fred Waring Drive. By participating in the construction of new traffic signals that will reduce the delay at the intersection of Palm Royale Drive and Fred Waring Drive (as well as widening Fred Waring Drive adjacent to the [site) the applicant will improve the peripheral street capacity. This should reduce the volume of "through" traffic that is diverting through the residential area to the east. That does not necessarily' ly, however, that the traffic volume on Rome Drive will decrease when the project is corp. Some of the adjacent residents will use Rome Drive and Palm Royale Drive to turn left onto Fred Waring Drive at the new traffic signal. Some of the residents living in the adjacent community will use Rome Drive to 6-10 6-11 aooess the project site. Both of these changes in the current travel patterns of the adjacent community would increase the traffic volume on Raine Drive. Residents of the adjacent community are currently using the local streets east of the project site to make their home-based shopping and home-based work trips. Any nips being made currently by the residents of the adjacent resi.dennal community an their local residential sheet network, should not be considered an impact associated with the proposed project, even if they will terminate at the project site in the future. The project will no doubt intercept shopping and employment trips and reduce the distance that these residents have to travel to shop and work. However, that is a positive impact in that it will reduce the traffic demand on the arterial streets cuneutly being used these proposes. The proposed project should not generate new commercial or house based work trips in the adjacent residential community to the east. However, the trips that are currently being generated on the residential street system by the residents for these purposes may be distributed to different access points after the project is completed. The City of h.a Quinta is concerned that the full -turn Site Access F proposed on Palm Royale Drive, opposite the existing Rom Drive, will Lead to a significant traffic volume going into the subdivision to the east to bypass the intersection of Palm Royale Drive and Fred Waring Drive. The City of i..a Quinti recommends that Access F not be aligned with Rome Drive and that the developer address what measures he will provide to deter traffic from using Rome Drive to access the shopping center, should this became an issue, following completion of the project. Although the current peak hour traffic volurnes are sufficient to mea the peak hour traffic signal volume warrant, the intersection of Palm Royale Drive and Fred Waring Drive is not signalized today. Consequently, the control delay associated with soutbbound left turns onto Fred Waring Drive is excessive and the southbound queue during the peak hours is substantial, The installation of new traffic signals at the intersection of Palm Royale Drive and Fred Waning Drive should substantially improve the operation of this intersection and reduce the delay to southbound vehicles to acceptable levels. This should reduce the need to cut through the adjacent neighborhood to avoid congestion. There does not, therefore, appear to be, a need for traffic calming measures to minimize the potentiate for cut -through traffic associated with the proposed project on Rome Drive or Venice Drive. The intersection of Venice Drive and Fred Waring Drive is not signalized. As traffic volumes increase on Fred Waring Drive, it will be easier to turn left onto Fred Waring Drive at the signalized intersection at Palm Royale Drive than at the two-way stop- conavlled intersection at Venice Drive. The most likely reason far "through" triflic to be in the residential community located east of the project site, appears to be to seek a "short cut" around the southbound queue on Palm Royale Drive at Fred Waring Drive which is generated largely by parents after dropping their children off at the Colonel Mitchell L. Paige Middle School in the mornings. The 95th -percentile back -of -queue length an the Palm Royale Drive southbound approach to Fred Waring Drive in the moming peak hour is currently 425 feet (17 car lengths). With an average southbound control delay of 198 seoonds/vehiele in the morning peak hour, it would be surprising to not find southbound motorists diverting through the adjacent residential community via Rome Drive and Venice Drive to reach Fred Waring Drive in an effort to avoid the delay on Palm Royale Drive at Fred Waring Drive. Tice intersection of Venice Drive and Fred Waring Drive is not signalized. Thew€ore, it does not eliminate control delay for southbound motorists turning onto Fred Waring Drive after dropping off children at the middle school. However, once the intersection of Palm Royale Drive and Food Waring hive is signalized, the southbound delay an Paha Royale Drive associated with this intersection should drop to acceptable levels. When that happens, the temptation to divert around this intersection by cutting through the adjacent community on residential srects should be greatly reduced. Any westbound motorists on Fred Waring Drive who enter the community via Venice Drive, on the way tv the middle school, are forced to slow down to turn left ante Rothe Drive (to travel parallel to Fred Waring 1]rive} then wast az the STDP sign far a gap of adequate sire in the rtarthbound traffic stream before turning right ohm Palm Royale Drive. Given the speed of vehicles on Fred Waring Drive and Palen Royale Drive, this short cur' should not be pautcularly effective a[ reducing travel time (or the distance travehtxi}once the new h�ffic signals are installed at the interseetien of Palm Royale !hive aid Fred Waring Drive. Residential Community to the West in Palm Desert On Washington Street, in the project vicinity, the posted speed limit is 50 mph. Traffic volumes ase high and there ase substantial turning volumes at the intersection of Fred War* gDrive that must be stored in separate turning lanes to expedite the movement of through traffic, increase the intersection capacity, permit the controlled movement of turning traffic, and promote the safety of all traffic. This is accomplished by providing lanes that remove turning vehicles from tha through travel Lanes. The provision of left -tuna lanes is essential from bath a capacity and safety perspective. The length of the left -tum hays on major roadways should be sufficient to store all arriving left -nun vehicles at least 95 percent of the time of tiro time. The projected growth in the southbound traffic volumes on Washington Street that will be turuing left onto Fred Waring Drive in the peak hour will increase. the queue storage length required to accommodate these vehicles in the dual left -tum lanes. When a raised median is constructed on Washington Street, opposite the project site, the southbound Left -tum lanes will need to be increased in length to accommodate the year 2020 peak hour queues. From Table 5-8. the required queue storage length is projected to be 450 fent in each Line. The existing northbound left -tum We on Washington Street, at Calle las Brisas, will have to be closed to provide additional queue storage spare in the southbotutd left -tum lanes at Fred Waring Drive, The recommended closure of toe northbound left -turn lane on Washington Street at Calle Las Brisas is the result of existing traffic volumes and projected future increases in ambisnt traffic volumes on Washington Street, rather than the result of the proposed project. The modifications identified for the intersection of Calle Las Brim and Washington Street will be needed to improve the traffic safety and operational characteristics of this intersection and provide sufficient southbound left -tum queue storage on Washington Street 31 Fred Waring hive with or without the proposed project. The closure of the existing northbound left -tura lame on Washington Street, at Calle has Brisas, will reduce access to the community west of Washington Street and north of Fred Waring Drive, in the City of Palm Desert, Alternate routes are available to satisfy the demand for this movement. Northbound motorists can turn left at Fred Waring Drive and then tum right into the neighborhood at the gated entry located west of Washington Street.. This alternate route may result in an incremental increase in indirect travel that would increase travel time and distance traveled to access their residences. Based on the law 6-12 6-13 traffic volumes currently turning teff from Washington Street onto Calle Las Brisas in the peak hours, the length of the queue in the southbound through banes on Washington Street is already discouraging residents from using the northbound left turn bay on Washington Street to access the gated entry on Calle Las Brisas. Baud on the existing peak hour traffic count data, Palm Desert residents who utilize Calle Las Brisas for access are aware of the difficulty associated with taming across Washington Street during the peak hours. As shown in Figure 3-3. no vehicles were observed making northbound ]eft turns from Washington Suet onto Calle Las Brisas in the morning or evening peak hours. Similarly, no vehicles turned left acrass Washington Street from Celle Las Brim in the morning peak hour. However, eight vehicles turned left from Calle 1.2.5 Brisas across Washington Street during the afbarnooa peak hour traffic count. The total eastbound approach delay an Calle Las Brisas at Washington Street currently averages 39.6 seconds per vehicle in the evening peak hour, which is indicative of LOS £ operation. Since 22 vehicles turn right, whereas eight vehicles turn left from Calle Las Brisas, the delay experienced by motorists turning left across Washington Street is even greater than the average eastbound approach delay identified above. As traffic volumes increase on Washington Street, eastbound left mens from Calle Las Brisas will become increasingly difficult in the Amine. Residents attempting to make two- stage left -toms by pausing between the southbound and northbound lanes on Washington Street will experience additional delay and eventually LOS F operation, as volumes on Washington Street increase. Furthermore. as conflicting traffic volumes on Washington Street increase in the future, these residents will be exposed to an increased risk of broadside and sideswipe collisions (as the number of gaps in the traffic stream within the through lanes on Washington Street through which they can turn decreases). Since alternate routes are available to the affected residents with sufficient capacity to accommodate the additional demand. the modifications recommended to improve traffic operations and safety at the intersection of Washington Street and Calle Las Brisas are considered reasonable, prudent, and appropriate with or without the proposed project. The construction of a directional median opening on Washington Street at Site Access B will simplify the operation of this intersection and improve its operational and safety characteristics. The improvements proposed will close the median to eastbound through and left.Mm movements (across Washington Street from Calle Las Brisas) and restrict westbound through and left -tam movements (across Washington Street from Access F). Some residents of Palm Desert, tray twhm traffic conditions permit) be able to exit their community today by turning from Calle Las arises onto northbound Washington Street. In the future. these residents will be required to tarn right onto southbound Washington Street then weave across the through lanes to make a U-turn at a median opening to proceed northbound. This will cause indirect travel and increase their travel time and distance traveled. As an alternative, they may apt to use the northern gate on Washington Street (at Tucson Circle) to leave the community and travel southbound on Washington Street then make a U -tors at a median opening to proceed northbound on Washington Sftwe This will increase the amount of traffic moving through the corununity to the northern gate and indirect travel on Washidgton Street by these residents. Thus, access for residents in the adjacent community will be less convenient and more time consuming. once the proposed project is completed and a raised median is constructed on. Washington Street. however, this would be the case eventually with or without the project, i.0 MITIGATION MEASURES The following recommendations reflect City of LA Quints ordinance or policy requirements that apply to all development as conditions of approval. 1. Prim to the issuance of building permits, the applicant shall dedicate street right -0f - way to provide for a half -sura in accordance with the ultimate right-of-way of each abutting master planned street. 2. The applicant shall provide for the necessary street improvements to be installed abutting the site including the half street, concrete curbs and gutters, and sidewalks, in accordance with City standards. 3. The applicant shall provide the necessary master plumed bikeway improvements both on-site and abutting the site. in accordance with City standards. 4. Sufficient off stteet parking and commercial loading spaces shall be provided on -sine to meet the requirements of the "La Quints Municipal Code" and the "Uniform Federal Accessibility Standards:' 7.1 SITE ACCESS MODIFICATIONS The following mitigation measures should be incorporated in the project to minimize the potential for significant adverse pmjectsp eche access and circulation as well as cumulative impacts art the trausportation system. Figure Cel illustrates numerous design recommendations and site access improvements intended to facilitate the safe and efficient movement of vehicles between the adjacent roadways and the site without adversely impacting the through movement of vehicles on the abutting roadways. Future refinements to the Pre4mmary Site Plan should incorporate the recommended site access modiftcztions in Figure 6-1. subject to their review and approval by the City Engineer to insure compliance w"itli City access and design standards. To provide positive control of left turns, a nontravetsable (raised) median shall be provided on Washington Street (opposite the site) and on Fred Waring Drive (from Washington Street to Palm Royale Drive) in conjunction with the development of the lobed project. No left -turn egress will be permitted from site access driveways on Washington Street or on Fred Waring Drive. A channelized directional median opening shall be provided on Washington Street (at Access B) and on Fred Waring Drive (at Access D) designed to permit left -turn ingress but restrict turning movements that would be undesirable from a traffic opetauons and safety perspective (including left -turn egress from the site). Adequate queue storage space shall be provided in the left -turn hays associated with Access B and Access D (to the satisfaction of the City Engineer) to ensure that anticipated lett-mm queues ate accommodated out of the through travel lanes on the abutting high-speed highways. Clear unobstructed sight distances shall be provided at all site driveways. All of the site driveways shalt be controlled by STOP signs facing traffic departing from the site onto the abutting streets. The site design shall provide the facilities necessary to safely integrate alternate transportation modes such as bicycles, pedestrian access, and transit operations into the site access and circulation system and minimize the area where vehicle conflicts with bicyclists, 6-14 7-1 transit vehicles, and pedesaians could occur. Ramps nice Ling Americam with D!,vabiliries Act Accessibility Guidelines shall be provided at 211 on-site intersections and site driveways. Access B on Washington Street The proposed site access on Washington Street, opposite Calle Las Brisas, shall include a directional median break which allows southbound left turns into the project site and right- in/right-out movements for Access B and Calle Las Brisas. The median break will not allow: northbound left turns, eastbound or westbound through movements, easd"7u d left turas, or westbound left -tarn egress across Washington Street. The southbound left -turn lane proposed on Washington Street at Access BlCeiie Las Brisas will provide a refuge and median break in which southbound traffic on Washington Street can make U-turns (e.g. residents in Palro Desert that take access from Tucson Circle) without impacting the intersection of Washington Street and Fred Waring Drive. During the evening peak hour, the southbound left -tum queue on Wasl»ngtort Street, at the intersection of Fred Waring Drive, often extends beyond the dual ]eft -turn lanes. This situation is tndesisabie and can adversely affect the safety and operation of this intersection. The developer will be required by the City of Ls �ttinm to ceasruct a raised median on Washington Sr.rth of i?red Waring Drive, in conjunction with the Proposed PmJect. When the median is coustsuctcd, the dual saut6bound ]eft -turn lanes at Fred Waring Drive will need to be lengthened to accommodate the existing and projected future left-ttna vahrmes 95 percent of the tithe. The need tv extend these left -tum laces will continue to increase with or without the proposed project. To provide sufficient queue storage space in the dural southbound left -tura lanes on Washington Street at Fred Waring Drive, these left -turn [a= will need to be extended northerly as far as feasible without impacting the directional median opening proposed at Access 13/Calle Las Brisas. Consequently. the existing northbound left -tura bay on Washington Street at the intersection of Calle Las Brisas will need to be closed. Since the northbound left -turn volume at the interwotion of Washington Street and Calle Las Brisas is negligible today (no vehicles were observed making the northbound left -turn during the two-hour morning or two-hour evening counts). the dual southbound left -tum lam at the intersection of Washington Street and Fred Waring Drive shall be extended to the north as far as possible. The future through volume an Washington Street will make the eastbound left tura movement hazardous, as very few gaps in the northbound and southbound traffic stream will be long enough to permit eastbound vehicles on Calle Las Brisas to enter the northb xmd traffic flow. Since Calle Las Brisas is located ton close to Fred Waring Drive to permit signalization, the eastbound left -tum movement shall be eliminated by the directional median opening proposed at the intersection of Washington Street and Calle Las Brisas. Access D on Fred Waring Drive The middle site driveway on Find Waring Drive (Access D) will be permitted right -tum inlow access and left -tum ingress. This intersection shall be configured with a directional median break on Fred Waring Drive which permits eastbound vehicles to tum left into the project site, but restricts outbound left turns wross Fred Waring Drive. Access F on Palm Royale Drive Opposite Rome Drive To minimize potential impacts on through -traffic movements along Palm Royale Drive and promote safety, it is recommended chat a northbound and a southbound left -turn lane be painted on Palm Royale Drive at Rome DrivelSite Access F. A minimal JOG -foot long left - tum bay would provide sufficient queue storage for both of these tum bays. A single exit Lane and entry lane would provide adequate capacity forAccess F at Palm Royale Drive. A STOP sign should be installed facing eastbound traffic, exiting Access F at Palm Royale Drive. 7.2 AttxnjARY LANES REQUIRED Two of the five site access driveways (Site Access B and C) are projected to serve entering volumes sufficient reach the 50 peak hour right -turn threshold and require a right -turn deceleration lane. Based upon a speed of 50 mph, Engineering Bulletin #D6.13 specifies a deceleration length of 248 feet, which includes a 150 -foot transition. The Site Plan includes the appropriate right -;tun deceleration lane length and transition on Washington Street at Site Access B. The right -arm deceleration lane at Site Access C is constrained by the adjacent Site Access D to approximately 175 feet in length. It has been located onsite adjacent to the westbound right -turn deceleration lane for vehicles turning onto Washington Street to minimize interference with these vehicles on Fred Waring Drive. The Preliminary Site Plan also includes a right -turn deceleration lane and transition at Site Access E, where 41 right -taming vehicles are expected to tum right into the site in the peak hour. The Preliminary Site Plan inciudes left -urn bays for inbound vehicles on Washington Street (at Site Access B) and on Fred Waring Drive (at Site Access D). The left -nun bay on Washington Street at Site Aocess B shown on the Preliminary Site Plan appears to be 150 feet long with. a 150 -foot transition (to remain within the project frontage, as required by the City of La Quinta). The left -turn bay on Fred Waring Drive at Access D shown on the Preliminary Site Plan appears to be 248 feet long with a 150 -foot transition. Both left -tum bays will be long enough to accommodate the 950 -percentile queue storage for traffic waiting to turn into the project site during the pease commuter hours, when the turning volumes will peak but vehicle speeds on the abutting roadways are substantially lower than 50 mph. The 95th -percentile left -tam queue storage length is projected to be 50 feet on Fred Waring Drive at Access D and 150 feet on Washington Street a[ Access B. Right -Turn Deceleration Lanes 1. A right -turn deceleration lane with no storage length shall be constructed by the developer an Washington Street at Site Access R. including 248 feet of deceleration length (which includes a 150 -foot transition) as required by the City of La Quinta. 2. The developer shall construct an on-site right -urn deceleration lane with no storage length on Fred Waring Drive at Site Access C. as required by the City of La Quinta. Left -Turn Deceleration Lanes 1. The developer shall provide a left -turn bay with 150 feet of queue storage in the raised median on Washington Street at the southern site driveway (opposite Calle Las Brisas) to accommodate the projected 95th -percentile queree length associated with the directional median opening to be constructed. 2. The developer shall construct a left -tum lane on Fred Waring Drive at Site Access D with adequate queue storage (50 feet, as shown in Table 5-8) to accommodate the projected 95th -percentile queue length in conjunction with the construction of the directional median vening. 7-2 7-3 3 . A 100 -foot long painted northbound left -tum bay shall be provided on Palm Royale Drive at Site Access F. 4. A 100 -foot long painted southbound left -tum bay shall be provided on Palm Royale Drive at Rome Drive. 5. A painted southbound left -turn deceleration lane shall be provided on Palm Royale Drive at Fred Waring Drive with adequate queue storage to accommodate the a5th- percentile queue length (as shown in Table 5-9) in coojunction with the installation of the traffic signal at this intersection. A left -turn. bay 150 feet long would be adequate, provided the adjacent southbound lane is a shared leftlthroughlright-turn lane and a split -phase signal is install ed to facilitate the southbound left -tum movement. 7.3 TRAFFIC SIGNAL MODIFICATIONS Based upon the existing traffic volumes, the intersection of Palm Royale Drive and Fred Waring Drive exceeds the peak hour signal volume warrants in the morning peak hour. Traffic associated with the new Colonel Mitchell Paige Middle School on Palm Royale Drive peaks at this intersection in the twenty minutes before the school day beings and the thirty minutes at the end of each school day. The applicant should contribute on a fair - share basis to the cost of designing and installing new traffic signals at the intersection of Palm Royale Drive and Fred Waring Drive to achieve and maintain the City of La Quinta minimum intersection performance standard of LAS D. New traffic signals must be installed and operational at the interaction of Palm Royale Drive and Fred Waring Drive when the project opens. The projected traffic volumes in the year 2010 appear to be sufficient to warrant east/west left•tum phasing, based upon the guidance provided in the MUTCD 2003 California Suppiement. Therefore, consideration should be given to the provision of eastlwest left- turr pphasing when ttaffic signals are designed sad constructed at the intersection of Palm Royale: Drive and Fred Waring Drive. In addition, a signal intesr(=W may be required to facilitate the future coordination of traffic signals along Fred Waring Drive. The signal cycle length used to synchronize the signals along Fred Waring Drive should be as short as feasible to ri11nimize control delay and queue lengths associated with traffic on the minor street approaches. A split -phase signal would facilitate the southbound left -tura movement and perrait vehicles waiting to complete their trams to queue in two lanes on Palm Royale Chive (a dedicated left -burn lane and a shared rightlthroughAeft•turn lane). However, this may not be feasible since signal coordination is undertaken in concert with neighboring jurisdictions which may require longer cycle lengths and standard phase operation of signals may be required for signal coordination. The delay at certain tunes of the day and year may therefore be unavoidable and impractical to mitigate. 7.4 ROADWAY WIDENING The project proponent shall dedicate appropriate right-of-way and improve Washington Street, Fred Waring Drive, and Palm Royale Drive, adjacent to the project site, as required by the City of La Quinta. The improvements shall include widening these three roadways to their master planned half -sections, adjacent to the project site, as required by The Ciry of La Quinta General Plan. Year 2010 Roadway Widening For Washington Street to meet the City's minimum daily performance standard without site traffic, sixteen of the eighteen roadway segments along Washington Street will require widening from the existing six -lane cross-section to an eight -lane cross-section. An eight - lane cross-section would exceed the master planned classification of fourtom of the sixteen roadway segments that would require widening. Following the addition of project -related traffic, no additional roadway segments along Washington Street are projected to exceed LOS D on a daily basis. However, the level of service on three of the roadway segments would drop from LOS E to ids F. To maintain LDS D or better operation on a daily bass, two of the eight roadway segments evaluated along Fred Waring Drive would requite widening to a six -lane cross-section with or without site traffic. Since the two roadway segments that require widening to a six -lane cross-section are located adjacent to the project site, this widening will take place in conjunction with development of the site. All other master planned roadways are projected to operate at acceptable levels of service. Year 2020 Roadway Widening Several roadway segments in the study area will need improvements to provide LOS D or better with year 2020 General Plan buildout traffic volumes. The analysis of General Plan buildout daily traffic volumes assurnes that roadways are fully built -out to their General Plan cross-sections, but several roadway segments would require upgrading within the Circulation Element to provide acceptable levels of service, with or without project traffic. Washington Street was assumed to be improved to provide the master planned capacity of an 8 -lane Augmented Major, between Highway 111 and Avenue 48. These improvements would provide acceptable levels of service along this portion of Washington Street with General Plan buildout volumes, with and without site traffic. The entire length of Washington Street within the study area will require eight lanes to provide acceptable levels of service with year 2020 traffic volumes, with and without site traffic. Even with eight lanes, the portions of Washington Street located south of Avenue 48 and between Fred Waring Chive and &fries Avenue are projected to operate at LOS E on a daily basis with site traffic. Fred Waring Drive was assumed to be unproved to provide the master planned capacity of a 64ane Major Arterial along its entire length by the year 2020. however, the portion of Freud Waring Drive located west of Washington Street will require eight through lanes to provide acceptable levels of service in the year 2020, with or without sit traffic. This segment of Fred Waring Drive separates the City of Palm Desert (to the north) from the City of Indian Wells (to the south). Highway 111, west of Washington Street, was assumed to be improved to provide lire master planned capacity of an 8 -lane Augmented Major by the year 2020. highway 111, east of Washington Street, is projected to operate at LOS F as a 6 -lane Major Arterial. To provide acceptable levels of service on a daily basis, ifighway 111, east of Washington Street, will need to be upgraded to an 8 -lane Augrnealtd Major. All other master planned roadways are pmjectcd to operate at acceptable levels of service. 7-4 7-5 i the project -related change in the intersection critical volume -to -capacity ratio will be on Washington Street adjacent to the project site (on north of Fred Waring Drive) on identified to assess the significance of the project specific impact. November 16, 2006. The 24-hour traffic count revealed that the highest traffic hour on Washington Street occurred between 2:45 PM and 3:45 PM. As a result, the count data Since there is no single LOS identified by the HCM methodology for unsignalized a collected between 4:00 PM and 6:00 PM was increased by 6.4 percent and the count data intersections with two-way stop control, the significance of the impacts at the site access collected between 3:30 PM to 6:30 PM was increased by 42 percent to reflect the actual intersections cannot be evaluated with these criteria. Furthermore, determining the project- peak hour between 2:45 PM and 3:45 PM. specific impact, based upon the change from the existing LOS does not appear to be meaningful if a project would not be completed prior to the year 2010 (and the Based upon the 24-hour traffic count data collected on Washington Street; :it was existing+project scenario would never be realized). Therefore, the project -related change in determined that 8.1 percent of the daily traffic occurs during the highest hour. Daily traffic future year 2010 and General Plan buildout LOS and control delay will be provided to volumes throughout the study area will be estimated from the evening peak hour volumes identify the si--nificance of project specific impacts. by expanding them with the 8.1 percent factor. Study Area and Key Intersections Traffic Growth Rates The study area and twelve existing key intersections were identified through coordination f Traffic counts made in 2006 at intersections north of Highway 111 were increased by 5 with the City of La Qui nta, as shown in Figure 2. The key intersections include: 1 ; percent to reflect the existing (year 2007) traffic conditions. The peak hour traffic volumes at the intersections of Washington Street at Highway 111 and Washington Street at Avenue • Washington Street @ Avenue 42/Hovley Lane; i 48 were increased by 8 percent to reflect year 2007 conditions. Since the current peak • Washington Street @ Avenue of the States; season began in November of 2006, traffic counts made in November 2006 were • Washington Street @ Palm Royale Drive/Mountain View Ave.; considered to reflect year 2007 peak season conditions without adjustment. • Washington Street @ Calle Las Brisas; • Washington Street @ Fred Waring Drive (Avenue 44); l Future Conditions • Washington Street @ Miles Avenue; • Washington Street @ Channel Drive; Scenarios Evaluated • Washington Street @ Highway 111; • Washington Street @ Avenue 48; C The traffic study will address the following scenarios: • Fred Waring Drive @ Warner Trail; : • Fred Waring Drive @ Palm Royale Drive; and • existing (year 2007) peak season conditions; • Fred Waring Drive @ Adams Street. • year 2010 ambient conditions (with cumulative development); The traffic impact study will discuss the two site access intersections proposed with left- • year 2010+cumulative+project conditions; tum ingress: (1) opposite the intersection of Washington Street and Calle Las Brisas, and • year 2020 ambient conditions; and (2) the centrally located site access on Fred Waring Drive). • year 2020+project conditions. Existing Conditions The General Plan buildout traffic volume projections developed in the traffic study for the Seasonal Variations City of La Quinta 2002 Update of the Comprehensive Genera! Plan (Adapted March 20, 2002 were assumed to represent year 2020+cumulative+project volumes. Ager removing Peak season weekday morning and evening peak hour traffic counts were made by Counts the cumulative traffic volumes and the project -related traffic volumes, the difference Unlimited. Inc. between March 21. 2006 and April 18, 2006 at five of the key between the remaining year 2020 background traffic volumes and the year 2007 existing intersections. Additional counts were made between November 9, 2006 and November volumes was identified to permit year 2010 background volumes to be estimated through I6, 2006 at six key intersections. The intersection of Adams Street and Fred Waring Drive interpolation. This will allow the existing (year 2007) traffic volumes will be was recounted on January 17, 2007 because the north leg of the intersection was closed proportionately increased to reflect the growth in regional development expected to occur when the traffic, counts were made in 2006, All of these traffic counts were assumed to by the year 2010. The cumulative traffic was then added to the year 2010 background occur during the peak traffic season. volumes to reflect conditions prior to the addition of site traffic. Highest Volume Hours Trip Generation Forecast The morning peak hour traffic counts were made between 7:00 AM and 9:00 AM. The The trip generation potential of the proposed residential development was detertnined from evening peak hour counts made in the Spring of 2006 were made between 4:00 PM and the trip generation regression equations published by the ITE in the most recent update of 6:00 PM. The City directed that the evening peak hour counts made in the Fall of 2006 be the Trip -Generation manual (Seventh Edition; 2003). Tablc i provides the peak hour and made between 3:30 PM and 6:30 PM. daily trip generation forecast associated with the proposed project. To identify the evening peak hour in the study area (as well as the portion of the daily traffic volume which occurs in the peak hour) a 24-hour machine traffic counter was placed scenarios, the PHF assumed will be that determined during the traffic count at the existing intersections. The PHF assumed for the future site access intersections for the 2010 scenarios will be that associated with the current traffic count data on the abutting street. Heavy Vehicle Mix The heavy vehicle mix to be assumed for the baseline and all future scenarios is eight percent. This value was determined from Caltrans truck count data for Highway 111 in the vicinity and confirmed with City staff.5 Applicable Level of Service Standard Based upon coordination with Mr. Paul Goble, the City of La Quinta minimum peak hour intersection performance standard is operation at LOS D. The traffic study will identify mitigation for any signalized key intersections projected to exceed the City of La Quinta I. minimum peak hour performance standard of LOS D during the peak hours in the peak season. Mitigation will be identified, as needed, to maintain LOS D or better operation at the signalized key intersections in the year 2010 as well as upon General Plan buildout. ' The HCM does not define a single level of service for unsignalized two-way stop - controlled (TWSC) intersections as a whole, but rather for the minor approaches and the conflicting left -tum moves from the major street. Each TWSC intersection where LOS D is projected to be exceeded on the approach with the most delay will be identified and evaluated on an individual basis to determine the appropriate level of mitigation. One factor that may influence the mitigation decision is the number of vehicles expected to be making the movement with the most delay. Since the installation of a traffic signal may be considered as mitigation, the appropriate spacing of signalized intersections will be discussed. A third consideration is whether or not alternative routes are available to accommodate the motorists during peak hours if a site access intersection has approaches or movements that do not provide LOS D or better levels of service. Any master planned roadway segments projected to have a daily volume -to -capacity ratio exceeding 0.90 (the upper limit of LOS D) will be identified as a potential impact. The widening required to mitigate the potential impact will be identified. j For each scenario, daily traffic volumes throughout the study area will be projected and a t . daily volume -to -capacity ratio link analysis will be performed similar to that included in the La Quinta General Plan Update Traffic Study. The daily volume -to -capacity analysis will assume the daily capacities shown in Table 2-1 of the La Quinta General Plan Update Traffic Study (i.e., six -lane divided major = 57,000 VPD; four -lane divided primary = L 38PW VPD; four -lane undivided secondary = 28000 VPD; two-lane undivided collector = 14,000 VPD; and two-lane undivided local street = 9000 VPD). The analysis will assume that the upper limit of LOS D is 0.90, and that each level of service is 10 percent of the daily capacity of the link. Thresholds of Significance The thresholds of significance included in Table 1 of City of La Quinta Engineering Bulletin #06-13 (December 19, 2006) will, to the extent feasible, be employed to identify significant adverse project -related traffic impacts at the signalized key intersections. For intersections operating at LOS D, LOS E or LOS F without site traffic, project -related increases in peak hour trips to critical movements shall be identified to determine significance. If an intersection operates at LOS A, LOS B or LOS C without site traffic, F 5. Telephone communication with Mr. Paul Goble, City of La Quinta, on January 18, 2007 L 3 asry Lv ] Figure 3 Nine Cumulative Developments nse�w m v�stireg Y s� o� a„ Cate Site r Od WwI2 k L � Mks RW. s i= Ch,m� a Legend 0 WRM-La Quinta Q2 Centre Point Development 03 Point Happy Estates ® Laing Luxury Homes -� 0 Washington Park © Caleo Bay Park 0 Vista Dunes Apartments QCostoo 4r rbl 90 Sam's Club Aren.mR � v'4 En L-oria g 8 Scale: 1 " = 293+7' scenarios, the PHF assumed will be that determined during the traffic count at the existing intersections. The PHF assumed for the future site access intersections for the 2010 scenarios will be that associated with the current traffic count data on the abutting street. Heavy Vehicle Mix The heavy vehicle mix to be assumed for the baseline and all future scenarios is eight percent. This value was determined from Caltrans truck count data for Highway 111 in the vicinity and confirmed with City staff.5 Applicable Level of Service Standard Based upon coordination with Mr. Paul Goble, the City of La Quinta minimum peak hour intersection performance standard is operation at LOS D. The traffic study will identify mitigation for any signalized key intersections projected to exceed the City of La Quinta I. minimum peak hour performance standard of LOS D during the peak hours in the peak season. Mitigation will be identified, as needed, to maintain LOS D or better operation at the signalized key intersections in the year 2010 as well as upon General Plan buildout. ' The HCM does not define a single level of service for unsignalized two-way stop - controlled (TWSC) intersections as a whole, but rather for the minor approaches and the conflicting left -tum moves from the major street. Each TWSC intersection where LOS D is projected to be exceeded on the approach with the most delay will be identified and evaluated on an individual basis to determine the appropriate level of mitigation. One factor that may influence the mitigation decision is the number of vehicles expected to be making the movement with the most delay. Since the installation of a traffic signal may be considered as mitigation, the appropriate spacing of signalized intersections will be discussed. A third consideration is whether or not alternative routes are available to accommodate the motorists during peak hours if a site access intersection has approaches or movements that do not provide LOS D or better levels of service. Any master planned roadway segments projected to have a daily volume -to -capacity ratio exceeding 0.90 (the upper limit of LOS D) will be identified as a potential impact. The widening required to mitigate the potential impact will be identified. j For each scenario, daily traffic volumes throughout the study area will be projected and a t . daily volume -to -capacity ratio link analysis will be performed similar to that included in the La Quinta General Plan Update Traffic Study. The daily volume -to -capacity analysis will assume the daily capacities shown in Table 2-1 of the La Quinta General Plan Update Traffic Study (i.e., six -lane divided major = 57,000 VPD; four -lane divided primary = L 38PW VPD; four -lane undivided secondary = 28000 VPD; two-lane undivided collector = 14,000 VPD; and two-lane undivided local street = 9000 VPD). The analysis will assume that the upper limit of LOS D is 0.90, and that each level of service is 10 percent of the daily capacity of the link. Thresholds of Significance The thresholds of significance included in Table 1 of City of La Quinta Engineering Bulletin #06-13 (December 19, 2006) will, to the extent feasible, be employed to identify significant adverse project -related traffic impacts at the signalized key intersections. For intersections operating at LOS D, LOS E or LOS F without site traffic, project -related increases in peak hour trips to critical movements shall be identified to determine significance. If an intersection operates at LOS A, LOS B or LOS C without site traffic, F 5. Telephone communication with Mr. Paul Goble, City of La Quinta, on January 18, 2007 L 3 Previous Coordination Guidance regarding the preliminary scope of the traffic study was requested by Endo Engineering in a letter dated August 28, 2006 sent to the City of La Quinta. The City of La Quinti responded to that letter by electronic mail on September 28, 2006. The [Sty directed that the ITE Trip Generation (2003) regression equations for weekday morning and evening peak hours be utilized to estimate the trip generation of the proposed project, as they would result in the highest trip generation forecast. An analysis of the peak season weekday morning and everting peak hour of the adjacent streets is required. An analysis of potential commercial impacts on Saturdays was not required. A worst -rase trip generation standard deviation sensitivity analysis was requested for inclusion in the study with average peak hour rates plus one standard deviation utilized for the commercial uses and site traffic volumes shown at all site access intersections. The City authorized the use of traffic volume adjustments which reflect "true" pass -by trips but not diverted pass -by trips. The traffic associated with cumulative projects to be identified by the City Planning Department was to be included in the study. The City of La Quinta has identified the study area and twelve key intersections, as shown in Figure 2.1 The City Planning Department has identified nine cumulative developments (as shown in Figure 3) and provided available traffic studies as well as the status of the developments (percent constructed)? All nine cumulative projects were assumed to be completed by the vear 2010. The adequacy of the available traffic count data £or five of the key intersections (counted between 4:00 and 6:00 PM) was discussed and new counts were authorized (from 3:30 to 6:30 PM) at seven key intersections, where current counts were not available.3 The thresholds of significance in Table 1 of the City's 'Traffic Study General Spec"ificadons' refer to project -related changes in LOS compared to the existing intersection IAS. however, the existing+project sceitario is never expected to exist, since the project would not be completed before the year 2010. Discussions with City staff have concluded that the significance of the project -related changes in LOS can be determined by comparing future year 2010 ambient (no project) conditions to future year 20IO+project conditions. The existing+project scenario need not be evaluated in the traffic study.4 Methodology Peak season weekday morning and evening peak hour conditions will be evaluated at the key intersections with the operational methodology outlined in the Highway Capacity Manual (HCM 20M) via the McTrans "Highway Capacity Software" (HCS 2000). The proposed site access intersections which would permit left -turn ingress and or left -tum egress shall also be evaluated with the HCS 2000 Software to ensure that these intersections will provide acceptable levels of service upon project completion and upon General Plan buildout. Peak Hour Factor A peak hour factor (PHF) of 1.0 will be assumed for all intersections evaluated for General Plan Buildout conditions (both with and without the proposed project). For all other 1. Facsimile dated October 4, 2006 from Mr. Paul Goble, City of La Quinta Public Works Senior Engineer. 2. Coordination with Mr. Les Johnson and Ms. Yvonne Franco, City of La Quinta Planning Department. 3. Telephone communication with Mr. Paul Goble, City of La Quints, on November 14, 2006. 4. Telephone communication on January 26, 2007 from Mr. Paul Goble, City of La Quinta Public Works Senior Engineer. r, I Figure 2 Study Area and Key Intersections r, ray L3'n ffibsufts COff LN ars Fred W=V pr. C Dam tri c tir Leaend 0 Key Intersection Site Access Md Project Site R+su dt lvrrsdo Engineering Scale: 1"= 2MU Endo En erint Lg c EnRineering Air Quality Studies Noise Assessments February 4, 2007 Mr. Paul Goble Public Works Senior Engineer City of La Quinta 78-495 Calle Tampico La Quints, CA 92253 Subject: Washington Commercial/Office Traffic Impact Study Assumptions Dear Mr. Goble; Endo Engineering has been retained to assess the traffic impacts associated with the proposed Washington Commercial/Office project located north of Fred Waring Drive, between Washington Street and Palm Royale Drive, in the City of La Quinta. Since the City's traffic study specifications have been evolving over the past few months, we have been coordinating directly with City staff to establish an appropriate scope of work and permit the key assumptions to be reviewed and approved, prior to the completion of the traffic impact study. The required scoping form entitled "Work Scope for Traffic Impact Analysis" is included as Attachment A for your review. The Site Plan for the proposed development is provided as Figure 1. The pages which follow document our current understanding of the City's specifications for the traffic impact study evaluating this development. This letter is intended to formalize, for your review and approval, the agreements made between Endo Engineering and City staff regarding the scope of the analysis and the key parameters and assumptions being utilized in the development of the traffic impact study. If you have any concerns regarding these topics, please notify me as soon as possible so that your concerns can be fully identified and thoroughly addressed. Project Description The proposed project would include: 104,000 square feet of commercial retail floor area (with a market, a pharmacyldrugstom with a drive-thru window, and ancillary retail shops) - s well as 130,450 square feet of general office space, as shown in Figure 1. The current site access pian proposes two driveways on Washington Street, including a right-iivrigbt- out service/delivery driveway near the northern site boundary and a left-infright-inlright-out main commercial driveway apposite Calle Las Brisas. Three driveways are proposed on Fred Waring Drive including: (1) a western right-inlr'Eght-out commercial driveway, (2) a serviceldelivery vehicle entrance (located between the commercial and office areas) tbat allows left-in/right-in/right-out movements, and (3) an eastern right-in/right-out office driveway. A full -tum site driveway is proposed on Palm Royale Drive to serve bath office and commercial traffic. The proposed development appears to be consistent with the Community Commercial (CC) General Plan land use designation of the site and is expected to be completed in the year 2010. 28811 Woodcock Drive, Laguna Niguel, CA 92677-1330 Phone: (949) 362-0020 FAX: (949) 362-0015 --4 LL ..�`I, i . • '�I �" � �+ � c '.>`.: C i.��iiTftf I c �i ,� I � f f 7 —;rr { : I F� kis I •- c ,I ilk I" �� €�� • .. ;x �� is +'�ss' II _ r�};I�i:.r�� I�� j�••��,t7 _ }fit, 10 e I_ I'll �yE7S��E� ii 1 , Ii II -qr - `=_II FLiii zgr a� f '!il I Appendices E A. Scoping Form and Assumption Letter B . New Traffic Count Data C . HCM 2000 Methodology and Worksheets D. Traffic Signal Warrants and Worksheets E. ITE Pass -By Trip Percentages For Shopping Centers F. Standard Deviation Sensitivity Analysis Appendix A ASSUMPTION LETTER WITH SCOPING FORM CITY RESPONSE TO ASSUMPTION LETTER Table 7-4 Fair -Share Percentage of the Intersection Improvement Costs to Achieve City of La Quinta Peak Hour Performance Standards Intersection Improvement Project Share of Traffic Increase Washington Street @ Add a second northbound left -tam lane. 12.65% Hovey Lane/Avenue 42 Add a second southbound left -tum lane. Washington street @ Add a third eastbound through lanea Fred Waring Drive Add a third westbound through lana 11.88% Add a second westbound left -tum lanea Add a fourth northbound through lane. Add a fourth southbound through lane. Install a new raffic signal. Palm Royale Drive @ Fred Waring Drive Provide east/west left -tum phasing. 3429% Provide interconnect for future synchronization. Add a southbound left -tum lane. Adams Street @ Change the existing westbound right -tum lane Fred Waring Drive into a shared through/right-tum lane. 2531% Washington Street @ Add a second southbound left -tum lane. Miles Avenue Add a fourth northbound through lane. 7.42% Add a fourth southbound through lane. Add a westbound right -tum lane. Washington Street @ Add a third northbound left -tum lane. Highway 1116 Add a third southbound left -torn lane. 4.17% Add a fourth northbound through lane. Add a fourth southbound through lane. Add a third eastbound left -tum lane. Add a third westbound left -tum lane. Add a fourth eastbound through lane. Add a fourth westbound through lane. Washington St. @Ave 48 - Add a second southbound left -tum lane. 6.75% a. These improvements on Fred Waring Drive, are currently being coostnxied by the City of Palm Desert west of Washington Street, and are scheduled for compWon before the project is constructed. Tberefom. the westbound through departure lane and the mstb and through approacb Lang on Fred Waring Drive at Washington Street are under construction by the City of Palm Desert. However, die wesAmM through lane on the intersection approach and the eastbound through lane departing from the intersection may still need to be constructed. b. The necessary improvements at this intersection are not considered feasible. The project's share of the ptajectcd traffic iacr at this intersection has been shown for use by the City of La Quinm in funding a study being considered to identify the future needs of the Washington Street corridor. c. Ito project's share of the projected traffic i^^-_•- at this intersection has been shown even though the iimprvvcmmts identified for this intersection may be impractical to construct (becauss of insufficient right-of-way) and the impact may therefore be immitigable. 7-12 DRAFT FINAL TRAFFIC IMPACT ANALYSIS APPENDIX TENTATIVE PARCEL MAP 35088 RETAIL AND MEDICAL OFFICE COMPLEX EAST OF WASHINGTON STREET AND NORTH OF FRED WARING DRIVE CITY OF LA QUINTA MAY 6, 2008 (Revised September 25, 2008) Prepared For: Mr. Lary Brose The Robert Mayer Corporation 600 Newport Center Drive - Suite 1050 Newport Beach, CA 92660 Phone: (949) 759-8091 Fax: (949) 720-1017 Prepared By: Endo Engineering 28811 Woodcock Drive Laguna Niguel, CA 92677 Phone: (949) 362-1020 Fax: (949) 362-0015 E -Mail: endoengr@cox.net left -tum ingress to the site and right-inhight-out movements at Access B/Calle Las Brisas, but preventing left -tum egress, westbound and eastbound through movements, as well as eastbound and northbound left -tum movements). A left -tum deceleration lane shall be constructed in the median on Washington Street with sufficient storage to permit southbound motorists to decelerate out of the through - travel lanes, prior to turning left into Access B. The southbound dual left -turn lanes on Washington Street at Fred Waring Drive will also be lengthened to provide as much storage length as feasible, in conjunction with the construction of the raised median and the closure of the northbound left -tum lane on Washington Street at Calle Las Brisas. 3. A directional median opening shall be constructed on Fred Waring Drive at Access D in conjunction with the raised median to be constructed along the site frontage. The directional median opening shall be channelized to permit eastbound motorists to decelerate out of the through -travel lane, prior to turning left into Access D but restrict left -turn egress from Access D onto Fred Waring Drive. An eastbound left -tum deceleration lane with sufficient storage length as shown in Table 5-8 (including a 150 -foot transition) shall be provided in the median on Fred Waring Drive at Access D. 4. The final layout and site access design shall incorporate the recommendations summarized in Figure 6-1, subject to the review and approval of the City Traffic Engineer during the development review process, to ensure compliance with City of La Quinta roadway and access design standards. 5. Clear unobstructed sight distances shall be provided at all site access points and at all internal intersections. 6. STOP signs shall be installed on-site at the proposed access points on Washington Street, Fred Waring Drive, and Palm Royale Drive to control exiting site traffic. 7. Delivery and construction truck traffic shall not be permitted to pass in front of the Colonel Mitchell Paige Middle School on Palm Royale Drive to access the project site. The Construction Specifications shall include a provision requiring construction track traffic destined to and from the project site to utilize designated truck routes (e.g. Washington Street) to reach the project site. Service and delivery trucks will be directed to utilize designated truck routes to access the site. 8. The project proponent shall provide (at a minimum) the lane geometrics shown in Figure 7-1 at the site access points in conjunction with on-site development. 9. The project proponent may be required to participate in a traffic mitigation fee program which would ensure that a fair -share contribution is made to future roadway infrastructure improvements of area -wide benefit. Fair -Share Contribution to Required Mitigation This traffic study identifies where and when traffic improvements will be needed to meet the City's circulation performance standards. However, since the proposed project is consistent with the adopted General Plan land use designation on-site, the project applicant should not be responsible for coordinating, funding, and/or constructing improvements along Washington Street to insure that the circulation system can accommodate the traffic generated by the land uses in the adopted General Plan. Since all of the mitigation measures and conditions of approval have not been formally established at this time, the applicant's fair share percentage of the cost of various improvements has been identified. The project -related traffic, as a percentage of the future traffic growth, is provided in Table 7-4 for each intersection where specific mitigation is identified for a deficiency and the applicant may be required to contribute on a fair -share basis to the cost of that mitigation. The percentages have been determined from the evening peak hour approach volumes at each key intersection where improvements will be needed. The formula employed to determine the percentage contribution is shown below. Site Traffic (Figure 46) x 100 Site Contribution s ---------------------------- To Future Growth (%) year 2020 Total Traffic (Figure 4-15) - Existing Traffic (Figure 3-3) The intersection of Washington Street and Hovley Lane/Avenue 42 was identified in Table 7-1 as requiring the addition of a second eastbound left -turn lane and a second westbound left -turn lane to meet existing level of service deficiencies. The City of Palm Desert is currently in the process of providing the dual eastbound and westbound left -tum lanes. In addition, the City of Palm Desert is currently widening Fred Waring Drive to include a third eastbound and a third westbound through lane, west of Washington Street. These improvements will extend west of Washington Street through the intersection of Warner Trail and Fred Waring Drive. A second westbound left -tum lane has also been completed at the intersection of Washington Street and Fred Waring Drive. Table 7-4 does not include improvements being made by the City of Palm Desert which are currently in progress, since those improvements are funded and should be completed before the proposed project. The City of Palm Desert improvements to the intersection of Washington Street and Fred Waring Drive will be limited to the west side of the intersection and were included in Table 7-4 since additional improvements may be needed to carry some of these improvements through the east side of the intersection. It may not be feasible to implement the required improvements at the intersection of Washington Street and Highway 111. The project developer may be required to contribute on a fair -share basis to the cost of a future study being considered to identify the future needs of the Washington Street corridor. Similarly, the improvements identified for the intersection of Washington Street and Avenue 48 may be impractical to construct because of insufficient right-of-way. Although it may not be practical to mitigate the project impact to acceptable levels, the project's share of the projected traffic increase at this intersection has been included in Table 7-4. 7-10 7-11 Table 7-3 Improvements Required to Mitigate General Plan Buildout + Project LOS Deficiencies Intersection Improvement Washington Sheet @ Add a second southbound left -turn lane. Hovley Lane/Avenue 42 Warner Trail @ Add a third eastbound through lane.a Fred Waring Drive Add a third westbound through lane.a Washington Street ® Add a fourth northbound through lane. Fred Waring Drive Add a fourth southbound through lane. Add a fourth northbound through lane. Washington Sheet ® Miles Avenue Add a fourth southbound through lane. Add a westbound right -tum lane. Add a fourth easthound through lane. Washington St. @ Hwy. 111 Add a fourth westbound through lane. Add a third eastbound left -tum lane. Add a third westbound left -tum lane. Add a southbound right -tum lane. a. Tmsc =pro,rmcnLs are currently being constructed by the City of Palm Desert and are scheduled for completion before the project is constructed. 7.6 OTHER MEASURES The installation of a new traffic signal at the intersection of Palm Royale Drive and Fred Waring Drive should substantially improve the operation of this intersection and reduce the excessive delay currently experienced by southbound motorists in the morning peak hour. This should reduce the need for motorists to cut through the neighborhood east of the project site to avoid perceived congestion at the intersection of Palm Royale Drive and Fred Waring Drive. There does not, therefore, appear to be a need for traffic calming measures to nummize the potential for cut -through traffic on Rome Drive or Venice Drive associated with the proposed project. The most likely reason for "through" traffic in the residential community located east of the project site, appears to be to minimise delay when traveling to/from the Colonel Mitchell L. Paige Middle School. The intersection of Venice Drive and Fred Waring Drive is not signalized. Therefore, southbound motorists turning onto Fred Waring Drive from Venice Drive should experience conditions similar to motorists southbound on Palm Royale Drive approaching Fred Waring Drive except for one important difference. The 95th -percentile queue length on southbound Palm Royale Drive currently extends more than seventeen car lengths in the morning peak hour and each vehicle requires an average of 3.5 minutes to pass through the intersection at Fred Waring Drive. Therefore, motorists may divert through the neighborhood to Venice Drive to minimize travel time by bypassing the southbound queue of vehicles at the intersection of Paha Royale Drive and Fred Waring Drive. Westbound motorists who enter the community from Fred Waring Drive via Venice Drive on the way to the middle school, must slow for three turns as they proceed through the community, then wait at the STOP sign Palm Royale Drive for a gap of adequate size in the northbound traffic stream before turning right. Given the speed of vehicles of Fred Waring Drive and Palm Royale Drive after new signals are installed and Fred Waring Drive is widened along the project frontage, this "short cut" should no longer be particularly effective at reducing travel time. As a major street approaches capacity and peak hour congestion increases, some motorists are tempted to use local streets to bypass the congestion. Palm Royale Drive has a signalized intersection at Washington Street and will be signalized at Fred Waring Drive before long. By extending diagonally from Washington Street to Fred Waring Drive, Palm Royale Drive will permit motorists to essentially cut off the comer and reduce travel time and travel distance by avoiding the intersection of Washington Street and Fred Waring Drive. Any physical traffic calming measures designed to discourage east/west through traffic at the intersection of Access F and Palm Royale Drive could also affect pedestrians, bicyclists, disabled individuals, emergency vehicles, school buses and delivery vehicles. A full closure would eliminate all traffic movements and reduce access to all properties in the community served by Rome Drive. This would prevent residents of this community from taking advantage of the future signal on Palm Royale Drive to tum onto Fred Waring Drive. The existing traffic count data seems to indicate that motorists may currently be using Rome Drive and Palm Royale Drive (north of Rome Drive) to access the community and avoid perceived delay at the signalized intersection of Washington Street and Fred Waring Drive. By improving both Washington Street and Fred Waring Drive, adjacent to the site, the proposed project will improve the operation of the abutting arterial street network and encourage motorists making trips through the area to stay on the master planned streets rather than diverting on the local streets through the adjacent community. Although a raised triangular median could be constructed on Access F at Palm Royale Drive 0Nma permit only right -tum ingress and egress movements, such a step would be counter active in that it would prevent residents from using Rome Drive W trcce4s tire market, the drug store, and usher tetai] and medical office rises proposed onsite without using Fred Waring Drive. It could also encotuage residents of the adjttcemt cotnmututy ra make U- turns an Palm Royale at Fred Waring Drive so access Rome Drive and return bame after visiting the site. Even with a raised chanaeiixed tnediaa oa Access F, tmotoris[s wanting to W delay at the intersection of Washington Street and Fred Waring Drive would still be able to use Palm Royale Drive as a mesas of ca[ti[tg through the commtltuty and returning to eastbound Fred Waring Drive via either Palm Royale Drive or Venice Drive. This behavior is undesirable as it increases vehicle speeds on Palm Royale Drive, adjacent to the middle school, where the safety of children and school buses is of paramount importance. The following mitigation measures are recommended to minimise potential adverse site access impacts associated with the project. 1. An on -street Class H bikeway (a minimum of 6 feet wide) shall be striped along Fred Waring Drive and Washington Street adjacent to the site. 2. A raised median shall be constructed on Washington Street along the site frontage, with a directional median opening opposite Calle Las Brisas at Access B designed to improve the operational and safety characteristics of this intersection (by permitting 7-8 7-9 Table 7-2 Improvements Required to Mitigate Future Year 2010 + Project LOS Deficiencies Intersection Improvement Washington Street @ Figure 7-2 Hovley lane/Avenue 42 Approach Lanes Assumed Washington Street @ For General Plan Buildout Add a third westbound through lane.a (Year 2020) Add a second westbound left -tam lane.` Adams St. @ Fred Waring Dr. Change the existing westbound right -tam lane U. � 4Ib .i_ +� Washington St. @ Hwy. 111 Add a fourth southbound through lane. ' iM1S .:k3 ��:d ..fit: • �' Add a third southbound left -tum lane. Washington Street @ Ave. 48 r y� f; �y ! m min Aft urge Leaend k— Exclusive Right-Tum lane <--Through lane .�te►,t� Exclusive Left-Tum Lane `lkl �L Shared Through/Right Lane ShGreC Throughlzef: La?mac Sharer Through,'RigM4c t Lane I �� * --- Unstriped Sneak-Right Lane y QO Signalized Intersection h STOP Sign O New Signal Required roue- aoa n o.m rearmrMe or �ftw vac w Enda Engineering Table 7-2 Improvements Required to Mitigate Future Year 2010 + Project LOS Deficiencies Intersection Improvement Washington Street @ Add a second northbound left -tum lane. Hovley lane/Avenue 42 Add a third eastbound through lane a Washington Street @ Fred Waring Drive Add a third westbound through lane.a Add a second westbound left -tam lane.` Adams St. @ Fred Waring Dr. Change the existing westbound right -tam lane into a shared throughkight-tum lane. Washington St. @ Miles Ave. Add a second southbound left -tum lane. Add a fourth northbound through lane. Washington St. @ Hwy. 111 Add a fourth southbound through lane. Add a third northbotmd left -tam lane. Add a third southbound left -tum lane. Washington Street @ Ave. 48 Add a second southbound left -tum lane. a. [nese trupw mens are cummuy nems snasvuctea oy the uty of rum Leser[ ano are wmmutea tar completion before the project is constructed. The City of La Quints has generally recognized the need to improve Washington Street as an 8 -lane facility and has designated Washington Street as an Augmented Major (between Highw?y 111 and Avenue 48) where the City controls both sides of this street. However, the responsibility for Washington Street is shared by four different local jurisdictions. North of the Coachella Valley Stormwater Channel (just north of Channel Drive), the west side of Washington Street is in the City of Indian Wells. North of Fred Waring Drive, the west side of Washington Street is in the City of Palm Desert. Immediately north of Palm Royale Drive, the east side of Washington Street is in unincorporated Riverside County. Although future traffic projections may indicate a need to upgrade Washington Street to an 8-1ane Augmented Major, it may be difficult to gain concurrence from all of the involved jurisdictions. Even so, the City of La Quinta should begin the process of coordinating with adjacent jurisdictions to process a General Plan Amendment that will ultimately widen Washington Street to 8 lanes where feasible, up to the City limits. Projected traffic volumes on Highway 111 clearly demonstrate the need to widen Highway 111 to an 8 -lane facility at Washington Street. Although Highway 111 is currently a State Highway, the City of La Quinta is currently in the process of taking responsibility for Highway 111 from Caltrans. Highway 111 is expected to become the responsibility of the City of La Quinta within a year - 7 -7 7.5 GEOMETRIC MODIFICATIONS AT KEY INTERSECTIONS Figure 7-1 identifies the minimum intersection approach lanes required at the key intersections to maintain acceptable peak hour levels of service upon project completion in the peak season of the year 2010. Figure 7-1 shows the existing-sutersection approach lanes and traffic controls as well as the additional or modified lanes (which are shown bolded) and new traffic signal needed upon project completion in the year 2010. Table 7-1 Improvements Required to Mitigate Existing LOS Deficiencies Intersection Improvement Washington Street Q AM. second eastbound left-mtn lane Hovley Iane/Avenue 42 Add a second westbound left -tum lane. Install a new traffic signal Palm Royale Drive ® Provide eastlwest left -turn phoning. Fred Waring Drive Provide interconnect for future syachmnira[im. Add a southbound left -tarn lane. L i RC LiCv OI hall lJCSer[ LI.IS 3EISIlafe'Il d}IIl COMPC[CA LU= Unpruv®L9SS. Figure 7-2 illustrates the minimum intersection approach lane improvements required to maintain acceptable peak hour levels of service with the proposed project upon General Plan buildout (m the peak season of the year 2020). Only those improvements required in addition to the improvements depicted in Figure 7-1 (for the year 2010+project scenario) are bolded in Figure 7-2. Table 7-1 provides an itemized list of the intersection improvements required to mitigate existing level of service deficiencies. Table 7-2 provides an itemized list of the intersection improvements required to mitigate future year 2010+project LOS deficiencies. Table 7-3 details the intersection improvements required to mitigate General Plan buildout+project LOS deficiencies. The proposed project will contribute a small portion of the traffic volumes that warrant the various improvements identified therein. The intersection improvements required to accommodate General Plan buildout+project traffic volumes are generally consistent with the La Quinta Circulation Element. With or without project traffic, improvements beyond those associated with the General Plan roadway classifications would be necessary at three key intersections. These three intersections include: (1) Washington Street at Fred Waring Drive, (2) Washington Street at Miles Avenue, and (3) Washington Street at Highway 111. To maintain acceptable levels of service, Washington Street will need to be improved to provide four through travel lanes in each direction at time intersections. Since the City o€ La Quinta generally does not require right -turn deceleration lanes on streets with eight lanes, upgtadiog Washington Street from six to eight lanes may result in a through lane replacing the right -tum deceleration lanes. tai Figure 7-1 Approach Lanes Assumed For Project Buildout in the L .� Year 2010 AAA f i �e''r•7 t;�dw�ea. have 6aen made as d Aft 3/17/2008.oft l Legend L1� F '-Exclusive Right -Tum Lane —Through Lane Exdusive Left -Tum Lane <�Shared Through/Right Lane Shared Through/Left Lane Shared Through/Right/Left Lane I �� 4 -• - Unstriped Sneak -Right Lane + Q Signalized Intersection M STOP Sign��:� Q New Signal Required oda orlon ntxe�erR nr. a »etrgae vMRc 1MwF 4s Endo Engineering Scale: V= = 2030' City of La Quinta WORK SCOPE FOR TRAFFIC IMPACT ANALYSIS PR03t:CT iW,IEElAn TPM 35088 Washington Commercial/Office LOCATION NEC WaMingtonlFred Waring 2/1/07 DEVELOPER Figure 1 CONSULTANT Endo Engineering CITY 9 9 bEPARTMENT Transportation CcveACT CONTACT lany BrOSe CUN$ULTANT CONTACT Gregory Endo clTr coNrAcr Paul Goble Devewren PHONE NO. (949) 759-8901 ext. 257 CONSULTANT Crrr PHONE (949) 362-0020 PHONE NO, (760) 770-7087 NUMBER STUDY AREANOSH BOUNDARIES Hovley Lane H Avenue 48 EAST Adams 5[reet sT Warner Trail TYPE OF APPLICATION REINS TO BE ADDRESSED IN THE SITE SPECIFIC TRAFFIC ANALYSIS IMPACTS Yes / No STUDY AREA IMPACTS RECOMMENDING METHOC Yes / No CHANGE OF ZONE ON Yes No TENTATIVE TRACT MAP EDUCTION FACTORS) Yes YeSITE Tnp GWwrdbW 2003 7thEdllinn Pass STENATIVE PARCEL MAP ILANDEANALYSIS SSIGNMENT Yes Yes Manual Assignment S.D P. No No SPECIFIC PLAN +SHARED PARKING) No NO BUILDING PERMIT SAFETYANALYSIS No No MODIFICATION TRAFFIC SIGNAL WARRANTS Yes YeS LAND DIVISION INTERNAL CIRCULATION NO No OTHER ACCESS DESIGN/AUXILIARY LANES Yes Yes Slte Access Decal. Lanes INTERSECTION TO BE ANALYZED ANALYSIS PERIODS TRAFFIC VOLUMES PEAK HOUR AM I NOONJ PM. OTHER EXISTING I +PROD I-CUMUL NOTES GP Streets Adjacent to All x x x x X 2007/2010/GPBO 12 Existing Plus Sae Access Driveways Weekday HCM 2000 ROADWAY SEGMENTS TO BE TRAFFIC VOLUMES (ADT) ANALYZED EXISTING +PROJ +CUMUL NOTES GP Streets Adjacent to Al x x x 2007/2010/GP Buildout Key Intersections ATTACHMENTS YES NR ✓ CITY APPROVED DATE Paul Goble, PE 2/16/07 5:35 PM Public Works Senior Engineer City of La Quinta �. (760)777-7087 pgoble@la-quinta.org Comments on Washington Commercial Traffic Study Scope of Work 1. Site Plan: The site plan (no figure number) shows a full movement access at Calle Las $risas intersection and yet the text On the preceding page talks about a left-inlright i Wright out. No full movement access should be allowed on Washington. The crash potential is too high and a signal would be far too close to the Fred Waring signal. This issue needs to be addressed before work on the traffic study is completed The site plan also does not show rigbt-turn deceleration lanes ax all the driveways on Fred Waring, please add deceleration lanes as applicable. 2. Site Plan: A full movement access is shown on Palm Royale that lines up with the existing Rome Drive into the subdivision to the east The City is concerned that this will lead to sigWfiicant traffic going into this subdivision to by pass the Palm Royale! Eyed Waring intersection and by traffic generate from homes at the can end of the subdivision. This could ]cad to requests from the City to install traffic earning �4 installations. In this instance, the City recommends that this driveway NOT be aligned with Rome Drive and that the developer address what measures he will provide to deter traffic going using Rome Drive to access the shopping center should this become an issue post completion of the project. 3. Page 2. The fust paragraph of this section refers to analyzing intersections using HCS 2(10() for left -turn egress. There should be Do left -tum egress movements allowed on fWashington or Fred Waring from the project driveways except On Paan Royale. The ki text should be revised to reflect that this will only be done for the Palm Royale driveway. 4. Figure 2 shows a signal existing at Fred Waring and Palm Royale. Do we know if that will be the case by the time the project starts to generate traffic? The study should address this issue. Will the project contribute to the cost of this signal? The study should address the cost issue as weD. 5. Page 4: Please be aware that the City is reviewing the values of thresholds of significance identified in the December 2006 Engineemig Bulletin. 6. Page 6: Foot note (b) for Table I says that a true pass by rate of 34% was .1 assumed" for the commercial uses. What was this assumption based on? ITE provides pass -by rates for commercial projects of various sizes. Please utilize the appropriate HE rate. 7. Page 7: The last paragraph states that the trip distributions were based On approved studies. The traffic study should list the studies that were use and the dates that they were prepared The land uses in this area have changed rapidly in the last five years and if the studies are older than that, their assumptions may not be valid. The existing ADTs should be a good indication of how traffic is distributed over the street network. 8. Page 9: The £ust paragrapb in the mitigation measures section discusses additional traffic signals. Apart from the new traffic signal at Fred Waring and PAW Royale, no other new signal should be proposed by this project. This should be clarified in the traffic study. 9. Please include a general plan build out scenario with this project. 10. This project will generate a significant amount of new trSffic. All existing and proposed tum lane lengths to accommodate future traffic should be clearly identified based on projected peak hour turning movements- Please provide schematic diagrams (e.g. a "D" size preliminary geometric) Of the functional layout of each driveway and mttssection where there will he project impacts. L p, �' o.c°Le c n E e a °oa y QQ cl eye^°�.° •^• -Ci hnm `ty �rW O•�n A � 9 r R L7. m 54 a� � �N� O va�'COSC � 3 a CT�aE Q ❑C.❑ � Y 131 P m Do m mc3 8rrm�% C7 5 ai &o $ w� ❑ J ❑ �� tl A O n W •�Cp- "h ion Ga°. 0w „o ❑a�7a'�90 CL CO ro ❑O vi R0�•m m n•a wb o0. EpD m X. NMI A 0� .A'•'•[ e' 3g o• 03y rn N� No av C `m w m oii o oe p O H v N oo p N m ro '?pr.. Q N tJ W S W ppoo J O J �W W b b S CJ Ilii S l�i� J J A C C WAu. Q• rJ P ro •n hf 4, ro �n �n ni ref co tp N lA INiI J lA�r J VNi W Oo O�iID IA INNn IA N J l r O\ � O I A ? 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NMI A 0� .A'•'•[ 10 I'D Figure 16 3 0 Cumulative Project 8 Distribution 13 (Komar Desert Properties and Costco Warehouse) wee 0 13 .4 is TO F�-J Site Rod Wag Or. 150 0 Mau 0 AM. 10 10 10 0, 0 0 01 lp 1 0 20 -Legend 100 Percent of Inbound + Outbound Traffic 0 Am 47 to ;0 10 NJVEM. Engineerzng Scale: 1 2030' 15 r Figure 14 5 Lyre 0 Cumulative Project 6 Distribution (Calea Bay Park) 0 20 0 iewkft a A z0¢ 0 0 0 `_TL to site i 5 5 0 5 Frail W&" pr, 25 0 5 Mks 0 0 5 AVp_ 5 � Dm'Q 15 0 f0 0 F Legend too Percent of Inbound 24 + Outbound Traffic t Am 47 30 20 10 $0 45 WW"48 1 ►� Endo Engineering Scale: 1"= 2030' L r 15 Figure 15 5 � 0 Cumulative Project 7 Distribution 20 (IrWa Dunes Apartments) 0 m 0 YAw_ Ami ' z 0° o o Olarsm Site p 5 5 5 Fred vrahq k. 25 0 5 S w. 20 50 30 Am Le end100 Percentof Inbound+OutboundTraffic 5 5 1 ndo Engineering Scale: 1" = 21W 1s Figure 10 s a Cumulative Project 2 Distribution 20 (Center Pointe Development) a 4rm,e rt 0 20 0 viIwAM 20 fi` 0 Site 5 5 0 5 r:oe rhrxg w 25 4 s rove�12 3149 44 Are. 16 8Fi i. 14 � Clumc! 2 0 ny 14 0 10 3 0. Legend r0 G 100 Percent of Inbound + Outbound Traffic Ave.47 10 Arerw cg 10 VEada Engineering Scale: l" = 2G3Q' Figure 8 Site Driveway Traffic Distribution (Commercial Uses) Calle FM \------------- Las � !� )EE1 Brisas � � a� � ® �i 20% 127. 017 01 � 8J. 7+-20 Ftp 12—►I SY ao rFred Wanq Drive " Passby inbound L end t [——— s� rc Peent of Site Traffic 30 r� \ Calle Las BrisasEil 3696 1 Siege 2 R] FRI Ftud Wanq airs n Passby Outbound �Exde F✓4ginerruig Scale: 1 0' 20 5 W; 5 Figure 9 30 Cumulative Project 1 Distribution 0 (WRM La Quinta) tle � 4 30 0 1.. 35 'J35 2 s>,a 11 0 i5 0 30 18 5rod Wa. f 4 10 usn 6 3 A". 16 0. 1 0 16 10 5 Legend 10 100 Percent of Inbound 5 + Outbound Traffic 10 Z Aye i8 VEirdo Engineering Scale: ' Figure 6 Site Driveway Traffic Distribution (Commercial Uses) j 2® ® \ i Calle Las 8risas 23 2 Fred We,ing or,ve n Primary Inbound Le end 5i Percent of Site Traffic . tom ` % \ J Calle � � IE � \.—•---..__...—..� �--� Las Brisas 2� D E H �is f-,V Fred War ng Drive n r Primary Outhound Vad. Engineering Scale: 1 " = 250' Figure 7 Site Drivewayy Traffic Distribution (Office Uses) Las Ba --J ek o„ zox ®i �15— Fred warms Crive " Inbound r Le end 5-1 Percent of Site Traffic Calle MaFW ❑. -------------- 0„ ,sa ®1 D as � � a Fred Wartr,g rh re n r IOuthound Vau. E'i,ginernng S cal e: 1"= 250' 20 Haft Figure 5 Site -Related Traffic Distribution 30 (Office Uses) 0 0 �s� 30 0 ;N Am 15 f:`¢' 2 3 U �~ us 3 2a •.a Kiwi 4Yarcy 9r. 27 4 6 was 4 5 CNMO t12 Legend100 Percent of Site Traffi(Inbound + Outbound 2 10 VE?.do E+t. inee'rjrrh Scale: 1"= Table 1 Estimated Site Traffic Generation Land Use Category Land Use AM Peak Hour PM Peak Hour Daily (HE Code) Quantityb In Out Total In Out Total 2 -Way Unadjusted Trip -Ends Standard Deviation General Office (710) 130.45 TSF 204 28 232 38 187 225 1,640 Commercial (820) 104.00 TSF 98 62 160 309 335 644 6,970 Total 234.45 TSF 302 90 392 347 522 869 8,610 Pass -By Trip-Endsb 8,610 Average Commercial Rates Commercial (820) 104.00 TSF 0 0 0 104 104 208 2,250 Primary Trip -Ends 204 28 232 38 187 225 1,640 Commercial (820) General Office (710) 130A5 TSF 204 28 232 38 187 225 1,640 Commercial (820) 104.00 TSF 98 62 160 205 231 436 4,720 Total 234.45 TSF 302 90 392 243 418 661 6$60 The unadjusted tip grncradon forecast was based upon a direct application of the peak hour of the generator general office tip generation regression equations and the shopping center trip generation regression equations fur the peak hour of the adjaccur street published by the ITS Trip Generatlnn (2003; Ah Edition). The PM peak hour of the gawrator for shopping centers typically occurs betwan 5:00 and 6'00 PM on weekdays and coincides wish the peak hour of the traffic on the adjacent street. Although the commercial trip generation shown for the AM peak hole above does not reflect the peak hour of the generator. k does refect the time interval when dtc office traffic generated by the site will peak and the morning peak hour of the adjacent streets. TSF=Thousand square feet of building floor area. Pass -by trips are those involving motorists passing the site on Washington Street or Fred Waring Drive who opt to make an intermediate stop to visit the retail development on-site on their way to another destination. Since the inbound and the outbound volume of pass -by trips must equal (i.e. any pass -by trip that enters the site must depart) the smaller of the two volumes (the inbound volume) constrains the pass -by trip percentage. A commercial pass -by trip rate of up to 34 percent was assumed for the proposed commercial uses. No pass -by trips were assumed to be associated with the general offices on- site. No adjustments were made to reflect diverted trips. Adjustments for "true" pass -by trips will be made on both Fred Waring Drive and Washington Street. No adjustments will be made for diverted pass -by trips. It will be assumed the 40% of the pass -by trips will be on Fred Waring Drive and 60% of the pass - by trips will be on Washington Street. Sensitivity Analysis The traffic study will include a sensitivity analysis which will discuss the potential for traffic impacts that may occur if the proposed project has a greater than average trip generation. The required sensitivity analysis requires average peak hour rates with one standard deviation added for commercial development. Table 2 provides the trip generation forecast for the proposed project with the average rates plus one standard deviation for the commercial development. A figure will be provided illustrating the increased site traffic adjacent to the project site boundary. IE Table 2 Commercial Standard Deviation Sensitivity Analysis Land Use Category AM Peak Hour PM Peak Hour Daily (ITE Code) In Out Total In Out Total 2 -Way Regression Equations Without Standard Deviation General Office (7 10) 204 28 232 38 187 225 1,640 Commercial (820) 98 62 160 309 335 644 6,970 Total 302 90 392 347 522 869 8,610 Average Commercial Rates Plus One Standard Deviationb General Office (710) 204 28 232 38 187 225 1,640 Commercial (820) 154 99 253 352 324 676 6,690 Total 358 127 485 390 511 901 8,330 Difference In Forecast 56 37 93 43 -11 32 -280 a. Unar}Iuspod trip generation forecast based upon a direct appi ication of the peak hour of the generator Cumulative Projects Addressed The year 2010 ambient traffic volumes will explicitly include all of the traffic associated with the nine cumulative projects shown in Table 3. All nine projects will be assumed to be completed by the year 2010. Since the project is consistent with the General Plan land use designation of the site, project -related traffic was assumed to be included in the La Quinta General Plan Update Traffic Study (RKIK & Associates, Inc.; March 21, 2000) post -2020 traffic model projections. The nine cumulative projects were also assumed to be consistent with the General Plan and included in the General Plan Buildout projected daily traffic volumes. Trade Distribution and Assignment e The traffic distribution throughout the study area assumed for the commercial uses proposed on-site is shown in Figure 4. The traffic distribution assumed throughout the study area for the office uses proposed on-site is shown in Figure 5. The inbound and outbound primary commercial component of the site traffic distribution a through the site driveways is depicted in Figure 6. Figure 7 illustrates the project -related office component inbound and outbound traffic distribution through the site driveways. The inbound and outbound commercial pass -by traffic distribution at the site driveways is depicted in Figure 8. The traffic assignment for the nine cumulative projects are shown in Figures 9-17. The traffic assignments for the cumulative projects are consistent with the approved traffic l studies, where feasible. The traffic assignments for those cumulative projects for which an approved assignment was not available were based upon our understanding of the traffic t flows in the study area and consistency with approved traffic studies. immediately to the east of the proposed project. However, this assumption is not valid based on past experience. Traffic from the residences within the area east of the project will use Rome Drive to access the uses within the proposed project. To assume otherwise is totally unrealistic and the traffic study must be revised to address this issue. If the study is approved as currently drafted, the City will be held responsible for actual or perceived traffic increases on the residential streets adjacent to the project Table 7-1 Table 7-1 identifies the required improvements to mitigate existing LOS deficiencies. Whilst the study may be correct in stating that the proposed project contributes only a small portion of the traffic to the need for these improvements, they are essential to the viability of this project and the study needs to clearly identify the entity that will be responsible for constructing these improvements. The Hovely Lane/Washington Street improvements were to have been constructed by the School District before the Palm Royale School was opened. However these improvements have not been constructed and the Hovely Lane/Washington Street intersection congestion has worsened to the point where signal synchronization no longer works on Washington Street for a significant portion of the day. It also seems unrealistic that Table 7-1 does not include any improvements for the Washington Street/Fred Waring intersection. The additional traffic from the project impacting the westbound left -tum movement would appear to be essential even if the HCM LOS calculations do not show the need. Overall Comment The traffic impact study identifies a number of improvements that will be needed when the project opens and within 10 years of the project opening. There is little or no information about how these improvements will be funded, the entity responsible for constructing the improvements and the schedule. The traffic impact study must include this information. Without this information, the value of the study is extremely limited. Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments January 18, 2008 Mr. Larry Brose The Robert Mayer Corporation 660 Newport Center Drive, Suite 1050 Newport Beach, CA 92660 SUBJECT: La Quinta Retail and Office Complex — TPM #35088 f : Traffic Impact Study - Response to Comments r Dear Mr. Brose; Endo Fngineering has reviewed the comments on the La Quinta Retail and Office Complex TPM #35088 Draft Traffic Impact Analysis (Endo lvngmeering; April 12, 2007) that were prepared by the City of La Quinta Department of Public Works on December 18, 2007. The comments were discussed with City of La Quinta staff at a meeting on January 4, 2008. To facilitate your review, we have reiterated each comment below, followed by the corresponding response. Comment 1: This traffic impact study should be provided to the City of Palm Desert. t Some of the access changes (Calle Las Brisas) on Washington will impact the residents and business in the City of Palm Desert. The City may not agree with some of the recommendations based on discussions that have already taken place with the City regarding changes to the access at Tucson Circle as part of the Palm Royale signal design. Response 1: The City of Palm Desert will need to participate in future traffic improvements to Washington Street, and should be kept informed of potential future traffic impacts of development on-site as well as recommended mitigation through the environmental review process. Section 6.9 "Impact on Access to Surrounding Land Uses" (page 6-10 and 6-11) of the traffic study discusses the potential impacts on access to the .; residential community located to the west in Palm Desert. The access modifications identified for Calle Las Brisas at Washington Street will be needed to improve the traffic safety and operational characteristics of this intersection and provide sufficient southbound left -turn queue storage on Washington Street at Fred Waring Drive with or without the proposed project. C Based on the existing peak hour traffic count data, Palm Desert residents who utilize Calle t Las Brisas for access are already aware of the difficulty associated with turning across Washington Street during the peak hours. As shown in Figure 3-3, no vehicles were observed making northbound left turns from Washington Street onto Calle Las Brisas in the morning or evening peak hours. Similarly, no vehicles turned left across Washington Street from Calle Las Brisas in the morning peak hour. However, eight vehicles turned left from Calle Las Brisas across Washington Street during the afternoon peak hour traffic 1 count. 28811 Woodcock Drive, Laguna Niguel, CA 92677-1330 Phone. (949) 362-0020 Facsimile: (949) 362-0015 COMMENTS ON TENATIVE TRACT MAP 35088 DRAFT TRAFFIC IMPACT ANALYSIS Referral to the City of Palm Desert: This traffic impact study should be provided to the City of Palm Desert. Some of the access changes (Calle Las Brisas) on Washington will impact the residents and business in the City of Palm Desert. The City may not agree with some of the recommendations based on discussions that have already taken place with the City regarding changes to the access at Tucson Circle as part of the Palm Royale signal design. Figure 1-3 The access designs showing on this site plan on Washington are not consistent with the rest of the information provided later on in the traffic impact study. A current site plan that reflects the recommended access designs should be provided in Figure 1-3. Pie 1.2 The lengths of the deceleration lanes should be identified in this section of the report. The traffic impact study still proposes to align its access on Palm Royale -with Rome Drive and make it full movement. If City accepts this design, the developer should be required to deposit $100,000 to implement traffic calming measures. The City traffic engineer anticipates that this design will result in the City receiving requests for traffic calming measure on Rome Drive and other streets in the existing residential subdivision to the east of the project to which Rome Drive currently provides access. Page 1-3 The report states that 416 parking spaces and 744 parking spaces are "required". The report should identify by what authority these spaces are "required". Page 2-4 The LOS methodology used was based on HCM 2000. The results of the study seem counter intuitive and it is recommended that the intersection LOS for signalized location be also analyzed using the ICU method and the results reported concurrently. The existing signal timing provide for the synchronized signal plans on Washington should also be taken into consideration. Some improvement such as a dual left at Fred Waring and Washington in the westbound direction do not appear to have been included as part of the existing deficiencies because the HCM methodology assumes that the signal timing can be adjusted to account for the increased traffic from this project which may not correct. r- Table 3-3 The traffic volumes on Washington Street north of Hwy 111 and south of Channel Drive seem to 1 low. These numbers should be verified. Table 3-5 j. The existing level of service D at Hwy 111 for the PM peak appear, to be inconsistent with observed traffic queues at the Washington and Hwy 111 intersection. The ICU levels of service should be provided for the intersection listed in Table 3-5. The ICU method provides a more accurate level of service that is generally more consistent with observed traffic conditions. The. HCM method should also take into account the impact of pedestrians crossing this intersection because they have significant impact on traffic operations which the HCM method may not be taking into account. Page 4-4 The report should be revised to discuss the routing of project related truck traffic into and out of the proposed project. r' Figures 4-3 to 4-13 (Inclusive) The traffic distribution for the site driveways does not show any traffic using Rome Drive. This is not a realistic assumption. The study should be revised to show some traffic using Rome Drive. Table 5-3 The with project level of service "D" at Washington and Hwy 111 in the Year 2010 assumes additional lanes. If these mitigation measures are to be accepted, the study needs to provide an l s aerial photograph with an overlay of the proposed design showing the feasibility of making such improvements. City staff does not believe that widening this intersection can be accomplished while still accommodating pedestrians crossing all four legs of the intersection given the maximum cycle length of 130 seconds that is used along the Hwy 111 corridor from Jefferson Street to Bob Hope Drive in Rancho Mirage. Page 6-1 - Findings and Recommendations This section of the report identifies improvements suchas 8 lanes on Washington. Thee is no discussion of how such improvements will be funded or the schedule for constructing such costly improvements. Page 6-9 This section of the TIS assumes that the signalization of the intersection of Fred Waring Drive and Palm Royale will deter traffic from using Rome Drive and other residential streets L 2 L divided arterial with a posted speed limit of 50 mph) than they can on the two-lane residential sheet network in the adjacent community. However, some residents living in the western portion of this subdivision will be able to reduce the distance they must travel to shop or work by using Rome Drive to reach the project site. These residents will alter their current travel patterns to use Rome Drive to reach the project site. However, these residents already use the local streets in this subdivision to reach their retail, personal business, and employment destinations. Therefore, any changes in local traffic patterns that increase the traffic volume on Rome Drive will be offset by a corresponding decrease in the traffic volumes on other residential streets in this community. This traffic is not "through" traffic but "local" residential traffic that is generated today and is currently forced to travel much further on area streets because the land uses on-site are not available to meet the needs of these residents for groceries and medicines locally. The applicant will be required to participane in the construction of new traffic signals at the intersection of Palm Royale Drive and Fred Waring Drive and widen all three streets abutting the project site to implement the proposed project These circulation improvements will benefit the residents of the subdivision to the east by reducing congestion and delay as well as improving access to their homes. The circulation improvements will have a positive impact on public safety, as they will provide a safer way for the residents east of the site to turn left across Fred Waring Skive (via the new traffic signals at Palm Royale Drive). By reducing congestion and improving travel speeds on a peripheral arterial streets, the project will reduce the incentive for "through" traffic to short-cut through the adjacent residential subdivision. The applicant should not be assessed a fee because local residents take advantage of the improved site access by using Rome Drive to reach Palm Royale Drive and Fred Waring Drive. Comment 4: Page 1-3: The report states that 416 parking spaces and 744 parking spaces are "required". The report should identify by what authority these spaces are Irequuxd". Response 4: The description of the parking provided on page 1-3 reiterates the parking information shown on the Site Plan (Figure 1.3). The Site Plan states that 416 off-street parking spaces are required to serve the commercial component of the proposed project. and that 744 off-street parking spaces are required to serve the office component of the proposed project. The required parking shown on Figure 1-3 (the Site Pian) and reiterated on page 1-3 was determined based upon the parking requirements set forth in the "La Quints Municipal Code." Comment 5: Page 2-4: The LOS methodology used was based on HCM 2000. The results of the study seem counter intuitive and it is recommended that the intersection LOS for signalized location be also analyzed using the ICU method and the results reported concurrently. The existing signal timing provide for the synchronized plans on Washington should also be taken into consideration. Some improvement such as a dual left at Fred Waring and Washington in the westbound direction do not appear to have been included as part of the existing deficiencies because the HCM methodology assumes that the signal timing can be adjusted to account for the intarased traffic from this project which may not correct Response 5: Engineering Bulletin #06-I3 states that "Traffic Studies for the City of La Quiota shall conform to the general specifications contained within the Riverside County TransportationDepattmeni August 2005 guidelines." The Riverside County Transporta- tion department "Traffic impact Analysis Preparation Guide" requires the use of the Highway Capacity Manual (l3CM 2000} procedures to determine both unsignalized and signal mel intersection Levels of Service. The letter submitted by Endo Engineering to the City for review and approval on February 4. 2007 detailing the traffic impact study assumptions identified the Highway Capacity Manual (HCM 2000) methodology as the 1 procedure that would be used to determine the intersection Levels of Service in the traffic study. The HCM 2000 methodology employed throughout the traffic study conforms in all r respects to the La Quinta "Traffic Study Specifications" and the Riverside County Transportation Department, August 2005 "Traffic Impact Analysis Preparation Guide." n - Dual westbound left -tum lanes are not required on Fred Waring Drive at Washington Street to mitigate an existing deficiency. As shown in Figure 3-3, only 63 westbound vehicles currently turn kelt during the peak hour at this intersection. This volume can be handled by the existing single westbound left -turn lane. The mitigation identified for project completion in the year 2010 includes dual westbound left -tum lanes at the intersection of Fred Waring Drive and Washington Street With dual westbound left -tum lanes, the intersection of Fred Waring Drive and Washington Street will not require an excessively long westbound left -tum signal phase that would create problems ! with the synchronization of traffic signals along Washington Street As shown in Tables 7- 2 and 7-3 (as well as Figures 7-1 and 7-2) to accommodate year 2010+project traffic volumes and General Plan Buildout traffic volumes, the intersection of Washington Street and Fred Waring Drive will require dual westbound left -tum lanes. Comment 6: Table 3-3: The traffic volumes on Washington Street north of Hwy 111 and south of Channel Drive seem to low. These numbers should be verified. 1 Response 6: Both of thew counts were taken within the peak season (November 1 to April 15) identified in Engineering Bulletin #06.13. The peak hour traffic counts at the # intersection of Washington Street with Channel Drive and Washington Street with Highway 1 111 were provided by Counts Unlimited, Inc. and are included in the traffic study in Appendix B. The current daily traffic volume estimates shown in Table 3-1 for Washington i Street (between Fred Waring Drive and Avenue 48) that were derived from the peak hour traffic counts were verified as being larger than the four peak season daily traffic counts provided in the "2006 CVAG Traffic Census Report." Comment 7: Table 3-5: The existing level of service D at Hwy 111 for the PM peak appears to be inconsistent with observed traffic queues at the Washington and Hwy 111 intersection. The ICU levels of service should be provided for the intersection listed in Table 3-5. The ICU method provides a more accurate level of service that is generally more i consistent with observed traffic conditions. The HCM method should also take into account the impact of pedestrians crossing this intersection because they have significant impact on traffic operations which the HCM method may not be taking into account. Response 7: Although the intersection of Washington Street at Highway 111 provides LOS D on an overall intersection basis with existing evening peak hour traffic volumes, individual turning movements are projected to operate at LOS F. Table C-2 in Appendix C describes the traffic flow characteristics associated with various levels of control delay and each level of service. LOS D operation indicates that congestion and individual cycle failures are noticeable and many vehicles stop. Longer delays may result from a : combination of unfavorable progression, long cycle lengths, or high volume -to -capacity ratios. As shown in the Appendix C, the eastbound left -tum, the westbound left -tum, and the northbound left -turn movements at this intersection are projected to currently operate at LOS F, with an average control delay of up to 107.4 seconds per vehicle. Traffic flow i characteristics to be expected when control delay levels for individual intersection lane groups indicate operation at LOS F include: oversaturation with arrival flow rates exceeding The total eastbound approach delay on Catle Las Brisas at Washington Street currently averages 39.6 seconds per vehicle in the evening peak hour, which is indicative of Lq5 E operation. Since 22 vehicles turn right, whereas eight vehicles turn left from Calle Las Brisas, the delay experienced by motorists turning left across Washington Street is even greater than the average eastbound approach delay identified above. Eastbound left turns from Calle Las Brisas will become increasingly difficult in the future, as traffic volumes increase on Washington Street Residents attempting to make two-stage left-tums by pausing between the southbound and northbound lanes on Washington Street will e xp- l e tice additional delay and eventually LOS F operation, as volumes on Washington Street increase. Furthermore, as conflicting traffic volumes on Washington Street increase in the future, these residents will be exposed to an increased risk of broadside and sideswipe collisions (as the number of gaps in the north -south traffic stream within the through lanes on Washington Street through which they can turn decreases). Since alternate routes are available to the affected residents with sufficient capacity to accommodate the additional demand, the modifications recommended to improve traffic operations and safety at the intersection of Washington Street and Calle Las Brisas are considered reasonable, prudent, and appropriate. Comment 2: Figure 1-3: The access designs showing on this site plan on Washington are not consistent with the rest of the information provided later on in the traffic impact study. A current site plan that reflects the recommended access designs should be provided in Figure 1-3. Response 2: Traffic impact studies often identify and recommend modifications to site access proposals for commercial centers but seldom include an approved Final Site Plan. Traffic studies are typically reviewed by the lxad Agency which comments on the analyses. After the traffic consultant and applicant respond to these comments, and a consensus is reached regarding appropriate site access improvements, the jurisdiction drafts formal conditions of approval and the Site Plan is updated to reflect the specific site access requirements therein. The traffic impact study was commissioned to evaluate development of the project site as shown in Figure 1-3, the preliminary Site Development Plan. The land uses, parking layout, building size and location, and site access locations shown in Figure 1-3 reflect the proposed project, as described in the Scoping Form and assumption letter reviewed by the City of La Quinta. However, the City's response tothe traffic study assumption letter and Scoping Farm (see Appendix A) stated that: (1) full -twin site access would not be permitted to Washington Street or Fred Waring Drive (except at Palm Royale); and (2) it is recommended that the site driveway on Palm [royale not be aligned opposite Rome Drive to discourage "through" traffic in the subdivision to the east The traffic study carefully evaluated each site access intersection in detail and made numerous mitigation recommendations to minimize the potential for adverse impacts associated with access to the proposed development, as summarized in Figure 6-1. The two site access locations where directional median openings would be feasible were identified and shown in Figure 6.1. With one exception, the site access shown in Figure 5-1 is consistent with the direction given by the City in their response to the Scoping Form and assumption letter. The relocation of the site access on Palm Royale Drive, opposite Rome Drive, was not considered necessary to mitigate potential impacts. The traffic study alsoapplied the Ciry'right-turn deceleration lane guidance (as set forth in Engineering Bulletin in 13 and F.ngusnring Bulletin #03.08) to identify which site access points would require a right -turn deceleration lane in Section 6.6 (page 6-5). Based upon Response 3: The City of La Quinta will need to determine which right -turn deceleration lanes will be required for site access and how long each lane shall be— Section 5.3 and Section 6.6 summarize the study findings with respect to auxiliary lanes at the site access intersections. Figure 6-1 illustrates the rox mmended auxiliary lane locations and identifies the existing auxiliary lane lengths as well as the projected auxiliary ]ane queue storage lengths. A discussion of the recommended lengths of the auxiliary [ares is also included in Section 7.2 under the heading "Auxiliary Lanes [required." Section 1.2 "Proposed Site Access", will be modified to include additional details regarding the recommended lengths of the deceleration lanes. Figure 6-1 will be referenced for the site access configuration recommended to mitigate potential impacts. Sections 5.3 and 5.6 as well as Section 7.2 will be referenced for additional details regarding the recommended auxiliary lane locations, and the recommended auxiliary lane queue storage lengths. Section 5.6 includes a detailed discussion of: (1) why "through" traffic is undesirable on residential streets: (2) the "through" traffic currently using Rome Drive; and (3) the justification for Site Access F remaining opposite Rome Drive. Section 6.9 also discusses potential impacts on access to the existing residential subdivision east of the project site including the potential for changes in the traffic volume using Rome Drive following the signaliration of Palm Royale Drive at Fred Waring Drive. The proposed project is trot creating a new connection (via Rome Drive) between Palm Royale Drive and the adjacent community to the east That connection has already been made. Local traffic generated by the residential community to the east will utilize the routes that minimize the time and distance traveled. Most of the residents traveling between the project site and the community to the east will be able to travel faster on Fred Waring Drive (a the HCS 2000 back -of -queue findings, no right -tum queue storage would be needed for the :. right -turn deceleration lanes required for site access, as shown on Figure 6-1 for the epphCant's use in refining the preliminary Site Plan Until the location and Went of all of f the required auxiliary lanes is formally established by the City, any changes to the t Preliminary Site Plan shown in Figure 1-3 would be interim modifications. Since modifying Site Plans is costly and time consuming. the applicant has not authorised { the Site Plan modifications shown in Figure 6-1, pending a formal determination by the City that each of the mrvhifirations depicted therein will be acceptable to the City. In addition, the City will need to determine the ultimate width required for Washington Su=t and Fred Waring Drive to accommodate the future traffic demand so that these roadways can be accurately shown on the Final Site Pian. If the City demnrdnes that Washington Street will ultimately need to be improved as an 8 -lane Augmented Major, no right -tum deceleration lane will be required at Access B. {In the interim, the title of Figure 1-3 will be modified to "Preliminary Site Development Plan" and the project description will be modified to refer to Figure 6-1 in the section "Findings and Conclusions" which provides a summary of the study findings with respect 1 to: (1)recommended site access improvements including channelization to restrict left -tum egress, (2) existing and recommended auxiliary lane locations and queue storage lengths, (3) recommended traffic control devices. Comment 3: Page 1-2: The lengths of the deceleration lanes should be identified in this section of the report. The traffic impact study still proposes to align its access on Palm Royale with Rome Drive and make it full movement If City accepts this design, the developer should be required to deposit $100,000 to implement traffic calming measures. The City baffle engineer anticipates that this design will result in the City receiving requests for traffic calming measure on Rome Drive and other sweets in the existing residential subdivision to the east of the project to which Rome Drive Currently provides access. Response 3: The City of La Quinta will need to determine which right -turn deceleration lanes will be required for site access and how long each lane shall be— Section 5.3 and Section 6.6 summarize the study findings with respect to auxiliary lanes at the site access intersections. Figure 6-1 illustrates the rox mmended auxiliary lane locations and identifies the existing auxiliary lane lengths as well as the projected auxiliary ]ane queue storage lengths. A discussion of the recommended lengths of the auxiliary [ares is also included in Section 7.2 under the heading "Auxiliary Lanes [required." Section 1.2 "Proposed Site Access", will be modified to include additional details regarding the recommended lengths of the deceleration lanes. Figure 6-1 will be referenced for the site access configuration recommended to mitigate potential impacts. Sections 5.3 and 5.6 as well as Section 7.2 will be referenced for additional details regarding the recommended auxiliary lane locations, and the recommended auxiliary lane queue storage lengths. Section 5.6 includes a detailed discussion of: (1) why "through" traffic is undesirable on residential streets: (2) the "through" traffic currently using Rome Drive; and (3) the justification for Site Access F remaining opposite Rome Drive. Section 6.9 also discusses potential impacts on access to the existing residential subdivision east of the project site including the potential for changes in the traffic volume using Rome Drive following the signaliration of Palm Royale Drive at Fred Waring Drive. The proposed project is trot creating a new connection (via Rome Drive) between Palm Royale Drive and the adjacent community to the east That connection has already been made. Local traffic generated by the residential community to the east will utilize the routes that minimize the time and distance traveled. Most of the residents traveling between the project site and the community to the east will be able to travel faster on Fred Waring Drive (a such improvements will be funded or the schedule for constructing such costly improvements. Response 11: The traffic study fortant and content were developed to me=t and exceed all City requirements, as set forth in Engineering Bulletin pOfi-13, raffle Steady General Specif cations." There is no requirement in Engineering Bulletin �[]fi 13 that traffic iniad studies identify how improvements will be funded or the schedule for constructing the required improvements. The traffic study is responsible for identifying various roadway improvements that would meet the level of service performance standards identified by the City of La Quints. The pmject applicant and traffic consultant are not responsible for designing or arranging for the funding of major off-site roadway improvements of regional benefit to meet traffic demands upon buildout of the General Plan Land Use Plan. The improvements identified along Washington Street would be required with or without the proposed project. The City of La Quinta should coordinate with CVAG and arrange for improvements to Washington Street to be made a part of the Riverside TTP. Comment 12: Page 6-9: This section of the TIS assumes that the signalixation of the intersection of Fred Waring Drive and Pahn Royale will deter traffic from using Rome Drive and other residential streets immediately to the east of the proposed project. However, this assumption is not valid based on past experience. Traffic from the restdenccs within the area east of the project will use Rome Drive to access the rases within the proposed project. To assume otherwise is totally unrealistic and the traffic study must be revised to address this issue. If the study is approved as currently drafted, the City will be held responsible for actual or perceived traffic increases on the residential streets adjacent to the project Response 12: The traffic study did not conclude that the new signal would deter traffic from using Rome Drive. It concluded that "through" traffic would use the arterial streets, rather than the two-lane residential streets through adjacent neighborhoods, if the delays on the arterials were reduced. People select routes to minimize their travel time and distance traveled If the average travel speed on the arterial network is allowed to drop so low that it is faster to cut through a neighborhood, some motorists will divert to the faster route. Everyone agrees that through -traffic movements in residential communities are undesirable. As discussed on page 5-21 of the traffic study, the use of local streets For through -traffic movements is sometimes caused by inadequate peripheral major street capacity. Without a traffic signal at the intersection of Palm Royale Drive and Fred Waring Drive, southbound vehicles currently experience LOS F and excessive delay in the morning peak hour queue on Palm Royale Drive at Fred Waring Drive. The excessive delay encourages motorists to use Rome Drive to bypass the queue by driving through the residential area to the intersection of Venice Drive and Fred Waring Drive. However, the proposed project did not connect Rome Drive to Palm Royale Drive and the applicant is not responsible if that connection enables motorists to divert through the community to avoid congestion at the intersection of Palm Royale and Fred Waring Drive. By participating in the installation of a new traffic signal that reduces delay at the intersection of Palm Royale Drive and Fred Waring Drive, as well as widening Fred Waring Drive adjacent to the site, the applicant will improve the peripheral street capacity. This should reduce the volume of "through" traffic that is diverting through the residential area. That does not necessarily mean, however, that the traffic volume on Rome Drive will decrease when the project is completed. Some of the adjacent residents will use Rome Drive and Palm Royale Drive to tum left onto Fred Waring Drive at the new traffic signal. Some of the residents living in the adjacent community will use Rome Drive to access the project site. Both of these shifts in the current traffic patterns of the adjacent community would increase the traffic volume on Rome Drive. Residents of the adjacent community are currently using the local streets east of the project site to make their home-based shopping and home-based work trips. Any trips being made currently by the residents of the adjacent residential community on their local residential street network, should not be considered an impaet associated with the proposed project, even if they will terminate at the project site in the future. The project Will no doubt intercept shopping and employment trips and reduce the distance that these residents have to travel to shop and work. However, that is a positive impart in that it will reduce the traffic demand an the arterial streets currently being used to make trips for these trip purposes. The propos project will not generate now commercial or home based work trips in the adjacent residential community to the tact. The trips that are currently being generated on the residential street system by the residents for these purposes may be distributed to different subdivision access points after the project is completed. Section 6.9 of the traffic study will be modified to incorporate this additional information. Comment 13: Table 7-1: Table 7-1 identifies the required improvements to mitigate existing LOS deficiencies. Whilst the study may be correct in stating that the proposed project contributes only a small portion of the traffic to the need for these improvements, they are essential to the viability of this project and the study needs to clearly identify the entity that will be responsible for constructing these improvements. The Hoveiy Lane/Washington Street improvements were to have been constructed by the School District before the Palm Royale School was opened. however these improvements; have not been constructed and the Hovely LanelWashington Street intersection congestion has worsened to the point where signal synchronization no longer works on Washington Street for a significant portion of the day_ It also seems unrealistic that Table 7-1 does tut include any improvements for the Washington StreetlFred Waring intersection. The additional waft from the project impacting the westbound left -tum movement would appear to be essential l: even if the HCM LOS calculations do not show the aced. Response 13e Table 7-1 identifies the required improvements to mitigate existing LOS 1 C deficiencies. The project applicant should not be responsible for resolving all of the existing traffic deficiencies in the study area, but Wray be required to contribute on a fair - sham: basis to the cost the required improvements. Since the proposed project is consistent with the adopted General Plan land use designation on-site, the applicant should not be responsible for coordinating the improvements along Washington Street to insure that the circulation system can provide for the traffic demands of the adopted General Plan land r . uses. " As shown in Table 3-5, the intersection of Washington Street and Fred Waring Drive is currently operating at LOS D in the peak hours which is within the level of service i performance standards identified by the City of La Quinta. The traffic that will be generated L by the proposed project is not included in the existing traffic volumes that were utilized to identify the traffic deficiencies in Table 7-1. The deficiencies associated with traffic volumes upon buildout of the proposed project (year 2014+project traffic volumes) are shown in Table 7-2. To accommodate year 2010+projw traffic volumes al the intersection of Washington Street and Fred Waring Drive, Table 7-2 identifies the need for dua] westbound left -tum lanes as well as a third through lane on the eastbound and westbound approach to the intersection. 1 The intersection of Washington Street and Hovley LanelAvenue 42 was identified in Table 7.1 as requiring the addition of a second easthound left -tum lane and a second westbound left -turn lane to mitigate existing level of service deficiencies. The City of Palm Desert is currently in the process of providing the dual eastbound and westbound left -tum lanes. In the capacity and many individual cycle failures. This implies forced flow with stop -and -go operation at low speeds and long queues extending behind restrictions. The Transportation Research Board's "Highway Capacity Manual" provides a collection of state-of--the-art techniques for estimating the capacity and determining the level of service for transportation facilities, including intersections and roadways as well as facilities for transit, bicycles and pedestrians. The HCM 2000 has become the standard reference on capacity and LOS procedures, and is relied upon by the federal government, Caltrans, Riverside County and transportation analysts around the world. It presents the best available techniques for determining capacity and levels of service for transportation facilities. It incorporates significant advances in the state of knowledge in determining capacity and LOS and is supported by the NCHRP research and the Federal Highway Administration. The ICU methodology is older, requires less input data, ignores cycle length and signal phasing as well as pedestrians, and is applicable only to signalized intersections. However, studies comparing the two methodologies, have determined that the V/C projections are similar (typically within 10 percent). The "La Quinta Traffic Study Specifications" do not require an analysis of pedestrian impacts on intersection operation. The Riverside County Traffic Study Guidelines require a minimum of 7 seconds per signal phase for all intersections with light pedestrian activity. The intersection analyses in the traffic study incorporated a minimum of 7 seconds per signal phase, consistent with the requirements of the Riverside County Transportation Department, August 2005 "Traffic Impact Analysis Preparation Guide." In most cases, pedestrians do not significantly impact the operation of traffic signals. Although the HCM signalized intersection methodology includes a correction for pedestrian traffic, pedestrians are typically not counted when peak hour intersection traffic counts are made, unless they are identified in advance as a concern. If the optimized intersection phasing provides sufficient time to allow pedestrians to cross the street, the addition of a moderate number of pedestrians has a very small impact on the projected traffic delays. For example, the average intersection control delay was re-evaluated at three intersections (Washington Street at Avenue 42, Washington Street at Fred Waring Drive, and Washington Street at Highway 111) assuming 50 pedestrians/hour crossing all four intersection legs. The increase in average intersection control delay at the three intersections was typically less than 0.5 second/vehicle (with a maximum of 1.5 seconds/vehicle). Comment 8: Page 4-4: The report should be revised to discuss the routing of project related truck traffic into and out of the proposed project. Response 8: Project -related truck traffic was discussed on page 4-4. The Site Plan assumes that truck traffic will primarily utilize Washington Street to access the project site. The most probable path would be for trucks to Navel south on Washington Street, tum left onto Fred Waring Drive, and tum left into the driveway located between the commercial and office components of the project site. The uncles would use the serviceldelivery aisle to travel between Site Access D and Site Access A, then exit the project site by turning right onto Washington Street. Service and delivery trucks should not be permitted to pass in front of the Colonel Mitchell Paige Middle School on Palm Royale Drive to access the project site. Section 4.2 will be modified to add this information on truck traffic routing. To mimmim the impact of construction traffic on the Colonel Mitchell Paige Middle School located on Palm Royale Drive north of the site, Section 7.6 of the traffic study will be modified to include a recommendation requiring construction trucks and delivery/service truck traffic to utilize designated truck routes (Washington Street) to access the project site. {r The Construction Specifications shall include a provision prohibiting construction truck i traffic on Palm Royale Drive. i • Comment 9: Figures 4-3 to 413 (Inclusive): The traffic distribution for the site driveways does not show any traffic using Rome Drive, This is not a realistic assumption. The study should be revised to show some traffic using Rome Drive. f ' Response 9: A traPFc study assumption letter was submitted to the City of La Quint& that f detailed the traffic distribution to be assumed at each of the site driveways. Figure 6, 7, and 8, of the assumption letter showed that site traffic would not be assigned to Rome Drive. For a "worst case" analysis, the traffic study assigned all of the project traffic to the periphery of the study area, rather than assuming that project -related trips would originate or temtinate within residential areas throughout the study area Since the amount of traffic emanating from a residential area is typically determined by the residential uses within the subdivision, any assignment of site traffic into the adjacent residential subdivision via Rome Drive would represent a reassignment of existing traffic 6 volumes generated by the homes in the community from another com+' errcialloffice use located further away within the market area. The construction of commercial uses near a ( residential development would not be expected to increase the total number of trips tolfrom the residential development. Therefore, the traffic assignment associated with the pro. I project did not include vehicles assigned to the adjacent residential auras, but rather assigned all site traffic to the boundary of the study area. Section 4.2 of the traffic study text will be modified to explain more clearly why cumulative and site traffic was not added to Rome F Drive or the local residential streets serving the adjacent residential community. Comment 10: Table 5-3: The year 2010+project level of service `D° at Washington and Hwy 1I I the assumes additional lanes_ If these mitigation measures are to be accepted, the study needs to provide an aerial photograph with an overlay of the proposed design showing the feasibility of making such improvements. City staff does not believe that widening this intersection can be accomplished while stili accommodating pedestrians crossing all four legs of the intersection given the maximum cycle length of 130 seconds that is used along the Hwy I I I corridor from ]efferson Street to Bob Hope Drive in Rancho Mirage. ! Response 14: The discussion of existing conditions indicates that the intersection of Washington Street and Highway 111 is currently operating near capacity. This intersection will need to be improved to continue to provide acceptable levels of service with the development that has already been approved by the City of La Quinta. Since the proposed project is consistent with the General Plan land use and zoning designation, the intersection of Washington Street and Highway 11 I should have sufficient right -of --way reserved to accommodate traffic generated by the proposed project. j The City's "Traffic Study General Specifications" do not require an aerial photograph or any proposed designs as an overlay on an aerial photograph. The traffic study does not include any specific design proposals. The number of approach lanes brat would achieve the City's lever of service performance standards with rte projected traffic volumes ate identified However, the City's performance standards could he raet in a variety of ways, each of whi h would need to be studied in detail to assess the potential costs aced benefits before a design could be proposed Neither she traffic consultant nor the pmjtact applicant is I responsible for designing this intetsectioa, which is not located an site or adjacent to the site. Comment 11: Page 6-1 - Findings and Recommendations: This section of the report identifies improvements such as 8 lanes on Washington. There is no discussion of how 7 Response 4: This change has been incorporated in the Preliminary Site Plan and addressed throughout the revised traffic impact analysis. Comment S: Figure 7-2 shows a westbound unstriped "sneak" right lane on Fred Waring Drive at Washington Street which is addressed as an exclusive right turn deceleration lane elsewhere in the study. Response 5: This lane is unstriped currently but will be striped as an exclusive right - tum deceleration lane with the proposed project. Figure 7-2 has been revised accordingly. Comment 6: Page 3-4: Mention school traffic in section on highest volume hours. Response 5: The surrounding schools are discussed in the Surrounding Land Uses section on pages 1-5 and 1-6. The school arrival times and dismissal times have been included in the study on page 1-5 and 3-4. School traffic is mentioned throughout the analysis of Palm Royale hive at Rome Drive and at Fred Waring Drive as well as in the discussion of cut -through traS-sc in the adjacent neighborhood to the east. Comment 7: On pages 5-31 and 5-33, the left -turn deceleration queue calculations for Washington Street at Fred Waring Dtive appear to assume 60 -second cycle lengths. The current cycle lengths for signals on both Washington Street and Fred Waring Drive in this area is 120 seconds. A 120 -second cycle length should be assumed for all signals. Response 7: The left -turn back -of -queue calculations assumed 120 -second signal cycle lengths except at the Future signal at the intersection of Palm Royale Drive and Fred Waring Drive, where a 60 -second cycle would minimize delay and provide LOS R operation. All intersection analyses throughout the study were revised to reflect a 120- secand signal cycle length. However, an analyses of Palm Royale Drive at }gyred Waring Drive was also included with a 60•second and a 90 -second cycle length to show the adverse impact of longer cycle lengths at this intersection on back -of -queue lengths. Comment 8: Page 6-2, the City of Palm Desert appears to have completed improvements to Fred Waring Drive to provide six lanes west of Washington Street. Response 8: A diagram showing the recently improved approach lanes at the intersection of Washington Street and Fred Waring Drivo are illustrated at the end of Appendix A. The six -lane portion of Fred Waring Drive, west of Washington Street did not exist when the traffic counts were made. Therefore, the baseline analyses were not revised to reflect these recent improvements. It is not appropriate to evaluate traffic volumes collected before the roadway was improved in conjunction with the additional lanes provided recently. To do so would provide 'a misleading picture of the baseline conditions. Roadway improvements typically cause a redistribution of traffic from less congested roadways to take advantage of the new capacity and higher travel speeds. Consequently, traffic volumes on Fred Waring Drive since the improvements are likely higher. The future scenarios in the traffic study were revised to reflect these recent improvements. Comment 9: Page 6-5, as you know, the City does not participate in the TUMF program. Response 9: This statement was taken from the City's Traffic Study Guidance regarding cumulative impact significance in Engineering Bulletin #06-13 (dated December 19, 2006). Comment 10: if a second westbound left -lane is required on Fred Waring Drive at Washington Street will it be taken from the project site and can a safe transition to the west side of Washington Street be made? Response 10: The intersection has been improved as shown in the diagram at the end of Appendix A. Comment 11: Washington Street and Fred Waring Drive need to accommodate raised median noses for the left -tum pockets adjacent to the site as a condition of approval. Response 11: So noted. The improvement plans for the raised medians will be submitted to the City for teview and approval. We tout that the supplemental information herein and the mWcations in the Draft Final Traffic Impact Study for the La Quima Retail and Office Complex — TPM #35088 dated May 6, 20009 will adequately respond to the City of La Quints comments. if additional clarification is required, please do not hesitate to contact our offices. f Sincerely, ENDO ENGINEERING i Vicki Lee Endo, P.E., T.E. Registered Professional Traffic Engineer TR 1161 Zr m ^ o 3 0� m0 r0 a3 c3 Z� �0 D� 00 D0 r In 03 m* Z0 D-1 Did J 111111,.1u11t 1 t I Appendix B '[ NEW TRAFFIC COUNT DATA TPM 35088 Traffic Study changes, please contact either Ed Wimmer or Rusty Beardsley in the Public Works Department, as they have the greatest familiarity with the technicalities of the study. 2 of 2 5/8/08 9:24 AM 'i? I HOW ry Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments May 6, 2008 Mr. Larry Brose The Robert Mayer Corporation 660 Newport Center Drive, Suite 1050 Newport Beach, CA 92660 SUBJECT: La Quinta Retail and Office Complex — TPM #35088 t Revised Traffic Impact Study - Response to Comments e. Dear Mr. Brose; Endo Engineering has reviewed the comments on the La Quirks Retail and Office CwVler TPM #35088 Revised Traffic Impact Analysis (Endo Engineering; January 28, 2(108) that were prepared by the City of La Quinta Planning and Engineering Departments and forwarded to us on March T, 2008. In response to these comments, the traffic impact analysis has been revised for resubmittal. The La Quinta Retail and Office Complex TPM #35088 Draft Final Traffic Impact Analysis dated May 6. 2008 incorporates responses to these comments. t Comment 1: Include the results and conclusions of the Standard Deviation Sensitivity Analysis (detailed in Appendix F) in the main body of the report. Response 1: Appendix F meets all of the traffic study requirements set forth in Engineering Bulletin #06.13 (dated December 19, 2006). It demonstrates that the change in trip generation that would result with average ITE rates plus one standard deviation L would have no significant effect on the traffic study findings related to control delay, levels of service, queue storage lengths, or the need for auxiliary lanes at the site access points and adjacent 'intersection. This conclusion has been reiterated in section 2.8 (page 2-5) and throughout the study where appropriate. Comment 2: On page 1-2, paragraph 4 delete "..if the City of La Quinta determines..:.. Response 2: This change has been made in paragraph 4 on page 1-2 and on page 1-5. Comment 3: Page 6-2, first bullet, note where required improvements would exceed the General Plan classification of Washington Street and Fred Waring Drive. Response 3: This change has been incorporated throughout the study. Comment 4: Make recommendations such as the provision of an on-site deceleration lane at Access C to prevent this site driveway from being located in the middle of a long right -tum deceleration lane. 28811 Woodcock Drive, Laguna Niguel, CA 92677-1330 Phone: (949) 362-0020 Facsimile: (949) 362-0015 addition, the City of Palm Desert is currently widening Fred Waring Drive to include a third eastbound and westbound through lane, west of Washington Street. These improvements will extend through the intersection of Warner Trail and Fred Waring Drive. The project applicant will be required to participate in the construction of traffic signals at the intersection of Palm Royale Drive and Fred Waring Drive. The project applicant will also be required to contribute to the cost of a southbound left -tum lane at this intersection to facilitate site access. The scheduling of these improvements and the funding mechanism will need to be negotiated between the City of La Quints and the applicant. Comment 14: Overall Comment: The traffic impact study identifies a number of improvements that will be needed when the project opens and within 10 years of the project opening. There is little or no information about how these improvements will be funded, the entity responsible for constructing the improvements and the schedule. The traffic impact study must include this information. Without this information, the value of the study is extremely limited. Response 14: The traffic study format and content were developed to meet and exceed all City requirements, as set forth in Engineering Bulletin #06-13, "Traffic Study General Specifications." There is no requirement in Engineering Bulletin #06-13 that traffic impact studies identify how improvements will be funded, the entity responsible for constructing the improvements, or the schedule for constructing the required improvements. The traffic study identifies where and when traffic improvements will be needed to meet the City's circulation performance standards. However, since the proposed project is consistent with the adopted General Plan land use designation on-site, the project applicant should not be responsible for coordinating, funding, or constructing improvements along Washington Street to insure that the circulation system can accommodate the traffic generated by the land uses in the adopted General Plan. Since all of the mitigation measures and conditions of approval are not known at this time, the applicant's fair share percentage of the cost of various improvements has been identified for inclusion in the traffic study. Table 7-4 in Section 7.6 will provide the project -related traffic, as a percentage of the future traffic growth, for each intersection where mitigation is identified for a deficiency. The percentages will be determined from the evening peak hour approach volumes at each key intersection where improvements will be needed. The formula employed to determine the percentage contribution will also be provided in Section 7.6. We trust that the supplemental information herein and the modifications to the "Draft Traffic Impact Study for the La Quinta Retail and Office Complex — TPM #35088" will adequately respond to the City of La Quints comments. If additional clarification is required, please do not hesitate to contact our offices. Sincerely, ENDO ENGINEERING Vicki Lee Endo, P.E., T.E. Registered Professional Traffic Engineer TR 1161 10 TPM 35088 Traffic Study Subject: TPM 35088 Traffic Study From: Nicole Criste <ncriste@Terranovaplanning.com> Date: Fri, 07 Mar 2008 16:15:13 -0800 'T To: Greg Endo <endoengr@cox.net>, Stan Sawa <ssawa@la-quinta.org>, Rusty Beardsley 1- <Rbeardsley@la-quinta.org>, Ed Wimmer <ewimmer@la-quinta.org>, David Sawyer <Dsawyer@la-quinta.org>, Les Johnson <Ljohnson@la-quinta.org>, Tim Jonason € <tjonasson@la-quinta.org> 1, Dear Greg: t La Quinta's Planning and Engineering departments have reviewed the second draft of the Traffic Study, and i have the following comments: + 1. Result and conclusions of Standard Deviation Sensitivity Analysis, detailed in appendix F of the study, should be included in the main body of the report. 2. On page 1-2 paragraph 4, the sentence 'However, if the City of La Ouinta determines that Washington Street will ultimately need to be improved as an 8 -lane......" should read "However, if Washington Street is improved as an 8 -lane......" This change applies to all references to General Plan build out of affected roads. The Traffic Study's purpose is to identify needed improvements, and provide mitigation which allows for these improvements The ( Traffic Study should not speculate on whether those improvements will be completed, other than to state that right @ of way is or is not available for the required improvements. To that and, please revise the report to reflect these i changes throughout. 3. Corollary to #2, please note where improvements required exceed the General Plan classification for the roadway (see page 6-2, first bullet, referencing Fred Waring requiring eight lanes when the General Plan classification is for 6 lanes; also applies to references to Washington as a 10 lane roadway at Avenue 48, for example). The study needs to be dear that the improvements required for acceptable levels of service exceed the General Plan build out cross section for the roadway 4. The study in several locations discusses providing an access drive (Access 'C') in the middle of a long right turn lane on Fred Waring Drive . This arrangement is not satisfactory considering the volume of expected right turns into the project (72 at peak hour) at this driveway and the anticipated speed differential with vehicles using the right lane to go north on Washington Street. The study must analyze the impact of the conflict, and make recommendations which may include elimination of the access point or addition of an on-site deceleration lane, or other options, based on sound impartial analysis. 5. Figure 7-2 indicates an "Unstriped Sneak -Right Lane' for westbound Fred Waring Drive at Washington Street while other sections of the study assume it to be a striped right tum lane. 6. Section titled "Highest Volume Hours" on page 3-4 should make mention of impact of school traffic. 7. In section titled "Left -Tum Deceleration Lanes" (pg. 5-31) and "Washington Street at Fred Waring Drive' (pg. 533) 60 -second cycle lengths are used for queue calculations. The current cycle length for signals on both Washington Street and Fred Waring Drive in this area is 120 -seconds and that cycle length should be assumed for all signals. 8. You were to contact Palm Desert regarding the improvements under way on Fred Waring. Palm Desert appears to have completed the widening of Fred Waring to six lanes west of Washington Street. Since this is the case, the F references in the study (page 6-2, among others) to widening must be updated to reflect that the work is done, at least in part. ' 9. As you are aware, the City does not participate in the TUMF program. Therefore, the reference to payment of the TUMF as mitigation is not appropriate (page 6-5, second full paragraph under "Peak Hour Intersection Operation'. Altemate mitigation must be included in the study. 10. If a second left hand tum lane is required for westbound Fred Waring to southbound Washington, the traffic study needs to determine if that lane will be taken from the project site, and whether a safe transition to the west side of y Washington can be made with a revised alignment. This assumes that the second turn lane cannot be f accommodated within the existing right of way. While it is probably impractical to widen these facilities to 8 lanes they need to be widened to accommodate raised median noses for the left tum pockets. Currently none of the approaches have this and with speeds increasing the danger of a head on with someone sifting in the left tum pocket is high. If this can't be a mitigation measure it should be included in their conditions of approval. Please make the revisions to the study at your earliest convenience. If you have any questions about the required 1 of 2 5/8/08 9:24 AN COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-24746716 CITY OF PALM DESERT WS: WASHINGTON STREET EIW: HOVLEY LANE/AVENUE 42 WEATHER: SUNNY 0&30 Ali 17 COUNTS UNLIMITED INC. 30 253 25424 JACLYN AVENUE 108 21 MORENO VALLEY CA. 92557 File Name : PDWAHOAM CITY OF PALM DESERT 951-247-6716 Site Code :0093638 NIS: WASHINGTON STREET 32 Start Date : 11/9/2006 ENV: HOVLEY LANE/AVENUE 42 880 Page No : 1 WEATHER: SUNNY 245 0&30 Ali 17 206 30 253 50 108 21 179 125 216 18 359 30 32 27 89 880 06:45 Ak0 20 245 37 302 I 63 82 18 1 72 722 31 325 43 40 38 121 9E I_ Total 37 451 67 555 113 190 39 342 197 438 49 684 1 73 72 65 210 I791 07:00 AM 18 289 30 337'8 278 90 20 168 89 215 36 340 4836 +45 n 49 133 918 07:15 AM 22 262 45 329 83 108 30 221 93 245 58 396 52 49 31 132 1078 07:30 AM 29 296 34 359 78 142 31 251 100 301 70 471 73 67 50 190 1271 07A5 7 75 34-3 2U 3 3 I1B - T 41 .B58 .808 Total 105 1118 139 1362 316 496 106 918 401 1114 202 1797 I 140 222. 177 639 4716 08:00 AM 28 279 40 347 75 98 21 194 107 301 83 491 52 50 43 145 1177 08:15 AM 35 256 38 329 69 103 34 206 75 248 47 370 50 42 40 132 1037 Greed Total 205 2104 284 2593 573 887 200 1660 780 2101 461 3342 415 386 325 1126 8721 Appwh % Total % 7.9 2.4 81.1 24.1 ll 3.3 29.7 34.5 6.6 53.4 10.2 12 2.3 19 23.3 8.9 62.9 24.1 13.8 5.3 38.3 36.9 4.8 34.3 4.4 28.9 3.7 12.9 1 Peak Hourf Satire b....wliu Begun al 07:15 All 07:15 AM 22 367 45 329 83 108 30 221 93 245 58 396 52 49 31 132 1078 07:30 AM 29 296 34 359 ` 78 142 31 25] 100 301 70 471 73 67 50 190 1271 07:45 AM 36 271 30 337 97 156 25 278 119 353 118 590 67 70 47 184 1389 08.4f0 All 28 279 40 347 75 98 21 194 1 107 301 83 191 52 M 43 tis 1177 Total Volume 1 115 1108 149 1372 333 504 107 944 1 419 1200 329 1948 1 244 236 171 651 1 4915 File Name : PDWAHOAM Site Code :0093638 Start Date : 11/9/2006 Page No :2 Peak Hour Analysis From O6'7t1 AM In nwi s AM - Poa4 1 of 1 Erik Hassr [or Fish App � O1, tsAM 01;15 AM O'lIS AM 01ils AM +0 mins. 22 262 45 329 83 108 30 221 93 245 58 396 52 49 31 132 +15 mins. 29 296 34 359 78 142 31 251 100 301 70 471 73 67 50 190 +30 mins. 36 271 30 337 97 156 25 278 119 353 118 590 67 70 47 184 +45 n 7 8 4 I Total Volume 115 1108 149 1372 333 5 04 107 944 419 1 200 329 1948 244 236 171 651 4 tno 4 75 34-3 2U - __9 .B58 .808 49 S_ -.F7 Total 82 313 ikQ COUNTS UNLIMITED INC. 160 ]37 25424 JACLYN AVENUE 366 148 MORENO VALLEY CA. 92557 112 9101 253 951-247-6716 189 CIN OF PALM DESERT 2711 File Name : PDWAHOPM WS: WASHINGTON STREET 288 Site Code : 0093636 ENV: HOVLEY LANEIAVENUE 42 472 438 442 1811 Start Date :11/9/2006 WEATHER: SUNNY 153 Page No : 1 WASHINGTON STREET 51 HOVLEY LANE AVENUE 42 WASHINGTON STREET Total 82 313 ikQ 708, 160 ]37 IA 366 148 650 112 9101 253 305 189 7271 2711 04:00 PM I 60 288 48 39650 472 438 442 1811 75 28 153 63 328 51 442 100 129 79 308 1299 04:15 FM 1 51 335 59 445 65 35 18 118 66 346 47 459 1 97 109 71 277 ]299 04:30 PM 63 289 50 402 72 61 18 151 58 245 60 363 102 107 73 282 1198 94 45 m +30 mics, i 51 70 53 405 63 2 198 74 51 442 100 129 74 2w 1361 - Total 225 1237 227 1689 i 270 259 85 314 261 1220 209 16AD 400 467 2" 1164 5157 1699 309 335 116 53 405 63 105 30 198 53 301 68 422 72 112 103 287 1312 05:00 PM 05:15 PM 51 56 301 289 101 446 91 61 47 219 79 289 61 429 101 146 90 337 1431 05:30 PM 22 335 24 381 52 53 12 117 29 301 28 358 74 73 32 179 1035 9 47 1 $5 225 139 312 2n 1108 Total 187 1226 216 1629 265 286 IO2 653 216 1116 196 152E 1 330 444 282 1076 , 4W 06:00 PM 63 245 25 333 63 34 16 113 44 201 46 291 74 55 56 185 922 06:1 5PM 45 201 38 284 94 38 25 157 38 195 39 272 58 51 39 148 861 Grand Total ` 602 3425 616 4643 852 754 297 1903 707 3382 602 4691 1115 1322 863 3300 14537 Apprch % 13 73.8 13.3 44.8 39.6 15.6 15.1 72.1 12.8 33.8 40.1 26.2 Total% I 4.1 23.6 4.2 31.9 5.9 5.2 2 13.1 4.9 23.3 4.1 32.3 7.7 9.1 5.9 22-7 HOVLEY Peak Hour Ati.lylh From 03:30 P.bt +a 06:15 PM -p9" 1 of I T. Peak Hour Data tbM Peak Hoar for Baum 03:30 PM 03:45 PM 04:00 PM •i rein Voh— In[aseccoa Bcgins at 03:30 PM 29 231 58 338 53 265 52 370 60 288 48 396 5 193 1139 217 1549 80 74 80 63 50 75 5 1 275 247 35 34 28 E 115 189 177 153 1 637 92 56 63 277 325 55 325 57 328 51 47 ]324 210 472 438 442 1811 130 163 103 103 142 86 100 129 79 aZ" 430 543 339 396 f 1395 331 I 1316 308 1299 Ian 1312 ' $309 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA 92557 951-24743716 CITY OF PALM DESERT WS: WASHINGTON STREET ENV: HOVLEY LANEIAVENUE 42 WEATHER: SUNNY File Name : PDWAHOPM Site Code : 0093638 Start Date :1119/2006 Page No : 2 �irllEk=L1Ei4 Or -m Peak Hour Analysis From 03:30 PM to 06:15 PM - Peak 1 of 1 T. Peak Hour Data tbM I y f o � + TOTAL VOLU - Z J �irllEk=L1Ei4 Or -m Peak Hour Analysis From 03:30 PM to 06:15 PM - Peak 1 of 1 t1]••63Y��91- 09'30 PM 1 0130 PM 03:30 PM 0330 PM +0 mics. 63 289 50 402 t 72 61 18 151 92 325 55 472 130 163 103 396 +15 mitts. 51 325 70 446 83 88 21 192 56 325 57 438 103 142 86 331 +30 mics, i 51 301 53 405 63 105 30 198 63328 51 442 100 129 79 308 1 g 4 45 97 109 71 277 Your V.1— 1 221 1204 274 1699 309 335 116 760 277 1324 210 1811 1 430 543 339 1312 COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF PALM DESERT WS: WASHINGTON STREET ENV: AVENUE OF THE STATES WEATHER: SUNNY File Name : PDWAASAM Site Code :0093643 Start Date :11/1612006 Page No : 1 OF THE STATES Total 10 573 20 6031 13 6 4 231 41 559 7 6071 15 3 20 381 1271 07:00 AM ' 12 351 7 370 8 4 4 16 30 284 2 316 10 1 14 25 727 07:15 AM - 5 339 9 353 9 8 5 22 35 339 6 380 12 7 29 48 803 07:30 AMI 6 415 12 433 19 4 1 24 52 454 8 514 17 3 34 54 1025 0745 AM 5 3367 4 375 36 8 3 47 67 563 17 647 1,0 3 V 56 1126 Total 1 28 1472 32 1532 1 72 24 13 109 1 184 1640 33 1857 1 57 14 Ill 183 3681 08:00 AM I 5 377 10 392 20 9 8 37 53 419 14 486 10 4 15 29 944 08:15AM l0 327 8 345 26 5 4 35 50 384 7 441 21 5 32 58 879 Grand Total 53 2749 70 2872 131 44 29 204 328 3002 61 3391 103 26 179 308 6775 Appmk % 1.8 95.7 2.4 642 21.6 141 9.7 88.5 1.8 33.4 8.4 58.1 Total% 0.8 40.6 1 42.4 1.9 0.6 0.4 3 4.8 44.3 0.9 50.] 1.5 0.4 2.6 4.5 WASHINGTON STREET PRIVATE DRIVE WASHINGTONSTIL I AVENUE OF THE STATES Southbound Stw Tr�=. L4Tins mw I T -Q LCA rm I [ ft Prak Hour Aw4mis From 06:30 AM to 08:15 AM - P"k 1 of I Peak Hour for Enjtire loterawtion Bemis at 07:30 AjM mtlSAnf Ot 3a AM 41,17 433 07;M" ` 67 56 l7 647 1 3 5 56 I 126 1944 08:00 AMI 5 377 10 392 20. 4 8 4 53 4 9 14 486 10 4 15 29 8 CITY OF PALM DESERT WS: WASHINGTON STREET ENV: AVENUE OF THE STATES WEATHER: SUNNY COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 File Name : PDWAASAM Site Code :0093643 StartDate :111162006 Page No :2 v On t —QA- f aaasl UMF Ttav tad Peak Hour Data North rt rg PaaKH—S gwat07:30AM ,5 TOTALVCLUME T r+ Eva --zm® Out k Total Peak Hour Analysis From 06:30 AM to 06:15 AM - Peak 1 of 1 33�s�n mtlSAnf Ot 3a AM or3UAM 07;M" +0 mins. 5 339 9 353 19 4 1 24 52 454 8 514 17 3 34 54 +15 mins. 6 415 12 433 36 2 3 47 67 563 17 647 18 3 35 56 +30 mins. 5 367 4 376 20 9 8 37 53 419 14 486 10 4 15 29 +.4 2 26 5 4 0 384 7 "1 21 5 Total Volume 21 1498 35 1554 101 26 16 143 222 1820 46 2088 66 15 116 197 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF PALM DESERT WS: WASHINGTON STREET ENV: AVENUE OF THE STATES WEATHER: SUNNY File Name : PDWAASPM CITY OF PALM DESERT Site Code :0093643 WS: WASHINGTON STREET StartDate :11/16/2006 ENV: AVENUE OF THE STATES Page No : 1 WEATHER: SUNNY 04:00 PM 19 383 11 413 27 19 16 62 54 387 30 471 1 27 10 51 88 1034 04:15 PM ]3 454 19 486 38 15 9 62 64 408 31 503 { 27 4 30 61 1112 04:30 PM 1 18 369 15 402 28 20 9 57 48 350 26 424 21 9 30 60 943 42 16 4a 13 482 4� S6 11 67 46 408 19 475 30 — LO 33 73 Igo _Ai Tout 66 1654 63 1783 133 7045 1 248 212 1553 106 1871 105 33 144 282 J 4184 05:00 PM 9 438 6 453 30 12 9 51 46 369 19 434 30 7 51 88 1026 05:15 PM 25 449 13 487 23 9 7 39 49 412 23 484 21 10 37 68 1078 05:30 PM 20 382 24 426 38 12 3 55 60 339 19 418 24 6 43 73 972 ]S 14 - A 19 3478 885 Total 69 1656 53 1774 1 117 47 27 191 195 1421 77 1693 101 33 165 299 3961 06:00 PM 11 336 11 35833 4 8 45 40 273 15 328 14 7 33 54 785 06:15 PM 10 273 16 299 27 17 4 48 40 238 13 291 10 7 22 39 677 Orand Total 203 4703 167 5073 385 166 120 671, 603 4291 270 5164 279 111 444 834 11742 APPmh % 4 92.7 3.3 57.4 24.7 17.9 11.7 83.1 5.2 33.5 13.3 53.2 Total % . 1.7 40.1 1.4 43.2 3.3 1.4 1 5.7 5.1 36.5 2.3 44 2.4 0.9 3.8 7.1 Peak Hour Analysis F30m 03:30 PM to t16c 15 PM -Pak i or 1 tn1[v�.4YYt-l�.eli is Pk Hour for l tim Intersection Bow at 03:30 PM ea 06:45 PM 03:lo— 03:30 PM 03:30 PM 25 383 16 424 45 10 22 77 59 421 34 514 15 16 38 69 1084 03:45 PM 22 401 8 431 30 18 14 62 57 385 25 467 34 15 42 91 1051 04:00 PM 19 383 11 413 27 19 16 62 54 387 30 471 27 10 51 88 1034 04�IS P d 4 1 03 27 4 4 3 1 61 263 Teed Volume 79 1621 54 1754 140 fit 61 263 234 1601 120 1955 103 45 161 309 1 4381 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 File Name : PDWAASPM Site Code :0093643 Start Date : 11/16/2006 Page No :2 out 'I_>1-281 �nl � tart 4.J Peak Hour Data H _ Tw Oo North ILIrn J Peak Hour Begbe at 03:30 P6rTOTAL VIXI-IME —+� 0 r4 ®® Ota[ M Tobi Peak HourArMlyus From 03:30 PM to 06:15 PM - Peak 1 of 1 tn1[v�.4YYt-l�.eli is 06:45 PM 03:lo— 03:30 PM mJI PM +0 mins. 16 448 18 482 45 10 22 T7 59 421 34 514 . ]6 38 69 ns. 9 438 6 453 30 18 +15 mi5 14 62 57 385 25 467 34 1 42 91 +30 mins• 25 449 13 487 27 19 16 62 54 387 30 471 27 10 51 88 20 4 4 1 03 27 4 30 _.d5. Tout Volume 70 1717 61 1848 140 62 61 263 234 1601 120 1955 103 45 161 309 CITY OF PALM DESERT WS: WASHINGTON STREET ENV: PALM ROYALE DRIVE WEATHER:SUNNY 285 1 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 WASHINGTON STREET MOUNTAIN d Ttru 0 261 3 264 1 7 0 File Name : PDWAPRAM Site Code :0093638 StartDate :11/16/2006 Page No :1 Tow 1 s7 586 3 645 1 25 0 54 80 0 552 13 5651 S2 1 0 131 1303 07:00 AM 50315 07:30 AM 0 365 9 1 57 67 0 285 6 291 2 0 2 4 727 07:15 AM 93 308 5 406 26 1 126 153 0 265 46 311 7 4 2 13 683 07:30 AM 130 351 2 483 64 0 157 221 4 345 66 415 3 1 5 9 1128 •i537 25 1 4al 4 470 20 a 62 81 t 50 17Q TOW 310 1405 9 1724 1 119 2 401 522 1 5 1433 135 191 S 14 34 3853 08:00 AM 16 397 3 416 5 0 47 52 ' 1465 7 473 1 1 0 1 2 943 08:15 AM 15 389 3 407 5 0 26 31 1 445 2 448 2 0 4 6 892 Grand Total 398 2777 17 3192 155 2 528 665 7 2895 157 3059 30 6 19 55 6991 Apprch % 12.5 87 0.5 22.6 03 77.1 0.2 94.6 5.1 54.5 10.9 34.5 Total % 5.7 39.7 02 45.7 2.2 0 7.6 III 9.8 0.1 41.4 2.2 43.8 1 0.4 0.1 0.3 0.8 Peak Hour Aclasis From 06:30 AM to MI$ AM -Peak 1 of I COUNTS UNLIMITED INC. 25424 JACLYN AVENUE 1 to, IRS ( , R"yN Twr Ln4 MORENO VALLEY CA. 92557 951-247-6716 CITY OF PALM DESERT Pak How for iatusecsira Bens a<07:30 AM ENV: PALM ROYALE DRIVE WEATHER: SUNNY j ?*0 Hour B.DW..t MIX AY i 4-4 ii L LT0I9ls11.W�� - 07:30 AM 130 351 2 483 64 0 157 221 4 345 66 415 3 1 5 9 1128 07:45 AM 37 431 2 470 20 0 61 61 1 538 17 556 3 p S 8 1115 08:00 AM 16 397 3 416 5 0 47 52 1 465 7 II 473 t I 0 1 2 943 �{I.3�yif 15 _ 389 3_ _407 5 0 26 31 Mi 2 448 1 1 0 4 6 891 Total Volue m 198 1568 10 1776 94 0 291 385 ---1 7 1793 92 1892 1 9 1 15 25 1 4078 I L L E L File Name : PDWAPRAM Site Code : 0093638 StartDate :11/16/2006 Page No :2 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE 1 to, IRS ( , R"yN Twr Ln4 MORENO VALLEY CA. 92557 951-247-6716 CITY OF PALM DESERT �gr�acit N/S: WASHINGTON STREET ENV: PALM ROYALE DRIVE WEATHER: SUNNY File Name : PDWAPRAM Site Code : 0093638 StartDate :11/16/2006 Page No :2 Peak Hour Px*si5 From 06:30 AM to 06:15 AM - Peak 1 of 1 wr`sw 8T1:EE1 1 to, IRS ( , R"yN Twr Ln4 F �gr�acit Peak Hour Data j ?*0 Hour B.DW..t MIX AY i 4-4 ii L LT0I9ls11.W�� - r— ; F- nEd � w In Total 07:OOAM Peak Hour Px*si5 From 06:30 AM to 06:15 AM - Peak 1 of 1 �gr�acit AmwrcL�eg(es ar _ m:30" OM 0:7 07:OOAM +0 mics. 130 351 2 483 9 1 57 67 4 345 66 415 2 0 2 4 +15 mins. 37 431 2 470 26 1 126 153 1 538 17 556 7 4 2 13 +30 mins. 16 397 3 416 64 0 157 221 1 465 7 473 3 1 5 9 44 2 49 1 Tow vohr 198 1568 10 1776 119 2 401 522 7 ]793 92 ]892 15 5 14 34 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF PALM DESERT WS: WASHINGTON STREET ENV: PALM ROYALE DRIVEWOUNTAIN AVENUE WEATHER: SUNNY File Name : PDWAPRPM I CITY OF PALM DESERT Site Code :0093638 N/S: WASHINGTON STREET StartDate :11116/2006 ENV: PALM ROYALE DRIVE/MOUNTAIN AVENUE Page No :1 WEATHER: SUNNY i 04:00 PM 22 430 5 457 2 135 38 0 465 4 469 1 0 3 4 968 04:15 PM 21 459 6 486 4 0 35 39 1 449 3 453 4 0 S 9 987 04:30 PM 19 425 6 450 0 0 32 32 I 3 381 0 384 4 0 I 6 872 a 4445 1 0 3 4 0 Q, 21, 2} 3 474 4 S 0 1+1 Taal 1 79 1849 25 1953: 6 1 123 130 1 7 1773 11 1791 1 14 0 12 26 3900 05:00 PM 485 4 518 2 0 35 37 4 401 2 407 3 0 4 7 969 I29 05:15 PM 13 489 5 507 1 0 32 33 4 459 2 465 3 1 0 .1 1009 05:30 PM 23 423 1 447 1 0 18 19 1 370 2 373 3 0 4 7 846 5 M I 4 TOW - $4 leis 12 1911 1 4 0 105 109 11 1555 8 1574 1 33 3 11 27 i 9671 06:00 PM 10 367 3 3800 2 20 22 2 315 1 318 2 0 2 4 724 06:15 PM 9 325 2 336 0 1 13 14 4 289 9 302 1 0 3 4 656 Gland Total 252 5234 56 5542 21 7 348 376 28 4841 41 4910 37 3 32 72 10900 Apprch Y 4.5 94.4 1 5.6 1 9 92.6 0.6 98.6 0.8 51.4 4.2 44.4 Total % 2.3 480.1 50.8 0.2 01 3.2 3.4 0.3 44.4 0.4 45 0.3 0 0.3 0.7 Peak Hour Aadyyi3l From 03:30 PM to 06:15 PM - Peak 1 vT 1 Peak Hour fw imritc intersection Begins at 03:30 PM 03:30 PM 42 423 7 472 6 2 49 57 0 463 7 470 2 0 3 5 1004 03:45 PM 28 455 7 490 5 1 38 44 4 446 5 455 5 0 1 6 995 04:00 PM 22 430 5 457 2 1 35 38 0 465 4 469 1 0 3 4 968 605 PM 4 4 0 rural V.Wme 113 1767 25 1905 17 4 157 178 5 1823 19 1847 12 0 12 24 1954 COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA 92557 951-247-6716 L19sa Lik i�'m*— Peak Hour Data fal T c Y --► Peak Hwr 11 e0irn: 1 103:30 PM OTAL VOLUME f r' put N Toil Peak Hour Analysis From 03:30 PM to 06:15 PM - Peak 1 of 1 File Name : PDWAPRPM Site Code :0093638 Start Date :11/16/2006 Page No :2 01:30 PM 03J0 PM "T0415 PM +0 mins. 19 425 6 450 6 2 49 57 0 463 7 470 4 0 5 9 +15 mins. 17 535 8 560 3 1 38 44 4 446 5 455 4 0 2 6 +30 m' s. 29 485 6 518 2 1 35 38 0 465 4 469 S 0 2 7 _+4 1 489 S 507 4 44 4 4 7 T -W V.1-78 1934 23 2035 17 4 157 178 5 1823 19 1847 16 0 13 29 07:00 AM 294 0 294 0 261 261 0 0 07:15 AM 357 0 357 0 377 377 0 0 07:30 AM 384 0 384 0 485 485 0 1 AS AM 479 0 4SSS I 2 Taal 1 1514 0 1511 j 0 1708 TAMS 1 0 3 08:00 AM 395 0 395 0 435 435 0 0 08:15 AM 400 0 400 0 417 417 0 0 Grand Tow 2888 0 2888 0 3075 3075 0 3 Apprch % 1 100 0 0 100 0 100 Total % 1 48.4 0 46.4 0 51.5 51.5 0 0.1 w for Entice Intersection Begins at 07:30 AM 07:30 AM 384 0 384 07:45 AM 479 0 479 08:00 AM 395 0 395 :5 Total Volume 1658 0 1658 STREET CALLE LAS BRISAS 0 485 485 0 1 0 585 585 ! 0 2 0 435 4351 0 0 0 i 7 4171 0 0 0 1922 1922 1 0 3 rat [eL law 01 4" 0 604 0 1 1094 0 555 i 0 f 0 1 2 870 ]06G COUNTS UNLIMITED INC. 3 1 3225 i L COUNTS UNLIMITED INC 830 25424 JACLYN AVENUE 0 817 0 25424 JACLYN AVENUE 5966 MORENO VALLEY CA. 92557 011 VALLEY CA 92557 951-247-6716 1 870 �r 951-247-6716 CITY OF PALM DESERT 0 File File Name : PDWALBAM X830 31 3583 CITY OF PALM DESERT WS: WASHINGTON STREET Site Code :0093671 WS: WASHINGTON STREET EIW: CALLE LAS BRISAS Start Date : 11/15/2006 CALLE LAS BRISAS WEATHER: SUNNY Pa Page No : 1 9 P WEATHER: SUNNY WE 07:00 AM 294 0 294 0 261 261 0 0 07:15 AM 357 0 357 0 377 377 0 0 07:30 AM 384 0 384 0 485 485 0 1 AS AM 479 0 4SSS I 2 Taal 1 1514 0 1511 j 0 1708 TAMS 1 0 3 08:00 AM 395 0 395 0 435 435 0 0 08:15 AM 400 0 400 0 417 417 0 0 Grand Tow 2888 0 2888 0 3075 3075 0 3 Apprch % 1 100 0 0 100 0 100 Total % 1 48.4 0 46.4 0 51.5 51.5 0 0.1 w for Entice Intersection Begins at 07:30 AM 07:30 AM 384 0 384 07:45 AM 479 0 479 08:00 AM 395 0 395 :5 Total Volume 1658 0 1658 STREET CALLE LAS BRISAS 0 485 485 0 1 0 585 585 ! 0 2 0 435 4351 0 0 0 i 7 4171 0 0 0 1922 1922 1 0 3 rat [eL law 01 4" 0 604 0 1 1094 0 555 i 0 734 0 1 2 870 ]06G +15 mins. 479 0 479 3 1 3225 i L 0 830 435 0 817 0 3 5966 PIIF -&6$ I fNNI 011 ■ L 1 870 �r 2 1066 1 0 X830 31 3583 r I1. W WASHMGION STP££i - -Aszz, _Rose. 1d5—d. AHLL 1 ry Peak Hour Data NOM PmX Hour Begins w 87:30 AM UME File Name : PDWALBAM Site Code : 0093671 Start Date : 11/15/2006 Pane No :2 485I 0 0 0 585 ! 0 0 0 435 0 1 1 Peak Hour Ara4* s From 06:30 AM to 06:15 AM - Peak 1 of 1 T07:30 AM 07:30 AM +0 mins. 384 0 384 0 485 +15 mins. 479 0 479 0 585 i L +30 mins. 395 0 395 0 435 TOW Volume 1658 0 1658 12Q�47 T � 0 1922 1 r I I€ PIIF -&6$ I fNNI R71 ■ L File Name : PDWALBAM Site Code : 0093671 Start Date : 11/15/2006 Pane No :2 485I 0 0 0 585 ! 0 0 0 435 0 1 1 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 CITY OF PALM DESERT 951-247-6716 File Name : PDWALBAM N/S: WASHINGTON STREET Site Code : 0093671 ENV: CALLE LAS BRISAS Start Date :11/1512006 WEATHER: SUNNY Page No :1 04:00 PM j 460 0 460 0 456 456 2 4 6 922 04:15 PM 496 0 496 0 452 452 1 2 3 951 04:30 PM 441 a 441 0 422 422 0 0 0 863 (M.45 P.M. 474 2 47 0. 6 "1 no: 15 PM c 2 90 Total 1871 2 1873 0 1771 1771 5 6 11 3655 05:00 PM 484 0 484 0 482 482 0 0 0 966 05:15 PMI 514 0 514 0 384 384 0 0 0 698 0530 PM Il 457 0 457 0 417 417 0 0 0 874 05X5 P. ` 0 3 Total 1 1882 0 iC82 0 1639 1639 1 0 0 0 3521 06:00 PM 404 0 404 0 330 330 0 0 0 734 06:75 PM 326 0 326 0 322 322 0 0 0 648 Graod Total 5374 3 5377 0 5036 5036 10 21 31 10444 ApprcL % 99.9 O.l 0 100 32.3 67.7 Total % 51.5 0 51S 0 48.2 48.2 0.1 0.2 0.3 Peak Hoer A Wy$s From 03:30 PM to 05:15 PM -PaaY 1 O11 w "a+ C0 ca 04:30 PM r-� 03 �L`��fkj7 mea Tt.n 441 0 Pmk Hour for Enlirc Inwrwc6en Bcjrw at 03:30 PM Peak Hour Data 474 rt 476 North - _ Peak Hour BealM at (11:30 PM 03:30 PMI 421 1 422 0 549 549 5 3 8 979 03:45 PM 470 0 470 0 425 425 0 12 12 907 04:00PM 460 0 460 0 456 456 2 4 6 922 no: 15 PM c 4 Total Volume 1847 1 1848 0 1882 1882 1 8 21 29 3759 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-24746716 CITY OF PALM DESERT N/S: WASHINGTON STREET ENV: CALLE LAS BRISAS WEATHER:SUNNY File Name : PDWALBAM Site Code :0093671 StartDate :11/15/2006 Page No :2 Peak Hour Ana"s From 03:30 PM to 05:15 PM - Peak 1 of 1 14— f B�ref. u: w "a+ C0 ca 04:30 PM r-� 03 �L`��fkj7 mea Tt.n 441 0 441 Peak Hour Data 474 rt 476 North - _ Peak Hour BealM at (11:30 PM — TOTAL 04 I Z 4 Tool vokAwac 1913 Low 1915 wi 'row Peak Hour Ana"s From 03:30 PM to 05:15 PM - Peak 1 of 1 14— f B�ref. u: 04:30 PM 03 +0 mins• 441 0 441 +15 miss. 474 2 476 +30 mins. 484 0 484 +45 thim 04 4 Tool vokAwac 1913 2 1915 d 03:30 PM 0 '49549 5 3 8 0 425 425 0 12 12 0 456 456 2 4 6 0_ 452__ _ 0 1882 1882 1 9 21 29 07.30 AM 11 25 31 67 1 9 386 10 405 1 15 18 a 41 13 160 12 175 1 688 08:00 AM 18 29 15 62 22 305 26 353 35 15 19 69 7 128 18 1531 637 08:15 AM 14 33 10 57 24 225 21 270 23 31 16 70 12 141 18 171 568 Grand Total 105 181 138 424 89 2310 108 2507 139 112 68 319 56 1007 82 1145 4395 Apprch % 24.8 42.7 32.5 3.6 92.1 4.3 43.6 35.1 21.3 4.9 87.9 7.2 Total % 2.4 4.1 3.1 9.6 2 52.6 2.5 57 3.2 2.5 1.5 7.3 1.3 22.9 1.9 26.1 Peak Hour for Enlap Intersection Begins at 07;30 AM 07:30 AM 1 11 25 31 67 9 386 10 405 15 18 8 41 3 16012 1751 688 07:45 AM 21 36 19 76 22 421 24 467 28 16 13 57 17 187 17 221 I 821 08:00 AM 18 29 15 62 22 305 26 353 35 15 19 69 7 128 18 153 637 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE 07:15AM MORENO VALLEY CA. 92557 CITY OF IA QUINTA 951-247-6716 File Name : LQWAFWAM N/S: WARNER TRAIL N�_ Site Code : 0093601 ENV: FRED WARING DRIVE -Peek Mme Bagri at W:30 AM StartDate :11/16/2006 WEATHER: SUNNY TOTAL VOLUME Page No :1 07.30 AM 11 25 31 67 1 9 386 10 405 1 15 18 a 41 13 160 12 175 1 688 08:00 AM 18 29 15 62 22 305 26 353 35 15 19 69 7 128 18 1531 637 08:15 AM 14 33 10 57 24 225 21 270 23 31 16 70 12 141 18 171 568 Grand Total 105 181 138 424 89 2310 108 2507 139 112 68 319 56 1007 82 1145 4395 Apprch % 24.8 42.7 32.5 3.6 92.1 4.3 43.6 35.1 21.3 4.9 87.9 7.2 Total % 2.4 4.1 3.1 9.6 2 52.6 2.5 57 3.2 2.5 1.5 7.3 1.3 22.9 1.9 26.1 Peak Hour for Enlap Intersection Begins at 07;30 AM 07:30 AM 1 11 25 31 67 9 386 10 405 15 18 8 41 3 16012 1751 688 07:45 AM 21 36 19 76 22 421 24 467 28 16 13 57 17 187 17 221 I 821 08:00 AM 18 29 15 62 22 305 26 353 35 15 19 69 7 128 18 153 637 PeakHour Anely" From 06:30 AM to 08:15 AM - Peak 1 of 1 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE 07:15AM MORENO VALLEY CA. 92557 CITY OF LAQUINTA 951-247-6716 File Name : LOWAFWAM WS: WARNER TRAIL N�_ Site Code :0093601 ENV: FRED WARING DRIVE -Peek Mme Bagri at W:30 AM StartDate :11116/2006 WEATHER: SUNNY TOTAL VOLUME Page No :2 PeakHour Anely" From 06:30 AM to 08:15 AM - Peak 1 of 1 In Term P9 9 TM 07:15AM OT]0AM Peak Hour Data N�_ -Peek Mme Bagri at W:30 AM H R� 18 TOTAL VOLUME 31 64 4 jo B 11 Le8 Tlm 1 15 18 h Total 41 PeakHour Anely" From 06:30 AM to 08:15 AM - Peak 1 of 1 07:15 AM 07:15AM OT]0AM 0730 AM +0 mins. 18 15 31 64 4 293 11 308 15 18 8 41 • 3 160 12 175 +15 mins. 11 25 31 67 9 386 10 405 28 16 13 57 17 167 17 221 +30 mins. 21 36 19 76 22 421 24 467 35 f5 19 69 7 128 18 153 +45 mht8. 16 29 15 62 22 305 25 353 23 51 16 70 12 141 18 171 ToN1 VplurrrC 68 105 96 289 57 1 71 1533 101 237 39 616 :20 �Tq 25.3 39 35.7 3.7 91.7 4.6 42.6 33.6 23.6 5.4 85.8 9 PHF .810 .714 .8851 .648 .834 .683 ,821 .737 .846L ,9p3 .614 04:00 PM 25 22 10 57 2 175 12 169 7 17 4 26 15 333 19 367 641 04:15 PM 11 26 76 53 4 234 13 251 6 17 6 31 14 314 13 341 676 04:30 PM 15 20 6 41 2 187 18 21 13 14 8 35 17 304 12 333 616 04:45 PM 12 21 18 46 10 1115 16 Zi 1 16 719 15 310 613 f,7Q 63 89 45 1 18 Tel BOB 40 d8 1�D 62 1230 59 13511 2546 05:00 PM 16 2. 9 53 5 177 19 201 19 14 5 38 I 29 436 27 4921 7B4 05:15 PM 2221' 10 53 7 201 22 230 12 16 3 31 I` 21 396 22 439 753 05:30 PM 10 16 11 37 2 201 18 221 9 10 5 24 21 287 15 323 605 06:00 PM 8 19445 32 3 187 14 204 11 11 2 24 13 218 14 245 505 06:15 PM 10 17 17 44 10 227 12 249 8 9 2 19 8 210 14 232 544 Grand Total 178 260 113 551 52 2436 213 2701 128 184 60 372 217 3663 198 4078 7702 Appmh % 32.3 47.2 20.5 1.9 90.2 7.9 34.4 49.5 16.1 5.3 89.8 4.9 Total % 2.3 3.4 1.5 7.2 0.7 31.6 2.8 35.1 1.7 2.4 0.8 4.8 , 2.8 47.6 2.6 52.9 Peak Hour for Entim Intersection Begins at 04:30 PM 04:30 PM 15 206 41 2 1- 18 207 13 14 a 35 17 304 12 333 616 04:45 PM 12 21 13 46 10 195 16 221 14 18 4 36 16 279 15 310 613 05:00 PM 16 26 9 53 5 177 19 201 19 14 5 36 29 436 27 492 784 out n row ®SE T-4-131 Peak Hour Data F' 1114 Thar I oft M 0 I Peak Hour Analysis From 03:30 PM to 06:15 PM - Peak 1 of 1 COUNTS UNLIMITED INC. COUNTS UNLIMITED INC. 25424 JACLYN AVENUE Peak How for Ear1iApproach 25424 JACLYN AVENUE at MORENO VALLEY CA. 92557 MORENO VALLEY CA. 92557 CITY OF LA QUINTA 951-247-6716 File Name : LQWAFWPM CITY OF LA QUINTA 951-247-6716 File Name : LQWAFWPM NIS: WARNER TRAIL PM Site Code :0093601 N/S: WARNER TRAIL ENV: FRED WARING DRIVE Site Code :0093601 Start Data : 11/16/2006 ENV: FRED WARING DRIVE 6Y.A0 PM Start Date : 11/16/2006 WEATHER: SUNNY +0 mins. 14 Page No :2 WEATHER: SUNNY 51 Page No :1 30 286 6 17 04:00 PM 25 22 10 57 2 175 12 169 7 17 4 26 15 333 19 367 641 04:15 PM 11 26 76 53 4 234 13 251 6 17 6 31 14 314 13 341 676 04:30 PM 15 20 6 41 2 187 18 21 13 14 8 35 17 304 12 333 616 04:45 PM 12 21 18 46 10 1115 16 Zi 1 16 719 15 310 613 f,7Q 63 89 45 1 18 Tel BOB 40 d8 1�D 62 1230 59 13511 2546 05:00 PM 16 2. 9 53 5 177 19 201 19 14 5 38 I 29 436 27 4921 7B4 05:15 PM 2221' 10 53 7 201 22 230 12 16 3 31 I` 21 396 22 439 753 05:30 PM 10 16 11 37 2 201 18 221 9 10 5 24 21 287 15 323 605 06:00 PM 8 19445 32 3 187 14 204 11 11 2 24 13 218 14 245 505 06:15 PM 10 17 17 44 10 227 12 249 8 9 2 19 8 210 14 232 544 Grand Total 178 260 113 551 52 2436 213 2701 128 184 60 372 217 3663 198 4078 7702 Appmh % 32.3 47.2 20.5 1.9 90.2 7.9 34.4 49.5 16.1 5.3 89.8 4.9 Total % 2.3 3.4 1.5 7.2 0.7 31.6 2.8 35.1 1.7 2.4 0.8 4.8 , 2.8 47.6 2.6 52.9 Peak Hour for Entim Intersection Begins at 04:30 PM 04:30 PM 15 206 41 2 1- 18 207 13 14 a 35 17 304 12 333 616 04:45 PM 12 21 13 46 10 195 16 221 14 18 4 36 16 279 15 310 613 05:00 PM 16 26 9 53 5 177 19 201 19 14 5 36 29 436 27 492 784 out n row ®SE T-4-131 Peak Hour Data F' 1114 Thar I oft M 0 I Peak Hour Analysis From 03:30 PM to 06:15 PM - Peak 1 of 1 Peak How for Ear1iApproach Begins at 03.30 PM03:30 PM 01-15 PM 6Y.A0 PM +0 mins. 14 33 4 51 4 232 30 286 6 17 8 31 17 30412 333 +15 mins. 15 23 6 44� 1 214 28 243 13 14 8 35 16 279 15 310 +30 mins. 25 22 10 57 2 175 12 189 14 18 4 36 29 436 27 492 +4.5 mks 11 29 16 53 4 224 13 251 19 14 5 3e 21 398 22 439 h Tnuw m 1�ra Lefl � w Peak Hour Data T Nth r ,4 o" in Peak Hour Analysis From 06:45 AM to 08:30 AM - Peak 1 of 1 oar. u..... o.. c 07:0.5 nr �_•�•• File Name : LQWACHAAM Site Code : 0037511 Start Date : 4/13/2006 Page No :2 COUNTS UNLIMITED INC. COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA NIS: WASHINGTON STREET ENV: CHANNEL DRIVE 67tH 163 WEATHER: SUNNY h Tnuw m 1�ra Lefl � w Peak Hour Data T Nth r ,4 o" in Peak Hour Analysis From 06:45 AM to 08:30 AM - Peak 1 of 1 oar. u..... o.. c 07:0.5 nr �_•�•• File Name : LQWACHAAM Site Code : 0037511 Start Date : 4/13/2006 Page No :2 05:OOPM 46 346 25 417 17 6 56 79' 10 278 7 295 16 7 14 39I 830 05:15 PM 39 347 24 410 24 2 64 90 11 274 2 287 20 8 26 54 841 05:30 PM 50 315 23 388 24 10 58 921 11 268 1 280 18 4 19 41 . 801 Grand ��Total % I 1366 26g 616 3247 122 63 508 8.6 69.4 732 78 3.5 85.5 08 21 2206 1412 13.9 44.9 403 6590 Total % 5.6 40.4 3.3 49.3 2.4 1 7.7 11.1 1.2 32 0.3 33.5 2.5 0.6 2.7 6 1 Peak Hour for Entire intersection Begins at 03:30 PM 04:30 PM I 58 325 26 4091 17 5 83 105. 10 259 4 273 23 7 25 55 B42 04:45 PM 50 314 34 396 25 10 66 101 6 270 2 278 17 10 22 49 826 05:00 PM 46 346 25 417, 17 6 56 79 10 278 7 295 18 7 14 39 830 05'15 PM 39 347 24 4101 $4 2 54 .90 11 274 2 287 20 8 26 54 861 Total Vvkr 193 13ez 109 16341 ifs 23 2tl9 St5l 37 10ai 15 1133 76 32 87 197 � COUNTS UNLIMITED INC. 0715M0777 25424 JACLYN AVENUE 67tH 163 MORENO VALLEY CA. 92557 +0 mins. 24 229 21 274 19 1 25 45. 2 317 0 319 71 4 10 25 +15 mins. 42 229 21 292 13 2 31 46 : 7 326 2 337 10 3 12 25 +30 mins. 32 252 16 300 16 3 33 52 ; 3 260 3 266 10 2 11 23 +45 rrJr+a 30 230 17 277 11 1 80 621 7 270 0 277 12 3 13 28 TpW Yoiumr 126 940 75 1143 59 7 130 M 1 11 5 1199 43 12 101 X11 p�7cml 112 W-2 892U 3A 87.8 1 1.6 98 GA 42.6 11"0 45,5 PHF 7M "943 .889 '563 .69s .B$ ! J779am .117 05:OOPM 46 346 25 417 17 6 56 79' 10 278 7 295 16 7 14 39I 830 05:15 PM 39 347 24 410 24 2 64 90 11 274 2 287 20 8 26 54 841 05:30 PM 50 315 23 388 24 10 58 921 11 268 1 280 18 4 19 41 . 801 Grand ��Total % I 1366 26g 616 3247 122 63 508 8.6 69.4 732 78 3.5 85.5 08 21 2206 1412 13.9 44.9 403 6590 Total % 5.6 40.4 3.3 49.3 2.4 1 7.7 11.1 1.2 32 0.3 33.5 2.5 0.6 2.7 6 1 Peak Hour for Entire intersection Begins at 03:30 PM 04:30 PM I 58 325 26 4091 17 5 83 105. 10 259 4 273 23 7 25 55 B42 04:45 PM 50 314 34 396 25 10 66 101 6 270 2 278 17 10 22 49 826 05:00 PM 46 346 25 417, 17 6 56 79 10 278 7 295 18 7 14 39 830 05'15 PM 39 347 24 4101 $4 2 54 .90 11 274 2 287 20 8 26 54 861 Total Vvkr 193 13ez 109 16341 ifs 23 2tl9 St5l 37 10ai 15 1133 76 32 87 197 � COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-24746716 CITY OF LA QUINTA File Name : LQWACHAPM WS: WASHINGTON STREET Site Code : 0037557 ENV: CHANNEL DRIVE Start Date : 4/12/2006 WEATHER: SUNNY Page No : 1 CxouPw t8d_ TOTAL VOLUME WASHINGTON SlIaMl CHANNEL DRIVE W HIN4�NSTRISET CHAWECOUVE Southbound Westbound NorOibound Eastbound $tart Time • Thu Tai I Left N Thm I hl seer Left I Thru I Right Tmi r4 Tor! JI 3lz zI 3/b"j ltl 'i2 -- 96 6 304 2 312 25 a 23 58 040 04:15 PM 49 341 26 416 I 23 14 63 100 I 9 246 3 260 27 5 22 54 630 04:30 PM 58 325 26 409 I 17 5 63 105 10 259 4 273 23 7 25 55 842 05:OOPM 46 346 25 417 17 6 56 79' 10 278 7 295 16 7 14 39I 830 05:15 PM 39 347 24 410 24 2 64 90 11 274 2 287 20 8 26 54 841 05:30 PM 50 315 23 388 24 10 58 921 11 268 1 280 18 4 19 41 . 801 Grand ��Total % I 1366 26g 616 3247 122 63 508 8.6 69.4 732 78 3.5 85.5 08 21 2206 1412 13.9 44.9 403 6590 Total % 5.6 40.4 3.3 49.3 2.4 1 7.7 11.1 1.2 32 0.3 33.5 2.5 0.6 2.7 6 1 Peak Hour for Entire intersection Begins at 03:30 PM 04:30 PM I 58 325 26 4091 17 5 83 105. 10 259 4 273 23 7 25 55 B42 04:45 PM 50 314 34 396 25 10 66 101 6 270 2 278 17 10 22 49 826 05:00 PM 46 346 25 417, 17 6 56 79 10 278 7 295 18 7 14 39 830 05'15 PM 39 347 24 4101 $4 2 54 .90 11 274 2 287 20 8 26 54 861 Total Vvkr 193 13ez 109 16341 ifs 23 2tl9 St5l 37 10ai 15 1133 76 32 87 197 � COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA NIS: WASHINGTON STREET EW: MILES AVENUE WEATHER: SUNNY File Name : LQWAMIPM Site Cade : 0032443 Start Date :3/21/2006 Page No :2 Out In T_� 1456 1 32�t OP Peak Hour Data SD � T 0o NT DOTAL V ME C, y 8� wAst Out n 70W Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour far[Each Approalll_$�e ins at 104:0.5 PM 04:45 PM 04'-10 PM 01.45 PM +0 mins 51 390 6 447 447 447 447 447 9 312 26 347 9 60 9 78 +15 mins. 63 372 7 442 16 30 39 85 10 341 32 383 7 70 70 70 +30 mins. 70 70 5 5 18 40 22 00 80 317 33 361 9 9 16 100 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA WS: WASHINGTON STREET ENV: CHANNEL DRIVE WEATHER: SUNNY File Name : LQWACHAAM Site Code : 0037511 Start Data :4/13/2006 Page No :1 07:00 AM f 26 252 18 296 i 18 0 78 32 2 173 4 179 ` d 1 9 16 525 07:15 AM 20 228 18 266 I 19 7 25 45 1 225 0 226 8 7 70 19 556 07:30 AM 28 206 16 252 13 2 31 46 2 317 0 319 9 1 8 18 635 08:00 AM 42 229 21 292 11 1 50 62 3 260 3 266 103 12 25 645 08:15 AM 32 252 16 300 12 2 29 43 7 270 0 277 10 2 11 23 643 08:30 AM 30 230 17 277 17 4 25 46 6 263 3 274 12 3 13 28 625 Grand Total 232 1902 144 2276 126 14 234 374 31 2038 15 2084 73 17 79 169 4905 Apprch % 10.2 63.5 6.3 33.7 3.7 62.6 1.5 97.8 0.7 43.2 10.1 46.7 Total % 4.7 38.8 2.9 46.4 2.6 0.3 4.8 7.6 .1 0.6 41.5 0.3 42.5. 1.5 0.3 1.6 3.4 WASHINGTON STREET CHANNEL DRIVE VVA.iHINUIUNbIKEEI CHANN Southbound Westbound --Tiw Northbound Eastbound Sw Time Le8 T11V t I An.. ar Left Left ru M 7w ; LOXThN 1 Mi m Tow -000!1 Hour Analy= From 06.45 AM m DB-- AM - Pogk 1 of 1 Peak Hour for Entire Intersection Begins at 0730 AM 07:30 AM28 208 16 252 13 2 31 46 2 317 0 319 9 1 6 18 635 07:45 AM 24 229 21 274 18 3 33 52 7 328 3 337 11 4 10 25 BBB 06:00 AM 42 229 21 292 11 1 50 62 3 260 3 268 10 ' 3 12 25 645 QB:15 AM 32 242 16 300 12 2 28 43 7 270 0 277 10 2 1 T 23 043 7otW Vok" 126 918 74 7118 522 8 143 Zu3 19 1176 5 1199 40 104i 91 1 2611 TNN- 11 1 R7 1 A A 9R A 10 MA 19 9A nA 44 11 4ri1 File Name : LOWAMIAM Site Code :0032443 Start Date : 3/15/2006 Page No :2 - M Total 1 Peak Hour Data 0T Og �� teat Moir aeyr�s a<oi:asnrn �� o' 4 r r 1 ON le T04r Psak Hour AnalgSfs From 07:00 AM to 08:45 AM - Peak 1 of 1 - ----' •_- COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA- 92557 CITY OF LA QUINTA 951-2476716 WS: WASHINGTON STREET 07:45 AM ENV: MILES AVENUE WEATHER: SUNNY 0800 AM File Name : LOWAMIAM Site Code :0032443 Start Date : 3/15/2006 Page No :2 - M Total 1 Peak Hour Data 0T Og �� teat Moir aeyr�s a<oi:asnrn �� o' 4 r r 1 ON le T04r Psak Hour AnalgSfs From 07:00 AM to 08:45 AM - Peak 1 of 1 - ----' •_- 0800 AM m:15,1M 07:45 AM 0800 AM 51 390 6447 +0 mins. 30 329 17 376 21 83 66 190 25 384 9 418 10 9 9 28 +15 mins. 35 246 16 297 19 109 85 213 13 326 4 343 6 22 12 40 +30 mins. 44 309 29 382 24 97 97 218 27 342 17 366 9 17 18 44 •45 nits. 32 271 29 332 14 52 54 120 29 337 12 376 18 2D 15 53 T4Ma117411py 141 11 1 1987 78 341 322 41 94 138:9 42 I 43 68 54 165 Z .ToOY 102 63.3 6.6 10.5 46 43.5 I 62 91.1 2.8 26.1 41.2 32.7 PHF -801 M 784 908 , A13 .782 MG 10 .904 -618 .912 W .750 .778 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-2476716 CITY OF LA QUINTA N/S: WASHINGTON STREET ENV: MILES AVENUE WEATHER: SUNNY File Name : LQWAMIPM Site Code :0032443 Start Data : 3/21/2006 Page No : 1 04:30 M 50 380 3 433 I 19 19 32 0 f 19 312 6 347 9 52 14 75 925 05:00 PM 1 63 372 7 442I 16 30 39 851 11 317 33 361 j 7 70 24 101 989 05:15 PM 74 426 5 505 I 18 40 22 80 8 352 34 394 9 75 16 100 1079 05:30 PM 70 366 8 444 15 35 27 77 11 283 31 325 11 68 21 100 946 Grand Total 462 3005 48 3515 135 263 251 649 69 2537 250 2856 68 463 123 6541 7674 Apprch % 13.1 85.5 1.4 20.8 40.5 38.7 2.4 88.8 8.8 10.4 70.8 18.8 Total % 6 39.2 0.6 45.8. 1.6 3.4 3.3 85 0.9 33.1 3.3 37-2 0.9 6 1.6 8.5 Peak Hour for Enl:a Intersection Begins at 04:45 PM 04:45 PM 51 390 6447 447 447 447 447 10 341 32 363 9 60 9 78 1007 05:00 PM 63 372 7 442 16 30 39 85 85 317 33 361 7 70 70 70 989 05:15 PM 989 989 5 5 18 40 22 806 8 6 8 9 9 16 100 100 0&30 PM 70 366 366 444 15 35 27 77 11 283 31 325 .325 68 21 100 946 TOW VOhXft 259 1554 6 18381 69 145 127 341 40 1293 130 1463 38 2.737U e79 4021 Y A-_T.W 16 ads 1-A 202 129 372 27 MA A9 I 9.5 72 19 5 Counts Unlimited Inc. 25424 Jadyn Avenue Moreno Valley, CA 92557 (951) 2476716 City of La Quinta N/S: Adams Street ENV: Fred Waring Drive Weather: Sunny File Name : LQADFWPM Site Code :00903309 Start Date :1/17/2007 Page No :2 Peak Hour Mslvais From 02:30 PM to 04:15 PM - Peak 1 of 1 rwnw Im 14C 951-247-6716 02:45 PM File Name : LOWAMIAM Peak Hour Data M." PM 1 Pock Raw 13"IM at 05:60 PM :0032443 ENV: MILES AVENUE +0 mins. 21 20 6 47 ON In ToSI 1 122 Peak Hour Mslvais From 02:30 PM to 04:15 PM - Peak 1 of 1 COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA 92557 CITY OF LA QUINTA 03 m PM 951-247-6716 02:45 PM File Name : LOWAMIAM N/S: WASHINGTON STREET M." PM 03'.15 PM :0032443 ENV: MILES AVENUE +0 mins. 21 20 6 47 33 122 11 166 61 42 35 138 6 315 55 376 +15 aims. 30 32 7 69 19 171 13 203 96 54 57 207 8 232 46 286 +30 rains. 49 33 5 87 28 161 14 203 58 47 49 154 16 311 63 390 445 ' 790 07:15 AM 64 254 19 4 21 83 86 190 7 1 4 322 4 29 4 37 866 07:30 AM 35 295 16 346 19 109 85 213 8 322 18 346 3 7 Tmal Volume 122 118 22. 262 123 624 51 798 263 192 172 627 35 1144 219 1348 V.M -Tna4 46.6 4 A d. .4 1 7 TFHF � M 796 .733 1 7 12 I I 8 T COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA 92557 CITY OF LA QUINTA 951-247-6716 File Name : LOWAMIAM N/S: WASHINGTON STREET Site Code :0032443 ENV: MILES AVENUE Start Date : 3/15/2006 WEATHER: SUNNY Page No :1 qgNM Fritted- TOTAL VOLUME WASHINGTON MILES AVENUE WASHINGTON STREET MILES AVENUE Southbound Westbound Northbound Eastbound Su3R LehThus' TaW LaftlThwifthl res Thrid AmFeFhIII I. I 31htu I RW J,4o Tri ki. T.W 07:00AM 60 28.5 14 359 22 46 48 iiti 3 ml i5 245 9 14 11 34 790 07:15 AM 64 254 19 337 21 83 86 190 7 1 296 19 322 4 29 4 37 866 07:30 AM 35 295 16 346 19 109 85 213 8 322 18 346 3 7 6 16 933 08:00 AM 30 329 17 3761 14 52 54 120 13 3264 343 10 9 9 28 867 08:15 AM 35 246 16 297 21 77 58 156 27 342 17 386 6 22 12 40 879 08:30 AM 1 44 309 29 382 13 83 45 141 29 337 12 378 9 17 16 44 945 Grand Total 319 2263 157 27391 157 625 533 1315' 162 2530 105 27971 69 133 89 291 7142 Approh % 11.6 82.6 5.7 11.9 47.5 40.5 5.8 90.5 3.8 23.7 45.7 30.6 Total % 4.5 31.7 22 38.4 2.2 8.8 7.5 18.4 2.3 35.4 1.5 39.2 1 1.9 1.2 4.1 Peak Hoot for EAtre Intersection Begins at 07A5 AM 07:45 AM 19 274 17 310 24 97 97 219 ' 25 384 9 419 ; 10 15 14 39 985 OB:00 AM 30 329 17 376 14 52 54 120 13 326 4 343 10 9 9 28 867 08:15 AM 35 246 16 297 21 77 58 156 27 342 17 386. 6 22 12 40 879 0898 AM 44 309 29 3102 13 63 45 141 29 337 12 378' 9 17 18 44 946 zobel lhbkurie i9a iise3 7s ia6s 7z :i09 25d us5 94 13nn 42 10[01 35 63 53 151 Counts UnlimitedInc. 25424 Jaclyn Avenue Marano Valley, CA 92557 (951) 247-6716 City of La Quints WS: Adams Street EM: Fred Waring Drive Weather. Sunny File Name : LQADFWAM Site Code :00903338 Start Date : V17/2007 Page No :2 Peak Harr Ansh-ds From 07:00 AM to 08:45 AM - Peak 1 of 1 Ad�SVW Tom. ]i TS � 4 47' 30 Peak Hour Data 12 6 f 6l ,�yl 35 Peak jB9 m'15— 732 EOa 9lL m:soAM 17 ' F V D¢d h TMaI I 7 Peak Harr Ansh-ds From 07:00 AM to 08:45 AM - Peak 1 of 1 I I Counts Unlimited Inc 4 Moreno Valley, CA 92557 City of La Qulnta (951) 247-6716 WS: Adams Street ENV: Fred Waring Drive Weather: Sunny G.lps Prorud-Total Vol�m�o ( Adams Street Fred Waring Ddve Adams Sheet Sout)�gygg_ Wesehound Northhound File Name : LQADFWPM Site Code : 00903309 Start Date :1/17/2007 Page No : 1 Fred Waring Drive 02:30 PM I ]i TS 5 47' 30 141 12 iL3 6l 47, 35 13i a jB9 m'15— 732 EOa m:soAM 17 7 mils AM 33 172 11 O1A5W 96 ,f4__-�7 +0 mins. 15 45 6 66 40 235 20 295 60 25 27 112 5 141 38 184 +15 mins- 18 25 13 56 34 270 40 344 90 36 38 164 1 119 44 164 +30 mins- 24 29 19 72 34 182 10 226 83 29 23 135 3 139 29 171 4�t ryF21 69 28 47 41 203 48 49 31 1 27 107 1 376 44 146 Torat Vewme 78 11944 33 241 151 883 85 1119 292 111 115 518 16 494 155 665 x as TOW 122 7 22 262 a 614 52 778 232 193 169 594 39 1100 222 1361 878 AIS -5 ] 5 11 .771 .7S7 .790 s 13 190 33 I I Counts Unlimited Inc 4 Moreno Valley, CA 92557 City of La Qulnta (951) 247-6716 WS: Adams Street ENV: Fred Waring Drive Weather: Sunny G.lps Prorud-Total Vol�m�o ( Adams Street Fred Waring Ddve Adams Sheet Sout)�gygg_ Wesehound Northhound File Name : LQADFWPM Site Code : 00903309 Start Date :1/17/2007 Page No : 1 Fred Waring Drive 02:30 PM I ]i TS 5 47' 30 141 12 iL3 6l 47, 35 13i a jB9 39 732 EOa 07:45 PM 17 7 46 33 172 11 1� 96 ,f4__-�7 7 616 60 283 70i Total 35 46 12 93 63 263 23 349 _ 157 _ 96 92 345 f 11 405 99 515 1 1302 03:00 FM 1 21 20 6 47 19 171 13 203 58 47 49 154 9 242 58 309713 03:15 PM 30 32 7 69 28 161 14 203 48 49 31 128 6 315 55 376 776 03:30 PM w-'4 49 33 S 87 43 - 170 - 13 226 67 34 37 138 8 232 i] 46 63 286 390 737 769 TOW 122 118 22 262 112 614 52 778 232 193 169 594 39 1100 222 1361 2995 F : 04:00 PM ] 5 29 2 46 28 149 13 190 33 51 41 125 5 286 55 346 707 f04:15 PM ] 1 19 5 35 42 145 ] 2 199 55 30 33 118 2 238 43 283 635 + : Grand Total 183 212 41 436 245 1171 300 1516 477 370 335 1182 57 2029 419 2505 5639 Appmh % 42 48.6 9.4 16.2 77.2 6.6 40.4 31.3 28.3 2.3 81 16.7 Total % . 3.2 3.8 0.7 7.7 4.3 20.8 1.8 26.9 8.5 6.6 5.9 21 1 36 7.4 44.4 r Adams Street Fred wanng Drive Adams Street Fred Waring Drive S¢uthbo�md Weehowd Thru I ZOI '.rr tier _ lsR.• Aiahi assn. NO; ITseJ Peak HowAmbmh Frvm 02:30 PM m 06:3 % PM - Peak I of I Peek Hour for Entire l¢9c[sec mrt Begins at 03:00 FM 03:00 PM 21 20 6 47 19 171 13 203 58 47 49 154 9 242 58 309 713 03:15 PM 30 32 7 69 28 161 14 203 48 49 31 128 6 315 55 376 776 03:30 PM 49 33 5- 87 43 170 13 226 67 34 37 138 6. 232 46 286 737 —945_ -169 Total Volume 122 118 22 262 112 614 52 778 232 193 169 594 39 1100 222 1361 2995 S 80.9 163 f&A14429 7 7 CITY OF LA QUINTA MIS: PALM ROYALE DRIVE ENV: FRED WARING DRIVE WEATHER_ SUNNY COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247£716 File Name : LQPRFWPM Site Code : 0093672 StartDate :11/16/2006 Page No :2 PALM RDYALE DRIVE OLA Tuted 01 R�rl TI!u L31t Peak Hour Data North � �g r—i PeakB QIW at 03:36 PM Hoer - € �s r �0 to F- O!A MS 7aW Peak Hoa Anahtsis From 03:30 PM to 05:15 PM - Peak 1 of 1 Peek for¢ Ch A 4L Adams Street Fred Waring Drive Adams Street Fred Waring Drive 03JOPM MOO PM 0330 PM d I m9OPM +0 mins. 10 0 12 22 0 196 5 201 4 0 1 6 10 287 8 305 +15 mine. 18 0 to 28 5 220 1 226 8 0 3 11 6 302 8 316 +30 mins. 10 0 6 16 5197 102 4 206 3 0 2 5 4 316 6 326 H 5 0 F 07:15 AM 15 45 l 3 0 5 a 7 295 60 25 Total Volume 43 0 36 79 12 806 13 831 18 0 12 30 27 1200 28 1255 feral 6.4 0 45,: 4 27 1.0 38 164 2 90 28 120 635 p S97 w .7 3,§ f9 363 City of La Quinta WS: Adams Street ENV: Fred Watling Drive Weather: Sunny Counts Unlimited Inc. 25424 Jadyn Avenue Moreno Valley, CA 92557 (951)24746716 File Name : LQADFWAM Site Code : 00903338 Start Date : 1/17/2007 Page No : 1 Waring Drive I Adams Street I Fred Waring Peak Hour for Entire Intersection Begins at 07:30 Aho 07:30 AM 21 25 13 56 47 44 146 10 226 48 1 7 � 6l 1 119 44 164 5544 3 139 29 171 53� Total Volame 1 73 89 48 210 1 151 883 85 1119 [ 280 101 101 482 1 11 489 139 639 1 5650 Adams Street Fred Waring Drive Adams Street Fred Waring Drive W d I Eastbound r I Wkeod TMR t r 070 AM. 12 22 5 39 32 102 16 150 49 20 10 79 0 88 31 119 387 07:15 AM 15 45 6 66 53 135 18 206 60 25 27 112 1 104 46 151 535 07:30 AM 18 25 13 56 40 235 20 295 90 36 38 164 2 90 28 120 635 141 38 1 4 TOW 69 121 43 21 ISp 742 94 993 282 Ito 91 490 8 423 143 574 2292 08:00= 21 20 6 47 34 182 10 226 59 21 27 107 1 119 44 164 544 08:15 AM 10 15 10 35 43 196 15 254 48 15 13 76 3 13929 171 536 08:30 AM 4 20 6 30 23 184 20 227 53 13 18 84 7 95 44 146 487 011,45 AM I I t4 4 29 34 152 1.1 F06 50 It 13 1176476 Total 46 69 26 141 130 714 59 903 210 61 71 342 18 480 159 657 2043 Grand Total 115 19069 374 289 1456 153 1898 492 171 169 ` 832 y 26 903 302 1231 4335 Apprch % 30.7 50.8 18.4 15.2 76.7 8.1 21 20.3 2.1 73.4 24.5 Total % f 2.7 4.4 1.6 8.6 6.7 33.6 3.5 159.1 43.8 11.3 3.9 3.9 19.2 11 0.6 20.8 7 28.4 Waring Drive I Adams Street I Fred Waring Peak Hour for Entire Intersection Begins at 07:30 Aho 07:30 AM 21 25 13 56 47 44 146 10 226 48 1 7 � 6l 1 119 44 164 5544 3 139 29 171 53� Total Volame 1 73 89 48 210 1 151 883 85 1119 [ 280 101 101 482 1 11 489 139 639 1 5650 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-2476716 CITY OF LA QUINTA WS: PALM ROYALE DRIVE ENV: FRED WARING DRIVE WEATHER: SUNNY File Name : LQPRFWAM Site Code :0093672 Start Date :11/16=06 Page No :2 PALM ow Total �` 1 4 Peak Hour Data r� T t ®R dR Feaa Hour uegirrs a, 07,A5 nM _'� 7PI.XA4SIfdE _�� F' Peak Hour Analysl8 From 06:30 AM to 06:15 AM -Peak 1 of 1 •�•=-Y m:15AM o 11 Am o ils AM mJa aM +0 mics. 8 0 15 23 2 276 22 300 3 0 4 7 27 106 7 135 +15 mins- 13 0 29 42 7 301 55 363 8& 0 4 12 26 129 2 157 +30 mins. 17 0 50 67 2 313 66 381 S 0 4 9 4 119 1 126 4 0 2 6 10 267 8 305 25 03y157M 18 0 10 28 7 17 _•4 Tad Vdmoa 1=1 49 0 113 162 13 1132 152 1297 23 0 D 13 36 36. 62 10 493 14 569 S 375 23 403 12 0 5 17 ik3 7 000 813 _750 1091 09.90 PM 10 0 in COUNTS UNLIMITED INC - 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-2476716 CITY OF LA QUINTA WS: PALM ROYALE DRIVE ENV: FRED WARING DRIVE WEATHER: SUNNY File Name : LQPRFWPM Site Code : 0093672 StartDate :11111W2006 Page No : 1 06:00 PM PALM ROYALE DRIVE FREDWARINGDRIVE 198 PRIVATE DRIVE 203 FRED WARING DRIVE 0 0 3 4 187 3 194 W 06:15 PM 5 0 4 9 3 192 4 199 5 0 1 6 2 r 8 190 404 Grand Total 84 1 62 147 35 2275 55 2365 50 3 24 77 TAm 3269 74 3406 0330 FM 10 0 12 22 4 205 15 224 4 0 2 6 10 267 8 305 557 03y157M 18 0 10 28 1 17 1.1 7 1.2 56.8 Tout 28 0 22 50 S 375 23 403 12 0 5 17 16 5.88 14 671 1 1091 09.90 PM 10 0 6 16 0 195 5 201 3 0 2 3 4 316 6 326 s48 04:15 PM 5 6 6 11 5 720 1 716 3 0 3 8 7 295 6 ills $55 09.30 PM 8 1 5 14 S 197 4 2% 4 7 0 6 2 255 1 260 486 04A5FM5 305 Q 5 1015n3/15 1711 8 179 1 b 0 6 4 9;��;� 302 8 316 534 04:00 PMI 10 0 6 16 Taut is 1 24 53 11 W15 13 831 IS 1 It 28 16 1143 20 1179 2091 05:00 PM 2 4 2 4' S 177 6 188 f 3 l 1 5 7 299 6 312 509 05:15 PM S 8 2 10 2: 180 2 184 5 0 $ 10 4 374 8 386 590 05:30 PM S 0 0 1 1 185 1 188 $ 0 0 5 10 265 6 281 475 06:00 PM 6 0 4 10 3 198 2 203 3 0 0 3 4 187 3 194 410 06:15 PM 5 0 4 9 3 192 4 199 5 0 1 6 2 180 8 190 404 Grand Total 84 1 62 147 35 2275 55 2365 50 3 24 77 63 3269 74 3406 5995 Appmh % 57.1 0-7 42.2 1.5 962 2.3 64.9 3.9 31.2 1.8 96 2.2 Total % 1.4 0 1 2.5 0.6 37.9 0.9 39.4 0.8 0.1 0.4 1.3 1.1 54.5 1.2 56.8 PALM ROYALE DRIVE FRED WARING DRIVE PRIVATE DRIVE J FRED WARING DRIVE W _Nutthboumd East6o Stan Yana I Ixft ftI 117ghs 1 —, rr4 LA I Ti9u Ri w, r r Left r in Teal Peak Hour Aemlpia From 03:30 PM an 0595 PM - Peak 1 of l Peak Hour for Haire Intersection Bemis at 03:30 PAS 0373OPM 10 0 12 224 205 11 224 4 0 2 6 10 287 8 305 557 03:45 PM 18 0 10 28 1 1711 8 179 1 b 0 3 11 6 302 8 316 534 04:00 PMI 10 0 6 16 0 196 5 201 3 0 2 5 4 316 6 326 548 04:15 PM 5 o a l3 S 120 1 z 0 A 7 295 ¢_ 555A Total Volume 43 0 36 79 1 10 791 29 830 I 18 0 12 30127 1200 28 '155 2194 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA WS: WASHINGTON STREET ENV: FRED WARING DRIVE WEATHER: SUNNY File Name : LQWAFWPM Site Code : 0032450 Start Date : 3/29/2006 Page No :2 DA In TOW n% lM Peak Hour Data NT iSaN klOFa 84yreatw145 PM F �5 gg2 TOTAL VOLLME _ LAR F. I Peak Hour Analysis From 03:45 PM to 05:30 PM - Peak 1 of 1 Perk How for Ea:h APProaW 80*45 at 0441 PM cry pvoa 4s PM 04;45 PM +0 mins. 101 334 43 476 14 136 66 236 66 342 12 422 60 190 110 360 +15 mins. 93 323 40 456 14 126 74 218 74 305 14 393 44 210 107 361 +30 mins. 84 334 41 459 12 139 74 225 75 3i10 16 393 67 239 105 411 COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA WS: PALM ROYALE DRIVE ENV: FRED WARING DRIVE WEATHER: SUNNY File Name : LQPRFWAM Site Code : 0093672 Start Date :11/16/2006 Page No : 1 DRIVE 1 PRIVATE DRIVE I FRED WARING DRIVE Peale HourA If VA From 06:30 AM to 08:15 AM -Peak 1of1 PALMROYALEDRIVE I FREDWARINGDRIVE PRIVATE DRIVE FRED WARING DRIVE Peak Hour for P: rim Intersection Begins at 07:15 AM X-IftI U (,s em .f 07:15 AM 8 0 15 23 2 276 22 - 3 0 I . 7 .w I 131 %u �l I Call 478 0730AM 13 0 29 42 7 301 55 06:30 AM 2 0 4 6. 1 188 4• 193 6 0 1 7 2 48 1 51 257 9 26 129 7 157 614 BRAVA 00 1 7 192 8 3 96 331 Tod 7 0 11 16. 4 404 9 4171 6 0 2 31 3 140 4 147 590 07:00 AM 5 0 6 11 i 199 11 212 j�j 5 0 I 6 5 BS 2 95 324 07:15 AM 8 0 15 23 I 2 276 22 300 3 0 4 7 13 131 4 148 478 07:30 AM 13 0 29 42 7 301 55 363 ll it 0 4 12 27 106 2 135 552 077f5AM 17 0 50 6T 2 313 66 381 i S 0 4 91. 26 129 2- _X57 614 Total) 43 0 100 143 13 1089 154 1256 1 21 0 ]3 34. 73 454 10 535 I 1968 08:00 AMI 11 0 19 30 2 242 9 253 7 0 1 8 4 119 3 126 417 08:15 AM 4 0 4 8 3 280 6 289 5 0 2 7 5 139 7 151 455 Grand Total 1 65 0 134 199 22 2015 178 2215 39 0 18 57 I 83 852 24 959 3430 App=h % 32.7 0 67.3 1 91 8 68.4 0 31.6 8.7 88.8 2.5 Total % 1.9 0 3.9 5.8 0.6 56.7 52 64.6. 1.1 0 0.5 1.7 2.4 24.8 0.7 28 DRIVE 1 PRIVATE DRIVE I FRED WARING DRIVE Peale HourA If VA From 06:30 AM to 08:15 AM -Peak 1of1 Peak Hour for P: rim Intersection Begins at 07:15 AM 07:15 AM 8 0 15 23 2 276 22 300: 3 0 4 7 13 131 4 148 478 0730AM 13 0 29 42 7 301 55 363 i 8 0 4 12 27 106 2 135 552 07:45 AM 17 0 50 672 313 66 381 I 5 0 4 9 26 129 2 157 614 BRAVA 00 1 7 8 4 119417 Total Vohwe 49 0 113 162 1 13 1132 IF2 1297 1 23 0 13 36 70 485 11 566 1 2061 Counts Unlimited, Inc. File Name : LQWAFWAM Site Code : 077701 Start Date :11/22/2005 Page No :3 w _ In� 25424 Jaclyn Avenue 17,ry 4 1 Moreno Valley Ca. 92557 CITY OF LA QUINTA 951-247-6716 WS: WASHINGTON STREET EM/: FRED WARING DRIVE Air WEATHER: STREET File Name : LQWAFWAM Site Code : 077701 Start Date :11/22/2005 Page No :3 w _ In� 17,ry 4 1 Peak Hour Data � z I TOTAL VO UN Air An -Peak Now.67.;30AY COUNTS UNLIMITED INC 25424 JACLYN AVENUE MORENO VALLEY CA 92557 951-247-6716 CITY OF LA QUINTA N/S: WASHINGTON STREET ENV: FRED WARING DRIVE WEATHER: SUNNY File Name : LQWAFWPM Site Code : 0032450 Start Data : 3/29/2006 Page No :1 04:00 PM % 294 45 434 17 102 93 212 74 305 14 393 71 177 75 323 1362 04:15 PM 101 263 39 403 11 137 79 227 75 300 18 393 55 168 108 331 1354 04:30 PM 93 300 28 421 14 136 86 236 88 262 13 363 62 142 85 289 1309 05:00 PM 93 323 40 456- 12 139 74 225 58 292 17 367 44 210 107 361 1409 05:15 PM 84 334 41 459 13 155 86 254 75 297 15 .7 67 239 105 411 1511 05:30 PM 83 342 42 467 17 132 76 225 66 279 B 353 57 198 123 378 1423 Grand Total 741 2525 310 3576 114 1056 675 1845 566 2370 110 3046 466 1498 7B1 2745 11212 Apprch % 20.7 70.6 8.7 62 57.2 36.6 18.6 77.8 3.6 17 54.6 28.5 Total % . 6.6 22.5 2.8 31.9 1 9.4 6 16.5 5 21.1 1 27.2 4.2 13.4 7 24.5 Peak Hour for Enure Intersection Begins at 0445 PM 04:45 PM ' 101 334 43 478 ' 14 128 74 216 62 293 13 368 60 190 110 360 1422 05:00 PM 93 323 40 456 12 139 74 225 58 292 17 367 440 107 361 1409 05:15 PM 84 334 41 4591 13 155 86 254 75 297 15 387 67 239 105 411 1511 Counts Unlimited, Inc File Name : LQWAFWAM Site Code :077701 Start Date :11122/2005 Page No :1 25424 Jadyn Avenue FRED WARING DRIVE Moreno Valley Ca. 92557 CITY OF LA QUINTA 951-247-6716 WS: WASHINGTON STREET 951-247-6716 EM/: FRED WARING DRIVE hound WEATHER: STREET Site Code : 077701 File Name : LQWAFWAM Site Code :077701 Start Date :11122/2005 Page No :1 WASHINGTON STREET FRED WARING DRIVE I WASHINGTON STREET i FRED WARING DRIVE WASHINGTON STREET FRED WARING DRI ol3 " CITY OF LA QUINTA 951-247-6716 N hound I Site Code : 077701 W d Start Date : 11r2MO05 WEATHER: STREET s t Peak How Aaalysir From 07:00 AM to 08:45 AM - Peak I of I Page No :2 App.Tpnl ] ---L�ft Tluu I Riaht App_ram 199 T'me Loft 'A,a•rpai WaT� Ri 1 Twt 401 41 71 M 155 +15 mins. 58 TpY 52 392 07:30 AM I 52 239 46 337 9 199 TM lea7ehl 07:0DAM 36 277 27 340 6 119 97 222 69 2d8 4 321 13 62 28 103 986 07:15 AM 54 304 40 398 13 135 66 214 66 203 7 276 29 44 29 102 990 07:30 AM 52 239 46 337 9 199 108 316 117 280 4 401 27 57 24 108 1162 155 551 4911 250 173 575 App. Toml 7 5 4 7 4 4 1 TOW 191 1101 190 14C f 39 644 407 1090 373 1062 20 1435 120 23a 12A 498 4475 08:00 AM 58282 52 392 10 ISO 112 302 115 292 4 4" 46 67 46 159 1264 08AS AM 55 307 52 414 15 158 95 268 81 250 6 337 34 53 42 129 1148 08:30 AM 43 259 60 362 l6 167 98 281 102 262 7 371 1 31 59 42 132 1146 ,6 4 ; 9 17 d 40 53 Total. 197 1 097 213 1507 60 662 391 1103 386 1053 21 1460 151 2a 163 546 4616 Grand Total 388 2198 403 2989 99 1306 788 2193 q 759 2095 41 2895 1 261 466 287 1014 j 9091 APP.h % 13 73.5 13.5 4.5 59.6 35.9 26.2 72.4 1.4 25.7 46 28.3 Total % 4.3 241 4.4 32.9 1.1 14.4 8.7 24"1 8.3 23 0.5 31.8 1 2.9 5.1 31 11.2 WASHINGTON STREET FRED WARING DRIVE I WASHINGTON STREET FRED WAKING DRIVE W tha ol3 " CITY OF LA QUINTA 951-247-6716 N hound 1 Site Code : 077701 [1R NOM Peak Hav tlegire al0]:30 AM Start Date : 11r2MO05 WEATHER: STREET s t Peak How Aaalysir From 07:00 AM to 08:45 AM - Peak I of I Page No :2 App.Tpnl ] ---L�ft Tluu I Riaht App_ram 199 Ric ® '" Ow X65 w in Tnpl 'A,a•rpai WaT� Peak Hour for EnM- IMOMM600 Begins at 0130 AM 4 401 41 71 43 155 +15 mins. 58 282 52 392 07:30 AM I 52 239 46 337 9 199 108 316 117 280 4 401 27 57 24 ]08 1162 0745 AM 49 281 77 407 ll 191 136 338 121 311 5 437 41 71 43 155 1337 1` 08:00 AM SS 282 52 392 10 180 112 302 115 292 6 411 46 67 l� 1264 307 414 15246 268 4t = 6 337 1317 34 n 42 205 214 1109 227 1550 45 728 451 1224 434 1133 19 1586 148 248 155 551 4911 Counts Unlimited, Inc. Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 y ••w• •~ 25424 Jaclyn Avenue Moreno Valley Ca. 92557 ol3 " CITY OF LA QUINTA 951-247-6716 File Name : LQWAFWAM WS: WASHINGTON STREET 1 Site Code : 077701 EIW: FRED WARING DRIVE NOM Peak Hav tlegire al0]:30 AM Start Date : 11r2MO05 WEATHER: STREET So1LLK0JLww" Page No :2 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 y ••w• •~ w N Stan lsR 4J ol3 " Peak Hour Data 0]:30A 1 +1� �'-'-i NOM Peak Hav tlegire al0]:30 AM -Yj I .I E X23. So1LLK0JLww" sS 49 ., i r 77 407 9 199 108 ® '" Ow X65 w in Tnpl 117 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 y ••w• •~ :0 5— ol3 " 0]:30A P1A5" +0 miss. 49 281 77 407 9 199 108 316 117 280 4 401 41 71 43 155 +15 mins. 58 282 52 392 11 191 136 338 121 311 5 437 46 67 46 159 +30 mins. 55 307 52 414 10 180 112 302 115 292 4 411 34 53 42 129 +q43 259 6Q 15 138 95 268 4t = 6 337 31 59 42 132 205 1129 24] 1575 45 728 451 1224 434 1133 19 1586 152 250 173 575 App. Toml 7 7 7.4 4 1 4 4. PHF "884 9 7 I 79 .8801410 File Name : LQWACHAPM Site Code : 0037557 Start Date : 4/12/2006 Page No :2 out rn Tar 428 : 1 rhe + 4 Peak Hour Data T Nath - TOTILL VOLl1ME tl ? r+ LM, vrn— n1w O Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 COUNTS UNLIMITED INC. teach 25424 JACLYN AVENUE ek MORENO VALLEY CA 92557 951-247-6716 CITY OF LA QUINTA WS: WASHINGTON STREET +0 mins. 46 EIW: CHANNEL DRIVE 25 WEATHER: SUNNY 16 12 66 File Name : LQWACHAPM Site Code : 0037557 Start Date : 4/12/2006 Page No :2 out rn Tar 428 : 1 rhe + 4 Peak Hour Data T Nath - TOTILL VOLl1ME tl ? r+ LM, vrn— n1w O Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each teach Be ek MORENO VALLEY CA. 92557 951-247-6716 CITY OF INDIO 04,00PM +0 mins. 46 346 25 417 16 12 66 1'" +15 mins. 38 947 24 610 23 14 63 +30 mins. 50 315 23 398 17 5 93 04:45 PM 04:00 PM 96 6 270 2 278 25 8 23 56 100 10 276 7 295 27 5 22 54 105 11 274 2 287 23 7 25 55 File Name : INWA111AM Site Code :0032411 Start Date : 3/29/2006 Page No : 1 07:00 All 70 196 6 2721 17 147 67 231 159 190 9 358 I 12 116 69 197 1058 07:15 AM fj 72 174 12 258 19 195 99 313 138 192 19 349 15 118 55 188 1108 07:30 AM 87 200 11 298 19 239 103 361 222 304 17 543 , 15 119 70 204 1 1406 08:00 AM 97 180 15 2921 21 168 87 276 169 254 18 441 16 114 90 220 1229 08:15 AM 95 168 20 283 20 205 88 313 164 218 21 403 25 147 87 259 1258 06:30 AM 103 217 15 335 19 156 73 248 189 299 32 520 23 142 88 253 1356 Grand Total 702 1533 115 2350 143 1506 687 2336 1355 1871 135 3361 125 1002 596 1723 9770 Apprch % 29.9 65.2 4.9 6.1 64.5 29.4 40.3 55.7 4 7.3 58.2 34.6 Total % 7.2 15.7 1.2 24.1 1.5 15.4 7 23.9 13.9 19.2 1.4 34.4 1.3 10.3 6.1 17.6 Peak Hour for Ent" Intersection Begins at 07:30 AM 07:30 AM 67 200 11 298 19 239 103 361 222 304 17 543 15 119 70 204 I 1406 07:45 AM 96 191 14 301 12 239 115 366 203 275 15 493 14 150 91 255 + 1415 08:00 AM 97 180 15 292 21 168 87 276 169 264 18 441 16 114 90 220 I 1229 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF INDIO N/S: WASHINGTON STREET ENV: SR -111 WEATHER: SUNNY File Name : INWA111AM Site Code :0032411 Start Date : 3/29/2006 Page No : 1 07:00 All 70 196 6 2721 17 147 67 231 159 190 9 358 I 12 116 69 197 1058 07:15 AM fj 72 174 12 258 19 195 99 313 138 192 19 349 15 118 55 188 1108 07:30 AM 87 200 11 298 19 239 103 361 222 304 17 543 , 15 119 70 204 1 1406 08:00 AM 97 180 15 2921 21 168 87 276 169 254 18 441 16 114 90 220 1229 08:15 AM 95 168 20 283 20 205 88 313 164 218 21 403 25 147 87 259 1258 06:30 AM 103 217 15 335 19 156 73 248 189 299 32 520 23 142 88 253 1356 Grand Total 702 1533 115 2350 143 1506 687 2336 1355 1871 135 3361 125 1002 596 1723 9770 Apprch % 29.9 65.2 4.9 6.1 64.5 29.4 40.3 55.7 4 7.3 58.2 34.6 Total % 7.2 15.7 1.2 24.1 1.5 15.4 7 23.9 13.9 19.2 1.4 34.4 1.3 10.3 6.1 17.6 Peak Hour for Ent" Intersection Begins at 07:30 AM 07:30 AM 67 200 11 298 19 239 103 361 222 304 17 543 15 119 70 204 I 1406 07:45 AM 96 191 14 301 12 239 115 366 203 275 15 493 14 150 91 255 + 1415 08:00 AM 97 180 15 292 21 168 87 276 169 264 18 441 16 114 90 220 I 1229 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF INDIO NIS: WASHINGTON STREET E/W: SR -111 WEATHER: SUNNY Out In Tore) 1514 1 - Peak Hour Data North ~ MtMr Begmear07:30" 4--- 00 � T� {i Ttn, 1 71 w �] Out `'"i. row File Name : INWA'111AM Site Code :0032411 Start Date : 3/29/2006 Page No :2 Peak Hour Analysis From 06:45 AM to 08:30 AM - Peak 1 o1 1 Peak Hour For Each ns aL .__.. p7:aTw 107:15M 117"IAM 4Tx5w +0 mins. 96 191 14 30119 195 99 313 222 304 17 543 14 1% 91 255 +15 mins. 97 Tso 15 282 19 239 103 361 203 275 15 493 16 114 90 220 +30 mins. 9'S 166 20 283 12 239 115 366 169 254 18 441 25 147 67 250 r F, 05:00 PM 111 272 24 407 54 175 109 338 125 235 36 3961 40 266 201 507' 1648 539 1677 COUNTS UNLIMITED INC. 109 269 25 403 50 194 25424 JACLYN AVENUE 355 149 203 28 380 87 257 195 05:30 PM M.S PM 106 344 101 248 26 40 MORENO VALLEY CA. 92557 49 34 197 14b CITY OF INDIO 346 283 136 190 42 368 46 213 197 456 1646 131' 150 38 317 54 195 176 425 1412 951-247-6716 File Name : ENWA11IPM NIS: WASHINGTON STREET 167 Site Code :0032411 ENV: SR -111 $4 142 14 1 W 931 769--19271 636.5 Grand Total 807 2126 Start Date : 3/2212006 WEATHER SUNNY 1519 837 Page No : 1 402 1897 1436 37351 12563 Appmh % PilMd. TOTAL VOLUME 6.7 14.8 yyg51-pN(3TON SiREE7 SR -111 WASHINGTON STREET SR-TTT 37.1 53.3 9.6 10.8 50.8 38.4 4 Southbound Westbound Northbound Eastbound 25. __ SwTlme Leh Thm f Tots Left Thru iw11 Leh i Thru I RaM ra Left tThru Riaht .Tom Yi7er1 04.00 PA1 82 232 1617 209 362 147 1 6 24 273 194 STT } 04:15 PM 99 239 27 365 64 214 97 375 118 198 32 348 52 209 158 419 1507 04:30 PM 97 244 26 367 52 173 102 327 134 193 30 357 38 255 165 458 1509 05:00 PM 111 272 24 407 54 175 109 338 125 235 36 3961 40 266 201 507' 1648 539 1677 05:15 PM 109 269 25 403 50 194 111 355 149 203 28 380 87 257 195 05:30 PM M.S PM 106 344 101 248 26 40 478 987 49 34 197 14b 100 103 346 283 136 190 42 368 46 213 197 456 1646 131' 150 38 317 54 195 176 425 1412 TOW 429 T737 115 1 5 167 1 423 7322 $4 142 14 1 W 931 769--19271 636.5 Grand Total 807 2126 209 3142- 410 1519 837 2766 1083 1556 281 2920 402 1897 1436 37351 12563 Appmh % 257 677 6.7 14.8 54.9 30.3 37.1 53.3 9.6 10.8 50.8 38.4 4 Total % 6.4 16.9 1.7 25. 3.3 12.1 6.7 22 8.6 12.4 2.2 23.2 3.2 15.1 11.4 29.7 Peak Hour for En" Intersection BeJgns al 04'.45 PM 04:45 PM f 100 280 25 405' 50 50 50 50 143 201 201 201 41 229 150 420 1602 05:00 PM ` 1602 272 24 407 1 407 175 109 3. 125 125 36 396 40 40 40 507 1648 05:15 PMI 109 269 25 403 50 194 111 355 355 203 28 360 360 257 195 195 195 Fde Narne :1NWA711 Ph1 Site Code :0032411 Start Date : 3222006 Paoe No : 2 O4 In Te i� 4 I Peak Hour Data o t Og NOM waur 9K M +A TOTALS/pL1�ME 01 �o w r' LF Peak Hour AnaWs From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Amoych Byrks at mA 7 I M:00PM 09:95 PM Im +0 mins. 100 280 25 405 57 209 96 3621 143 201 201 201 40 40 507 +15mins. 507 272 24 4071 407 407 97 375- 125 125 36 396 257 195 195 +30 mins. 109 269 25 4031 52 173 102 3271 327 203 28 380 213 197 456 F r h - CITY OF LA QUINTA WS: WASHINGTON STREET EM: AVENUE 48 WEATHER: SUNNY WAS Stan Time I Lee Facyx 1 1.0 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 File Name : LQWA48AM Site Code : 0037538 Start Date :4/1a12006 Page No : 1 07:15 AMI COUNTS UNLIMITED INC. 201 25424 JACLYN AVENUE 73 MORENO VALLEY CA 92557 1541 951-247718 CITY OF INDIO 491 WS: WASHINGTON STREET 07:30 AM EIW: SR -111 231 WEATHER: SUNNY 75 Fde Narne :1NWA711 Ph1 Site Code :0032411 Start Date : 3222006 Paoe No : 2 O4 In Te i� 4 I Peak Hour Data o t Og NOM waur 9K M +A TOTALS/pL1�ME 01 �o w r' LF Peak Hour AnaWs From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Amoych Byrks at mA 7 I M:00PM 09:95 PM Im +0 mins. 100 280 25 405 57 209 96 3621 143 201 201 201 40 40 507 +15mins. 507 272 24 4071 407 407 97 375- 125 125 36 396 257 195 195 +30 mins. 109 269 25 4031 52 173 102 3271 327 203 28 380 213 197 456 F r h - CITY OF LA QUINTA WS: WASHINGTON STREET EM: AVENUE 48 WEATHER: SUNNY WAS Stan Time I Lee Facyx 1 1.0 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 File Name : LQWA48AM Site Code : 0037538 Start Date :4/1a12006 Page No : 1 07:15 AMI 21 201 222 73 131 1541 399 92 491 867 07:30 AM 31 231 262 75 79 154 615 137 752 1166 07AS AM ` _ — -TOW 35 231 266 116 78 1 94 453 199 652 1112 93 108 874 982 .3n 281 6101 1880 539 2393: 3595 08:00 AM 23 254 277 120 72 192 477 109 566 1055 06:15 AM 26 222 250 93 76 16Il 429 95 524 943 08:30 AM 20 220 240 80 92 172 423 68 491 903 (` _ _ O$ _95 AM S7 2Z7 264 93. 7F 170 360 46 426 682 gg Tocol 1 Y[ 105 03 loall 0 07 703 17M 320 2M 1 TM Grand Total' 2161797 79 2013 715 598 1313 3569 853 4422 7746 Appmh % 10.7 89.3 93 54.5 45.5 80.7 19.3 % . Tnm1 11.1 86.9 E Total % 2.8 23.2 26 9.2 7.7 16.9 46.1 11 57.1 WASHINGTON STREET AVENUE Southbound Westbou _ j Steri TIM t Le11 Thry Total I LOU I RICM l Fe>gk Hou' puiaty a� F[vm 47:W AM to 08.45 AM - Peek 1 of 1 Peak Hour for Entire Irtitbn Begins at 07:30 AM 07:30 AM 31 231 262 75 79 f 07:45 AM 35 231 266 116 79 06:00 AM 23 254 277 120 72 • .' 06:15 AM 29 222 250 93 76 TOlal VOMrr9r 117 6 1055 404 305 % . Tnm1 11.1 86.9 57 43 PHF 1 835 3 .952 .842 .965 1541 615 137 752 1168 194 453 199 652 1112 192 477 109 566 1055 CITY OF LA QUINTA N/S: WASHINGTON STREET ENV: AVENUE 48 WEATHER: SUNNY COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 File Name : LQWA48AM Site Code :0037538 Start Date : 4/18/2006 Page No :2 Y279 3 i 4 Peak Hoour Data HT our Npih Nalr aeare a�oiao un TOTAL � r m= Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Eat lb Be lois at 07:30 AM 07:45 AM 07:30 AM +0 mins. 31 231 262 116 78 194 615 137 752 +15 mins. 35 231 266 120 72 192 453 199 652 +30 mins. 23 254 277 93 76 169 477 109 586 COUNTS UNLIMITED INC. 25424 JACLYN AVENUE MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA N/S: WASHINGTON STREET ENV: AVENUE 48 WEATHER: SUNNY File Name : LOWA48PM Site Code : 0037538 Start Date :4118/2006 Page No : 1 0415 PM 46 374 420 83 45 128 30157 358 908 04:30 PM 46 412 458 99 51 150 351 52 403 1011 04;45 PM 50 444 494 122 63 185 401 64 465 1144 Total 167 1618 1805 408 221 1482 2� 1191 4128 05:00 PM 63 429 492 166 43 209 430 61 491' 1192 05:75 PM 43 520 563 134 49 183 483 57 5401 1288 05:30 PM 52 467 519 127 42 169 353 53 406 1094 WAS PM 39 370 409 99 47 146 352 56 407. 962 Tocol 7 7 1883 525 181 787 I 1816 228 16441 %581 Grand Total 384 3404 3788 935 402 1337` 3070 465 3535 8660 Appmh % 10.1 89.9 69.9 30.1 I 86.8 132 Total % 4.4 39.3 43.7 10.8 4.6 15.4 35.5 5.4 40.8 PIM "" AMYSnB rrpm lw:W rm W ua:ao rm - r-ean m Peak Hour for Enke Intersection Begins at 04:45 PM 04:45 PM 50444 494 122 63 185 401 64 465 1144 05:00 PM 63 429 492 166 43 209 430 61 491 1192 05:15 PM 43 520 563 134 49 183 169 57 540 1266 File Name : LOWA48PM Site Code :003753B Start Data : 4/18/2006 Page No :2 OA 11R. ;� -w n Peak Hour Data r_yf�i NT �+ Peak Nov 6epre n C.'"PM ` TOTAL VOLUMr s�ee��hhlI Cr: Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 COUNTS UNLIMITED INC. _ 25424 JACLYN AVENUE 04:45 PM MORENO VALLEY CA. 92557 951-247-6716 CITY OF LA QUINTA WS: WASHINGTON STREET 50 EIW: AVENUE 48 494 WEATHER: SUNNY 63 File Name : LOWA48PM Site Code :003753B Start Data : 4/18/2006 Page No :2 OA 11R. ;� -w n Peak Hour Data r_yf�i NT �+ Peak Nov 6epre n C.'"PM ` TOTAL VOLUMr s�ee��hhlI Cr: Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 I 04:45 PM _ COUNTS UNLIMITED INC 04:45 PM 04:45 PM Page 1 +0 mins. 50 444 494 122 63 185 401 64 465 +15 mins. 63 429 492 166 43 209 430 61 491 +30 mms. 43 520 563 134 49 103 483 57 540 44S mdse. 52 467 519 127 42 189 353 53 406 Tdtel vemiv 208 1660 2068 149 197 1687 235 S %App.7dd 10.1 69.9 Hour Totals 73,6 26.4 Combined Totals 67.6 12.4 PHP 1 1825 MK 916 ,827 M21 AM .818 $81 I COUNTS UNLIMITED INC Page 1 25424 JACLYN AVENUE MORENO VALLEY CA 92557 CITY OF LA QUINTA 951-247-0716 LQWANOFW WASHINGTON STREET Site Code: 00936122 N/ FRED WARING DRIVE Date Start: 16 -Nov -06 24 HOUR DIRECTIONAL VOLUME COUNT Dale End: I&Nov-06 Start 1606 NORTHBOUND Hour Totals SOUTHBOUND Hour Totals Combined Totals M v i medn Momi 72110 32 325 31 372 12:15 21 359 33 407 12:30 17 338 29 385 12:45 17 334 87 1356 17 409 110 1573 197 2929 01:00 22 382 19 367 01:15 24 356 26 345 01:30 17 364 20 349 01:45 19 364 82 1466 10 380 75 1441 157 2907 02:00 19 380 15 354 02:15 13 435 7 340 02:30 11 423 9 435 02:45 15439 58 1677 16 391 47 1520 105 3197 03:00 7 466 10 449 03:15 14 488 15 395 03:30 14 467 14 439 03:45 22 392 57 1813 18 414 57 1697 114 3510 04:00 18 430 13 436 04:15 31 369 17 444 04:30 45 389 31 415 04:45 60 384 154 1572 35 454 96 1749 250 3321 05:00 52 417 43 439 05:15 85 360 56 467 05:30 128354 96 402 05:45 110 297 375 1428 133 418 328 1726 703 3154 06:00 156 293 131 346 06:15 225 267 185 315 06:30 254 246 237 276- 06:45 292 234 927 1040 329 250 882 1195 1809 2235 07:00 262 211 306 193 07:15 350 196 353 221 07:30 417 171 328 167 07:45 512 184 1541 762 405 176 1392 757 2933 1519 08:00 332 183 360 187 0815 398 181 370 177 08:30 387 137 356 136 08:45 352 152 1469 653 435 125 1523 625 2992 1278 09:00 294 140 341 157 09:15 320 151 304 163 09:30 314 153 358 113 09:45 318 120 1246 564 338 117 1341 550 2587 1114 10:00 295 88 328 97 10:15 357 84 365 108 10:30 336 80 339 88 10:45 311 72 1299 324 342 84 1374 377 2673 701 11:00 344 63 352 85 11:15 333 47 372 70 11:30 356 50 371 55 11;4,4 37 1385 197 1 4 1456 256 Total 8880 12852 8680 12852 96$1 13466 8681 13466 17361 26318 Combined Total 21532 21532 22147 22147 43679 AM Peak 07:30 08:00 Vol. 1659 1523 P.H.F. 0.810 0.875 PM Peak 02:45 04:30 Vol. 1860 1775 P.H.F. 0.953 0.950 Percentag e 40.3% 59.7% 39.2% 60.8% ADT/AAD T ADT 43,679 AADT 43,679 Appendix C HCM 2000 METHODOLOGY HCS 2000 WORKSHEETS Appendix C Highway Capacity Manual Signalized Intersection Methodology The Highway Capacity Manual (HCM 2000) signalized intersection capacity and level of service methodology addresses the capacity and level of service of intersection approach land groups as well as the level of service of the intersection as a whale. The analysis is undertaken in terms of the ratio of demand flow rate to capacity (VIC ratio) for individual movements during a peak I5 -minute interval and the composite V/C radio for the sum of critical movements or lane groups within the intersection. The level of service is determined based upon average control delay per vehicle, as shown in Table C -i below. Table C-1 2000 HCM Signalized Intersection LOS Criteria Level of Traffic Flow Avg. Control Delay Service Characteristics (Seconds/Vehicle) A Extremely favorable progression with very low control delay. s 10 Most vehicles arrive during the green phase. Many do not stop. Good progression, short cycle lengths or both. More vehicles B stop than with LOS A, causing higher levels of average > 10 and s 20 delay. Satisfactory operation with fax progression, longer cycle C Lengths, or both. Individual cycle Failures may begn to appear. Cycle failure =um when a given green phase does > 20 and s 35 riot serve queued vebicles and overflow occurs. A significant number of vehicles stop but many pass through without stopping. Tolerable delay, where congestion becomes mon: noticeable and many vehicles stop. Individual cyclo failures are noticeable. D Longer delays may rrsulr from same eomhinatien of > 35 and e. 55 unfavorable progression, long cycle lengths. or high VIC ratios. Unstable flow with poor progression, frequent cycle failures, E long cycle lengths and high V/C ratios. Individual cycle > 55 and s 80 failures are frequent occurrences. This is considered the limit of acceptable delay by many agencies. Oversaturation with arrival flow rates exceeding the capacity of intersection lane groups and many individual cycle failures. F Poor progression and long cycle lengths as well as high V/C > 80 ratios and high delay values occur at LOS F. Considered unacceptable to most drivers. Soars: Highway r.npaCnryManual, apecwr xcpmr cdn, t rauspw�uon ■ccacnacu mumu, VUW UI rw - 2000. pp. to -16, C-1 HOMO- upynypt ® 2 un-ty or llon" All wg o R -ti V-4 If SHORT REPORT Analysi Agency or Co. Date Performed rime Period Endo Engineering 1/16/2007 Morning Peak Hour Intersection Washington St. @ Hovley Lane Area Type All other areas Jurisdiction La Ouinta Analysis Year Existing Washington St. @ Hovley Lane All other areas La Ouinta Existing LT ES TH RT LT WB N8 TH RT LT TH RT LT SB TH RT Num. of Lanes 1 2 1 1 2 1 1 3 1 1 3 1 Lane group L T R L T R L T R L T R Volume (vph) 254 246 178 3+17 525 111 437 f250 343 120 1155 155 `y Heavy veh 8 8 a 8 8 8 B 8 8 8 8 8 PHF 088 0.88 0.88 0.88 0.88 0.68 0.88 0.88 0.88 0.88 0.88 0.88 Actuated(PIA) A A A A A A A A A A A A SlartW lost time 2.0 20 20 2.0 20 20 20 20 20 2.0 2.0 1 2.0 EM. off. areen 2.0 2.0 2.0 2.0 20 2,0 20 20 1 20 20 20 20 Arnva),type 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBRWRTOR Volume O O O 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/ParkingParking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr 12.0 12.0 12.0 12.0 12.0 12.0 Perki%greftPariung N 0 N N Bus stops/hr 0 O O 0 O 0 O 0 O 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq I Excl, Leff W$ Only Thru & RT 0d EncL Leff NBOnly Thn, & RT 0 0B G. 18.0 G. fi0 G. 11.0 G= G= 16.0 G= 11.0 G= 33.0 G= 3.0 riming V= 4 JY= 4 JY= 4 04 Y= IY= 4 IY= 4 Y= 4 Yn Timing G= 24.0 Duraiwn of Anel sEs hrs - 1.00 1 G= 16= 17,0 O e Le th C = 120.0 G= Y= 4 Y= 4 JY= 4 Y= Y- 4 IY= 4 Y= 4 1Y= Dumtian of Anal sls hrs] - 1.00 EB WB Cvc�e Le NB SB Adj. flow rate 287 278 201 392 593 125 494 1412 388 136 1305 175 Lane group cap. 265 307 1034 404 586 1159 432 1917 860 223 1318 1009 v/c ratio 1.08 0.91 1 0.19 0.97 1.01 0.11 1.14 a74 a45 a61 0.99 0.17 Green ratio a 16 0.09 a69 a24 0.17 0.77 0.26 0.40 0.57 0.13 a28 0.68 Unit. delay dl 50.5 54.0 6.6 45.1 49.5 3.3 44.5 30.6 14.6 49.1 43.3 7.2 Delay factor k a50 a43 a i l 0.48 aw 0.11 a50 a29 a i l 020 0.49 0.11 Increm. delay d2 211.9 39.0 at 63.5 86.3 0.0 1288.1 1.5 0.4 4.9 40.9 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 262.4 93.0 6.7 108.5 135.8 3.4 332.6 32.2 15.0 154.0 84.2 7.3 Lane group LOS F F A F F A F C B D F A Appmh. delay 133.8 84.3 8.9 107.3 47.4 111.3 94.0 4.9 73.3 E E Approach LOS F F A F F A F F A E 57.9 Intersec. delay 96.8 70.0 51.4 Intersection LOS 51.8 F Approach LOS HOMO- upynypt ® 2 un-ty or llon" All wg o R -ti V-4 If wpynpt a c U-ty at -m "mp¢ uesav a V-.-4 if SHORT REPORT Analyst Agency or Co. Dale Performed Trma Period Endo Engineering 111612007 Evening Peak Hour Intorsecfion Area Type Jurisfttion A OA& Year Washington St. @ Hovley Lane All other areas La Ouinta Existing LT EB I TH RT LT WB I TH RT NB LT TH RT LT 5B TH RT Num. of Lanes 1 2 1 1 2 1 1 3 1 1 3 1 Lane group L T R L T R L T R L T R Volume h 448 566 353 287 257 120 289 1380 219 201 1187 286 Heavy veh 8 8 8 8 8 8 6 8 8 8 8 8 PHF 0.95 a95 0.95 0.95 0.95 0.95 a95 0.95 0.95 0.95 Ll95 a95 Actuated PIA A A A A A A A A A A A A Startup lost lime 2.0 20 2.0 2.0 20 20 20 2,0 2.0 2.0 20 20 Ela. eff. areen 2.0 20 20 1 2.0 2.0 2.0 2.0 2.0 2.0 2.0 20 2.0 krivallype 3 3 3 3 3 1 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PWB1ke1RT0R Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Perki%greftPariung N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr O 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phesm acl, Left EB Onl Thru & RT 04 Exct Lafl NO Thru & RT 08 Timing G= 24.0 G- 8.0 1G. 11.0 G= 16= 17,0 1 G= 20 1 G= 34.0 G= Y= 4 Y= 4 JY= 4 Y= Y- 4 IY= 4 Y= 4 1Y= Dumtian of Anal sls hrs] - 1.00 Cvc�e Le h C = f20.0 EB WB NB SB Adj. flow rate 471 595 1371 302 270 126 304 1451 230 211 1248 1 238 Lane group cap. 501 642 1096 334 307 947 320 1597 1184 237 1358 1109 v/c ratio 0.94 0.93 a34 0.90 am 0.13 0.95 0.91 0.19 0.89 0.92 a21 Green ratio a30 0.19 0.73 0.20 0.09 0.63 0.19 0.33 a79 0.14 a28 a74 Unit. delay dl 40.9 47.7 5.7 46.9 53.8 8.8 479 38.3 3.1 50.6 41.7 4.8 Delay factor k a45 0.44 jail a43 0.41 0.11 a46 a43 ail 0.41 a44 ail Increm. delay d2 37.8 26.2 0.2 35.8 30.5 0.1 59.4 9.1 at 42.1 12.1 at PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1,000 1.000 1.000 1.000 1.000 1.000 Control delay 78.8 73.9 5.9 827 84.3 8.9 107.3 47.4 3.2 92.7 53.8 4.9 Lane group LOS E E ! A F F A F D A F D A Apprch. delay 57.9 70.0 51.4 51.8 Approach LOS E E ID D Intersec. delay 55.4 Intersection LOS E wpynpt a c U-ty at -m "mp¢ uesav a V-.-4 if Short Report Page 1 of 1 dw ,.Pynpcae�w �mr any ��r�..�..4.... ,..y..�....,....» Short Report Page 1 of 1 SHORT REPORT REPORT Anatysl Greg Agency or Co. Endo Ergineenng Date Performed 4/7/08 Tme Period Morning Peak Hour Analyst Agency or Co. Date Performed Tme Period Greg Endo Engineering 47/08 Evening Peak Hour Intersection Washington St C& HoNey Lane Area Type All other areas ,lurisd ction La Quinta Analysis Year Year 2010 No Project Inlersection Washington St. @ HoNey Lane Area Type All other areas durisdicGGn La Quinta Analysis Year Year 2010 No Project LT Ea TH RT LT W$ NB I TH RT LT TH RT LT SB TH LT ES TH RT -L-TT WS NS TH RT LT TH RT LT s8 TH RT Num. of Lanes 2 Lane group 1 2 2 1 2 3 1 1 3 1 Lane group L Volume h R L T R L T R L T R Volume h 285 k259 229 360 541 1f5 496 1424 359 f2d 1330 162 Heavyveh 8 PHF 8 8 8 8 8 a 8 8 a 8 PHF 0.88 Actuated PIA 08a 0.88 0.88 08$ 0.88 0.88 0.88 a88 0.88 0.88 Actuated PIA A Startup lost time A 20 A A A A A A tart lost time 20 Ext, off. areen 20 2.0 20 20 20 20 20 20 Ext. elf. green 2.0 2.0 20 3 20 20 20 ,20 2.0 20 Arrival 3 3 3 3.0 3 3 M12.0 3 3 3 3 Unit Extension 3.0 3.0 3.0 0 3.0 3.0 3.0 3.0 3.0 3.0 PadSke/RTOR Volume 0 0 0 12.0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parkin N 0 N N 0 1 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Bus stops/hr0 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 phasing I Excl. Lail I WB Only Thru Li RT 04 ExcE, Left Thru 8 G= OB G F 30G= 5.0 Y= 4 .0Fr Y= 4 Y= 4 IG- Timing 4 Y= Y= 4 Y= 4 Ye Y= 4 Y= s Y=57 Y- Duratipof Anal hrs -1.00 lCycle Lencith C 120.0 EB WB NB SB Adj. flow rate ES 462 317 WB NB 241 219 SB 247 Adj.flow rate 299 1286 1 259 407 611 130 560 1609 406 140 1503 183 Lane group cap. 352 419 1121 595 670 1233 1 622 1757 1109 320 1757 1109 v/c ratio 0.85 0.68 0.23 0.68 0.91 I 0.11 0.90 0.92 a37 10.44 0.15 0.86 10.17 Green ratio 0.11 0.13 0.75 0.18 0.20 0.82 0.19 0.37 0.74 0.19 0.37 a74 Unit. delay d1 52.5 50.2 4.5 45.8 47.0 1 20 47.4 36.2 1 5.5 42.8 35.1 4.6 Delay factor k 0.38 0.25 0.11 0.25 0.43 0.11 0.42 0.43 0.11 0.11 0.39 0.11 Increm. delay d2 20.5 4.6 1 0.1 1 3.3 21.2 0.0 1 19.9 9.1 0.2 1.0 4.6 1 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 11.000 11.000 1.000 1.000 1.000 1.000 1.000 Control delay 73.1 54.8 4.6 49.1 68.1 1 21 67.3 45.4 5.7 43.8 39.7 4.6 Lane group LOS E D I A D E A E D A D D A Apprch. delay 45.9 D 53.9 43.9 D 36.5 D Approach LOS D 41.5 D D Intersection LOS D D Intersec. delay 43.8 Intersection LOS D dw ,.Pynpcae�w �mr any ��r�..�..4.... ,..y..�....,....» Short Report Page 1 of 1 HCS20W- �Pm6m filel(CADocuments and Settings\Courtney\Local Settings\Temp\s2k21E.tmp 4/7/2008 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k228.tmp 4/7/2008 SHORT REPORT Analyst Agency or Co. Date Performed Tme Period Greg Endo Engineering 47/08 Evening Peak Hour Inlersection Washington St. @ HoNey Lane Area Type All other areas durisdicGGn La Quinta Analysis Year Year 2010 No Project LT Ea TH RT LT W$ NB I TH RT LT TH RT LT SB TH RT Num. of Lanes 2 2 1 2 2 1 2 3 1 1 3 1 Lane group L T R L T R L T R L T R Volume h 4S5 583 439 301 265 124 375 1651 229 208 1452 235 Hea veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 095 0.95 0.95 0.95 Actuated PIA A A A A A A I A A A A A A Startup lost time 20 20 20 2.0 2.0 20 1 20 2.0 2.0 20 2.0 1 2.0 Ext, off. areen 20 2.0 2020 20 2.0 2.0 20 2 .0 20 2. 0 2.0 A vat 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped &ke.'RTOR Volume 0 0 0 0 1 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ark Pi GradOParlei N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl. Lett EB Only,Thru 8 RT 04 1 E=L left I Thru & RT I 07 I as G= 14,0 G= 4.0 G- 164 G. G= 18.0 G- 48.0 G= G= Timing y= 4 Y= 4 Y= 4 Y.. Y= 4 Y= 4 Y= Y= Duration of Anal is Mrs = 1.00 C cle Lentith C = f20.0 EB WB NB SB Adj. flow rate 490 613 462 317 279 130 394 1736 241 219 1527 247 Lane group cep. 595 1 670 1221 379 447 1121 487 1917 1171 251 1917 1171 v/c ratio 0.82 0.91 0.38 0.84 0.62 0.12 0.81 0.91 0.21 0.87 0.80 021 Green ratio 0.18 0.20 0.82 0.12 0.13 0.75 0.15 0.40 0.78 0.15 10.40 0.78 Unif. delay d1 47.1 47.0 2.9 51.9 49.2 4.1 149.3 33.9 3.4 49.9 31.7 3.4 Delay factor k 0.36 0.43 0.11 0.37 0.21 0.11 0.35 o.43 0.11 0.40 0.34 0.11 Increm. delay d2 9.9 21.9 1 0.2 I 17.1 2.8 0.0 10.7 7.4 at 34.2 1 2.5 0.1 PF factor 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.1 68.9 3.1 69.0 51.9 4.2 60.0 41.2 3.4 84.1 34.2 3.5 Lane group LOS E E A E I D A E D A F C A Apprch. delay 45.8 50.8 40.5 35.9 Approach LOS D D D D Intersec. delay 41.5 Intersection LOS D HCS20W- �Pm6m filel(CADocuments and Settings\Courtney\Local Settings\Temp\s2k21E.tmp 4/7/2008 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k228.tmp 4/7/2008 Short Report Page 1 of 1 HC52000" CopycighL 0 2000 University of Florida A0 Rights ReservW fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k41.tmp 9/15/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 417108 Morning Peak Hour Intersection Area Type Jurisdiction Analysis Year Washington St. Ca) Hovley Lane All other areas La Quinta Year2010 W/ Project LT E8 TH RT LT WB TH RT N6 LT TH RT LI S6 TH RT Num. of Lanes 2 2 1 2 2 1 2 3 1 1 3 1 Lane group L T R L T R L T R L T R Volume h 265 263 244 375 541 115 504 1457 367 124 1388 162 % Heavyveh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.88 0.88 0.88 0.88 0.88 0.88 0-88 0-88 0.88 0-88 5,88 0.88 Actuated P/A A A A A A A A A A A 5,95 A Startu lost time 20 20 20 20 20 20 20 20 20 20 A 20 Ext.eff. reen 20 20 20 2.0 2.0 2.0 2.0 20 20 2.0 2.0 20 Arrival 3 3 3 3 3 3 3 3 3 3 20 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 V12.0 3.0 PedMik&fRTOR Volume 0 0 0 0 0 0 0 0 0 0 3.0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 0 12.0 Parkin G, 9/Parldng N 0 N N 0 N N 0 N N 0 N Parkingthr Parking/Grade/Paiidng N 0 N N 0 N N 0 N N 0 Bus stops/hr 0 0 0 0 1 0 0 000 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl- Leh I WB OnlyThru & RT 04 Exci. Left Thru & RT 07 3.0 3.0 08 G= 12.0 G= 50 G= 15,0 G= G= 23.0 G= 450 G= Thru & RT 1 G= F_xcL Leh Timing Y. d Y= 4 JY= 4 08 Y= IY= 4 IY= 4 V- G= la.o IY= P 18.o ❑utallon of Analvsls ihrs + 1.00 G. Y= 4 Y= 4 V= a jv= Y- 4 Ey= 4 Y= Y= ICycFe Len eh C - i20.0 C le Le. th C 120.0 EB WB NB EB SB Ad. flow rate 299 286 276 424 611 130 569 1646 1 415 140 1568 183 Lane group cap. 325 419 1134 568 670 1246 622 1797 1109 320 1797 1109 v/c ratio 0.92 a66 0.24 0.75 0.91 0.10 0.91 0.92 0.37 0.44 0.87 0.17 Green ratio 0.10 0.13 0.76 0.17 0.20 0.83 0.19 0.38 0.74 0.19 a36 0.74 Unif. delay dl 53.5 50.2 4.3 47.0 470 1.8 47.5 35.7 5.5 42.8 34.8 4.6 Delay factor k 0.44 0.25 0.11 0.30 0.43 I 0.11 lo.43 0.43 0.11 0.11 0.40 0.11 Increm. delay d2 42.9 4.6 0.1 5.6 21.2 0.0 23.4 9.0 0.2 1.0 5.4 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 Control delay 96.5 54.8 4.4 52.5 66.1 1.9 70.9 44.7 5.8 43.8 40.2 4.6 Lane group LOS F D A D E A E D A D D I A Apprch. delay 53.1 D A F 55.1 A 44.2 51.8 37.0 Approach LOS D 44.1 E D D D Intersec. delay 45.2 D D Intersection LOS Intersec. delay D HC52000" CopycighL 0 2000 University of Florida A0 Rights ReservW fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k41.tmp 9/15/2008 Short Report Page 1 of 1 HOMO - Copyright 0 2000 Univmity of Florida AO Rights Rrsaved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k4B.tmp V--ioo4 1. 9/15/2008 SHORTREPORT Analyse Agency or Co. Date Perlwrned Time Period Greg Endo Engineering 4/7/08 Evening Peak Hour Intersection Area Type unsdlctlon Ar*10sYear Washington St. Ca Hoviey Lane All otherareas La Quinta Year 20 f0W/Project LT ES I TH RT LT I W6 TH RT I NB LT I TH RT LT SB TH RT Num. of Lanes 2 2 1 2 2 1 2 3 1 1 3 1 Lane group L T R L T R L T R L T R Volume 466 563 457 319 265 124 398 1740 252 1206 1521 235 % Heavv veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 5,95 5,95 5,95 Q95 Actuated PIA A A A A A A A A A A A A Swup lint Urne 2.0 1 2.0 120 20 20 20 20 120 2.0 2.0 20 2.0 Ext. eft. weeii 2.0 2.02.0 20 2.0 20 2.0 1 20 20 20 2 0 2. 0 Arrival 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PeW ike)RTOR Vohrme 0 0 ❑ 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 Parking/Grade/Paiidng N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 13.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing I Excl. Left I EB Only Thru & RT 1 04 F_xcL Leh Thru & liT 07 08 Timing �" 14-0 G= 4.0 G= la.o G= P 18.o G= 49.0 G= G. Y= 4 Y= 4 V= a jv= Y- 4 Ey= 4 Y= Y= Duration of rs - t-00 C le Le. th C 120.0 EB WB NB SB Adj. flow rate 490 613 481 335 279 130 419 1830 265 1 219 11599-F247 Lane group cap. 595 642 1221 379 419 1121 487 1957 1171 251 1957 1171 v/c ratio 0.82 0.95 0.39 0.88 0.67 0.12 0.86 0.94 0.23 0.87 0.82 Green ratio 0.18 0.19 0.82 0.12 0.13 0.75 0.15 0.41 0.78 0.15 0.41 0.78 Un'if. delay dl 47.1 48.0 3.0 52.2 50.1 4.1 49.8 34.0 3.4 49.9 31.5 3.4 Delay factor k 0.36 0.46 0.11 0.41 1 0.24 all 0.39 0.45 0.11 0.40 0.36 0.11 increm. delay d2 9.9 37.7 0.2 26.3 1 4.1 0.0 16.7 10.9 0.1 34.2 2.9 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.1 85.6 3.2 78.5 54.2 4.2 66.5 44.9 3.5 84.1 34.4 3.5 Lane group LOS E I F A E D A E D A F C A Apprch. delay 51.8 56.4 44.1 36.0 Approach LOS D E D D Intersec. delay 44.8 Intersection LOS D HOMO - Copyright 0 2000 Univmity of Florida AO Rights Rrsaved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k4B.tmp V--ioo4 1. 9/15/2008 Short Report Page 1 of 1 HCS2000� ,opyngm w euu vmvca�q �� r�a..a .......w,., •.•�••.... Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Dais Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Greg Endo Engineering 4/8/08 Evening Peak Hour Ince 5901 on Washington St. Ca Hovley Lane Area Type All other areas urisdtction La Quinta Analysis Year GP Buildout No Project Intersection Area Type Jurisdkilion Analysis Year Washington St. C1a Hovley Lane All other areas La Quinta GP Buildout No Project LT EB TH RT LT WB NB TH HT LT TN q11 RT LT SB TH FRT Num. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume h 299 276 265 399 589 127 568 1642 398 136 1540 182 % Heavyveh 8 8 6 8 8 8 8 6 8 8 8 8 PHF 1.00 1.00 1,00 1.00 }.00 f.00 1.00 1.00 t.t7Q 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A Starlu kisl time 2❑ 2.0 2.0 20 20 20 20 20 2D 2.0 2.0 Ext eff. green 2.0 2.0 2-0 2.0 20 20 2.0 2.0 20 20 2.0 Arrival 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 r3.0 3.0 3.0 3.0 3.03.0 3 3.0 3.0 PedlBVkw TOR Volume 0 0 0 Q 0 0 ❑ D 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Pwlti Gratle,rarki N 0 N N 0 N N 0 N N 0 N Parking/hr 12.0 ParkingtGrade/Pariting N 0 N N 0 N I N 0 N Bus stops/hr 0 0 1 0 0 0 0 0 0 0 D 0 0 Unit Extension 3.0 3.0 1 3.0 1 3.0 J 3.0 1 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 Phasino Exd. Leff I WB Only Thru 8 RT 04 1 ExcL Left I NS Only IThru & RT Unit Extension 08 C' 13.0 G = 4.0 G = 16.0 G = G = 7❑ G = 13.0 G = 43.0 G = 3.0 Timing Y. 4 Y= 4 Y= 4 ly. 04 JY= 4 IY= 4 JYr 4 [Y - 08 ]on of Sts rs . 1.00 G= 6.0 G. f5D G• lOvelo Lencalb, C - 120.0 G= Timing y= 4 EB Y= 4 WB NB Y= 4 SB Adj. flow rate 299 276 1265 399 589 1 127 566 1642 130 120.0 136 1540 182 Lane group cap. 352 447 1134 568 670 649 2396 1308 189 1717 1096 v/c ratio 0.85 0.62 0.23 o.70 0.88 0.87 0.69 0.30 0.72 0.90 0.17 Green ratio 0.11 0.13 0.76 0.17 0.20 0.20 0.50 E2.O 0.88 0.06 0.36 0.73 Unit. delay d1 52.5 49.1 4.3 46.6 46.646.5 22.8 1.3 55.5 36.4 4.9Delay factor k 0.38 0.20 0.11 0.27 0.41 0.40 0.25 0.11 0.28 0.42 0.11 Increm. delay d2 20.5 2.6 0.1 4.0 14.8 0.0 14.3 0.8 I 0.1 13.4 7.4 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 73.1 51.7 4.4 50.5 61.4 2.0 60.8 23.7 1.4 66.9 43.8 4.9 Lane group LOS E D A D E A E C A E D A Apprch. delay 44.4 1.000 1.000 1.000 50.8 28.3 1.000 1.000 41.8 54.0 66.0 Approach LOS D 55.2 4.7 72.1 D C 78.6 40.5 D Lane group LOS Intersec. delay 38.2 E E A E Intersection LOS A E I D A HCS2000� ,opyngm w euu vmvca�q �� r�a..a .......w,., •.•�••.... Short Report Page 1 of 1 HCS2000- Copyright 0 2000 Urn-ity ofMoMq M Rights Rr-rtr file://CADocuments and Settings\CourineyU.ocal Settings\Temp\s2k8F5.tmp 4/10/2008 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k8EB.tmp 4/10/2008 SHORT REPORT Analyst Agency or Co. Gala Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Intersection Area Type Jurisdkilion Analysis Year Washington St. C1a Hovley Lane All other areas La Quinta GP Buildout No Project LT EB ili I RT LT WB TH I RT NB LT TH I RT LT SB TH RT Num. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume n 526 634 504 13" 289 136 433 1912 253 228 f674 266 Y Heaw veh 8 8 8 1 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1_00 1.00 1.00 1.00 1.00 r.00 1.00 1.00 1.00 AyTuafed PIA A A A A A A A A A A A A Startup lost time 2.0 2.0 2.0 2.0 1 2.0 2.0 2.0 20 20 2Q 2.0 2.0 Ext. efl. gmn 2.0 20 20 2,0 2.0 2.0 2.0 2.0 20 20 2.0 20 Arrival type 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pedffte/RTOR Volume 0 0 1 0 0 0 ❑ 0 0 0 0 o o Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 12.0 112.0 12.0 ParkingtGrade/Pariting N 0 N N 0 N I N 0 N N J 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 f 3.0 3.0 3.0 3.0 3.0 Phasin Ext1. Lell EB Onl Ttw & RT 04 1 Exd. Left NB Ont Thru & RT 08 G= 14.0 G= 6.0 G. f5D G• G= 10A G= 4.0 G= &7.n G= Timing y= 4 Y= 4 Y= 4 Y= Y= 4 Y= ❑uralim of Ana is fhrs - 1.00 ICLPL- Lan Lh C � 120.0 E8 WB NB SB Adj. flow rate 526 1 634 504 1 333 289 136 433 1912 253 228 1674 266 Lane group cap. 649 698 1221 379 1 419 1096 487 2196 1 1271 271 1877 1171 v/c ratio 0.81 0.91 0.41 0.88 0.69 0.12 0.89 0.87 0.20 0.84 0.89 0.23 Green ratio 0.20 0.21 0.82 0.12 0.13 0.73 0.15 0.46 0.85 0.08 0.39 0.78 Unit. delay dl 45.8 46.4 3.0 52.2 50.3 4.7 50.0 29.3 1.6 54.2 34.1 3.4 Delay factor k 0.35 0.43 0.11 0.41 0.26 0.11 0.41 0.40 0.11 0.38 0.42 0.11 Increm. delay d2 8.2 19.6 0.2 25.0 4.9 0.1 22.1 1 4.3 J 0.1 24.4 6.4 0.1 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 54.0 66.0 3.3 77.2 55.2 4.7 72.1 33.6 1.7 78.6 40.5 3.5 Lane group LOS D E A E E A E C A E I D A Apprch. delay 43.2 558 36.9 40.0 Approach LOS D E D D Intersec. delay 41.3 Intersection LOS D HCS2000- Copyright 0 2000 Urn-ity ofMoMq M Rights Rr-rtr file://CADocuments and Settings\CourineyU.ocal Settings\Temp\s2k8F5.tmp 4/10/2008 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k8EB.tmp 4/10/2008 Short Report Page 1 of 1 RCS2000M Capynrbt 0 20M University of flaw; M I ghm Rex[vM fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2D.tmp 9/15/2008 Short Report Page 1 of 1 SHORT REPORT Anaiysl Agency or Co. Dais Performed Time Period Analyst Agency or Co. Data Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Intersection Area Type hinscrction Analysis Year Intersection Area Type Jurisd4ion Analysis Year Washington SL Ca Hovley Lane All other areas La Ouinta GP Buildout W/ Project LT EB TH RT LT WB TH RT NS LT I TH RT I LT Sa TH I RT Num. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume h 299 276 280 414 589 127 574 1675 406 136 1598 182 Heavy veh 8 8 8 8 8 8 8 8 a 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 _ AcWted PIA A A A A A A A A A A A A startup lost time 20 1 2.0 20 20 1 20 2.0 1 2.0 20 20 20 20 20 Ext. alf. QFeen 2.O 2.0 2.0 20 20 2.0 2.0 20 2.0 2.0 20 2.0 ATriva 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parling N 0 N N 0 N N 0 N N 0 N Parkingmr Bus stops/hr 0 0 0 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Exct- Leal WB Ont ThN & RT 114 Exd. LeE! NB On Thru & RT GF 5.0 OB G= 19.0 G= 4.0 G= 15.0 G= G= 8.0 G= 12.0 G. 44.0 G= Timing Timing Y. 4 Y= 4 Y= 4 JY= Y= Y= 4 Y= 4 Y= 4 IY= Dufal on of Ana[ sis nrs = 1.00 C „ le Leri n C = 120.0 EB EB WB WB NB Adj. flow rate SB 522 Adj. flow rate 299 1276 280 414 SB9 127 574 1675 1406 Lane group cap. 136 11598 1 182 Lane group cap. 352 419 1134 568 642 1233 649 2396 1296 216 1757 1096 v/cratio 0.85 0.66 0.25 an 0.92 0.10 0.88 0.70 I 0.31 Jo.63 0.91 0.17 Green ratio 0.11 10.13 0.76 0.17 0.19 0.82 0.20 0.50 0.87 0.07 0.37 0.73 Un'rf. delay dl 52.5 50.1 4.3 46.8 47.6 2.0 46.7 23.1 1.5 54.6 36.1 4.9 Delay factor k 0.38 0.23 0.11 0.29 0.44 0.11 0.41 0.27 0.11 0.21 0.43 0.11 lncrem. delay d2 20.5 3.9 0.1 4.9 23.4 0.0 16.1 0.9 0.1 15.9 8.4 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 73.1 53.9 4.4 51.7 71.0 2.0 62.8 24.0 1.6 60.5 44.5 4.9 Lane group LOS E D A D E A E I C A E D A Apprch. delay 44.4 Approach LOS 56.2 29.0 E 41.9 D Approach LOS D Intersec. delay E C Intersection LOS D D Intersec. delay 39.4 Intersection LOS D RCS2000M Capynrbt 0 20M University of flaw; M I ghm Rex[vM fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2D.tmp 9/15/2008 Short Report Page 1 of 1 H4. .. -"Aght ® L Um-ty of ? -m A Mghu lreaav 1 ff1eWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k37.tmp vosio.4.r. 9/15/2008 SHORT REPORT Anaiysl Agency or Co. Dais Performed Time Period Greg Endo Engineering 4/8/06 Evening Peak Hour Intersection Area Type hinscrction Analysis Year Washington St. CM Hovley Lane All other areas La Ouinta GP Buildout W/ Project LT EB TH RT LT WB TH RT N8 LT TH RT LT SB T1i RT Num. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume h 26 5 634 522 351 289 136 456 2001 276 228 1743 266 %Hea veh 8 B 8 8 B 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A Startup lost time 20 2.0 20 20 20 20 20 2.0 20 2.0 2.0 2.0 Ext. elf. green 20 2D 20 2.0 20 20 2.0 20 20 20 20 2O Arrival type 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlB&ofRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkina/Grade/Parldng N 0 N N 0 N Al 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing ExcL Left I EB Only Thru & RT 04 Exc!. Lett I NB Only I Thrt1 & RT 08 = 14.D GF 5.0 G= 150 G= G= 10.0 G= 4.0 G= 48.0 G= Timing Y= 4 Y= 4 Y= 4 JY= IY= 4 IY- 4 J Y= 4 ly. Dwafion cl Ana sis hrsl - 1.00 ]Cycle Lanoth C = 120.0 EB WB NB SB Adj. flow rate 526 1 634 522 351 1289 1 136 456 2001 1 276 228 1743 1 266 Lane group cap. 622 670 1221 379 419 1109 487 2236 1271 271 1917 1171 v/c ratio 0.85 0.95 0.43 0.93 0.69 0.12 0.94 O.B9 0.22 0.84 0.91 0.23 Green ratio 0.19 0.20 aa2 0.12 0.13 0.74 0.15 0.47 0.85 0.08 0.40 0.78 Und. delay dl 46.8 474 3.1 52.5 50.3 4.4 50.4 29.3 1.7 54.2 33.9 3.4 Delay factor k 0.36 0.46 0.11 0.44 0.26 0.11 0.45 0.42 0.11 0.38 0.43 0.11 lncrem. delay d2 11.6 132.5 1 0.2 40.4 4.9 0.0 37.0 5.6 0.1 24.4 7.7 0.1 PF factor 1.000 1.000 1.000 1.000 11.000 11.000 1.000 11.000 1.000 1.000 11,000 1.000 Control delay 58.3 79.8 3.3 92.9 55.2 4.5 87.4 34.9 1.7 78.6 41.7 3.5 Lane group LOS E E A F I E A F I C A E D A Apprch. delay 49.4 63.3 40.3 40.9 Approach LOS D E D D Intersec. delay 44.9 Intersection LOS D H4. .. -"Aght ® L Um-ty of ? -m A Mghu lreaav 1 ff1eWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k37.tmp vosio.4.r. 9/15/2008 Short Report Page 1 of 1 HCS2009- -pyngm ®-.-Ily.c - w warns xce.vm fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k77.tmp 4/28/2008 Short Report Page 1 of 1 SHORT REPORT Analyse Agency or Co Date Performed Time Period Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4128/08urisdection Morning Peak Hour Washington St. @ Ave of States All other areas La Quinta Existing Intersection Area Type Analysis Year Washington St. @ Ave of States All other areas La Quinta Existing LT ES TH LT EB TH WB RT LT TH RT LT NS Tei RT LT SB TH RT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR 107 Volume h 168 146 65 64 16 121 105 27 17 231 1896 48 27 1548 35 Heavyveh 8 8 8 8 8 B 8 8 8 8 8 8 PHF 0.88 0.88 0.88 o.88 0.88 0.88 a88 0.88 0.88 0.88 0.88 0.88 Actuated PMA A A A A A A A A A A A A Startup lost lime 20 2.0 20 20 20 2.0 20 1 2.0 2.0 2.0 Ext all. wean 2.0 20 20 20 2.0 2.0 2.0 1 20 2.0 1 3 AtfivaJ Do 3 3 3 3 3 3 3 1 3 1 3 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 0 PadMMIRTOR Volume 0 0 1 0 0 1 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 N Parkin raderaftrig N 0 N N 0 N N 0 N N 0 N Parldnor Bus stops/hr 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 03 Phasing EW Perm 1 02 1 03 04 1 Excl. Left I Thru & RT 1 07 1 08 G= 14.0 G. G= G= G= 22.0 G. 72.0 G= G,. Y= Timing Y= 4 Y. Y= jym IY= 4 IY. a jy= 1Y= Y. Durarian at Anal sir his = 1.010 Duration of Anal is hr8 - 1.00 jCycie Lenolh C = C le LC Fh C - 120.0 EB WB NB SB EB Adj. flow rate 78 18 137 119 50 262 2204 31 1795 111 49 Lane group cap. 149 205 1495 153 194 306 2865 306 2866 146 279 v/c ratio 0.52 0.09 0.09 0.78 0.26 0.86 0.77 0.10 0.63 0.76 0.18 Green ratio 0.12 a12 1.00 0.12 0.12 am 0.60 am 0.60 0.16 0.16 Unit. delay dt 49.9 47.3 0.0 51.5 48.3 47.5 17.8 40.8 15.4 48.3 43.7 Delay factor k 0.13 0.11 0.11 0.33 0.11 0.39 0.32 10.11 0.21 0.31 0.11 Increm. delay d2 3.4 0.2 0.0 25.3 a7 24.8 1.3 a1 0.4 23.2 0.3 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 1.000 PF factor Control delay 53.3 47.5 0.0 76.8 49.0 72.3 19.2 40.9 15.8 Control delay Lane group LOS D D A E D E B D B Lane group LOS Apprch. delay 21.5 E D 68.6 24.8 D 16.2 Approach LOS C E 26.3 C 20.0 B Approach LOS Intersex. delay 22.9 E Intersection LOS C C HCS2009- -pyngm ®-.-Ily.c - w warns xce.vm fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k77.tmp 4/28/2008 Short Report Page 1 of 1 HCS200e- CWyngW 920[q ll-ty or Floods "warns Re9ery i fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k81.tmp 4/28/2008 SHORT REPORT Analyse Agency or Co Date Performed Time Period Greg Endo Engineering 4/261/08 Evening Peak Hour Intersection Area Type Jurisdiction Analysis Year Washington St. @ Ave of States All other areas La Quinta Existing LT ES TH WB RT LT TH RT LT NB Tai RT LT SB TH RT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR Volume 107 47 168 146 65 64 244 1668 125 82 1689 56 % Veh a 8 8 a 8 8 8 8 8 8 8 8 PHF o.96 0.96 0.96 0-96 0.96 0.96 0.96 0.96 0.96 10.96 0,96 4.96 Actuated (P/A) A A A A A A A A A A A A Swup lest time 2A 2.0 1 20 20 20 2.0 2.0 20 20 Ext, eff. areen 2.0 2.0 2.0 2.0 20 2.0 20 20 20 Arrival tme 1 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 RarkinglGradelParian N 0 N_ N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing I EW Perm 02 03 04 1 FxG, Lel! T hru & RT 07 06 G= t9.o G= G= G= G= 21.0 G= 68.0 G= G= Trmirwg Y= 4 Y= Y= IY= IY= 4 IY= 4 ly. 1Y= Durarian at Anal sir his = 1.010 jCycie Lenolh C = 120,0 EB WB NB SB Adj. flow rate 111 49 175 152 135 254 j 1864 85 1814 Lane group cap. 146 279 1495 202 258 292 2687 292 2702 v/c ratio 0.76 0.18 0.12 0.75 0.52 0.87 0.69 0.29 0.67 Green ratio 0.16 0.16 1.00 0.16 0.16 0.17 0.57 0.17 0.57 Unit. delay d1 48.3 43.7 0.0 48.3 46.3 48.2 18.6 43.0 18.2 Delay factor k 0.31 0.11 a l l 0.31 0.13 0.40 0.26 0.11 0.24 Increm. delay d2 23.2 0.3 0.0 16.1 2.0 29.2 0.8 0.6 0.7 PF factor 1.000 1.000 0.950 1.000 11.000 1 1.000 1.000 1.000 1.000 Control delay 71.5 44.0 0.0 64.3 48.3 77.4 19.4 43.6 18.8 Lane group LOS E D A E D E I B D B Appmh. delay 30.2 56.8 26.3 20.0 Approach LOS C E C B Intersex delay 25.9 Intersection LOS C HCS200e- CWyngW 920[q ll-ty or Floods "warns Re9ery i fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k81.tmp 4/28/2008 Short Report Page 1 of 1 HCS2000M Copyright C 2000 Uni-ity of Florx]4 AO Righu Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k3B.tmp Vcoaw4.le 4/28/2008 Short Report Page 1 of 1 SHORTREPORT REPORT Analyst Agency or Co. Dela Performed Time Period Greg Endo Engineering 417/08 Morning Peak Hour Interbaaion Area Ty" Jurisdiction Analy" Year Washington St. Cd Ave of States Alf other areas La Quinfa Year2010 No Project off Analyst Agency or Co. Dale Performed Time Period Greg Endo Engineering 417/08 Evening Peak Hour IniefsoWw Area Type Jurisdiction Analysis Year LT EB TH WB RT I LT TH RT LT NB TH RT LT SB TH FIT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR TR Volume (vph) 71 16 125 109 28 17 1239 2146 49 1 28 1787 37 % Heavy veh 8 8 8 8 8 8 8 8 8 8 8 1 8 PHF 0.88 a88 0.88 am 0.88 a88 088 0.88 0.88 0.88 0.88 a88 Actuated PIA A A A A A A A A A A A A Startup lost lime 2.0 20 20 20 20 2.0 20 2.0 20 20 Ext elf. green 2.0 1 2.0 20 1 2.0 20 2.0 ZD 20 20 20 Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedMkWRTORVelums 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 Parkin G ade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing EW Perm 112 03 04 77 Excl, Left Thru & RT 07 03 08 Timing G.13.0 Y. 4 G. Yr f3= V. 1G. I G= 22.0 1 G. 73.0 1 G. G = G. G = G = 20.0 G = 69.0 G = Ya Y. 4 Y= 4 Y. Y. G = Duration UI hrs • 1.00 Timing Y= a 1Cyr1e Len I1t C • 12&0 JY= a Y. Y. Duration of An sis in a }.oFl Cele Lermih C - 120.0 ES EB WB7.7,.. WB NB SB SB Adj. flow rate 80 18 142 124 51 157 138 262 2246 2068 2197 Lane group cap. 138 191 1495 142 1806 202 258 279 2731 2907 2744 vlc ratio 0.58 0.09 0.09 0.87 0.280 a78 0.53 0.94 a82 0.71 a80 Green ratio 0.11 0.11 1.00 0.11 0.1118 a16 0.16 0.17 a57 0.61 0.57 Unit. delay dl 50.9 482 0.0 52.7 49.2 ...8 49.4 20.6 16.2 20.1 Delay factor k 0.17 0.11 10.11 0.40 10.11 0.41 a39 1 10.11 a36 J0.27 0.34 lncrem. delay d2 6.1 0.2 0.0 56.2 0.9 32.3 2.8 0.2t- 0.71.8 PFfactor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000Control 1.000 1.000 delay 57.0 48.4 0.0 108.9 50.1 80.1 22.1 40.9Lane 44.6 21.9 group LOS E D A F D F C D D C Apprch. delay 22.7 33.6 91.8 27.8 31.7 17.4 22.8 Approach LOS C C F E C C B C Intersec. delay 1 25.5 29.5 1Intersection LOS Intersection LOS C C HCS2000M Copyright C 2000 Uni-ity of Florx]4 AO Righu Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k3B.tmp Vcoaw4.le 4/28/2008 Short Report Page 1 of 1 HOMO - Copyright 0 2000 Uo -ky of Florid; All Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k45.tmp V=sio.4.le 4/28/2008 SHoFTr REPORT Analyst Agency or Co. Dale Performed Time Period Greg Endo Engineering 417/08 Evening Peak Hour IniefsoWw Area Type Jurisdiction Analysis Year Washington St. @ Ave of States All other areas La Quinta Year2010 No Project LT I Ea TH WB RT LT I TH RT LT NB TH FIT LT $S I TH RT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR Volume (vph) 111 48 173 151 66 66 252 2032 129 85 2056 58 Heavy veh 8 8 6 8 8 8 8 8 8 8 8 8 PHF a96 a96 a96 a96 0.96 0.96 0.96 0.96 10.96 0.96 0.96 0.96 Actuated PIA A A A A A A A 1 A A A A A Startup lost time 2.0 2.0 20 2,0 2.0 20 20 20 2.0 ExL eff. green 2.0 20 20 20 20 2A 20 20 20 Arrival 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parki radwPadd N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing EW Perm 02 03 04 Exci. Left Thru 8 RT 07 08 G = 19.0 G = G = G = G = 20.0 G = 69.0 G = G = Timing Y= a Y. Y J.y= Y= a JY= a Y. Y. Duration of An sis in a }.oFl Cele Lermih C - 120.0 EB WB NB SB Adj. flow rate 115 50 180 157 138 262 2246 88 2197 Lane group cap. 143 279 1495 202 258 279 2731 279 2744 v/c ratio 0.80 0.18 0.12 a78 0.53 0.94 a82 0.32 a80 Green ratio 0.16 0.16 1.00 a16 0.16 0.17 a57 0.17 0.57 Unit. delay dl 48.7 43.7 0.0 48.5 46.4 49.4 20.6 44.0 20.1 Delay factor k a35 a f t 0.11 10.33 1 a14 I 0.45 a36 10.11 0.34 Increm. delay d2 32.8 0.3 0.0 19.4 2.2 58.6 2.2 0.71.8 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 81.6 44.1 0.0 67.8 48.6 108.0 22.8 44.6 21.9 Lane group LOS F D A E D F C D C Apprch. delay 33.6 58.8 31.7 22.8 Approach LOS C E C C Imersec. delay 29.5 Intersection LOS C HOMO - Copyright 0 2000 Uo -ky of Florid; All Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k45.tmp V=sio.4.le 4/28/2008 Short Report Page 1 of 1 HC52000°" Short Report Page 1 of 1 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Dale Performed 4/7/08 Time Period Morning Peak Hour Intersection Area Type Jurisdiction Analysis Year Washington St.@Ave of States All other areas La Quinta Year 2010 W/ Project Intersection Area Type Jurisdcliorl Ana4mft Year Washington SL (?Ave of States All other areas La Quinta Year 2010 W/ Project LT I EB TH I WB FST LT I TH RT I LT NS I TH I RT LT so TH RT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR L Volume A 71 f6 127 109 28 17 240 2195 49 28 1875 37 %H veh 8 8 8 a 8 8 8 8 8 8 8 8 PHF 0.88 0.88 0.88 0.88 0.88 aa8 0.88 0.88 0.88 0.88 0.88 0.88 Awed P1A A A A A A A A A A A A A Start lost time 2.0 20 20 20 2.0 2.0 20 2.0 2.0 2.0 Ext. off. reen 20 20 20 20 20 20 20 2.0 2.0 2.0 ArrivW 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PadMkeiRTORVolume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParwngyGra"Parwng N 0 N N 0 Al N 0 N N 0 N Parking/hr N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasina I EW Perm 1 03 04 1 Excl. Leff I Thru 8 RT 07 08 G=13.0 G= G= G= G. 2VC G• 74.0 G= G= 21.0 G. 69.0 G- G= G. Timing y_ 4 Y. Y= Y. Y. 4 Y= Y- 4 Y= 4 Y= IY= DunWon of Ano SIS Mus = 1.00 1 Duration of Analysis Mrs) - 1.00 ICYCAUt C . 120.0 120.4 EB EB WB WB NB NB SB SB Adj. flow rate 80 18 1 144 124 1 51 272 2545 32 2168 12306 Lane group cap. 138 191 11495 1 142 180 292 2945 292 2946 2745 v/c ratio 0.58 0.09 0.10 0.87 0.28 0.93 0.86 0.11 0.74 0.84 Green ratio 0.11 0.11 1 1.00 0.11 0.11 0.17 0.67 0.17 0.62 0.57 Unif. delay dl 50.9 482 1 0.0 152.7 49.2 1 148.8 49.4 47.4 18.9 141.6 16.1 21.0 Delay factor k 0.17 0.11 10.11 0.40 0.11 0.45 0.39 1 10.11 0.29 0.38 Increm. delay d2 6.1 0.2 0.0 56.2 0.9 52.5 3.0 0.2 1.0 2.6 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.0 48.4 0.0 109.9 50.1 101.3 21.9 41.8 17.1 43.7 Lane group LOS E D I A F D F C D B D Apprch. delay 22.5 Apprch. delay 91.8 29.6 32.2 17.5 24.3 Approach LOS C D F E C C B C Intersec. delay 26.4 31.1 Intersection LOS Intersection LOS C HC52000°" Short Report Page 1 of 1 HC52000- Capynglx®2M UmV-Y 01 l]R "K19M 1(CSGV[a fileWCADocuments and Settings\Courtney\Local Settings\Temp\ WA.tmp 9/15/2008 L fileWCADocuments and Settings\Courntey\Local Settings\Temp\s2kA4.tmp 9/15/2008 sHORTREPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/7/08 Evening Peak Hour Intersection Area Type Jurisdcliorl Ana4mft Year Washington SL (?Ave of States All other areas La Quinta Year 2010 W/ Project LT I EB TH I WB RT LT TH I RT LT NB TH I RT LT S9 TH RT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR Volume hl 111 48 177 151 66 66 1257 2167 129 tis 2161 58 % Heavvveh a 8 8 8 8 8 1 8 8 8 8 8 8 PHF 0.96 0.96 0.96 0.96 0.95 0.980.96 0.96 R96 0.96 0.96 0.96 Actuated PIA A A A A A A A A A A A A Startup lost time 2.0 2.0 2.0 20 1 2.0 2.0 1 2.0 2.0 2.0 Ext_ eff. green 2.0 1 2.0 20 20 1 2.0 2.0 20 2.0 2.0 Arrival e 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PediAe1RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking!l3rada/Parldrig N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino I EW Perm 1 02 03 04 1 Excl. Left I Thrua RT 07 1 08 G= G= 21.0 G. 69.0 G- G. Timing Y= 4 y� y= Y= Y- 4 Y= 4 Y= IY= Duration of Analysis Mrs) - 1.00 Cvcls Lanoth C . 120.4 EB WB NB SB AdQ. rate 115 50 184 157 138 1 267 12387 88 12306 Lane group cap. 133 264 1495 191 244 1 292 2732 292 2745 v/c ratio 0.86 0.19 0.12 0.82 0.57 0.91 10.87 0.30 0.84 Green ratio 0.15 0.15 1.00 0.15 0.15 0.17 1 0.57 0.17 0.57 Unit. delay dl 49.8 44.6 0.0 49.4 47.4 48.6 21.8 43.1 21.0 Delay factor k 0.39 10.11 0.11 0.36 0.16 0.43 0.40 0.11 0.38 Increm. delay d2 55.5 1 0.4 0.0 28.8 1 3.1 44.3 1 3.6 0.6 2.6 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 105.4 45.0 0.0 78.3 50.5 92.9 25.4 43.7 23.5 Lane group LOS F 1 D A E D F C D C Apprch. delay 41.2 65.3 32.2 24.3 Approach LOS D E C C Intersec. delay 31.1 Intersection LOS C HC52000- Capynglx®2M UmV-Y 01 l]R "K19M 1(CSGV[a fileWCADocuments and Settings\Courtney\Local Settings\Temp\ WA.tmp 9/15/2008 L fileWCADocuments and Settings\Courntey\Local Settings\Temp\s2kA4.tmp 9/15/2008 Short Report Page 1 of 1 HCS200'0M Copyright 0 MN University of loridy Aa Rights Rwntvd file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k4F.tmp V-ioo 41e 4/28/2008 L.f Short Report Page 1 of 1 SHORT REPORT An*sl Agency or Co. Date Perlormed Time Period Greg Endo Engineering 418108 Morning Peak Hour Inlersection Area Type Jurisdiclicm Analysis Year Washington St. Q Ave of States All other areas La Ouinta GP Buildout No Project Washington St. @ Ave of States All other areas La Quinta GP Buildout No Project LT EB TH WB RT LT TH RT LT NB I TH RT LT Se TH RT Num. of Lanes 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L T R L TR L TR L TR 1 3 1 0 Volume (vph) 78 17 137 119 29 19 262 2478 54 31 2074 40 Heavy veh 8 8 8 8 8 8 8 e 6 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 ted I A I A A A A A A A A A A A swup lost Sime 20 20 1 20 1 20 20 20 2.0 20 20 A A A Ext e11. areen 2.0 20 20 20 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 2.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3 3 PedlElikeIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 0 0 0 ParsdnGiGrzdefPa*jnp I N 0 N N 0 N N 0 N N 0 N Parkingmr 12.0 12.0 PaLkmgLG-mWe/Parking N 0 N N 0 N Sus stops/hr 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0 Phasinq EW Perm 02 03 04 Exd, Lett Tiuu & RT 07 08 Ge 130 IG. G. G. G. 21.0 G= 74.0 G= 3.0 G- Taming Y- 4 ly. 03 ly. Y. 4 Y-4 Y= I Thru & RT Y- Ouration of Ana sis hfsi ; 1.00 Timing G= 18'0 JGycle tooth C = 120,0 G. &A0 G= 1 3. EB WB Duration at Analysis fhrs = 1.00 NB SB Adj. flow rate 78 17 137 119 1 48 1 1 262 12532 1 1 31 2114 Lane group cap. 138 191 1495 142 179 292 2946 292 2947 v/c ralio 0.57 0.09 0.09 0.84 0.27 0.90 0.86 10.11 Adj. flow rate 0.72 191 Green ratio 0.11 all 1.00 0.11 0.11 0.17 0.62 0.17 0.62 129 264 Unit. delay dl 50.8 482 0.0 52.5 49.1 48.4 18.8 41.6 15.8 v/c ratio Delay factor k 0.16 0.11 0.11 0.37 0.11 0.42 0.39 0.11 a28 Increm. delay d2 5.4 0.2 0.0 142.7 0.8 37.6 2.9 0.2 0.9 0.57 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 11.000 43.3 Control delay 56.2 48.4 0.0 95.2 49.9 86.0 21.6 41.8 16.7 0.44 Lane group LOS E D A F D F I C D B 64.7 pproh. delay 22.5 4.5 82.2 27.7 1.000 1.000 17.0 1.000 1.000 1 Approach LOS C 1.000 F C 5.0 "FID B 92.1 Intersec. delay 24.9 43.9 Intersection LOS Lane group LOS C F HCS200'0M Copyright 0 MN University of loridy Aa Rights Rwntvd file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k4F.tmp V-ioo 41e 4/28/2008 L.f Short Report Page 1 of 1 HCS2000t*s Copyright 0 2R110 University of Florid; AR Rights R - d file://CADocuments and Settings\CourtneyEocal Settings\Temp\s2k59.tmp Version 4.1. 4/28/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/06 Evening Peak Hour Inlersection Area Type unsdinon nalysis Year Washington St. @ Ave of States All other areas La Quinta GP Buildout No Project LT EB TH RT W8 LT TFI RT NB LT TH I RT LT $B I TH RT Num. of Lanes 1 1 1 1 1 0 1 3 1 0 1 3 0 Lane group L T R L TR L TR L TR Volume h 123 51 191 166 70 73 278 2369 1 142 94 2387 64 i Heavy veh 8 e 8 8 8 8 6 8 8 8 PHF 1.00 t.00 1,00 1,00 1,00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A T2.O A A A A A A Startuplost time 2.0 20 2.0 20 2.0 2.0 20 2.0 Ext. elf. green 2.0 2.0 2.0 2.0 2.0 2.0 20 2.0 Arrival type 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 PaLkmgLG-mWe/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 1 1 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq I EW Perm I 02 03 04 1 Excr. Lei[ I Thru & RT 07 08 Timing G= 18'0 G= G= G= G= 21.0 G. &A0 G= 1 3. Duration at Analysis fhrs = 1.00 C cie Len th C e f20.0 EB WB NB SB Adj. flow rate 123 51 191 166 143 278 2511 94 2451 Lane group cap. 129 264 1495 191 244 292 2732 292 2744 v/c ratio 0.95 0.19 0.13 0.87 0.59 0.95 0.92 0.32 0.89 Green ratio 0.15 0.15 1.00 0.15 0.15 0.17 0.57 0.17 0.57 Unit. delay dl 50.6 44.6 0.0 49.8 47.5 49.0 23.0 43.3 22.3 Delay factor k 0.46 0.11 0.11 0.40 10.18 0.46 0.44 0.11 0.42 Increm. delay d2 112.9 0.4 0.0 42.2 3.7 64.7 6.3 0.6 4.5 PF factor 1.000 1.000 0.950 1.000 1.000 1 1.000 11.000 1 1.000 1.000 Control delay 5.0 "FID 0.0 92.1 51.2 113.7 29.3 43.9 26.8 Lane group LOS I A F D F I C D C prch. delay 61.4 73.2 37.7 27.4 Approach LOS E E D C Intersec. delay 36.6 Intersection LOS D HCS2000t*s Copyright 0 2R110 University of Florid; AR Rights R - d file://CADocuments and Settings\CourtneyEocal Settings\Temp\s2k59.tmp Version 4.1. 4/28/2008 Short Report Page 1 of 1 HC520W- Cupyrighl 0 2000 University oMaridk All Righ. R -- fileWCADocuments and Settings\Cotuutey\Local Settings\Temp\s2k86.tmp Ver m 4 le 9/15/2008 Short Report Page 1 of 1 SHORTREPORT Analyst Gregme Agency or Co. Endo EngineeringNee Date Performed 4/8/06 ime Period Morning Peak Hour Greg Endo Engineering 4/8/08 Evening Peak Hour section Type Jurscf ci+on Analysis Year Washington St 0 Ave of States All other areas La Quinta GP Buildout W/ Project LT I ES TH W8 AT LT TH I AT LT NS TH AT LT SH TH AT Num. of Lanes 1 LT EB TH WB RT LT TH RT LT N8 TH RT LT 58 TH AT Num. of Lanes 1 1 1 1 i 0 1 3 0 1 3 Volume voh Lane group L T R L TR L TR L TR ERT Volume h 78 17 139 119 29 19 263 2527 54 31 2162 PHF v He Yah 8 8 8 8 8 8 8 8 8 B 8PHF Actuated PIN A 1.00 1.00 1.00 1.00 1.00 1.00 I-00 1.00 1.00 100r.00 A Actuated (PIA) A A A A A A A A A A A A start 1= time 2-0 2.0 2-0 2.0 20 20 2.0 2.0 2.0 Arrival type Ext- 0, Leen 2.0 2.0 2.0 20 2-0 2.0 2 0 2.0 2.0 Unit Extension Arrival e 3 3 3 3 3 3 3 $ 3 PeafEMIRTOR Volume Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.40--0 3.0 3.0 Lane Width Ped.BikAWATOR Velumo 0 0 0 0 0 0 0 0Lane 12.0 Parking/Grade/Parking Width 12.0 12.0 12.0 12.0 12.0 12.0 12. 12.0 12.0 Parkinglhr Parkin GraderPaNn. N 0 N N 0 N N 0 N N 0 N Parking/hr 0 1 0 1 0 0 0 0 0 0 Unit Extension Bus stops/hr 0 0 0 0 0 0 0 0 0 Phasin EW Perm 02 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin EW Perm 02 03 04 Exc1. Lett Thru & AT 07 08 G• 13.0 G= G= G- G= 21.0 G= 74.0 G= G. 3e Len h C = Liming g Yo d Y. Y= Y= Y- d Y= 4 Ya Y= Duraf ion of An sis his = 1.00 C le Len h C t 120.0 WB NB SB Adj. flow rate 123 51 195 166 1 143 1 1283 EB 94 WB NB 129 264 SB 191 244 1 Adj. flow rate 78 17 139 11.9 48 263 2581 31 2202 0.87 0.59 Lane group cap. 138 191 1495 142 179 292 2946 292 2947 0.15 0.15 Y/c ratio a57 0.09 0.09 0.84 0.27 0.90 0.88 0.11 0.75 49.8 47.5 Green ratio 0.11 0.11 1.00 0.11 0.11 1 0.17 0.62 a17 0.62 0.40 0.18 Unit. delay d1 50.8 48.2 0.0 52.5 49.1 48-5 19.2 41.6 16.4 42.2 3.7 Delay factor k 0.16 0.11 0.11 0.37 0.11 0.42 0.40 0.11 0.30 1.000 1.000 Increm. delay d2 5.4 0.2 0.0 42.7 0.8 38.8 1 3.4 0.2 1.1 92.1 51.2 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000f41.8 Lane group LOS 1.000 I A Control delay 56.2 48.4 0.0 95.2 49.9 87.3 22.6 I17.4 Apprch. delay 60.7 Lane group LOS E D A F D F CB Approach LOSE Apprch. delay 22.3 D 82.2 C 28.6 Intersec. delay 17.8 Approach LOS C D F C B Intersec. delay 1 25.5 Intersection LOS C HC520W- Cupyrighl 0 2000 University oMaridk All Righ. R -- fileWCADocuments and Settings\Cotuutey\Local Settings\Temp\s2k86.tmp Ver m 4 le 9/15/2008 Short Report Page 1 of 1 HOMO- a:opynge w v..v. -u .... e.. - fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k90.tmp 9/15/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour InierseV ion Area Type Jurisdiction ,analysis Year Washington St. @ Ave of States All other areas La Quints GP Buildout W/ Project LT I ES TH W8 AT LT TH I AT LT NS TH AT LT SH TH AT Num. of Lanes 1 1 1 1 1 1 0 1 3 0 1 3 0 Lane group L I T R L I TR L TR L TR Volume voh 123 51 195 166 1 70 73 283 2504 1429d 2492 64 Heavy veh 8 8 8 8 1 8 8 8 8 e B 8 e PHF 1.00 1.00 1.00 1 1.00 1.00 1.00 1.00 1- 0 1.00 1.00 1.00 1.00 Actuated PIN A A A A A A k I A A A A A Startuo lost time 20 20 20 20 2.0 _2.0,.o 2.0 2.0 €xi. eft. Leen 2.0 2.0 2.0 2-0 20 2.0 2.0 2-0 2.0 Arrival type 3 3 3 3 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 PeafEMIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 112.0 112.0 12.0 12.0 Parking/Grade/Parking N 0 N N 0 N N 0 N I N 0 N Parkinglhr Bus stops/hr 0 0 1 0 1 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin EW Perm 02 03 04 EXCI. Lail Thru & AT 07 08 G- 18.0 IGS G= G- G= 20.0 Ge 700 G- G= Timing Y= 4 Ya Y= Y= Y.. 4 Y. 4 Y= Yr Duration of Analysis ihrs - I.00 3e Len h C = 120.0 EB WB NB SB Adj. flow rate 123 51 195 166 1 143 1 1283 2646 94 2556 Lane group cap. 129 264 1495 191 244 1 279 2773 279 2785 v/c ratio 0.95 0.19 0.13 0.87 0.59 1.01 0.95 0.34 0.92 Green ratio 0.15 0.15 1.00 0.15 0.15 0.17 0.58 a17 0.58 Unif. delay dl 50.6 44.6 0.0 49.8 47.5 50.0 23.5 44.1 22.4 Delay factor k 0.46 0.11 0.11 0.40 0.18 0.50 0.46 0.11 0.44 Increm. delay d2 112.9 0.4 1 0.0 42.2 3.7 122.2 11.1 a7 6.0 PF factor 1.000 1.000 1163.5 0.950 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 45.0 1 0.0 92.1 51.2 172.2 34.6 44.9 28.5 Lane group LOS F I D I A F I D F I C D C Apprch. delay 60.7 73.2 47.9 29.0 Approach LOSE E D C Intersec. delay 41.9 Intersection LOS D HOMO- a:opynge w v..v. -u .... e.. - fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k90.tmp 9/15/2008 Short Report Page 1 of 1 1rM000- Cgpyngbi 0 2000 Ugiversity oM rid% All Righn Re -d fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k127.tmp Version 41. 4/28/2008 Short Report Page 1 of 1 SKORT REPORT Analyst Agency or Co. Date Performed Tlme Period Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/28108 Morning Peak Hour lnlarsectkln Washington St pa Palm Royale Type All other areas urisdictian LaQuinta Anarysis Year Existing Intersection Washington St. C-) Palm Royale Area Type All other areas .lurisdoon La Quinta Analysis Year Existing LT ES T -T -H-1 EB TH RT LT we TH RT LT NB TH RT LT SB TH RT Num. of Lanes1 1 0 0 1 1 1 1 3 1 2 3 0 Lane groupTR TR L L T R L T R L TR Volume h1 0 13 16 98 0 303 7 1866 96 206 1634 f0 % Hea veh8 8 e 8 8 8 8 8 8 8 8 8 8 PHF 0.99 0.90 0.90 0.90 0.90 0.90 0.90 0.90 9.90 9.90 k90 k90 Actualod P/AA A A A A A A A A A A A A Start lost time20 720 2.0 20 2.0 2.0 20 20 20 20 20Ext. eff. reen20 2.0 20 2.0 2.0 2.0 2.0 2.0 E0 2.0 2.0 Arriva] 3 3 3 3 3 3 3 3 3 3 3 Unit Extension3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volum0 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 _ F radePerki0 0 N N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr Bus stops/hr0 0 _ 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 I EW Perm Phasing I EW Perm 02 0$ 03 04 ExcL Left Thru & RT 07 E=L Left I Thru & RT 08 G. 13.0 IG. G= 1 G.7.0 G= I G= 84.0 G. G. G= 7.0 6= 94.0 Timing Y= 4 JY. Y. ly= JY= 4 Y- 4 i Y= IY= jY= Dural ion O1 Anal is hrs = 1.00 Y- 4 1Y. 4 Y= jY= le LwxM C . 129.0 EB lft C = 127.0 WB NB EB SB Adj. flow rate 10 19 108 0 335 8 2066 106 228 1819 18 Lane group cap. 60 163 20 142 191 1495 153 3354 1258 298 3352 v/c ratio 0.17 0.12 1495 97 3754 0.76 0.00 0.22 0.05 0.62 0.08 0.77 0.54 0.15 Green ratio 0.11 0.11 0.04 0.11 0.11 1.00 0.09 0.70 0.84 0.09 0.70 0.06 Unit. delay dl 48.6 48.3 0.06 52.0 47.7 0.0 149.7 9.5 1.6 53.2 8.7 Unit. delay dl Delay factor k 0.11 0.11 0.31 0.11 0.11 0.11 0.20 0.11 0.32 0.14 Increm. delay d2 1.3 0.3 0.11 23.9 0.0 0.1 0.1 0.3 0.0 12.1 0.2 0.11 PF factor 1.000 1.000 j 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 0.0 Control delay 49.9 48.6 75.9 47.7 0.1 49.9 9.8 1.6 65.4 8.9 0.950 1.000 1.000 Lane group LOS D D 1.000 E D A D A A E A 0.0 53.6 4.8 Approh. delay 49.1 4.8 18.6 9.6 15.2 I D Approach LOS D E A B A 54.6 B Intersec. delay 13.1 8.2 Intersection LOS Approach LOS D B 1rM000- Cgpyngbi 0 2000 Ugiversity oM rid% All Righn Re -d fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k127.tmp Version 41. 4/28/2008 Short Report Page 1 of 1 l;opyngnl ® -i UM -Y o[ rim" M KiPM ReservW fileWCADoaunents and Settings\Courtney\Local Settings\Temp\s2k5A5.tmp V..m 4 1. 5/1/2008 SHORT REPORT Analyst Agency or Co. Date Performed Tlme Period Greg Endo EngineeringNeo 4/28108 Evening Peak Hour lnlarsectkln Washington St pa Palm Royale Type All other areas urisdictian LaQuinta Anarysis Year Existing LT ES T -T -H-1 RT LT WB NB TH I RT LT TH I RT LT SB TH RT Num. of Lanes 1 1 0 1 1 1 1 3 1 2 3 0 Lane group L TR L T R L T R L TR Volume (whl 13 0 13 18 4 164 5 1900 20 118 1811 26 % Hagn veh 8 8 e 8- 8 6 8 8 8 8 8 8 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 699 099 0.99 0.99 k99 Actuated(PIA) A A A A A A A A A A A A Swrtuplositime 20 2.0 2.0 2.0 2.0 20 2.0 20 20 20 Ext. eff. green 2.0 2.0 20 20 20 1 2.0 1 2.0 20 20 1 2.0 Arrival MM 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped'ERWRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parking _ N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 _ 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino I EW Perm 02 03 04 E=L Left I Thru & RT 07 as TlmJng 1 G.7.0 G= G4 G= G= 7.0 6= 94.0 G. G - Y. 4 7= jY= jY= Y- 4 1Y. 4 Y= jY= Duration of Anal siS (hT8 . 1.00 lft C = 127.0 EB WB NB SB Adj. flow rate 13 13 18 4 166 5 1929 20 120 1895 Lane group cap. 78 87 77 103 1495 97 3754 1308 189 3746 v/c ratio 0.17 0.15 0.23 0.04 0.11 0.05 o.51 0.02 0.63 0.51 Green ratio 0.06 0.06 0.06 0.06 1.00 0.06 0.78 0.88 0.06 0.78 Unit. delay dl 53.7 53.7 53.9 53.3 0.0 53.4 4.7 1.0 55.3 4.7 Delay factor k 0.11 0.11 0.11 0.11 0.11 0.11 0.12 0.11 0.22 0.11 Increm. delay d2 1.6 0.2 0.0 0.2 0.1 0.0 7.1 0.1 PF factor M54. 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 Control delay 55.5 53.5 0.0 53.6 4.8 1.0 623 4.8 Lane group LOS E I D A D A A E A Apprch. delay 54.6 6.5 1 4.9 8.2 Approach LOS D A I A A Intersec. delay 6.9 Intersection LOS A l;opyngnl ® -i UM -Y o[ rim" M KiPM ReservW fileWCADoaunents and Settings\Courtney\Local Settings\Temp\s2k5A5.tmp V..m 4 1. 5/1/2008 Short Report Page 1 of 1 HC5200NTM -py.gor a -um -y or nm-. -- Short Report Page 1 of 1 SHORT REPORT A -W Agency or Co. Dale Performed Time Period Greg Endo Engineering 417108 Morning Peak Hour Intsrseclim Washington St. LM Palm Royale Area Type All other areas Jurisdiction La Quinta Ana"Ls Year Year 2010 No Project LT EB TH RT LT WB TH RT LT NB TH RT LT SB TH RT Num. of Lanes LT EB TH RT LT WE TH RT LT NB TH RT LT SB TH I AT Num. of Lanes 1 1 0 1 1 1 1 3 1 L TR 0 Lane group L TR 13 L T R L T R 152 27 Volume to 1 16 135 0 348 8 2089 109 CA 71 % Heavyveh 8 8 8 8 8 8 8 8 0.99 0.99 8 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 A A 0.90 Actuated P/q A A A A A A r2 A A 2.0 20 A Ext, all. gamm 20 20 20 2.0 20 -O 20 2.0 2.0 Ext off, raen 2.0 2.0 20 20 20 2.0 20 1 20 2.0 A vat Type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 0 3A 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0 PedwelRTOR Volume 0 0 0 0 0 0 o o 0 0 0 0 Lane Width 12.0 12.0 N 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 N ParkirigVGrade/PaNng M 0 N N 0 N N 0 N N 0 N Parking/hr 0 0 0 0 0 0 0 0 0 0 Bus stops/hr 0 0 0 0 1 0 0 0 1 0 0 0 Unit Extension 1 3.0 3.0 3.0 I 3.0 I 3.0 3.0 3.0 I 3.o 3.0 3.0 Phasing EW Perm 02 03 G= 04 1 Excl Lett I Thru & RT 1 07 1 08 G=f2.0 Y= Y. Y• 4 Y= 4 I G- 80.0 G= ly. 1G. Duration of Anah,.6s Mrs) - 1.00 Timing Y_ 4 JY= Y - 1GvcIv Y= 1Y. 4 Y= 4 ly. IY= EB a0rat kxt of sls Wall 1.00 1 WB NB Len C - 120.0 Adjflow rate 13 13 EB 37 4 WB 2292 1 NB 154 2246 SB Lane group cap. j. flow rate 11 19 77 149 0 385 9 2311 121 249 2079 v/c ratio Lane group cap. 60 201 1 1 175 235 11495 1 167 3195 11246 0.71 325 3192 Green ratio v/c ratio 0.18 0.09 1 10.8.5 0.00 10.26 1 0.05 0.72 10.10 0.07 0.77 0.65 Unit. delay d1 Green ratio 0.13 0.13 1 10.13 0.13 1.00 0.10 0.67 10.83 54.9 0.10 0.67 Delay factor k Unit. delay dl 46.2 45.6 10.11 50.8 45.1 ao 48.9 12.9 1.8 52.6 11.8 Increm. delay d2 Delay factor k 0.11 0.11 4.7 0.38 0.11 0.11 0.11 0.28 0.11 0.32 0.23 PF factor Increm. delay d2 1.5 0.2 1.000 39.5 0.0 0.1 0.1 0.8 0.0 11.2 0.5 Control delay PF factor 1.000 1.000 59.5 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 Control delay 477 45.8 90.3 45.1 0.1 49.0 13.7 1.8 63.9 12.3 Lane group LOS D D F D A D B A E S Approach LOS Apprch. delay 46.5 B 25.3 13.3 178 Approach LOS D C Intersection LOS B B Intersec. delay 16.6 Intersection LOS B HC5200NTM -py.gor a -um -y or nm-. -- Short Report Page 1 of 1 HC5200Unr Copynghr g 1W --ay wnone;--gu¢.eeevw fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kEB.tmp 4/28/2008 L fileWCADocuments and Settings\Couriney\Local Settings\Temp\s2kF5.tmp 4/28/2008 SHORT REPORT Analyst Agsnty or Co. Data Performed Time Period Greg Endo Engineering 417108 Evening Peak Hour laerssction Washington St. pa Palm Royale Area Type All other areas Jurisdiction La Quinta Analysis Year Year 2010 No Project LT EB TH RT LT WB TH RT LT NB TH RT LT SB TH RT Num. of Lanes 1 1 0 1 1 1 1 3 1 2 3 0 Lane group L TR L T R L T R L TR Volume 13 0 13 36 4 188 5 2258 53 152 12la6 27 % Heavy veh 8 8 8 8 8 8 8 8 6 8 6 8 pHF 0.99 0.99 0.99 0.99 0.99 0.99 a99 0.99 0.99 0.99 0.99 0.99 Actuated PIA A A A A A A A A A A A A Slart losttime 20 20 2.0 2.0 20 2.0 2.0 2.0 2.0 20 Ext, all. gamm 2.0 20 20 2.0 1 2.0 2-0 1 2.0 20 2.0 2.0 Arrival to 3 3 1 3 3 1 3 3 1 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedfBikeIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 ParkiagC%adalParWrig N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin EW Perm I Thru & RT 07 1 oa G= 711 G. G= G= G. 8.0 G= 93.0 G= G• Timing Y= 4 Y= Y= Y. Y• 4 Y= 4 V- ly. Duration of Anah,.6s Mrs) - 1.00 1GvcIv Length C - 120.0 EB WB NB SB Adjflow rate 13 13 37 4 191 5 2292 1 54 154 2246 Lane group cap. 78 87 77 103 1495 111 3714 1296 216 3708 v/c ratio 0.17 0.15 0.48 0.04 0.13 0.05 0.62 0.04 0.71 0.61 Green ratio 0.06 0.06 0.06 0.06 1.00 0.07 0.77 0.87 0.07 0.77 Unit. delay d1 53.7 53.7 54.7 53.3 0.0 52.4 5.8 1.1 54.9 5.7 Delay factor k 0.11 0.11 10.11 a l l a l l all 0.20 0.11 a28 0.19 Increm. delay d2 1.0 0.8 4.7 0.2 0.0 I 0.2 1 0.3 0.0 11.2 0.3 PF factor 1.000 1.000 1.000 1.000 0.950 11.000 11.000 1.000 1.000 1.000 Control delay 54.7 54.5 59.5 53.5 0.0 52.6 6.1 1.1 66.1 6.0 Lane group LOS D ID E D A D A A E A Apprch. delay 54.6 10.4 6.1 9.9 Approach LOS D B A A lntersea delay 8.4 Intersection LOS A HC5200Unr Copynghr g 1W --ay wnone;--gu¢.eeevw fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kEB.tmp 4/28/2008 L fileWCADocuments and Settings\Couriney\Local Settings\Temp\s2kF5.tmp 4/28/2008 Short Report Page 1 of 1 Short Report Page 1 of 1 F` Stagup lost time 20 2.0 1 2.0 20 20 2.0 2.0 20 20 20 Ext. elf, gTeen 20 2.0 1 20 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival tYDe 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pedfl keIRTOR Volume 0 0 0 0 0 0 Q 0 0 0 0 1 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkinq/GradefParkina N 0 N N 0 N N 0 N N 0 N Parkingthr 8 8 8 8 8 8 PHF 0.99 0.99 Bus stops/hr 0 0 0 1 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq i EW Perm 02 i 03 04 20 20 1 20 2.0 2.0 Excl. Let[ Thru d RT 07 09 Timing G= 16.0 Y= 4 G. Iy= G= Iy= G= ly. JY= G= 13.0 4 Gn 793 IY= a G= IY= Arrival type G. ly. HCS2000M Copyright 0 MM Udvessity offlmidx All Rights Reserved Vasioo 4 1e t 1. ncuuw,^ tbpyn(ptt B G UM-ty or Mmdrt AR Rlghts Reserved Vession4.1e file://CADocuments and Settings\CourtneyEocal Settings\Temp\s2kDE.tmp 9/15/2008 file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2kE8.tmp 9/15/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/7108 Evening Peak Hour Intersection Area Type Jurisdction Analyses Year Washington St. CM Palm Royale All other areas La Ouinta Year 2010 W1 Project LT EB I TH RT LT I WB TH RT NB LT TH RT LT s8 TH RT Num, of Lanes 1 1 1 0 1 1 1 1 3 1 2 3 0 Lane group L TR L T R L T R L TR Volume v h 13 0 13 36 4 223 5 2363 53 176 2272 27 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.99 0.99 0.39 0.33 0.99 0.99 0.99 o.99 0.99 0.99 0.89 0.99 Actuated PIA A A A A A A I A A A A A A StMUD lost time 2.0 2,0 20 20 20 1 20 2.0 2.0 20 20 EA. elf. aFeOn 2.0 2.0 20 20 20 2.0 20 20 20 1 20 Arrival type 3 3 1 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped'Bike/RTOR Volume 0 0 0 1 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParkinQ_/GradefParWnq N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 1 0 0 0 0 0 Unit EAension 3.0 3.0 3.0 3.0 T3.0 3.0 3.0 3.0 3.0 3.0 Missing EW Perm 02 03 U4 F_xcf. Left Thru & RT 07 08 Timing G= 70 G G= IG= G= 9.0 G- 82_0 I G. G• V= 4 J Y- Y= lym JYe 4 ly= d IY� Y= Dura:ion of Anal sis hrsl • 1.00 Cvcle Length C f20.0 E8 WB NB SB Adj. flow rate 13 13 37 4 1226 1 5 2399 --4 179 2334 Lane group cap. 78 87 77 103 11495 125 3674 1283 1243 3668 v/c ratio 0.17 0.15 0.48 0.04 0.15 0.04 0.65 0.04 0.74 0.64 Green ratio 0.06 0.06 0.06 0.06 1.00 0.08 0.77 0.86 0.08 0.77 Unit. delay dl 53.7 53.7 54.7 53.3 a0 51.5 6.5 1.2 54.3 6.4 Delay factor k 0.11 10.11 0.11 0.11 0.11 0.11 0.23 0.11 0.29 1 0.22 Increm. delay d2 1.0 0.8 4.7 0.2 1 0.0 0.1 0.4 0.0 11.9 0.4 PF factor 1.000 1.000 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 Control delay 54.7 54.5 59.5 53.5 0.0 51.6 1 7.0 1.3 66.2 6.7 Lane group LOS D D E D A D A A E A Apprch. delay 54.6 9.1 6.9 11.0 Approach LOS D A A B Intersec. delay 9.2 Intersedion LOS A ncuuw,^ tbpyn(ptt B G UM-ty or Mmdrt AR Rlghts Reserved Vession4.1e file://CADocuments and Settings\CourtneyEocal Settings\Temp\s2kDE.tmp 9/15/2008 file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2kE8.tmp 9/15/2008 Short Report Page 1 of 1 HCS2000 M topynplx a cwu umvas.ry o. r.v.uy w...yw ..ox...+. Short Report Page 1 of 1 SHORT REPORT Analyst Agerfcy or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour In}ersedion Washington SL Cad Palm Royale Area Type All other areas Jurisdiction La Ouinta Arra &L5 Year GP Buildout No Project Analyst Greg Agency or Co. Endo Engineering Date Performed 418/08 Time Period Evening Peak Hour Intersection Area Type ,lurisdclion Analysis Year Washington SL 9 Palm Royale All other areas La Ouinta GP Buildout No Project LT EB TH RT LT WE TH RT LT NB I TH RT LT SB TH I RT Num. of Lanes 1 1 0 1 1 1 1 3 1 2 3 0 Lane group L TR 0 L T R L T R L TR L Vc[ume h 11 1 18 155 0 1 406 i 8 2414 128 265 2168 12 % Heavy veh 8 8 8 8 B 8 8 8 8 6 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Loo 1.00 1.00 uated KA A A A A A A A A A A A A Stadup lost time 20 20 A 20 20 20 20 2.0 2.0 2.0 2.0 2.0 ExL eft. 2.0 2.0 20 2.0 2.0 2.0 2.0 2.0 2.0 2.0 20 20 Part. eft. green Arrival - 3 3 2.0 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3 PedlBiKvJRTOR Vciume 0 0 0 0 0 0 ❑ 0 0 0 0 0 Lane Width 12.0 12.0 0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 0 Parkin Grade/Parkin N 0 N N 0 N N 0 N N 0 N Parking/hr 12.0 Parking/Grade/Parldng N 0 N N 0 N N Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0 Phasin EW Perm 02 03 0 04 IML Lail T{1"18 RT 07 00 G= 17.0 G- G= 3.0 G. G. MD Gs 73.0 G.. 3.0 G. 3.0 riming Y= 4 Y= Y= ly, 02 JY= 4 Y= 3 Y. 04 1 Exd. Loh I Thru B RT Y. OB Duretion el Ana 's hrs t,00 G= G• C e Len C • 120.0 G. Timing ;V 4 EB Y= WB NB IY= 4 iy= SB IY= Adj. flow rate 11 19 155 0 406 8 2414 128 265 2180 Lane group cap. 60 214 186 249 1495 167 3155 1246 325 3152 v/c ratio 0.18 0.09 0.83 0.00 0.27 C.05 0.77 0.10 0.82 0.69 NB Green ratio 0.14 0.14 SB 0.14 0.14 1 1.00 0.10 0.66 0.83 0.10 0.66 6 12627 Unit. delay d1 45.4 44.844.2 175 2565 0.0 48.8 14.1 1.8 52.9 12.9 103 1495 Delay factor k 0.11 0.11 1283 0.37 0.11 0.11 0.11 0.32 0.11 0.36 10.26 0.51 Increm. delay d2 1.5 0.2 0.72 32.3 0.0 0.1 0.1 1.2 0.0 16.6 1 0.7 PF factor 1.000 1.000 1.000 1.000 0.950 1 000 1.000 1.000 1.000 1.000 Unit. delay d1 Control delay 46.9 44.9 54.8 82.4 44.2 0.1 49.0 15.3 1.9 69.5 13.5 Lane group LOS D D F 0.11 0.11 D A D B A E B Apprch. delay 45.6 5.5 22.9 14.7 0.7 0.0 19.6 0.6 Approach LOS D 1.000 1.000 C 1.000 0.950 B 1.000 1.000 B 1.000 Intersec. delay 17.8 54.9 54.6 60.3 Intersection LOS 51.7 7.9 1.3 B 7.6 HCS2000 M topynplx a cwu umvas.ry o. r.v.uy w...yw ..ox...+. Short Report Page 1 of 1 HCS2000rM . Pynptwc qe. no..ua, ...5.....- fileWCADocuments and Settings\Couriney\Local Settings\Temp\s2kFF.tmp 4/28/2008 , fileWCADocuments and Settings\Cou tney\Local Settings\Temp\s2k109.tmp 4/28/2008 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Date Performed 418/08 Time Period Evening Peak Hour Intersection Area Type ,lurisdclion Analysis Year Washington SL 9 Palm Royale All other areas La Ouinta GP Buildout No Project LT ES THZAA WS TH RT LT NB TH RT LT S13 TH RT Num. of Lanes 1 1 1 1 1 3 1 2 3 0 Lane group L TRT R L T R L TR Voluma h 14 0 5 220 6 2627 57 175 2535 30 % Hea veh 8 8 8 8 6 6 8 8 $ e PHF 1.00 1.00 1.00 1.00 1.00 1.00 t.00 1.00 1.00 1.00 Actuated P1q A A A A A A A A A A StSrjup IMtLrne 2.0 20 20 20 2.0 2.0 2.0 2.0 2❑ 2.0 Part. eft. green 2.0 PA 2.0 20 20 20 2.0 2.0 20 20 Arrival typ2 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 30 3.0 3.0 Ped 8MJRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 Parking/Grade/Parldng N 0 N N 0 N N 0 N N 0 N Parkinglhr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinc I EW Perm 02 03 1 04 1 Exd. Loh I Thru B RT 07 OB G. 7.0 G= G• G= G• St0 G- 92.11 G� G. Timing ;V 4 Y= Y= Y ly. 4 IY= 4 iy= IY= Duration of Ana[ is hrs = 1.00 CyGlo Length C . 120.0 EB WB NB SB Adj. flow rate 14 14 39 5 [ 220 1 6 12627 1 57 175 2565 Lane group cap. 77 87 77 103 1495 125 3674 1283 243 3668 v/c ratio 0.18 0.16 0.51 0.05#al0.05 0.72 0.04 0.72 0.70 Green ratio 0.06 0.06 0.06 0.060.080.77 0.86 0.08 0.77 Unit. delay d1 53.8 53.7 54.8 53.451.5 7.2 1.3 154.3 1 7.0 Delay factor k 0.11 0.11 0.12 0.11 0.11 0.11 0.28 0.11 0.28 0.27 Increm. delay d2 1.1 0.9 5.5 0.2 1 0.0 0.2 0.7 0.0 10.5 0.6 PF factor 1.000 1.000 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 Control delay 54.9 54.6 60.3 53.6 0.0 51.7 7.9 1.3 64.8 7.6 Lane group LOS D 1 D E D I A D A A E A Apprch. delay 54.7 I 10.0 7.9 11.3 Approach LOS D A A B Intersec. delay 9.8 Intersection LOS A HCS2000rM . Pynptwc qe. no..ua, ...5.....- fileWCADocuments and Settings\Couriney\Local Settings\Temp\s2kFF.tmp 4/28/2008 , fileWCADocuments and Settings\Cou tney\Local Settings\Temp\s2k109.tmp 4/28/2008 Short Report Page 1 of 1 HCS10W- Copyrigpt 0 2000 UA-Aty of Fl.iU AO Rights Reserved fileWCADocuments and Settings\CourtneyU ocal Setfings\Temp\s2kCA.tmp Version 4-1e 9/15/2008 Short Report Page 1 of 1 SHORT REPORT SHORT REPORT Analyst Agency or Co. Date Performed Tlme Period Greg Endo Engineering 418108 Morning Peak Hour Greg Endo Engineering 418108 Evening Peak Hour Inlersainron Washington St. po Palm Royale Area Type All other areas Jurisdiction La Ouinta Analysis Year GP Buildout W/ Project Intersection Washington St. @ Palm Royale Area Type All other areas JurisdiCSoo La Ouinta Anatysls Year GP Buildout W1 Project LT ES TH I RT LT WB TH RT LT Na TH RT LT SB TH RT Num. of Lanes 1 1 0 1 1 1 1 3 1 2 3 0 Lane group L TR L T R L T R L TR L Volume (vph) 1f 1 18 155 0 422 8 2449 128 295 2228 12 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 11.00 1.00 1.00 1.00 1.00 1.00 -1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A Startup lost time 2.0 2.0 20 1 2.0 20 i 20 20 1 20 20 20 2.0 Ext. eft. green 2.0 20 20 2.0 20 20 2.0 2.0 2.0 20 1 2.0 AMMI 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr N Parking/hr Bus stops/hr 0 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino EW Perm 02 03 04 Excl. Left I Thru d RT 07 1 03 08 04 1 Excl. Left G - G= G= 13.0 G. 79-0 G. G= G. Go Timing Y= 4 Y= Y:: G= 92-0 Y= Y. d Y= a IY= Y= J Y Duration of Anat sis (hrsl 1.00 lyz Y= 19ve Length C = 120.0 IY= Dural ion of Analysis his = 1-00 1 Cycla Lan lh C = 120.0 EB WB NB SB Adj. flow rate 11 19 155 0 422 8 2449 128 295 2240 Lane group cap. 60 201 Adj.flow rate 175 235 1495 181 3155 1233 352 3152 57 We ratio 0.18 0.09t51831 Lane group cap. 0.00 0.28 0.04 0.78 0.10 0.84 0.71 3674 Green ratio 0.13 0.130.13 3668 v/c ratio 1.00 0.11 0.66 0.82 0.11 0.66 0.17 0.05 Unit. delay d1 46.2 45.645.1 0.82 0.72 0.0 147.9 14.3 2.0 52.5 13.2 0.06 Delay factor k 0.11 0.11 0.86 0.41 0.11 0.11 0.11 0.33 10.11 53.8 0.37 0.27 54.8 Increm. delay d2 1.5 0.2 1 52.2 0.0 0.1 0.1 1.3 J 0.0 18.6 0.8 PF factor 1.000 1.000 1 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 0.9 Control delay 47.7 45.8 0.2 103.3 45.1 a 1 48.0 15.6 2.0 71.1 13.9 J 1.000 Lane group LOS D D 1.000 F D A D B A E B Control delay Approh. delay 46.5 60.3 27.8 15.0 8.4 1.3 20.6 8.1 Approach LOS D i D D C B I D I A D C A Intersec. delay 18.9 Apprch. delay Intersection LOS 8.8 B 8.4 HCS10W- Copyrigpt 0 2000 UA-Aty of Fl.iU AO Rights Reserved fileWCADocuments and Settings\CourtneyU ocal Setfings\Temp\s2kCA.tmp Version 4-1e 9/15/2008 Short Report Page 1 of 1 HC820001- Copynghl ® 2000 Uoiveaity of FlaiU AR Rights Reseivd fileWCADoctmments and Settings\Courtney\Local Settings\Temp\s2kD4.tmp Versioo4.le 9/15/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 418108 Evening Peak Hour Intersection Washington St. @ Palm Royale Area Type All other areas JurisdiCSoo La Ouinta Anatysls Year GP Buildout W1 Project LT EB TH RT LT WB NS TH RT LT TH RT LT SB I TH RT Num. of Lanes 1 1 0 1 1 1 1 3 1 2 3 0 Lane group L TR L T R L T R L TR Volume h 14 0 14 39 5 2.55 6 2732 57 199 2621 30 q Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF f.00 1.00 tA0 I 1.00 1.00 1.00 1 1.00 1.00 1.00 1.00 1.00 1.00 ktuwed PIA A A A I A A A A A A A A A SlartupIastlime 2.0 2.0 20 20 20 2.0 2.0 2.0 2.0 2.0 Ext. eft. rest 20 2.0 2-0 2.0 20 2-0 20 2.0 1 2.0 2.0 Arrival type 3 3 3 3 3 1 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedBike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 P - GrddelParld N 0 N N 1 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension [ 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin EW Perm 1 02 1 03 04 1 Excl. Left Thru j Ft -F07 08 Timing G= 7.0 G= Go G= G= 9.Q G= 92-0 G= G= Y= 4 J Y lyz Y= IY= 4 IY. 4 1Y= IY= Dural ion of Analysis his = 1-00 1 Cycla Lan lh C = 120.0 EB WB NB SB Adj.flow rate 14 14 39 5 255 6 2732 57 199 2651 Lane group cap. 77 87 77 103 1495 125 3674 1283 243 3668 v/c ratio 0.18 0.16 0.51 0.05 0.17 0.05 0.74 0.04 0.82 0.72 Green ratio a06 0.06 0.06 0.06 1.00 0.08 0.77 0.86 0.08 0.77 Und. delay dl 53.8 53.7 54.8 53.4 0.0 51.5 7.6 1.3 54.7 7.3 Delay factor k 0.11 0.11 0.12 0.11 0.11 0.11 0.30 0.11 0.36 0.28 Increm. delay d2 1.1 0.9 5.5 0.2 0.1 0.2 0.9 0.0 22.5 0.7 PF factor J 1.000 1.000 1.000 Ii.000 jag5o 1.000 1.000 1.000 1.000 1.000 Control delay 54.9 54.6 60.3 53.6 0.1 51.7 8.4 1.3 77.2 8.1 Lane group LOS i D D E I D I A D A I A E A Apprch. delay 54.7 8.8 8.4 12.9 Approach LOS D A A B Intersec. delay 10.8 Intersection LOS B HC820001- Copynghl ® 2000 Uoiveaity of FlaiU AR Rights Reseivd fileWCADoctmments and Settings\Courtney\Local Settings\Temp\s2kD4.tmp Versioo4.le 9/15/2008 Short Report Page 1 of 1 HC5MO- Me://CADocuments and Settings\Conrtney\Local Settings\Temp\s2k252.tmip 5/1/2008 E r r i �i E L E, L L.: L L Short Report Page 1 of 1 SHORT REPORT Analyst Greg Agetky or Co. Endo Engineering Date Performed 4/28/08 Time Period Morning Peak Hour Greg Endo Engineering 4/28108 Evening Peak Hour Intersection Warner Trail @ Fred Waring Area Type All other areas Jurisdiclion La Ouinta Analysis Year Existing Intersect on Warner Trail Ca Fred Waring Area Type All other areas unsdk tlon La Ouinta Anafysss Year Existing LT EB TH RT WB LT TH RT LT NB TH RT LT SB TH I RT Num. of Lanes 1 2 0 1 2 1 1 1 0 1 1 1 Lane group L TR Num. of Lanes L T R L TR 0 L T R Volume h 41 1642 1 68 80 1393 84 105 83 58 67 128 78 _/, Heavy veh 8 1 8 8 8 1 8 8 8 8 8 I 8 8 8 PHF East I a83 0.83 0.83 0.83 0.83 0.83 am 0.83 10,83 0.83 4.83 Actuated p/A A j A A A A A A A A I A A A Startup lost time 2.0 1 2.0 0.88 2.0 20 2.0 2.0 2.0 0.88 20 20 20 Ext, eff. areen 2.0 2.0 A A A 2.a 2.0 2.0 20 20 A PO 2.0 1 20 Anjval Wpe 20 2.0 3 3 3 3 3 3 3 1 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 2.0 3.0 3.0 3.0 pedlBxelRTpR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 3.0 12.0 12.0 12.0 12.0 12.0 3.0 12.0 12.0 12.0 P" Grade/Parkf N 0 N N 0 N N 0 N N 0 N Parkingft 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 Bus stops/hr 0 0 12.0 0 0 0 0 0 N 0 0 0 Unit Extension 3.0 3.0 N 3.0 1 3.0 3.0 3.0 3.0 Parking/hr 3.0 3.0 3.0 Phast Exd, Leff I Thru 8 RT I D3 1D4 NS Perm O6 D7 0 08 G=9.0 G= 77.0 G. 0 0 0 Unit Extension riming Y= 4 Y= 4 IY. IYe IY= 4 IY= IY= 3.0 ly, 3.0 Duration of Ana sis hrs = 1.00 EB 3.0 PhasingExcl. Lelt Thru 8 RT lCvcle WB LenMb NB C y 120.0 SB Adj. flow rate 50 859 1 97 1686 1 102 127 1 170 81 155 94 Lane group cap. 125 2119 1 125 2150 1283 162 303 1 150 322 1495 v/c ratio 0.40 0.41 1 0.78 0.78 0.08 0.78 0.56 0.54 a M 0.06 Green ratio 0.08 0.64 1 0.08 0.64 0.86 0.18 0.18 0.18 0.18 1 1.00 Un'If. delay dl 52.9 10.4 54.5 15.5 1.3 46.7 44.6 44.4 43.9 O.0 Delay factor k 0.11 0.11 SB 0.33 0.33 0.11 0.33 0.16 0.14 0.11 0.11 Increm. delay d2 2.1 0.1 77 30.2 2.0 0.0 251 2.4 125 2382 4.0 1.1 0.0 PF factor 1.000 1.000 1 1.000 1.000 1.000 1.000 1.000 v/c ratio 1.000 1.000 0.950 Control delay 55.0 10.5 0.53 84.7 17.5 1.3 71.8 47.0 0.03 46.4 45.0 0.0 Lane group LOS E B 0.86 ail F B I A E D 0.11 D D A Apprch. delay 13.0 6.6 1.3 51.4 20.1 57.6 51.6 33.0 0.0 Approach LOS B 0.11 C E 0.14 C 0.16 Intersec. delay 22.7 32.0 1.3 Intersection LOS 0.1 0.0 15.6 3.0 C 19.6 HC5MO- Me://CADocuments and Settings\Conrtney\Local Settings\Temp\s2k252.tmip 5/1/2008 E r r i �i E L E, L L.: L L Short Report Page 1 of 1 HCS20w- Cupynghl ® iAxgl U -1Y or "m n rt Pr -0 fileWCADoctunents and Settings\CourtneyEocal Settings\Temp\s2k25C.tmp 5/1/2008 SHORT REPORT Analyst Agency or Co. Dale Perlonned Time Period Greg Endo Engineering 4/28108 Evening Peak Hour Intersect on Warner Trail Ca Fred Waring Area Type All other areas unsdk tlon La Ouinta Anafysss Year Existing LT ES TH RT LT WB TH I RT LT NB 1 TH I RT LT SB TH RT Num. of Lanes 1 2 0 1 2 1 1 1 0 1 1 1 Lane group L TR L T R L TR L T R Volume vph 86 1474 79 25 792 78 60 65 21 68 94 40 `Y Heavyveh 8 8 a 8 8 8 8 8 8 8 8 8 PHF 0.88 0.88 0.88 a88 0-88 0.88 0.8B 0.88 a 0.88 0.88 a88 Actuated PIA A A A A A A A A A A A A Stanu loss time 2.0 20 2.0 2.0 2.0 20 2.0 20 20 20 E3d. eff. green 20 2.0 2.0 2.0 20 20 2.0 20 2.9 20 A&PJ 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PeWBike1RTOR Volume 0 0 0 D 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Park prade/Parkin N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PhasingExcl. Lelt Thru 8 RT 03 04 NS Perm 06 07 D8 G= 9.0 iG= 86.0 G= G= G= 13.0 G= G= G= Timing v= 4 Y= 4 v= Y= Y= 4 Y= Y= Y= Duration of Anal sis his . 1.L\7 C o Len Ih C = 120.0 ES WB NB SB Adj. flow rate 98 1761 28 898 88 68 98 77 107 45 Lane group cap. 125 2382 125 2401 1283 103 1 184 1 110 191 1495 v/c ratio 0.78 0.74 0.22 0.37 a07 0.66 0.53 1 0.70 0.56 0.03 Green ratio 0.08 0.72 aw 0.72 0.86 ail ail all 0.11 1.00 Unit. delay d1 54.5 10.2 52.2 6.6 1.3 51.4 50.6 51.6 50.8 0.0 Delay factor k 0.33 0.30 0.11 0.11 a i l 0.23 0.14 0.27 0.16 0.11 Increm. delay d2 32.0 1.3 0.9 0.1 0.0 15.6 3.0 19.6 3.8 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 Control delay 86.6 11.5 53.1 6.7 1.3 66.9 53.6 171.2 54.5 0.0 Lane group LOS F B D A A E D 11 E I D A Apprch. delay 15.5 7.5 59.1 49.4 Approach LOS B A E D Intersec. delay 17.6 Intersection LOS B HCS20w- Cupynghl ® iAxgl U -1Y or "m n rt Pr -0 fileWCADoctunents and Settings\CourtneyEocal Settings\Temp\s2k25C.tmp 5/1/2008 Short Report Page 1 of 1 nw�uw�^ �W'ngul ® - U,verslly of Nmm� All Rig16 xeroNW fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k216.tmp Vmaim 4.le 5/1/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Tima Period Greg Endo Engineering 4/7/08 Morning Peak Hour Intersection Warner Trail t=d Fred Waring Area Type All other areas Jurisdiction La Ouinta Analysis Year year 2010 No Project Warner Trait @ Fred Waring All other areas La Quinta Year2010 No Project LT EB TH RT LT WB TH I RT N6 LT Tai I RT I LT Sa I TH RT LT EB TH RT LT WB TH I RT LT NB TH I RT LT SB I TH RT Num. of Lanes 1 2 0 1 2 1 f 1 0 1 1 1 Lane group L TR 1799 L T R L TR L T R Volume h 43 603 73 90 1677 90 113 86 63 71 132 83 % Heavy veh 8 8 e 8 8 8 8 8 8 8 8 8 PHF 0.83 a 83 0.83 0.83 0.83 0.83 0.83 0.83 0-83 0.83 0.83 0.83 Actuated (P/A) A A A A A A A A A A A A StartW lost lime 20 2.0 20 20 20 20 2.0 20 20 20 1 2.0 E#. eif_ i7reen 20 20 3 20 20 I ZO 1 20 2.0 2,O 20 20 Arrival Noe 3 3 3.0 3 3 3 1 3 3 3 3 3 Unit Extension 3.0 3.0 0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 AedSkig iTOR Volume 0 0 ❑ 0 0 0 1 0 0 0 0 0 0 Lane Width 12.0 12.0 0 12.0 12.0 12.0 1 12.0 12.0 112.0 12.0 12.0 Parlkino/GradefParkno N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 1 0 0 0 0 0 Bus stops/hr 0 0 3.0 0 0 0 0 0 0 0 0 Unit EMension 3.0 3.0 03 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Exd. Left I Thru 11 RT 03 G= 860 04 NS Perm t16 07 G- 06 Timing G= 9.0 G= 76.0 Y= a Y IY= 4 IY. G. 21.0 G= G= G= Y= Y= 4 Y. 4 Y= Owalion of Mal sis hm = 1.00 Y= Y. 4 Y= Y= Y= [Cvclo Lien h C - 120.0 Duration of Analysis hrs = 1.00 EB C Len h C = 120.0 NB SB EB Adj. flow rate 104 2136 WB 33 NB 104 SB 109 Adj. flow rate 52 1060 125 2384 109 2030 109 137 180 86 160 100 Lane group cap. 125 2150 125 2177 1283 148 288 132 308 1495 v/c ratio 0.42 0.49 0.08 0.87 0.93 0.08 0.93 0.63 0.65 0.52 0.07 Green ratio 0.08 0.65 7.3 0.06 0.65 0.86 0.17 0.17 0.17 0.17 1.00 Unit. delay dl 53.0 10.8 0.11 54.9 18.7 1.3 48.7 45.9 46.1 44.9 0.0 Delay factor k 0.11 0.11 0.2 0.40 0.45 0.11 0.44 a21 10.23 0.13 0.11 Increm. delay d2 2.3 0.2 1.000 61.9 1 9.5 1 0.0 82.7 4.3 11.4 1 1.6 1 0.0 PF factor 1.000 1.000 55.0 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 Control delay 55.2 11.0 D 116.8 28.1 1 1.3 131.5 50.1 57.5 46.5 0.0 Lane group LOS E B 54.8 F I C I A F D E D I A Apprch. delay 13.1 D 31.1 85.3 35.8 Approach LOS B C C F D tntersec. delay 30.8 Intersection LOS C nw�uw�^ �W'ngul ® - U,verslly of Nmm� All Rig16 xeroNW fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k216.tmp Vmaim 4.le 5/1/2008 Short Report Page 1 of 1 wpy.g w cow mvasry m -1 w w pu rteeervm McWCADocuments and Settings\Courtney\Local Settings\Temp\s2k22O.tmp Version 4 le 5/1/2008 SHORT REPORT Analysl Greg Agency or Co. Endo Engineering Date Performed 417/08 Tme Period Evening Peak Hour IMe(seclion Area Type JUdsdiction Analysis Year Warner Trait @ Fred Waring All other areas La Quinta Year2010 No Project LT EB TH RT LT WB TH I RT N6 LT Tai I RT I LT Sa I TH RT Num. of Lanes 1 1 2 0 1 2 1 1 1 0 1 1 1 Lane group L TR L T R L TR L T R Volume h) 9P 1799 85 29 1010 83 64 lib 26 72 96 42 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF OAS 0.86 0.88 0.88 0.88 0.88 0.88 6.88 0.88 0.88 0.88 OAS Actuated (P/A) A A A I A I A A A A A A A A Slartup losttlme 2.0 2.0 20 20 2.0 20 20 2.0 2.0 20 Ext. eff. gree 20 20 120 20 2.❑ 20 ZO 20 20 20 Arrival tM 3 3 1 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped+Bike1RTOR Volume 0 0 0 0 0 O 1 ❑ 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parkin N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 1 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 Phasin Excl. Left Thru 8 RT 03 04 NS Perm 06 07 08 Timingci 9.0 G= 860 G= G= G� 13.p G- G= G= Y= a Y IY= 4 IY. Y= JY= 4 Y= ly, IY- Owalion of Mal sis hm = 1.00 1 [Cvclo Lien h C - 120.0 EB WB NB SB Adj. flow rate 104 2136 33 1145 1 94 73 104 82 109 48 Lane group rap. 125 2384 125 2401 1283 102 183 106 191 1495 v/c ratio 0.83 0.90 0.26 0.48 0.07 0.72 0.57 0.77 0.57 0.03 Green ratio 0.08 0.72 0.08 0.72 0.86 0.11 0.11 1 0.11 0.11 1.00 Un'If. delay d1 54.8 13.5 52.4 7.3 1.3 51.7 50.8 52.1 50.8 0.0 Delay factor k 0.37 a42 0.11 0.11 0.11 0.28 0.16 0.32 0.17 0.11 Increm. delay d2 45.7 5.3 1.1 0.2 0.0 23.6 4.2 34.6 4.1 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 10.950 Control delay 100.5 18.8 1 53.5 7.5 1.3 75.3 55.0 86.7 55.0 0.0 Lane group LOS F B D A A E E F D I A Apprch. delay 22.6 8.2 63.4 54.8 Approach LOS C A E D Intersec. delay 21.7 Intersection LOS C wpy.g w cow mvasry m -1 w w pu rteeervm McWCADocuments and Settings\Courtney\Local Settings\Temp\s2k22O.tmp Version 4 le 5/1/2008 Short Report Page 1 of 1 HC5200Nb a Pyngwau Iavm;ny 1c - w tiWu-" ftleWCADocuments and Settings\Courtney\Local Settings\Ternp\s2k129.hnp 9/15/2008 Short Report Page 1 of 1 SHORT REPORT lyst Agency or Co. ❑ate Performed Time Period Greg Endo Engineering 417/08 Morning Peak Hour Intersection Warner Trail @ Fred Waring Area Type All other areas Jurisdiction La Quinta Analysis Year year 2010 W/Project LT ES TH RT We LT TH RT LT NB TH RT LT S8 TH RT Num. of Lanes 1 2 0 1 2 1 1 1 0 1 1 1 Lane group L TR L L T R L TR L T R Volume h 43 827 73 97 1691 95 113 86 75 80 132 89 % Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.83 0.83 0.83 o.83 0.83 0.83 0,83 0.83 0.83 0.83 0.83 0.83 Actuated PIA) A A A A A A A A A A A A $cart lost time 20 20 A 2.0 20 20 2.0 20 1 2.0 20 20 Exl. aft. qTeen 20 1 20 2.0 20 2.0 2.0 2020 2.0 20 2.0 20 2.0 2.0 3 3 20 1 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pe"k&RTOR Volume 0 0 0 0 0 0 1 0 0 0 0 0 1 0 Lane Width 12.0 12.0 0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 112.0 Perwg/GradwlParlaN N 0 N N 0 N N 0 N N 0 N Parking it 12.0 12.0 12.0 PaiWngl&aWPaMnq N 0 N N Bus stopsihr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino I Fxis. La11 Thru ART 1 08 1 041Perm 06 07 0 06 G= 9.0 Timing Y= 4 G= 78.0 Y. 4 ly. G= 3.0 ,NS G. G= 21.0 Y: JY= 4 3.0 3.0 1 3.0 Duration of Analysis (his) 1.00 Phasing I Excl, Left RT 03 [Cycle UnMh C • 12(70 os 07 EB G= 9., Zr8 G= 84.0 WB NB G= SB G= Adj. flow rate 52 1089 Timing Y= 4 117 2047 1115 137 195 97 160 1100 Lane group cap. 125 2151 Ouration of Analysis (brsl 1.00 125 2177 11283 148 286 121 308 11495 v/c ratio 0.42 0.51 1 10.94 0.94 0.09 0.93 0.68 0.80 0.52 0.07 Green ratio 0.08 0.65 1 10.08 0.65 10.86 0.17 0.17 0.17 0.17 1.00 Un'd. delay dl 53.0 11.0 1 155.2 18.9 1 1.3 48.7 46.4 47.5 44.9 0.0 Delay factor k 0.11 0.11 1 10.45 0.45 0.11 1 0.44 0.25 10.35 0.13 0.11 Increm. delay d2 2.3 0.2 1 1101.0 10.7 1 0.0 182.7 6.7 1 376 1.6 0.0 PF factor 1.000 1.000 0.09 0.59 1.000 1.000 1.000 1.000 1.000 1.000 1.000 10.950 Control delay 55.2 11.2 0.70 156.2 29.6 1.3 131.5 53.1 85.1 46.5 0.0 Lane group LOS E B 53.1 F C A F D F D I A Appmh. delay 13.2 0.11 34.7 85.4 0.11 0.18 44.0 0.36 Approach LOS B Increm. delay d2 45.7 8.7 C F 0.2 D 4.3 Intersex. delay 33.6 0.0 PF factor Intersection LOS 1.000 C 1.000 1.000 HC5200Nb a Pyngwau Iavm;ny 1c - w tiWu-" ftleWCADocuments and Settings\Courtney\Local Settings\Ternp\s2k129.hnp 9/15/2008 Short Report Page 1 of 1 HCS2000- u Py,gw ® Luau uw-ty or naw; nu Mg- Hamm file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k133.tinp 9/15/2008 SHORT REPORT Ana" Agency or Co. Dale Pedamled me Period Greg Endo Engineering 417/08 Evening Peak Hour 71ntersaWon Warner Trail Q Fred Waring Type All other areas diction La Quinta ysis Year Year 2010 W/ Project LT EB TH RT LT WB TH RT LT Na I TH I RT I LT Se TH RT Num. of lanes 1 2 0 1 2 1 1 1 0 1 1 1 Lane group L TR L T R L TR L T R Volume h 92 INS 85 48 1047 97 64 66 41 83 96 42 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.88 0-88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Actuated PIA A A A A A A A A A A A A Startup lost time 2.0 2.0 2.0 1 2.0 20 2.0 1 2.0 2.0 20 20 Ext eff. green 2.0 2.0 20 1 20 2.0 2.0 20 20 2.0 2.0 Amvel rym 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlSkerRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 PaiWngl&aWPaMnq N 0 N N 0 N N 0 N N 0 N Parkinor Bus stops/hr 0 0 0 0 0 0 0 0 1 01 0 Unit Edension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 1 3.0 Phasing I Excl, Left RT 03 04 NS Perm os 07 08 G= 9., Zr8 G= 84.0 G= G= G. 15.0 GR G= G= Timing Y= 4 Y= 4 Y. Y- Y. 4 Y= IY= Y= Ouration of Analysis (brsl 1.00 JCyde LenMh C - 120.0 EB WB NB SB Adj. flow rate 104 2169 54 1187 110 73 1 121 94 109 48 Lane group cap. 125 2329 125 2345 1283 123 207 114 220 1495 v/c ratio 0.83 0.93 0.43 0.51 0.09 0.59 0.58 0.82 0.50 0.03 Green ratio 0.08 0.70 0.08 0.70 0.86 0.13 0.13 0.13 0.13 1.00 Unif. delay dl 54.8 15.5 53.1 8.4 1.3 49.6 49.6 51.2 49.0 0.0 Delay factor k 0.37 0.45 0.11 0.11 0.11 0.18 0.18 0.36 0.11 10.11 Increm. delay d2 45.7 8.7 2.4 0.2 0.0 7.7 4.3 46.9 1.8 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 Control delay 100.5 24.3 55.5 8.5 1.3 57.4 53.8 98.1 50.7 0.0 Lane group LOS F C E A A E D F D A Apprch. delay 277 9.8 155.2 58.8 Approach LOS C A E E lntersec. delay 1 25.0 Intersection LOS C HCS2000- u Py,gw ® Luau uw-ty or naw; nu Mg- Hamm file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k133.tinp 9/15/2008 Short Report Page 1 of 1 uopyngnt a LUN um ty a kim $ at mets xe , file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k22A.tmp V-im 4.1e 5/1/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/7/08 Morning Peak Hour Greg Endo Engineering 4/7108 Evening Peak Hour Intersection Warner Trail @ Fred Waring Area Type All otllerareas Jurisdiction La Quinta Analysis Year Year 2020 No Project InlerseCtion Area Type JurlsdIction Anajysis Year Warner Trail C& Fred Waring All other areas La Quinta Year 2020 No Project LT EB TH RT I LT WB NB TH RT LT TH RT L $8 I TH I RT Num. of Lanes 1 3 0 1 3 1 1 1 0 1 1 1 Lane group L TR 1 L T R L TR L T R Volume(VDh) 53 1301 89 110 2686 110 138 92 78 87 142 10t Heavyveh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1"00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 1"00 1.00 1.00 Actuated P/A A A A A A R A A A A A A Startup lost time 20 20 A 20 2.0 20 20 2.0 20 20 20 Ext. eff. green 2.0 2.0 2.0 20 20 2.0 20 2.0 20 20 Arrival type 3 3 20 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedGks/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 3.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Gradefftftng N 0 N N 0 N N 0 N N 0 N Parkingthr 12.0 12.0 12.0 12.0 12.0 12.0 12.0 PwkmVGradWParklng N 0 N Sus stops/hr 0 0 N N 0 0 0 0 0 O 0 0 Unit Extension 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 Phasing I Excl. Lett I Thru & RT 03 0 0 04 NS Perm 1 06 1 97 0 08 Timing G= 1R"0 G= 770 G= 3.0 G= G= 21,0 1G. 1G. G. 3.0 Y= 4 1 Yo 4 JY= hru & RT 04 Y= JY= 4 IY= ly, IY= 08 �uralian of Anal sis hrs 1"DO G= 9.0 G= 74"0 G= lCvule LenWh C = 120.0 G= G= EB Y= 4 Y= 4 WB NB ly= SB ly. Adj. flow rate 53 1390 Duration of Ana! Is Nsl = 1"00 110 2686 110 138 170 87 142 101 Lane group cap. 139 3045 139 3075 1271 161 287 140 308 1495 v/c ratio 0.38 a46 0.79 0.87 0.09 0.86 0.59 0.62 0.46 0.07 Green ratio 0.08 0.64 0.08 0.64 0.85 0.17 0.17 0.17 0.17 1.00 Unif. delay dl 52.1 10.9 103 54.0 17.5 1 1.5 48.0 45.6 45.8 44.4 1 0.0 Delay factor k 0.11 0.11 118 0.34 0.40 0.11 0.39 10.16 0.20 0.11 0.11 lncrem. delay d2 1.8 0.1 0.52 30.6g3.20.0 0.50 44.4 3.3 8.5 1.1 0.0 PF factor 1.000 1.000 a77 0.12 1.000 0.12 1.000 1.000 1.000 1.000 0.950 Control delay 53.8 11.0 13.3 84.6 49.8 92.5 48.9 54.4 45.5 0.0 Lane group LOS D B 10.11 F 0.11 0.24 F D D D A Approh. delay 12.6 2.3 22.4 68.4 2.5 33.9 20 Approach LOS B 1.000 11.000 C E 1.000 1.000 1.000 C 1.000 Intersec. delay 23.2 45.5 14.1 56.6 Intersection LOS 3.5 65.2 C 75.3 uopyngnt a LUN um ty a kim $ at mets xe , file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k22A.tmp V-im 4.1e 5/1/2008 Short Report Page 1 of 1 wpyngm a [ um-ty ar rim A l pu Itservm file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k234.tmp Version 4 1. 5/1/2008 SHORT REPORT Analyst Agency or Co. Dale Perfomied Ime Period Greg Endo Engineering 4/7108 Evening Peak Hour InlerseCtion Area Type JurlsdIction Anajysis Year Warner Trail C& Fred Waring All other areas La Quinta Year 2020 No Project LT EB TH RT LT W& TH I RT N8 LT I TH RT I LT SB TH RT Num. of Lanes 1 3 0 1 3 1 1 1 1 0 1 1 1 Lane group L TR L T R L TR L T R Volume v hl 110 2840 103 35 16ff 100 78 71 31 87 103 51 HeM veh 8 8 8 8 8 8 e 8 8 8 8 8 PHF 1.00 1.00 1"00 1.00 1"00 1.00 1.00 1,00 1,00 1.00 1.00 1.00 Actuated PI A A A A A A A A A A A A Startue lost time 2"0 2.0 2.0 2.0 2.0 2.0 2.02.0 20 20 Ext_ e6, reen 20 20 2.0 2.0 2"0 2.0 2.0 20 2.0 2.0 Arrival type 3 3 3 3 1 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedM4w/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 PwkmVGradWParklng N 0 N N 0 N N 0 N N 0 N Parking/hr BUS stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 1 3.0 3.0 3.0 3.0 1 3.0 1 3.0 1 3.0-1 3.0 Phasing I Excl. Left E9 )nIv hru & RT 04 NS Perm 08 07 08 Timing G= 7,0 G= 9.0 G= 74"0 G= 1 G= 14.0 G= G= G= Y= 4 Y= 4 Y= 4 ly. ly= fy= ly. Y= Duration of Ana! Is Nsl = 1"00 G 0e Len Ih C = 1200 EB WB NB SB Adj. flow rate 110 12943 1 35 1611 100 78 102 87 103 1 51 Lane group cap. 279 3456 97 2955 1146 117 196 118 205 11495 v/c ratio 0.39 0.85 0.36 0.55 0.09 0.67 0.52 0.74 0.50 10.03 Green ratio 0.17 0.73 0.06 0.62 a77 0.12 0.12 0.12 0.12 1 1.00 Unif. delay dl 44.6 11.9 54.3 13.3 3.5 50.8 49.8 51.2 49.7 0.0 Delay factor k 0.11 0.38 10.11 10.15 0.11 0.24 0.13 0.30 0.11 0.11 lncrem. delay d2 0.9 2.3 2.3 0.2 0.0 14.4 2.5 24.0 20 ao PF factor 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 Control delay 45.5 14.1 56.6 13.5 3.5 65.2 52.3 75.3 51.7 0.0 Lane group LOS D I B E B A E D E I D A Apprch. delay 15.3 13.8 57.9 49.3 Approach LOS B B E D Intersec. delay 17.8 Intersection LOS B wpyngm a [ um-ty ar rim A l pu Itservm file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k234.tmp Version 4 1. 5/1/2008 Short Report Page 1 of 1 HCS20001°� fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k115.t1np 9/15/2008 Short Report Page 1 of 1 SHORTREPORT Analyst GregInEersection Agency, or Co. Endo Engineering Date Performed 417/08 time Period Morning Peak'Hour Greg Endo Engineering 4!7/08 Evening Peak Hour Warner Trail Cd Fred Waring Area TypeAll other areas .h.,isdiction La Quinta Anatys s Year Year 2020 W1 Project Inlersection Warner TrailL7a Fred Waring Area Type All other areas Jurisdiction La Quinta Analysis Year Year 2020 W/ Project LT 1 eBwe TH RT LT I TH I RT LT rtB ITH RT LT Sa TH I RT Num. of Lanes 1 3 0 1 3 1 1 1 0 1 1 1 1 Lane group L TR 3 L T R L TR L T R Volume h 53 1325 89t17 2700 115 138 92 90 96 142 101 1 Heavyveh 8 8 -!--B 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1A0 1.00 1.00 Actuated pl A A A A A A A A I A I A A A SMUD losttlme 20 2.0 A 20 2,0 2.0 20 20 2.0 2.0 20 Ext.efl. green 20 20 20 2.0 20 20 20 20 20 20 2.0 Am;,ra! L 3 3 2.0 3 3 3 3 3 3 3 -q- Extension 3.0 3.0 3 3.0 3.0 3.0 3.0 3.0 3.0 .o 3.0 3.0 PedNEdce/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parki GradafParki N 0 N N 0 N N 0 N N 0 N Parking/hr Parkin Grade/Parici N 0 N N 0 N N 0 N N 0 Bus stops/hr 10 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Fxcl. Left Thru 8 RT 0.9 04 NS Penn O6 07 3.0 08 Timing G• T0.0 G• 77.0 G= 07 G= G= 21.0 G= G= G= G= 7.0 Y• 4 Y= 4 Y= Y= Y. a Y. v= Y. G= G= 15.0 G� Duration of Analysis hrs • 1.00 1 G= 1 CWle Lenoth C - 120.0 Y= 4 Y= Y= 4 Y= EB Y= WB NB SB C WB Adl�. flow rate 53 1414 S9 117 12700 115 136 1 182 96 142 101 Lane group cap. 139 3046 103 139 3075 1271 161 285 131 308 1495 v/c ratio 0.38 0.46 220 0.84 0.88 0.09 0.86 0.64 0.73 0.46 0.07 Green ratio 0.08 0.64 10.47 0.08 0.64 0.85 0.17 0.17 0.17 0.17 1.00 Unif. delay dl 52.1 11.0 0.13 54.2 176 1.5 48.0 46.0 46.8 44.4 0.0 Delay factor k 0.11 0.11 48.8 0.38 0.40 0.11 0.39 0.22 0.29 0.11 0.11 Increm. delay d2 1.8 0.1 0.11 44.8 3.4 0.0 44.4 4.8 121.1 1.1 0.0 PF factor 1.000 1.000 1.6 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 Control delay 53.8 11.1 1.000 99.0 21.0 1.5 92.5 50.8 67.9 45.5 0.0 Lane group LOS D B 101.8 F C A F D E D A Apprch. delay 12.6 F D 23.4 68.8 Apprch. delay 38.3 Approach LOS B 60.2 C E I B D lntersec. delay 24.1 E Intersection LOS Intersec. delay 19.2 C HCS20001°� fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k115.t1np 9/15/2008 Short Report Page 1 of 1 HCS1000- fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kl1F.tmp 9/15/2008 SHORT REPORT Analyst Agency or Co. Dale Performed Time Period Greg Endo Engineering 4!7/08 Evening Peak Hour Inlersection Warner TrailL7a Fred Waring Area Type All other areas Jurisdiction La Quinta Analysis Year Year 2020 W/ Project LT EB TH RT WB LT TH RT LT NB TH PIT LT 58 TH RT Num. of Lanes 1 3 0 1 3 1 1 1 0 1 1 1 Lane group L TR L T R L TR L T R Volume t h 110 2869 103 52 1648 114 78 71 46 98 103 51 Hea veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1-00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A S loss time 2A 20 2.0 2-0 20 20 20 20 20 20 Ext-eff. green 2.0 2.0 20 2.0 20 20 2.0 2.0 20 2.0 Arrival We 3 3 1 3 3 3 1 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 13.0 3.0 3.0 PedlBiJ%iRTOR Volume 0 0 0 0 0 0 0 D 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parici N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phazinho I Fxd. Left I ESOniv Thru S RT 04 NS Perm 06 07 0a G= 7.0 G= 7.0 G= 75.0 G= G= 15.0 G� G. G= Timing Y= 4 Y= 4 Y= 4 Y= Y= 4 Y= Y= Y= Duration of Ani -Ws u hrs = L00 EB C WB !e Lenolh C = NB 120.0 S9 Adj- flow rate 110 2972 52 1648 114 78 117 98 103 51 Lane group cap. 251 3416 97 2995 1171 128 207 117 220 1495 /c ratio 0.44 0.87 0.54 0.55 0.10 0.61 a57 1 0.84 10.47 0.03 Green ratio 0.15 0.72 0.06 0.63 0.78 0.13 0.13 0.13 0.13 1.00 Unit. delay dl 46.4 12.8 54.9 12.9 3.0 49.7 49.4 51.3 48.8 0.0 Delay factor k 0.11 0.40 0.14 0.15 0.11 0.20 0.16 a37 0.11 0.11 Increm. delay d2 1.2 2.8 5.9 1 0.2 0.0 8.5 3.6 50.5 1.6 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 Control delay 1476 15.6 60.8 13.1 3.1 58.2 53.1 101.8 50.4 0.0 Lane group LOS D B E B A E D F D A Apprch. delay 16.7 13.8 55.1 60.2 Approach LOS I B B E E Intersec. delay 19.2 Intersection LOS B HCS1000- fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kl1F.tmp 9/15/2008 MCS2000- Copyright C 7000 Univ Aty of Florid; Ad Rights R -ed Version 4.11 L �a F SHORT REPORT Analyse Agency or Co. Date Pertomled Time Period Greg Endo Engineering 1/16/2007 Morning Peak Hour Greg Endo Engineering 1/16/2007 Evening Peak Hour Intersection Area Type JrInsdeion Analysis Year Washington St. Cad Fred Waring AN other areas La Quinta Existing Washington St. C& Fred Waring All other areas La Quinta Existing LT EB I TH RT LT WS TH RT NB LT TH RT LT SB I TH I RT Num. of Lanes 2 2 1 1 2 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume t h 165 277 173 50 813 504 485 1266 21 2239 1239 254 % Heavy veh 8 8 8 8 @ 8 8 8 8 8 8 8 PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Actuated(PIA) A A A A A A A A A A A A Startup lost time 2.0 2.0 2.0 1 20 20 2.0 20 20 20 20 20 20 Ext. eff. green 2.0 2.0 20 20 20 20 20 20 20 2.0 2.0 1 2.0 Arrival 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBikefRTCR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parldng N 0 N N 0 N N 0 N N 0 N Parking/hr 12.0 12.0 Pa*1RWGrdde)PaNng N 0 1 N N 1 0 N N 0 Sus stops/hr 0 0 0 0 0 j 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 30 3.0 3.0 3.0 3.0 3.0 3.0 Phasing 6rcl. Left EB Dnl Thru & RT04 0 Exc1. Lelt Thru & RT 07 Unit Extension 08 Timing G= 70 V= 4 G= i.0 Y= 4 G= 330 Y= 4 IY= Ge G= 21.0 JY= 4 G= 38.0 G= Y= 4 Y� 3.0 G= ly= 3.0 Durailon of Analysis hrs - 1.00 Thru & RT 04 Excl_ Left Thru B RT C ..le Len th C = i20.0 pe G= 7.0 .Ge 4.0 G. 30.0 G. G= i7.0 I G= 42.0 G- G= Timing FY -4 ly= 4 EB jy= WB JY= 4 NB SB Adj. flow rate 180 302 188 54 886 549 528 1379 23 260 1350 277 Lane group cap. 325 1061 1306 97 921 1246 568 1517 1134 568 1517 1134 v/c ratio 0.55 028 0.14 0.56 a96 0.44 a93 0.91 0.02 0.46 0.89 0.24 Green ratio 0.10 0.32 a88 0.06 a28 a83 0.17 0.32 0.76 0.17 0.32 0.76 Un'1f. delay dl 51.4 30.8 1.1 155.0 42.9 2.6 148.8 39.3 3.6 44.4 39.0 4.3 Delay factor k 0.15 0.11 0.11 0.15 0.47 0.11 0.45 0.43 0.11 0.11 a41 0.11 Increm. delay d2 2.1 0.1 0.1 71 31.8 0.3 30.1 9.6 0.0 0.6 7.6 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 53.5 30.9 1.1 62.1 74.7 2.9 78.9 49.0 3.6 45.0 46.7 4.4 Lane group LOS D C A E E A E D A D D A Apprch. delay 28.6 . 1 3.1 52.5 47.7 2.7 56.6 49.4 40.2 Lane group LOS Approach LOS C E D D I E F D A Intersec. delay 46.1 33.6 Intersection LOS 39.8 D MCS2000- Copyright C 7000 Univ Aty of Florid; Ad Rights R -ed Version 4.11 L �a F aCS2000- Copyright C 2000 11.i-fty of Florida Aa Rights Rasaved Yasuo 4 if SHORT REPORT Analysl Agency or Co. Date Pedomw Time Period Greg Endo Engineering 1/16/2007 Evening Peak Hour Intersection Area Type Jurisdiction Analysis Year Washington St. C& Fred Waring All other areas La Quinta Existing LT ES I TH I RT LT WB TH RT NB LT TH I RT LT SB Til I RT Num. of Lanes 2 2 1 1 2 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume h 255 935 497 63 619 346 292 1.197 59 4013 1489 185 % HeM veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Actuated PIA A A A I A A A I A A A I A A A Slartu loll time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 20 20 20 2.0 Ext eff. green 20 2.0 2.0 2.0 2.0 2.0 20 20 1 2.0 2.0 2.0 2.0 Arrival D22 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pedr&he+RTOR Volume 0 0 0 0 0 0 0 U 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Pa*1RWGrdde)PaNng N 0 1 N N 1 0 N N 0 N - N 0 N Parkinglhr I I I Bus stops/hr 0 0 0 0 0 0 0 0 0 1 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq I Excl. Left i EB Only Thru & RT 04 Excl_ Left Thru B RT 07 pe G= 7.0 .Ge 4.0 G. 30.0 G. G= i7.0 I G= 42.0 G- G= Timing FY -4 ly= 4 Y- d jy= Y. 4 JY= 4 IY= IY= Dutalion of Ana .s EB WB 1= Le NB C = 120.0 SB Adj. flow rate 267 980 521 66 649 363 306 1360 62 422 1561 194 Lane group cap. 406 1061 1308 97 838 1208 460 1677 1184 460 1677 1184 v/c ratio 0.66 a92 0.40 0.68 0.77 0.30 0.67 0.81 0.05 0.92 0.93 0.16 Green ratio 0.13 0.32 0.88 0.06 10.25 0.81 0.14 10.35 0.79 0.14 a35 0.79 Unit. delay d1 50.1 39.6 1.4 55.4 41.9 2.9 148.8 35.4 2.7 50.8 37.6 3.0 Delay factor k a23 a44 0.11 a25 0.32 0.11 a24 a35 0.11 0.44 0.45 0.11 Increm. delay d2 3.9 16.2 0.2 19.2 4.7 at 3.7 3.2 0.0 31.3 11.8 a PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 54.0 55.8 1.6 74.6 . 1 3.1 52.5 38.6 2.7 82.1 49.4 3.1 Lane group LOS D E A E D A D D A F D A Apprch. delay 39.6 33.6 39.8 51.6 Approach LOS D C D D Intersec. delay 42.5 Intersection LOS D aCS2000- Copyright C 2000 11.i-fty of Florida Aa Rights Rasaved Yasuo 4 if Short Report Page 1 of 1 Short Report Page 1 of 1 LrCS20W M Copyright 0 2M Ulmri[y of Flaid4 All airpn lte9ervm •ova. • •� MCS20001M fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k1B6.tmp 4/1/2008 L file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k9ED.tmp 4/10/2008 SHORT REPORT Anaiysl Agency or Co. Dale Per: Dimed Tlme Period Greg Endo Engineering 4!7/08 Evening Peak Hour In[ersectian Washington St. L& Fred Waring Area Type All other areas Jurisdiction La Ouinta Analysis Year Year 2010 No Project --LT-7 EB TH RT LT Vv8 NB TH RT LT I TH I RT LT 58 I TH RT Num. of Lanes 2 3 1 2 3 1 2 1 3 1 2 1 3 1 Lane group L T R L T R L T R L T R Volume (vphl 289 998 636 81 660 360 412 1682 82 419 1868 208 % HIM veh 8 8 8 8 8 8 8 8 8 8 1 8 8 PHF 0.95 0.95 0.95 0.95D.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 �u&M PIA)A A A A A A A A A A I A A SIaR loaf ffine 2.Q 2.0 2.0 2.0 2.Q 2.0 20 20 2.0 24 20 20 Ext. eH. green 2.0 2.0 2.0 2.0 20 20 2.0 2.0 2.0 20 20 20 Amv� 3 3 3 3 _!--s 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PadlUWRTOR Volume 0 0 0 0 0 0 0 0 1 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 Parkin Gmde/PwN N 0 N N 0 N N 0 N M 0 N Parking/hr Bus stops/hr0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 1 3.0 3.0 Phaym Oniv I Thru & RT 1 04 1 EA Left Thni8 R7 1 07 1 08 G. 7.0 G: 3.0 G= 21.0 Ga Gy 18.0 G= 51.0 G= Ga Timing y, d Y= 4 Y= 4 Y. Y= 4 JY= 4 Duralion of Amainis hrs = 1.00 iCvcW Lerath C . 120.0 ES WB NB SB Adj. flow rate 303 1046 667 85 692 377 432 1763 86 439 1958 218 Lane group cap. 379 1118 1308 189 839 1221 487 2037 1171 487 2037 1171 v/c ratio 0.80 0.94 0.51 0.45 0.82 0.31 0.89 0.87 - 0.07 0.90 0.96 0.19 Green ratio 0.12 0.23 0.88 0.06 0.17 0.82 0.15 0.43 I 0.78 0.15 0.43 0.78 Unit. delay d1 51.6 45.1 1.7 154.6 47.7 2.7 50.0 31.4 3.0 50.1 33.5 3.3 Delay factor k 0.34 0.45 0.12 0.11 0.36 0.11 0.41 0.40 0.11 0.42 0.47 0.11 Increm. delay d2 12.6 18.2 0.3 1.7 7.2 0.1 21.6 4.4 0.0 25.1 16.6 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 64.2 63.3 2.0 56.3 54.9 2.8 71.6 35.8 1 3.0 75.2 50.2 3.4 Lane group LOS E I E A E D A E D A E D A Apprch. delay 43.2 38.0 41.3 50.5 Approach LOS D D D D Intersec. delay 44.3 Intersection LOS D MCS20001M fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k1B6.tmp 4/1/2008 L file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k9ED.tmp 4/10/2008 Short Report Page 1 of 1 uupynga. - --ity or Wawa -..gars nervveu fileWCADocuments and Settings\CourtneyU ocal Settings\Temp\s2k18B.tmp Versim 4 le 9/15/2008 Short Report Page 1 of 1 SHORT REPORT Anna - A:=.^.cy or Co. Dale Performed Time Period Greg Endo Engineering 4/7/08 Morning Peak Hour Intersection Area Type Jurisdiction Analysis Year Intersection Area Type Jursdktion Analysis Year Washington St. Cal Fred Waring All other areas LaQuinta Year 2010 W/ Project L7 L7 EB TH RT LT WB TH RT NB LT TH I RT I LT SB 7H RT Num. of Lanes 2 3 1 2 3 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume h 196 328 245 112 894 542 583 1524 86 1280 1510 288 % Heavy veh 8 8 8 8 a 8 8 6 8 8 8 8 PHF 0.92 0.92 0.92 a92 0.92 0,92 0.92 0.92 0.92 -1292 0.92 a92 Actuated (P/A) A A A A A A A A A A A A Startue lost pme 20 2.0 20 20 20 2.0 2.0 20 20 20 20 20 Ext. eff. reen 2.0 20 20 2.0 2.0 1 20 20 20 20 2.0 20 20 Arrival 3 3 3 3 3 1 3 3 9 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PediSke/RTOR Valume 0 0 0 0 0 0 1 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 112.0 12.0 12.0 112.0 12.0 12.0 1 12.0 12.0 112.0 Parking/Grade/ParkingParking/Grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PhasingExcl, Left W$ Oni Thru 6 RT 04 Excl. Lel! Thru & RT I SB Only 07 08 OB Timing C" 9.0 Y= 4 G= 50 IY= 4 G= 17.0 IY= 4 G= Y= G = 25.0 JY= 4 GR 44.0 IY= 4 G= G. Y= 4 Y. IY. ly. Dvlatlan of Rn (his)= 1.00 1 Y- 4 Y. 4 IY= [Cycle LeMh C • 12a0 I EB ICYcAa Length C • 120,0 WB NB SB Adj. flow rate 214 357 267 122 974 590 635 1660 94 305 1645 313 Lane group cap. 243 679 1171 467 1038 1283 676 1757 1084 676 1757 1064 v/c ratio 0.88 0.53 0.23 0.25 0.94 0.46 0.94 0.94 0.09 0.45 0.94 0.29 Green ratio 0.08 0.14 0.78 0.15 0.22 a86 0.21 0.37 0.73 0.21 0.37 0.73 Unif. delay dl 55.0 47.8 3.4 45.0 46.2 2.0 46.8 36.8 4.8 41.5 36.6 5.7 Delay factor k 0.41 0.13 0.11 0.11 0.45 0.11 0.45 0.46 a l l a l l 0.45 0.11 Increm. delay d2 37.8 0.8 0.1 0.3 20.2 0.3 29.4 14.0 0.0 0.5 12.2 0.1 PF factor 1.000 1.000 1.000 7.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 92.8 48.5 3.5 45.3 E2.3 66.4 76.2 50.9 4.9 42.0 48.9 5.9 Lane group LOS F D A D E A E D A D D A Apprch. delay 45.5 1.000 1.000 424 Control delay 55.8 2.6 42.0 58.1 Approach LOS D 3.4 76.6 52.2 D Lane group LOS E A D I E IMersec. delay 47.1 A E D A Intersection LOS ID 47.7 uupynga. - --ity or Wawa -..gars nervveu fileWCADocuments and Settings\CourtneyU ocal Settings\Temp\s2k18B.tmp Versim 4 le 9/15/2008 Short Report Page 1 of 1 uwngn[ v L um-ty a llawa M legn6 Rene w file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k1EF.tmp Version 4 le 9/15/2008 SHORT REPORT Analyst Agency or Co. Dale Performed Tune Period Greg Endo Engineering 4/7/08 Evening Peak Hour Intersection Area Type Jurisdiction Analysis Year Washington SL C10 Fred Waring All other areas La Quinta Year 2010 W/ Project L7 E$ I Ti RT LT WB TH RT NB LT TH RT LT SB TH RT Num. of Lanes 2 3 1 2 3 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume h 324 1018 636 238 730 402 412 1733 129 447 1837 208 % Haag veh 9 a 8 8 8 a a 8 8 a 8 8 PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 o.95 0.95 0.95 0.95 Actuated(PIA) A A A A A A A A A A A A Startup lost time 20 1 2.0 1 20 20 20 20 20 2.0 P-0 2.0 6.0 2.0 Ext, all. pruen 2.0 2.0 2.0 20 20 20 20 20 2.0 2.0 2.0 2.0 Arrival!Me 3 3 3 1 3 3 3 1 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBlka/RTOR Vohlme 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 Parlun rad ng N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin EXCI. Left EBOnly Thru & RT o4 I Exd. Leh I SB Only Thru & RT 08 Tming r'= 9.0 1 G= 2.0 iG= 22.0 G. JG= 17.0 1G. 20 G. 48.01 G - Y. 4 Y= 4 JY= 4 ly. JY= 0 Y- 4 Y. 4 IY= Duration of Analysis hrs - 1.00 I ICYcAa Length C • 120,0 EB WB NB SB Adj. flow rate 340 11067 1 667 249 1 765 1421 432 1817 135 469 11926 218 Lane group cap. 406 1118 1283 243 J 879 1208 460 1917 1159 514 1997 1233 vie ratio 0.84 10.95 0.52 1.02 10.87 10.35 0.94 0.95 0.12 0.91 0.96 0.18 Green ratio 0.13 0.23 0.86 0.08 0.18 0.81 0.14 0.40 0.77 0.16 0.42 0.82 Unff. delay dl 51.3 45.4 22 55.5 476 3.1 51.0 34.8 3.3 49.7 34.1 2.2 Delay factor k a37 a46 0.13 0.50 a40 0.11 0.45 10.46 0.11 0.43 0.47 0.11 Increm. delay d2 16.2 24.2 0.4 141.2 10.5 0.2 40.0 13.7 1 0.0 26.9 18.0 0.1 PF factor 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 Control delay 67.5 69.5 2.6 196.7 58.1 3.2 91.0 48.5 3.4 76.6 52.2 2.2 Lane group LOS E I E A F I E I A F D I A E D A Apprch. delay 47.7 66.1 53.6 52.4 Approach LOS D E D D Intersec. delay 53.9 Intersection LOS D uwngn[ v L um-ty a llawa M legn6 Rene w file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k1EF.tmp Version 4 le 9/15/2008 Short Report Page 1 of 1 HCS2000� upyngpr®---Yo.-w- --- Short Report Page 1 of 1 SHORT REPORT REPORT An,*SI Agency or Co. Date Performed Time Period Greg Endo Engineering 4/7/08 Evening Peak Hour Inletsecfion Area Type unsdictfon Analysis Year Washington St. Ca Fred Waring All other areas La Ouinte Year 2020 No Project Analyst Agency or Co. Dalo Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour RT Intersedien Washington SL 0 Fred Waring Area Type All other areas Jurisdiction La Ouinta Analysis Year GP Buildout No Project Wa TH RT N8 LT 1 TH LT EB TH RT LT WB N8 TH RT LT TH I RT I LT SB TH I RT Num. of Lanes 2 3 1 2 3 1 3 4 1 2 4 1 1 Lane group L T R L T R L T R L T R Vdume 229 1358 I 356 104 1053 593 795 1808 49 280 1826 359 % ,rah 8 8 8 8 8 8 8 a 8 8 8 8 PHF 7.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A Start lost time 20 20 2D 2.0 20 20 2.0 2.0 2.0 20 20 20 Exl. CSE. reen 20 2.0 20 20 2.0 2.0 2.0 2.0 20 2D 20 2.0 Arfval e 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PediSkeIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 720 120 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin GTada/Pa1kl N 0 N N 0 N N 0 N N 0 N Parkino/hr 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasic -ixcf.-- Loft WB Onl Thru S RT 04 ExrJ. Left Thru 3 RT 67 3.0 3.0 OB G= 10.0 G= 5.0 G= 20.0 G. G• 24.0 G= 41_D G= I Thru & RT G• Timing Y= 4 Y= a Y= d G= 25.0 Y. Y. 4 G= 45.0 G= G. Duration of Ana3 sis hrs R 1.00 Y= 4 Y= 4 [cycle Lawn C . 120.0 IY= IY= EB Duration o: Analvsis hrs = 1.00 WB NB e Len th C - r20.0 SB Adj. flow rate 229 358 356 104 1053 593 795 1808 1 49 281 1826 359 Lane group cap. 271 799 1159 514 1158 1271 1911 12183 11096 1 649 2183 1096 v/c ratio 0.85 0.45 10.31 10.20 0.91 a47 10.87 0.83 10.04 10.43 514 0.84 0.33 Green ratio 0.08 0.17 a77 0.16 0.24 0.85 10.20 0.34 0.73 0.20 0.34 0.73 Un'rf. delay dl 54.2 45.0 4.0 43.9 44.2 2.2 46.5 36.3 4.4 42.0 36.4 5.6 Delay factor k 0.38 0.11 10.11 0.11 0.43 0.11 0.40 0.37 0.11 0.11 0.37 0.11 Increm. delay d2 25.2 0.4 0.2 0.2 12.4 0.3 10.4 2.9 0.0 0.5 3.1 0.2 PF factor 1.000 1.000 11.000 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 79.4 45.4 4.1 44.1 156.7 1 2.5 56.9 39.1 4.4 42.5 39.5 5.8 Lane group LOS E D A D I E I A E D A D D A Appmh. delay 38.1 E D A E 37.6 43.8 E D 34.9 Apprch. delay Approach LOS D 37.5 D D C Intersec. delay 38.9 D Intersection LOS D i D D HCS2000� upyngpr®---Yo.-w- --- Short Report Page 1 of 1 HC52000- L�Pylghr C 2M U-ty W flu n K19DU r¢aervea fileWCADocuments and Settings\Coultney\Local Settings\Temp\s2kD7D.tmp 4/10/2008 FileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kD6D.13np 4/10/2008 SHORT REPORT An,*SI Agency or Co. Date Performed Time Period Greg Endo Engineering 4/7/08 Evening Peak Hour Inletsecfion Area Type unsdictfon Analysis Year Washington St. Ca Fred Waring All other areas La Ouinte Year 2020 No Project LT ES TH RT LT Wa TH RT N8 LT 1 TH RT LT S8 I Tri RT Num. of Lanes 2 3 1 2 3 1 3 4 1 2 4 1 Lane group L T R L T R L T R L T R Volume Vah 360 885 132 800 407 598 2030 142 474 2210 280 % Heavyveh 8 8 8 8 8 8 $ B 8 8 8 PAF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A ;2.0 A A A A A A A A A A Startuplost lime 2.0 20 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Exi, elf. green 20 2.0 2.0 2.0 2.0 2.0 20 20 2.0 2.0 2D Arrival e 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 . 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedgkwRTOR Volume 0 1 0 0 1 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 Parking/GradelParldng N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.. 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino I Fxe, Lel I fie Only Thru 8 RT 04 1 ExcL Lek I Thru & RT 07 08 G= 70 G= 4.0 G= 25.0 G= 45.0 G= G. Timing Y= 4 Y= 4 Y= 4 Y• Y= 4 Y. 4 IY= IY= Duration o: Analvsis hrs = 1.00 e Len th C - r20.0 EB WB NB SB Adj. flow rate 360 1209 886 132 800 407 598 12030 142 474 12250 1 260 Lane group cap. 406 1318 1308 189 998 1208 1 721 2396 11159 514 2396 1159 v/c ratio 0.89 0.92 0.68 a70 0.80 0.34 0.83 1 0.85 10.12 0.92 0.94 0.22 Green ratio 0.13 0.28 0.88 0.06 0.21 0.81 0.16 0.38 0.77 0.16 0.38 0.77 Und. delay dl 51.7 42.2 2.3 55.5 45.1 3.0 48.9 34.4 3.4 49.8 36.2 3.7 Delay factor k 0.41 0.44 10.25 0.26 0.35 0.11 0.37 a38 0.11 a44 0.45 a l l Increm. delay d2 25.4 12.2 1.4 11.4 5.0 0.2 8.7 3.1 0.0 30.0 9.6 at PF factor 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 77.1 54.4 3.7 66.9 50.1 1 3.2 57.6 37.5 3.4 79.8 45.8 3.8 Lane group LOS E D A E D A E I D I A E D A Apprch. delay 39.4 37.5 40.1 47.5 Approach LOS D D D i D Intersec. delay 41.9 Intersection LOS I D HC52000- L�Pylghr C 2M U-ty W flu n K19DU r¢aervea fileWCADocuments and Settings\Coultney\Local Settings\Temp\s2kD7D.tmp 4/10/2008 FileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kD6D.13np 4/10/2008 Short Report Page 1 of 1 HC52000- Copyright 0 2000 University offlorida, AB Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k196.tinp Version le 9/23/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Inlorsectiun Area Type JurWdictian Analysis Year Washington St. C& Fred Waring All other areas La Quinta GP Buildout W/ Project LT ES I TH I RT LT WB TH RT NB LT TH RT LT s8 I TH RT Num. of Lanes LT ES TH RT LT WS TH RT Na LT TH I RT LT SB I TH RT Num. of Lanes 2 3 1 2 3 1 3 4 1 2 4 1 Lane group L T R L T R L T R L T R Volume von 242 390 336 150 1078 611 795 1833 106 313 1626 359 % Heavy veh 8 8 8 8 8 8 6 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Acw,MedJP/A) A A A A A A A A A A A A Stwup lost Vine 2.0 20 2.0 20 2.0 2,0 1 20 1 2.0 2.0 2.0 2.0 1 20 Fad, elf, green 20 2.0 2.0 20 2.0 2.0 2.0 20 20 20 20 20 Arrival 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pe&MetHTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParWnWGradoiParldng N 0 N N 0 N N 0 N N 0 N Parking/hr 0 0 0 0 0 0 0 0 0 0 0 0 Bus stopsthr 0 0 0 0 0 0 1 0 0 0 0 0 1 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 Phasinq I Exd. t,$k VJB Oni Thru 8 RT ti4 EXCL Lek Thru & RT 07 G= 08 G- 10.0 G = 6.0 G = 20.0 G . G = 24.0 G = 40.0 G = Y. 4 IG. Timing Y= 4 IY= 4 JY= d Yn 1Y. 4 Y= d Y- Lon h C = ly. Duration of Analwis hfs - 1.00 lCycle Lengib C = 120.0 EB WB NB SB EB Adj. low rate 1395 1229 WB 289 NB 449 598 SB 502 Adj. flow rate 242 390 356 150 1078 611 795 1833 106 313 1826 359 Lane group cap. 271 799 1146 541 1198 1271 911 2130 1096 649 2130 1096 v/c ratio 0.89 lo.4.9 a31 0.28 0.90 0.48 0.87 0.86 0.10 a48 0.86 a33 Green ratio 0.08 0.17 0.77 0.17 0.25 0.85 0.20 0.33 an a20 a33 a73 Unrf. delay dl 54.5 45.4 4.3 43.7 43.5 2.3 46.5 37.4 4.6 42.5 37.3 5.6 Delay factor k 0.42 0.11 I 0.11 0.11 0.42 0.11 a40 0.39 0.11 a i l 0.39 a f t Increm. delay d2 38.5 0.5 a2 0.3 10.7 0.3 10.4 4.0 0.0 0.6 3.9 a2 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 Control delay 93.0 45.8 4.4 44.0 54.3 2.6 56.9 41.44.6 43.1 41.2 5.8 Lane group LOS F D A D D A E D A D I D I A Apprch. delay 42.5 Approach LOS 36.3 44.5 D 36.4 D Approach LOS D lntersec. delay D D D Intersec. delay 39.8 Intersection LOS D HC52000- Copyright 0 2000 University offlorida, AB Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k196.tinp Version le 9/23/2008 Short Report Page 1 of 1 HCS2000M Copyright 0 2000 University of Florid; A0 Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k181.t3np Ve.W.4Je 9/15/2008 SHOST REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 47/08 Evening Peak Hour Intersection Area Type .turisdiclion Analysis Year Washington St. @ Fred Waring All other areas La Quinta GP Buildout W/Project LT ES I TH I RT LT WB TH RT NB LT TH RT LT s8 I TH RT Num. of Lanes 2 3 1 2 3 1 3 4 1 2 4 1 Lane group J L I T R L T R L T R L T R Volume (v h 395 1229 886 289 870 449 598 2081 189 502 2219 260 % veh 8 8 8 8 8 8 8 8 a 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 Acluated PIA A A A A A A A A A A A A Startuplost time 2.0 20 2.0 20 2.0 20 2.0 20 2.0 20 20 20 Ext. eff. green 2,0 20 2.0 1 2.0 2.0 2.0 2.0 2.0 20 2.0 2.0 2.0 Arrive! -hip -0 3 3 3 3 3 3 3 3 3 3 j 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 PaMnWGradei?arIuflq N 0 N I N 0 N N 0 N Parking/hr Bus stopslhr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq I E%cl, Lek I & RT 1 07 1OB G= 11.0 G, 2.0 G= 25.0 G= G= 19.0 G. 43.0 G. G= Timing Y= d Y= 4 Y= 4 Y= Y. 4 Y= a Y- �Cycle JY= Duration of Analysis (hrs)= I.00 Lon h C = 120,0 EB WB NB SB Adj. low rate 1395 1229 886 289 870 449 598 2081 189 502 2219 260 Lane group cap. 460 1236 1258 298 1 998 1184 721 2290 1159 514 2290 1159 v/c ratio 10.86 0.99 0.70 0.97 0.87 0.38 0.83 0.91 0.16 0.98 0.97 0.22 Green ratio 10.14 0.26 0.84 ao9 Ja2l 10.79 0.16 0.36 a77 a16 0.36 1 0.77 Unrf. delay dl 50.3 44.4 3.7 54.3 45.9 3.7 48.9 36.6 3.5 50.3 37.8 3.7 Delay factor k 0.39 0.49 0.27 0.48 0.40 0.11 0.37 0.43 0.11 0.48 0.48 0.11 Increm. delay d2 17.4 144.6 1.8 76.7 9.4 0.2 8.7 6.5 0.1 58.8 17.7 0.1 PF factor 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 677 88.9 5.5 131.0 55.4 1 3.9 57.6 43.1 1 3.5 109.1 55.6 3.8 Lane group LOS E F A F I E I A E D A F E A Apprch. delay 562 54.6 43.5 60.1 Approach LOS E D D E lntersec. delay 53.4 Intersection LOS D HCS2000M Copyright 0 2000 University of Florid; A0 Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k181.t3np Ve.W.4Je 9/15/2008 Short Report Page 1 of 1 HC52000r- file://CADocuments and Settings\Courtney\Local Set1ings\Temp\s2k4C.tmp 4/30/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co- Date Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Imorsection Area Type Juris"tion Analysis Year Palm Royale Dr Fred Waring All other areas La Quinta Year2010 No Project LT EB TH AT WS LT TH I AT NB LT TH AT I LT I SB TH R7 Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume LVEN 78 529 I 12 74 1231 173 25 014 13 81 0 129 % vati 8 B 8 8 8 8 8 8 8 8 8 8 PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 1 0.84 0.84 0.84 Actuated PiA A A A A A A A A A A A A StartuD lost time 2-0 2.0 2.0 20 2.0 1 2.0 2.0 1 20 20 20 Ext. eff- green 2D 20 20 2.0 1 20 1 20 20 1 20 20 2.0 Amva type 3 1 9 3 3 1 3 1 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Po&BikoIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 120 12.0 12.0 PwWnerad&`P"2g N 0 M N 0 N N 0 N I N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Excl. Left Thru & RT 03 04 1 NS Perot 1 06 1 07 08 G=7.0 G= 920 - G= -G - G= 170 G= G. G- JG= G= Timing Y= 4 IY= 4 IY. V= TV Y= Y= 4 IY. V= Y= Y= Y= Duration of ArW SIS 1.00 1 C12le LenMh C = 120.0 EB WB NB SB Adj. flow rate 93 631 14 17 11467 1 206 30 17 97 154 Adj. flow rate Lane group cap. 125 2289 1283 125 2289 1283 1 147 1495 184 1 212 Lane group cap. v/c ratio 0.74 0.28 0.01 0.14 0.64 0.16 a20 0.01 a53 0.73 v/c ratio Green ratio 0.08 0.68 0.86 0.08 0.68 0.86 0.14 1.00 10.14 0.14 Green ratio LIM. delay dl 54.4 7.4 1.2 51.9 10.7 1.4 45.5 0.0 47.8 49.3 Unit. delay dl Delay factor k 0.30 0.11 0.11 0.11 0.22 0.11 0.11 0.17 0.13 0.29 Delay factor k Increm. delay d2 23.9 0.1 0.0 0.5 0.6 0.1 0.7 0.0 2.9 12.6 Increm. delay d2 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1-000 0.950 1.000 1.000 Control delay 78.3 7.5 1.2 52.4 11.3 1.5 46.2 0.0 50.6 61.9 Lane group LOS E A A D B A D A D E Apprch. delay 16.3 A I D 10.5 29.5 A E 57.5 Approach LOS B B C E Intersec. delay 16.7 Intersection LOS C 8 E HC52000r- file://CADocuments and Settings\Courtney\Local Set1ings\Temp\s2k4C.tmp 4/30/2008 Short Report Page 1 of 1 Hcuowm Copyright C 2000 U --.y olil". - Iu906 ¢eerivea file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k56.tmp 4/30/2008 SHORT REPORT AnaNsi Agency or Co. Dale Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour lntersection Area Type Jurisdiction ysis Year Palm Royale Dr @ Fred Waring All other areas La Quinta Year 2010 No Project LT EB TH I AT I WB LT TH RT NB LT I TH AT LT SB TH AT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume (vph) 34 131330 11 868 59 19 0 13 62 0 42 % He veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.99 0.99 099 0.99 0.99 0.99 0.99 0.99 099 0.99 0.99 0.99 Actuated PIA A A A A A A A A A A A A Startup lost lime 2-0 2-0 20 2.0 1 2.0 1 20 2.0 20 2.0 1 20 Ed- eff. Ween 2.0 2.0 20 2.0 2.0 20 2.0 2.0 20 2.0 Artiv813 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedakeIRTOR Vc urw 0 1 0 0 0 ❑ 0 0 0 0 0 0 o Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parti Grada'Pa N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl- Lett Thru & AT 03 04 NS Perm 06 1 ❑7 08 G=7.0 G= 920 - G= G- G= 9.0 G- G- G= Timing Y= 4 V= TV Y= Y= Y= 4 Y= Y= Y= Duration of Analysis hrs 1.00 1 C cle Le, th C = F20.0 EB WB NB SB Adj. flow rate 35 1333 1 30 11 881 60 79 1 13 63 43 Lane group cap. 97 2568 1308 97 2568 1308 95 1495 98 112 v/c ratio a36 0.52 0.02 0.11 0.34 0.05 0.20 0.01 0.64 0.38 Green ratio 0.06 0.77 0.88 0.06 0.77 0.88 0.08 1.00 I 0.08 0.08 Unit. delay dl 54.3 5.4 1 1.0 53.6 4.4 1.0 52.1 0.0 53.9 52.9 Delay factor k 0.11 0.12 0.11 10.11 1 0.11 0.11 0.11 0.11 0.22 0.11 Increm. delay d2 2.3 0.2 J 0.0 0.5 1 0.1 0.0 1.0 1 0.0 14.3 2.2 PF factor 1.000 1.000 1.000 1.000 1.000 11.000 1.000 0.950 1.000 1.000 Control delay 56.6 5.6 1.0 54.1 4.5 1.0 53.2 0.0 68.3 55.1 Lane group LOS E A A I D A A D A E E Approh. delay 6.8 4.9 31.6 62.9 Approach LOS A A C E lntersec. delay 8.8 Intersection LOS A Hcuowm Copyright C 2000 U --.y olil". - Iu906 ¢eerivea file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k56.tmp 4/30/2008 Short Report Page 1 of 1 HCS2ow- Copyright ® 2000 University of Florid; All Rights, Reserved file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k4B.tmp Version4 le 9/16/2008 r - 3 L F L I Short Report Page 1 of 1 SHORT REPORT maw Agengr or Co. Dale Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour lnterseclion Area Type .111mAickm Analysis Year Imersaction Palm Royale Dr @ Fred Waring Area Type All other areas Jurisdiction La Quinta Analysis Year Year 2010 W/ Project LT EB TH I RT I WS NS LT TH RT LT I TH RT LT 58 I TH I RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR TR Volume(Vol)86 Volume h 529 12 14 1301 187 25 0 14 128 0 131 % Heavv veh 8 8 8 8 8 8 8 B 8 8 e- 8 PHF a84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Actoated PIA A A A A A A A A A A A A Startup lost time 2.0 24 2.0 2.020 20 20 20 20 2.0 2.0 2.0 20 ExL eff. Teen 20 2.0 2.0 2.0 2.0 20 20 20 20 20 20 1 20 20 Arrival 3 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParldnijiGrailelParking N 0 N N 0 N N 0 N N 0 N Parking/hr N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl. Left Thru & RT 03 3.0 04NS Perm D6 07 I Thru & RT 08 Timing G. 10.0 G= 73.0 G= G. G= 19.0 G= G= 08 G= G= 7&0 Y= 4 Y= 4 Y= Y= IY= 4 Y= Y. Y= 4 Y= ly. Ouraton of Analysis nrs - 1.00 Y= IY= C Ea Le lh C = 120.0 Icycla unoth C . 120.0 EB WB NB EB SB WB NB 41 1312 1 30 SB 974 71 Adj. flow rate 103 631 14 17 1551 223 30 17 153 156 2122 1308 Lane group cap. 139 2205 1271 139 2205 1271 178 1495 206 237 a46 0.05 v/c ratio lo.74 0.29 0.01 0.12 0.70 0.18 0.17 0.01 0.74 0.66 0.63 0.88 Green ratio 0.08 0.66 0.85 o.o8 0.66 0.85 0.16 1.00 a16 0.16 11.4 1.0 Unif. delay dl 53.7 8.6 1.4 50.9 13.0 1.6 43.7 0.0 48.2 47.4 1 0.11 0. i 1 Delay factor k 0.30 0.11 0.11 0.11 0.27 0.11 0.11 a l l 0.30 a23 0.2 0.0 increm. delay d2 21.1 1 0.1 0.0 0.4 1.0 0.1 0.5 0.0 14.6 6.8 1.000 1.000 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 11.5 1.0 Control delay 74.9 8.7 1.4 51.3 14.1 1.7 44.1 0.0 62.8 54.2 B A Lane group LOS E A A D B A D A E I D 11.3 Apprch. delay 17.7 57.6 12.9 28.2 B 58.5 B Approach LOS B E B C 17.7 E Intersection LOS Intersec. delay 19.2 B Intersection LOS B HCS2ow- Copyright ® 2000 University of Florid; All Rights, Reserved file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k4B.tmp Version4 le 9/16/2008 r - 3 L F L I Short Report Page 1 of 1 CopynPt ® 2 Umversrty allWIU All Righls Reserved file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k69.tmp Version 4.1e 9/16/2008 SHORTREPORT Analysl AVricy or Co. Daus Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour lnterseclion Area Type .111mAickm Analysis Year Palm Royale Dr CM Fred Waring All other areas La Quinta Year 2010 W/ Project LT EB TH RT WB LT I TH RT NB LT TH RT LT S9 I TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume h 40 1292 30 11 959 70 19 0 13 214 0 47 % Heavy vett 8 8 8 8 8 8 8 8 8 B 8 8 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Ot99 0.99 0.99 299 0.99 Adualed PIA A I A A A A A A A A A A A StartUD lost time 2.0 20 20 2.0 2.0 20 2.0 20 20 20 Ext. eff. green 20 2.0 2.0 20 1 20 20 2.0 2.0 2.0 2.0 Amval type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Park adM'arki N 0 N N 0 N N 0 N N 0 N Parking/hr Sus stops/hr 0 0 0 Fo 0 o 0 o 0 0 Unit Extension 3.0 3.0 3.0 13.0 3.0 3.0 1 1 3.0 3.0 1 3.0 3.0 Phasing Exd. Lai[ I Thru & RT 03 G4 1 NS Perm 1 06 07 08 TimingG= 7.0 G= 7&0 G; G= I G= 25.0 1G= G. G - Y= 4 IY= 4 ly. Y. Y- a ly. Y= IY= 4uratlon of Analysis; lhls = 1.00 J Icycla unoth C . 120.0 EB WB NB SB Adj. flow rate 41 1312 1 30 11 974 71 19 1 13 217 48 Lane group cap. 97 2122 1308 97 2122 1308 295 1495 273 311 v/c ratio 0.42 0.62 0.02 0.11 a46 0.05 0.06 0.01 0.79 0.15 Green ratio 0.06 0.63 0.88 0.06 0.63 0.88 0.21 1.00 021 0.21 Unit. delay dl 54.5 13.3 1.0 53.6 11.4 1.0 38.1 0.0 45.1 38.9 Delay factor k 0.11 0.20 0.11 0.11 1 0.11 0. i 1 I 0.11 0.11 a34 0.11 Increm. delay d2 0.0 0.5 0.2 0.0 0.1 0.0 16.6 0.2 PF factor 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 Control delay 157.4513.. 1.0 54.1 11.5 1.0 0.0 61.7 39.1 Lane group LOS A D B A �36.2 A E D Apprch. delay 14.8 11.3 22.7 57.6 Approach LOS B B C E Intersec. delay 17.7 Intersection LOS I B CopynPt ® 2 Umversrty allWIU All Righls Reserved file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k69.tmp Version 4.1e 9/16/2008 Short Report Page 1 of 1 HC52000� l;op Pn stout um-q---..-ncac-- fileWCADoctunents and Settings\Couxiney\Local Settings\Temp\s2k4DC.tmp 5/1/2008 L Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Tlme Period Greg Endo Engineering 418/08 Morning Peak Hour Inleragction Area Type Junsfttion Analysis Year Palm Royale Dr Ca Fred Waring All other areas La Quints GP Buildout No Project LT EB TH RT WB LT TH I RT N3 LT I TH I RT I LT SB TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume h 87 588 13 15 1361 193 26 0 15 87 0 144 %rtes van e a 8 6 s a 8 8 8 8 a 6 PHF 1.00 TOO Tim 1.00 1-00 1.00 Tw 1.00 1.00 1.00 1.00 1.00 ACtUated P1A R I A A A A R A R A A A R lost time 2.0 2.0 20 2.0 20 20 20 2.0 2.0 2.0 Ext. eN. n 2.0 2.Q ZO 2.0 20 2.0 20 20 20 20 Arrival oe 3 3 3 3 3 3 3 3 3 3 Unit Extension P12.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PadMikeMTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 p Gr�jP� N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pfwsin Excl. Left Thru & RT 03 1 04 1 NSPerm 1 06 1 07 1 08 G= 9.0 IG. 82.0 Ga IG= G= 17.0 G. G= G- riming Y= 4 Y= 4 Y= Y- Y= 4 ly. ly. N IY= Duration at Anal 's rs) - 1.00 Duration of Ana sis hrs - 1.00 1 [Cvcla Lanwh C A 120.0 C - 120.0 EB 0 ES WB NB WB NB SB Adj.flow rate 87 588 13 15 1361 1193 26 1 15 87 144 68 Lane group cap. 125 2289 1283 125 2289 1283 164 1495 184 212 98 v/c ratio 0.70 0.26 0.01 0.12 0.59 10.16 0.16 0.01 0.47 0.68 0.69 Green ratio 0.08 0.68 0.86 0.08 0.68 0.86 0.14 1.00 0.14 0.14 0.08 Unit. delay dl 54.2 7.3 1 1.2 51.8 10.1 1 1.4 45.2 1 0.0 47.4 48.9 54.2 Delay factor k 0.26 0.11 0.11 0.11 0.18 0.11 0.11 ail 0.11 a25 0.26 lncrem. delay d2 16.8 0.1 1 0.0 1 0.4 0.4 1 0.1 0.5 1 0.0 1.9 8.8 21.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 11.000 1.000 1.000 Control delay 71.0 7.4 1.2 52.2 10.6 1.4 45.7 0.0 49.3 57.8 75.1 Lane group LOS E A A D B A D A D E E Apprch. delay 15.3 Apprch, delay 7.3 9.8 29.0 5.0 32.1 54.6 Approach LOS B Approach LOS A A C A C D Intersec. delay 15.7 Intersec. delay 9.2 Intersection LOS Intersection LOS B HC52000� l;op Pn stout um-q---..-ncac-- fileWCADoctunents and Settings\Couxiney\Local Settings\Temp\s2k4DC.tmp 5/1/2008 L Short Report Page 1 of 1 HC.S2000rM CopyngW ® 2000 U -y o[ -du n M9M nesavm file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k6A.tmp 4/30/2008 S4owr REPORT Aryllyst AgenoyorCo. Performed Period Greg Endo Engineering 4/8109 Evening Peak Hour Elnll-wedonalm Royale DrL7a Fred Waring All other areasDale La QuintsTune GP Buildout No Project LT EB TH I RT WB LT TH I RT NB LT TH I RT LT SB TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume (vDhl 38 1476 32 11 983 64 21 0 14 68 0 47 % Heavy veh $ 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 11.00 1.00 1,00 t.00 1.00 1.00 Loo 1.00 1.00 Actuated PIA R I A A I A A A A A A A A A Startup lost Sime 2.0 2.0 2.0 1 2.0 20 2.0 20 2.0 2.0 20 Ext. ell, gmn 2.0 2.0 20 20 20 2.0 20 20 20 20 Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 Parlu rad rldno N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stop , 0 0 0 0 0 0 0 0 0 0 Unit F�ctension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl. Left Thru & RT 1 03 1 04 1 NS Perm 1 06 1 07 08 920 Timing y= 4 Y= 4 Y= Y= Y= 4 N Y. Y= Duration of Ana sis hrs - 1.00 1 lCycle Length C - 120.0 0 ES WB NB SB Adj. flow rate 38 11476 32 11 1 983 64 21 14 68 47 Lane group cap. 97 2568 1308 97 2568 1308 94 1495 98 112 v/c ratio 0.39 0.57 0.02 0.11 0.38 0.05 0.22 0.01 0.69 0.42 Green ratio a06 0.77 0.88 0.06 0.77 0.88 0.08 1.00 0.08 am Unif. delay dl 54.4 5.8 1.0 53.6 4.6 1.0 52.2 0.0 54.2 53.0 Delay factor k 0.11 10.17 0.11 0.11 0.11 0.11 0.11 a l l 0.26 10.11 lncrem. delay d2 2.6 1 a3 0.0 0.5 0.1 0.0 1.2 0.0 21.0 2.6 PF factor 1.0001.000 1.000 1.000 11.000 1.000 1.000 0.950 1.000 1.000 Control delay 57.1 6.2 1.0 54.1 4.7 1.0 53.4 0.0 75.1 55.6 Lane group LOS E A A D I A A D A E E Apprch, delay 7.3 5.0 32.1 67.1 Approach LOS A A C E Intersec. delay 9.2 Intersection LOS A HC.S2000rM CopyngW ® 2000 U -y o[ -du n M9M nesavm file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k6A.tmp 4/30/2008 Short Report Page 1 of 1 ,C"zm,. Upynght V 2(= University of lmtda6Aa Rights Reu d fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k3O.tmp Veteioo 4.1e 9/16/2008 J C - T L Short Report Page 1 of 1 SHORTREPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Intersection Area Type Jurisdiction Analysis Year Palm Royale Dr Ca Fred Waring All other areas La Ouinta GP Buildout W/ Project Palm Royale Dr C& Fred Waring Alt other areas La Ouinta GP Buildout W/ Project LT ES TH RT WB LT TH RT NB LT TH RT LT SB TH I R7 LT EB TH 1 RT Wa LT TH RT NB LT TH RT LT s$ TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR 0 Volume (Yph) 95 568 /3 15 1437 207 26 0 15 134 0 1 146 % Heavy veh 8 8 8 8 8 8 8 8 8 8 8 1 8 PHF 1.00 1,00 1.00 11,00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated P1A A A A I A A A A A A A A A Startup lost tune 2.0 2.0 20 1 2.0 20 20 20 2.0 2.0 2.0 2.0 Ext all. green 2.0 2.0 20 1 20 20 2.0 20 20 20 20 3 Arrival 3 3 3 3 3 3 3 3 3 3 1 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 0 Ped/Bika1RTOR Volume 0 0 0 0 0 0 0 0 1 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 0 Parking/Grade/Parldng N 0 N N 0 N N 0 N N 0 N Parkingmr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 07 Phasing & RT 03 G=70 04 NS Perm oft G. 16-25.0 07 G= �Left 8 G= 18.0 G= G= V. G. Ya Y= ye Y= Y= 4 Y. Y- Y= G le Len th C = Dufation of Anal is fhrs 1,00 I Cycle Lentil I, C - 120.0 EB WB NB ES SB WB NB 11 SB 27 Adj. flow rate 95 588 13 15 1431 1 207 26 15 134 146 292 Lane group cap. 139 2233 1271 139 2233 1271 179 1495 195 224 0.07 v/c ratio 0.68 0.26 0.01 0.11 0.64 0.16 0.15 0.01 0.69 0.65 0.21 Green ratio 0.08 0.67 0.85 0.08 0.67 0.85 0.15 1.00 0.15 0.15 38.2 Unif. delay dl 53.5 8.1 1.4 50.9 11.6 1.6 44.3 0.0 48.3 48.0 0.11 Delay factor k 0.25 0.11 0.11 10.11 0.22 0.11 1 0.11 0.11 la26 0.23 0.1 Increm. delay d2 13.8 0.1 0.0 0.3 0.6 0.1 0.4 0.0 10.2 6.8 1.000 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 36.3 Control delay 673 8.1 1.4 51.2 12.3 1.6 44.7 0.0 58.5 54.8 D Lane group LOS i A A D B A D A E I D 23.0 Apprch. delay 16.1 59.2 11.3 28.3 56.6 C Approach LOS B E B C E Intersec. delay 176 Intersection LOS B ,C"zm,. Upynght V 2(= University of lmtda6Aa Rights Reu d fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k3O.tmp Veteioo 4.1e 9/16/2008 J C - T L Short Report Page 1 of 1 -pynght ® LUN Umvevty -'-ft M Rights Re &i fileWCADocuments and Settings\Courtney\l ocal Settings\Temp\s2kDA.tmp Vasioh 4.1e 9/16/2008 SHORT REPORT Analyst Agency or Co. Date Performed Tune Period Greg Endo Engineering 4/8/06 Evening Peak Hour Inlersaction Area Type Jurisdlclian Analysis Year Palm Royale Dr C& Fred Waring Alt other areas La Ouinta GP Buildout W/ Project LT ES TH RT WB LT TH RT NB LT TH RT LT SB TH I R7 Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume h 44 11455 32 11 11074 75 21 0 14 220 0 1 52 q Heavy veh 8 8 8 8 8 8 8 8 8 8 8 1 6 PHF 1-00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.07 1,00 1.00 1.00 AMialed PIA A A A A A A A A A A A A Startup lost time 2.0 2.0 20 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. off. arean 2.0 2.0 20 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arm'al 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 Ped/Bike/RTOR Volume 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parki%ripradelPa6drip N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasina I Excl. Lett I Thfu 8 R7 1 03 1 04 1 NS Perm 1 06 07 08 Timing G=70 G= 76.0 G= G. 16-25.0 G= G= G - Y= 4 Y- 4 Y= V. Y= 4 Ya Y= Y= Ouralion of Analysis (hrs) . 1.O0 1 G le Len th C = 120.0 EB WB NB SB Adj. flow rate 44 11 1074 75 27 14 220 52 Lane group cap. 97 t21221310'8 97 2122 1308 292 1495 272 311 v/c ratio 0.45 2 0.11 0.51 0.06 0.07 0.01 0.81 0.17 Green ratio 0.06 0.63 0.88 0.06 0.63 0.88 0.21 1.00 0.21 0.21 Unif. delay dl 54.7 14.3 1.0 53.6 11.9 1.0 38.2 0.0 45.2 39.0 Delay factor k 0.11 10.25 0.11 0.11 0.11 0.11 0.11 0.11 0.35 10.11 Increm. delay d2 3.4 0.9 0.0 0.5 0.2 0.0 0.1 0.0 18.6 0.3 PF factor 11.000 1.000 1.000 1.000 1.000 1.000 1.000 D.950 1.000 1.000 Control delay 58.0 15.2 1.0 54.1 12.1 1.0 36.3 0.0 63.9 39.2 Lane group LOS E B A D B A D A E D Appmh. delay 16.1 11.8 23.0 59.2 Approach LOS B B C E Intersec delay 18.4 Intersection LOS B -pynght ® LUN Umvevty -'-ft M Rights Re &i fileWCADocuments and Settings\Courtney\l ocal Settings\Temp\s2kDA.tmp Vasioh 4.1e 9/16/2008 Short Report Page 1 of 1 HCS2000 M Short Report Page 1 of 1 SHORT REPORT gnatyst Agency or Co. Date Performed Time Period Endo Engineering 4/28/08 Morning Peak Hour Inlersoctipn Area Type Junsdechon Analysis Year Adams St. C& Fred Waring Dr. All other areas La Quinta Existing LT Es TH RT WB LT I TH I RT LT NB I TH 1 RT LT I SB TH RT Num. of Lanes 1 2 11 1 1 1 1 1 1 1 0 Lane group L T R L T R L T R L TR volume 11 469 139 151 883 85 280 101 101 73 89 48 96 Koaw vah 8 8 8 8 8 8 B 8 8 8 8 8 PHF 0.63 a83 0.83 0.83 0.83 j 0.83 0.83 0.83 0.83 0.83 0.83 a83 Acwedj_P1p A A A A A A A A A A A A Stanu test time 2.0 2.0 1 20 2.4 2.0 20 2.0 20 2.0 20 2.0 Ext, elf. green 20 2.0 1 2.0 2.0 2.0 2.D 2.0 20 20 2.0 2.0 Arrival type 3 3 1 3 3 3 3 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pedlgjku/RTOR Volume 0 0 0 0 0 0 0 O 0 0 1 0 O Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parkin N 0 N N0- N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phas7 EW Penn 02 0.3 04 NS Perm 06 07 08 G= 73.0 G. G= G= I G= 39.0 G= 1% IG= Timing JY= 4 Y= Y. IY= ly= # IY= IY. Y. of AnalYsla Duralion of hes f.00 lGvcw Lemth C • 126.0 rDuration S ES WB NB SB Adj. flow rate 13 1 587 1 167 181 1060 102 336 1 121 1 121 88 165 Adj. flow rate Lane group cap. 60 12038 1495 425 1070 1495 333 1 572 1495 1 370 541 Lane group cap. v/c ratio 0.22 1 0.29 I 0.11 a43 0.99 0.07 1.01 0.21 0.08 0.24 0.30 v/cratio Green ratio 0.61 0.61 1 1.00 0.61 0.61 1.00 D.32 a32 1.00 0.32 0.32 Green ratio Un'rf. delay dl 10.6 11.2 1 0.0 12.4 23.2 0.0 40.5 29.4 1 0.0 29.6 130.3 Unit. delay dl Delay factor k 0.11 0.11 10.11 0.11 0.49 10.11 0.50 0.11 0.11 0.11 0.11 Delay factor k Increm. delay d2 1.8 0.1 0.0 0.7 46.6 0.0 107.5 0.2 1 0.0 0.3 0.3 Increm. delay d2 PF factor 1.000 1.000 0.950 1.000 1.000 0.950 1.000 1.000 0.950 1.000 LWO PF factor Control delay 12.4 11.2 1 0.0 13.1 69.8 148.0 29.5 0.0 30.0 30.7 Control delay Lane group LOS B B A B J0.0 E A F C I A C C Lane group LOS Apprch. delay B 8.8 C B 56.8 92.2 A E 30.4 Approach LOS A E 37.8 F 61.4 C Approach LOS Intersec. delay B 49.0 B Intersection LOS D D HCS2000 M Short Report Page 1 of 1 HCS2000- . Py,p, wa --y o..-n..r;.... ...B.-- fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k480.tmp 5/1/2008 L fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k476.tmp 5/1/2008 SHORT REPORT Anatyst Agency or Co. Dale Performed Time Period Endo Engineering 4/28108 Evening Peak Hour Kersectian Area Type Jurisdiction Analysis Year Adams St. Ca Fred Waring Dr. All other areas La Ouinta Existing LT EB Iii RT WB LT TH Ne TH RT LT SB TH RT Num. of Lanes 1 2 1 1 1 1 1 1 1 0 Lane group L T R L T EIA T R L TR Volume h 39 1100 222 112 614 193 169 122 118 22 Heavyveh 8 8 8 8 8 8 8 8 8 8 PHF 0.96 0.96 0.96 0,96 D.96 0.96 D.96 0.96 0.96 a96 Actuated PIA A A A A A A A A A A Start lost time 2.0 2.0 20 2.0 2.0 2.0 20 2.0 2.0 20 20 Ext.etF. rein 20 20 2.0 2.0 20 2.0 1 2.0 2.0 20 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pe&8&efRTOR Volume 0 0 0 ❑ 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkinglrarade/Parkina N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinn IEW Perm 02 03 04 NB On SB 07 Oa G.. 71-0 G= G. JG= 1 G=23.0 G= 14.0 G= G= Timing Y= 4 Y= Y. Y.. Y= 4 Y= 4 Duralion of hes f.00 C ki LGnn11"L C - 720.0 EB WB I NB SB Adj. flow rate 40 1140 230 116 1 636 54 1240 200 175 126 145 Lane group cap. 299 1982 1495 185 1041 1495 1320 337 1221 195 200 v/cratio 0.13 10.58 0.15 0.63 0.61 0.04 0.75 I a59 0.14 0.65 I an Green ratio 0.59 0.59 1.00 0.59 0.59 1 1.00 0.19 0.19 0.82 0.12 0.12 Unit. delay dl 10.9 15.2 0.0 15.9 15.7 0.0 45.8 44.2 2.3 50.6 51.1 Delay factor k 0.11 0.17 0.11 10.21 0.20 0.1 i I 0.31 0.18 0.11 0.22 j 0.29 Increm. delay d2 0.2 0.4 0.0 6.8 1.1 0.0 10.1 2.8 0.1 7.5 1 13.2 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 11.1 15.6 0.0 22.7 M0.0 116.755.9 47.1 2.3 58.1 64.3 Lane group LOS B B A C B E D A E E Apprch. delay 12.9 16.5 37.8 61.4 Approach LOS B B D E Intersec. delay 23.0 Intersection LOS C HCS2000- . Py,p, wa --y o..-n..r;.... ...B.-- fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k480.tmp 5/1/2008 L fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k476.tmp 5/1/2008 Short Report Page 1 of 1 aCS2000- Copyright ® 2000 Uoivesity of FloriA& All Rights Rescued fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k48A.tmp Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Tlme Period Analyse Agency or Co. Date Pertormed rime Period Greg Endo Engineering 4/8/08 Morning Peak Hour Intersection Area Type Jurisdiction Analysis Year Adams St. CM Fred Waring Dr. All other areas La Quinta Year2010 No Project Intersedign Adams St. Lo Fred Waring Dr. Area Type All other areas JurMlction La Quinta Anetysis Year Year 2010 No Project LT ES TH RT We LT I TH FrT NB LT TH RT LT SS TH RT Num. of Lanes 1 2 LT EB TH RT WB LT TH RT LT NB TH I RT LT S13 TH RT Num. of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR 8 Volume (vph) 13 528 153 182 928 88 292 104 125 75 92 50 % Heavy voh 8 8 8 8 8 B 8 8 8 8 8 8 PHF 0.83 0.83 0.83 0.83 0.83 083 0.63 0.83 0.83 1 0.83 a83 0.83 Actuated(PIA) A A A A A A A A A I A A A StarkFp lost time 20 2.0 2.0 20 20 1 20 20 2.0 2.0 2.0 3 Ext. eff. oreen 20 2.0 20 20 20 2.0 20 20 20 20 3.0 Arrival type 3 3 3 3 3 3 3 3 3 3 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 12.0 PediRkedRTOR Volwyis 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parldng N 0 N N 0 N N 0 N N 0 N Parkingthr 0 0 0 0 0 0 0 0 Unit Extension 3.0 Bus stops/hr 1 0 0 0 0 0 0 0 0 0 0 WB Only Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 G= 13.0 Phasing Excl. Left I WB Only Thru 8 RT pa Excl. Left NB On Thru & RT IY= 4 OB Timing G.7.0 G= 9.0 G= 40.0 G= G= 19.0 G= &0 G= 15.0 G= Duration of An hrs = 1,00 1 VG= 4 Y= W9. Y. 4 Y= Y- 4 Y. 4 JY= 4 ly. Duralion of Anal is hm) 1.00 1 WB NB tit C - 120.0 SB Adj. flow rate EB 244 165 WB NB 1 228 131 SB Adj. flow rate 16 634 184 218 1220 351 125 150 90 170 Lane group cap. 97 1117 1146 279 1460 404 366 1159 265 208 v/c ratio 0.16 0.57 0.16 0.78 0.84 0.87 0.34 0.13 a34 a82 Green ratio 0.06 0.33 0.77 0.17 0.44 a24 0.21 0.77 0.16 0.13 Un'lf. delay d1 53.7 32.9 3.7 479 29.6 143.7 40.5 3.4 144.9 51.2 Delay factor k 0.11 0.16 10.11 0.33 0.37 0.40 0.11 0.11 0.11 0.36 Increm. delay d2 0.8 a7 0.1 14.6 4.6 21.5 a6 0.1 0.8 25.7 Control delay PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Lane group LOS Control delay 54.5 33.6 3.8 62.6 34.2 65.2 41.0 3.4 45.7 176.8 Apprch. delay Lane group LOS D C A E C E D A D I E Approach LOS Apprch. delay 274 C 38.5 45.6 66.1 Approach LOS C D D E Intersec. delay 39.3 Intersection LOS D aCS2000- Copyright ® 2000 Uoivesity of FloriA& All Rights Rescued fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k48A.tmp Short Report Page 1 of 1 Veeioe 4 le }I# HL'J1UW`^• Copyright ® 2000 Urri-ity, OfFleidq All Rights Reeved L 5/1/2008 file:/ ADocuments and Settings\Courtney\Local Settings\Temp\s2k3F7.tmp Vesioo 4.1e 5/1/2008 SHORT REPORT Analyst Agency or Co. Date Performed Tlme Period Greg Endo Engineering 4/8106 Evening Peak Hour Intersection Area Type Jurisdiction Analysis Year Adams St. CM Fred Waring Dr. All other areas La Quinta Year2010 No Project LT ES TH RT We LT I TH FrT NB LT TH RT LT SS TH RT Num. of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR Volumefvnh] 41 1164 235 159 665 54 24.9 199 220 126 122 24 % Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF (196 0.96 0.98 0.96 0.96 0.96 0.96 10.96 0.96 0.96 10.96 0.96 Actualed(PIA) A A A A A A A I A A A A A Startup lost time 2.0 20 2.0 2.0 2.0 20 20 2.0 20 20 Ex[. off. green 20 20 2.0 2.0 2.0 2.0 20 20 20 2.0 Arrival tvoe 3 3 3 3 i 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedleikelRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade(PaMng N 0 N N 0 N N 1 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Excl. Left WB Only Thru & RT 1 04 Excl. Left NB Orgy I Thru & RT 08 Timing G= 7.0 G. 4.0 GP 52.0 IG. G= 13.0 G= 6.0 JG= 14,0 IG. Y= 4 IY= 4 Y. 4 1 Y= d IY= 4 Y= Duration of An hrs = 1,00 1 ICvrle Len th C = 124.0 EB WB NB SB Adj. flow rate 42 1206 244 165 1 745 J 258 1206 1 228 131 J 151 Lane group cap. 97 1452 1208 209 1656 320 352 1233 181 200 v/c ratio 0.43 0.83 0.20 0.79 0.45 0.81 0.59 0.18 0.72 0.75 Green ratio 0.06 0.43 0.81 0.13 0.50 0.19 020 0.82 0.11 0.12 Unif. delay dl 54.6 30.1 2.6 51.0 19.4 46.4 43.5 2.2 51.8 51.3 Delay factor k 0.11 J 0.37 0.11 0.34 0.11 1 0.35 0.18 0.11 0.28 a31 Increm. delay d2 3.1 4.4 0-120.6 02 15.6 25 0.1 14.4 16.5 PFfactor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.7 34.5 2.7 71.5 19.5 62.0 46.0 2.2 66.2 67.9 Lane group LOS E C A E B E I D A E E Apprch. delay 30.0 29.0 37.6 67.1 Approach LOS C C D E Intersec. delay 34.4 Intersection LOS C Veeioe 4 le }I# HL'J1UW`^• Copyright ® 2000 Urri-ity, OfFleidq All Rights Reeved L 5/1/2008 file:/ ADocuments and Settings\Courtney\Local Settings\Temp\s2k3F7.tmp Vesioo 4.1e 5/1/2008 Short Report Page 1 of 1 eCS2000^" Short Report Page 1 of 1 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Dale Performed 4/8/08 Time Period Evening Peak Hour Analyst Agency or Co. Date Pedarmed Time Period Greg Endo Engineering 4/8/08 Morning Peak'Hour Adams St. 9 Fred Waring Dr. All other areas La Quinta Year2010 W/Project Intensec6pn Area Type jurlsdicoon Analysls Year Adams SL @ Fred Wanng Dr. All other areas La Quinta Year -2010 W/ Project ES TH RT LT EB TH RT WB LT TH RT NB LT TH RT LT so TH I RT Num. of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR 276 199 Volume h 16 558 167 182 962 88 1 316 104 125 75 92 56 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 a PHF a 0.83 A aa3 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 Adrated (PIA)A 20 A 2.0 20 A A A A A A A A A Slartu lost lime 20 20 2.0 2.0 2.0 2.0 20 2.0 2.0 2.0 20 3 Ext. elf. Teen 2.0 2.0 3 1 3 2.0 2.0 ZO 20 20 2.0 ZD 3.0 Amval e 3 3 3.0 3 3 3 3 3 3 3 0 1 0 0 Unit Extension 3.0 3.0 3.013.0 3.0 30 3.0 3.0 3.0 3.0 112.0 112.0 PedrB&ORTOR Volume 0 0 FarkinivGradefftrkjng 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 parkin Grade/Pada N 0 N N 0 N N 0 N N 0 N Parking/hr 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PhasingExd Left Bus stops/hr 0 0 0 08 1 0 0 0 0 0 Unit Extension 3.0 3.0 3-0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 Y= Phasino Excl. Left I WBOMY I Thfu ART L 04 1 ExCl. lett NB Only Thru & AT 08 G. 7.0 G= 9.0 G= 39-0 G= , 170 Ci= 4.0 G= 15.0 G= Tlmrng Y= 4 Y= 4 Y= 4 y- Y= 4 Y= 4 Y= 4 Y= WB Duratiom of Maims hrs = 1.00 SB IGm le Laomh C = 120.0 165 1 814 288 206 EB 158 WB NB 1221 1195 SB 334 337 Adj. flow rate 19 1670 1 200 218 1285 379 125 1 150 90 177 0.19 0.63 Lane group cap. 97 1089 1146 279 1433 418 410 1184 237 207 0.12 v/c ratio 0.20 0.62 0.17 0.78 0.90 0.91 0.30 0.13 0.38 0.86 Green ratio 0.06 0.32 0.77 0.17 0.43 0.25 0.23 0.79 0.14 0.13 Increm. delay d2 Unif. delay d1 153.8 34.2 3.8 47.9 131.5 43.M36. 29 46.7 51.4 1.000 1.000 Delay factor k ail 0.20 0.11 0.33 0.42 a40.11 a l l 0.39 2.6 Inc rem. delay d2 1.0 1.1 0.1 14.6 8.7 30.3 0.4 0.0 1.0 35.0 F PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 1.000 11.000 32.4 Control delay 54.8 35.2 3.8 62.6 140.2 73.9 138.4 1 2.9 47.7 86.4 D Lane group LOS D D I A E I D E I D I A D I F D Apprch. delay 28.6 43.5 50.9 73.4 Approach LOS C D D E Intersec. delay 43.4 Intersection LOS D eCS2000^" Short Report Page 1 of 1 eCs2000rm Copyright 0 2 uw-y of rtmue, n xtgma ¢earvm 1 file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k274.tmp 9/15/2(08 t file://CADocuments and Settings\Courtney\L ocal Settings\Temp\s2k27E.tmp 9/15/2008 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Dale Performed 4/8/08 Time Period Evening Peak Hour Intersection Area Type jurisdiclion Anaysis Year Adams St. 9 Fred Waring Dr. All other areas La Quinta Year2010 W/Project ES TH RT WB LT TH RT NB LT TH RT LT SB TH RT Num. of Lanes 2 1 1 2 0 1 1 1 1 1 0 Lane group 9A.96 T R L TR L T R L TR Volume vph 1248 272 159 731 54 276 199 220 126 122 31 He veh 8 8 8 8 8 8 8 8 8 8 8 PHF 0.96 0.96 0.96 0.96 0.96 10.95 0.96 1 0.96 0.96 0.96 AduatLdP/A A A A A A A A A A I A A A Startup lost time 2.0 20 2.0 2.0 20 20 2.0 2.0 1 20 2.0 Ext. all. green 2.0 2.0 2.0 20 2.0 2.0 2.0 2.0 1 2.0 20 Arrival ripe 3 3 3 3 3 3 3 3 1 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike1RTOR Volume 0 0 0 0 1 0 0 0 0 0 0 0 0 Lane Width 1 12.0 12.0 12.0 112.0 1 12.0 112.0 112.0 12.0 12.0 12.0 FarkinivGradefftrkjng N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PhasingExd Left I WB OnlyThru RT 04 Exd. L.sft NB onlyThat & RT 08 G = 8.0 G = 2.0 G = 52.0 G = IG. 15.0 G = 5.0 Timing y 4 Y= a Y= 4 Y= ya 4 Ya 4 Y= a Y= Duration of An s hrs = 7.00 G cle LeWh C - 180.0 EB WB NB SB Adj. flow rate 52 1293 282 165 1 814 288 206 228 131 158 Lane group cap. 111 1452 1221 1195 1602 334 337 1208 209 199 v/c ratio 0.47 0.89 0.23 0.85 0.51 0.86 0.61 0.19 0.63 0.79 Green ratio 0.07 0.43 0.82 0.12 0.48 0.20 0.19 0.81 0.13 0.12 Unif. delay dl 54.0 31.4 2.5 51.9 21.2 46.4 44.4 2.6 49.8 51.6 Delay factor k 0.11 0.41 0.11 10.38 0.12 0.39 020 0.11 10.21 0.34 Increm. delay d2 3.1 8.0 0.1 34.3 0.3 24.1 3.3 0.1 6.0 22.3 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.1 39.4 2.6 86.3 21.5 70.5 477 2.7 55.8 73.9 Lane group LOS E I D A F C E D A E E Apprch. delay 33.6 32.4 42.6 65.7 Approach LOS C C D E Intersec. delay 376 Intersection LOS D eCs2000rm Copyright 0 2 uw-y of rtmue, n xtgma ¢earvm 1 file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k274.tmp 9/15/2(08 t file://CADocuments and Settings\Courtney\L ocal Settings\Temp\s2k27E.tmp 9/15/2008 Short Report Page 1 of 1 •.upy.g , w ranni u,,m,,y""o nu Mguu rceu>vC0 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k401.tmp Vcvao 4.k 5/1/2008 I T L T iu j L L f Short Report Page 1 of 1 SHORTREPORT Analyst Agency or Co. Date Performed Tema Period Greg Endo Engineering 4/8/08 Morning Peak Hour Intersection Area Type Junsdrehon Analysis Year Adams St. Ca Fred Waring Dr. All other areas La Quinta GP Buildout No Project LT EB TH RT WB LT TH RT NO LT TH I RT I LT SB TH RT Num, of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR 1 Volume h 14 596 167 1209 1050 94 1 320 111 142 8/ 98 53 % Heawy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated (RA) A A A I A A A A A A A A qLantup last lime z.o 2.o 2.0 2.0 20 20 20 2.0 2.0 20 A EM. eff. green 2.0 20 2.0 2.0 20 20 1 20 20 20 20 20 Arrival tyoe 3 3 3 3 3 3 3 3 3 3 Ed.eff, reen Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pod/Bike/RTOR Volume 0 0 0 0 0 0 1 0 0 0 1 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 112.0 12.0 3.0 ParMng1GraderPatWnq N 0 N N 0 N N 0 N i N 1 0 N Parking/hr 0 0 1 0 Lane Width 12.0 12.0 12.0 12.0 12.0 112.0 112.0 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 N Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin ExG. Leff 1 WB Only Thru ;£ RT 04 Eul. Left NO On Thru 8 RT Bus stops/hr 08 Timing C" 7.a G ' 8.0 G- 43.0 G = G - 16.0 G = o e - mo G. 0 Yn W7_ V= 4 Y= 4 IY= lya 4 IY= 4 JY= 4 JY= 3.0 Dwation of AnaJyps fhrs = 1.00 3.0 3.0 [Cycle Larka Ih C n 120.0 04 1 Excl. Left NBOtflv EB 08 WB NS G = 54.0 G = SB [G= 4.0 Adj. flow rate 14 596 167 209 11144 320 111 1 142 81 151 IY= 4 Lane group rap. 97 1200 1159 265 1516 390 381 1196 223 194 h C . v/c ratio 0.14 10.50 0.14 0.79 0.75 0.82 a29 0.12 0.36 0.78 NB Green ratio 0.06 0.36 0.77 0.16 0.46 0.23 022 0.80 0.13 0.12 272 Un'rf. delay dl 53.7 30.1 3.4 48.6 26.9 43.6 39.3 2.7 47.4 51.5 1657 Delay factor k 0.11 0.11 0.11 0.34 0.31 0.36 0.11 0.11 10.11 0.33 0.89 increm. delay d2 0.7 0.3 0.1 16.3 2.2 14.5 0.4 0.0 1 1.0 20.3 0.81 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 52.7 30.1 Control delay 54.3 30.4 3.5 64.9 29.2 58.2 39.7 1 2.7 48.4 71.8 Delay factor k Lane group LOS D C A E C E D A D E Apprch. delay 25.0 0.1 48.7 34.7 40.8 6.7 0.1 63.6 33.7 Approach LOS C 1.000 1.000 11.000 C D 1.000 1.000 E 1.000 11.000 Intersec. delay 356 Control delay 54.4 37.2 Intersection LOS 100.4 20.2 D 53.2 •.upy.g , w ranni u,,m,,y""o nu Mguu rceu>vC0 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k401.tmp Vcvao 4.k 5/1/2008 I T L T iu j L L f Short Report Page 1 of 1 v> w o. �,�, uw. any a mm��y wu n�go�s neservm fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k40B.tmp V -j-4 k 5/1/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 418/08 Evening Peak Hour Intersection Area Type u+isdlctlan ysis Year Adams St. 0 Fred Waring Dr. All other areas La Quinta GP Buildout No Project LT EB TH RT LT I WS TH RT I NB LT I TH RT LT s8 TH RT Num. of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR Volume WPM 44 1330 257 187 770 58 1272 213 258 1 135 130 26 % Heavy veh 8 8 8 8 8 8 18 8 8 1 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1,00 1,00 T. 1.00 1.00 1.00 1.00 Actuated P/A A A A A A A A R I A I A A A Siartup lost time 20 2.0 2.0 20 2.0 20 2.0 2.0 20 2.0 Ed.eff, reen 20 20 2.0 2.0 2.0 20 20 2.o 20 20 Arrval e 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedSMATOR VoLme 0 1 0 0 0 0 0 0 1 0 0 0 0 1 0 Lane Width 12.0 12.0 12.0 12.0 12.0 112.0 112.0 12.0 12.0 112.0 Parkfn Gradeiparki N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 Phasing Excl. L.efl WB Only Thru & RT 1 04 1 Excl. Left NBOtflv I Thru & RT 08 Timing G = 9.0 G = 2.0 G = 54.0 G = G - 14.0 [G= 4.0 G . 13.0 G = V= 4 Yr 4 Y= 4 ly. ly. 4 IY= 4 Yr. 4 ly. Duration of Anal sisMrs) = 1.00 Cy6o L h C . 120.0 EB WB NB SB Adj. flow rate 44 1330 257 187 828 272 213 258 135 156 Lane group cap. 125 1507 1208 209 1657 306 308 1221 195 186 We ratio 0.35 0.88 0.21 0.89 0.50 a89 a69 0.21 0.69 0.84 Green ratio 0.08 0.45 0.81 0.13 0.50 0.18 0.17 0.82 0.12 0.11 Unif, delay d1 52.7 30.1 2.7 51.7 20.0 478 46.5 2.4 50.9 52.5 Delay factor k 0.11 0.41 0.11 0.42 a i l 1 0.41 0.26 a i l 0.26 0.37 Increm. delay d2 1.7 1 7.1 0.1 48.7 0.2 33.3 6.7 0.1 10.6 33.7 PF factor 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 Control delay 54.4 37.2 2.8 100.4 20.2 81.2 53.2 2.5 61.5 86.2 Lane group LOS D D A F C F D A I E I F Appmh. delay 32.2 35.0 45.8 74.8 Approach LOS C D D E Intersec. delay 39.1 Intersection LOS D v> w o. �,�, uw. any a mm��y wu n�go�s neservm fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k40B.tmp V -j-4 k 5/1/2008 Short Report Page 1 of 1 HGi200(11M copyngtl ® 2UW u-Mly or rlo nu nlgma •wave, fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k1P9.tmp 9/15/2008 Short Report Page 1 of 1 SHORT REPORT Analyst ncy or Co. Date Performed Time Period Greg Endo Engineering 4/8106 Morning Peak Hour Irrtersaaoo Area Type Jurisdiction Analysis Year Adams St. Ca) Fred Waring Or All other areas La Quinta GP Buildout W1 Project LT LT EB TH I RT WB LT TH RT NB LT I TH RT LT SB TH RT Num. of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR Volume(vPh) Volume (vph) 17 626 1 181 209 1104 94 344 135 81 98 59 Hee vah 8 8 B B 8 8 8 8 8 e PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 Actuated PIA A A A A A A CAA A A A Slartu lost lima 20 2.0 2.0 20 2.0 2-0 20 20 20 Ext, off. reen 20 2.0 2.0 2.0 2.0 2.0 2.0 20 2.0Aviva[ Arrival 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.03.0 JNAf . 3.0 3.0 Ped/BiketRTOR Volume 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.012.0 12.0 12.0 12.0 12.0 Perkin jyd arkin N 0 N N 0 0 1 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 Phasino Exd. Left WROnly Thru B RT 1 04 1 Exct Left I NO Only I Thru & RT 09 G= 7.0 G = 8.0 G = 44.0 G = G . 16.0 G = 8.0 G - 13.0 G= G = 13.0 Timing Y= 4 Y- 4 Y= 4 Y= Y= 4 Y= 4 Y= 4 Y= Duration of Arial a firs 1.00 I EB WB [Cy0a Lentith NB C = f20.0 SB EB Adj. flow rate 17 626 1 181 209 1198 344 111 142 81 157 53 1414 Lane group cap- 97 1228 1159 265 1545 390 366 1196 223 180 195 1507 We ratio 0.18 0.51 0.16 0.79 0.78 0.88 0.30 0.12 0.36 0.87 0.27 0.94 Green ratio 0.06 0.37 0.77 0.16 0.47 0.23 0.21 0.80 0.13 0.11 a12 0.45 Unif. delay d1 1 53.8 29.6 1 3.5 148.6 26.7 44.4 40.1 2.7 47.4 52.7 48.3 31.4 Delay factor k 0.11 0.12 0.11 1 0.34 0.32 0.41 a l l a l l all 0.40 0.11 0.45 Increm. delay d2 0.9 0.4 0.1 16.3 2.6 25.2 a5 0.0 1.0 45.6 0.8 14.5 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 54.6 30.0 3.5 64.9 29.3 69.6 40.6 27 48.4 98.3 49.1 45.9 Lane group LOS D C A E C E D I A D F D D Apprch. delay 24.7 C F D 34.6 48.3 F 81.3 38.8 Approach LOS C 45.9 55.2 C D Approach LOS F lntersec. delay 38.2 E Intersection LOS F D 47.2 HGi200(11M copyngtl ® 2UW u-Mly or rlo nu nlgma •wave, fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k1P9.tmp 9/15/2008 Short Report Page 1 of 1 Hcs2000n1 x:opynrnx ® - ; u-ry or r- n mvu ncsccv r fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k203.trnp 9/15/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 418108 Evening Peak Hour Intersection Adams St. @ Fred Waring Dr. Area Type All other areas JurisdoliDrl La Quinta Analysis Year GP Buildout M1 Project LT EB TH RT WS LT TH RT LT NO TH RT LT I S$ TH RT Num. of Lanes 1 2 1 1 2 0 1 1 1 1 1 0 Lane group L T R L TR L T R L TR Volume(vPh) 53 1414 294 1 187 836 58 1301 213 258 135 130 33 Heavv veh 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 LOO 1.00 1,00 1.00 1.00 1,00 1.00 1.00 Actuated PIA A A A A A A A A A A Starfuolost time 2.0 20 2.0 2.0 2-0 20 20 2.0 Ext. ell. teen 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Arrival 3 3 fO2. 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PudEike1RTOR Volume 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin /Grade/Parki N 0 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 1 0 0 1 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 Phavnq Excl. Left Thru & RT 03 04 1 Excl. Leh I N9 On Thru & RT 08 G = 14.0 G 5:.0 G = G = G 15.0 G = 4,0 G = 13.0 G = Timing Y= 4 IY= 4 Y= Y. Y= 4 Y= 4 IY= 4 Y. Duration of An sis hrs = I -On [Cycle Len lh C - 1200. EB WB NB I SB Adj. flow rate 53 1414 294 187 894 301 213 1 258 1 135 163 Lane group cap. 195 1507 1221 1 195 1493 1 320 308 11208 1 209 185 v/c ratio 0.27 0.94 0.24 0.96 a60 0.94 0.69 0.21 0.65 0.88 (Green ratio a12 0.45 0.82 0.12 0.45 0.19 0.17 0.81 0.13 0.11 Unif. delay dl 48.3 31.4 2.5 52.7 24.8 47.8 46.5 2.7 50.0 52.7 Delay factor k 0.11 0.45 0.11 0.47 a19 0.45 026 0.11 0.22 1 0.41 Increm delay d2 0.8 14.5 0.1 90.7 0.7 53.8 6.7 0.1 7.0 46.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 49.1 45.9 2.6 143.4 25.5 101.6 53.2 2.8 56.9 100.7 Lane group LOS D D A F C F D A E F Appnch. delay 38.8 45.9 55.2 80.9 Approach LOS D D E F Intersec. delay 47.2 Intersection LOS D Hcs2000n1 x:opynrnx ® - ; u-ry or r- n mvu ncsccv r fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k203.trnp 9/15/2008 Short Report Page 1 of 1 r Pyngnr a -, U -may of r-& q rogm xraavm file://CADocuments and Settings\Couttney\L.ocal Settings\Temp\s2k13.tmp Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Data Performed Time Period Endo Engineering 4128/08 Morning Peak Hour Intersechan Washington St. CM Miles Avenue Area Type All other areas risdietwn La Quinta Anal Year Existing Analyst Ramey or Co. Gate Pertortned Time PeriodJurisdiction Greg Endo Engineering 4/28/08 LT EB TH RT LT WB TH RT NB LT TH I RT LT SB I TH I RT Num, of Lanes 1 2 0 2 2 0 1 3 1 1 3 1 Lane group L TR SB I TH L TR L T R L T R Volumeh 39 70 59 80 345 284 105 1552 0 143 1294 0 % He veh 8 8 8 8 a 8 8 8 8 8 6 8 PHF 0.93 0.93 0.93 0.93 093 0.93 0.93 0.93 I 4193 0.93 0.93 0.93 Actuated PIA AA e 8 8 8 A A A A A A A I A A A Startup lost tlme 20 20 0.93 20 20 2.0 20 20 1 20 20 20 E& eff. green 2.0 2.0 A 20 20 20 20 20 20 P-0 20 Arrival 3 3 1 2.0 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 2.0 30 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 3.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Parldna N 0 N N 0 N N 0 N N 0 N ParkingRlr 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParkingfOreduiparlong N 0 N Bus stops/hr 0 0 j 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 Phasing- Excl. Left WB Qnl Thru & HT 04 Excl. Left Thru & RT 07 3.0 pe Timing G' 74 G= 3.0 G. 230 G• G= 13.0 Phasma I ExcL Leff I Thru & RT 03 Y= 4 Ya 4 Y= 4 08 Y= Y= 4 Y= 4 Y= Y= G= DuraUoa of Ana sis hrs = 1.00 G- Ro G= 51.0 G= Y= 4 a Le th C 4 1200. ly. EB Y. 4 Y= a IV. WB NB SB Adj. flow rate 42 138 Cycle Len th C = 120.0 86 674 113 1663 0 153 1387 0 Lane group cap. 97 598 379 781 181 2156 1233 181 2156 1233 v/c ratio 0.43 0.23 326 0.23 0.86 0.62 0.77 0.00 0.85 0.64 0.00 Green ratio 0.06 0.19 189 0.12 0.25 0.11 0.45 0.82 0.11 0.45 0.82 Unit. delay d1 54.6 41.0 48.1 43.0 51.2 27.8 1.8 52.5 25.5 1.8 Delay factor It 0.11 10.11 0.06 0.16 0.11 1 0.39 0.21 0.32 0.11 0.38 0.22 0.11 Increm. delay d2 3.1 0.2 Unit. delay dl 0.3 1 10.9 6.8 1.8 0.0 36.5 0.7 0.0 PF tactor 1.000 1.000 2.0 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.7 41.2 0.29 48.4 54.0 1 57.9 29.6 1.8 89.0 26.2 1.8 Lane group LOS E I D 1.8 0.0 15.2 j D I D E I C A F C A Apprch. delay 45.1 1.000 1.000 1.000 1.000 53.3 Control delay 31.4 32.4 56.2 Approach LOS D 31.1 5.1 59.4 22.5 D Lane group LOS C C E Intersec. delay 36.3 C A E C A Intersection LOS D r Pyngnr a -, U -may of r-& q rogm xraavm file://CADocuments and Settings\Couttney\L.ocal Settings\Temp\s2k13.tmp Short Report Page 1 of 1 -Py w - --w or "w - Hugon aesesvm fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2klD.tmp Version 4 1. 5n12008 SHORT REPORT Analyst Ramey or Co. Gate Pertortned Time PeriodJurisdiction Greg Endo Engineering 4/28/08 Inlersectiort Area Type Anarysis Year Washington St. @ Miles Avenue All other areas La Quinta Existing LT EB TH RT LT 1h16 I TH RT I NB LT I TH RT I LT SB I TH RT Num. of Lanes 1 2 0 2 2 0 1 1 3 1 1 1 3 1 Lane group L TR L TR L T R L T R Volume fv h) 40 305 78 77 162 142 45 1445 0 288 1736 0 % Heavy,veh 8 8 8 8 8 8 e 8 8 8 8 8 PHF 0.93 0.93 093 093 0.93 0.93 0.93 0,93 0.93 0.93 0.93 0.93 Actuated PIA A A A A A A A A A A A A Siartup lostGme 2.0 20 20 20 20 2.0 20 20 1 2.0 1 2.0 Ext. eff. green 20 2.0 20 1 20 2.0 1 2.0 2.0 20 2.0 1 20 Arrival type 3 3 3 1 3 3 1 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParkingfOreduiparlong N 0 N N 0 N N 0 N N 0 N Parkinglhr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 Phasma I ExcL Leff I Thru & RT 03 04 Excl. LeSI SB Only Thru & RT 1 08 Timing G= 70 G= 19.0 G= G= G= 14.0 G- Ro G= 51.0 G= Y= 4 Y= d iy= ly. Y= 4 Y. 4 Y= a IV. Duration of Anal sts hrs = 1.00 Cycle Len th C = 120.0 EB WB NB SB Adj. flow rate 43 411 83 326 48 1550 0 309 1863 0 Lane group cap. 97 514 189 493 195 2037 1059 376 2556 1221 v/c ratio 0.44 0.80 0.44 0.66 0.25 0.76 0.00 0.82 0.73 0.00 Green ratio 0.06 0.16 0.06 0.16 0.12 0.43 a71 0.22 0.53 0.82 Unit. delay dl 54.6 48.7 54.6 475 48.2 29.3 5.1 44.2 21.4 2.0 Delay factor k 0.11 0.34 0.11 0.24 0.11 0.31 0.11 0.36 0.29 0.11 Increm. delay d2 3.2 9.4 1.6 3.3 0.7 1.8 0.0 15.2 j 1.1 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 57.9 58.0 56.2 50.8 48.9 31.1 5.1 59.4 22.5 2.0 Lane group LOS E E E D D C A E C A Apprch. delay 58.0 51.9 31.6 27.7 Approach LOS E D C C Intersec. delay 34.2 Intersection LOS C -Py w - --w or "w - Hugon aesesvm fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2klD.tmp Version 4 1. 5n12008 Short Report Page 1 of 1 Hcszow- copy'gw B 2 U-ty m rima; n mp, rteamw file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k1116.tmp 4/11/2008 l._ L, L E L Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Pedorrned Time Period Analyst Agency or Co. Date Perlomu3d Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Intersection Area Type Jurisdiction gnpys Year Intersection Area Type Jurisdiction Analysis Year Washington St. @ Miles Avenue All other areas La Quinta Year 2010 No Projecf LT LT I EB TH RT LT WB TH RT I NB LT TH RT LT SB TH RT Num. of Lanes 1 2 0 2 2 0 1 3 1 2 3 1 Lane group L TA L T L TR L T R L T R Volume 55 115 68 104 394 1347 140 1837 1 53 246 1541 105 % He veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0..93 10.93 0.93 0.93 0.913 0.93 Actuated NA A A A A A I A A A I A A A A Startup lost rime 2.0 20 2.0 20 20 20 20 1 2.0-"20 20 2.0 20 I 20 Fad. eft. ween 2.0 1 20 3 2.0 2.0 20 20 1 20 1 20 20 20 Arrival type 3 3 3 3 3 3 1 3 3 3 3 Unit Extension 3.0 3.0 0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBikelRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 112.0 0 N N 0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 parkin do/Pai-W2Q N 0 N N 0 N N 0 N N 0 N ParkingMr 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 Bus stops/hr 0 0 3.0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 G= 220 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin I Excl. LER WB Only 7 - & RT 04 Excl. Len Thru 6 RT 07 Y- 4 08 G= 7.0 Timing Y_ 4 G= 6.0 Y= G= 22.0 G. G. 12.0 Y. 4 G= 53.0 G. Yy 4 Y. G - Y= lCycleC Duratlon o1 AnaNsis (hrs)= 1.00 EB Le th C . 120.0 NB I ES Adj. flow rate WB NB 1 464 100 SB 173 1 456 12297 Adj. How rate 59 196 Lane group cap. 111 794 150 1969 1 57 264 1652 1113 Lane group cap. 97 560 0.80 0.86 460 830 167 2116 11246 0.89 325 2116 11246 v/c ratio 0.61 0.34 1 10-24 0.96 0.90 0.93 0.05 0.81 0.78 0.09 Green ratio 0.06 am 155.4 0.14 0.27 1 0.10 0.44 lo.83 22.5 0.10 0.44 0.83 Unit. delay dl 55.2 42.7 0.36 45.8 43.3 53.4 31.8 1.7 52.9 28.5 1.8 Delay factor k 0.19 0.11 64.6 0.11 0.47 0.42 0.45 a l l 0.35 0.33 a l l Increm. delay d2 11.0 0.3 1.000 0.3 31.7 60.2 9.4 0.0 16.2 2.0 0.0 PF factor 1.000 1.000 3.5 70.0 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 Control delay 66.2 43.0 C 46.0 75.0 113.6 41.2 1.7 69.1 130.5 1.8 Lane group LOS E D D E F D A E I C A Apprch. delay 48.4 lntersec. delay 39.8 71.5 45.2 Intersection LOS 33.9 Approach LOS D E D C lntersec. delay 45.5 Intersection LOS D Hcszow- copy'gw B 2 U-ty m rima; n mp, rteamw file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k1116.tmp 4/11/2008 l._ L, L E L Short Report Page 1 of 1 HCQOOO- [ Py.gm a-um-y.c"---.W. - file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k1136.tmp 4/11/2008 SHORTREPORT Analyst Agency or Co. Date Pedorrned Time Period Greg Endo Engineering 418108 Evening Peak Hour Intersection Area Type Jurisdiction gnpys Year Washington �UeCaMiles All other areas La Quinta Year 201ONO Project LT EB TH RT LT WB TH RT NB LT TH RT LT SB TH RT Num. of Lanes 1 2 0 2 2 0 1 3 1 2 3 1 Lane group L TR L TR L T R L T R Volume v h 73 382 94 122 205 227 93 1656 161 425 2141 43 % Heavyveh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 098 Q93 0.93 Actuated P/R A A A A A A I A A A A A A Sian lostfime 2.0 2.0 20 20 2.0 2.0 2.0 20 2.0 20 Ext, eft, ween 2.0 2.0 2.0 20 20 2.0 2A 20 2.0 20 Arrival 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedBike/RTOR Volume 0 0 D 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParkoWGradelParldrig N 0 N N 0 N N 0 N N 0 N Parkinglhr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Faxcl. Let[ Thru 8 RT 03 04 FxG. Left SB OnlyThru a,RT 08 G= 70 G= 220 G. G. G= 6L0 G. 7.0 G. 58.0 G= Timing y= a Y= 4 Y. Y. Y- 4 Y. 4 JY= 4 Y= Duralion of Arkedysin hrs . 1.00 1 lCycleC • 120.0 EB WB NB I SB Adj. flow rate 78 1.511 131 1 464 100 11994 1 173 1 456 12297 1 46 Lane group cap. 97 596 189 566 111 2236 1159 1 514 2676 1296 v/c ratio 0.80 0.86 0.69 0.82 0.90 0.89 0.15 0.89 0.86 1 0.04 Green ratio 006 0.18 0.06 0.18 0.07 0.47 a77 alis 0.56 0.87 Unit. delay dl 55.8 475 155.4 47.1 55.6 29.2 3.4 49.5 22.5 1.1 Delay factor k a35 0.39 a26 0.36 0.42 0.42 0.11 0.41 0.39 0.11 Increm. delay d2 46.7 13.4 11.0 10.1 64.6 5.4 0.1 20.6 3.1 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 102.5 60.9 66.4 572 140.2 34.6 3.5 70.0 25.6 1.1 Lane group LOS F E E I E F C A E C A Apprch. delay 66.4 59.2 36.9 32.4 Approach LOS E E D C lntersec. delay 39.8 Intersection LOS D HCQOOO- [ Py.gm a-um-y.c"---.W. - file://CADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k1136.tmp 4/11/2008 Short Report Page 1 of 1 ACS2000- Copyngm a 2 u-ty Of Nulla. An K,PU xnave4 fileWCADocuments and Settings\CourtneyTocal Settings\Temp\s2k2D3.tmp 9/15/2008 Short Report Page 1 of 1 SHOF[T REPORT Analyst Agency or Co. Date Performed Time Period Analyst Agency or Co. Date Pcrlormed Tme Period GregInterrection Endo Engineering 4/28/06 Morning Peak Hour Intersecilon Area Type Jurta Analysis Y Analysis Year Area Type ur>sdrgtwn Rr+a3ysis Year Washington St. Ca Miles Avenue All other areas Ca / Year 2010W/ta Project LT EB TH AT I LT WS TH I AT I NB LT TH I AT LT SB TH RT Num. of Lanes 1 2 0 2 2 0 1 3 1 2 3 1 Lane group L TR 1 3 1 2 L TR L T R L T R Volume h 67 115 66 104 394 362 140 1691 53 254 157f If2 Heavy veh 8 8 8 6 8 8 8 8 8 8 8 8 PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 lo.93 0.93 0.93 Actuated P/ A A A A A A A A A A A A Startup lost time 2.0 2.0 1 2.6 20 20 P- 20 2.0 2.0 2.0 20 Ext. eff, green 2.0 2.0 1 1 2.0 2.0 20 2.0 1 " 20 2.D 20 Anivaf type 3 3 1 3 1 3 3 3 1 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 Ped(8 kmWMR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 112.0 12.0 112.0 12.0 12.0 12.0 Parkin G e/Parking N 0 N N 0 N N 0 N I N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 Bus stops/hr 0 0 3.0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 Thru & RTA 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino I Excl, Left WB Only Thru & FIT 04 Exgl. Last Thru & RT T 07 G= q8 G = 70 G = 4.0 G - 25.0 G = G = 1f.D -37 G = 53.0 G = G = IY= Timing Y= 4 Y= 4 Y= 4 Y= Y= Y= 4 JY= 4 Y- ly. Dural ion at An sis hrs] = 1100 1 &0e Len .h C = 120.0 EB WB NB SB EB Adj. flow rate 94 511 WB 131 NB I 100 SB 2387 Ad. flow rate 72 196 97 569 111 810 150 2027 57 272 1684 120 Lane group cap. 97 659 406 855 153 2116 1258 298 2116 1258 v/c ratio 0.74 0.30 0.06 0.27 0.95 0.98 0.96 0.05 0.91 0.80 0.10 Green ratio 0.06 0.21 48.4 0.13 0.28 0.09 0.44 0.84 0.09 0.44 0.84 Unit. delay d1 55.6 40.1 1 0.34 47.6 42.6 54.4 32.4 1.6 54.0 28.8 1.6 Delay factor k 0.30 0.11 1 10.11 0.46 1 0.48 1 0.47 0.11 0.43 0.34 0.11 Increm. delay d2 130.0 0.3 1.000 0.4 27.1 125.3 15.1 0.0 42.9 1 2.2 0.0 PF factor 1.000 1.000 1.3 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 85.6 40.3 A 479 69.7 179.7 47.5 1.6 96.9 31.1 1.7 Lane group LOS F D Approach LOS D E F D A F C A Apprch. delay 52.5 44.0 67.1 55.2 D 38.0 Approach LOS D E E D Intersec. delay 50.6 Intersection LOS D ACS2000- Copyngm a 2 u-ty Of Nulla. An K,PU xnave4 fileWCADocuments and Settings\CourtneyTocal Settings\Temp\s2k2D3.tmp 9/15/2008 Short Report Page 1 of 1 HCS2000- Capyrighc 9 2000 Uoi-ityof Flocid0. Ali Righis @nerved fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k2DE.trrp Vmiw4 le 9/15/2008 SHORTREPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering q/g/Og Evening Peak Hour Intersecilon Area Type Jurta Analysis Y Analysis Year Washington St. Cad Miles Avenue All other areas La 0 W/ Year 2010 W/ Project LT EB I TH RT LT I WB TH RT NO LT TH AT LT 58 TH RT Num. of Lanes 1 2 0 2 2 0 1 3 1 2 3 1 Lane group L TR L TR L T R L T R Volume voh 88 382 94 122 205 245 93 1924 161 448 2225 62 HeM veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0,93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0,93 0.93 0t93 Actuated(PIA) A A A A A A A A A A A A Startup lost time 2.0 1 2.6 2.0 20 2.0 20 1 20 1 2.0 20 2.0 Ext- eff. oreen 2.0 2.0 20 1 2A 20 20 20 2.0 2.0 2.0 Arrival 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 D 0 0 a Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/Partring N 0 N N 0 N N 0 N N 0 N ParkingMr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino Excl. Left Thru & RTA D3 04 Excl, Left SB OnlyThu & RT 08 G= 7.0 G= 21.D G= G= G. AD G.. 7.0 G= 5&o G- Timing Y= 4 JY= 4 IY= IY= IY= 4 IY= 4 JY= 4 Y= Duration gt Ana[ sis hrs = t,00 Cycle Lenoth C = 120.0 EB WB NB SB Adj. flow rate 94 511 131 483 100 2064 173 481 2387 67 Lane group cap. 97 569 189 538 125 2236 1146 541 2676 1283 v/c ratio 0.97 0.90 0.69 0.90 0.80 0.92 0.15 0.89 0.89 0.05 Green ratio 0.06 0.17 0.06 0.17 0.08 0.47 0.77 0.17 0.56 0.86 Unif. delay dl 56.4 48.5 55.4 48.4 54.6 30.0 3.7 48.9 23.3 1.3 Delay factor k 0.48 0.42 0.26 10.42 1 0.34 0.44 0.11 0.41 0.42 0.11 Increm. delay d2 149.9 21.0 11.0 22.1 36.0 8.0 0.1 20.0 4.5 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 11.000 1.000 1.000 1.000 1.000 Control delay 206.3 J 69.5 66.4 70.5 90.6 38.0 3.8 69.0 27.8 1.3 Lane group LOS F E E E I F D A E C A Apprch. delay 90.7 69.6 37.7 34.0 Approach LOS F E D C Intersec. delay 44.0 Intersection LOS D HCS2000- Capyrighc 9 2000 Uoi-ityof Flocid0. Ali Righis @nerved fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k2DE.trrp Vmiw4 le 9/15/2008 Short Report Page 1 of 1 H02000r^ Cb gw®2 um -Ey mr1-I Mgum xcsmvca fileWCADocuments and Settings\Couriney\Local Settings\Temp\s2k10D6.tmp 4/11/2008 L rL 4 i_ �t Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Dale Performed Ems Period Greg Endo Engineering 418108 Morning Peak Hour Greg Endo Engineering 418108 Evening Peak Hour Intersection Area Type Jurisdiction Analysis Year WashrnAtvVeenute[<7° Miles All other areas La Quinta GP Buildout No Project WashinAve end Miles gton St. All other areas La Quinta GP Buildout No Project LT E8 T14 AT LT&RT WB ATLT N8 TH AT LT SB TH AT Num. of Lanes 1 2 0 2 0 1 4 / 2 4 1 Lane group L TR Lane group L 7R L T R L T R Volume h 97 140 33 120 154 215 2233 C.3 283 1866 136 veh 8 8 8 8 Heavy veh 8 8 8 8 8 8 HF 1.00 1.00 1.00 1,001.00 8 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A grartup klst lime 2.0 2.0 A A 20 20 2,0 20 2A 2.0 20 20 20 Ext_ elf. green 2.0 2.0 20 20 2.0 2.0 2.0 20 20 20 2.0 2.0 20 Arrival type 3 3 20 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bdxe1RTOR Volume 0 0 1 0 1 0 0 0 0 0 1 0 0 0 0 Lane Width 12.0 12.0 0 12.0 12.0 12.0 12.0 12.0 1 12.0 12.0 12.0 12.0 Par}jrq631adelPalExin.9 N 0 N N 0 N N 0 N N 0 N Parking/hr 12.0 12.0 12.0 Parfxin GradelP N 0 N N 0 N Bus stops/hr 0 0 0 0 0 1 0 0 0 0 0 0 0 Unit Extension 3.0 1 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Fxd. Left I Thru & RT 1 03 0 0 04 Exd, Leff I Thru & AT 1 07 Unit Extension 08 G= 9.0 G= 20.0 G= 3.0 3.0 G. G= 18-0 G- 57.0 G= 3.0 G= Phasing Excl. Leh EB Onlv Timing Y= 4 Y; 4 IV= Exd- Lett Se Onl Y. Y= 4 Y= 4 Y= G= 7.0 ly. G= 15.0 Duration of A -s hrs - 1.00 1 G- 14.0 G- 4.0 G= 43.0 C le ten lh C . 120.0 Timing Y= 4 - Y= 4 EB Y4 WB 1Y. 4 NB IY. SB Duration a1 ArLWsls Mrs) = F-00 Adj. flow rate 97 1 233 120 491 419 215 2239 1 63 283 1886 1138 Lane group cap. 125 525 243 558 1283 251 3035 1171 487 3035 1171 v/c ratio 0.78 0.44 0-49 0.88 0.33 0.86 0.74 0.05 0.58 0.62 0.12 Green ratio 0.08 0.17 251 701 0.08 0.17 0.86 10.15 0.47 0.78 0.15 0.47 0.78 Unif. delay dl 54.5 45.0 v/c ratio 53.3 48.8 1.7 49.7 25.5 2.9 47.5 23.5 3.1 Delay factor k 0.33 0.11 10.11 Green ratio 0.41 0.11 0.39 a30 0.11 0.17 0.20 0.11 Increm. delay d2 30.2 0.6 0.47 1.6 17.8 0.1 29.8 1.0 0.0 1.8 0.4 0.0 PF factor 1.000 1.000 47.4 1.000 Low 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 84.7 45.6 0.39 54.9 66.6 1.8 79.5 26.4 3.0 49.3 23.9 3.1 Lane group LOS F D 0.1 35.8 D E A E C I A _2__L C A Apprch. delay 57.1 1.000 1.000 1.000 1.000 38.9 1.000 30.4 1.000 25.7 52.2 60.8 Approach LOS E 52.9 3.6 87.8 D 4.4 C 31.7 C Lane group LOS Intersex. delay 31.5 E D A F Intersection LOS A C C H02000r^ Cb gw®2 um -Ey mr1-I Mgum xcsmvca fileWCADocuments and Settings\Couriney\Local Settings\Temp\s2k10D6.tmp 4/11/2008 L rL 4 i_ �t Short Report Page 1 of 1 HCS2000- fileWCADocuments and Settings\Cou tney\Local Settings\Temp\s2kF.tmp 4/11/2008 SHORT REPORT Arraiysl Agency or Co. Date Performed Txme Period Greg Endo Engineering 418108 Evening Peak Hour Intersecton Area Type Junwiclion Analysis Year WashinAve end Miles gton St. All other areas La Quinta GP Buildout No Project LT E9 TH AT LT I we TH AT I NS LT TH AT LT S8 TH AT Num. of Lanes 1 2 0 2 2 1 1 4 1 2 4 1 Lane group L 7R L T R I L T R L T R Volume 154 479 142 137 263 276 1 166 2247 190 507 2661 76 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1,00 1.00 1.00 1.00 1.00 1.00 1.00 1.1100 1.00 1,00 2,00 ApuNed PIA A I A A A A A A A A A A A Stamp lost time 20 1 2.0 2.0 20 20 20 80 20 20 20 20 Ext eff, qMr 2-0 2.0 20 2.tl 20 20 1 20 20 20 1 20 20 Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBlkWRTOFt Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 120 12.0 12.0 12.0 12.0 12.0 12.0 Parfxin GradelP N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 1 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 110 1 3.0 3.0 1 3.0 Phasing Excl. Leh EB Onlv I Thxu S FLT 04 Exd- Lett Se Onl Thru & AT 08 G= 7.0 G= 70 G= 15.0 G. G- 14.0 G- 4.0 G= 43.0 G= Timing Y= 4 - Y= 4 Y= 4 Y4 Y= 4 1Y. 4 Y= 4 IY. Duration a1 ArLWsls Mrs) = F-00 lCwle Lenath C - 120.0 EB WB NB SB Adj. flow rate 154 621 137 263 1 276 166 2247 190 507 2661 1 76 Lane group cap. 251 701 189 419 1 1171 1 195 2609 1121 595 3035 J 1221 v/c ratio 0.61 0.89 0.72 0.63 0.24 0.85 0.86 0.17 0.85 0.88 0.06 Green ratio 0.15 0.22 0.06 I 0.13 0.78 0.12 0.41 0.75 0.18 0.47 0.82 Unit. delay dl 147.7 45.6 55.6 49.8 3.5 52.0 32.4 4.3 47.4 28.3 2.1 Delay factor k 0.20 0.41 0.29 0.21 0.11 0.36 0.39 0.11 0.38 0.40 0.11 Increm. delay d2 4.5 15.3 13.9 3.0 0.1 35.8 3.3 0.1 12.8 3.4 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 52.2 60.8 69.5 52.9 3.6 87.8 35.7 4.4 60.2 31.7 2.1 Lane group LOS D E E D A F D A E C A Apprch. delay 59.1 36.1 36.7 35.5 Approach LOS E I D D D Intersex. delay 38.5 Intersection LOS D HCS2000- fileWCADocuments and Settings\Cou tney\Local Settings\Temp\s2kF.tmp 4/11/2008 Short Report Page 1 of 1 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2BF.tmp V -i-4.1. 9/15/2008 I. L Short Report Page 1 of 1 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering ❑ate Performed 418/08 Time Period Morning Peak Hour GregIntersection Endo Engineering 418108 Evening Peak Hour lmersection Area Type urisdtctfon Analysis Year Washington St. 0 Miles Avenue All other areas La Ouinta GP Buildout W/ Projec[ Washington St. @ Miles Avenue All other areas LaOuinta GP Buildout W/ Project LT EB TH RT LT W8 I TH RT NS ISB LT I TH RT LT TH RT Num. of Lanes 1 2 EB 7H RT 2 1 1 4 1 2 4 1 Lane group L 1109 TR 2 0 T R L T R L T R Volume h Lane group i40 TR 491 434 215 2293 63 2.91 1916 145 H veh 8 8 479 JAA 8 8 8 B 8 8 8 8 PHF 1.00 1100 8 8 1_00 i.vu 1.00 1.00 1.00 1.00 1.00 1.00 Acluziled FIA A A 1 1.00 1.00 A A A A A A A A Starr lost time 2.0 2.020 l A A 20 1 2020 20 20 20 2.0 Ext. eff. green 2.0 2.0 1 20 2.0 20 2A_I 20 2.0 2.0 20 20 20 Ar -W type 3 3 20 3 3 3 1 3 3 3 3 3 3 Unit Extension 3.0 3.0 3 3.0 3.0 3.0 3.o 30 3.0 3.0 3.0 3.0 Pedf81WRTOR Volo 0 0 1 0 1 0 0 0 1 0 0 1 0 p 0 0 Lane Width 12.0 12.0 1 112.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parkina N 0 N I N 0 N N 0 N N 0 N Parking/hr Parkin GradelParlun N 0 N N 0 N N 0 N N 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension Pharr Excl. Lell 3.0 Thru & RT 3.0 I 3.0 3.0 3.0 I Excl. Left 3.0 3.0 3.0 3.0 Thru & RT 07 3.0 3.0 08 Timing G= 9.0 G= 20.0 G= Unit Extension G= G= 18.0 G= 57.0 G= G= 3.0 3.0 Y. 4 Y. 4 Y. ,Y= I ES Only Y- 4 Y. 4 Y= Y= I SB Only I Thru a RT Duralba orAnal sis hrs = 1.Op Timing 12- 7.0 19- 5.0 G= 15.0 G- C ]e Le Ih C = 1200. IG . 9,L_j G = 4711 1 G = Y= 4 Y= 4 Y= 4 ly. 1Y= 4 Y- 6 Y= 4 Y. EB WB NB SB Adj. flow rate109 233 120 491 434 215 2293 63 291 1916 145 Lane group cap. 125 525 137 243 150 1283 251 3035 1171 487 3035 11171 v/c ratio 0.87 0.44 0.49 1 0.88 0.34 a86 0.76 10.05 10.60 0.63 0.12 Green ratio 0.08 0.17 0.76 0.96 0.08 0.17 0.86 0.15 0.47 0.78 1 a15 0.47 0.78 Unit. delay dl 54.9 45.0 Green ratio 53.3 148.8 1.7 49.7 25.8 1 2.9 14Z6 23.6 3.1 Delay factor ka40 0.11 0.82 0.11 0.41 10.11 0.39 0.31 0.11 0.19 0.21 0.11 Increm. delay d2 61.9 a6 26.3 1.6 1 17.8 0.2 29.8 1.1 0.0 2.0 0.4 0.0 PF factor 11.000 1.000 0.44 a l l a31 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 116.8 45.6 7.3 0.1 4.8 54.9 66.6 1.9 79.5 26.9 3.0 49.7 24.1 3.2 Lane group LOS F D 1.000 1.000 1.000 D E A E C A D C A Apprch. delay 68.3 42.1 5.6 48.8 29.0 38.4 Lane group LOS 3a7 25.9 E Approach LOS E D A D C D Apprch. delay C C Intersec. delay 32.2 44.3 31.3 Intersection LOS C fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2BF.tmp V -i-4.1. 9/15/2008 I. L Short Report Page 1 of 1 -. ,y w caw --, - o,m.e, --P. xeaervea fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2C9.tmp ver;im a.ie 9/15/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period GregIntersection Endo Engineering 418108 Evening Peak Hour Area Type Jurfsdictlon Analysis Year Washington St. @ Miles Avenue All other areas LaOuinta GP Buildout W/ Project LT EB 7H RT LT we I TH RT NS L7 I TH RT L7 SB T TH FfT Num. of Lanes 1 2 0 2 2 1 1 4 1 2 4 1 Lane group L TR L T R L T R L T R Volume h 169 479 142 1 137 1263 294 166 123YS 190 530 2745 95 % Heavy veh 8 8 8 1 8 1 8 8 B 1 8 8 8 8 8 PHF 1.00 1 1.00 1.00 1 1.00 11.00 1.00 1.00 11.00 1.00 1.00 1.00 1.00 Actuated PIA A l A A A A A A A A 1 A A I A Startuo lost time 2.0 1 20 20 20 2.0 20 20 1 2.0 2.0 20 Ext. eft. omen 2.0 20 20 20 2.0 2.0 2.0 20 20 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 Parkin GradelParlun N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stopsihr 0 0 0 0 0 1 0 0 0 0 0 1 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Excl. Ufs I ES Only Thru & RT 04 1 Exct, Left I SB Only I Thru a RT ps Timing 12- 7.0 19- 5.0 G= 15.0 G- I G. 13.0 IG . 9,L_j G = 4711 1 G = Y= 4 Y= 4 Y= 4 ly. 1Y= 4 Y- 6 Y= 4 Y. Duration of Aaafyqis ihrs = 1.00 Cyclq tenoth C = t20.0 EB WB NB SB Ad. flow rate 169 621 137 263 294 166 2313 1 190 530 2745 1 95 Lane group cap. 223 647 189 419 1196 181 2503 1071 703 3195 11233 v/c ratio 0.76 0.96 0.72 0.63 0.25 0.92 0.92 0.18 0.75 0.86 0.08 Green ratio 0.13 0.20 0.06 0.13 0.80 all a39 0.72 0.22 a50 0.82 Unif. delay dl 50.1 47.5 55.6 1 49.6 3.0 53.0 34.8 5.5 44.0 26.3 2.0 Delay factor k 0.31 10.47 0.29 0.21 a l l a44 0.44 a l l a31 0.39 0.11 Increm. delay d2 15.2 40.1 13.9 3.0 1 0.1 66.3 7.3 0.1 4.8 2.7 0.0 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 65.3 87.6 69.5 52.9 3.1 119.3 42.1 5.6 48.8 29.0 2.0 Lane group LOS E F E D A F D A D C A Apprch. delay 82.8 35.1 44.3 31.3 Approach LOS F D D C Intersec. delay 41.7 Intersection LOS D -. ,y w caw --, - o,m.e, --P. xeaervea fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2C9.tmp ver;im a.ie 9/15/2008 Short Report Page 1 of 1 HCS2000. Lo".g.. GUN --"Y."-- O "-- n...P. - file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k2DF.tmp 4/28/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Date Performed 4/28108 Time Period Morning Peak Hour Analyst Agency or Co. Date Performed Time Period nsersediom Washington St @ Channel Drive Area Type All other areas Jurisd ct on La Ouinta Analysis Year Existing Imersection Washington St a> Channel Drive Area Type All other areas urisdorm La Quinfa Analyses Year Existing LT I EB T14 t RT WS NS LT TH RT LT TH RT LT 56 TH RT Num. of Lanes 0 1 0 0 1 1 1 3 0 1 3 0 Lane group 3 LTR Lane group LT R L TR L TR LT R L Volume h 45 11 46 58 9 160 21 1313 6 141 1026 83 k Hea Yoh B $ 8 8 8 8 8 8 8 8 8 8 PHF 0.95 0.95 0.95 0.95 Q.9S 0.95 0.95 0.95 0.95 0.95 0.95 0"95 Actuated PIA A A A A A A A A A A A A Startuplost time A 2.0 A A A I A 2.0 20 2.0 2.0 20 20 A Ext. eft" ram 20 20 2.0 2.0 20 2-0 2"0 20 Arrival e Ext elf. green 3 20 3 3 3 3 3 3 20 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3 PecliBikeIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 3.0 12.0 12.0 12.0 12.0 12.0 12.0 0 P rddarParlu N 0 N N N N 0 N N 0 N Parking/hr 12.0 12.0 12.0 112.0 12.0 !3.0 Parkin Grade/Parkin N Bus stops/hr N 0 0 N 0 0 0 0 0 Parking/hr Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 Phasin flN Perm 02 03 1 04 Exci" Left I Thru a RT 07 0 OB G. 17.0 lG= GP 3.0 1G. G= 15.0 I G= 76.0 G= 3.0 3.0 3.0 G. 3.0 Timing Y= 4 1Y= jy= PhasingEW Perm 02 1 03 jy= Y= 4 Y- 4 1Y= 04 1 Exc1. It i ly, 07 Duration of Ama sls hrs = 1.00 I G= 30.0 G. ICYPIO Lon0h C - 12Q0 G. G- 18.0 C,. 60.0 0• G• EB Timing Y_ 4 Y= WB NB I SB Adj. flow rate 107 Duration of Analvsis Mrs) - 1.00 1 70 169 221390 149 1168 120.0 Lane group cap. 159 1495 209 3033 1 209 3001 v/c rata 0.44 0.11 0.11 0.46 0.71 0.39 WB Green ratio L0.24 SB 0.14 1.00 0.13 0.63 0.13 a63 1 Und. delay dl 1236 218 47.1 0.0 46.5 11.4 50.4 10.7 Delay factor k 259 1495 251 2391 0.11 a f t a i r 0.11 0.28 a f t 0.82 tncrem. delay d2 10.0 0.46 0.20 0.16 0.52 2.0 1 0.0 0.2 1 0.1 11.6 1 0.1 Green ratio PF factor 1.000 025 1.00 0.15 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 58.8 49.1 1 0.0 46.8 11.5 62.0 10.8 22.8 Lane group LOS E a36 D A D B E B 0.40 Apprch. delay 58.8 Increm. delay d2 119.8 14.4 12.0 16.6 0.2 Approach LOS E PF factor B B B 1.000 0.950 1.000 Intersec. delay 15.8 1.000 Intersection LOS B HCS2000. Lo".g.. GUN --"Y."-- O "-- n...P. - file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k2DF.tmp 4/28/2008 Short Report Page 1 of 1 HCS2000 M ,.Pynpm ® LUN ..-Y.- - .1w. •acvw file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k2E9.tmp 4/28/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4(2a/0a Evening Peak Hour Imersection Washington St a> Channel Drive Area Type All other areas urisdorm La Quinfa Analyses Year Existing LT EB TH RT w8 LT TH RT LT NB TH RT LT SB TH RT Num. of Lanes 0 1 0 0 1 1 1 3 0 1 3 0 Lane group LTR LT R L TR L TR Volumeivoh 87 36 97 93 26 301 41 1206 17 216 11488 1 122 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 1 8 !!HF 0.99 0.99 0.99 0.99 099 0.99 0.99 0.99 I 0"99 0"99 0.99 0.99 Actuated PIA A A A A A A I A A A A A A Startup lost time 2.0 20 20 1 20 2.0 20 20 Ext elf. green 20 1 2.0 20 20 20 20 20 Arrival type 3 3 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedMiknJRTOR Votume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 112.0 12.0 12.0 Parkin Grade/Parkin N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PhasingEW Perm 02 1 03 04 1 Exc1. It i Thru 6 RT 07 08 G= 30.0 G. G- G. G- 18.0 C,. 60.0 0• G• Timing Y_ 4 Y= Y= I Y 1Y= 4 Y= 4 Y- IY= Duration of Analvsis Mrs) - 1.00 1 Cycie Lercth C = 120.0 EB WB NB SB Adj. flow rate 1222 1 1 1 120 304 41 1236 218 1625 Lane group cap. 272 259 1495 251 2391 251 2369 v/c ratio 0.82 0.46 0.20 0.16 0.52 0.87 a69 Green ratio 0.25 025 1.00 0.15 0.50 0.15 0.50 Unit. delay dl 42.4 38.2 0.0 44.4 20.2 49.8 22.8 Delay factor It a36 0.11 0.11 0.11 0.12 0.40 026 Increm. delay d2 119.8 1.3 at 0.3 0.2 33.0 0.8 PF factor 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 39.5 0.1 44.7 20.4 82.9 23.7 Lane group LOS ERL I D A D I C F I C Apprch. delay 62.2 1 11.2 21.2 30.7 Approach LOS E B C C :ntersec. delay 27.1 Intersection LOS C HCS2000 M ,.Pynpm ® LUN ..-Y.- - .1w. •acvw file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k2E9.tmp 4/28/2008 Short Report Page 1 of 1 "'0'.. copynga a J Uav ty a Haw; A0 Mpu lteamea fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k2A3.Unp versim a. ie 4/29/2008 Short Report Page 1 of 1 SHORT REPORT Analyse Agency or Co. Date Performed Two Period Greg Endo Engineering 4/8/08 Evening Peak Hour Analyst Agency or Co. Data Performed Tama Period Greg Endo Engineering 4/8/08 Morning Peak Hour inlersectian Washington St 0 Channel Drive Area Type All other areas Jurisdiction La Ouinta Analysis Year Year2010 No Project ImarseGion Washington St @ Channel Drive Area Type All other areas Jurisdiction La Ouinta Analysis Year Year 2010 No Project LT ES TH RT WS LT TH RT LT NB TH AT LT SB TH AT Num. of Lanes 0 1 0 0 1 1 1 3 0 1 3 0 Lane group 0 LTR 1 1 1 3 0 LT R L TR L TR Volume h 47 11 49 62 9 168 22 1656 6 148 1,196 87 Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.95 0.95 a95 0.95 0.95 0.95 10,95 0.95 0.95 0.95 0.95 0.95 Actuated PIA A A A A A A I A A A A A A Startup lost time A 2.0 A A A A A 20 20 20 20 2.0 1 2.0 Ext. eff. green 2.0 20 2.0 20 20 20 20 2.0 20 2.0 20 Arrval type 3 20 20 20 20 3 3 3 3 3 3 Unit Extension 3.0 3 3 3 3 3.0 3.0 3.0 3.0 3.0 3.0 PedlBkaIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 0 12.0 0 0 0 0 0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grada/Parldng N 0 N N 0 N N 0 N N 0 N Parking/hr N N o N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 Unit Extension 3.0 0 0 0 0 3. 1 3.0 3.0 3.0 3.0 3.0 Phastno I EW Perm 02 03 04 Excl. Left Thru & RT 07 3.0 OB G= 17.0 GA G. G= G= 14.0 G. 77.0 G. 1 G- Timing G= 30.0 Timing Y= 4 Y= Y= G. Y. Y- 4 JY= 4 Y= ly. Duration of Analysis hrsl = 1.00 ly. ly. [M le Li5noh C = t20.0 11Y= ES WB NB 120.0 SB Adj. flow rate 114 74 177 23 1753 156 1458 Lane group cap. 154 153 11495 195 3074 195 3046 Adj. flow rate v/c ratio 0.74 125 319 44 1694 0.48 0.12 0.12 0.57 0.80 a48 262 Green ratio 0.14 251 1495 251 2393 251 0.14 1.00 0.12 0.64 0.12 0.64 Unit. delay dl 49.4 0.91 0.89 47.5 0.0 475 122 51.6 11.1 Delay factor k 0.30 0.50 0.11 0.11 1a i l 0.16 a34 a 11 38.5 0.0 44.5 23.2 Increm. delay d2 19.0 Delay factor k 2.4 0.0 0.3 0.3 23.8 at l a 11 0.11 0.27 PF factor 1.000 Increm. delay d2 1.000 0.950 1.000 1.000 1.000 1.000 49.1 Control delay 68.4 PF factor 1.000 49.9 0.0 47.7 12.4 75.5 11.2 1.000 Lane group LOS E 83.1 D A D B E B Apprch. delay 68.4 14.7 12.9 A D C 17.4 C Approach LOS E 83.1 B B 11.3 B Intersec. delay 16.6 Approach LOS F Intersection LOS B B "'0'.. copynga a J Uav ty a Haw; A0 Mpu lteamea fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k2A3.Unp versim a. ie 4/29/2008 Short Report Page 1 of 1 HLS20W- [ pyngnl ® 2000 a-ty orHaiaa. AU algW lied fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2AD.tmp V-ion4.le 4/29/2008 SHORT REPORT Analyse Agency or Co. Date Performed Two Period Greg Endo Engineering 4/8/08 Evening Peak Hour inlersectian Washington St 0 Channel Drive Area Type All other areas Jurisdiction La Ouinta Analysis Year Year2010 No Project LT EB TH AT LT WB NB TH I AT LT TH AT LT 58 TH AT Num. of Lanes 0 1 0 0 1 1 1 3 0 1 3 0 Lane group LTR LT R L TR L TR Volume h 92 37 103 98 26 316 44 1661 18 227 1985 128 Heavy veh 8 8 8 8 8 8 e 8 8 8 8 8 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Actuated PiA A A A A A A A A A A A A Startup lost time 2.0 1 20 2.0 20 20 2.0 2.0 Ext. off. green 2.0 20 20 20 20 2.0 2.0 Arrival type 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PeciBlke/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 120 12.0 12.0 12.0 112.0 12.0 ParkinWGrade/Parkina N 0 N N o N N 0 N N 0 N Parking/hr Bus stops./hr 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 Phasina I EW Perm 02 03 04 Exel. Leff Thru 8 AT 07 1 08 Timing G= 30.0 G= G= G. G. 18.0 G= 60.0 G= G= Y= 4 ly. ly. ly. JY= 4 JY= 4 Y= 11Y= Duration of Anal sis thrs 1.00 J 1CWle uminth C = 120.0 EB WB NB SB Adj. flow rate 234 125 319 44 1694 229 2113 Lane group cap. 262 251 1495 251 2393 251 2374 v/c ratio 0.89 10.50 0.21 0.18 0.71 0.91 0.89 Green ratio 0.25 0.25 1.00 0.15 0.50 0.15 0.50 Unit. delay dl 43.5 38.5 0.0 44.5 23.2 50.2 27.0 Delay factor k 10.42 a i l a 11 0.11 0.27 0.43 0.41 Increm. delay d2 39.7 1.6 0.1 0.3 1.0 49.1 5.0 PF factor 1.000 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 83.1 40.1 0.1 44.9 24.2 99.4 32.0 Lane group LOS F D A D C F C Apprch. delay 83.1 11.3 24.7 38.6 Approach LOS F B C D Intersec. delay 33.2 Intersection LOS C HLS20W- [ pyngnl ® 2000 a-ty orHaiaa. AU algW lied fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2AD.tmp V-ion4.le 4/29/2008 Short Report Page 1 of 1 HCS20WM wpynpm w auw �mv any �. r......y .... .•.w•, •••^••• •_• file://C:\Documents and Settings\Courtney\Local Settings\Temp\s2k31B.tmp 9/15/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed rime Period Greg Endo Engineering 418108 Evening Peak Hour Analyst Greg Agency or Co. Endo Engineering Dale Performed 418106 Time Period Morning Peak Hour Intersection plea Typa JuTisdlclion Analysts Year WashingDrive All other areas La Quinta Year 2010 W/ Project Irrtersedon Area Type Jurisdiction Analysis Year Washington St Lal Channel Drive All other areas La Quinta Year 2010 Wt Project LT I EB TH RT WB LT TH RT NB I LT TH RT LT SB TH RT Num. of lanes 0 1 0 0 1 1 1 1 3 0 LT EB TH RT WB LT LT IVB I TH I RT LT SB TH I RT Num. of Lanes 0 1 0 _M_kR-f_4 0 1 1 1 1 1 3 0 1 3 J 0 Lanegmug !28 LTR 8 LT R L TR L TR 8 Vofume v 47 11 49 62 9 188 22 1712 6 148 t326 87 % Heavy veh 8 8 8 8 B 8 8 8 8 8 8 8 PHF 0.95 0.95 0.95 0.95 0.95 0.95 R95 0.95 I 095 095 095 0,95 Aqualyd p1A A A A A A A A A I A A A A Start lost time 3 3 2.0 33 2.0 20 20 20 2.0 20 E1d. all QfeQM 3.0 3.0 2-0 3.0 20 20 2.0 x0 20 20 0 0 0 Arrival Mm 0 3 0 3 3 3 3 3 3 12.0 12.0 Unit Extension 12.0 3.0 Parkin Grade/Parkin 3.0 3.0 3.0 3.0 3.0 3.0 N Pe" 2kelRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Bus stops/hr 12.0 0 12.0 12.0 12.0 12.0 12.0 12.0 Pwld20rada(Parking N 0 N N 0 N N 0 N N 0 N Parking/hr 44 Exd. Left Tho+ & RT 07 08 G= Bus stops/hr 0 0 0 0 0 0 0 JY= 4 Y= Unit Extension Y= 3.0 Dural ion of Anal sis Mrs) = 1.0D 3.0 3.0 3.0 3.0 3.0 3.0 Phasin;, EW Perm 02 03 04 Exd. Left I Thru AST 1 07 1 09 G=170 G- G= G= G= 14.0 G- 77.0 G= NB G= SB Timing ;7:74 Y= Y= 1 Y. Ys 4 Y. d Y= 229 Y= 0 ralion of Anal hrs = 1.00 1248 1 1 240 1495 la Le h C = 1200. 2415 v/c ratio EB WB a18 1 0.72 NB I 0.91 SB Green ratio Adj. flow rate 114 0.24 1.00 74 177 23 11810 1 1 156 1489 44.7 Lane group cap. 154 39.5 0.0 44.5 23.0 153 1495 195 3074 1 J 195 3047 v/c ratio 0.74 0.11 0.28 0.43 0.48 0.12 0.12 0.59 1 0.80 0.49 Green ratio 0.14 49.1 6.2 0.14 1.00 0.12 0.64 0.12 0.64 1.000 0.950 Unit delay d1 49.4 1.000 475 0.0 47.5 12.4 51.6 1 11.2 44.9 24.1 Delay factor k 0.30 Lane group LOS 0.11 10.11 0.11 0.18 0.34 0.11 F Increm. delay d2 19.0 Approh. delay 111.5 2.4 1 0.0 0.3 0.3 1 23.8 0.1 39.5 PF factor 1.000 F 1.000 0.950 1.000 1.000 1.000 1.000 D Control delay66.4 lntersec. delay 34.9 49.9 0.0 477 12.7 75.5 11.3 Lane group LOS E D I A D B E B Appich. delay 68.4 14.7 13.1 17.4 Approach LOS E B B B Intersec. delay 16.7 Intersection LOS B HCS20WM wpynpm w auw �mv any �. r......y .... .•.w•, •••^••• •_• file://C:\Documents and Settings\Courtney\Local Settings\Temp\s2k31B.tmp 9/15/2008 Short Report Page 1 of 1 acs2000- file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k325.tmp 9/15/2008 SHORT REPORT Analyst Agency or Co. Date Performed rime Period Greg Endo Engineering 418108 Evening Peak Hour Intersection plea Typa JuTisdlclion Analysts Year WashingDrive All other areas La Quinta Year 2010 W/ Project LT I EB TH RT WB LT TH RT NB I LT TH RT LT SB TH RT Num. of lanes 0 1 0 0 1 1 1 1 3 0 1 3 0 Lane group LTR LT R L TR L TR Volume v 92 37 f03 98 26 316 44 1727 18 227 2050 !28 %H veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.99 0.99 0.99 0.99 0.99 099 099 10,99 0.99 0.99 10.99 0.99 Actuated MA A A A I A I A A A A A .A I A A Startu lost time 2.0 2.0 2.0 2.0 20 2.0 1 20 Ext, elf. gremen 2.0 20 20 2.0 2.0 2.0 20 Arr aE 3 3 3 3 3 33 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped0ikelRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin Grade/Parkin N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 1 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin EW Perm 02 03 44 Exd. Left Tho+ & RT 07 08 G= G= G- 18.0 G= 61.0 G= G= Timing Y= 4 Y= Y= y o Y= 4 JY= 4 Y= Y= Dural ion of Anal sis Mrs) = 1.0D C tris Lrriqth C . 120.0 EB WB NB SB Adj. flow rate 234 1 1 1 125 319 44 11761 229 121.98 Lane group cap. 1248 1 1 240 1495 251 2432 251 2415 v/c ratio 0.94 0.52 0.21 a18 1 0.72 0.91 0.91 Green ratio I a24 0.24 1.00 0.15 10.51 0.15 10.51 Unif. delay d1 44.7 39.5 0.0 44.5 23.0 50.2 27.0 Delay factor k 0.46 0.13 0.11 0.11 0.28 0.43 10.43 Increm. delay d2 66.8 2.1 0.1 0.3 1.1 49.1 6.2 PF factor 00 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 41.5 0.1 44.9 24.1 99.4 33.2 Lane group LOS EtE D A D I C F C Approh. delay 111.5 11.7 24.6 39.5 Approach LOS F B C D lntersec. delay 34.9 Intersection LOS C acs2000- file://CADocuments and Settings\Courtney\Local Settings\Temp\s2k325.tmp 9/15/2008 H620W-- L pynghL ® 21100 U-ity of Hon" AU Rights Resmed 11 -i -4 -If SHORT REPORT Analyst Agency or Co. Date Performed Time Period Agency or Co. Dale Performed rime Period Greg Endo Engineering 1/1612007 Morning Peak Hour Intersedicn Washington SL C& Highway 111 Area Type All other areas JudsdicUon La Quinta Analysis Year Existing Inlersed on Washington SL CM Highway 111 Area Type All other areas Jurisdiction La Quinta Analysis Year Exisffng LT ES TH LT EB TH RT LT WE I TH RT LT NB TH I RT LT SB TH RT Num. of Lanes 2 3 1 2 3 1 2 3 1 2 3 0 Lane group L T R L T R L T R L TR 246 Volume 80 609 388 83 978 452 871 1208 82 431 849 69 q Heavyveh 8 a 8 8 8 8 8 8 8 8 8 8 PHF 0.94 0.94 0.94 0.94 0.34 0.94 a94 0.94 0.94 0.94 a94 0.94 Actuated PIA A A A A A A A A A A A A Startuplost time 20 20 20 20 20 2.0 2.0 2.0 2.0 20 20 20 Ext. eff. green 2.0 20 2.0 2.0 Zo 20 20 20 2.0 20 20 3 Arrival type 3 3 3 3 3 3 3 3 3 3 3 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0 Ped6keMTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 1 0 Parking/Grada/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 Bus stops/hr 0 0 0 0 0 1 0 0 0 0 0 0 3.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 03 Phasing Excl. Lefl I Thin 8 RT t)3 07 p4 Exef. Lei{ NB On Thru 8 RT OB Timing G. 7.0 G. 30.0 G= G= G= 24.0 G. 10.0 G. 24.0 G= Y= 4 IY. 4 Y= IY= IY= 4 JY= 4 JY= 4 JY= Dural ion of Analysis his . 1.00 1Cvc1e La ih C . 120.0 lCycle Lanoth C = 120.0 EB EB NB WB NB SB SB 251 11132 Adj. flow rate 85 649 414 Be 1043 482 929 1288 87 459 979 Lane group cap. Lane group cap. 189 1198 1306 189 1198 1308 1028 1717 1096 649 1145 v/c ratio 0.45 0.54 0.32 0.47 0.87 a37 0.90 0.75 0.08 0.71 0.86 0.96 Green ratio 0.06 0.25 0.88 0.06 a25 a88 0.32 0.36 an a20 a24 0.21 Unif. delay dl 54.6 39.0 1.3 54.7 43.1 1.4 39.2 33.8 4.5 44.7 415 5.2 Delay factor k 0.11 10.14 0.11 0.11 0.40 0.11 a42 a31 0.11 0.27 0.39 a21 Increm. delay d2 1.7 0.5 0.1 1.8 7.8 a2 13.0 1.9 0.0 3.6 7.0 0.2 38.1 PF factor 1.000 1.000 1.000 1.000 156.5 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 56.3 39.5 1.4 1.000 50.9 1.6 52.2 35.7 4.6 48.3 50.5 88.0 Lane group LOS E D A E I D I A D D A D D A Approh. delay 27.0 A F D 36.5 41.2 ` E 49.8 45.9 Approach LOS C 378 49.9 D D Approach LOS D Intersec. delay 39.4 D Intersection LOS E Intersec. delay D H620W-- L pynghL ® 21100 U-ity of Hon" AU Rights Resmed 11 -i -4 -If HG4000- Copyright 0 2000 Umvavty of Elm" AU Rights Reserved V.rM-4 if SHORT REPORT Analyst Agency or Co. Date Performed Time Period Endo Engineering 1/16/2007 Evening Peak Hour Intersedicn Washington SL C& Highway 111 Area Type All other areas JudsdicUon La Quinta Analysis Year Existing LT ES TH RT LT I WB TH I RT LT Ne TH RT L7 SB I TH RT Num. of Lanes 2 3 1 2 3 1 2 3 1 2 3 0 Lane group L T R L T R L T R L TR Volume h 246 1109 854 233 893 504 635 953 183 492 1339 115 q Heeng veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF age 0.98 0.98 o.98 o.g8 age a98 0.98 a98 0,98 0.98 0.98 Actuated PIA A A A A A A A A A A A A $jartup lost time 20 20 2.0 20 2.0 20 20 2D 20 2.0 20 Ed, eff. green 2.0 20 2.0 1 2.0 1 2.0 2.0 20 2.0 20 1 2.0 Zo Arrival type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedrB keIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkina/Grade/Parldnq N 1 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 1 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Excl. Left Thru a AT 03 04 1 Excl. Left I Thru & RT 1 07 08 G- 10.0 G. 30.0 G= G. G- 25.0 G= 39.0 JG= G. Timing Y= 4 JY= 4 IY= 4 Y= ly= Duralica of Ana: sis hfs = 1.00 1Cvc1e La ih C . 120.0 EB WB NB SB Adj. flow rate 251 11132 871 238 911 514 648 972 187 502 11483 Lane group cap. 271 1198 1271 271 1198 1271 676 1557 1084 676 1539 v/cratio 0.93 a94 0.69 0.88 0.76 0.40 0.96 a62 I a17 0.74 0.96 Green ratio 0.08 0.25 0.85 0.08 0.25 0.85 0.21 0.32 10.73 0.21 0.32 Unif. delay dl 54.6 44.2 3.2 54.4 41.7 2.1 47.0 34.3 5.2 44.5 39.8 Delay factor k 0.44 0.46 a25 0.41 a31 0.11 0.47 a21 0.11 a30 0.47 Increm. delay d2 52.8 19.7 1.6 33.6 3.0 0.2 38.1 0.8 0.1 4.6 21.9 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 107.4 63.8 4.8 88.0 44.6 2.3 85.1 35.1 53 49.0 61.7 Lane group LOS F E A F D A F D A D ` E Apprch. delay 45.9 378 49.9 58.5 Approach LOS D D D E Intersec. delay 48.3 Intersection LOS D HG4000- Copyright 0 2000 Umvavty of Elm" AU Rights Reserved V.rM-4 if Short Report Page 1 of 1 HCS2000R^ lgpyngar . - U --.y m Wena& -1 � n6e.w fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2kA26.tmp 4/10/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Ime Period Greg Endo Engineering 417108 Morning Peak Hour Werseclion Area Type Jurisdiction Analyses Year Washington St. Q Highway 111 All other areas La Quinta Year2010 No Project LT EB TH RT i WB LT I Ti RT LT NS TH AT LT SB TH RT Num. of Lanes LT Ea TH RT we LT TH RT I LT NS I TH RT LT SB TH RT Num. of Lanes 2 3 1 2 13 1 3 4 1 3 4 0 Lane group L T R L T R L T R L TR 140 Volume h 105 718 425 90 1t10 588 940 1364 93 555 962 80 % Heavyveh 8 8 8 8 8 8 8 8 B 8 8 8 PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Actuated (P/AJA 2.0 A A A A A A A A A A A S lost time 20 2 o 2.0 2.0 2A 20 2.0 2.0 2.0 20 20 ExLeff. raen 20 20 20 20 2A 20 2.0 20 2.0 20 20 Arrival 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0 PedSke/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 N Parkin Grade/Parkin N 0 N 0 N N 0 N N 0 N Parkinalhr 0 0 0 E3.O 0 0 0 0 0 Bus stoos/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 G. Phasinp I Excl Left Thru & RT 03 1 04 1 Excl. Loh I Na Ordy I Thru a RT 1 08 G.7. Timing Y� 4 G. J6,0 IY. 4 I G= Y= JG. I G=20.0 113•&0 JY= JY= 4 1Y. 4 G. 29.0 IY. 4 G= Y= Duration ci Anals rs 1.00 ICYM Le ICKde 1 -C -1 91h C = 12D.o EB EB WB WB NB NB SB SB Adj. flow rate Adj. flow rate 112 765 453 96 1183 627 1002 1454 1 99 592 11111 Lane group cap. Lane group cap. 1 189 1438 1308 189 1438 1308 1214 2183 1146 1 759 1526 v/c ratio v/c ratio 10.59 0.53 0.35 0.51 0.82 10.48 0.83 0.67 0.09 0.78 0.73 Green ratio Green ratio 10.06 0.30 0.88 0.06 0.30 0.88 a27 0.34 0.77 0.17 a24 Unit. delay dl Unit. delay d1 55.1 35.0 1.3 54.8 39.0 1.6 141.4 36.9 33.7 3.5 47.9 41.9 Delay factor k Delay factor k Jai8 a13 10.11 0.12 10.36 10.11 10.36 0.21 0.24 0.11 0.33 0.29 Increm. delay d2 Increm. delay d2 5.0 0.4 1 a2 2.3 4.1 0.3 5.0 1 0.8 0.0 5.4 1.8 PF factor PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay Control delay 60.1 35.4 1.5 57.1 43.2 1.9 46.4 34.5 3.5 53.3 43.7 Lane group LOS Lane group LOS E D 1 A E D A D I C A D D Apprch. delay Apprch. delay 25.9 48.8 30.3 37.9 55.4 47.0 Approach LOS Approach LOS C D C D D E D Intersec. delay Intersec. delay f 35.9 Intersection LOS Intersection LOS D D HCS2000R^ lgpyngar . - U --.y m Wena& -1 � n6e.w fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2kA26.tmp 4/10/2008 Short Report Page 1 of 1 HCS2000- Copyright C 2000 Uni-iry of Florida. All Righb Re -1 fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2kAlC.tmp 4/10/2008 SHORTREPORT Ana" Agency or Co. Data Performed Time Period Endo Engineering 417/08 Evening Peak Hour Intersection Area Type Jurisdeton Analysts Year Washington St. @ Highway 111 AU other areas La Quinta Year 2010 No Project LT EB TH RT i WB LT I Ti RT LT NS TH AT LT SB TH RT Num. of Lanes 2 3 1 2 3 1 3 4 1 3 4 0 Lane group L T R L T R L T R L TR Vdume (vpbl 287 1287 1953 256 1057 696 720 1149 199 667 1572 140 % Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PMF 0.98 0.98 0.96 0.98 a98 0.98 0.98 0.98 a98 0.98 R98 0.98 Actuated PIA A A A I A A A I A A A A A A Startup lost lime 2.0 20 20 2.0 20 20 20 1 20 2.0 20 20 Ext. all. green 2.0 20 20 2.0 20 20 20 1 2.0 20 20 2.0 AmvaJ "a 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedSkWRTOR Volume 0 0 0 0 0 a 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 PaNmg!Grade/Par3dng N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pbasino I Excl. Left I 7hn18 RT 03 04 1Excl, Lett I Thru & RT 1 07 08 G= T2.0 G= 35.0 G. G= G- 220 16-35A G. G- riming Y= 4 Y= 4 Y= Y. IY= 4 ly= Duration of Mat is fhrs - ICYM Le C - .20.0 EB WB NB SB Adj. flow rate 293 1313 972 261 1079 710 735 1172 203 661 1747 Lane group cap. 325 I 1398 1246 325 1398 760 835 1864 1121 835 1841 v/c ratio 0.90 0.94 0.78 a80 0.77 0.93 0.88 0.63 0.16 0.82 0.95 Green ratio 0.10 0.29 0.83 0.10 0.29 0.51 0.18 0.29 0.75 0.18 0.29 Unit. delay dl 53.4 41.5 4.8 52.8 38.8 27.6 47.7 36.9 4.3 47.1 41.6 Delay factor k 0.42 0.45 o.33 a35 0.32 0.45 a41 0.21 0.11 0.36 0.46 Increm. delay d2 35.7 15.7 3.3 15.0 2.8 124.9 12.2 0.7 0.1 6.7 1 14.5 PF factor 1.000 1.000 1.000 1.000 0 1.000 1.000 1.000 1.000 Control delay 89.1 57.2 8.1 67.9 7DD6 L59. 376 4.4 53.7 56.1 Lane group LOS F E A E ]�DE D A D 1 E Apprch. delay 42.3 48.8 42.2 55.4 Approach LOS D D D E Intersec. delay 472 Intersection LOS D HCS2000- Copyright C 2000 Uni-iry of Florida. All Righb Re -1 fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2kAlC.tmp 4/10/2008 Short Report Page 1 of 1 HCSZ00u- CopyngM 9 2(M Uni-mty or lorWa, AU R19bts RwervM fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k395.tmp Vusioo 4.1e 9/16/2008 L Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/7/06 Morning Peak Hour Irdersecflon Washington SL @ Highway 111 Area Type All other areas Jurisdiction La Ouinta Analysis Year Year 2010 W/ Project Iniers8etien Washington St. C& Highway 111 Area Type All other areas Jurisdictipn La Ouinta Analysis Year Year 2010 W/ Project LT LT EB TH I RT WB Na LT TH AT LT I TH AT LT Se TH RT Num. of Lanes 2 3 1 2 3 1 3 4 1 3 4 0 Lane group L T R L T R L T R L TR T R L Volume h 108 718 425 90 1110 603 940 1400 93 569 SM a2 % Heavy vah 8 8 8 8 8 8 8 a 8 8 8 8 PHF 0.94 0.94 0.94 0.94 0.94 o.94 0.94 0.94 0.94 o.94 0.94 o.94 Actuated PIA A A A A A A I A A I A A A A Startup lost time 2,0 20 20 2.0 20 20 1 20 20 1 20 2.0 20 A Fad. eff. green 2.0 2.0 2.0 2.0 20 2.0 20 20 20 2❑ 20 2.0 at. type 3 3 3 3 3 3 3 3 3 3 3 1 20 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Arrival type PecUSMIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 1 12.0 3.0 P GradVParki N 0 N N 0 N N 0 N N 0 N Parking/hr ❑ ❑ 0 0 Lane Width 12.0 12.0 12.0 12.0 Bus stopsthr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 L 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Parkinglhr Phasine Fxc .Left ThN & AT 03 04 Excl. Leat NB On ThN & RT 08 Timing G = 70 G = 350 G = G = G = 2l.0 G . 8.0 G = 25.0 G . 0 Y- 1 JY= 4 Y. Y. Y= 4 JY= 4 JY= 4 JY= 3.0 Duration of Analy sis hrs} . 1.00 3.0 3.0 3.0 3.0 3.0 1 C to LQfK7th C = 120.0 3.0 Phasing Excl. Left ES 03 WB NB 07 1 O8 SB G= 35.0 Adj. flow rate 115 765 453 96 1183 1 643 1002 1493 99 600 1134 Y= Lane group cap. 189 1398 1308 189 1398 1308 1252 2183 1134 797 1526 ft ratio 0.61 0.55 0.35 0.51 0.85 1 0.49 0.80 0.68 0.09 0.75 0.74 WB Green ratio 0.06 0.29 0.86 0.06 0.29 0.88 0.28 0.34 0.76 0.17 0.24 261 Unit. delay dl 55.2 35.8 1.3 54.8 40.0 1.6 40.4 33.9 3.8 47.0 42.1 1246 Delay factor k 0.19 10.15 0.11 0.12 0.38 0.11 0.34 0.25 0.11 0.31 0.30 0.78 Increm. delay d2 5.7 0.5 0.2 2.3 5.3 0.3 3.9 0.9 I 0.0 4.2 2.0 0.83 fPF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 11.000 Unit. delay dl 53.5 41.5 Control delay 60.9 36.3 1.5 57.1 45.3 1.9 44.4 34.8 3.8 51.2 44.1 Delay factor k 0.43 10.45 Lane group LOS E D A E D A D 1. C A D 1 D Increm. delay d2 40.4 15.7 Appreh. delay 26.6 2.8 44.820.5 31.4 37.3 13.2 15.9 46.6 PF factor 1.000 1.000 Approach LOS C 1.000 1.000 1.000 C D 1.000 1.000 D Control delay 93.8 57.2 tntersec. delay 36.0 41.6 74.0 69.2 Intersection LOS 4.1 61.5 D HCSZ00u- CopyngM 9 2(M Uni-mty or lorWa, AU R19bts RwervM fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k395.tmp Vusioo 4.1e 9/16/2008 L Short Report Page 1 of 1 HC52'w- Wpyngbt 92 U - 1y of Man" MI RighU Ke M fileWCADocuments and Settings\CourtneyU.ocal Settings\Temp\s2k38B.tmp V-ioa 4.1. 9/16/2008 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Dale Performed 417/08 Time Period Evening Peak Hour Irdersecflon Washington SL @ Highway 111 Area Type All other areas Jurisdiction La Ouinta Analysis Year Year 2010 W/ Project LT EB TH AT LT WB TH I RT LT NB TH I AT I LT SB AT Num. of Lanes 2 3 1 1 2 3 1 3 4 1 3 _2L 4 0 Lane group L T R L T R L T R L TR Volume h 291 11287 953 256 1057 714 720 1193 199 690 1628 145 % Heavy veh B 1 8 8 8 8 8 8 8 8 8 8 8 PHF 0.98 0.98 0.98_ 0.98 0.98 0.98 0.98 098 0.98 age 0.98 R98 Actuated INA A A A I A A A A A A I A A A Startup lost lime 20 20 20 2.0 2.0 2.0 2.0 2.0 2.0 1 2.0 20 Ext. eff. green 20 1 20 20 20 20 20 20 20 20 20 20 Arrival type 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PediSikJRTOR Volume 0 0 0 0 0 0 0 0 ❑ ❑ 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/GradetParlunn N 0 N N 0 N N 0 N N 0 N Parkinglhr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Excl. Left I Thru & AT 03 04 Excl. Left Thru & RT 07 1 O8 'timing G= 12.0 G= 35.0 G= G= G. 21.0 G- 36.0 0- G, Y= 6 Y= 4 Y= ly. 1Y. 4 JY= 4 IY= ly= Diiianpn of Analysis hrs] - 1.00 1 1CVcfqLength C . 120-0 EB WB NB SB Adj. flow rate 297 1313 972 261 1079 729 735 1217 203 704 1809 Lane group cap. 325 1398 1246 325 1398 748 797 1917 1134 797 1893 v/c ratio 0.91 0.94 0.78 0.80 0.77 0.97 0.92 0.63 0.18 0.88 0.96 Green ratio 0.10 0.29 0.83 0.10 0.29 0.50 0.17 0.30 0.76 0.17 0.30 Unit. delay dl 53.5 41.5 4.8 52.8 38.8 29.3 48.7 36.3 4.1 48.3 41.2 Delay factor k 0.43 10.45 lo.33 0.35 0.32 0.48 0.44 0.22 0.11 0.41 0.47 Increm. delay d2 40.4 15.7 3.3 15.0 2.8 44.820.5 0.7 0.1 13.2 15.9 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 93.8 57.2 8.1 67.9 41.6 74.0 69.2 37.0 4.1 61.5 57.1 Lane group LOS F E A E D E E D A E E Apprch. delay 42.9 56.4 44.9 58.3 Approach LOS D E D E Intersec. delay 50.5 Intersection LOS D HC52'w- Wpyngbt 92 U - 1y of Man" MI RighU Ke M fileWCADocuments and Settings\CourtneyU.ocal Settings\Temp\s2k38B.tmp V-ioa 4.1. 9/16/2008 Short Report Page 1 of 1 at32000tTt Copyn,br 0 2000 Univ by of Rid. AR Rights R -d file://CADocuments and Settings\CourtneyEocal Settings\Temp\s2kE3D.tmp Vasioo4.1 4/10/2008 Short Report Page 1 of 1 SHORTREPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Inlersectian Washington St. 9 Highway 111 Area Type All other areas Jklmgiictioo La Ouinta Analysis Year GP Budidout No Project LT ES TH RT LT Analyst Agency or co. Date Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour LT SB TH Intersection Washington St. @Highway 111 Area Type All other areas Jurisdiction La Ouinta Analysis Year GP Builldout No Project Num. of Lanes 3 LT Eg TH RT LT yaB NB TH RT LT T14 I RT LT SB RT Num. of Lanes 3 4 1 3 4 1 3 4 1 3 R 1 Lane group L T R L T R L T R L k4l R Volume v 1 154 869 497 110 1353 756 IID2 1658 }12 704 8 114 % Hea veh 8 8 8 8 8 8 8 8 8 8 1.00 8 PHF 1.00 1.00 f.00 I.OD 1.00 1.00 1.00 1.00 1.00 1.00 A 1.00 ed ELA A A A A A A A A A A A A §mup lost time 20 1120 2.0 20 20 2rV 20 2.0 2.0 2.0 20 20 ExLeff, 11reeft 20 2.0 2.0 20 1 20 2.0 1 2.0 20 20 20 20 20 Arrival 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedQ-k&TI R Volume 0 0 0 0 0 ❑ 0 0 0 0 0 0 e Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ti Grade'.'k �Parkzinglh�r_ N 0 N N 0 N N D N N 0 N 0 d 0 0 0 0 0 0 0 0 0 0 0 Unit Extension Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 1 3.0 3.0-A 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 Phasing FrN E.eR Th u & RT 03 G = 24.0 G . 38.0 G = 04 Exci, Left I Thru & R7 1 07 0a Go 70 G• 29.0 G= Y= G= G= 32.0 G= 36.0 G- Y= G= Duration 01 Ana fhrs = 1.00 Timing y• 4 YQ 4 Y= C- Ss Length C = Y= Y= 4 Y= 4 Y= Y - Duration of Analvais thrs = 1.00 i NB SB 120.0 Adj.flow rate 386 1562 1113 EB 1279 891 839 11390 1242 WB NB 868 11.907 SB Lane group cap. Adj. flow rate 154 869 1 497 110 1353 756 1102 1658 112 704 11167 2023 1 114 Lane group cap. 266 1544 11308 266 1544 1308 1214 1917 997 1214 11.917 0.95 107 v/c ratio 0.58 0.56 0.38 0.41 0.88 0.58 0.91 0.86 0.11 0.58 0.61 0.11 Green ratio 0.06 0.24 0.88 0.060.24 0.88 0.27 0.30 0.67 0.27 0.30 0.67 Unit. delay dl 55.1 39.9 1.4 54.5 43.8 1.9 42.6 39.7 7.2 38.2 36.0 1 7.2 Delay factor k 0.17 0.16 10.11 1 0.11 0.40 0.17 0.43 0.39 0.11 0.17 0.19 0.11 Increm. delay d2 3.2 0.5 0.2 1.0 6.5 0.6 11.7 4.7 a 1 0.7 0.6 0.1 PF factor 1.000 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 58.2 40.4 1.6 55.6 150.3 2.5 54.2 44.4 7.3 38.9 36.5 7.3 Lane group LOS E D A E I D I A D D A D D A Apprch. delay 29.5 32.1 34.3 46.7 55.3 35.7 Approach LOS .Approach LOS C C C D E D ersec. delay Intersec. delay 37.9 Intersection LOS Intersection LOS D D at32000tTt Copyn,br 0 2000 Univ by of Rid. AR Rights R -d file://CADocuments and Settings\CourtneyEocal Settings\Temp\s2kE3D.tmp Vasioo4.1 4/10/2008 Short Report Page 1 of 1 1102000t- file://CADocuments and Settings\CourtneyU"al Settings\Temp\s2kE3D.tmp 4/11/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Inlersectian Washington St. 9 Highway 111 Area Type All other areas Jklmgiictioo La Ouinta Analysis Year GP Budidout No Project LT ES TH RT LT W NB TH RT LT TH RT LT SB TH HT Num. of Lanes 3 4 1 3 4 1 3 4 1 3 4 1 Lane group L T R L T R L T R L T R VlAume 386 F562 1113 311 1279 691 839 1390 242 868 1907 218 N6 H veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A Startuplast time 2.0 2.0 2.0 2.0 2.0 20 20 20 2.0 20 20 2.0 Ext. elf- reen 20 20 2.0 20 2.0 20 2.0 20 2.0 20 2.0 20 A�y� 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 FeSMNeIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 112.0 12.0 120 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 ParkinQ/Gradefftrhng N 0 N N ❑ N N 0 N N D N Parking/hr Bus stops/hr 0 d 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl. Leff Tr ru & RT 03 04 ERcl. lRlt 77rru & RT 07 08 r' = 11.0 G - 31.0 G = G • G = 24.0 G . 38.0 G = G = Timing Y= 4 Y= 4 Y. Y= Y= 4 Y= 4 Y= Y= Duration 01 Ana fhrs = 1.00 C- Ss Length C = 1'A0 ES WB NB SB Adj.flow rate 386 1562 1113 311 1279 891 839 11390 1242 868 11.907 1218 Lane group cap. 417 1651 1258 417 1651 1258 911 2023 1096 911 2023 1096 v/c ratio 0.93 0.95 0.88 0.75 0.77 0.71 0.92 0.69 0.22 0.95 1 a94 I 0.20 Green ratio 0.09 0.26 0.84 0.09 0.26 0.84 0.20 0.32 0.73 a20 0.32 0.73 Unit delay d1 54.1 43.7 1 5.9 53.1 41.3 3.7 47.1 35.8 5.1 47.4 39.9 50 Delay factor k 0.44 0.46 0.41 0.30 a32 0.27 0.44 0.26 0.11 0.46 0.46 0.11 Increm. delay d2 372 15.2 8.6 7.5 1 2.4 1.9 179 1 1.0 0.1 27.8 11.9 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 91.3 58.8 14.5 60.7 43.7 5.6 65.0 36.8 5.2 75.3 51.9 5.1 Lane group LOS F E B E D A E D A E D A Apprch. delay 46.8 32.1 43.3 55.3 Approach LOS D C D E ersec. delay 45.0 Intersection LOS D 1102000t- file://CADocuments and Settings\CourtneyU"al Settings\Temp\s2kE3D.tmp 4/11/2008 Short Report Page 1 of 1 HC5MO- Cupynghl V 2 UMVM.Ly Oy M-4 Mr wgm ResavW fileWCADocuments and Settings\CourtneyTocal Settings\Temp\s2k2B7.tmp 4/29/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Performed Ting Period Analyst Greg Agency or Co. Endo Engineering Data Performed 4/8/08 Time Period Morning Peak Hour Imerseciion Area Type unlysisan Analysis Year Washington St Ca Channel Drive All other areas ta La utNo GP Builldouf No Project LT EB TH RT WB LT TH RT LT NB TH RT I LT SB TH RT Num. of Lanes 0 1 1 0 1 1 1 3 0 1 3 0 Lane group 1 LT R LT R L TR L TR LT Volume LvEbj 54 12 57 72 TO f91 26 2292 7 169 1775 99 % HeavyVeh 8 8 8 8 8 8 8 e 8 8 8 8 PHF 1.00 1XO 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 Actuated(PIA) A A A A A A A A A A A A Slant lost time A 2.0 20 2.0 2.0 P-0 20 2.0 20 2.0 Ext. off, green Ext, off- rean 20 2-0 2.0 20 2.0 1 20 1 2.0 2.0 Arrival too 3 3 3 3 3 3 3 3 Unit Extension Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0 PadrMcURTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 N Parkin G a/Parldnq N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 1 3.0 Unit Extension 1 3.0 3.0 1 3.0 3.0 3.0 1 3.0 3.0 3.0 Timing G= 21.0 Y= 4 Phasing I EW Perm 1 02 03 G. G= 7.0 G= 10.0 Y. 4 Y= 4 04 Exci. Left Thru $ RT 07 08 Tmmg G- 1Q.0 Y= s G= Y= G= Y= G Ie La I G. G- 15.0 G= 83.0 G= Y= Y= 4 Y= a V= G= V= Duration v1 Ana sis hrs = 1.00 I WB NB Len h C = 120.0 Adj. flow rate 144 122 144 363 52 2331 261 2914 Lane group cap. 167 1495 EB 97 2632 292 WB NS 0.86 SB Adj. flow rate 66 1 57 0.92 82 191 26 2299 169 1874 0.17 1.00 Lane group cap. 91 1495 102 1495 209 3313 3288 54.9 23.7 v/c ratio 0.73 0.04 Delay factor k 0.80 0.13 0.12 1209 0.69 0.81 0.57 0.42 Green ratio 0.08 1.00 44.9 0.08 1.00 0.13 0.69 0.13 0.69 5.4 Unit. delay dl 53.7 0.0 0.950 54.0 0.0 46.7 11.0 51.1 9.4 Delay factor k 0.29 0.11 0.35 10.11 10.11 60.8 28.0 0.26 0.35 0.16 Lane group LOS Increm. delay d2 28.2 0.0 F A 44.6 0.0 0.3 a6 23.9 0.2 50.3 PF factor 1.000 0.950 28.7 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 81.9 0.0 98.6 0.0 46.9 11.6 75.0 9.7 Lane group LOS F A F A D B E A Apprch. delay 43.9 29.7 12.0 15.1 Approach LOS D C B B Imersec. delay 15.2 Intersection LOS B HC5MO- Cupynghl V 2 UMVM.Ly Oy M-4 Mr wgm ResavW fileWCADocuments and Settings\CourtneyTocal Settings\Temp\s2k2B7.tmp 4/29/2008 Short Report Page 1 of 1 HCs2000rm -Pm'. c-umv.sry or .a -.,P. naervm fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2C1.tmp 4/29/2008 SHORT REPORT Analyst Agency or Co. Date Performed Ting Period Greg Endo Engineering 418108 Evening Peak Hour IntefsWion Area Type Jurisdiction Y Analysis Year Washington St Ca) Channel Drive All a Quer areas ta La ut No GP Builkiout No Project LT EB TH RT I we LT TH RT NB LT TH I RT I LT Se I TH I RT Num. of Lanes 0 1 1 0 1 1 1 3 0 1 3 0 Lane group LT R LT R L TR L TR Volume 105 39 122 116 28 363 52 2310 21 261 2767 147 veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 LOO 1X0 LOO LOO 1.00 1.00 1.00 1.00 1.00 1.00 Actuated P/Aj A A A A A A A A A A A A Startup lost time 20 20 2.0 2.0 2O 2.0 2.0 2.0 Ext, off- rean 1 20 20 20 20 2.0 20 1 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pewa kwRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParktnaN"MParlking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 Phasine 1 EW Perm I 02 03 04 Excl, Left SE Only Thru & RT 08 Timing G= 21.0 Y= 4 G- Y= G. Y= ly= G. G= 7.0 G= 10.0 Y. 4 Y= 4 G= 66.0 Y= 4 G. Y - Dulntion of Analysis hrs = r,00 G Ie La ih C = r20.0 EB WB NB SB Adj. flow rate 144 122 144 363 52 2331 261 2914 Lane group cap. 167 1495 162 1495 97 2632 292 3171 v/c ratio 0.86 0.08 a89 0.24 0.54 a89 0.89 0.92 Green ratio 0.17 1.00 0.17 1.00 0.06 0.55 0.17 0.67 Unif. delay dl 48.1 0.0 48.4 0.0 54.9 23.7 48.4 17.2 Delay factor k 10.39 0.11 10.41 0.11 a14 0.41 0.42 0.44 Increm. delay d2 44.9 0.0 57.2 0.1 5.9 i 4.3 36.4 5.4 PF factor 1.000 0.950 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 93.0 0.0 105.5 0.1 60.8 28.0 84.8 22.6 Lane group LOS F A F A E C F C Apprch. delay 50.3 1 30.0 28.7 27.7 Approach LOS D C C C lntersec. delay 29.2 Intersection LOS C HCs2000rm -Pm'. c-umv.sry or .a -.,P. naervm fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2C1.tmp 4/29/2008 Short Report Page 1 of 1 HCS2000- fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k307.tmp 9/15/2008 Short Report Page 1 of 1 SHORT REPORT Analyse Agency or Co. Date Performed Time Period Greg Endo Engineering "/06 Morning Peak Hour Interseclian Area Type JurMcftn Analysis Year Washington St @ Channel Drive All other areas LaOuinta GP Builldout W/ Project LT ES TH RT WB I LT TH RT NB LT TH HT LT SB TH AT Num. of Lanes 0 LT Eli TH RT WB LT I TH I RT NB Li I TH AT LT SB TH RT Num. of Lanes 0 1 1 0 1 1 1 1 1 3 0 1 3 0 Lane group 39 LT R I LT R L TR L TR % lleavyveh Volume h 54 12 57 72 1 10 191 26 2346 1 7 1 169 1805 99 % Hem veh 8 8 e 8 I a 8 8 8 I 8 1 8 8 8 PHF 1.00 1.00 1.00 1.00 11,00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated WIN A A A A A A A A A A A A S lost Jrne 2.0 20 20 2.0 2.0 20 2-0 PO 2.0 Arrival Mw Exi. eff. een 3 2.0 20 2.0 2.0 20 20 20 2.0 Unit Extension Arrival 3.0 3 3 3 3 3 3 3 3 Pedl6i sMTOR Volume Unit Extension 0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Width PedG&oIRTOR Votuma 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkingthr Parki GradelPalkl N 0 N N Q N N Q N N 0 N Parking/hr 0 0 0 0 0 0 0 0 Unit Extension Bus stops/hr 3.0 0 0 0 0 0 0 0 0 Phasing 7EW Perm 1 02 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 f 3.0 1 3.0 G= Phasing EW Penn 02 03 1 04 Excl. Lett I Thru & AT 07 1 08 G= 11.0 G= G. Y= d G= G= 15.0 G. 82.0 G= Y. G= Duralmn of Analysis (ftl 1.00 riming Y= 4 Y= Y= IC cle Lenmath Yn Y= 4 Y., 4 Y= Y. EB Duration of Ana3 thrs - 1.00 WB NB lCvde Lenalb C = 120.0 Adj. flow rate 144 EB 144 1 363 1 WB NB 2998 SB Lane group cap. Adj. flow rate 66 1 57 162 1495 1 82 191 26 2353 169 1904 v/c ratio Lane group cap. 102 1495 0.89 0.24 112 1495 209 3273 209 3249 Green ratio We ratio 0.65 10.04 0.17 1.00 0.73 0.13 0.12 0.72 0.81 0.59 Unit. delay dl Green ratio 0.09 1.00 48.4 0.0 0.09 1.00 0.13 0.68 0.13 0.68 Delay factor k Unit. delay d1 526 1 0.0 0.41 0.11 53.1 0.0 46.7 11.8 51.1 10.0 Increm. delay d2 Delay factor k 0.22 0.11 57.2 0.1 0.29 10.11 0.11 0.28 0.35 10.18 PF factor Increm. delay d2 14.2 0.0 11.000 0.950 24.3 1 0.0 0.3 0.8 23.9 1 0.3 Control delay PF factor 1.000 0.950 1105.5 0.1 1.000 0.950 1.000 1.000 1.000 1.000 Lane group LOS Control delay 66.8 0.0 I F A 77.4 0.0 46.9 12.6 75.0 10.3 Apprch. delay Lane group LOS E A 30.0 E A D B E B Approach LOS Apprch. delay 35.9 C 23.3 13.0 C 15.6 Intersec. delay Approach LOS D 1 Intersection LOS C B B Intersec. delay 15.3 Intersection LOS B HCS2000- fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k307.tmp 9/15/2008 Short Report Page 1 of 1 HC52000- -Py.g.®-um Wm"-.w.ugnu.wsa...0 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k3l Ltmp 9/15/2008 SHORT REPORT Analyst AgencyAll or Co. Dale Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Intersec Juns'didArea Type Analysis Year Analysis Y Drivtion Washington @ Channel ve other areas La ut W1 GP Builldout W/ Project LT ES TH RT WB I LT TH RT NB LT TH HT LT SB TH AT Num. of Lanes 0 1 1 0 1 1 1 3 0 1 3 0 Lane group LT R LT R L TR L TR Volume h 105 39 122 116 28 363 52 2976 21 261 2851 147 % lleavyveh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated PIA A A A A A A A A A A A A Startup lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ela. efl. Teen 1 2.0 2.0 1 2.0 20 2.0 20 20 20 Arrival Mw 1 3 3 3 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pedl6i sMTOR Volume 0 0 0 0 1 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 1 112.0 12.0 12.0 112.0 12.0 J 12.0 Parking/Grade/Palkin N 0 N N 0 N N J 0 N N 0 N Parkingthr Bus stops/hr 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing 7EW Perm 1 02 63 04 1 bed. Lel! I SB Orily Thru & AT 1 08 G= 21.0 G- G= 13 G. 7Q G. F0.0 G= fi6.0 G. Timing Y= 4 Y= Y. Y= Y= 4 Y= d Y= 4 Y. Duralmn of Analysis (ftl 1.00 IC cle Lenmath C a 120.0 EB WB NB SB Adj. flow rate 144 122 144 1 363 1 52 12397 261 2998 Lane group cap. 167 1495 162 1495 1 97 2632 292 3171 v/c ratio 10.86 0.06 0.89 0.24 0.54 0.91 0.89 0.95 Green ratio 0.17 1.00 0.17 1.00 0.06 0.55 0.17 0.67 Unit. delay dl 48.1 0.0 48.4 0.0 54.9 24.3 48.4 18.0 Delay factor k 0.39 0.11 0.41 0.11 0.14 0.43 10.42 0.46 Increm. delay d2 44.9 0.0 57.2 0.1 5.9 5.8 36.4 8.3 PF factor 1.000 0.950 11.000 0.950 1.000 1.000 1 1.000 1.000 Control delay 93.0 0.0 1105.5 0.1 60.8 30.1 84.8 26.3 Lane group LOS F A I F A E I C F C Apprch. delay 50.3 30.0 30.8 31.0 Approach LOS D C C C Intersec. delay 31.6 1 Intersection LOS C HC52000- -Py.g.®-um Wm"-.w.ugnu.wsa...0 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k3l Ltmp 9/15/2008 Short Report Page 1 of 1 Uapynghr V 2 University of Flail; Aa Righa Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k4OD.tmp Versihh 4 le 9/16/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Dale Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour intersection Area Type judsdktan Analysis Year Washington St. CM Highway 111 All other areas La Quinta GP Builtdout W/ Project Washington St. Ca Highway 111 All other areas La Quinta GP Builldout W1 Project LT EB TH RT LT WB TH RT NB LT TH RT LT SS TH RT Num. of Lanes 3 4 1 3 4 1 3 4 1 3 4 1 Lane group L T R L T R 1771 L T R L T R Volume (VDh) 157 869 497 1 110 1353 1 1102 1694 Y12 712 1187 116 % Hega vah 8 8 8 1 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 Actuated (P/A) A A A A A A A A A A A A .ciMUD lost lime 20 2.0 2.0 20 20 20 2.0 20 20 20 2.0 2.0 Ext. eff. green 20 20 20 20 2.0 20 20 20 20 20 20 20 Arrival Npe 3 3 3 3 3 3 3 3 3 1 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBikWRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Gracle/Parldng N 0 1 N I N 0 N N 0 N N 0 N Parking/hr Parking/Gracla/Parking N 0 N N 0 N N 0 N N 0 Bus stopsthr 0 0 1 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PhasingExcl. Leff Thru & RT 03 3.0 04 Exd. Left Thn1 & RT 07 3.0 OB Timing G= 7.0 1 G� 29.0G= 04 Exd. Lef3 G= G= 32.0 G= 36.0 G= 08 G= G= 30.0 G= Y= 4 Y= 4 Y= G= 36.0 G= Y= Y= 4 Y= 4 Y= Y= < Y= Y= Duration al Arr515 firs = 1.00 Y= JY= 4 JY= 4 Y= ICYde Longth C = 120.0 Duration of Analysis ihrs = 1.00 lCycie Len Ih C - 120.0 EB EB NB WB NB 390 1562 SB 311 Adj. flow rate 157 869 497 110 1353 771 1102 1694 112 712 1187 116 Lane group cap, 266 1544 1308 266 1544 1308 1214 1917 997 1214 1917 997 v/cratio 0.59 0.56 0.38 0.41 0.88 0.59 0.91 0.88 0.11 a59 0.62 a12 Green ratio am 0.24 0.88 om 0.24 a88 0.27 0.30 0.67 0.27 0.30 0.67 Unif. delay d1 55.1 39.9 1.4 54.5 43.8 1.9 42.6 40.0 0.45 36.1 7.2 Delay factor k 0.18 0.16 0.11 0.11 a40 0.18 0.43 P7.238.2 0.41 0.18 0.20 0.11 lncrem. delay d2 3.5 0.5 0.2 1.0 6.5 0.7 11.7 5.7 0.7 0.6 at PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay !Lane 58.6 40.4 1.6 55.6 50.3 2.6 54.2 45.7 7.3 39.0 36.7 7.3 group LOS E D A E D A D D I A D D A Apprch. delay 29.6 C 34.1 47.4 35.8 47.8 Approach LOS C Intersection LOS C D D D Intersec. delay 38.2 Intersection LOS D Uapynghr V 2 University of Flail; Aa Righa Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k4OD.tmp Versihh 4 le 9/16/2008 Short Report Page 1 of 1 acs20o0- Uzpyngbt ® Z University OfFIMI" All Righa Reserved fReWCADocuments and Settings\Courtney\Local Settings\Temp\s2k377.tmp Versos 4 le 9/16/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8106 Evening Peak Hour Intersection Area Typo Jurisdiction AMalysls Year Washington St. Ca Highway 111 All other areas La Quinta GP Builldout W1 Project LT EB TH RT LT WB TH RT NB LT TH FIT LT SB TH RT Num. of Lanes 3 4 1 3 4 1 3 4 1 3 4 1 Lane group L T R L T R L T R L T R Volume ) 390 1562 1113 311 1279 909 839 1434 242 891 1963 223 Heavy veh 8 e 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 Loo 1.00 1.00 1.00 1,00 1,00 1,00 1.00 Actuated PIA) A A A I A A A A A A I A A A S lost time 20 20 1 2.0 1 2.0 2.0 2.0 2.0 20 20 20 20 2.0 110- NiT 20 20 20 20 20 1 2.0 1 20 20 2.0 2.0 2.0 2A Arrival type 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Pcd6ke�RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 - Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Gracla/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasing Excl. Let? I Thru & RT 03 04 Exd. Lef3 Thti & RT 07 08 Timing G= 11.0 G= 30.0 G= G= 1 G� 2S.❑ G= 36.0 G= G= Y= < Y= 4 Y= Y= JY= 4 JY= 4 Y= Ya Duration of Analysis ihrs = 1.00 lCycie Len Ih C - 120.0 EB WB NB se Adj. flow rate 390 1562 1113 311 1279 1 909 839 11434 1 242 891 1963 223 Lane group cap. 417 11598 1258 417 1598 1258 949 2023 11084 949 2023 1084 v/c ratio 0.94 0.98 0.86 0.75 0.80 0.72 0.88 0.71 0.22 0.94 0.97 0.21 Green ratio 0.09 a25 0.84 0.09 0.25 Jam a21 a32 0.73 a21 a32 0.73 Unit. delay dl 54.1 44.7 5.9 53.1 42.2 3.8 46.1 36.1 5.4 46.7 40.4 5.3 Delay factor k 0.45 0.48 0.41 0.30 0.34 a28 0.41 0.27 0.11 0.45 10.48 0.11 lncrem. delay d2 41.4 27.9 8.6 7.5 3.1 2.1 11.2 J 1.2 0.1 22.0 120.2 at PF factor 1.000 11.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 LOW 1.000 1.000 Control delay 95.5 72.6 14.5 60.7 45.3 5.9 57.3 37.3 5.5 68.7 60.6 5.4 Lane group LOS F I E B E D A E D A E E A Apprch. delay 54.4 32.9 40.9 59.0 Approach LOS D C D E !ntersec. delay 47.8 I Intersection LOS D acs20o0- Uzpyngbt ® Z University OfFIMI" All Righa Reserved fReWCADocuments and Settings\Courtney\Local Settings\Temp\s2k377.tmp Versos 4 le 9/16/2008 Short Report Page 1 of 1 HCS200V- Upyrigbt ® 2 U-dy of flmE$ AH Mir- lfCYrvM fileWCADocuments and Settings\Courtney\L.ocal SettingffempWk169.tmp 9/16/2008 Short Report Page 1 of 1 SHORT REPORT Analysl Agency or Co. Date Performed Time Period Greg Endo Engineering 4128108 Morning Peak Hour Intenmction Area Type Jurisdiction Analysis Year Washington SI @ Avenue 48 All other areas La Quinta Existing Washington St @9 Avenue 48 All other areas La Quinta Existing E9 LT TH RT LT WI3 TH RT NB LT TH RT IT SB TH RT Num. of Lanes 0 0 0 2 0 1 0 3 1 1 3 0 Lane group 3 0 Lane group L R T R L T Volume h L T 464 350 2268 621 134 1078 `y Heavy vah 239 2137 8 8 8 8 8 8 PHF 8 8 0.89 0.84 0.84 0.84 0.84 C88 0-88 P1A 0.88 Actuated PIA A A A A A NActuated Startlost time A Sfanu � time 2.0 20 2.0 20 20 20 20 Eat. eff. een 20 Fat. eff_ green 2.0 2.0 2.0 2.0 20 Anival type 2.0 Arrivig 3 3 3 3 3 3 Unit Extension 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 PediBike/RTOR Volume 0 Po&BlkeIRTOFI Volume 0 0 0 0 0 0 0 0 0 0 0 Lane Width Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 PradeParWng N N N 0 N N 0 N N 0 N Parking/hr Parking/hr Bus stops/hr Bus stopsthr 0 0 0 0 0 0 Unit Extension Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 Phasina WB Only 02 03 02 03 04 SB Only T 07 as G= 220 G- G= G= G= 13.0 G= 730 G= G. Timing V= 4 Y= IY= Y= 4 IY= 4 IY= IY= Duration 0 Apialysis hrs) 1.00 1 1 C Levi) C = i20.0 EB EB WB WB NB SB Adj. How rate 555 716 419 2713 743 160 1289 Lane group cap. Lane group cap. 595 1495 2915 909 181 3594 v/c ratio 3354 a93 0.28 0.93 o.82 0.88 0.36 Green ratio 0.72 0.18 1.00 0.61 0.61 a i l a75 Unil. delay dl a70 48.3 0.0 21.2 18.3 52.8 5.1 Delay factor k 10.9 0.45 0.11 a45 a36 0.41 0.11 Increm. delay d2 0.28 30.1 at 7.0 6.2 50.1 0.1 PF factor 1 a8 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 1.000 78.4 a 1 28.2 24.5 102.8 5.2 Lane group LOS 11.7 E A C I C F A Apprch. delay B Apprch. delay 44.7 27.4 34.1 16.0 Approach LOS Approach LOS D D C C B Intersec. delay 27.5 31.4 Intersection LOS Intersection LOS C HCS200V- Upyrigbt ® 2 U-dy of flmE$ AH Mir- lfCYrvM fileWCADocuments and Settings\Courtney\L.ocal SettingffempWk169.tmp 9/16/2008 Short Report Page 1 of 1 HCS2WNTM Copyright 0 20W Umv<ts ty of "M" M Mgnu ¢eservm fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k3B7.tmp 4/29/2008 SHORT REPORT Anatyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4128108 Evening Peak Hour Intersection Area Type Jurisdiction Analysis Year Washington St @9 Avenue 48 All other areas La Quinta Existing EB LT TH RT LT WB I TH I RT I NS LT I TH RT I LT S8 TH RT Num. of Lanes 0 0 0 2 0 1 1 0 3 1 1 3 0 Lane group L T R L T Voltune h 647 1916 270 239 2137 % Hea vah 8 8 8 8 8 PHF 0.88 r2.0 C88 0-88 a88 0.88 Actuated PIA A A A A A Sfanu � time 2.0 20 20 20 20 Fat. eff_ green 2.0 P-0 2.0 2.0 2.0 Arrivig 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 Po&BlkeIRTOFI Volume 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 P�jn N N N 0 N N 0 N N 0 N Parking/hr Bus stopsthr 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq WB Only 02 03 1 04 I $B Only Thru 6 RT 07 08 G= 28.0 G= G. Go G- 21.0 G= 59.0 G= G= Timing y= 4 Y= Y: Y= Y= 4 lYm 4 IY= IY= Duration of Ana is hrs , 1.00 1 C CIC Len h C = 1200. EB WB NB SB Adj. flow rate 716 257 2175 306 271 2426 Lane group cap. 757 1495 12356 735 292 3354 v/c ratio 0.95 0.17 0.92 0.42 0.93 0.72 Green ratio a23 1.00 0.49 0.49 0.17 a70 Unif. delay d1 45.3 0.0 28.4 19.5 48.8 10.9 Delay factor k 0.46 0.11 0.44 0.11 0.44 0.28 increm. delay d2 29.2 0.1 7.7 0.4 50.7 1 a8 PF factor 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 74.5 0.1 36.0 19.9 99.5 11.7 Lane group LOS E A I D B F B Apprch. delay 54.8 34.1 20.6 Approach LOS D C C Intersec. delay 31.4 Intersection LOS C HCS2WNTM Copyright 0 20W Umv<ts ty of "M" M Mgnu ¢eservm fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k3B7.tmp 4/29/2008 Short Report Page 1 of 1 fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k12D.tmp V-- 4.1. 9/16/2008 Short Report Page 1 of 1 SHORTREPORT Analyst Agency or Co. Dale Performed Time Period Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4IM08 Morning Peak Hour Intersection Area Type Jurisdicton Analysis Year Intersoobn Area Type JunsdetJort Analysis Year Was hinglon St C& A venu e 48 AO other areas La Quinta Year 2010 No Project LT WB TH RT ✓v8 LT TH RT LT SB TH RT Num. of Lanes RT I LT 2 0 1 0 3 1 2 3 0 Lane group 0 2 L R T R L T Volume h L 535 378 2394 701 166 1159 % Heavyveh JIRT 747 8 8 8 8 8 8 PHF 8 0.84 0.84 0.84 0.84 Ca.4 0.84 Actuated P1A 0.88 A A A A A A Startuplost time A 2.0 20 20 20 20 20 Ex 0• green 20 2.0 2.0 FO 20 20 20 A 2.0 3 3 3 3 3 3 Unit Extension 3 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 3.0 0 0 0 1 0 0 1 0 3.0 PeWMelRTOR Volume Lane Width 0 12.0 12.0 12.0 12.0 12.0 12.0 Pa6OWGq4dWParIdng N N N 0 N N 0 N N 0 N Parkingthr N N 0 N N 0 N N 0 N Parkingthr Bus stops/hr 0 0 0 0 0 0 Unit Extension 1 0 30 3.0 3.0. 30 3.0 3.0 Phasino I WB Only 02 1 03 3.0 04 3.0 3.0 SB OaW I Thru S RT 1 07 08 Timing G= 25.0 G= G= Thru 6 RT G= 08 G= 8.0 G= 75.0 G G= Y- C Y= Y. IY= G. Y= 4 Y= d Y. 4 Y= Y= Y. Durallon of Ana€ sls hrs r 1.00 Y. DurattDn of Analysis fhrs = 1.00 icychall L-rIath C w 120.0 ICycle Len th C - 120.0 EB WB NB SB Adj. flow rate 640 Adj. flow rate 452 2864 1 839 199 1386 lane group cap. 323 676 Lane group cap. 1495 2995 934 216 3474 v/c ratio 352 0.95 v/c ratio 0.30 0.96 0.90 0.92 0.40 Green ratio a92 0.21 Green ratio 1.00 1 10-63 0.63 a07 0.73 Unit. delay d1 a i 1 46.8 Unit. delay d1 0.0 21.0 19.2 55.7 6.4 Delay factor k 53.0 0.46 Delay factor k aft 0.47 1 0.42 0.44 0.11 Increm. delay d2 0.44 32.40.1 increm. delay d2 10.8 13.3 60.1 0.1 PF factor 39.2 1.000 PF factor 0.950 1.000 1.000 1.000 1.000 Control delay 1.000 79.3 Control delay 0.1 31.7 32.6 115.8 6.5 Lane group LOS 92.2 E Lane group LOS A C C F A pprch. delay F B 46.5 31.9 50.6 20.2 Approach LOS 25.6 D C I D C Intersec. delay 31. 5 C Intersec. delay Intersection LOS C fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k12D.tmp V-- 4.1. 9/16/2008 Short Report Page 1 of 1 LoV9ngm'e eau U-ty or aerie& nu Mgbu arerivaa fileWCADocuments and Settings\Courtrley\Local Settings\Temp\s2k37B.tmp V-im 4 k 4/29/2008 SFfDRT REPORT Analyst Agency or Co. Dale Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Intersection Area Type Jurisdicton Analysis Year Washington St told Avenue 48 Alt other areas La Quinta Year 2010 No Project EB LT I TH RT I LT WB TH I RT NO LT TH RT LT SB J TH RT Num. of Lanes 0 0 0 2 0 1 0 3 1 2 3 0 Lane group L R T R L T Volume h 747 - 281 2071 369 285 12300 % Heavy veh 8 8 8 8 8 e PHF 0.88 0.88 0.88 aw 0.88 0.88 Actuated (P/A) A A I A A A A Startup lost time 20 2.0 20 2.0 20 2.0 Ext, off. green 2.0 20 2.0 20 20 2.0 Arrival type 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 PeWMelRTOR Volume 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 112.0 112.0 Parking/Grade,rParldn N N N 0 N N 0 N N 0 N Parkingthr Bus stops/hr 1 0 0 1 0 0 0 Unit Extension 1 3.0 3.0 1 3.0 3.0 3.0 3.0 Phasino I WB On 02 03 04 SB Ortl Thru 6 RT 07 08 timing G= 33.0 G= G= G- G= 13.0 G= 620 G= G. Y= 4 Y= Y= Y= Y= 4 Y= 4 V= Y. DurattDn of Analysis fhrs = 1.00 ICycle Len th C - 120.0 EB WB NB SB Adj. flow rate 848 319 2351 419 323 2611 Lane group cap. 893 1495 2476 772 352 3155 v/c ratio 0.95 0.21 0.95 0.54 a92 0.83 Green ratio 0.28 1.00 0.52 0.52 a i 1 0.66 Unit. delay d1 42.7 0.0 27.5 19.5 53.0 15.4 Delay factor k 0.46 0.11 0.46 0.14 0.44 a37 increm. delay d2 27.0 0.1 11.2 0.8 39.2 2.0 PF factor 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 69.7 0.1 38.7 20.3 92.2 17.4 Lane group LOS E A D C F B Apprch. delay 50.6 35.9 25.6 Approach LOS D D C Intersec. delay 34.0 Intersection LOS C LoV9ngm'e eau U-ty or aerie& nu Mgbu arerivaa fileWCADocuments and Settings\Courtrley\Local Settings\Temp\s2k37B.tmp V-im 4 k 4/29/2008 Short Report Page 1 of 1 nCS2000rm Copynge¢ o z U -LY w r1- i MMM K.a.w Short Report Page 1 of 1 HCS20W- Copyngbl®2V -11Y o1 Wawa----- file://C:\Documents and Settings\Couctney\Local Settings\Temp\s2k17D.tinp 9/16/2008 fde://CADocuments and Setdngs\Courmey\Loca1 Settings\Temp\s2k3D0.tmp 9/16/2008 SHORTHEPORT pna[yst Agency or Co Dafe Performed Time Period Greg Endo Engineering 418108 Morning Peak Hour Intarsection Area Type .turisd=on Analysis. Year Washington St 0 Avenue 48 All other areas La Ouinta Year 2010 W1 Project EB LT TH RT LT w8 TH RT NB LT TH RT LT SB TH I RT Num. of Lanes 0 0 0 2 0 1 0 3 1 2 3 0 Lane group L R T R L 7 - Volume Volume h 535 384 2424 701 169 1176 % Heavy veh 1 8 8 8 8 8 8 PHF 0.84 0.84 0.84 0.84 0.84 184 Acts (EA A A A A A A Startup lost fine 2.0 2-0 2.0 1 2.0 2.0 20 Fes. eff. green I 2-0 2.0 2.0 1 P-0 2.0 20 ArF& type 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 PednlaaWRTOR Voiume 0 1 0 0 a 0 0 0 Lane Width 12.0 12.0 IN 12.0 12.0 112.0 12.0 ParlqnwGradbY rki N N N 0 N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 1 3.0_1 3.0 3.0 P WB only 02 03 44 SB Onl Thru 8 RT 07 08 G= 25.0 G= G= G. G= 8.0 G� 75.0 G- G= Timing Y= 4 YR Y. Y= Y= 4 Y= 4 Y: Y= ❑oration at Alta hrs Q 1.00 le Len ih G . 120,0 EB WB NB 59 Ad. flow rate 640 459 2900 839 202 1407 Lane group cap. 676 1495 2995 934 216 3474 v/c ratio 0.95 0.31 0.97 0.90 0.94 0.41 Green ratio 0.21 1.00 0.63 0.63 0.07 0.73 Unit. delay d1 1 46.8 0.0 21.4 19.2 55.7 64 Delay factor k 0.46 0.11 0.48 0.42 0.45 0.11 lncrem. delay d2 32.4 0.1 14.0 13.3 68.2 0.1 PF factor 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 79.3 0.1 35.4 32.6 123.9 6.5 Lane group LOS E A D C F A Apprch. delay 46.2 34.7 21.2 Approach LOS D C C Intersec. delay 33.3 Intersection LOS C nCS2000rm Copynge¢ o z U -LY w r1- i MMM K.a.w Short Report Page 1 of 1 HCS20W- Copyngbl®2V -11Y o1 Wawa----- file://C:\Documents and Settings\Couctney\Local Settings\Temp\s2k17D.tinp 9/16/2008 fde://CADocuments and Setdngs\Courmey\Loca1 Settings\Temp\s2k3D0.tmp 9/16/2008 Short Report Page 1 of 1 NGJ�UN�^' UOPYngnl® LUN U0VG qOr MOOM All Mg- IiGSCV 1 fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k141.tmp V -4.W 9/16/2008 Short Report' Page 1 of 1 SHORT REPORT Analyst Agency or Co. Date Pertormed Time Period Greg Endo Engineering 418/08 Morning Peak Hour Intersection Area Type Jurisdeko Analysis Year lnlersedbn Area Type urisdiction Analysis Year Washington St Ca Avenue 48 All other areas La Quinta GP Buildout No Project EB LT TH RT LT we TH RT NB LT I TH I RT LT $8 TH RT Num. of Lanes 0 0 ES LT TH RT LT We TH RT NB LT TH RT LT SS TH i RT Num. of Lanes 0 0 0 2 0 1 0 3 1 2 3 0 Lane group 845 L R T R L T Volume h 8 606 442 2668 1 796 192 1290 q Hem vah I Loo 8 8 8 8 8 8 PHF A 1.00 LOD f,00 1,00 1,00 1.00 Actuated EIAI 2.0 A A A A A A Startup lost time 2.0 2.0 20 2.0 20 20 20 Ext. eff, green 3 1 2.0 20 20 2.0 2.0 2.0 Arriva type 3.0 3.0 3 3 3 3 3 Unit Extension 0 3.0 3.0 3.0 3.0 3.0 3.0 PedtBikefRTOR Volume 0 12.0 0 0 0 0 0 0El 12.0 Parking/Grade/ParkingParking/Grade/Paridng lane Width N N 12.0 12.0 12.0 12.0 12.0 Parkinp/hr Parkin Grade/Parkin N N N o N N 0 N N Bus stops/hr ParkingthrBus 0 0 0 0 1 0 0 Unit Extension stops/hr 3.0 0 0 0 0 0 Phasing WB only Unit Extension Oct 3.0 3.0 3.0 3.0 3.0 G= 33.0 Phasin We Oh 02 03 G= 61.0 G- OctSBOnl Thr,, RT 07 Y. Yo Ya G=25.0 G= G= G= G=9.0 G=74.0 GQ G. Timing V= 4 Y= Y= Y= Y= 4 V. 4 Y= Y= Duration al A hrs = 1.00 1 EB C cle Le h C . 720.0 NB EB SB WB NB 845 SB Adj. flow rate 2310 411 606 12W8 442 2668 796 192 1290 Lane group cap. 2436 760 676 3155 1495 2955 922 243 3474 v/c ratio 0.95 o.54 0.90 0.81 0.30 0.90 0.86 0.79 0.37 Green ratio a51 a51 0.21 a 1.00 0.62 0.62 0.08 0.73 Un'd. delay d1 28.0 20.0 46.2 15.1 0.0 19.9 18.9 54.6 6.2 Delay factor k 0.46 0.14 10.42 0.35 0.11 0.42 0.39 0.34 0.11 Increm. delay d2 11.1 0.8 17.7 1.8 0.1 4.7 9.3 1 17.9 0.1 PF factor 1.000 1.000 1.000 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 39.1 20.8 63.9 16.9 0.1 24.6 28.2 72.5 6.3 Lane group LOS D C E B A C C E A Apprch. delay 36.4 1 37.0 Approach LOS 25.4 14.9 Approach LOS D D irdersec. delay C B Intersec. delay 24.8 C Intersection LOS C NGJ�UN�^' UOPYngnl® LUN U0VG qOr MOOM All Mg- IiGSCV 1 fileWCADocuments and Settings\Courtney\L.ocal Settings\Temp\s2k141.tmp V -4.W 9/16/2008 Short Report' Page 1 of 1 00pynghl ® MIXI Um -sty of Men; Au xlg- Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k38F.tmp 4/29/2008 SHORT REPORT Analysi Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Intersection Area Type Jurisdeko Analysis Year Washington St @ Avenue 48 All other areas La Quinta GP Buildout No Project EB LT TH RT LT we TH RT NB LT I TH I RT LT $8 TH RT Num. of Lanes 0 0 0 2 0 1 0 3 1 2 3 0 Lane group L R T R L T Volume v h 845 328 2310 411 338 Z' M % Heavy veh 8 B 8 8 8 8 PHF I Loo 1.00 1.00 1.00 1.00 1.00 Actuated(PIA) A A A A A A Startup lost time 2.0 2.0 1 2.0 2.0 1 20 1 20 Ext, elf, green 2.0 20 2.0 2.0 20 2.0 Arrival type 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 PedakWRTOR Volume 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/ParkingParking/Grade/Paridng N N N 0 N N 0 N N 0 N Parkinp/hr Bus stops/hr 1 0 0 0 0 1 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 1 3.0 Phasing WB only 02 03 Oct Si3Onl ThNBRT 07 08 G= 33.0 G= G= G= G= 14.0 G= 61.0 G- G= Timing V= 4 Y. Yo Ya Y- 4 Y= 4 Y= lCycia Y= Duration of sis (hTs) 1,00 Le=h C = 120,0 EB WB NB SB Adj. flow rate 845 328 2310 411 338 12W8 Lane group cap. 893 1495 2436 760 379 3155 v/c ratio 0.95 a22 0.95 o.54 a89 0.81 Green ratio a28 1.00 a51 a51 0.12 a Unit. delay dl 42.6 ao 28.0 20.0 52.3 15.1 Delay factor k 0.46 10.11 1 0.46 0.14 a42 0.35 Increm. delay d2 25.7 0.1 11.1 0.8 28.4 1.8 PFlactor 1.000 0.950 1.000 1.000 1.000 1.000 Corrtrol delay 66.3 0.1 39.1 20.8 80.7 16.9 Lane group LOS E A D C F B Apprch. delay 492 36.4 1 24.3 Approach LOS D D C irdersec. delay 33.4 Intersection LOS C 00pynghl ® MIXI Um -sty of Men; Au xlg- Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k38F.tmp 4/29/2008 Short Report Page 1 of 1 1102000 - Copyright 0 2000 University ofFlai4 All Righb Reserved Short Report Page 1 of 1 SHORT REPORT SHORT REPORT Analyst Greg ency or Co. Endo Engineering Dale Performed 418/08 Time Period Evening Peak Hour Analyst Agency or Co. Dale Performed Time Period Greg Endo Engineering 418/08 Morning Peak Hour Washington St @ Avenue 48 All other areas La Quinta GP Buildout W/ Project Intersection Area Type Jurilacklion Analysis Year Washington St @ Avenue 48 Aff other areas La Quinta GP Buildout W/ Project EB LT TH RT LT WB TH RT Na LT TH RT EB LT TH AT LT WB I TH I RT NB LT TH RT LT SS TH RT Num. of Lanes 0 0 0 2 0 1 0 3 1 2 3 0 Lane group Volume (veh) L R T R L T Volume h 8 606 448 2698 796 195 1307 Heavyveh 1.00 1.00 1 8 8 8 8 8 e PHF A I I A A 1,00 1.00 1.00 1.00 1.00 1.00 Actuated P/A 20 20 2.0 A A A A A A Startlost time 2.0 20 2.0 20 2.0 20 20 20 Ext. slf. reen 3 Unit Extension 2.0 20 2.0 2.0 20 20 Arrival type Pett BkWRTOR Volume 0 3 3 3 3 3 3 Unit Extension 12.0 3.0 3.0 3.0 3.0 3.0 3.0 Pedlaika?RTOR Volume 0 0 N 0 0 1 0 0 0 0 Parking/hr Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 ParkradwParPj2Q N N N 0 N N 0 N N 0 N Parking/hr 3.0 3.0 Phasin WS Ont, 02 03 04 SS On! Thor & RT Bus stops/hr 08 G- 32.0 G. G= 0 0 0 0 0 0 Unit Extension Y. Y= 4 3.0 3.0 3.0 3.0 3.0 3.0 Phasing WB Only 02 03 le Lanoth C - 0458 Onl Thr" li RT 07 08 G= 24.0 G. G= G= G= 9.0 G= 75.0 G= Adj. flow rate G. Timing Y= 4 IY= IY. V= Y. 4 JY= 4 IY= 2615 v. Duration of Anal vs hrs - 1.00 866 1 1495 C cte Length C = f20.0 3195 v/c ratio EB 0.98 WB I NB 0.95 a53 SB Adj. flow rate Green ratio 606 0.27 448 1 2698 796 195 1307 Lane group cap. Un'rf. delay dl 649 43.6 1495 2995 934 243 3514 v/c ratio Delay factor k 0.93 0.30 0.90 0.85 0.80 0.37 Green ratio 41.3 0.20 0.1 1 1.00 0.63 0.63 0.08 0.73 Unit. delay dl 47.2 1.000 1.000 0.0 19.3 18.1 54.6 5.9 Delay factor k 0.1 a45 88.5 0.11 a42 a38 0.35 0.11 Increm. delay d2 D C 28.3 B at 4.5 8.3 19.7 1 0.1 PF factor 1.000 Approach LOS 0.950 1.000 11.000 1.000 11.000 Control delay C 75.5 0.1 23.8 126.3 74.45.9 D Lane group LOS E A C I C E I A Apprch. delay 43.5 24.4 14.8 Approach LOS D C B Intersec. delay 25.3 Intersection LOS C 1102000 - Copyright 0 2000 University ofFlai4 All Righb Reserved Short Report Page 1 of 1 HCS2000tw Copyright 0 2000 University of Florid; All Rights Resaved ,aziena.le fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k3FC.tmp 9/16/2008 file://C:\Documents and Settings\CournteyEocal Settings\Temp\s2k3BC.tmp 9/16/2008 SHORT REPORT Analyst Greg ency or Co. Endo Engineering Dale Performed 418/08 Time Period Evening Peak Hour Intersection Area Type UurisdirAan Analysts Year Washington St @ Avenue 48 All other areas La Quinta GP Buildout W/ Project EB LT TH RT LT WB TH RT Na LT TH RT LT SB TH RT Num. of Lanes 0 0 0 2 0 1 0 3 1 2 3 0 Lane group L R T R L T Volume (veh) 845 335 1 12347 411 347 2615 % Hwavy vett 8 8 8 e 8 e PHF 1 1.00 1.00 1 1 f.00 1.00 1.00 1.00 Actuated(P/Al A A I I A A A A Startup lost time 1 2.0 20 i 20 20 2.0 20 ExL eff, wean I 20 20 20 Z0 2.0 20 Arrival type 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 Pett BkWRTOR Volume 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 Parlvnq/GTaft9a&ng N N N 0 N N 0 N N 0 N Parking/hr Bus stopsthr 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 Phasin WS Ont, 02 03 04 SS On! Thor & RT 07 08 G- 32.0 G. G= G• 'G= 14A G= 620 GR G - Timing Y= 4 Y= Y= Y. Y= 4 Y= 4 Y= Y= Dural;on O An - sis thra .1.00 le Lanoth C - 120.0 EB WB NB I SB Adj. flow rate 1 845 1 395 2347 411 347 2615 Lane group cap. 866 1 1495 2476 772 379 3195 v/c ratio 0.98 0.22 0.95 a53 0.92 I 0.82 Green ratio 0.27 1.00 0.52 0.52 0.12 0.67 Un'rf. delay dl 43.6 0.0 27.5 19.3 52.4 1 14.7 Delay factor k a48 0.11 0.46 a14 0.43 j a36 Increm. delay d2 41.3 1 0.1 1 10.9 0.7 36.1 1.8 PF factor 1.000 0.950 1.000 1.000 1.000 1.000 Control delay 84.9 0.1 38.4 20.1 88.5 16.5 Lane group LOS F I A D C F B Apprch. delay 60.9 1 24.9 Approach LOS E D C Intersec delay 35.3 Intersection LOS D HCS2000tw Copyright 0 2000 University of Florid; All Rights Resaved ,aziena.le fileWCADocuments and Settings\CourtneyEocal Settings\Temp\s2k3FC.tmp 9/16/2008 file://C:\Documents and Settings\CournteyEocal Settings\Temp\s2k3BC.tmp 9/16/2008 Short Report Page 1 of 1 aC52006M Copyright 0 2000 University of Florida All Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k1E.tmp Version 4 l 9/22/2008 I Back -of -Queue Worksheet Page 1 of 1 BACK -OF -QUEUE WORKSHEET SHORTREPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 4/8/06 Mooning Peak Hour nlsrsection Area Type .3uriscklion Ana]ysis Year Palm Royale Dr CM Fred Waring All other areas La Quinta GP Buildout W1 Project Project Description Washington Commercial LT EB TH I AT WB LT TH AT NB LT TH AT LT SB TH AT Num. of lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L LTR L Volume vph 95 588 13 15 431 1207 26 0 15 134 0 146 % Heavv veh 8 6 8 8 8 8 6 8 8 8 8 8 PHF 1.00 1.40 1.40 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated (P/A) A A A A A A A A A A A A Startup lost lime 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 309 Exi. all. green 2.0 2.0 2.0 20 2.4 2.0 20 2.0 2.0 0.13 Arrival e 3 3 3 3 3 3 3 3 3 0.25 Unit Extension 3.0 3.0 3.0 3.0 3.0 A20 3.0 3.0 3.0 3.0 1.000 PedM")RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 1.00 Parkin Grada/Parkino N 0 N N 0 N 0 N N 0 N Parking/hr 1.00 1.00 1.00 1.00 01 3.0 6.0 a1 0.5 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0.9 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0.4 Phasing Excl. Left -ru a AT 03 0.3 04 NB Only SB On 0.0 07 0.7 08 G= 11.0 Go 62.0 Go G= G- 7,0G= 24.0 G= 0.9 G. 2.5 riming Y= 4 V= d Y= Y= Y= 4 Y= 4 Y= V- Duration 01 Analysis hfs - 1.00 fB% 2.0 Cvcle Len lh C . 120.0 2.1 2.0 2.1 2.1 2.0 1.9 800, 0% 6.9 12.3 0.2 1.0 8.7 EB 1.9 0.3 WB NB 0 spacing 25.0 SB 25.0 Ad. flow rate 95E17. 13 15 431 207 26 15 84 196 0 Lane group cap. 1531258 0 153 1731 1258 98 1096 334 309 v/c ratio 0.620.01 0.10 0.25 0.16 0.27 0.01 0.25 0.63 95% Ro% Green ratio 0.090.84 0.09 0.52 0.84 a06 0.73 0.20 a20 Unif. delay dl 52.51.5 50.0 16.1 1.7 54.0 14.3 40.4 44.0 Delay factor k 0.20 0.11 0.11 o.11 0.11 0.11 0.11 0.11 0.11 0.21 Increm, delay d2 7.8 0.1 0.0 0.3 0.1 0.1 1.5 0.0 0.4 4.3 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 60.3 17.1 1.5 50.2 16.2 1.8 55.5 4.3 40.8 48.3 Lane group LOS E B A D B A E A D D Apprch. delay 22.7 12.4 36.8 46.1 Approach LOS C B D D Intersec. delay 22.9 Intersection LOS C aC52006M Copyright 0 2000 University of Florida All Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k1E.tmp Version 4 l 9/22/2008 I Back -of -Queue Worksheet Page 1 of 1 lbpyngm G 2at10 umvery y m Vona$ Aa wgms lttsmveu fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k17.tmp 9/22/2008 BACK -OF -QUEUE WORKSHEET Project Description Washington Commercial LT EB TH AT LT WB TH AT LT N8 TH AT LT SB TH AT Lane group L T R L T R LT R L LTR Init. queue/lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow rate/lane 95 588 13 15 431 207 26 15 84 196 Satflow per lane 1671 1759 1495 1671 1759 1495 1675 1495 1671 1543 Capacity/lane 153 11731 1258 1 153 1731 1258 98 1096 334 309 Flow ratio a06 1 0.18 0.01 0.01 0.13 0.14 0.02 0.01 0.05 0.13 v/c ratio 0.62 0.34 0.01 0.10 0.25 0.16 0.27 0.01 0.25 0.63 1 factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Arrival type 3 1 3 3 3 3 3 3 3 3 3 Platoon ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PF factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 01 3.0 6.0 a1 0.5 4.2 1.3 0.8 0.1 2.4 6.0 kB 0.3 0.8 0.9 0.3 0.8 0.9 0.2 0.9 0.4 0.4 Qz 0.4 0.4 0.0 0.0 0.3 02 0.1 0.0 0.1 0.7 0 avg. 3.5 6.4 0.1 0.5 4.4 1.5 0.9 0.1 2.5 6.7 fB% 2.0 1.9 2.1 2.1 2.0 2.1 2.1 2.0 1.9 800, 0% 6.9 12.3 0.2 1.0 8.7 i�H 1.9 0.3 5.1 12.8 0 spacing 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 O storage 0 0 0 0 0 0 0 0 0 0 Avg. Ro 95% Ro% 1 lbpyngm G 2at10 umvery y m Vona$ Aa wgms lttsmveu fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k17.tmp 9/22/2008 Short Report Page 1 of 1 N(52000•^ tnpyngnt o eau umv.vty of rjn esu xlgp. xrscvm Back -of -Queue Worksheet Page 1 of 1 BACK -OF -QUEUE WORKSHEET SHORT REPORT Prgect Description Washington Commercial Analyst Agency or Co. Date Performed Tures Period Greg Endo Engineering 418108 Evening Peak Hour tntersecoon Area Type JurfsdicWn Analysis Year Palm Royale Dr CM Fred Waring All other areas La Quinta GP Buildout W1 Project LT EB I TH RT WB LT TH RT NO LT I TH I RT LT SB TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L LTR 0.0 VOlume(voh) 44 1455 32 11 1074 75 21 0 14 220 0 52 % Heavy veh e 8 8 e 8 8 8 8 8 8 8 8 PHF r.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated (EN A A A A I A A A A A A A A Startup lost time 2.0 2.0 20 20 1 2.0 20 20 20 20 20 v/c ratio Fad- eff. areen 2.0 2.0 2.0 20 20 20 1 20 20 1 20 20 0.66 Affival type 3 3 3 3 3 3 3 3 3 3 1.000 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3 Ped/Bike/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 1.00 Parkin wp"no N 0 N N 0 N N 0 N N 0 N Parking/hr 0.7 0.1 1 4.4 4.2 ke 0.2 0.9 1.0 a2 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0.0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 18.8 Phasinq I Excl. Leh Thru 8 RT 03 11.3 04 NB On S8 Onl at 07 4.8 4a G= 7.0 G= 75.0 G• G• G= 7.0 G - 15.0 G• 2.1 G= 2.0 Timing Y= 4 IY= 4 Y. Y. ly. 4 IY= 4 IY. 0.8 Y. 0.2 DurWlon of hrs = 1.00 9.5 O spacing 25.0 jCycla Lancgh C - 120,0 25.0 25.0 25.0 25.0 25.0 25.0 O storage 0 0 0 0 0 0 EB 0 0 WB NB SB Adj. flow rate 44 1455 32 11 1074 75 21 14 139 133 Lane group cap. 97 2094 1308 97 2094 1308 98 1208 209 201 v/c ratio a45 0.69 ax all 0.51 0.06 021 0.01 0.67 0.66 Green ratio 0.06 am 0.88 a06 0.63 0.88 0.06 0.81 0.13 0.13 Unit. delay dl 54.7 14.9 1.0 53.6 12.4 1.0 53.9 2.2 50.1 50.1 Delay factor k ail a26 all all a12 0.11 ail ail a24 a24 Increm. delay d2 3.4 1.0 0.0 0.5 0.2 0.0 1.1 0.0 8.1 8.2 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 58.0 15.9 1.0 54.1 12.6 1.0 55.0 2.2 58.2 58.2 Lane group LOS E B A D B A D I A E E Apprch. delay 16.8 12.3 33.9 56.2 Approach LOS B B C E Intersec. delay 19.0 Intersection LOS 8 N(52000•^ tnpyngnt o eau umv.vty of rjn esu xlgp. xrscvm Back -of -Queue Worksheet Page 1 of 1 1102000- t- Py.g t. -um -y w mono; -ruga. xw - file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k67.tmp 9/22/2008 U fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k60.tmp 9/22/2008 BACK -OF -QUEUE WORKSHEET Prgect Description Washington Commercial LT ES TX RT LT WB I TH RT LT NB TH RT LT 5B TH RT Lane group L T R L T R LT R L LTR ]nit. queue/lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow rate/lane 44 1455 32 11 1074 75 21 14 139 133 Satflow per lane 1671 1759 1495 1671 1759 1495 1675 1495 1671 1607 Capacity/lane 97 2094 1308 97 2094 1308 98 1208 209 201 Flow ratio 0.03 0.43 0.02 0.01 0.32 0.05 0.01 0.01 0.08 1 0.08 v/c ratio 0.45 0.69 0.02 0.11 0.51 0.06 0.21 0.01 a67 0.66 factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Arrival type 3 3 3 1 3 3 3 3 3 3 3 Platoon ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PF factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 01 1.4 116.9 0.1 0.3 10.4 0.3 0.7 0.1 1 4.4 4.2 ke 0.2 0.9 1.0 a2 0.9 1.0 0.2 0.9 a3 0.3 Q2 0.2 2.0 0.0 0.0 0.9 0.1 0.1 0.0 0.6 0.6 O avg. 1.6 18.8 a2 0.4 11.3 0.4 0.7 at 5.0 4.8 fe% 2.0 1.7 2.1 2.1 1 1.8 2.1 2.1 2.1 2.0 2.0 BOO, O% 3.3 32.2 0.3 0.8 20.6 0.8 1.5 0.2 9.9 9.5 O spacing 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 O storage 0 0 0 0 0 0 0 0 0 0 Avg. Ro 95% Ro% 1102000- t- Py.g t. -um -y w mono; -ruga. xw - file:HCADocuments and Settings\Courtney\Local Settings\Temp\s2k67.tmp 9/22/2008 U fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k60.tmp 9/22/2008 Appendix C Highway Capacity Manual Unsignalized Intersection Methodology , Some of the key intersections in the study area are unsignalized and controlled by stop signs on one or more of the approaches. Unsignalized intersections are typically categorized as either two-way stop -controlled (TWSC) or ali-way stop-etmtroiled (AWSC) intersections. At TWSC intersections, the approaches controlled by the strop sign are referred to as the minor street approaches. Minor street approaches can be either public streets or private driveways. The intersection approaches that axe not controlled by stop signs are called the major street approaches. i To evaluate the ability of these intersections to serve traffic demands during peak hours, the capacity is determined for each minor approach movement and the left -turn movements from the major -street onto the minor street, and then compared to the demand for each t movement. In this manner, the probable control delay can be estimated during the peak hour and the corresponding level of service from Table C-2. Table C-2 HCM 2000 Unsignalized Intersection Level of Service Criteriaa ga Level of Serviceb Average Control Delay (Seconds/Vehicle) A s 10.0 B >10.0 and sl5.0 C >15.0 and s25.0 D >25.0 and s35.0 E >35.0 and s50.0 F > 50.0 a. Source: Highway Capacity Manual, Special Report 209'. Transportation Research Hoard, 2/M; pg. 17- 2 and 17-32. b. Note that a level of service is not defined for the overall TWSC intersection, but rather for individual movements and intersection approaches. The methodology utilized to determine the maximum capacity of the minor approach movements and the left -tum movement onto the minor street (in passenger car equivalents per hour or PCPH) accounts for approach grade and speed, heavy vehicle mix, lane configuration, and type of traffic control. It allows the maximum potential capacity to be determined from the conflicting volumes and the critical gap associated with each type of vehicle maneuver. Once the capacity of each of the critical movements is calculated, the anticipated delay and the level of service for each of the intersection movements and each minor approach can be evaluated. Typically, the movement with the longest average control delay or worst LOS defines the overall intersection evaluation; however, this may be tempered by engineering judgment, when conditions warrant it. Although the level of service is primarily related to the average control delay (which is given in terms of seconds of delay per vehicle by minor movement and intersection approach) other performance measures for TWSC and AWSC intersections include: delay to major street through vehicles, queue length, and volume -to -capacity ratio. For example, left -turning motorists from the minor leg may experience delay consistent with LOS F operation, while the major street through movements experience little or no delay and LOS A. Since the major street through movements represent the majority of the traffic demand at the intersection, the overall intersection LOS would most likely be LOS A or LOS B. If the delay for the traffic on the minor leg is reduced by installing a signal, the overall intersection delay will increase, as large numbers of vehicles on the major street through moves are delayed by the signal. The increase in total delay may lower the overall intersection LOS. For this reason, excessive delays on the minor legs of TWSC intersections are only mitigated with a signal when the minor street can no longer effectively provide access, as evidenced by signal warrants being met. This eliminates situations where a large number of motorists are delayed for the benefit of only a few cars. The delay equations can predict delays greater than 50 seconds per vehicle for minor -street movements under very low-volume conditions on the minor street (less than 25 vph). For a typical four -lane major street with random arrivals carrying 15,000 to 20,000 ADT, the delay equation will predict more than 50 seconds of delay (LOS F) for urban TWSC intersections that allow minor -street left -tum movements, regardless of the volume turning left. Even with LOS F, most low-volume minor street approaches would not meet warrants for signalization. Therefore, use of the HCM LOS thresholds to determine the design adequacy of TWSC intersections should be undertaken with caution. Capacity Considerations C-2 "` C-3 A two-way left -tum lane (TWLTL) or a raised or striped median allows a minor stream j vehicle to cross one major traffic stream at a time. It results in two-stage gap acceptance, provided that sufficient storage space is available in the median or TWLTL to store vehicles. It reduces the critical gap (the minimum gap that would be acceptable to a driver on the minor approach) in the stream of traffic on the major street and increases the capacity of the minor approach. fA flared approach on the minor street increases the capacity of the minor street approach as l' it allows more vehicles to be served simultaneously. Increasing the length of the flared pavement improves access to the additional lane. Since vehicles seeking to use the flared lane may be delayed by queued vehicles blocking access to the additional lane, flaring does i not increase the capacity of the approach to the extent that an additional lane would. c The presence of traffic signals on the major street upstream from the intersection will produce platoons and affect the capacity of the minor street approaches if the signal is located within 025 mile of the intersection. Four flow regimes can result: no platoons, platoons from the left only, platoons from the right only and platoons from both directions. A movement can sometimes have a poorer level of service if it is given a separate lane than _ if it shares a lane with another movement. Left -turn movements will generally experience longer control delays than other movements because of the nature and priority of the movement. If left turns are placed in a shared lane, the control delay for vehicles in that lane may be less than the control delay for left turns in a separate lane. However, if delay for all vehicles is considered, providing separate lanes will result in lower total delay. C-2 "` C-3 Two -Way Stop Control Page 1 of 1 HC52000- Lopynruuj u -may or riomy a, x p yvan.m file:HCADocuments and Settings\Courtney\Local Settings\Temp\u2kF49.trnp 4/11/2008 TWO-WAY STOP CONTROL SUMMARY TWO-WAY STOP CONTROL SUMMARY Analyst Agency/Co. Date Performed Analysis Time Period Analyst Agency/Co. Date Performed Analysis Time Period Greg Endo Engineering 1/18/2007 Morning Peak Hour Intersection Jurisdiction Analysis Year Waring le Dr Fred La Quinta Existing PalmRoyals Dr C& Fred Wari 9 Quinta Existing Project Desert lion Wash' fon CammercW EastWest Street: Fred Wart EasVWest Sl et: Fred ffaXT7 Drive 1VarthlSoclth SVeet: iskdv NonhfSouth Strood! Palm Ro ale Drive Intersection Orientation: East-Wes1 Intersection Orientation: East- West Period Vlr0 Stud Period (hrs): 1,00 Afa or Slreet Major Street Eastbound Eastbound Wesl6ound Wesbound Movement Movement 1 23 4 4 5 6 6 L L T R I L T R R Volume vehlh 73 505 11 1 14 1180 30 158 Peak -hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.99 0.84 Hourly Flow Rate (veh/h) 87 601 13 16 1406 30 188 Proportion of heavy6 vehicles, P" _ _ g _ _ Median type Raised curb Raised curb RT Channelized? RT Channelized? 0 0 0 0 1 1 2 1 1 2 1 1 LLanes ration L T R L T R R m Sjoaf 0 0 0 0 Minor Strom Minor Street Northbound Northbound Southbound Southbound Movement Movement 7 8 1 9 10 11 12 12 L L T R L T R R Volume veh/h) 24 0 14 51 0 38 118 peak -hour laclor, PHF 0.84 0.84 0.84 0.84 0.84 0.99 0.84 Hourly Flow Rate (veh/h) 28 0 16 60 0 38 140 Proportion of heavy vehicles, PHv 8 8 8 8 8 8 8 Percent grade (k) a 0 0 0 Flared approach Flared approach N N N N Stora e Storape 0 0 0 0 RT Channelized? RT Channelized? 0 0 0 0 Lanes 0 1 1 0 1 0 0 Conligurafion LT R R LTR LTR Approwh EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR Lane Configuration Volume. v (vph) 87 16 28 16 LTR 200 Volume, v (vph) Capacity. c,[[ (vph) 380 922 97 679 83 201 Capacity, c,,, (vph) v/c ratio 0.23 0.02 0.29 0.02 261 1.00 v/c ratio Queue length (951/) 0.89 0.05 1.18 0.07 0.32 17.07 Queue length (959/6) Control Delay (s/veh) 173 9.0 57.0 10.4 1.38 197.6 Control Delay (s/veh) LOS C A F B 25.2 F LOS Approach delay (s/veh) -- -- 40.1 D 197,6 Approach delay (s/veh) Approach LOS •• 30.3 E 25.2 F Approach LOS HC52000- Lopynruuj u -may or riomy a, x p yvan.m file:HCADocuments and Settings\Courtney\Local Settings\Temp\u2kF49.trnp 4/11/2008 HCS2000M l pyngn[ac umv w o[ nonny w. ....o. TWO-WAY STOP CONTROL SUMMARY Analyst Agency/Co. Date Performed Analysis Time Period Greg Endo Engineering 1/18/2007 Evening Peak Hour Intersection Jurisdiction Analysis Year Waring le Dr Fred La Quinta Existing Pmfect Description WashrVOW GOmmeruaf EastWest Street: Fred Wart Drive 1VarthlSoclth SVeet: iskdv Palm Ro ala Dr ve Intersection Orientation: East-Wes1 Period Vlr0 1.00 Afa or Slreet Eastbound I Wesl6ound Movement 1 1 2 1 3 1 4 5 6 L T I R L T R Vduff�� 1250 29 10 624 30 peak a99 0.99 R99 0.99 0.99 0.99 Hourl 28 1269 29 10 836 30 Proportion of heavy vohMes, PKV 8 Medlars type Raised curb RT Channelized? 0 0 lanes 1 2 1 1 2 1 Confi uration L T R L T R Upstream Signal 0 0 Minor Strom Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume ve" 19 0 13 45 0 38 Peak-hourlador AHF 0.99 0.99 0.99 0199 0.99 0.99 Hourly Flow Rate (vehM) 19 0 13 45 0 38 Proportion of heavy vehicles, PHv g 8 8 8 8 8 Percent 9rade (%) a 0 Flared approach N N Stora e 0 0 RT Channelized? 0 0 Lanes 0 1 1 0 1 0 Configuration LT R LTR Approach EB WB Northbound Southbound Movement 1 4 7 8 9 1011 12 Lane Configuration L L LT R LTR Volume, v (vph) 28 10 19 13 83 Capacity, c,,, (vph) 736 498 118 408 261 v/c ratio 0.04 0.02 0.16 0.03 0.32 Queue length (959/6) 0.12 0.06 0.570.10 1.38 Control Delay (s/veh) 10.1 12.4 41.3 14.1 25.2 LOS B B E B D Approach delay (s/veh) •• •• 30.3 25.2 Approach LOS - - D D HCS2000M l pyngn[ac umv w o[ nonny w. ....o. Two -Way Stop Control Page 1 of 1 nrazuw�^ l Pynryt o 2 Uoivasity of Florid; All Righty Reserved fileWC:\Documents and Settings\Courtney\Local Settings\Temp\u2k359.tmp Vesico 4 ld 9/24/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst Agency/Co. Date Performed Analysis Time Period Greg Endo Engineering 4/8/08 Moming Peak Hour Intersection Jurisdiction Analysis Year Access D CM Fred Waring Dr. La Quinta Year2010 W/Project - tion WashinMon Commercial Ea5aWes1 Streel: Fred W Dare NoRhl5oual Street: Access 0 Inte!5eclion Cri ntxion: East-West Stu Period hrs': 1-00 Ma or Street EasgxaW Westbound Movement 1 2 3 4 5 6 Movement L T R L T R Volume vehra "3566 T 0 0 1484 4 Peak -hour factor. PHF 0.92 0,92 0.92 0.92 0.92 Lt92 Hourty Flow Rate(veh/h) 123 616 0 0 1616 4 Proportion of heavy vehicles, PHV 8 115 Y I 0 0 1273 Median type Proportion of heavy vehicles, PHV 8 Rased curb -- 0 RT Channelized? - Median type 0 Rased curb 0 Lanes 1 2 0 0 2 1 Configuration LT 1 2 0 T R U sveanal m Configuration 0 T 0 =T Minor Street ream Si nal Northbound 0 Southbound 0 Movement 7 1 8 9 10 11 12 L T R L T R Volume (ve") 0 0 0 0 0 20 Peak -hour factor. PHF 0.92 0.92 0.92 0.92 R92 0.92 Hourty Flow Rate (veh/h) 0 0 0 0 0 21 Proportion of heavy vehicles, PHv 0 0 0 0 0 8 Percent grade (q) 49 0 0 0 0 0 Flared approach 8 N 0 N Storage 0 N 0 T_ RT Channelized? slorage 0 0 Lanes 0 0 0 0 0 1 1 Configuration 0 Lanes 0 0 0 R 0 1 Corrriguration Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L Movement 1 4 7 8 [ R Volume, v (vph) 123 Lane Configuration L 21 Capacity, c. (vph) 371 Volume, v (vph) 115 312 v/c ratio 0.33 Capacity, cm (vph) 507 0.07 Queue length (951/6) 1.47 v/c ratio 0.23 0,22 Control Delay (srveh) 19.5 Queue length (95Y) 0.88 174 LOS C Control Delay (stveh) 14.2 C Approach delay (s/veh) -- - B 17.4 Approach LOS C Approach delay (s/veh) - C nrazuw�^ l Pynryt o 2 Uoivasity of Florid; All Righty Reserved fileWC:\Documents and Settings\Courtney\Local Settings\Temp\u2k359.tmp Vesico 4 ld 9/24/2008 Two -Way Stop Control Page 1 of 1 ficnow. Copyright 9 2013 Uoivasity ofFloriU All Rights Resawd file://CADocuments and Settings\Courtney\Local Settings\Temp\u2k36C.tmp Vesico 4 Id 9/24/2008 TWO-WAY STOP CONTROL SUMMARY Analyst Agency/Co. Date Performed Analysis Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Intersection Jurisdiction Analysis Year Access D C& Fred Waring Dr. La Quinta Year 2010 W1 Project ]FIropDot Desc p lion Washi ort C*mmeroW ES11N sl Sveat: Frcn7 W Drive Norlh+South SuW: Access D Intersection Rri@nlailon: East-West Stud Period hrs : 1.00 Major Street Eastbound Westbound Movement 1 2 3 4 5 1 6 L T R L T R Volume veh1h 110 f440 0 0 1215 6 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Hourly Flow Rate (veh/h) 115 1509 0 0 1273 6 Proportion of heavy vehicles, PHV 8 '- -- 0 - - Median type Rased curb RT Channelized? 0 0 Lanes 1 2 0 0 2 1 Configuration L T =T R ream Si nal 0 0 M wr Street Nonnbound Southbound Movement 7 8 9 10 11 12 L T R L T R Votuma (ve") 0 0 0 0 0 47 Peak -hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Hourly Flow Rate (veh/h) 0 0 0 0 0 49 Proportion of heavy vehicles, PHV 0 0 0 0 0 8 Percent grade(q) 0 0 Flared approach N N slorage 0 0 RT Channof¢ed? 0 0 Lanes 0 0 0 0 0 1 Corrriguration R Approach EB WB Northbound Southbound Movement 1 4 7 8 [ 9 10 11 T12 Lane Configuration L R Volume, v (vph) 115 49 Capacity, cm (vph) 507 406 v/c ratio 0.23 0.12 Queue length (95Y) 0.88 0.41 Control Delay (stveh) 14.2 15.1 LOS B C Approach delay (s/veh) - 15.1 Approach LOS C ficnow. Copyright 9 2013 Uoivasity ofFloriU All Rights Resawd file://CADocuments and Settings\Courtney\Local Settings\Temp\u2k36C.tmp Vesico 4 Id 9/24/2008 Two -Way Stop Control Page 1 of 1 HCS200NM Copyright 02003 University o1flmida All Rigbu Rescued fileWCADocuments and Settings\CourtneyEmal Settings\Temp\u2kCl.tmp 9/14/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst Agency/Co. Date Performed Analysis Time Period Endo Engineering 4/8/08 A7arning Peak Hour Intersection Jurisdiction Analysis Year Access D 9 Fred Waring Dr. La Ouinta GP Buildout W/ Project Pro4a DescirVion WaSkIA ton CCMaMrcfal Analyst Agency/Co. Date Performed Analysis Time Period Greg Endo Engineering 4/8/08 Evurft Peak Hour Intersection Jurisdiction Analysis Year Fasl/West SVeel: Fred WannZ Ddve Camamm;W NorthlSculh &,-I: Access D lntersectlorl Orieniatlon: East-West Drive Said Period hrs : 1,00 Access D Ma or Streel ImersectlonOriemalion: East -Wast Eastbound Perod hrs: 1.00 Westbound Movement 1 2 3 4 5 6 Ma or street L T R L T R Volume veh?h 113 624 0 0 1618 4 Peak -hour !attar PHF 1.00 1.00 1.00 1.00 1-00 1.00 Hourly Flow Rate(vehlh) 113 624 0 0 1618 4 Proportion of heavy vehicles, PHv 8 _ _ 0 - -• Median type 1597 0 Raised curb 1333 6 RT Channelized? 8 00 0 _ -- Lanes 1 2 0 0 2 1 Configuration L T 0 T R Uostream Si al 1 0 P0 0 2 1 Minor Street L Norihbourfd Southbound R Movement 7 a 9 10 11 12 Mlw Street L T R L T R Votume yeh/h) 0 0 0 0 0 20 Peak. hour lactor, PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate (veh/h) 0 0 0 0 0 20 Proportion of heavy vehicles. Pl±v 0 0 0 0 0 8 Percent grade (%) 0 0 0 0 0 proporltioti of heavy vehlc(as, Pte, Flared approach 0 N 0 0 N Percent grade (%) Storage 0 0 0 0 Flared approach RT Channelized? N 0 N 0 Lanes 0 0 0 0 0 1 ContiaurWiorn I 0 0 R Approach EB WB Northbound 0 Southbound Movement 1 4 7 a 1 9 10 1 11 12 Lane Configuration L R Volume, v (vph) 113 WB Northbound Southbound 20 Capacity, c,,, (vph) 371 7 8 9 10 11 12 311 v/c ratio 0.30 R 0.06 Queue length (95%) 1.30 47 0.21 Control Delay (s/veh) 18.9 388 17.4 LOS C 0.12 C Approach delay (s/veh) - 17.4 Control Delay (s/veh) Approach LOS - C LOS HCS200NM Copyright 02003 University o1flmida All Rigbu Rescued fileWCADocuments and Settings\CourtneyEmal Settings\Temp\u2kCl.tmp 9/14/2008 Two -Way Stop Control Page 1 of 1 HC V000tM l pyngu[ ® -t umvemry or mono; w rugm rtcservaa file://CADocuments and Settings\CourtneyU ocal Settings\Temp\u2kC3.tnip 9/14/2008 TWO-WAY STOP CONTROL SUMMARY Analyst Agency/Co. Date Performed Analysis Time Period Greg Endo Engineering 4/8/08 Evurft Peak Hour Intersection Jurisdiction Analysis Year Access D @ Fred Waring Dr. La Ouinta GP Buildout W/Project PF21W Oestri tion Washonoon Camamm;W EasNNosl Streel: Fred WarkV Drive NonhlSeuth Streel: Access D ImersectlonOriemalion: East -Wast Perod hrs: 1.00 Ma or street Eastbound Wesfhourrd Movement 1 2 1 3 4 1 5 6 L T R L T R Volume vefVh 110 1597 0 0 1933 S Peak-hourlactor PHF 1.00 1.00 1.00 1 1.00 1.00 Loo Hourly Flow Rate (veh/h) 110 1597 0 0 1333 6 Proportion of heavy vehicles, PHv 8 0 _ -- Median type Raised curb RT Channelized? 0 0 Lanes 1 2 0 0 2 1 Configuration L T T R UOstream Si nal I0 0 Mlw Street Northbound Southbound Movement 7 a 1 10 11 1 12 L T R L T R Volume vefdh 0 0 0 0 0 1 47 Peak•hcur factor. PHF 1.00 1.00 1.00 1-00 1900 1.00 Hourly Flow Rate (veh/h) 0 0 0 0 0 47 proporltioti of heavy vehlc(as, Pte, 0 0 0 0 0 8 Percent grade (%) 0 0 Flared approach N N stor e 0 0 RT ChannoRzed? 0 0 Lanes 0 0 0 0 i 0 1 Con5gurarion I R Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L R Volume, v (vph) 110 47 Capacity, cm (vph) 480 388 v/c ratio 0.23 0.12 Queue length (95%) 0.89 0.41 Control Delay (s/veh) 14.7 15.6 LOS B I C Approach delay (s/veh) - 15.6 Approach LOS C HC V000tM l pyngu[ ® -t umvemry or mono; w rugm rtcservaa file://CADocuments and Settings\CourtneyU ocal Settings\Temp\u2kC3.tnip 9/14/2008 Two -Way Stop Control Page 1 of 1 Rights Reserved aGS2000t*t Copyright 02003 Uoimsity ofAside,All%glds Rte ,d V-ioo4.md fileWCADocuments and Settings\Courtney\Local Settings\Temp\u2kl2FD.trnp Vaslw 4.Id 4/11/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Anatyst AgencyrCo, Dale Performed Analysis Time Period Endo Engineering 111a12007 Morning Peak Hour Inlersection Jurisdiction Analysts Year Palm Royale Or tp Raine Drive La Quinta Existing Project Desc' tion lyas&ngton Commercial Commer" E3SYWest StFeet: Raine Ddve EastlWesl Streel: Rama Drive hkuth1So11tr Streat Palm Ro Odva Intersection Orierlation: Norfh,%x4h jshtdyperwhrs): V Period hes): 1.00 WjRr Street Nwftound Southbound Movement major Street 2 1 Northbound 4 5 Soulhbound 6 Movement 1 2 3 4 5 6 R L T R L T R Vohune 0 242 8 23 126 0 Peak -Hour Factor, PHF 0.52 0.62 0.62 0.62 0.62 0.62 Hourly Flow Rate, HFR 0 389 12 36 202 0 Percent Heavy Vehicles 8 -- 8 - Median Type Undivided Undivided RT Channelized RT Channelized 0 0 0 Lanes 0 Lanes 0 1 0 0 1 0 Configuration TR LT TR LT 0 stream Sianal Upstream Signal 0 0 0 Minor Street Westbound Eastbound Eastbound 7 Movement 7 a 9 10 11 12 T L T R L T R Volurne 19 0 27 0 0 0 Peak -Hour FWar. PHF 0.62 0.62 0.62 ase 0.62 0.62 Hourly Flow Rate, HFR 30 0 43 0 0 0 Percent Heavy Vehicles 8 0 8 8 0 0 Percent Grade (%) 0 0 0 Flared Approach N N N Storage 0 0 0 RT Channelized 0 0 0 Lanes 0 Lanes 1 0 1 0 0 0 Conti waton L R Approach NB j Approach NB SB Westbound Eastbound 1 Movement 1 4 7 8 9 10 11 12 Lane Configuration L LT L R v(vph) v(vph) 21 36 30 43 C (m)(vph) C (in)(vph) 760 1126 401 641 v/c v/c 0.01 0.03 0.07 0.07 95% queue length 0.10 0.24 a22 0.05 Control Delay Control Delay 8.3 14.7 11.0 9.9 8.8 LOS A B B A A Approach Delay Approach Delay 12.5 -- 9.4 Approach LOS I- Approach LOS B A Rights Reserved aGS2000t*t Copyright 02003 Uoimsity ofAside,All%glds Rte ,d V-ioo4.md fileWCADocuments and Settings\Courtney\Local Settings\Temp\u2kl2FD.trnp Vaslw 4.Id 4/11/2008 Two -Way Stop Control Page 1 of 1 Rights Reserved HMO WI Copyright 0 2003 Uoivessity of Aarida All Rights Reewvad V-iee 4.md file://CADocuments and Settings\Courtney\Local Settings\Temp\u2kl2FF.tmp VeFrioe a,d 4/11/2008 TWO-WAY STOP CONTROL SUMMARY Andtysl Agency)Co. Date Pedorrned Anaiys s Time Period Endo Engineering 1/1a12007 Evening Peak Hour Intersection yses Y Analysis Year Pmrm Royale Dr 0 Rome Drive La Quints Fxisfing Proled bescrown WashiniVon Commer" EastlWesl Streel: Rama Drive NathlSoulh Street: Palm Rn ale Drive Intersection Orientaton: North-South jshtdyperwhrs): 1.00 WjRr Street Nwftound Southbound Movement 1 2 1 3 4 5 6 L T R L T R Valurrte 0 62 12 19 69 0 Peak -Hour Factor PHF 0.86 660,86 0.86 0.86 0.85 Hourly Flow Rate, HFR 0 72 14 22 80 0 Percent Heavv_ Vehicles 8 8 -- - Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Confi urabon TR LT 0 stream Sianal 0 0 Onor Street Westlfound Eastbound Movement 7 8 1 9 10 11 12 L T R L T R Volume 18 0 15 0 0 ❑ Peak -Hour Factor PHF a86 0.86 0.86 0.86 0.86 aa6 Hourly Flow Rate, HFR 21 0 17 0 0 0 Percent Heavy Vehicles 8 0 8 8 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 0 Conli usabon L R Approach NB j SB Westbound Eastbound Movement 1 4 7 a 9 10 1 11 12 Lane Configuration LT L R v(vph) 22 21 17 C (m)(vph) 1473 760 965 v/c 0.01 0.03 0.02 95% queue length 0.05 0.09 0.05 Control Delay 7.5 9.9 8.8 LOS A A A Approach Delay - -- 9.4 Approach LOS - A Rights Reserved HMO WI Copyright 0 2003 Uoivessity of Aarida All Rights Reewvad V-iee 4.md file://CADocuments and Settings\Courtney\Local Settings\Temp\u2kl2FF.tmp VeFrioe a,d 4/11/2008 Two -Way Stop Control Page 1 of 1 HQ2000tM Copyright C 2003 Uni-ity of Florid; All Righs R -ed £ile://C:\Documents and Settings\Courtney\Local Settings\Temp\u2kAAA.tmp Versiad 4.1d 4/10/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Intersection un Analysis n Analysis Year Palm Royale Dr aP Rome Drive La Ouinta Year2010 No Project Analyst Greg AgencylCo. Endo Engineering Date Performed 4/8/08 Analysts Time Period Evening Peak Hour Analyst Agency/Ca. Date Performed Analysis Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour's Inlersetuon urisdlciion Year Palm Royafe DrV Rome Drive uinta La x2 Year 2010 No Project PrDiad Dose n Washi fonCamrnerlaal Diva North.6mo Street: Palm ft ie Drive East/Wes1 Street: Rome Drive Nowl'saum NoRfVSputh SSreat: Patin Ro aJe Drive 1.00 intersection Odemation: NprlhSouth Stud Perlod hrs : 1.00 M8'ot Street Northbound Northbound Swhbound Movement 1 2 3 4 5 6 _ 1 5 L T R L T It Volume 0 261 8 24 164 0 peak -Hour Famor. PHF 0.62 0.62 0.B2 0.62 a62 0.62 Hourly Flow Rate, HFR 0 419 12 38 263 0 Percent Heavy Vehicles 8 Percent Hea Vehicles -- 8 - Median Type Median Type Undivided Undivided RT Channelized RT Channelized 0 0 0 Lanes 1 1 0 1 1 0 Configuration L Configuration TR L TR TR Utisimam Si nal TR 0 1 0 0 Minor Street Westbound Westbound Eastbound Movement 7 8 9 10 11 12 11 L T R L T R Volume20 R 0 28 0 0 0 Peak -Hour Faclor, PHF 0.62 0.62 0.62 0.62 a62 0.62 Hourly Flow Rate, HFR 32 0 45 0 0 0 Percent Heavy Vehicles 8 0 8 8 0 0 Percent Grade (%) 0 0 0 0 Flared Approach N J N__J N Storage 0 0 0 RT Channelized RT Channeiesd 0 t 0 0 Lanes 1 0 1 0 0 0 Cont uraWn L Configuration R R Approach NB SB Westbound SB Eastbound Movement 1 4 7 6 9 10 11 12 Lane Configuration L L L R R v (vph) 0 38 32 45 18 C (m)(vph) 1267 1097 350 617 916 vlc 0.00 0.03 0.09 0.07 0.02 95% queue length 0.00 0.11 0.30 024 0.06 Control Delay 7.8 8.4 16.3 11.3 9.0 LOS A A C B A Approach Delay - - 13.4 9.7 Approach LOS Approach LOS - B A HQ2000tM Copyright C 2003 Uni-ity of Florid; All Righs R -ed £ile://C:\Documents and Settings\Courtney\Local Settings\Temp\u2kAAA.tmp Versiad 4.1d 4/10/2008 Two -Way Stop Control Page 1 of 1 Rights Reserved HC57 0W- Copyright 0 2003 U -6q of Florida All Rights Reserved Vasioo 4 I file://CADocuments and Settings\Courtney\L oval Settings\Temp\u2kAA0.tmp V-ioo4.ld 4/10/2008 TWO-WAY STOP CONTROL SUMMARY Intersection un Analysis n Analysis Year Palm Royale Dr aP Rome Drive La Ouinta Year2010 No Project Analyst Greg AgencylCo. Endo Engineering Date Performed 4/8/08 Analysts Time Period Evening Peak Hour Pr ecb Desc uon W85hi29ton Camrnercial East/West Street: Rome Diva North.6mo Street: Palm ft ie Drive inlerssctionOrientation: Nowl'saum St Porfod his: 1.00 Maar Street Northbound _ Soulb"and Movement 1 2 1 3 4 1 5 6 L T R L T R Volume 0 97 12 20 90 0 Peak -Hour Factor PHF 0.86 0.86 0.88 0.86 1 0.86 0.86 Hourly Flow Rate, HFR 0 113 14 23 105 0 Percent Hea Vehicles 8 - 8 Median Type Undivided RT Channelized 0 1 J 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR lJostrearn Si al 1 0 0 Minas Street Westbound Eastbound Movement 7 a 9 in 11 12 L T R I L T R Volume 19 0 16 0 0 0 Peak -Hour Factor. PHF am 0.86 1 0.86 0.86 0.86 0.86 Hourly Flow Rate, HFR 22 0 18 0 0 0 Percent Heavy Vehicles 8 0 8 8 0 0 Percent Grade (Y) 0 0 Flared Approach J N__J N Storage 0 0 RT Channeiesd t 0 0 Lanes 1 0 1 0 0 0 Configuration L R Approach NB SB Westbound Eastbound Movement 1 4 7 a 9 10 11 12 Lane Configuration L L L R v (vph) 0 23 22 18 C (in)(vph) 1450 1423 695 916 v/c 0.00 0.02 0.03 0.02 95% queue length 0.00 0.05 0.10 0.06 Control Delay 7.5 7.6 10.3 9.0 LOS A A B A Approach Delay - - 9.7 Approach LOS - A Rights Reserved HC57 0W- Copyright 0 2003 U -6q of Florida All Rights Reserved Vasioo 4 I file://CADocuments and Settings\Courtney\L oval Settings\Temp\u2kAA0.tmp V-ioo4.ld 4/10/2008 Two -Way Stop Control Page 1 of 1 mets tceservea HC520W- Copy'ighl O 2W3 Uni-ity of Florida, AR Rights Reserved V-ion4 Id file://C:\Documents and Settings\Courtney\Local Settings\Temp\u2k264.tmp Vession4.ld 9/15/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst Agancy/Ca Oats Ferlomrad Analysis Time Period Greg Endo Engineering 418/08 Morning Peak Hour InterseGion Asdoon Analysis Year Palm Royale Dr p Rome Drive La Quinta Year 2010 W/ Project Project Desc ' tion Wash on Cormnerdar Analyst AgencyMo. Date Performed Anefysls Time Period GregIntersection Endo Engineering 4/8/08 Evening Peak Hour Jurisftlicn Analysis Year East/west Scrim: Rome Drive Prdeig Debcri Norlh)Srluth Sheet Palm Re ale Drive Intersection Oremation: Norlh,Sorph EaslMesl Slreel: Rome Drive Stud Period hr5 ' 1-00 Palm Ra fa Drive lntafsecliion Orientation: North-South IStudy Panod hrs' 1,00 Major Street Northbound Sovlhhovnd Mavemenl 1 2 3 4 5 6 L T R L T R Volume 22 261 8 24 164 30 Peak -Hour Factor. AHF 0.62 0.62 0.62 062 0.52 0.62 Hourly Flow Rate, HFR 35 419 12 36 263 48 Percent Heavy Vehicles 8 -- - 8 - Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR U beam Si nal 0 0 Minor Street Wastbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 20 0 28 76 0 49 Peak -Hour Factor. PHF 0.62 0.62 0620.62 0-86 0.62 0.62 HourlyFlow Rate, HFR 32 0 45 25 0 78 Percent Heavy Vehicles 8 8 8 8 8 8 Percent Grade (*) 0 0 Flared Approach N N Storage 0 0 RT Channelized0 0 0 Lanes 0 1 1 0 1 0 Corligurabon LT R LTR Approach NB SB Westbound Eastbound Approach NB SB Westbound 9 Eastbound 12 Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR v(vph) 35 38 32 45 103 Vic C (in)(vph) 1216 1097 216 617 480 95% queue length v/c 0.03 0.03 0.15 0.07 0.21 Control Delay 951 queue length 0.09 0.11 0.52 0.24 0.62 LOS Control Delay 8.0 8.4 24.6 11.3 14.5 LOS A A C B B Approach Delay -- - 16.8 14.5 Approach LOS C B mets tceservea HC520W- Copy'ighl O 2W3 Uni-ity of Florida, AR Rights Reserved V-ion4 Id file://C:\Documents and Settings\Courtney\Local Settings\Temp\u2k264.tmp Vession4.ld 9/15/2008 Two -Way Stop Control Page 1 of 1 Rights Reserved HCS20w- Copyright O 2003 Ud-sity or Fluid; All Rights Reserved Versioo4Id file://C:\Documents and Settings\Courtney\Local Settings\Temp\u2k1B6.tmp Vasim4ld 9/23/2008 TWO-WAY STOP CONTROL SUMMARY Analyst AgencyMo. Date Performed Anefysls Time Period GregIntersection Endo Engineering 4/8/08 Evening Peak Hour Jurisftlicn Analysis Year Palrrr Royale Dr @ Rome Drive La Quinta Year 2010 W/ Project Prdeig Debcri Commercial EaslMesl Slreel: Rome Drive North15oulti Steam: Palm Ra fa Drive lntafsecliion Orientation: North-South IStudy Panod hrs' 1,00 Ale -or Street Northbound Soulhi ound Movement 1 2 3 4 1 5 1 6 L T R L T R Volume 16 97 12 20 90 24 Peak -Hour Factor. PHF 0.86 0.86 0.66 0.860.86 0.86 Hourly Flow Rate, HFR 21 113 14 23 105 28 Percent Heavy_ Vehicles 8 - e Medan Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR U nam Si nal 0 0 Minor Street Westbound Eastbound Movement 7 8 9 1D 11 12 L T R L T R Volume 19 0 16 35 0 156 Peak -Hour Fades PHF 0.86 0.86 0.86 0-86 0.86 086 Hourly Flow Rate. HFR 22 0 18 40 0 182 Percent Heavy Vehicles 8 8 8 8 8 8 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 1 0 1 0 Configuration LT R LTR Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR v(vph) 21 23 22 18 222 C (m) (vph) 1416 1423 419 916 830 Vic 0.01 0.02 0.05 0.02 027 95% queue length 0.05 0.05 0.17 0.06 1.09 Control Delay 7.6 ! 7.6 14.1 9.0 10.9 LOS A A B A B Approach Delay - - 11.8 10.9 Approach LOS - - B B Rights Reserved HCS20w- Copyright O 2003 Ud-sity or Fluid; All Rights Reserved Versioo4Id file://C:\Documents and Settings\Courtney\Local Settings\Temp\u2k1B6.tmp Vasim4ld 9/23/2008 Two -Way Stop Control Page 1 of 1 Righrs Reserved nCS2000M Copyright 0 2003 Uoiva ity of Florid , All Righrs Rtnerved Version 4.ld file://C:\Documents and Settings\Courtney\Local Settings\Temp\u2kAC9.tmp Version 4 Id 4/10/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst AgencylCo- Date Performed Analysis Time Period Greg Endo Engineering 418/06 Morning Peak Hour Intersectlen hs� Year is Analysis Palm Royale Dr CM Rome Drive to Quinta GP Buildout No Project Project Description Waamogion Commercial Analyst AgancylCo. Dale Performed Analysis Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour nlerseU cn lunsdlcl on lysis Year EasflWasl Streel: Rome DriveNprfhlSntdh DDme Royale Dr @Rome La Quinta GP Buildout No Project Street: Palm Ro aie Drive CommerOal lmersec0an 011Ontalion: NortthSoOth Sw Period Chn : 1.00 NorthfSouth Street: Ma or Streel Northbound Alwl;4o Southbound 1.00 Movement 1 2 3 4 5 6 Southbound L T R L T R Valume 0 303 9 26 186 0 Peak -Hour Fades PHF 1.00 1.00 1.00 1.00 Y.00 1.00 Hourly Flow Rate. HFR 0 303 9 26 186 0 Percent Heavy Vehicles 8 Hourly Flow Rate, HFR -- 8 16 - Median Type 0 Pwcerl Heavy Vehic103 Undivided -- - 8 RT Channelized -- Median Type 0 Undivided 0 1 1 0 1 1 0 on L Lanes TR L 0 TR Si nal 0 0 L 0 L et TR Westbound 01 Easthaund ffowRalde. 7 8 9 10 11 12 Easdmrld L T R L T R 22 0 31 0 0 0 Factor PHF 100 1.00 1.00 1.00 1.00 r-OOw Rate. HFR 22 0 31 0 0 0 Percent Heavy Vehicles 8 0 8 8 0 0 Percent Grade (%) 0 0 8 0 0 8 Flared Approach 0 N 0 N Storage 0 N 0 RT Channelized0 Stor e 0 0 Lanes 1 0 i 0 0 I 0 J Calfiguratlon L Lanes R 0 1 0 Approach NB SB Westbound Eastbound Movement 1 4 7 6 9 10 11 12 Lane Configuration L L L R 9 10 11 v(vph) 0 26 22 31 R C (m)(vph) 1353 1215 479 718 19 Vic 1 0.00 0.02 0.05 0.04 898 9551. queue length 0.00 0.07 0.14 a14 0.02 Control Delay 7.7 8.0 12.9 10.2 0.06 LOS A A B B 9.1 Approach Delay LOS - 11.3 B A Approach LOS Approach Delay - B 10.0 Righrs Reserved nCS2000M Copyright 0 2003 Uoiva ity of Florid , All Righrs Rtnerved Version 4.ld file://C:\Documents and Settings\Courtney\Local Settings\Temp\u2kAC9.tmp Version 4 Id 4/10/2008 Two -Way Stop Control Page 1 of 1 Rights Reserved HCS2000- C�pydrpl0 2003 Uoi-kY of Florid& All Rights Rrsaved Vvsioo 41d fileWCADocuments and Settings\Courtney\Local Settings\Temp\u2kACB.tmp Versiw 4.Id 4/10/2008 TWO-WAY STOP CONTROL SUMMARY Analyst AgancylCo. Dale Performed Analysis Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour nlerseU cn lunsdlcl on lysis Year DDme Royale Dr @Rome La Quinta GP Buildout No Project Project Descri tion tashhNion CommerOal F•,asVftst Street: Roma Drive NorthfSouth Street: Palm Royale Drive Intersection Orientation- Alwl;4o IStudy Period rs)! 1.00 Aka or Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 0 109 14 22 102 0 Peak -Hour Fads+ PHF 0.86 a86 0-86 0.86 0.86 0.86 Hourly Flow Rate, HFR 0 127 16 25 119 0 Pwcerl Heavy Vehic103 8 -- - 8 - -- Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR UpWaarn Signal 01 0 Minor street west130und Easdmrld Movement 7 8 9 1011 t2 L T R L T R Volume 21 0 17 0 0 0 .Peak -hour Factor PHF 0.86 O.B6 0.86 0-86 0.86 0.86 Hourly Flow Rate. MFR 24 919 0 0 0 Percent Heavy Vehicles 8 0 8 8 0 0 Percent Grade (%) 0 0 Flared Approach N N Stor e 0 0 RT Channehzed 0 0 Lanes 1 0 1 0 0 0 Conhquration L R Approach NB SB Westbound Eastbound Movement 1 4 7 B 9 10 11 12 Lane Cordiguration L L L R v(vph) 0 25 24 19 C (m)(vph) 1432 1404 663 898 v/c 0.00 0.02 0.04 0.02 95% queue length 0.00 0.05 all 0.06 Control Delay 75 7.6 10.6 9.1 LOS A A B A Approach Delay -- - 10.0 Approach LOS - - A Rights Reserved HCS2000- C�pydrpl0 2003 Uoi-kY of Florid& All Rights Rrsaved Vvsioo 41d fileWCADocuments and Settings\Courtney\Local Settings\Temp\u2kACB.tmp Versiw 4.Id 4/10/2008 Two -Way Stop Control Page 1 of 1 r mgms fceservea HCJ20 "' Copyright ® 2003 University of Florida All Ripyls Reservd Versiw 4.1d fileWCADocuments and Settings\Courmey\Local Settings\Temp\u2k10B.tmp Version 4.ld 9/15/2008 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst AgencylCo. Date Performed Analysis Time Period Endo Engineering 4/8/08 Morning Peak Hour iniarsedwn unsdlcvan Ana"LS Year Paler Royale Dr 6) Ronne Drive La Ouinta GP Buildout W/ Project P " Deso tion Waste on Cernmerziaf EastlWest Slreet: Rare Dnve NoAhlSouth Street: Palm Rt1 afa DrivB InteiseMon Orienlalien: Norfh-South IStudy Period (h(s). i.00 Ma or Street Nl7rt}thcund Southbound Movement 1 2 3 4 5 6 Movement L T R L T R Volume 22 303 9 26 186 30 Peak -Hour Factor PHF 1.00 1.00 1.00 r.00 1.00 1.00 Houdy Flow Rate, HFR 22 303 9 26 186 30 Percent HeM Vehicles 8 - 14 8 - 24 Median Type 8 Undivided 8 RT Channelized Undivided 0 0 Lanes 1 0 1 0 1 1 0 Conti uration L 1 I TR L L TR UpsirearnSionW L 0 Upstream Sional p Minor Street 0 Westbound Minor Strut Eastbound Movement 7 a 9 10 11 12 1p L T R L T R Volume 22 0 31 16 0 49 Peak -Hour Factor. PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate. HFR 22 0 31 16 0 49 Percent Heavy Vehldes 8 8 8 8 8 8 Percent Grade (%) i 0 Percent Grade (%) 0 Flared Approach 0 N Flared Approach N Storage N 0 Stora2e 0 Rnrl T Chaellzed 0 0 0 Lanes 1 0 1 1 0 1 0 Carri'. oration LT 0 R LT CTR R LTR Approach NB SB Westbound NB Eastbound Westbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR LT v(vph) 22 26 22 31 65 22 C (m)(vph) 1319 1215 353 718 629 1424 vlc 0.02 0.02 0.06 0.04 0.10 0.01 95% queue length 0.05 0.07 0.20 0.14 0.35 0.04 Control Delay 7.8 8.0 15.9 10.2 11.4 7.6 LOS A A C B B A Approach Delay •• - 12.6 Approach Delay 11.4 - Approach LOS - B Approach LOS B mgms fceservea HCJ20 "' Copyright ® 2003 University of Florida All Ripyls Reservd Versiw 4.1d fileWCADocuments and Settings\Courmey\Local Settings\Temp\u2k10B.tmp Version 4.ld 9/15/2008 Two -Way Stop Control Page 1 of 1 KlgilB tceservea nCS2000tst Copyright 0 2003 Uoivasity of Florida All Rights Rewved Versioo4 Id fileWCADocuments and Settings\Courtney\Local Settings\Temp\u2k10D.onp Version 4 Id 9/15/2008 TWO-WAY STOP CONTROL SUMMARY Anatysl Agancy/Co. Date Performed Analy" Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Interswion Jurisdiction 'lysis Year Palm Royale Dr Roam Drive La Quinta GP Buildout W1 Project P -ed D ' lion VV60ingtonCarnnw ial FasuWest Street: Rome Drive NorttUSolRh Slmet: Palm Ra eie Dnvp Irdersectlon Orienialion: Norm -Scum ISILdy Period hrs : 1.00 Ake or Street Northbound Sculhbound Movement 1 1 2 3 4 5 1 6 L T R L T R Volume 18 109 14 22 102 24 Peak -Hour Factor. PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 18 109 14 22 102 24 Percerl He Vehiatas 8 8 Median Type Undivided RT Channelized 0 0 tares 1 1 0 1 1 0 Configuration L TR L TR Upstream Sional 0 0 Minor Strut Wastbound Eastbound Movement 7 9 9 1p 11 12 L T R L T R Volume 21 0 17 35 0 156 Peak -Hour Factor, PHF 1.00 1.00 1.00 1.00 1.00 tw Hourly Flow Rate, HFR 21 0 17 35 0 156 Percent Heavy Vehicles 8 8 8 8 8 8 Percent Grade (%) 0 0 Flared Approach N N Stora2e 0 0 RT Channelized 0 0 Lanes 0 1 1 0 1 0 Configuration LT R LTR Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 )ane Configuration L L LT R LTR v(vph) 18 22 21 17 191 C (in)(vph) 1424 1428 455 920 839 v/c 0.01 J 0.02 0.05 0.02 0.23 95% queue length 0.04 0.05 1 0.15 0.06 0.88 Control Delay 7.6 7.6 13.3 9.0 10.6 LOS A A B A B Approach Delay - 11.4 10.6 Approach LOS B B KlgilB tceservea nCS2000tst Copyright 0 2003 Uoivasity of Florida All Rights Rewved Versioo4 Id fileWCADocuments and Settings\Courtney\Local Settings\Temp\u2k10D.onp Version 4 Id 9/15/2008 f- 7 F Appendix D V MUTCD Traffic Control Signal Warrants The Federal Highway Administration (RIWA) publishes the M[TtCI], which contains all { national design, application, and placement standards for traffic control devices. The I . purpose of these devices. which includes signs, signals, and pavement markings, is to promote highway safety, efficiency, and uniformity so that traffic can move efficiently on the Nation's streets and highways. All traffic control devices nationwide must conform to the MUTCD. Although the FHWA adopts the standards, the individual State and local highway agencies, not the FHWA, select, install, operate, and maintain traffic control devices on all roadways (including the Interstate and the U.S. numbered systems) nationwide. A traffic signal assigns intersection right-of-way and promotes the orderly movement of E pedestrians and vehicles. However, improper signal controls sometimes lead to intentional 1 violations. unnecessary delays and traffic diversion to less desirable routes. Appendix D PP The selection and use of traffic control signals should be based on an engineering study of [` roadway, traffic, and other conditions. A careful analysis of traffic operations, pedestrian and bicyclist needs, and other factors at a large number of signalized and unsignahxed intersections, coupled. with engineering judgment, has provided a series of signal warrants TRAFFIC SIGNAL WARRANTS detailed in the MUTCD (2003 Edition) I and the MU7CD 2003 California Supplement that AND WORKSHEETS defuse the minimum conditions under which installing traffic control signals might be justified. i In order to justify the installation of a traffic control signal, a traffic control signal needs f study is required that demonstrates delay, congestion, approach conditions, driver confusion, future land use, physical characteristics of the location, the factors contained in the traffic signal warrants, and/or other evidence of the need for right-of-way assignment ly beyond that which could be provided by a STOP sign. The MUTCD {2003 Edition)r and the MUTCD 2003 California Supplement (May 20, 2004) provide guidance and signal warrant sheets for use is developing traffic control signal needs studies. The following are warrants for installation of a traffic control signal. Wan-ant 1 - Eight Hour Vehicular Volume (including minimum vehicle volume and interruption of continuous traffic wan-ants) Wan-ant 2 - Four-Hour Vehicular Volume Warrant 3 - Peak Hour Wan-ant 4- Pedestrian Volume Warrant 5 - School Crossing i_ Warrant 6 - Coordinated Signal System Warrant 7 - Crash Warrant T' Warrant 8 - Roadway Network L 1. U S. Department of Transportation, Federal Highway Administration, Manual on Uniform Traffic Control Devices for Streets and Highways, (2003 Edition), Part 4. _. 2. U.S. Department of Transportation, Federal Highway Administration, Manual on Uniform Traffic Control Devices for Streets and Highways, (2003 Edition), Part 4. f D-1 L ` Alternatives for consideration may include: Disadvantages of Signalization • Improving the sight distance at the intersection by moving the stop line(s) Improperly designed or installed traffic signals, those that are poorly maintained, and and making other changes; unjustified traffic signals can result in one or more of the following disadvantages: • Adding one or more lanes on a minor street approach to reduce the number •Excessive delay; Y of vehicles per lane on the approach; Channelizing vehicular movements; • Excessive disobedience of the signal indications; • Installing roadway lighting if a disproportionate number of collisions occur • Increased use of less adequate routes (as road users attempt to avoid traffic at night; signals); and • Restricting one or more turning movements, perhaps on a time -of -day • Significant increases in the frequency of collisions (especially rear -end basis, if alternative mutes are available; collisions). • Installing multiway STOP sign control if the warrant is satisfied; • Installing a roundabout intersection; Advantages of Signalization • Installing warning signs on the major street regarding the approaching Traffic signals that are properly designed, located, operated, and maintained have one or intersection; • Installing flashing beacons on warning signs in advance of the intersection more of the following advantages: or at the intersection; and • They provide for the orderly movement of traffic. • Installing measures designed to reduce speeds on the approaches. • The increase the traffic handling rapacity of the intersection (if the signal General Notes operational parameters are reviewed and updated on a regular basis and when land use changes have occurred). 1. The satisfaction of a traffic signal warrant or warrants shall not in itself require the • They reduce the frequency and severity of certain types of crashes installation of a traffic control signal. (especially right- angle collisions). • They are coordinated to provide for continuous or nearly continuous 2. A traffic control signal should not be installed unless an engineering study movement of traffic at a definite speed along a given route under favorable indicates that installing a traffic control signal will improve the overall safety conditions, r and/or operation of the intersection. • They interrupt heavy traffic at intervals to permit other traffic (vehicular or pedestrian) to cross. 3. A signal should not be installed if it will seriously disrupt progressive traffic flow. Roadway Capacity Considerations 4. Bicycles may be counted as either vehicles or pedestrians for signal warrant Delays at signalized intersections can often be reduced by the major roadway, the minor analysis. street, or both. In urban areas, the effect of widening can be achieved by eliminating parking on intersection approaches. It is desirable to have at least two lanes for moving 5. Pedestrian volume counts should be taken on each crosswalk during the same auffic on each approach to a signalized intersection. periods as the vehicular counts and during the hours of highest pedestrian volume. Additional width on the departure side of the intersection as well as on the approach side, will sometimes be needed to clear traffic through the intersectioo effectively. However. 6. Quantify pedestrian delay time for at least two 30 minute peak pedestrian delay before an intersection is widened, the additional green time pedestrians need to crass the _ periods of an average weekday or like periods of a Saturday or Sunday. widened madway should be considered to determine if it will exceed the green time saved through improved vehsculaz flow. 7. The posted or statutory speed limit or the 85th -percentile speed on the uncontrolled approaches to the location should be noted. Alternatives to Signalization 8. The distance to the nearest traffic control signals should be noted. Since vehicular delay and the frequency of some types of collisions can be greater under traffic signal control than under STOP sign control, consideration should be given to 9. Where feasible, note the queue length on stop -controlled approaches. Providing alternatives to traffic signals even if one or more of the signal warrants has been 10. For signal warrant analysis, a location with a wide median (even if the median is satisfied? greater than 30 feet) should be considered as one intersection. 11. For detailed guidance regarding the application of signal warrants refer to MUTCD (2003 Edition) Section 4C.01 page 4C-2. 3. U.S. Deparnneat of Tranaportotioo, Federal Highway Administration, Manual on Uniform Traffic Control Devices forStreers and Highways, (2003 Edition), Pat 4B.04. D-2 D-3 L 2003 Edition = 6Do n. = 500 10 400 ¢a o. ow 300 2 2 0 Zo zoo Lu 100 _ c0 x Figure 4C-3. Warrant 3, Peak Hour 400 500 500 700 800 900 1000 1100 1200 1300 1400 1500 160n 1700 lean MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) 'Not=: s5o vph applies as the lcwcr threshold volume fora minor-strept approach wnh iwc o: T*orc lines anti 100 vph applies a9 tha Iowe' threshold volume for a minor -street approach with one lane. Page 4C-7 Figure 4C-4. Warrant 3, Peak Hour (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION ON ABOVE 70 kmlh OR ABOVE 40 mph ON MAJOR STREET) _ _ 400 ti Lu CC Cc ao- 300 ya ¢w °z D zoo �O ec 100 W _ i 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) 'Note: 100 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor -street approach with one lane. Appendix D (Continued) MUTCD Warrant 3 - Peak Hour Volume For signal warrant analysis, bicyclists may be counted as either vehicles or pedestrians. The study should consider the effects of the right -turn vehicles from the minor -street approaches. Engineering judgment should be used to determine what, if any, portion of the right -urn traffic is subtracted from the minor street count when evaluating the count against the signal warrants. Where approaches consist of a through lane plus one left -turn lane or tight -tum lane, judgment is required regarding whether it should be considered as one lane or two lanes. For approaches with a shared tt rouglihight-tum lane plus an exclusive left -tum lane, it should be considered a one -lane approach if the left -tum volume is minor. In such cases, the total traffic approaching the intersection should be checked against the signal warrants for a one -lane approach. Conversely, where one-half of the traffic turns left and the left - turn bay is of sufficient length to accommodate all left -tum vehicles, the approach should be considered a two-lane approach. At an intersection with a high volume of left -tum traffic from the major street, the higher of the major -street left -turn volumes may be considered as the minor street and the corresponding single direction of opposing traffic on the major street may be considered as the "major street." Intersection: PalmR2vale Drive @ FrydWaringDdve Scenario: Existing 7007 Peak Season Number of major -street approach moving lanes: One ❑ LQ 0 Number of minor -street approach moving lanes: gm ■ Two ❑ Number of approaches: Three ❑ Four or More i Posted speed limit on major street: 50 MPH Spot speed survey average speed on major street: N/A MPH Rural Volume Warrant Applied: 9 Urban Volume Warrant Applied: ❑ Major street approach volume (sum of both approaches): 1.941 VPH Same hour higher -volume minor street approach vehicle volume: 169 VPH The pW i4 pairs for tr*i n per hm on major streets (bolt approadles3 and the conesponting per hour higher utaNcle volume mintx street approach (one dlredim mlyj for One hotly (any oor4eoulive 15•minule periods) fall abm Ore appBmWo cloves in NWCD (2003 Edition) Figure 4" [urban) or 4C-4 (nxal). SATISFIED: M 0 NO ❑ It should be noted that the satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. A traffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the averaU safety andlor operation of the intersection. A signal should not be installed if it will seriously disrupt progressive traffic flow. D-5 v a N 13 m d m H o, � m ° 0 m 3 K TT, = -M0 Source: U.S. Departmeni of Transportation, Federal Highway Administration, -MUUal on Uniform m m H H w z o c 61 C C l Traffic Control Devices for Streets and Highways', [2003 Edition], Part 4C.D6. �_ C C° d j a 'o_ 'o. fT Q c d l H � The Peak Hour signal warrant is typically applied in cases where a large number of vehicles 0 M g is attracted or discharged over a short time. If all [linea of the following conditions exist for W a � a Z aN V O N O w m w the same hour (any four consecutive 15 -minute p, the treed for a eriods} of an average day � traffic control signal shall be considered. � 1. The total stopped time delay experienced by the traffic on one minor -street approach ' (one direction only) controlled by a STOP sign equals or exceeds: o 4 aN M Lo O 40 For a one -lane minor street approach 4 vehicle -hours SATISFIED: M 2 NO ❑ r . For a two-lane minor street approach 5 vehicle -hours SATISFIED: )Ta ■ No ❑ o O G N � O V W O 1u v ° c 0 o N J N Q Q v W N o C o gN o ! C ! w W N W O o d cnA W ION O y W N fn � > N > N Z O y iC ei3 Z O � W W N 01 O T W W W W _1� � O O _ _ W N N'� s Q O DO _NW C C R C N m m � Z O _O N O obi d 7 r' N WN N Q 7 rt N CD A w IN O N N O _ m Dfi v a N 13 m d m H o, � m ° 0 m o K TT, = -M0 o o c 61 C C l V L d j a 'o_ 'o. a d c � d } N N Z aN V O N O w m w m N � 'O 4 o 40 4 O G O v ° ro o N 3 Q 3 2 0 'o o ZC v m o ! C ! m 0 y d y � > N > N Z O y iC � W W N 01 O T p� O C C R N m d Z O _O N O obi d 7 r' N 1-z ! 7 rt N IN O Appendix E ITE PASsay TRIP PERCENTAGES FORSHOPPING cENz i U\ k&£� \ E K } �!k � Z § BkB a 2 0 � � o G � ƒ :t w. � � 3 N 0 , . f co w to co �}} E }ik (A( i Appendix F Standard Deviation Sensitivity Analysis Sensitivity analysis is often used to consider the effects that uncertainty in the input parameter values for a problem will have on the results and whether or not these effects will be significant. For example, when traffic volume changes on the minor movements at an intersection with TWSC have a large impact on the delay and LOS, it indicates that the projected operation of the intersection is unstable, and any increase in the volumes will further degrade the intersection performance. A sensitivity analysis cart provide some degree of confidence that the intersection will perform as planned, even if there is some uncertainty about the future traffic projections used to evaluate the intersection delay and LOS. This can help decision makers feel more certain about the range of possible ragrdfications associated with different decisions such as those related to site access, or intersection control. To examine the potential for site access traffic impacts, the commercial portion of the project trip generation was evaluated assuming the average commercial trip generation rate {ITE Trip Generation (2003; 71h Edition) with the addition of one standard deviation. The trip generation of the medical office portion of the project remained unchanged from that shown in Table 4-1. Since the project includes a relatively small commercial center, the nip generation forecast developed with the regression equation is substantially higher than that developed with the ITE average rates. Therefore, even with the addition of one standard deviation to the trip generation forecast developed with the average trip generation rates, the differences in the evening peak hour and daily trip generation were modest. F-1 Sensitivity Analysis Requirements Appendix F The City of La Quints Engineering Bulletin #06-13 (December 19, 2006) requires a sensitivity analysis addressing the potential for additionai site access impacts if the project I _ trip generation is equal to the average ITE trip generation nue plus one standard deviation. STANDARD DEVIATIONlire requirements are stated therein as follows: SENSITIVITY ANALYSIS "In addition go average peak hour rates, increases in average rates to incorporate statistical standard deviations for commercial projects fdtscount Superstores, shopping centers, quality and fast food restmtranis), gasoline service stations and i drive-in banks should be reviewed for worst case sensitivity analysis. The analysis 1 is requested to identify marginal traffic issues with potential additional traffic volumes. To examine the potential for site access traffic impacts, the commercial portion of the project trip generation was evaluated assuming the average commercial trip generation rate {ITE Trip Generation (2003; 71h Edition) with the addition of one standard deviation. The trip generation of the medical office portion of the project remained unchanged from that shown in Table 4-1. Since the project includes a relatively small commercial center, the nip generation forecast developed with the regression equation is substantially higher than that developed with the ITE average rates. Therefore, even with the addition of one standard deviation to the trip generation forecast developed with the average trip generation rates, the differences in the evening peak hour and daily trip generation were modest. F-1 17w statistical srandm d deviation trip generation increase analysis should review all site access intersections and adjacetu arterial intersections. Asuppfemetvai table & diagram should be provided within the traffic study to document standard deviation maximum trip distributions and the potential traffic impacts occurring at the margins Of the trFp generation estimates. The standard deviation trip generation rates are nor intended to define standard mitigation measures, but to provide a sensitivity review for possible traffic impacts adjacent to rhe development, given the inexact nature of traffic study assumptions and results." Effect On Project -Related Trip Generation Forecast To examine the potential for site access traffic impacts, the commercial portion of the project trip generation was evaluated assuming the average commercial trip generation rate {ITE Trip Generation (2003; 71h Edition) with the addition of one standard deviation. The trip generation of the medical office portion of the project remained unchanged from that shown in Table 4-1. Since the project includes a relatively small commercial center, the nip generation forecast developed with the regression equation is substantially higher than that developed with the ITE average rates. Therefore, even with the addition of one standard deviation to the trip generation forecast developed with the average trip generation rates, the differences in the evening peak hour and daily trip generation were modest. F-1 As shown in Table F 1, the trip generation forecast developed with the average comtnerdal trip generation rates plus one standard deviation, results in an increase of 20 percent in the total number of project related morning peals hour trips. The total number of project -related evening peak hour trips increased by 3 percent, The project -related daily trip generation decreased by 3 percent. Table F-1 Project -Related Unadjusted Traffic Generation Forecast (Based Upon ITE Average Shopping Center Trip Generation Rates Plus One Standard Deviation)a Land Use Category Land Use AM Peak Hour I PM Peak Hour Daily (ITE Code) Quantity" In Out Total In Out Total 2 -Way Average Rase + One Standard Deviation for Commercial Unadjusted Trip -Ends Medical Office (720) 81 TSF 190 98 288 144 216 360 3,100 Nursing Home (620) 50 TSF 13 821 16 20 36 310 Commercial (820) 104 TSF 154 99 253 352 324 676 6,690 Total 357 205 562 512 560 1 072 10.100 Trip Generation From Table 4-1 Unadjusted Trip -Ends Medical Office (720) 81 TSF 190 98 288 144 216 360 3,100 Nursing Home (620) 50 TSF 13 8 21 16 20 36 310 Commercial (820) 104 TSF 98 62 160 309 335 644 6,970 Total 301 168 469 469 571 1.040 10380 Difference Change in Trips 56 37 93 43 -11 32 -280 Percent Change 1 19% 22% 20% 9% -2% 3% -3% a. The unadjusmd Trip generation Forecast was based upon me mp gmeranon peons— oy .o Generation (2003; 7th Edition). TSF=Thousand square feet of building floor area. The projcct•related traffic assignment to the site driveways and adjacent intersections with Elie forecast developed from the ITE average commercial trip generation rules plus one standard deviation is shown in Figure F-1. This exhibit can be compared to the site traffic volumes evaluated throughout the study which are shown in Figure 47. Effect On Site Access Control Delay As specified in Engineering Bulletin t10b-IS, the operation of the site access intersections and adjacent arterial intersections was evacuated, based upon the site traffic volumes estimated with the ITE average shopping center trip generation rates plus one standard deviation. The levels of service at the adjacent signalized intersections of Washington Street at Fred Waring Drive and Palm Royale Drive at Fred Waring Arrive were evaluated with year 2010+pmject and 2020+pmject traffic volumes. As shown in Table F-2, the higher trip generation resulting from the average shopping center trip generation rates plus one standard deviation would increase the delay at the adjacent scgnalixed intersections by up to 0.7 seconds in the morning peak hour and 0.8 seconds in the evening peak hour, but would not change the peak hour levels of service. F-2 LLY6 S rix~lo �rroe w1n u L11 t?iee r to1/cw r' 8141L 96tpa a tiit7C�, [£1111 I CD [nrss�; sc -i I �md i � uw6tnuseM ® ®o ; 3 3 f 0� ❑ f OO 141td ® ® r c CQ y ! (D iac - T o Cn N CL t -am 0 O CD U oI SI'm 9 Wlad L 2m Y,` 2. M mu qo M °° $S 3 3 w n x N 010 0 m �° m Drive and Rome Drive are shown in Table F-3. Tile higher trip generation associated with R the average trip generation rate plus one standard deviation would increase the delay on the TT d x p 0 T KA° tr K < 0 . 5 O t° 4w c < °.3! ?.3' 3.�m -�vo y the evening peak hour. The higher trip generation would not be sufficient to change the V-0 d mm^py Rome Drive approach (which is projected to be LOS C in the mousing and LOS B in the a e evening peak hours in the year 2010). b Assuming a peak hour factor of 1.0 and the General Plan buildout traffic projections, the �? intersection of Palm Royale Drive and Rome Drive would provide acceptable levels of service with the higher site trip generation forecast. Motorists on the westbound approach (Rome Drive) to Palm Royale Drive would experience an increase of 0.1 second per vehicle N 0 a. on the minor -street approach with the most delay (westhound home Drive) in the peak p0 U on App tv b d oLn CD 0 e A rt e A �p o pa CD cu D > opJD zz tum deceleration lanes at the site 3*ms points or the storage length of these lanes. As ra .. • p A. C.t AGp T� JiJ w brw o c' F4, Queue length is always an important consideration at an unsignalixed intersection, particularly when it is needed to determine the adequacy of tum bays to store vehicles awaiting td d access points was re-evaluated with the higiuer trip generation developed with the average ro ooc a.� oo°a'C ooh ooh` to store turning vehicles with a 95 percent probability. m a d �o by S'w a � Co co o Washington Street at Access B would require 175 feet of queue storage length, based on the equation shown on page 5-20. The eastbound left -turn bay on Fred Waring Drive at 0� cycle length at the adjacent intersection of Palm Royale Drive and Fred Waring Drive. mm� C717Vq rams"' C7t7�� C C n o a wa op ap CL�ww A Ub m ra m C� ... o R7 E! a y S -4 9- [r .nti' .T C ooh oo ooh n 00 C z �z mm`r�' CC7�S mm� G17�� s. �a bo 0o bo 00 C Cel Q p • J 'LW :g 0 0 0 0 0 0 0 0 �7 F-4 The projected levels of service for the unsignalixed site access intersection of Palm Royale Drive and Rome Drive are shown in Table F-3. Tile higher trip generation associated with the average trip generation rate plus one standard deviation would increase the delay on the minor street approach at the intersection of Palm Royale Drive and Rome Drive by 0.4 seconds per vehicle in the morning peak hour upon project completion. li would not increase the delay on the minor -street approach with the most delay at this intersection in the evening peak hour. The higher trip generation would not be sufficient to change the peak hoar level of service for the left -turn movements from the major sucet (LDS A) or the Rome Drive approach (which is projected to be LOS C in the mousing and LOS B in the a e evening peak hours in the year 2010). b Assuming a peak hour factor of 1.0 and the General Plan buildout traffic projections, the �? intersection of Palm Royale Drive and Rome Drive would provide acceptable levels of service with the higher site trip generation forecast. Motorists on the westbound approach (Rome Drive) to Palm Royale Drive would experience an increase of 0.1 second per vehicle N in the control delay during the morning peak hour. LOS B operation is projected to occur a. on the minor -street approach with the most delay (westhound home Drive) in the peak hours with and without the higher trip generation forecast. Although the changes to the trip generation would result in minor changes in delay at the adjacent intersections, the site CD y access intersections are projected to still operate at acceptable levels of service with the oLn CD 0 intersection improvements shown in Figure 7-1 (for the year 7010 conditions) and Figure o = a 7-2 (for General Plan buildout conditions). v ' 7Q CD W Effect on Right -Turn Deceleration Lanes For Site Access CD cu Comparing Table 5-8 (page 5-34) to Table F-4 indicates that the rM average commercial trip generation rates plus one standard deviation would have no effect on the need For right- .Ot tv tum deceleration lanes at the site 3*ms points or the storage length of these lanes. As shown on Figure 6-1, the projected volume of right -tum entering traffic in the peak hour at w the site access points would equal or exceed 50 vehicles at only two intersections: Site + W Access B (the southern site driveway proposed on Washington Street) and Site Access C a, (the western site driveway proposed on Fred Waring Drive). c' Effect On Left -Turn Bay Queue Storage Lengths O a rn a Queue length is always an important consideration at an unsignalixed intersection, particularly when it is needed to determine the adequacy of tum bays to store vehicles awaiting to enter the site driveways. Therefore, the adequacy of the left -true bays at the site d access points was re-evaluated with the higiuer trip generation developed with the average otrip generation rate plus one standard deviation to verify that the queue length requirements for the left turns from Washington Street and from Fred Waring Drive would be adequate o. R to store turning vehicles with a 95 percent probability. 0 w The increased site traffic generation would not require longer storage lengths in the left -nun bays at the site access driveways, as shown in Table F-4. The southbound left-wrn bay on Washington Street at Access B would require 175 feet of queue storage length, based on the equation shown on page 5-20. The eastbound left -turn bay on Fred Waring Drive at Access D would require 51D feet of queue storage length, assuming a 120 -second signal cycle length at the adjacent intersection of Palm Royale Drive and Fred Waring Drive. F-4 Table F-3 Unsignalized Intersection Peak Hour Delay and LOS Summary (Based Upon ITE Average Shopping Center Rate + One Standard Deviation)a a. The values drown assume an a pexCent heavy vemcre mix ann me lane geamartcs srravla m rtg,..T rr e,.,r � y� — Flus pJ—.— o.... Figure 7-2 (forGnne+al Plan buildout plus project scenario). Datay=Average Control Delay (secarrdalvehicle). LAS was determined from the delay (0-10 secJveh�:LOS A; 10.15 seclveh�LOS It; 15-25 s¢clveb CLOS C; n-35 seclvehrWS D; 35-50 wcJvcht LOS E; 50+ seclveh. = LAS F) per HCM 2000 page 17-2. WR=Wembcund. F-5 Table F-4 Auxiliary Lanes Required At Site Access Intersections (Based Upon ITE Average Shopping Celller Trip Generation Rates Plus One Standard Deviation)a Intersection Direction with Ta e 41 Tn—P Generation With Average ates+S. . RIGHM R2NLANFS ane n Unsignalized Intersection hMa33ar f eft Nfiinor A Major Left Minor Ap�oach Minor Approach Dc1avILr Move. 11�av1LhOS Dela ILOS Move i 1}e a /LOS Delay LOS YEAR 2010 WITH PROJECr No None Access B (Northbound) 57 131 Yes Yes Palm Royale Dr. @ Rome Drive Fred Waring Drive @ Access C (Westbound) Morning Peak Hour (PHF=0.840) 8.4/A WB 16.8/C 8.4/A WB 17.2/C 0.4 No Evening Peak Hour (PHF-0.960) 7.6/A WB 11.8B 7.6/A WB 11.78 -0.1 No GP BIRLDOUr WITH PROJECT LEFr-TURN LANES Washington Street @ Palm Royale Dr. @ Rome Drive - Access B (Southbound) 43 101 Morning Peak Hour (PHF=1.0) 8.0/A WB 12.68 8.0/A WB 12.78 0.1 No Evening Peak Hour (PHF=1.0) 7.6/A WB 11.48 7.6/A WB 11.3B -0.1 No a. The values drown assume an a pexCent heavy vemcre mix ann me lane geamartcs srravla m rtg,..T rr e,.,r � y� — Flus pJ—.— o.... Figure 7-2 (forGnne+al Plan buildout plus project scenario). Datay=Average Control Delay (secarrdalvehicle). LAS was determined from the delay (0-10 secJveh�:LOS A; 10.15 seclveh�LOS It; 15-25 s¢clveb CLOS C; n-35 seclvehrWS D; 35-50 wcJvcht LOS E; 50+ seclveh. = LAS F) per HCM 2000 page 17-2. WR=Wembcund. F-5 Table F-4 Auxiliary Lanes Required At Site Access Intersections (Based Upon ITE Average Shopping Celller Trip Generation Rates Plus One Standard Deviation)a Intersection Direction Hourly Turning Volume AM Peak PM Peak Deceleration Lane Requited AM Peak PM Peak Design Storage Length (Feet) RIGHM R2NLANFS Washington Street @ - Access A (Northbound) 3 5 No No None Access B (Northbound) 57 131 Yes Yes 248b Fred Waring Drive @ Access C (Westbound) 39 83 No Yes 248b - Access D (Westbound) 5 6 No No None - Access E (Westbound) 41 32 No No None LEFr-TURN LANES Washington Street @ - Access B (Southbound) 43 101 Yes Yes 175c Fred Waring Drive @ Site Access D - Eastbound (120 -Sec Cycle) 117 112 Yes Yes Sod Palm Royale Drive @ Access F/Rome Drive Access F (Northbound) 22 18 Yes No 100 Rome Dr. (Southbound) 26 22 Yes No 100 Palm Royale Drive @ Fred Waring Drive 275d Southbound (120 -Sec Cycle) 144 216 Yes Yes Eastbound (120 -Sec Cycle) 95 44 Yes Yes 175d a. Engineering Bullcun #06.13 speeches that ars auxrttary nght-tum tresetcrartaa Jane —I w ui— -- all primary arterial and higher classirkadon streets at any driveway with a projected right -tum entering volume of 50 or am vehicles per hour. For roadways with a SO mph posted speed limit. the right -tum deceleration bay should be 248 feet long (plus queue storage length) with a 150 -foot taper within the deceleration lane length. A left -tum deceleration We with taper and storage length is required for any driveway with a pmjKled peak hour left -turn entering volume of 25 or more vehicles. b. The value shown represcttts the deceleration length without queue storage length. There is no delay associated this right -tum deceletatNw lace; therefom, ne queue storage length will he required. c. The 95th -percentile. backaf-queue storage length shown is based upou Equation 5-5 in TronVp rrorioa and Lard Development (Secoad Edition, ITE, 2002) which is shown on page 5-20. AASHTO recomractrds (on page 718 of A Policy on Geometric Desfge of Highways and Sneers. 2001) that for unsignalized iatcrsccuorts, the storage lwgtb (exclusive of taper) may be hosed on the number of turning vehicles likely to arrive in an average twtl-minute period within the peak hour. d. Assumes a i204ecoad signal cycle length at the intersection of Palm Royale Drive and Fred Waring Drive. The southbcuud left -tum pocket on Palm Royale Drive may be 150 feet long if the soathbound thmugh lane is resrriped as a shared thmugMeit lane to racllitate the seuthbwmd Icft-turn movement. F-6 TABLE OF CONTENTS INTRODUCTION..................................................................................................................................1 ProjectDescription....................................................................................................................... l Methodology Related to Noise Impact Assessment..................................................................... l Characteristics of Sound » .. ....»....... ». «». «::..» .. 1 Measurement of Sound ........................ ..... ..................... ........... .._..................... ................. ....... 4 Physiological Effects of Noise.............................-.----•..................•....---..-................................5 EXISTINGCONDITIONS............................................................................................................... 9 Sensitive Land Uses in the Project Vicinity................................................................................. 9 Overview of the Existing Noise Environment.............................................................................. 9 Thresholds of Significance.........................................................................................................11 IMPACTS AND MITIGATION MEASURES....................................................................................12 Short -Term Construction Related Impacts.................................................................................12 Long -Term Traffic Noise Impacts..............................................................................................14 On -Site Stationary Sources Noise Impact. ....» . ....» _ ... .... _ ... ....»:.2D MitigationMeasures....-. - - - - -.--................................................_...._......................................22 Level of Significance after Mitigation........................................................................................23 REFERENCES..................................................................................................................................... 24 APPENDIX A: FHWA TRAFFIC NOISE MODEL PRINTOUTS FIGURES AND TABLES FIGURES Figure 1: Project Location Map ......................... ............................................................... ....... .._..... 2 Figure2: Site Plan..................................................................................................................................3 TABLES Table A: Definitions of Acoustical Terms ...................... .............. .............,. Table B: Common Sound Levels and Their Noise Sources...................................................................7 Table C: Land Use Compatibility for Exterior Community Noise......................................................... 8 Table D: Existing Traffic Noise Levels........................................................................................ .....10 Table E: Exterior Noise Standards....................................:..........................................................» ...11 Table F: Typical Construction Equipment Noise Levels................................................»..................13 Table G: Existing With Project Traffic Noise Levels .............................................. .......................15 Table H: 2010 Without Project Traffic Noise Levels ...............,..,..,............... .,,._.,.... ,..:................16 Table I: 2010 With Project Traffic Noise Levels.................................................................................17 Table J: 2020 Without Project Traffic Noise Levels............................................................................18 Table K: 2020 With Project Traffic Noise Levels............ _ ...................._...:_ .._..19 PATRM0701N.t—R-.d-«10/03/08. t PATRM0701Noiso-Re Am«10/03/08. n NOISE IMPACT ANALYSIS TENTATIVE PARCEL MAP 35088 RETAIL AND OFFICE COMPLEX CITY OF LA QUINTA, CALIFORNIA LSA NOISE IMPACT ANALYSIS TENTATIVE PARCEL MAP 35088 RETAIL AND OFFICE COMPLEX Prepared for: The Robert Mayer Corporation 600 Newport Center Drive, Suite 1050 Newport Beach, California 92660 (949)759-8091 Prepared by: LSA Associates, Inc. 20 Executive Paris, Suite 200 Irvine, California 92614-4731 (949) 553-0666 LSA Project No. TRM0701 LSA October 2008 October 2oo8 Terra Nova 1 City of La Quinta Villa Capri Draft Environmental Impact Report Technical Appendices APPENDIX E Noise impact Analysis, Tentative Parcel Map 35088 Retail and Office Complex, City of La Quinta, California Prepared by LSA Associates, Inc. 20 Executive Park, Suite 200 Irvine, CA 92614 October 2008 NOTICE ❑N APPENDIX REDUCTION This technical appendix has been reduced by 50% and pn'inted double -sided to conserve paper and to allow the technical appendices to be incorporated into the Draft EIR. [f you wish to have a Full -sited copy of this appendix, please contact the La Quinta Planning Department at 760-777-71.25. E- i Two -Way Stop Control Page 1 of 1 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst AgericylCo, Date Perlonned Analysis Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Imerseclion JunsdiciionLa Analysts Year I Palm Royale Dr Ca Rome Drive Quinta GP Buildout W/ Project S Pro ect Description A as1'V fon Comment a81 EasVWesi Suee1: Ranee Dn've Nonh/South Streel: Palm Royale Drive 1e Dnve Imerseetion onentation: North-Seulh I Study Period Ars : 1.00 1.60 Major Street Ma or Street Northbound Northbound Southbound Soerthbound Movement 1 2 3 4 5 6 6 L T R R L T R Volume 22 303 9 22 26 186 30 Peak -Hour Factor. PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate. HFR 22 303 9 26 186 30 Percent Heavy Vehicles 8 •• 8 •- -- Median Type Undivided Undivided RT Channelized RT Channelized 0 0 0 Lanes 1 0 Lanes 1 1 0 1 1 0 Configuration L TR TR L 0 TR U ream Signal 0 Westbound 0 Eastbound Minor Street Movement Westbound 6 8 Eastbound 11 Movement 7 6 9 10 11 12 R L T R L T R Volume 22 0 31 16 0 6o Peak- Hoar Factor. PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate, HFR 22 0 31 16 0 60 Percent Heavy Vehicles 8 8 8 8 8 8 Percent Grade (q) Flared Approach 0 N 0 N Flared Approach Storage 1 N 0 N 0 Stow e RT Channelized 0 0 0 RT Channelized Lanes 0 0 1 0 0 Lanes 0 1 1 0 1 0 Conal ufabon LT NB R Westbound LTR Eastbound Movement 1 4 7 8 9 10 11 Approach NB SB Westbound LT Eastbound LTR Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR 838 v (vph) 22 26 22 31 76 C (m) (vph) 1319 1215 345 718 6.51 Control Delay Vic am 0.02 0.06 0.04 0.12 LOS 95%. queue length 0.05 0.07 0.20 0.14 0.40 Approach Delay Control Delay 78 8.0 J 16.1 1 10.2 11.3 Approach LOS LOS A A C B B Approach Delay -- •- 12.7 11.3 Approach LOS - B B Two -Way Stop Control Page 1 of 1 Rights Reserved Rights Reserved HCS2006P N Copyright 0 2003 University of Florid; All Rights Rowed Vasim 4.1d HCS2000- Copyright ® 2003 Uoivefsity ofplorklk All Rights Reserved Version 4 1 d Vetsiw4.1d Vetsioo 4.1d fileWCADocuments and Settings\CourtneyV"al Settings\Temp\u200A.m1p 9/20/2008 file://CADocuments and Settings\Courtney\Local Settings\Temp\u2kl26.1mp 9/23/2008 TWO-WAY STOP CONTROL SUMMARY Analyse AgencylCo. Date Padarmed Analysis Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Im11 rsection Junsdi=n Analysis Year Palen Royale Dr4) Rome Drive La Quinta GP Buildout W/ Project S project Deslcr' Ilnp W Mt coma1Nfci+il RastlWest SereM: Rome DriveNorWSouth Street: Paim RO 1e Dnve fnlersectrun Orientation: NoM4SouM SW Period hrs : 1.60 Ma or Street Northbound Soerthbound Movement 1 2 3 4 1 5 6 L T R L T R Volume 18 109 14 22 102 24 Peak -Hour Factor PHF 1.00 1.00 1.00 1.00 1.00 1.00 Hourly Flow Rate. HFR 18 109 14 22 102 24 Percent Heavy Vehicles 8 - Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR U l,yam L nal 0 0 Minor Street Westbound Eastbound Movement 7 6 8 10 11 12 L T R L T R Volume 21 0 17 35 0 153 Peak -Hour Factor PHF 1.00 1.00 1.00 1.00 1.00_ 1.00 Hourly Flow Rate. HFR 21 0 17 35 0 153 Percent Heavy Vehicles 8 8 8 8 8 8 Percent Grade (°'o) 0 0 Flared Approach N N Storage 1 0 0 RT Channelized 0 0 Lanes 0 1 1 0 1 0 Configuration LT R LTR Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR v(vph) 18 22 21 17 188 C (m)(vph) 1424 1428 459 920 838 v/c 0.01 0.02 0.05 0.02 0.22 95% queue length 0.04 0.05 0.14 0.06 0.87 Control Delay 7.6 7.6 13.2 9.0 10.5 LOS A A B A B Approach Delay •• •• 11.3 10.5 Approach LOS - B B Rights Reserved Rights Reserved HCS2006P N Copyright 0 2003 University of Florid; All Rights Rowed Vasim 4.1d HCS2000- Copyright ® 2003 Uoivefsity ofplorklk All Rights Reserved Version 4 1 d Vetsiw4.1d Vetsioo 4.1d fileWCADocuments and Settings\CourtneyV"al Settings\Temp\u200A.m1p 9/20/2008 file://CADocuments and Settings\Courtney\Local Settings\Temp\u2kl26.1mp 9/23/2008 Two -Way Stop Control Page 1 of 1 Two -Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY Analyst AgencylCo. DatePedonrxd Analysis Time Period Greg Endo Engineering Endo Morning Peak Hour Intersection ,ludsdDchon Analysis Year Palm Royale Dr @ Rome Drive LaQuinta Year 2010 W/ Project S Pro'eM Desc tion Washington Commemo; EssllWest Street: Roma Drive NortNSoulh Streel: Pakn Ro lR Chive nwrs9dion Orientation North Scu1h Study Period (Kra)! 1.00 IAa err Siroet Northbound Southbound Ntovement 1 2 3 4 5 6 L T R L T_J R Volume 22 261 8 24 164 30 Peak -Hour Faclpr, PHF 0.62 0.62 0.62 0.62 Q-62 0:62 Hourly Flow Rate, HFR 35 419 12 38 263 48 Percent Heavy Vehicles 8 •• - 8 - - Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L Configuration TR L TR TR lJostream Si nal 0 Upstream S' nal 0 WriarStraet 0 Westbound Minor Street Eastbound Wesibound Movement 7 8 9 10 11 12 9 L T R L T R Volume 1 20 0 28 1 16 0 60 Paak•Houf Factor. PHF a62 0.62 0-62 262 0.62 tl:62 Hourly Flow Rate, HFR 32 0 45 25 0 96 Percerll Heavy Vehloles a 8 8 8 8 8 Percent Grade (%) 8 0 8 Percent Grade (%) 0 0 Flared Approach N Flared Approach N N Storage 0 stoma 0 0 RT Channelized 0 0 RT Channelized 0 Lanes 0 1 1 0 1 0 Cold' ration LT 1 R Cant ration LTR R LTR Approach NB SB Approaeh NB SB Westbound Movement Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR v (vph) 35 38 32 45 121 C (m) (vph) 1216 1097 208 617 507 v/c 0.03 0.03 0.15 0.07 024 95% queue length 0.09 0.11 0.54 024 0.94 Control Delay 8.0 8.4 25.4 11.3 14.3 LOS A A D B B Approach Delay -• - 172 A 14.3 Approach LOS B - C - B Two -Way Stop Control Page 1 of 1 Rights Reserved Rights Reserved rrC32dp0tst Copyright 02003 Univcvty of notidq Aa Rights Reserved Version 4 Id 1102009 * Copydght a 2003 Uni-ity of nodde. All Rights R -d V -ion 4.Id Vetsiao 4.ld Vasion4.ld file://CADocuments and Settings\Couitney\Local Settings\Temp\u2k1C6.tmp 9/23/2008 file://CADocuments and Settings\Courtney\Local Settings\Temp\u2kl30.tmp 9/23/2008 TWO-WAY STOP CONTROL SUMMARY Agency/CCL Dale Pedcm*d Anatysis Time Period G Endo Engineering 418/08 Evening Peak Hour Interseciicn Jurisdiction Anaysls Year FCY1rrt Royale Dr [7 Rome Drive La Quinla Year 2010 W1 Project S P •est on Washi ad Commercial East1Wesl Streel: Rome Drive NOYhlSOulh Stieel: Patin ROMA& D1rve intersection Orientation: Nodh-Scuff Oudy Period hrs : 1.00 Ma or Street Northbound Soulhhound Movement 1 2 1 3 4 5 6 L T R L T R Volume 1897 12 20 90 24 Peak -Hour Faclor PHF aa6 0.86 0.86 0.86 0.86 0.86 Hourly Flow Rate. HFR 21 113 14 23 105 28 Percent Heavy Vehicles 8 •• - 8 Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream S' nal 0 0 Minor Street Wesibound Eastbound Movement 7 a 9 10 17 1 12 L T R L T R Volume 19 0 16 35 0 153 Peak -Hour Factor PHF 0.86 0.86 0.86 0.86 0.86 0.68 Hourly Flow Rate. HFR 22 0 18 40 0 178 Percent Heavy Vehoctes 8 8 8 8 8 8 Percent Grade (%) 0 0 Flared Approach N N stoma 0 0 RT Channelized 0 0 Lanes 0 1 1 0 1 0 Cant ration LT R LTR Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LT R LTR V (vph) 21 23 22 18 218 C (m) (vph) 1416 1423 423 916 829 v/c 0.01 0.02 0.05 0.02 0.26 951/ queue length 0.05 0.05 0.16 0.06 1.07 Control Delay 76 7.6 14.0 9.0 10.9 LOS A A B A B Approach Delay - - 11.7 10.9 Approach LOS •• -- B B Rights Reserved Rights Reserved rrC32dp0tst Copyright 02003 Univcvty of notidq Aa Rights Reserved Version 4 Id 1102009 * Copydght a 2003 Uni-ity of nodde. All Rights R -d V -ion 4.Id Vetsiao 4.ld Vasion4.ld file://CADocuments and Settings\Couitney\Local Settings\Temp\u2k1C6.tmp 9/23/2008 file://CADocuments and Settings\Courtney\Local Settings\Temp\u2kl30.tmp 9/23/2008 Short Report Page 1 of 1 HCS2000^e Copyright 0 2000 Uoi-ity of Fluid$ AR Righty R -d file://CADocuments and Settings\Courmey\Local Settings\Temp\s2k51B.tmp V-im 4 le 5/1/2008 Short Report Page 1 of 1 SNORT REPORT Anatyst Agency or Co. Dere Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Intersection Azea Type Jurisdiclion Analysis Year Intersection Area Type Junsdlctlon Analysis Year Palm Royale Dr Fred Waring All other areas La Quinta GP Buildout W/ Project Sens An LT LT ES TH RT WB LT Tai RT NB LT TH RT LT S8 TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume h Volume h 95 588 13 15 1447 207 25 0 15 723 0 145 % Heavy veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated WA R A A A A A A A A A A A Startup lost time 2.0 20 20 1 20 1 20 2.0 20 2.0 20 2.0 Ext. eff. green ExL e0. areen 2.0 2.0 2.0 2.0 2.0 2.0 1 2A 1 2.0 20 20 Arrival type Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBlke WOR Volume PedrBMIRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/GradetParldng Parking/Grade/Parldng N 0 N N 0 N N 0 N N 0 N Parking/hr BUS StODs/hr Bus stopslhr 0 0 0 0 0 0 0 0 0 0 Unit Extension Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino Exct_ Lail Phasing Excl. Left Thru & RT 03 04NS Perm D4 NS Perm 06 07 07 08 08 10.0 G= 80.0 G= G= G= 18.0 G= G= G= G= Timing ;G7:=7 4 Timing G. Y= 4 Y= 4 JY= Y- IY Y= 4 Y. Y. 1Y. Y - Duralion of Anal sls hrs - 1,00 Duration Df Ana s hrs .. 1.00 C cle I ,nqth C = C cit to 1h C - 120.0 EB ES WB WB NB SB SB Ad. flow rate Adj. flow rate 95 588 13 15 1447 207 26 15 123 145 Lane group cap. Lane group cap. 139 2233 1271 139 2233 1271 180 1495 195 224 v/c ratio v/c ratio 0.68 026 0.01 0.11 0.65 0.16 0.14 0.01 0.63 0.65 Green ratio Green ratio 0.08 0.67 0.85 0.08 0.67 0.85 1 0.15 1.00 0.15 0.15 Unif. delay dl Unit. delay dl 53.5 8.1 1.4 50.9 11.7 1.6 1 44.3 0.0 47.9 48.0 Delay factor k Delay factor k 0.25 0.11 0.11 0.11 0.23 0.11 0.11 0.11 0.21 0.22 Increm. delay d2 Increm. delay d2 13.8 0.1 0.0 0.3 0.7 0.1 0.4 0.0 6.6 6.6 PF factor PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 Control delay 67.3 8.1 1.4 51.2 12.4 1.6 44.7 0.0 54.5 54.6 Lane group LOS E A A D B A D A D D Apprch. delay 16.1 11.4 28.3 54.5 Approach LOS B B C D Intersec. delay 17.2 Intersection LOS B HCS2000^e Copyright 0 2000 Uoi-ity of Fluid$ AR Righty R -d file://CADocuments and Settings\Courmey\Local Settings\Temp\s2k51B.tmp V-im 4 le 5/1/2008 Short Report Page 1 of 1 HCS20WM Copyright 0 2000 University of Florida, AR Righty Resat/ d fileWCADocuments and Settings\Courntey\Local Settings\Temp\s2k569.tmp Vasioo 4.1e 5/1/2008 SHORT REPORT Analyst Greg Agency or Co. Endo Engineering Date Performed 4/8/08 Time Period Evening Peak Hour Intersection Azea Type Jurisdiclion Analysis Year Palm Royale Or @ Fred Waring All other areas La Quinta GP Buildout W/ Project Sens An LT ES TH RT W8 LT TH RT NB LT TH FrT LT S8 TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume h 40 1454 32 11 1059 67 21 0 14 202 0 51 % Heavv veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated PIAJ A A A R A A A A A A A A Startup lost time 2.0 P-0 2.0 1 20 2.0 2.0 1 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 20 2.0 2.0 2.0 20 1 2.0 1 2.0 20 1 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedlBlke WOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 1 12.0 12.0 12.0 12.0 Parking/GradetParldng N 0 N N 0 N N 0 N N 0 N Parking/hr BUS StODs/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 30 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasino Exct_ Lail Thru & RT 1 03 04NS Perm 06 07 08 7.0 G= 78.0 G= G:: G= 23.0 G= G. G= Timing ;G7:=7 4 Y= 4 Y= Y- Y-4 IY. 1Y. 1Y. Duralion of Anal sls hrs - 1,00 C cle I ,nqth C = 120.0 EB WB NB SB Ad. flow rate 40 1454 1 32 11 1059 67 21 14 202 51 Lane group cap. 97 2177 1308 97 2177 1308 267 1495 251 287 v/c ratio 0.41 0.67 10.02 0.11 0.49 0.05 0.08 0.01 0.80 0.18 Green ratio 0.06 0.65 0.88 0.06 0.65 0.88 0.19 1.00 0.19 0.19 Unif. delay dl 54.5 13.0 1.0 53.6 10.7 1.0 39.8 0.0 46.4 40.6 Delay factor k 0.11 10.24 0.11 0.11 0.11 0.11 0.11 0.11 0.35 0.11 Increm. delay d2 2.9 1 0.8 0.0 0.5 0.2 0.0 I 0.1 0.0 19.5 0.3 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 Control delay 57.4 13.8 1.0 54.1 10.9 1.0 39.9 0.0 65.8 40.9 Lane group LOS E B A D B A D A E D Apprch. delay 14.7 10.8 24.0 60.8 Approach LOS B B C E Intersec. delay 17.2 Intersection LOS B HCS20WM Copyright 0 2000 University of Florida, AR Righty Resat/ d fileWCADocuments and Settings\Courntey\Local Settings\Temp\s2k569.tmp Vasioo 4.1e 5/1/2008 Short Report Page 1 of 1 HC320WM Copyright® 7000 Uoivauty of florid& A0 Rights Resecvd fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k52F.tmp Vasiw 41. 5/1/2008 Short Report Page 1 of 1 SHORT REPORT Arvalyr! Agency or Co. Dais Performed Time Period Greg Endo Engineering 4/8/08 Morning Peak Hour Interse0jan Area Type JurlsdcWn ArWpls Year Palm Royale Dr@o Fred Waring All other areas La Ouinta Year2010 W/ Project Sens. An. LT EB TH RT WB LT TH RT NB LT TH RT LT 58 TH RT Num. of as 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TA Volume 86 529 12 14 1317 187 25 0 14 117 0 170- 30%H % Hveh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.84 0.84 R84 a54 o.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Ac!uniad PIA A A A A A A A A A A A A Startup last time 2-0 20 2-0 2.0 20 1 20 2-0 20 20 20 Ext. etF. ween 2.0 2.0 2.0 2.0 80 2.0 2.0 2.0 2.0 2.0 Amval e 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 1 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PaCM&eMOR Vowme 0 0 0 a 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 112.0 12.0 12.0 Parking/Grade/ParkingParking/GradefParking N 0 N N 0 N N 0 N N 0 N Parkinglhr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasinq 1 Erol. Left Thru 8 RT 03 04 1 NS Penn 0G 07 08 .ng G. 10.0 G= 80.0 G. G= I G= 18.0 G= G= G= G= Timing = 4 JY. 4 Y= 4 ly. 4 Y. ly. JY. 4 Y. fy= ly. Duration of Ana tirs • 1.00 C Ie L C = 120.0 C - F20.0 ES EB WB NB WB NB SB SB 37 1311 Adj. flow rate 103 631 14 17 1570 1 223 30 17 139 155 97 2177 Lane group cap. 139 2233 1271 139 2233 1271 163 1495 1 195 224 0.38 0.60 v/c ratio 0.74 0.28 0.01 0.12 0.70 a18 a18 0.01 0.71 a69 0.06 0.65 Green ratio 0.08 0.67 0.85 0.08 a67 a85 0.15 1.00 0.15 a15 54.4 12.1 Unif. delay dl 53.7 8.2 1.4 50.9 12.5 1.6 j 44.6 0.0 48.5 48.4 0.11 0.19 Delay factor k 0.30 0.11 0.11 laii a27 0.11 0.11 a l l 0.28 a26 2.5 0.5 Increm. delay d2 21.1 0.1 0.0 0.4 1.0 0.1 0.5 0.0 12.4 9.2 1.000 11.000 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 56.9 12.6 Control delay 74.9 8.3 1.4 51.3 13.6 1.7 45.1 0.0 60.9 57.6 E I B Lane group LOS E A A D B A D A E E 13.5 Apprch. delay 17.3 10.3 23.7 12.5 28.8 59.5 59.2 B Approach LOS B B C B C E E 16.6 Intersex. delay 18.7 Intersection LOS Intersection LOS B B HC320WM Copyright® 7000 Uoivauty of florid& A0 Rights Resecvd fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k52F.tmp Vasiw 41. 5/1/2008 Short Report Page 1 of 1 Copyright 0 7000 Uvivasily of Florida Aa Right R -ed fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k539.tmp V.mi- 4 k 5/1/2008 SHORT REPORT Analyst Agency or Co. DalePerirrruo Time Period Greg Endo Engineering 4/8/08 Evening Peak Hour Intersection Area Area Type risdlrtion Year Palm Royale Dr @ Fred Waring All other areas LaOuinta Year 2010 W1 Project Sens. An. LT F$ TH RT WB LT TH RT NB LT TH RT LT SB TH RT Num. of Lanes 1 2 1 1 2 1 0 1 1 1 1 0 Lane group L T R L T R LT R L TR Volume 36 1291 30 11 944 62 19 0 13 196 0 48 % Heavyveh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.99 0.99 0.99 0.99 0.99 0.99 0-99 0.99 0.99 0.99 0.99 0-99 Actuated P!A A A A A A A A A A A A A Startlost time 2.0 2.0 20 2.0 2.0 2.0 20 20 2.0 20 Pei. eff. green 2.0 20 20 20 20 20 20 20 20 2.0 Arrival e 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 PedfBikeMTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/Grade/ParkingParking/rarade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Lett Thru 8 RT 03 04 NS Perm 06 07 08 FExcl. 70 G= 78.0 G. G• G. 23.0 G= G= G= Timing = 4 JY. 4 Y= IY= IY= a IY. IY. fy= Duration of AriallyaltsMrs) . 1.00 1 C Ie L C = 120.0 ES WB NB SB Adj.flow rate 37 1311 30 11 958 63 19 13 199 47 Lane group cap. 97 2177 1308 97 2177 1308 270 1495 251 287 v/c ratio 0.38 0.60 0.02 0.11 0.44 0.05 0.07 0.01 a79 0.16 Green ratio 0.06 0.65 0.88 aois a65 0.88 0.19 1.00 0.19 0.19 Unff. delay dl 54.4 12.1 1.0 53.6 10.3 1.0 39.7 0.0 46.2 40.5 Delay factor k 0.11 0.19 0.11 0.11 0.11 0.11 0.11 0.11 0.34 0.11 Increm. delay d2 2.5 0.5 0.0 0.5 0.1 0.0 0.1 ao 17.7 0.3 PF factor 1.000 11.000 1.000 1.000 1.000 1.000 1.000 0.950 1.000 1.000 Control delay 56.9 12.6 1.0 54.1 10.4 1.0 39.9 0.0 64.0 40.7 Lane group LOS E I B A D B A D A E D Apprch. delay 13.5 10.3 23.7 59.5 Approach LOS B B C E Intersex. delay 16.6 Intersection LOS B Copyright 0 7000 Uvivasily of Florida Aa Right R -ed fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k539.tmp V.mi- 4 k 5/1/2008 Short Report Page 1 of 1 HCS200dM Cappight 0 2000 University of Florid, All Rights Reserved ffleWCADocuments and Settings\Courtney\Local Settings\Temp\s2klB.tmp Vmsioo 4.1e 4/11/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Dale Performed Ttme Period Greg Endo Engineering 418/08 Morning Peak Hour Intersedion Washington SL @ Fred Waring Area Type All other areas JurisdictIon La Quinta Analysis Year GP Buildout W/ Project LT ES TH RT LT 1 WB NB TH RT LT TH RT LT SR TH RT Num. of Lanes 2 3 1 2 3 1 3 4 1 2 4 1 Lane group L T R L T R L T R L T R Volume (vph) 249 392 358 138 1072 601 795 1847 107 315 1826 359 Heavy veh 8 8 e 8 8 8 1 8 8 8 6 8 8 PHF i_00 1.00 1_oD 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Actuated(P/AJ A A A A A A I A I A A A A A Startup lost lime 2.0 1 2.0 1 20 2-0 20 20 1 20 1 20 1 2.0 2.0 24 20 Ext, eff. green 2.0 2.0 2.0 20 2.4 20 1 20 20 2.0 2.0 20 20 Arrival type 3 3 3 3 3 3 1 3 3 3 3 3 1 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped1B&eJfiTOA Volume 0 0 0 0 0 0 0 0 ❑ 0 0 0 tane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parkin rade/Parldng N 0 N N 0 N N 0 N N 0 N Parking/hr 3.0 3.0 3.0 3.0 3.0 3.0 Ped/BdtelfiTOR Volume 0 0 0 Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Excl. Left WBOnly Thru & RT 14 Excl. Left Thru & RT 07 N OB G- 11.0 G= 5.0 G. 21.0 G= G= 23.0 G= 40.0 Timing Y= 4 Y= 4 Y= 4 ly. Bus stops/hr IY= 4 0 0 JY= 0 0 Duration of Anal sis t hrs = 1.00 0 0 0 0 [Cycle Lon h C - 120.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 phasi Excl. Leff I EB Only 1 Thru & RT 04 Excl. Lek EB 07 WB NB G= 3-0 SB G= Adj. flow rate 249 392 356 138 1072 601 795 1847 107 315 1826 359 Lane group cap- 298 839 1146 541 1198 1258 873 2130 1109 622 2130 1109 v/c ratio 0.84 0.47 0.31 0.26 0.89 0.48 0.91 0.87 0.10 0.51 0.86 0.32 Green ratio 0.09 0.17 0.77 0.17 0.25 0.84 0.19 0.33 0.74 0.19 0.33 0.74 Unit. delay dl 53.6 44.5 4.3 43.5 43.5 2.5 47.5 37.5 4.3 43.4 37.3 5.3 Delay factor k 0.37 0.11 0.11 0.11 0.42 0.11 0.43 0.40 0.11 0.12 0.39 0.11 lncrem. delay d2 21.3 0.4 0.2 0.3 10.1 0.3 16.4 4.3 0.0 0.7 3.9 0.2 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 74.9 44.9 4.4 43.8 53.6 2.8 63.9 41.8 4.4 44.1 41.2 5.4 Lane group LOS E D A D D A E D A D D A Apprch- delay 37.9 1.000 1.000 36.0 1.000 46.7 1.000 36.4 69.6 62.6 Approach LOS D 54.4 3.9 57.6 43.6 D 88.6 55.4 D Lane group LOS D A Intersec. delay 40.0 D A F Intersection LOS A D 43.3 HCS200dM Cappight 0 2000 University of Florid, All Rights Reserved ffleWCADocuments and Settings\Courtney\Local Settings\Temp\s2klB.tmp Vmsioo 4.1e 4/11/2008 Short Report Page 1 of 1 HCS20WM Copyright 0 2000 University of lmiU AU Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kBF.tmp Vasion4 Is 4/11/2008 SHORT REPORT Analyst Agency or Co. Date Performed Time Period Greg Endo Engineering 417/06 Evening Peak Hour Intf3mwion Area Type Jurisdiction Analysis Year Washington SL C& Fred Waring All other areas La Quinta GP Buildout W1 Project Sens An LT EB TH RT LT WE TH RT N8 LT TH RT LT S8 TH RT Num. of Lanes 2 3 1 2 3 1 3 4 1 2 4 1 Lane group L T R L T R L T R L T R Volume (vph) 400 1'211 886 273 860 442 1598 2091' f67 485 2218 260 Heavy veh 8 8 8 8 8 8 8 1 8 8 8 8 e PHF 1.00 f.❑0 1.00 1.00 1.00 1.00 1.00 1.0o 1.00 1.00 1.00 1.00 ACWated PIA A I A A A A A A A A A A A Startu lost time 20 1 20 1 2.0 2.0 20 2.0 2.0 2.0 2.0 2-0 20 20 Ext.eff. green 20 20 I 2.o 2.0 20 2-0 2D 20 2.0 1 2.0 1 20 20 Arrwal 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/BdtelfiTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 112.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 Parking/grade/ParkingParking/grade/Parking N 0 N N 0 N N 0 N N 0 N Parking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 phasi Excl. Leff I EB Only 1 Thru & RT 04 Excl. Lek I Thru 8RT 07 Do G. 1R0 G= 3-0 G=250 G= G= 19.0 G= 43.0 G= G. Timing Y= 4 Y= 4 Y= 4 IY= IY= IY. 4 ly. IY. Duration of Ana sis ihfS • 1.00 Lenglh C = 120-D EB WB -I-Cvcle NB SB Adj. flow rate 400 1211 886 273 1 860 1 442 1 598 2091 1 157 485 2218 260 Lane group cap. 460 1278 1271 271 998 1184 721 2290 1159 514 2290 1159 v/c ratio 0.87 0.95 0.70 1.01 0.86 0.37 0.83 0.91 0.14 0.94 0.97 0.22 Green ratio 0.14 0.27 0.85 0.08 0.21 0.79 0.16 0.36 0.77 0.16 0.36 0.77 Unit. delay dl 50.4 43.2 3.3 55.0 45.8 3.7 48.9 36.7 3.4 50.0 37.8 3.7 belay factor k 0.40 0.46 o.26 0.50 0.39 0.11 0.37 0.43 0.11 0.46 0.48 0.11 lncrem. delay d2 19.2 19.4 1.7 116.68.5 0.2 8.7 6.8 0.1 38.7 17.6 0.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 69.6 62.6 5.0 171.6 54.4 3.9 57.6 43.6 3.4 88.6 55.4 3.8 Lane group LOS E E A F D A E D A F E A Apprch. delay 43.3 60.5 44.3 56.3 Approach LOS D E D E Imersec. delay 50.2 Intersection LOS D HCS20WM Copyright 0 2000 University of lmiU AU Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2kBF.tmp Vasion4 Is 4/11/2008 Short Report Page 1 of 1 HCS2000M Copyright 0 2000 Uoivesiry of Flaidq AN Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2F.tmp Venion 4 le 4/11/2008 Short Report Page 1 of 1 SHORT REPORT Analyst Agency or Co. Data Performed Time Period Greg Endo Engineering 4/7/08 Morning Peak Hour Intersection Area Type Judms lion AnaJysis Year Washington SL Cad Fred Waring All other areas La Quinta Year2010 W/ Project Sens. An. LT ES TH RT LT WB TH RT N8 LT TH I RT LT SB TH I RT Num. of Lanes LT ER TH RT LT WB TH RT NB LT TH RT LT Sa TH RT Num. of Lanes 2 3 1 2 3 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume ( h 203 330 245 100 888 532 58.3 1536 67 282 1510 288 Y HeM veh 8 8 8 8 6 8 6 8 8 8 8 8 PHF 0.92 0-92 a92 0.92 0.92 0.92 0.92 0.92 a92 0.92 0.92 a92 Actuated PIA A A A A A A A A A A A A Swup last ame 2.0 1 2.0 1 20 1 2.0 2.0 1 20 1 20 20 20 2.0 20 2.0 Ext. eff. grsen 20 1 2.0 20 20 20 20 1 20 1 2.0 I za 20 1 20 1 2.0 ArrvW 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Mke/RTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 ParkingC-traduMarKrig N 0 N N 0 N N 0 N N 0 N Parking/hr 0 0 0 0 0 0 1 0 0 0 0 0 1 0 Bus stopsthr 0 0 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 1 3.0 3.0 1 3.0 1 3.0 1 3.0 3.0 3.0 3.0 Phasing Excl. Left WB Onl 711ru & RT 04 Excl. Left Thru & RT 07 G= Y= OB G . 9.0 Timing Y= a G= 4.0 Y= 4 G= 17.0 Y= 4 JY= Ga G- 25.0 JY= 4 G= 45.0 G- Y= 4 Y= G= Y= Duration of An 's hrs - 1.00 [Cyelo LeNth C a 120.0 EB WB NB SB EB Adj. flow rate 345 1048 WB 233 N8 414 432 SB 451 Adj. flow rate 221 359 266 109 965 578 634 1672 1 95 307 1641 313 Lane group cap. 243 679 1184 460 998 1283 676 1797 1084 676 1797 1084 v/c ratio 0.91 0.53 0.22 0.24 0.97 0.45 0.94 0.93 0.09 0.45 0.91 0.29 Green ratio 0.08 0.14 0.79 0.14 0.21 0.86 0.21 0.38 0.73 0.21 0.38 0.73 Unit. delay dl 55.1 Delay factor k 45.7 47.1 2.0 46.7 36.0 4.8 41.5 35.6 5.7 Delay factor k 0.43 Increm. delay d2 0.11 0.47 0.11 0.45 0.45 0.11 0.11 0.43 0.11 Increm. delay d2 49.1 PF factor 0.3 32.4 0.3 28.9 11.0 0.0 0.5 8.6 0.1 PF factor 1.000 11.000 JDA 2.6 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 104.2 Lane group LOS 46.0 79.5 2.2 75.6 47.0 4.9 42.0 44.3 5.9 Lane group LOS F Apprch. delay D E A E D I A D D A Apprch. delay 48.9 Approach LOS D 50.2 52.9 38.7 Approach LOS D Intersec. delay 51.5 D D Intersection LOS D D Inlersee. delay J 47.3 Intersection LOS D HCS2000M Copyright 0 2000 Uoivesiry of Flaidq AN Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k2F.tmp Venion 4 le 4/11/2008 Short Report Page 1 of 1 H02000tts Copyright ® 2000 Uni-siry of Florida. Ag Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k39.tmp Version 4.1e 4/11/2008 SHORT REPORT Analys! Agency or Co Daze Performed Time Period Greg Endo Engineering 417/08 Evening Peak Hour lmarsaotion Area Type Jurtsclotbri Analysis Year Washington SL Ca Fred Waring All other areas La Quinta Year 2010 W/ Project Sens. An. LT ES TH RT LT WB TH RT N8 LT TH I RT LT SB TH I RT Num. of Lanes 2 3 1 2 3 1 2 3 1 2 3 1 Lane group L T R L T R L T R L T R Volume 329 1000 636 222 720 395 412 1743 97 430 1836 208 % Heavv veh 8 8 8 8 8 8 8 8 8 8 8 8 PHF 0.95 0.95 0.95 10.95 0.95 0.95 0.95 095 0.95 10.95 0.95 0.95 AcWalod PIA A A A A A A A A A A A A Start ktst time 20 20 20 20 2.0 1 2.0 20 20 " 2.0 I 2.0 20 Ext.eH, arev 20 20 20 20 20 2.0 20 2.0 2.0 20 2.0 2.0 Arrival type 3 3 3 3 3 3 3 3 3 3 3 3 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped1Bl'IcsJRTOR Volume 0 0 0 0 0 0 0 0 0 0 0 0 lane Width 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 120 12.0 12.0 12.0 Parking/GradetParldng N 0 N N 0 N N 0 N N 0 N ParkingMr Sus stops/hr 0 0 0 0 0 0 1 0 0 0 0 0 1 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Phasin Erd. Lalt I EBOMY Thru A FIT 04 Excl. Left 7hnt t# RT 07 08 Timing G= 9.0 Y= 4 G= 20 Y= 4 G= 21.0 Y- 4 G= Y= G= 18.0 Y= 4 G. 50.0 G- Y= 4 Yr G= Y= Dion of An is (hm) = 1.00 Cycle LH !h C = t20.0 EB WB NB SB Adj. flow rate 345 1048 667 233 755 414 432 1827 102 451 1925 1218 Lane group cap. 406 1078 1283 243 839 1208 487 1997 1171 487 1997 1171 v/c ratio 0.85 0.97 0.52 0.96 0.90 0.34 0.89 0.91 0.09 0.93 0.96 0.19 Green ratio 0.13 0.22 0.86 0.08 0.17 0.81 0.15 0.42 0.78 0.15 0.42 0.78 Unit. delay dl 51.4 46.1 2.2 55.3 48.5 3.0 50.0 33.0 3.0 50.3 34.1 1 3.3 Delay factor k 0.38 I 0.48 10.13 0.47 10.42 0.11 0.41 0.43 1 0.11 0.44 0.47 0.11 Increm. delay d2 18.0 33.5 0.4 78.4 15.0 0.2 21.6 8.0 1 0.0 32.9 178 TO.1 PF factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Control delay 69.4 179.6 2.6 133.8 63.5 J 3.2 71.6 41.0 3.1 83.2 52.0 3.4 Lane group LOS E I E A F E I A E D A F D A Apprch. delay 52.9 57.4 44.9 53.3 Approach LOS D E D D Intersec. delay 51.5 Intersection LOS D H02000tts Copyright ® 2000 Uni-siry of Florida. Ag Rights Reserved fileWCADocuments and Settings\Courtney\Local Settings\Temp\s2k39.tmp Version 4.1e 4/11/2008 NOISE IMPACT ANALYSIS INTRODUCTION This noise impact analysis has been prepared to evaluate the potential noise impacts and mitigation measures associated with the retail and office complex development project by The Robert Mayer Corporation in the City ofL.a Quints (City), Riverside County, California.. This report is intended to satisfy the City's requirement for a project -specific final noise impact analysis by examining the impacts of existing and proposed noise -G asitive uses on and adjacent to the project site and by evaluating the mitigation measures incorporated as part of the project designs. Project Description Figure 1 illustrates the regional location of the proposed retail and medical office complex development. The project site is currently a vacant property composed of approximately 25 acres and is generally bounded by Washington Street to the west, Fred Waring Drive to the south, Palm Royale Drive to the east, and vacant land and Colonial Mitchell Paige Middle School to the north. Figure 2 illustrates the project site plan. The proposed plan includes the development of 103,972 square feet of commercial/retail floor area in a market complex on the western half of the site, with a market, a pharmacy/drugstore with a drive-thru window, and ancillary retail shops. On the eastern half of the site, the project would include 130,450 square feet of medical office space in an office complex with five separate buildings. As this plan illustrates, direct access to the proposed development site will be via access roads from Washington Street, Fred Waring Drive, and Palm Royale Drive. Methodology Related to Noise Impact Assessment Evaluation of noise impacts associated with a proposed retail and office complex project typically includes the following: • Determine the short-term construction noise impacts on off-site noise -sensitive uses • Determine the long-term noise impacts, including vehicular traffic, on on-site uses • Determine the required mitigation measures to reduce short- and long-term noise impacts from all sources Characteristics of Sound Sound is increasing to such disagreeable levels in the environment that it can threaten quality of life. Noise is usually defined as unwanted sound. Noise consists of any sound that may produce physiological or psychological damage and/or interfere with communication, work, rest, recreation, and sleep. P:\TRM0701 W oise-Rev doc 0 O/03/08n 1 LSA o roao FEET SOURCE: USGS 7 5' Qtwd, La Quint$ Ca. 1:\TRM0701\G\Location d,(10/8/07) La Quinta TPM 35088 Project Location tI7 � tEi ✓r� MEN i.. � - . t� !a. r e� 3i� _ s.rrinr �1anCJIL�f � a LSA o roao FEET SOURCE: USGS 7 5' Qtwd, La Quint$ Ca. 1:\TRM0701\G\Location d,(10/8/07) La Quinta TPM 35088 Project Location IDE IMPACT ANALY3I1 TENTATIVI PARCEL -35§911 CITY CP LA Q1IINTA To the human ear, sound has two significant characteristics: pitch and loudness. Pitch is generally an annoyance, while loudness can affect the ability to hear. Pitch is the number of complete vibrations, or cycles per second, of a wave, resulting in the tone's range from high to low. Loudness is the strength of a sound that describes a noisy or quiet environment and is measured by the amplitude of the sound wave. Loudness is determined by the intensity of the sound waves, combined with the reception characteristics of the human ear. Sound intensity refers to how hard the sound wave strikes an object, which in tum produces the sound's effect. This characteristic of sound can be precisely measured with instruments. The analysis of a project defines the noise environment of the project area in terms of sound intensity and its effect on adjacent sensitive land uses. Measurement of Sound Sound intensity is measured through the A -weighted scale to correct for the relative frequency response of she human ear. That is, an A -weighted noise level de-empbasizes low and very high frcqucncies of sound similar to the human car's de -emphasis of these frequencies. Llniikc linear units, such as inches or pounds, decibels are measured on a logarithmic scale representing points on a sharply rising curve. For example, 10 decibels (dB) are 10 times more intense than 1 dB, 20 dB are 100 times more intense, and 30 dB are 1,000 times more intense (i.e., 1,000 times as much acoustic energy as one decibel). The decibel scale increases as the square of the change, representing the sound pressure energy. A sound as soft as human breathing is about 10 times greater than 0 dB. The decibel system of measuring sound gives a rough connection between the physical intensity of sound and its perceived loudness to the human ear. A 10 dB ibmease in sound level is perceived by the human ear as only a doubling of the loudness of the sound. Ambient sounds generally range from 30 dB (very quiet) to 100 dB (very loud). Sound levels are generated from a source, and their decibel level decreases as the distance from that source increases. Sound dissipates exponentially with distance from the noise source. For a single point source, sound levels decrease approximately 6 dB for each doubling of distance from the source. This drop-off rate is appropriate for noise generated by stationary equipment. If noise is produced by a line source, such as highway traffic or railroad operations, the sound decreases 3 dB for each doubling of distance in a hard site environment. Line source, noise in a relatively flat environment with absorptive vegetation, decreases 4.5 dB for each doubling of distance. There are many ways to rate noise for various time periods, but an appropriate rating of ambient noise affecting humans also accounts for the annoying effects of sound_ Equivalent continuous sound level (LO is the total sound energy of time varying noise over a sample period. However, the predominant rating scales for human comantaities in the State of Califomia arc the L,q and community noise equivalent level (CNEL) or the day-nigbt average level (L&) based on A -weighted dcoheis (dBA). CNEL is the time varying uoise over a 24-hour period, with a 5 dBA weighting factor applied to the hourly Lw for noises occurring from T:00 p.m. to 10:00 p.m. (defined as relaxation hours) and 10 dBA weighting factor applied to noise occurring from 10:00 p.m. to 7:00 a m. (defined as sleeping hours). LdR is similar to the CNEL scale but without the adjustment for events occurring during the evening hours. CNEL and LdE are within 1 dBA of each other and are normally exchangeable. The City of La Quinta uses the CNEL noise scale for long-term noise impact assessment. P:vnM0701woi—R--.d- n10/0310& LBA ABP 00IAITI. IXC. 90188 IMPACT LVALTIM 90T01ki 1110 TENTATIVBYBCP LA QNINTA Other noise rating scales of importance when assessing the annoyance factor include the maximum noise level (LmI ), which is the highest exponential time averaged sound level that occurs during a stated time period. The noise environments discussed in this analysis for short-term noise impacts are specified in terms of maximum levels denoted by L_ I— reflects peak operating conditions and addresses the annoying aspects of intermittent noise. It is often used together with another noise scale, or noise standards in terms of percentile noise levels, in noise ordinances for enforcement purposes. For example, the LIo noise level represents the noise level exceeded 10 percent of the time during a stated period. The L50 noise level represents the median noise level. Half the time the noise level exceeds this level, and half the time it is less than this level. The L90 noise level represents the noise level exceeded 90 percent of the time and is considered the background noise level during a monitoring period. For a relatively constant noise source, the L, and 1,50 are approximately the same. Noise impacts can be described in three categories: audible, potentially audible, and inaudible. Audible impacts refer to increases in noise levels noticeable to humans. Audible increases in noise levels generally refer to a change of 3.0 dB or greater because this level has been found to be barely perceptible in exterior environments. Potentially audible noise impacts refer to a change in the noise level between 1.0 and 3.0 dB. This range of noise levels has been found to be noticeable only in laboratory environments. Inaudible changes in noise levels are less than 1.0 dB, which are imperceptible to the human ear. Only audible changes, at or exceeding 3.0 dB, in existing ambient or background noise levels are considered potentially significant. Physiological Effects of Noise Physical damage to human hearing begins at prolonged exposure to noise levels higher than 85 dBA. Exposure to high noise levels affects the entire system, with prolonged noise exposure in excess of 75 dBA increasing body tensions, thereby affecting blood pressure and functions of the heart and the nervous system. In comparison, extended periods of noise exposure above 90 dBA would result in permanent cell damage. When the noise level reaches 120 dBA, a tickling sensation occurs in the human ear even with short-term exposure. This level of noise is called the threshold of feeling. As the sound reaches 140 dBA, the tickling sensation is replaced by the feeling of pain in the ear. This is called the threshold of pain. A sound level of 160-165 dBA will result in dizziness or loss of equilibrium. The ambient or background noise problem is widespread and generally more concentrated in urban areas than in outlying less developed areas. Table A lists "Definitions of Acoustical Terms," and Table B shows "Common Sound Levels and Their Noise Sources." Table C shows "Land Use Compatibility for Exterior Community Noise" recommended by the California Department of Health, Office of Noise Control. LSA ASSOCIATES. INC. NOIIB IMPACT ANALYSIS OCTOBER SIDS TENTATIVI PAICEL MAP !SIBS CITY O! LA QCINTA Table A: Definitions of Acoustical Terms Term Definitions Decibel, dB A unit of level that denotes the ratio between two quantities that are proportional to power, the number of decibels is 10 times the logarithm (to the base 10) of this ratio. Frequency, Hz Of a function periodic in time, the number of times that the quantity repeats itself in one second (i.e., number of cycles per second). A -Weighted Sound The sound level obtained by use of A -weighting. The A -weighting filter de - Level, dBA emphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise. All sound levels in this report are A -weighted, unless reported otherwise. Lol, Llo, L5o, L90 The fast A -weighted noise levels that are equaled or exceeded by a fluctuating sound level I percent, 10 percent, 50 percent, and 90 percent of a stated time period. Equivalent The level of a steady sound that, in a stated time period and at a stated Continuous Noise location, has the same A -weighted sound energy as the time varying sound. Level, Community Noise The 24-hour A -weighted average sound level from midnight to midnight, Equivalent Level, obtained after the addition of 5 dBA to sound levels occurring in the evening CNEL from 7:00 p.m. to 10:00 p.m. and after the addition of 10 dBA to sound levels occurring in the night between 10:00 p.m. and 7:00 a.m. Day/Night Noise The 24-hour A -weighted average sound level from midnight to midnight, Level, Ld. obtained after the addition of 10 dBA to sound levels occurring in the night between 10:00 p.m. and 7:00 a.m. L_ The maximum and minimum A -weighted sound levels measured on a sound level meter, during a designated time interval, using fast time averaging. Ambient Noise The all encompassing noise associated with a given environment at a Level specified time, usually a composite of sound from many sources at many directions, near and far, no particular sound is dominant. Intrusive The noise that intrudes over and above the existing ambient noise at a given location. The relative intrusiveness of a sound depends upon its amplitude, duration, frequency, and time of occurrence and tonal or informational content as well as the prevailing ambient noise level. SO lee: Handtwk o£Acoustical Me=rots and Noise Comm) i 491. P.\TRM0701Nois R d= 5 PATRM0701Noi—R--...10/03/08. Table B: Common Sound Levels and Their Noise Sources Noise Source A -Weighted Sound Level is Decibels Noise Environments Subjective Evaluations Near Jet Engine 140 Deafemng 128 times as loud Civil Defense Siren 130 Threshold of Pain 64 times as loud Hard Rock Band 120 Threshold of Feeling 32 times as loud Accelerating Motorcycle at a Few Feet Awa 110 Very Loud 16 times as loud Pile Driver; Noisy Urban Street/Heavy City Traffic 100 Very Loud 8 times as loud Ambulance Siren; Food Blender 95 Very Loud Schools, libraries, churches, hospitals, nursing homes Garbage Disposal 90 Very Loud 4 times as loud Freight Cars; Living Room Music 85 Loud 67B73 I 1 Pneumatic Drill; Vacuum Cleaner 80 Loud 2 times as loud Busl Restaurant 75 Moderately Loud 50B67 Near Freeway Auto Traffic 70 Moderately Loud Industrial, manufacturing, utilities, agriculture Average Office 60 Quiet /, times as loud Suburban Street 55 Quiet Light Traffic; Soft Radio Music in Apartment 50 Quiet /a times as loud Large Transformer 45 uiet Average Residence without Stereo Playing 40 Faint Y. times as loud Soft Whisper 30 Faint Rustling Leaves 20 Yeg Faint Human Breadjigg 10 Very Faint Threshold of Hearin 0 Very Faint Source: Cmmpiled by LRA Associates, Inc. ZM. 19A AaaOCIATta, INC. NO tab IMPACT ANALYa1a OCTOaaI ]]a] TINTATIVI PAIOIL YAP ]]I]] CITY OF LA QUINTA Table C: Land Use Compatibility for Exterior Community Noise Land Use Category Noise Range Lda or CNEL , dB 1 I II I III IV Passively used open spaces 50 5OB55 55B70 70+ Auditoriums concert halls, amphitheaters 451350 50B65 651370 70+ Residential: low-density single-family, duplex, mobile homes 50855 55B70 70875 75+ Residential: multifamily 50860 6QB70 70B75 75+ Transient lodging: motels hotels 501360 60870 70B80 80+ Schools, libraries, churches, hospitals, nursing homes 50860 60870 70B80 80+ Actively used open spaces: playgrounds, neighborhood parks 50B67 C 67B73 I 1 73+ Golf courses, riding stables, water recreation, cemeteries 5OB70 C 70B80 80+ Office buildings, business commercial and professional 50B67 67875 75+ C Industrial, manufacturing, utilities, agriculture 50B70 701375 75+ C San=., OMM arNatse Control, U11[omla I]cpartm enlOtftcz ra Irre. Noise Range ICNormally Acceptable: Specified land use is satisfactory, based upon the assumption [hat any buildings involved are of normal conventional construction, without any special noise insulation requirements. Noise Range UcConditionally Acceptable: New construction or development should be undertaken only after a detailed analysis of the noise reduc6m requiremeaLs is made and needed noise insulmdon fesa rsare iactuded in the design. Conventional construction but with closed windows and fresh air supply sysums or air condia0aing, will uwmally suffice. Noise Range IIICNormally Unacceptable: New construction or development should generally be discouraged If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design. Noise Range IVCClearly Unacceptable: New construction or development should generally not be undertaken P:\TRM070INoiso-R—doe 40/03/08. 1 P:\TRM0701\N&s Rev.doc.10/03/08. LE AS30CIATIS, INC. NOB IMPACT ANALYSIS TOEER 3011 TENTATIfSVE PARCEL MAP 35111 CITY OP IA QIIINTA EXISTING CONDITIONS Sensitive Land Uses in the Project Vicinity Sensitive receptors include residences, schools, hospitals, and similar uses that are sensitive to noise. Based on an aerial photo, existing sensitive land uses within the pmjen area include single-family residences, a church, and a middle school. The existing single-family residences and Desert Breezes Resort are located approximately 150 feet to the west on the opposite side of Washington Street There are also existing single-family residences located approximately 100 to 200 feet to the east on the east side of Palm Royale Drive, There are also singk-fam-illy residences approximately 200 feet to the south on the south side of Emerald Drive surrounding the Paha Royale Country Club golf course. The Colonel Mitchell Paige Middle School is located appuroximawly 200 feet to the north. The Bioia Univc" Southwest Community Church is located to the southwest, with the church building mote than 400 feet from the project site. These sensitive land uses may potentially be affected by noise generated during on-site temporary construction and long term operations. Overview of the Existing Noise Environment Eicisting Traffic Noise. The primary existing noise sources iu the project area are trataVoftation facilities. Traffic on Washington Street, Fred Waring Drive, and other local streets is a steady source of ambient noise in the project vicinity. The existing average daily traffic (ADT) volumes for roadways in the project vicinity were obtained from the La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Draft Final Traffic Impact Analysis (Endo Engineering, September 25, 2008). The Federal Highway Administration (FHWA) Highway Traffic Noise Prediction Model (FHWA RD -77-108) was used to evaluate traffic -related noise conditions is the vicinity of the project site. This model requires various parameters, including traffic volumes, vehicle mix, vehicle speed, and roadway geometry to compute typical equivalent noise levels dining daytime, evening, and nighttime hours. The resultant noise levels are weighted and summed over 24-hour periods to determine the CNEL values. Table D provides the existing traffic noise levels adjacent to roadway segments in the project vicinity. These noise levels represent worst-case sceuarios, which asaumc that no shielding is provided between the traffic and the location where the noise contours arc drawn. The specific assumptions used in developing these noise levels and the model printouts are provided in Appendix A. As shown in Table D, traffic noise along Washington Street and Fred Waring Drive is generally high. The 70, 65, and 60 dBA CNEL impact zones extend 149, 313, and 672 feet from the centerline of Washington Street, respectively. The 70, 65, and 60 dBA CNEL impact zones extend 93, 195, and 418 feet from the centerline of Fred Waring Drive, respectively. LSA ASSOCIATES, INC. OISe IMPACT ANALYSIS OCTOBER EII. TENTANTIVE PARCEL MAP 3311. OITY OP M QOINTA Table D: Existing Traffic Noise Levels Roadway Segment ADT Centerline to 70 CNEL eet(Feet) Centerline to 65 CNEL Centerline to 60 CNEL (Feet) CNEL (dBA) 50 Feet from Centerline of Outermost Lane Washin n St. north ofHovlSX Lane 44,000 134 281 602 73.3 Washington St between Hovley Lane and Avenue ofthe States 45,600 137 ! 288 616 73.5 Washington St. between Avenue of the States and Mountain View Ave. 50,000 146 306 655 73.9 Washington St. between Mountain View Ave. and Calle Las Brisas 47.500 141 296 633 73.6 Washington St between Calle Las Brisas and Fred Waring Dr. 48,700 143 301 644 73.7 Washington St, between Fred Waring Dr. and Miles Ave. 45.600 137 288 616 73.5 Washington St between Miles Ave. and Highmmy 111 41,800 130 272 582 73.1 Washington St. south oflEghway 111 51,900 149 313 672 74.0 Fred Waring Dr. west ofWamerTrail 31.300 9S 191 409 1 71.5 Fred Waring Dr. between Warner Trail and Washineton St. 32,400 93 ! 195 418 71.6 Fred Waring Dr. between Washington St and Rome Dr. 28,500 1 86 180 384 71.1 Fred Waring Dr. between Rome Dr. and Adams St. 27,200 84 174 372 70.9 Fred W!FiU Dr. east of Adams St 26,901) 83 172 369 70.8 Hovl Lane west of Washington St. 26 DO 82 171 366 70.8 Hovl Lane east of Washington St. 20,4110 70 144 308 69.6 Miles Ave west of Washington St. 8200 < 50 81 169 65.7 Miles Ave east of Washington St. 13 900 57 113 239 68.0 Highway 111 west of Washington St.47,600 141 296 634 73.6 Highway 111 east of W ashin n St. 42,200 13 i 1 274 585 73.1 Adams St, north of Fred Waring Dr. 6,800 < 50 58 124 65.2 Adams St. south of Fred WaringDr. 13,000 :50 108 228 67.7 •••••�,�., sac., LlcrcMcr Awa. 1 Traffic noise within 50 feet of the roadway centerline should be evaluated with site -s _ y peci5c information. PAI'RM0701 Woise-Rev.doc x10/031080 9 Pd7RM070I Woise-Rev doe x70/03/Os» Lew ADOO CIATlO, INC. Nolen IMPACT ANALYe LOA AOOOCIATOO, INC. NC1La IMPACT ANAL 31. C crA310 1AT TINTwrlYa PARCIL MA} ]OALO o.T...I SU, TIINTATIVa }ARCaL YAP OlalO CZ".. LA Q. - Thresholds o} a Qa1Nu Thresholds of Significance A project will normally have a significant effect on the environment related to noise if it will substantially increase the ambient noise levels for adjoining areas of conflict with adopted environmental plans and goals of the community in which it is located The applicable noise standards governing the project site are the criteria in the City's Noise Element of the General Plan and the Municipal Code. Noise Element or the Genera! Plan. The City in its General Pian has an Environmental llazards Element that conraias a Noise Hazards section in which the effects of noise, noise conditions in the City, and land use planning implications are discussed. It indicates that, from long-term tmnsportation sources such as vehicular traffic, residential uses are compatible in areas with an exterior noise level of 65 d9A CNEL or lower in outdoor living auras. The interior noise standard is 45 dBA CNEL. For commercial, employment, and manufacturing uses, 75 dBA CNEL or lower in exterior noise is acceptable. Zoning ordinance. Section 9.100.210 of the City% Zoning Ordinance, Noise Control, establishes exterior noise standards from stationary sources other than construction activities rot both noise - sensitive uses, including residenlial property, schools, hospitals, and churches, and other nonresidential uses. Table E lists the exterior raise standards for these uses. Table E: Exterior Noise Standards Receiving Land Use Noise Standard Time Period Noise -sensitive 60 dBA 7:00 a.m. to 10:00 p m. 50 dBA 10:00 .m. to 7:00 a.m. Other nonresidential 75 dBA 7:00 a.m. to 10:00 p.m. 65 dBA 10:00 p.m. to 7:00 a.m. Source: La Q=L1 MunlcipiJ Code, Section 9.106.110, July 200& It shall be unlawful for my person at any location within the City to create any noise or to allow the creation of any noise on property owned, leased, occupied or otherwise controlled by such person when such anise causes the noise level, when measured on any adjacent property, to exceed: The noise standard for a cumulative period of more than 30 minutes in any hour; The noise standard plus 5 dBA for a cumulative period of more than 15 minutes in any hour; The noise standard plus 10 dBA for a cumulative period of more than 5 minutes in any hour; The noise standard plus 15 dBA for a cumulative period of more than 1 minute in any hour; or The noise standard plus 20 dBA for any period of time. if the ambient, or background, noise level exceeds any of the preceding noise categorim no increase above such p[evailing ambient noise level shaft be permitted Construction activities regulated by Section 6.08.050 of the La Quinta Municipal Code are exempt from the noise restrictions of the Zoning Ordinance. Municipal Code- Section 6.08.050 of the La Quinta Municipal Code, NuL-, specifies noise nuisances and disturbances by construction noise. The permitted bouts of construction work art from 7:00 am. to 5:30 p.m. Monday through Friday and from 8:00 am. to 5:00 p,m. Saturday daring the period of October 1 through April 30. No construction is permitted on Sundays and government code holidays. During the period of May 1 through Seprember 30, the permitted boors of construction for weekdays (Monday through Friday) arc from 6:00 ata to 7:00 p.m. Permitted construction hours for Saturdays are from 8:00 am. to 5:00 p.m. IMPACTS AND MITIGATION MEASURES Short -Term Construction Related Impacts Short-term noise impacts would be associated with the excavation, Fading, and erection of buildings on site during construction ofthe proposed project. Comsvuctica-related short-term noise levels would be higher than existing ambient noise levels in the project area today but would no longer occur once project construction is completed. Two types of short -tent noise impacts could occur during construction of the proposed project. First, construction crew commutes and the transport of construction equipment and materials to the project site would incrementally increase noise levels on site access roads, As shown in Table F. there will be a relatively highs single -event noise expasurc potential at a maximum level of 86 dBA L_ with trucks passing at 50 feet. However, the projected construction traffic will be minimal when compared to the existing Traffic volumes on Washington Street. Therefore, short-term construction -related worker commutes and equipment transport noise impacts would not be substantial. Tbc second type of short-term noise impact is related to noise generated during excavation, grading, and construction on site. Construction is performed in discrete steps, each of which has its own mix. of equipment and, consequently, its awn anise characteristics. These various sequential phases would change the character oftbe noise generated our site. Therefore, the noise levels vary as construction pmgresscs. Despite the variety in the types and sizes of construction aquipmeat, similarities in the dominant noise sources and pancros of operation allow eoasamuction•relared noise ranges to be categorized by work phase. Table F lists the maximum ooisc ]cvcls recaaunsmded for noise impact assessmcnrs for typical construction equipment based an a distance of 50 feet berwwom the equipment and a noise receptor. Typical maximum noise levels range up to 91 dBA Lnwat 50 feet during the noisiest construction phases. The site preparation phase, which includes excavation and grading of the site, tends to generate the highest noise levels because the noisiest construction equipment is earthmoving equipment, Earthmoving equipment includes excavating machinery such as back5llers, bulldozers, draglines, and front loaders. Earthmoving and compacting equipment includes compacrara, scrapers, and graders. Typical operating cycles for these types of construction equipment may involve one or two minutes of full -power operation followed by three or four minutes at lower - power settings. PdTRM0701Woi—Re doo.10/03/08. 11 Pd7RM0701Woiu-R-.doc.10/03/06. Table F: Typical Construction Equipment Noise Levels Type of Equipment Range of Maximum Sound levels Measured (dBA at 50 Feet) Suggested Maximum Sound Levels for Analysis (dBA at 50 Feet) Pile Drivers, 12,000 to 18,000 ft-lb/blow 81-96 93 Rock Drills 83-99 96 Jack Hammers 75-85 82 Pneumatic Tools 78-88 85 Pumps 74-84 80 Dozers 77-90 85 Sera ers 83-91 87 Haul Trucks 83-94 88 Cranes 79-86 82 Portable Generators 7I-87 80 Rollers 75-82 80 Tractors 77-82 80 Front -End Loaders 77-90 86 Hydraulic Backhoe 81-90 86 Hydraulic Excavators 81-90 86 Graders 79-89 86 Air Compressors 76-89 86 Trucks 81-87 _ 86 NoIinx: N*1 Control rm riWW14F Ind M7FlRW WIRg rMus, dolt, Is"ana dr MCwwnm 19G7. Construction of the proposed project is expected to require the use of on-site scrapers, bulldozers, water trucks, and pickup trucks. Based on the information in Table F, the maximum noise level generated by each scraper is assumed to be 87 dBA I_ at 50 feet from the scraper. Each bulldozer would also generate 85 dBA L,.MI at 50 feet. The maximum noise level generated by water trucks and pickup trucks is approximately 86 dBA L,ee,1 at 50 feet from these vehicles. Each doubling of the sound sources with equal strength increases the noise level by 3 dBA. Assuming that each piece of construction equipment operates at some distance from the other equipment, the worst-case combined noise level during this phase of construction would be 91 dBA L_ at a distance of 50 feet from the active construction area. The closest existing residences to the project construction area are located approximately 100 feet to the east. These residences may be subject to short-term noise reaching 85 dBA L_ generated by construction activities near the project boundary. The residences and visitors at the Desert Breezes Resort to the west would be potentially exposed to on-site construction noise reaching 85 dBA L... The Colonel Mitchell Paige Middle School to the north and residences to the south in the Palm Royale Country Club would be potentially exposed to construction noise reaching 79 dBA L.. The Biola University Southwest Community Church to the southwest would be potentially exposed to construction noise reaching 73 dBA L,o„I. Compliance with the hours specified in the City's Municipal Code regarding construction activities will result in a less than significant noise impact on adjacent noise -sensitive land uses. P:\TRM0701\N.i—Re d..10/03/08. LSA waeGOIAT[a. INS. MGI[[ IMPACT ANALYSIS Gcroaea Pau T[1rTATIra 1A[CIL MAP aaaal a mr Ca LA GVISTA Long -Term Traffic Noise Impacts The FHWA highway traffic noise prediction model (FHWA RD -77-108) was used to evaluate traffic - related noise conditions in the vicinity of the project site. The resultant noise levels were weighted and summed over a 24-hour period in order to determine the CNEL values. The ADT volumes for streets in the project vicinity were obtained from La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Draft Final Traffic Impact Analysis (Endo Engineering, September 25, 2008). The traffic noise levels for street segments in the project vicinity air shown in Tables G (Existing With Pmjcct), H (2010 Without Project), I (2010 With Project), J (2020 Without Project), and K (2020 With Project). These noise levels represent the worst-case scenario, which assumes that no shielding is provided between the traffic and the location where the noise contours are drawn. The specific assumptions used in developing these noise levels and the model printouts are provided in Appendix A. Tables G, I, and K, show that project -related traffic noise level increases along street segments in the project vicinity would be small (0.3 dBA or less) and not discernible by the human ear. This range of traffic noise level changes is much smaller than the typical 3 dBA threshold of change that is considered to have any potential significant impact. Therefore, project -related traffic noise impacts on off-site land uses would be less than significant The City's General Plan indicates that for commercial, employment, and manufacturing uses, 75 dBA CNEL or lower in exterior noise is acceptable. The proposed retail stores along Washington Street will be located approximately 97 to 102 feet from the roadway centerline and would be exposed to build -out noise levels of up to 74 dBA CNEL. This noise level is calculated using the worst-case conditions, which assume that no shielding is provided between traffic and the modeled receptor location. The proposed drug store will be approximately 170 from the Washington Street centerline and would be exposed to 70 dBA CNEL from traffic on Washington Street. This range of traffic noise levels is below the City's 75 dBA CNEL exterior noise standard for commercial uses. Similarly, the proposed retail stores along Fred Waring Drive will be located approximately 92 to 98 feet from the roadway centerline and would be exposed to build -out noise levels of up to 69 dBA CNEL. The proposed drug store will be approximately 168 feet from the Fred Waring Drive centerline and would be exposed to 64 dBA CNEL from traffic on Fred Waring Drive. The proposed medical office buildings along Fred Waring Drive will be 155 to 160 feet from the centerline of Fred Waring Drive and would be exposed to traffic noise reaching 65 dBA CNEL. This range of traffic noise levels is below the City's 75 dBA CNEL exterior noise standard for commercial uses. Palm Royale Drive is a collector street and is not anticipated to carry more traffic volumes than those of Washington Street and Fred Waring Drive. Therefore, no significant traffic noise impacts would occur on the exterior of the proposed on-site retail and office uses. No mitigation measures such as noise barriers would be required. P:\TRM0701\Nd-R—d-.10/03/08. 14 Iw A-- -, INC.YOi11 INPA.Y AMALT114 O CT O\i1 is 11 TINTATlY rAlOaL MAP 11111 eln or u tII NSA Table G: Existing With Project Traffic Noise Levels Some! ISA AsSM&M% me., oom Awa Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. L A5P0G1A-11. INC. NOME IYPAOT ANALT311 OOTO\!! 1111 Tl NTATIYt PAlO YAP 1111/ O ITT OF LA QVINTA Table H: 2010 Without Project Traffic Noise Levels CNEL (dBA) 50 lrteneaac Centerline Centerline Centerline Feet from CNEL (dBA) CNEL ( to to Center- Center- Center- 50 Feet from 50 Feet from 65 CNEL tine to 70 line to 65 line to 60 Centerline of Cexftrfte 01 (Fmt) (Feet CNEL CNEL CNEL Outermost Outermost Roadway Segment ADT (Feet) (Feet) (Feet) Lane Lane WashjuMp SL north of Hoyley Lane 45 137 288 615 73.4 0.1 Washington St. between Hovley Lane and 52.500 150 316 677 74.1 Washington Sl bctwcen Avenue of Avenue of the States 47 900 142 297 637 73.7 0.2 Washington St between Avenue of the 333 715 74.4 Washington St. between Mountain States and Mountain View Ave. 522500 150 316 677 74.1 0.2 Washington St between Mountain View 74.2 Washington St. between Calle Las Ave. and Calle Las Brisas 49,500 145 304 651 73.8 0.2 Washington St between Calle Las Bnsas Waring Dr. and Miles Ave. and Fred W arin Dr. 50,()00 146 306 655 73.9 0.2 Washington St. between Fred Waring Dr. and Hi we It 51.400 148 and Miles Ave. 47,800 142 297 636 73.7 02 Washington St. between Miles Ave. and 111 57,900 160 337 722 Hi wav 111 43.300 133 278 596 73.2 0.1 Washin n St. south of Hi wa 111 52,800 151 317 679 74.1 0.1 Fred W W. west of Worrier Trail 32,000 92 194 415 71.6 0.1 Fred Waring Dr. between Warner Trail and 219 471 72.4 Fred Waring Dr. between Washin eon St. 334600 95 200 428 71.8 0.2 Fred Waring Dr. between Washington St. 71.3 Fred Waring Dr. between Rome Dr. and Rome Dr. 30.700 90 188 403 71.4 0.3 Fred Waring Dr. between Rome Dr. and 1 29.200 87 182 390 71.2 Hoviey Lane west ofWashington St. Adams St. 29 500 88 184 393 71.2 0.3 Fred W Dr. east of Adams St. 28.300 i 86 179 382 71.0 0.2 klovle Lme west of Washm St 2 900 i 83 173 370 70.8 0.0 HovItV Larrc east of WLshinglon St. 20.800 1 71 146 312 69.7 0.1 Miles Avr west of W n Si 8 500 < 50 83 173 65.8 0.1 Mies Ave east of Washin Son SL 14 300 57 115 243 68.1 0.1 }U k l l west of Washin 5t 47.700 98 211 454 73.7 0.1 kIi vra 1 [I east of W19hin ton St. 42 600 91 195 421 73.2 0.1 Adams St north of Fred Waris Dr. 6.900 <50 58 125 65.3 0.1 Adana St south of Fred W Dr. 13.600 56 111 235 67.9 0.2 Some! ISA AsSM&M% me., oom Awa Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. L A5P0G1A-11. INC. NOME IYPAOT ANALT311 OOTO\!! 1111 Tl NTATIYt PAlO YAP 1111/ O ITT OF LA QVINTA Table H: 2010 Without Project Traffic Noise Levels Sourcc: LSA ASS06rale{, lac, OMOM 2W31 - I Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. PATRM07011Moi-Rev.doc.10/03/08» n PATRM07011Noi-Rev.doc 110/03/08» CNEL (dBA) 50 Centerline Centerline Centerline Feet from to to to Centerline of 70 CNEL 65 CNEL 60 CNEL Outermost Roadway Segment ADT eet (Fmt) (Feet Lane Washington St. north of Hovley Lane 49,300 144 303 648 73.8 Washington St between Hovley Lane and Avenue of the States 52.500 150 316 677 74.1 Washington Sl bctwcen Avenue of the Stales and Mountain View Ave. 57.000 158 333 715 74.4 Washington St. between Mountain View Ave. and Calle Las Brisas 54,500 154 324 694 74.2 Washington St. between Calle Las Brisas and Fred Waring Dr. 55,700 156 328 704 74.3 Washington St between Fred Waring Dr. and Miles Ave. 56.300 157 331 709 74.4 Washington SL between Miles Ave. and Hi we It 51.400 148 311 667 74.0 Washington St south of Highway 111 57,900 160 337 722 74.5 Fred Waring Dr. west of Warner Trail 37,700 102 216 462 72.3 Fred Waring Dr. between Warner Trail and Washington St. 38,700 104 219 471 72.4 Fred Waring Dr. between FILhMn SL and Rome Dr. 29.800 88 185 396 71.3 Fred Waring Dr. between Rome Dr. and Adams St. 28.700 86 180 386 71.1 Fred Warine Dr. east of Adams St. 1 29.200 87 182 390 71.2 Hoviey Lane west ofWashington St. 28.600 86 180 385 71.1 HovIcy Lane east of Washington St 20,900 71 147 313 69.7 Miles Ave west of Washington SL 12,100 < 50 103 218 67.4 Mules Ave east of Washm ori St 17,500 64 131 278 1 69.0 Highway 111 west of Washington St. 53,200 105 227 488 M wa 111 east of Washin n St. 49.800 101 217 467 Adams St_ north ofFred Waris Dr. 7,000 < 50 59 126 �]�65.3 Adams 51. south ofFrtdW grin Dr. 14,300 57 115 243 Sourcc: LSA ASS06rale{, lac, OMOM 2W31 - I Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. PATRM07011Moi-Rev.doc.10/03/08» n PATRM07011Noi-Rev.doc 110/03/08» A AaaC CIATEe. INC. NOISE IMPACT ANALVa I. ..Tone..... TENTATIVE PARCEL MAP SaOU a&w Or LA lawwrA Table I: 2010 With Project Traffic Noise Levels Roadway Segment ADT Increase CNEL (dBA) CNEL (4BA) Center- Center- Center- 50 Feet from 50 Feet from line to 70 line to 65 line to 60 Centerline of Centerline o CNEL CNEL CNEL Outermost Outermost (Feet) (Feet) (Feet) Lane Lane Washington St. north of Hovle3r Lane 50,800 147 309 662 73.9 0.1 Washington St between Hovley Lane and Avenue of the States 54,800 1 154 325 696 74.2 0.1 Washington St. between Avenue of the States and Mountain View Ave. 59,400 162 343 735 74.6 02 Washington St. between Mountain View Ave. and Calle Las Brisas 56.400 157 331 710 74.4 0.2 Washington St. between Calle Las Brisas and Fred Waring Dr. 57.000 158 333 715 74.4 0.1 Washington St. between Fred Waring Dr. and Miles Ave. 58,500 161 339 727 745 0.1 Washington St. between Miles Ave. and Highway 111 52,800 151 317 679 74.1 0.1 Washington St. south ofHighway 111 58,900 161 341 731 74.6 0.1 Fred Warm Dr. west of Warner Trail 38 400 104 218 468 72.4 0.1 Fred Waring Dr. between Warner Trail and Washington St. 39,900 106 224 480 72.5 0.1 Fred Waring Dr. between Washington St. and Rome Dr. 32.000 92 194 415 7L6 0.3 Fred Waring Dr. between Rome Dr. and Adams St. 31.000 91 190 406 71.4 0.3 Fred Waring Dr. east of Adams St 30.700 90 188 403 71.4 02 Hovley Lane west ofWashington St. 70.1 87 182 388 71,2 0.1 Hovlev Lane east ofWashington St Miles Ave east ofWashington St. 72 148 317 69.8 0.1 Miles Ave west of W as ' n St. 61,300 < 50 105 221 67.5 0.1 Miles Ave east of Washin on St k53OO 65 i33 282 69.1 0.1 Highway 1 I I west of washin n St. 62 105 227 488 74.1 0.0 Hi wa 111 east ofWashin n St. 254 101 218 469 73.9 0.0 Adams St. north of Fred W Dr, < 50 59 128 65.4 0.1 Adams St. south of Fred Waris Dr. 15,000 59 1 118 251 68.3 02 JOtCLG. Lan ISSSOCIaICS, Inc., LlC N, tuna. I Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. P:\TRM0701\14--Rev d-.10/03/08. Law w0300IATE.. INC. NOISE IMPACT ANALYSIS OCTOBER 5.00 TENTATIVE PARCEL MAP SSSS. LA QC -TA Table J: 2020 Without Project Traffic Noise Levels Roadway Segment ADT Centerline to 70 CNEL get Centerline to 65 CNEL (Feet)(Feet) Centerline toCenterline 60 CNEL CNEL (dBA) 50 Feet from of Outermost Lane Washin on St. north of Hovlev Lane 53500 152 320 685 74.1 Washington St. between Hovley Lane and Avenue of the States 57,200 158 334 717 74.4 Washington St. between Avenue of the States and Mountain View Ave. 62,100 167 353 757 74.8 Washington St between Mountain View Ave. and Calle Las Brisas 159.300 162 342 734 74.6 Washington St between Calle Las Brisas and Fred Waring Dr. 60,700 164 348 745 74.7 Washington St between Fred Waring Dr. and Miles Ave. 66.800 175 370 794 75.1 Washington St. between Miles Ave. and Highway 111 64.700 171 362 I 778 75.0 Washington St. south ofFlighway 111 65.300 172 365 783 75.0 Fred Waring Dr. west ofWarner Trail 57.800 134 286 614 74.2 Fred Waring Dr. between Warner Trail and Washington St. 57,400 134 285 612 74.1 Fred Waring Dr. between Washington St and Rome Dr. 33.300 95 199 426 71.8 Fred Waring Dr. between Rome Dr. and Adams St. 32,000 92 194 415 11.6 Fred Waris Dr. east of Adams St 32,300 93 195 417 71.6 Hovley Lane west ofWashington St 31.D00 91 190 406 71.4 Hoyley Lane east of Washington St. 22,500 75 154 328 70.1 Miles Ave west ofWashington St. 13300 < SD 110 232 67.8 Miles Ave east ofWashington St. 18,600 67 136 289 69.2 lijghM 111 west ofWashington St. 61,300 116 249 536 74.8 Highway 111 east ofWashington St. 61.100 115 24$ 535 74.7 Adams St. north of Fred Waring Dr. 7.500 <50 62 132 65.6 Adams St, south of Fred Waring Dr. 15,300 1 60 120 254 68.4 a.ImEe: tan Associates, Inc., gxvo r zvw, I Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. P:\TRM0701\NoLs Rm.doc 40/03/08* -1. IMPACT A.ALYua TENTATIVRPARCEL MAP 35111 CITY OF LA QUINTA Table K: 2020 With Project Traffic Noise Levels Roadway Segment ADT Increase CNEL (dBA) CNEL (dBA) Center- Center- Center- 50 Feet from 50 Feet from fine to 70 line to 65 line to 60 Centerline of Centerline o CNEL CNEL CNEL Outermost Outermost (Feet) (Feet) (Feet) Lane Lane WashingtonSL north of I lovicy Lame 55,00 155 326 69a 74.3 0.2 Washington SL between Hovlcy Lane and Avenue of the States 59.500 162 343 736 74.6 02 Washington St. between Avenue of the States and Mountain View Ave. 64,500 171 362 776 75.0 0.2 Washington St. between Mountain View Ave. and Calle Las Brisas 61,300 165 350 750 74.7 0.1 Washington St_ between Calle Las Brisas and Fred Waring Dr. 62 000 167 352 756 74.8 0.1 Washington St. between Fred Waring Dr. and Miles Ave. 69 00 171 378 812 75.2 0.1 Washington St between Miles Ave. and Highway I I 1 66.200 174 368 790 75.1 0.1 W on St south of Highway 111 66.30G 174 368 791 75.1 0.1 Fred Wariog Dr. west of Warner Trail 5k5w 136 288 1 619 74.2 0.0 Fred Waring Dr. between Warner Trail sod Whin $t 58,600 136 289 620 74.2 0.1 Fred Waring Dr. between Washington SL aad Rome Dr. 35.500 99 207 444 72.0 0.2 Fred Waring Dr. between Rome Dr. and Adams St. 96 202 433 71.9 0.3 Fred Warm Dr. east ofAdams St. V34.2OO 96 201 430 71.8 0.2 Hov] Lane west of W St, 9! 191 409 71.5 0.1 Howl Lane east of Wasliln o¢ St. 75 155 331 70.1 0.0 Nfil 2M £t. 13,600 1 56 1 111 1 235 67.9 0.1 Miles Ave. east of Washin n St. 19 000 67 138 293 69.3 0.1 14jow 111 west of Washin on SL 61.400 L 16 249 537 74.8 0.0 Hi wa l l l east ofWashington St. 61 500 116 250 537 74,8 0.1 Adams Stnorth Cf Fred WaringDr. 7 600 < 50 62 133 65.7 0.1 Adams St. south of Fred Warine Dr. 16,00t) 61 123 262 1 68.6 0.2_ Smec' LSA Assoeiam. Inc.. tk[nOct :008. I Traffic noise within 50 feet of the roadway centerline should be evaluated with site-specific information. Law AaaO CIATEe, ixC. TRMSANOIDE IMPACT wNALYeIe .CTOEE. 5111 T[VR PARCEL MAP 15011 CITY OP LA QUINTA Based on the typical sound level reductions of buildings identified in Protective Noise Levels, Condensed Version of EPA Levels Document (November 1978, EPA-55ON-79.100), standard building consmrctio¢ in Southern California would provide 24 dBA (the national average is 25 dBA) or more in noise reduction from exterior to interior with windows and doors closed. With windows and doors open, the exterior -to -interior noise reduction drops to 12 dBA (the national average is 15 dBA) or more. Although the City has not adopted any interior noise standard for commerciallretailloffice uses, commercial (retail and drug store) structures proposed along Washington Street would experienoc an interior noise level reaching 62 dBA CNEL with windows open and 50 dBA CNEL with windows closed, Similarly, comrntxcial (retail, drug store, and medical office) Structures along Fred Waring Drive would also experience interior noise levels reaching 57 dBA CNEL with windows open and 45 dBA CNEL with windows closed. Therrfore, mechanical ventilation systems such as air-coaditioaiag are recommended for these commercial buildings to ensure that windows can remain closed for a prolonged period of time. On -Site Stationary Sources Noise Impact Loadlogllinloadiug Activities. The proposed project includes drug s3orehetaillmedical office uses. The onsite noise -generating activities include loadinglualoading activities in the loading area at the tear ofthe retail structures. Based on noise readings from loadioglualoading activities for similar projects, a noise level of 75 dBA L,N,,, at 50 feet was used in this analysis. The ueamt residential uses to tate cast of Palm Royale Drive am located more than 250 feet Cram the Closest entrances to the proposed office buildings where delivery or pickup would occur. Normal deliveries to the office buildings, usually by I -M or FcdFx trucks, are once in the horning and sometimes once in the afternoon. At a distance of 250 feet or more, residences to the east would experience a noise level of 61 dBA L_,- In addltim these homes have a property line wall that is more than 5 feet high and would provide at least a 5 dBA noise reduction, reducing the loadinglunioading noise to 56 dBA L� or lower. This range o£maximum noise levels is Iowcr than the City's noise standards of 80 dBA L_ during daytime hours and 70 dBA I_ dining nighttime hours for residential uses. In addition, it would be masked by traffic noise from Fred Waring Drive and Palm Royale Drive. The types of retailers that are expectcd to operate on the project site typically have one or two deliveries per day. Delivery vehicle types include a mix ofautomobiles and heavy trucks. As a worst- case scenario, it is assumed that (1) delivcriea would occur up ro four times per day: (2) all types of delivery vehicles would generate the maximum level of 75 dBA L at a distance of 50 feet; (3) each delivery would last for 10 minutes; and (4) a maximum noise level of 64 dBA L_ would be reached for 1 out of the 10 minutes during truck loading/unloading periods. For residences to the south in the Palm Royale Country Club on the south side of Emerald Drive, the distance to the ocarest delivery area is approximately 300 feet to the proposed offroc buildings and 250 feet to the proposed retail stores. At a distance of 250 feet or more. residences to the south would experience a noise level of 61 dBA I._... In addition. these homes have a property line wall that is more than 5 feet high and would provide at least a 5 dBA noise reduction, reducing the loading) unloading noise to 56 dBA I_ or lower. This range of =ximum noise levels is lower than the City's noise standards of 80 dBA L. during daytime hours and 70 dBA L� during nighttime hours for residendal sues. in addition, it would be masked by traffic noise from Fred Waring Drive, PATRM0701 Wei-Rer.dac 40/03/08» 19 PATRM0701 WOi-RevA- 510/03108» 20 LSA ASSOCIATE5. INC NOISE IKPACT ANALYSIS OOTOEEE 3113 TENTATIVE PAECEL LAP 31113 P LA qv, For residences and visitors to the Desert Breezes Resort to the west on the west side of Washington Street, the distance to the nearest delivery area is approximately 200 feet to the proposed drug store and retail stores. At a distance of 200 feet or more, residences to the south would experience a noise level of 63 dBA I_. In addition, these homes have a property line wall that is more than 5 feet high and would provide at least a 5 dBA noise reduction, reducing the loading/unloading noise to 56 dBA I._ or lower. This range of maximum noise levels is lower than the City's noise standards of 80 dBA I,ES,I during daytime hours and 70 dBA L— during nighttime hours for residential uses. In addition, it would be masked by traffic noise from Washington Street. The Colonel Mitchell Paige Middle School is more than 250 feet from any outdoor delivery area for the proposed market and retail stores. At a distance of 250 feet or more, residences to the south would experience a noise level of 61 dBA I_. This range of maximum noise levels is lower than the City's noise standards of 80 dBA I— during daytime hours and 70 dBA I— during nighttime hours for residential uses. In addition, it would be masked by traffic noise from Washington Street. Therefore, noise associated with on-site truck loading and unloading activities would be below a level of significance. Heating, Ventilating, and Air -Conditioning Equipment. The proposed project would have rooftop heating, ventilating, and air-conditioning (HVAC) equipment. HVAC equipment generates a sound pressure level (SPL) of up to 95 dBA at 1 foot; an HVAC unit would generate a maximum noise level of 95 dBA I_ at this distance. The closest noise -sensitive land uses are existing residences located approximately 200 feet from any on-site rooftop HVAC equipment. With the effect of distance divergence, noise generated by HVAC equipment would be reduced to 49 dBA I_ at the closest residences to the east. The roof edge and/or parapet creates a noise barrier that reduces noise levels from rooftop HVAC units by an additional 8 dBA or more. Because of the attenuation achieved, nearest residences located on the east side of Palm Royale Drive would be exposed to an exterior noise level of 41 dBA I._ or lower. This range of maximum noise levels is lower than the City's noise standards of 80 dBA I— during daytime hours and 70 dBA I— during nighttime hours for residential uses. In addition, it would be masked by traffic noise from Fred Waring Drive and Paha Royale Drive. Similarly, other potential on-site HVAC equipment locations are more than 200 feet from sensitive uses adjacent to the project site and would not have any significant noise impact resulting from the operation of rooftop HVAC equipment. In the absence of any significant impact, no mitigation is required. Parking Lot Noise. Proposed parking facilities will be located throughout the proposed commercial use site. Noise associated with parking lot activities includes on-site vehicular traffic, car doors slamming, car alarms, vehicle engine start-ups, tires squealing, and people conversing. Maximum instantaneous noise generated by parking lot activities ranges from 65 dBA I— to 75 dBA I_ at 50 feet. Individual parking lot activities include car doors slamming, which can generate a maximum noise level of up to 72 dBA I_ at 50 feet; vehicle start-ups at 73 dBA I,•,S,I at 50 feet; car alarms at 66 dBA I_ at 50 feet; and tires squealing at 72 dBA I_ at 50 feet. P:\TRM07011Noi-Re deca1a03/08» 21 LSA ASSOCIATES. INC. NOISE IYPAOY ANALYSIS O CTOEEI 3311 TENTATIVE PARORL NAP 35,11 CITY OF LA QIIINTA The neatest residences to the east from rhe project's eastern boundary with potential parking areas are marc than 200 feet away and would experience a maximum noise level of 63 dBA Lam. This maximum noise level would not exceed the City's daytime or nighttime maximum noise level standards and would be masked by traffic noise from Fred Waring Drive and Palm Royale Drive. Similarly, noise associated with parking lot activities would not result in noise levels exceeding the City's noise standards at the residenees to the west and south, or those of the Colonel Mitcheu Paige Middle Sebooi to the north. Traffic on Washington Street and Fred Waring Drive would mask most, if not a. parking activity noise on the project site. Therefore, high intermittent noise levels generated by parking lot activities would be below significance. Garbage Compactor Noise. Garbage compactors generate approximately 70 dBA I_ at 6 feet. It is assumed that only the proposed market would have garbage compactors located adjacent to its loading docks in the middle of the project's northern portion. These compactors would be located approximately 200 feet from the nearest playground at the Colonel Mitchell Paige Middle School and away from all residential uses in the project vicinity. With the effect of distance divergence, noise generated by garbage compactors would be reduced to 40 dBA I._ at the closest school playground. This level of noise is below the City's maximum noise level standards and would be masked by ambient noise from traffic on nearby roadways. No significant noise impacts from the on-site garbage compactors would occur. In the absence of any significant impact, no mitigation is required. Mitigation Measures Construction Impacts. Construction of the proposed project would potentially result in relatively high noise levels and annoyance at the closest residences. The following measures would reduce short-term construction -related noise impacts resulting from the proposed project: • During all project site excavation and on-site grading, the project contractors shall equip all construction equipment, fixed or mobile, with properly operating and maintained mufflers consistent with manufacturers' standards. • The project contractor shall place all stationary construction equipment so that emitted noise is directed away from sensitive receptors nearest the project site. • The construction contractor shall locate equipment staging in areas that will create the greatest distance between construction -related noise sources and noise -sensitive receptors nearest the project site during all project construction. • During all project site construction, the construction contractor shall limit all construction -related activities that would result in high noise levels to between the hours of 7:00 a.m. to 5:30 p.m. Monday through Friday, and from 8:00 a.m. to 5:00 p.m. Saturday during the period of October 1 through April 30. No construction is permitted on Sundays and government code holidays. During the period of May 1 through September 30, the permitted hours of construction for weekdays (Monday through Friday) are from 6:00 a.m. to 7:00 p.m. Permitted construction hours for Saturdays are from 8:00 a.m. to 5:00 p.m. PATRM0701Wois Rm.doc a10/03/08o 22 Lew wseo CIATle, IHC Katm IYPAGT ARwLTI[I ocrosaa n„ TINTATIYI PA.C11 YAP 31... CITY or uoUINTA Traffic Noise Impacts. Mechanical ventilation systems such as air-conditioning are recommended for all on-site (retail/drug store/office) buildings along Washington Street and Fred Waring Drive to ensure that windows can remain closed for a prolonged period of time. Level of Significance after Mitigation With implementation of the identified mitigation measures, potential long-term noise impacts would be reduced to below a level of significance. PATRMXOIWois R—doca10/03108N Lew wllo C[ATll. INC. oornaaa tote No— IMPACT ANA T813 71NTA-Z PAICIL YAP 35..1 CITY oP LA .-TA REFERENCES Bolt, Beranek & Newman, Noise Control for Buildings and Manufacturing Plants, 1987. City of La Quinta, General Plan, Circulation Element. City of La Quints, General Plan, Noise Element. City of La Quinta, Municipal Code. Endo Engineering, La Quinta Retail and Office Complex Tentative Parcel Map No. 35088 Draft Final Traffic Impact Analysis, September 25, 2008. Federal Highway Administration, Highway Traffic Noise Prediction Model, FHWA RD -77-108, 1977. P:ATRM0701woiwRe dm a10103/O& 24 LlA es tO CIATPl, INC NC[PP IMPACT ANALTPI! •... TXNTATIVP PAIC[L NAP —P. . — a1rY oT u Q,NLNTA APPENDIX A FHWA TRAFFIC NOISE MODEL PRINTOUTS LA QUINTA RETAIL & OFFICE FHWA ROADWAY NOISE LEVEL ANALYSIS CONTOUR6 MODEL PRINTOUTS EXISTING BASELINE CONDITIONS P:\TRM0701 Wuise.doc x10/03/08! TABLE Existing -01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. north of Hovley Lane NOTES: La Quints. Retail & Office Complex - Existing * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 44000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.30 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 134.4 281.3 601.9 1294.7 TABLE Existing -02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Hovley Lane and Avenue of the States NOTES: La Quints. Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 45600 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.45 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 137.4 287.9 616.4 1325.9 TABLE Existing -03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Avenue of the States and Mountain View Ave. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 50000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.85 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ----- 145.5 305.9 655`3 y1409.8 TABLE Existing -04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Mountain View Ave. and Calle Las Brisas NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 47500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.63 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 141.0 295.7 633.3 1362.4 TABLE Existing -05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Calle Las Brisas and Fred Waring Dr. NOTES: La Quints Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 48700 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.74 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 143.2 300.6 643.9 1385.3 TABLE Existing -06 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Fred Waring Dr. and Miles Ave. NOTES: La Quints. Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 45600 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS T 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 73.45 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL '137.4 287.9 616.4 1325.9 TABLE Existing -07 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Miles Ave. and Highway 111 NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 41800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.07 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 130.2 272.0 581.8 1251.2 TABLE Existing -08 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. south of Highway 111 NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 51900 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ------- ----- AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.01 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ----- 149.0 313.5 - 671.7 1445.3 TABLE Existing -09 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. west of Warner Trail NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 31300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 71.49 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 91.1 190.9 408.6 879•.0 TABLE Existing -10 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Warner Trail and Washington St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 32400 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 71.64 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 93.1 195.3 418.1 899.4 TABLE Existing -11 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Washington St. and Rome Dr. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS AVERAGE DAILY TRAFFIC: 28500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.08 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL +` 86.0 179.5 384.0 825.8 TABLE Existing -12 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Rome Dr. and Adams St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 27200 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS�+ ----- 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.06 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.88 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -+ 83.6 174.1 372.2 800.5 TABLE Existing -13 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. east of Adams St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 26800 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT TABLE Existing -14 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 - ROADWAY SEGMENT: Hovley Lane west of Washington St. NOTES: La Quints Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 26500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.81 CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 70-CNEL 65 CNEL 60 CNEL 55 CNEL --- 82.8 172.4 368.6 792.6 82.3 171.2 365.9 786.7 TABLE Existing -15 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane east of Washington St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 20400 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.63 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 70.3 144.4 307.6 660.9 TABLE Existing -16 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave west of Washington St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 8200 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS �- 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.67 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL - 0.0 81.2 168.8 360.6 TABLE Existing -17 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave east of Washington St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 13900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.96 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 56.5 112`8 238.7 512.0 TABLE Existing -18 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 west of Washington St. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 47600 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 73.64 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 141.1 296.2 634.2 1364.4 TABLE Existing -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 east of Washington St. NOTES: La Quints Retail 6 Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 42200 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.11 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- ------- 131.0 273.7 585.5 1259.2 TABLE Existing -20 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. north of Fred Waring Dr. NOTES: La Quinta Retail s Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 6800 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.21 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL "--------- __ 0.0 57.8 124.0 266.8 E TABLE Existing -21 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. south of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - Existing * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 13000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.67 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 0,0 -- 108.1 228.4 489.8 LA QUINTA RETAIL & OFFICE FHWA ROADWAY NOISE LEVEL ANALYSIS CONTOUR6 MODEL PRINTOUTS EXISTING WITH PROJECT CONDITIONS TABLE Existing with Project -01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. north of Hovley Lane NOTES: La Quints. Retail & Office Complex - Existing with Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 45500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ----- AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.44 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 137.2 287.5 615.5 1324.0 TABLE Existing with Project -02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Hovley Lane and Avenue of the States NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 47900 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.66 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 141.7 297.4` 636.9 1370.1 TABLE Existing with Project -03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Avenue of the States and Mountain View Ave. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 52500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT TABLE Existing with Project -04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Mountain View Ave. and Calle Las Brisas NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 49500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.81 CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.06 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -- ��__ 144.6 303.9 650.9 1400.4 150.1 315.9 676.9 1456.4 TABLE Existing with Project -05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Calle Las Brisas and Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 50000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.85 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 145.5 305.9 655.3 1409.8 TABLE Existing with Project -06 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Fred Waring Dr. and Miles Ave. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 47800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.66 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 141.5 297.0 636.0 1368.2 TABLE Existing with Project -07 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Miles Ave. and Highway 111 NOTES: La Quints, Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 43300 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.23 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 133.1 278.3 595.5 1281.0 TABLE Existing with Project -08 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. south of Highway 111 NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 52800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.09 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- 150.6 317.0 679.5 1461.9 TABLE Existing with Project -09 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. west of Warner Trail NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 32000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.58 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ` ' 92.4 193.7 414.7 892.0 TABLE Existing with Project -10 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Warner Trail and Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 33600 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.69 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.79 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL - ------- 95.2 200.0 428.3 921.5 TABLE Existing with Project -11 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Washington St. and Rome Dr. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 30700 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.40 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 90.0 186.5^ 403.4 867.7 TABLE Existing with Project -12 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2006 ROADWAY SEGMENT: Fred Waring Dr. between Rome Dr. and Adams St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 29500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.23 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 87.9 183.6 392.•9 845.0 TABLE 2010 Cumulative w/o Project -13 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. east of Adams St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 29200 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.18 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -f 8- ' 7.3 182.4 --390.2 839.2 TABLE 2010 Cumulative w/o Project -14 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane west of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 28600 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.09 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- 86.2 179.9 384.9 827.7 TABLE 2010 Cumulative w/o Project -11 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Washington St. and Rome Dr. NOTES: La Quints Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 29800 SPEED (MPH). 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.27 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 88.4 184.8 8 395.5 850.7 TABLE 2010 Cumulative w/o Project -12 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Rome Dr. and Adams St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 28700 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.11 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 86.4 180.3 385.7 829.6 TABLE 2010 Cumulative w/o Project -05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Calle Las Brisas and Fred Waring Dr, NOTES: La Quints. Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 55700 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.32 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- 155.8 328.4 704.0 1514.9 TABLE 2010 Cumulative w/o Project -06 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Fred Waring Dr. and Miles Ave. NOTES: La Quints. Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 56300 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 74.37 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL Y 156.8 330.7 709.1 1525.8 TABLE 2010 Cumulative w/o Project -03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Avenue of the States and Mountain View Ave. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 51000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.42 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL '~ - 158.0 333.4 714 9 1538.4 r TABLE 2010 Cumulative w/o Project -04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Mountain View Ave. and Calle Las Brisas NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project 7 * * ASSUMPTIONS AVERAGE DAILY TRAFFIC: 54500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 1 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT ' * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.23 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 153.6 323.7 693.9 1493.1 TABLE 2010 Cumulative w/o Project -01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. north of Hovley Lane NOTES: La Quints Retail 5 Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 49300 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.79 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 144.3 303.1 _-649 2 1396.6 TABLE 2010 Cumulative w/o Project -02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Hovley Lane and Avenue of the States NOTES: La Quints Retail 6 Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 52500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.06 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -�--�-- ------- ------- -----'-- 150.1 315.9 676.9 1456.4 TABLE Existing with Project -21 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2006 ROADWAY SEGMENT: Adams St. south of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 13600 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.87 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO 'CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL rr55.9 111.3 235.2 504.6 LA QUINTA RETAIL & OFFICE FHWA ROADWAY NOISE LEVEL ANALYSIS CONTOUR6 MODEL PRINTOUTS OPENING YEAR (2010) WFI'HOUT PROJECT SCENARIO TABLE Existing with Project -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 east of Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 42600 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ___ _______ AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 6 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.18 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- ------- 90.9 195.4 420.7 906.1 TABLE Existing with Project -20 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. north of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 6900 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.27 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- 0.0 58.4 125.2 269.4 TABLE Existing with Project -17 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave east of Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 14300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT TABLE Existing with Project -18 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 west of Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS AVERAGE DAILY TRAFFIC: 47700 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 68.08 CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.67 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- ------- ------- 57.4 114.9 243.2 521.8 97.9 210.7 453.6 977.1 TABLE Existing with Project -15 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane east of Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 20800 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.71 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 71.1r 146.2 311.6 669.5 TABLE Existing with Project -16 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave west of Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 8500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.83 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 0.0 83.0 x'172.8 369.3 TABLE Existing with Project -13 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. east of Adams St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 28300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.05 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL XyY 85.6 178.7 382 2 821.9 TABLE Existing with Project -14 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane west of Washington St. NOTES: La Quinta Retail & Office Complex - Existing with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 26900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 70.83 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 83.0 172.9 369.5 W794.6 TABLE 2010 Cumulative w/o Project -15 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane east of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 20900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 69.73 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ~ 71.3 146.7 312.6 671.7 TABLE 2010 Cumulative w/o Project -16 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave west of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 12100 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 67.36 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL + 0.0 103.3 217.8 467.0 TABLE 2010 Cumulative w/o Project -17 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave east of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 17500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * " CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 68.96 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL - 64.3 130.7 277.9 596.8 TABLE 2010 Cumulative w/o Project -18 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 west of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 53200 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT »r AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) r 74.14 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 105.3 226.6 487.9 1050.8 TABLE 2010 Cumulative w/o Project -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 east of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 49800 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS r 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.86 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -100 8- 216.8 466.8 1005.5 TABLE 2010 Cumulative w/o Project -20 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. north of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 7000 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 65.34 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 0.0 58.9 126.4 272.0 TABLE 2010 Cumulative w/o Project -21 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. south of Fred Waring Dr. NOTES: La Quinta Retail s Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 14300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 68.08 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 57.4 114.9 243..2 521.8 LA QUINTA RETAIL & OFFICE FHWA ROADWAY NOISE LEVEL ANALYSIS CONTOUR6 MODEL PRINTOUTS OPENING YEAR (2010) WITH PROJECT SCENARIO TABLE 2010 Cumulative with Project -01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. north of Hovley Lane NOTES: La Quints. Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 50800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.92 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 147.0 309.1 662.2 ^1424.8 TABLE 2010 Cumulative with Project -02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Hovley Lane and Avenue of the States NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 54800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.25 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 154.2 r324.9 696.5 1498.6 TABLE 2010 Cumulative with Project -03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Avenue of the States and Mountain View Ave. NOTES: La Quinta Retail 6 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 59400 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT TABLE 2010 Cumulative with Project -04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Mountain View Ave. and Calle Las Brisas NOTES: La Quinta Retail 6 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 56400 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.37 CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.60 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL-------------- _______ 157.0 331.1 709.9 1527.6 162.2 342.6 734.8 1581.3 TABLE 2010 Cumulative with Project -09 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. west of Warner Trail NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS AVERAGE DAILY TRAFFIC: 38400 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 72.37 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 103.6 218.3 468.1 ~1007.2 TABLE 2010 Cumulative with Project -10 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Warner Trail and Washington St NOTES: La Quints. Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 39900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT --- ------- ----- AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 72.54 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 106.1 223.9 480.2 1033.3 TABLE 2010 Cumulative with Project -11 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Washington St. and Rome Dr. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 32000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 71.58 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ~ 92.4 193.7 414.7 892.0 TABLE 2010 Cumulative with Project -12 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Rome Dr. and Adams St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 31000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 71.44 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 10 CNEL 65 CNEL 60 CNEL 55 CNEL 90.6 189.7^ 406.0 y 873.4 TABLE 2010 Cumulative with Project -13 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. east of Adams St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 30700 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.40 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 904 ^186 5 403.4 867.7 TABLE 2010 Cumulative with Project -14 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane west of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 29000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS - 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.15 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 66.9 181.6 388.4 --- 83 TABLE 2010 Cumulative with Project -15 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane east of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 21300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.81 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 72.1 148.5 316.5 680.2 TABLE 2010 Cumulative with Project -16 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave west of Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 12400 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.47 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 0.0 105.0 221.4 474.7 TABLE 2010 Cumulative with Project -17 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave east of Washington St. NOTES: La Quinta Retail 6 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 17900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.06 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- ------- ------- 65.2 132.7 282.1 605.8 TABLE 2010 Cumulative with Project -18 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 west of Washington St. NOTES: La Quinta Retail 5 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 53200 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS ' 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.14 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 105.3 2266' "487•.9 1050.6 I TABLE 2010 Cumulative with Project -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 east of Washington St. NOTES: La Quinta Retail 5 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 50200 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.89 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 101.3 218.0 469.3 1010.9 TABLE 2010 Cumulative with Project -20 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. north of Fred Waring Dr. NOTES: La Quinta Retail 6 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 7100 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.40 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 0.0' 59.5 - 127.6 274.5 TABLE 2010 Cumulative with Project -21 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2006 ROADWAY SEGMENT: Adams St. south of Fred Waring Dr. NOTES: La Quinta Retail 6 Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 15000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 68.29 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 56.9 118.4 251.0 538.6 LA QUINTA RETAIL & OFFICE FHWA ROADWAY NOISE LEVEL ANALYSIS CONTOUR6 MODEL PRINTOUTS FUTURE YEAR (2020) WITHOUT PROJECT SCENARIO TABLE 2020 Cumulative w/o Project -01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. north of Hovley Lane NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 53500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.14 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 151.9 319.6 685.4 1474.8 TABLE 2020 Cumulative w/o Project -02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Hovley Lane and Avenue of the States NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 57200 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.44 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -Y ~ 158.4 334.2 716 6 1542.0 TABLE 2010 Cumulative w/o Project -07 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Miles Ave. and Highway 111 NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 51400 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 73.97 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 148.1 311.5 667.4 1436.0 TABLE 2010 Cumulative w/o Project -08 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. south of Highway 111 NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 57900 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.49 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 159.6 336.9 722.4 1554.6 TABLE 2010 Cumulative w/o Project -09 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. west of Warner Trail NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 37700 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 72.29 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 102.4 215.7 462.4 995.0 TABLE 2010 Cumulative w/o Project -10 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Warner Trail and Washington St. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 38700 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 72.41 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 104.1 219.5 470.5 1012.5 TABLE 2010 Cumulative with Project -05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Calle Las Brisas and Fred Waring Dr, NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 57000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.42 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL v 158.0 333.4 714.9 1538.4 TABLE 2010 Cumulative with Project -06 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Fred Waring Dr. and Miles Ave. NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 58500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.53 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 160.7 339.2 727.4 1565.3 TABLE 2010 Cumulative with Project -07 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Miles Ave. and Highway 111 NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 52800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.09 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ^150.6 317.0 679 5 1461.9 TABLE 2010 Cumulative with Project -08 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. south of Highway 111 NOTES: La Quinta Retail & Office Complex - 2010 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 58900 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 74.56 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 161.4 340.7 730.7 1572.4 TABLE 2020 Cumulative w/o Project -03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Avenue of the States and Mountain View Ave. NOTES: La Quints Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 62100 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS r 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.06 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.79 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------ 166.9 352.8 756.9 1628.8 TABLE 2020 Cumulative w/o Project -04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Mountain View Ave. and Calle Las Brisas NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 59300 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.59 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 162.1 342•.2 734.0 1579.5 TABLE 2020 Cumulative w/o Project -05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Calle Las Brisas and Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 60700 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.69 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ' 164.5 347.5 745'. -5 1604.3 TABLE 2020 Cumulative w/o Project -06 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Fred Waring Dr. and Miles Ave. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 66800 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 75.11 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ^^' 179 8 370.2 794.5 1709.9 TABLE 2020 Cumulative w/o Project -07 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Miles Ave. and Highway 111 NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 64700 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.97 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL -`~ 171.3 362.5 777.8 -1673.9 s 1 TABLE 2020 Cumulative w/o Project -08 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. south of Highway 111 NOTES: La Quints Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * r AVERAGE DAILY TRAFFIC: 65300 SPEED (MPH): 55 GRADE: .5 I TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT } AUTOS ^" 75.51 12.57 9.34 j M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 75.01 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 172.3 364.7 782.6 1684.3 t TABLE 2020 Cumulative w/o Project -09 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. west of Warner Trail NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 57800 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.15 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 134.5 286.0 —6-1-4-4- '1322.7 TABLE 2020 Cumulative w/o Project -10 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2D08 ROADWAY SEGMENT: Fred Waring Dr. between Warner Trail and Washington St. NOTES: La Quints Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 57400 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE RALF-WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.12 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 133.9 284.7 611.6 1316.6 TABLE 2020 Cumulative w/o Project -11 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Washington St. and Rome Dr. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 33300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 94.7 198.8 425.8 916.0 TABLE 2020 Cumulative w/o Project -12 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Rome Dr. and Adams St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 32000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 71.58 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ' - -- 92.4 193.7 414.7 892.0 TABLE 2020 Cumulative w/o Project -13 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. east of Adams St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS AVERAGE DAILY TRAFFIC: 32300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.62 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL `- -- 92.9 194.9417.2 ^897.6 TABLE 2020 Cumulative w/o Project -14 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane west of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 31000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.44 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 90-.6- 189.7 r 406.0 873.4 TABLE 2020 Cumulative w/o Project -15 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane east of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 22500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.05 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- ------- _______ 74.5 153.6 328.2 705.5 TABLE 2020 Cumulative w/o Project -16 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave west of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 13300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.77 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 0.0 109.7 231.8 497.3 TABLE 2020 Cumulative w/o Project -17 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave east of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 18600 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.23 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 66.6 136.0 289.3 621.5 TABLE 2020 Cumulative w/o Project -18 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 west of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 61300 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.51 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.76 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 115.7 249.0 536.2 1154.9 TABLE 2020 Cumulative w/o Project -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 east of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 61100 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS - 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.74 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 115.5 248.4 535.0 1152.4 TABLE 2020 Cumulative w/o Project -20 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. north of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 7500 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS - 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF—WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.63 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------- 0.0 61.7 132.3 284.8 TABLE 2020 Cumulative w/o Project -21 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. south of Fred Waring Dr. NOTES: La Quinta Retail 6 Office Complex - 2020 Cumulative w/o Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 15300 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 68.38 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 59.6 119.9 254.3 545.8 LA QUINTA RETAIL & OFFICE FHWA ROADWAY NOISE LEVEL ANALYSIS CONTOUR6 MODEL PRINTOUTS FUTURE YEAR (2020) WITH PROJECT SCENARIO TABLE 2020 Cumulative with Project -01 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. north of Hovley Lane NOTES: La Quints. Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 55000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS .---- 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.26 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 154.5 325.7 698.1 1502.2 TABLE 2020 Cumulative with Project -02 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Hovley Lane and Avenue of the States NOTES: La Quints. Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 59500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.61 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 162.4 343.0 735.6 1583.0 TABLE 2020 Cumulative with Project -03 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Avenue of the States and Mountain View Ave. NOTES: La Quints, Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 64500 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.96 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 170.9 361.8 776.2 1670.5 TABLE 2020 Cumulative with Project -04 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Mountain View Ave. and Calle Las Brisas NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 61300 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 O.OB ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.74 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 165.5 349.8 750.4 1614.8 TABLE 2020 Cumulative with Project -05 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Calle Las Brisas and Fred Waring Dr_ NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 62000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ------- ----- AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.79 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ' 166.7 352.4 756.0 1627.1 TABLE 2020 Cumulative with Project -06 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Fred Waring Dr. and Miles Ave. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 69000 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 75.25 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 178.5 378.2 811.8 1747.3 TABLE 2020 Cumulative with Project -07 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. between Miles Ave. and Highway 111 NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 66200 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 36 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) - 75.07 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL ------ 173.8 368.0 789.7 1699.7 TABLE 2020 Cumulative with Project -08 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Washington St. south of Highway 111 NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 66300 SPEED (MPH): 55 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 36 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 75.08 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL v 174.0 368.4 790.5 1701.4 TABLE 2020 Cumulative with Project -09 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. west of Warner Trail NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 58500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS r 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.20 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL - 135.5 286.3 619.4 1333.4 TABLE 2020 Cumulative with Project -10 = FHWA ROADWAY NOISE LEVEL ANALYSIS i RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Warner Trail and Washington St. NOTES: La Quints. Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS i AVERAGE DAILY TRAFFIC: 58600 SPEED (MPH): 50 GRADE: .5 x TRAFFIC DISTRIBUTION PERCENTAGES _ DAY EVENING NIGHT AUTOS ~` ` 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 z H -TRUCKS 0.64 0.02 0.08 ' ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.21 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 1 70 CNEL 65 CNEL 60 CNEL 55 CNEL r2 135.7 88.7 620.1 1334.9 TABLE 2020 Cumulative with Project -11 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Washington St. and Rome Dr. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 35500 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) a 72.03 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 98.6 207.3 444.3 955.9 TABLE 2020 Cumulative with Project -12 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. between Rome Dr. and Adams St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 34200 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.87 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL - 96.3 202.3 433.4 932.4 TABLE 2020 Cumulative with Project -13 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Fred Waring Dr. east of Adams St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * AVERAGE DAILY TRAFFIC: 33800 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.39 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.69 0.02 0.08 ACTIVE HALF -WIDTH (FT): 29 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.82 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 95.6 200.8 V430.0 925.1 TABLE 2020 Cumulative with Project -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane west of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 31900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT ------- ----- AUTOS 75.51 12.57 9.39 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.69 0.02 0.08 ACTIVE HALF -WIDTH (FT): 29 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 71.50 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 91.3 191.3 909.5 880.8 TABLE 2020 Cumulative with Project -15 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Hovley Lane east of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 22900 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 70.13 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL y 75.3 155.6 332.1 713.8 TABLE 2020 Cumulative with Project -16 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave west of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 13600 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 67.87 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL _ 55.9 111.3 235.2 504.6 TABLE 2020 Cumulative with Project -17 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Miles Ave east of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 19000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 24 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 69.32 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 67.- _- 137 9 293 4 4 630.4 i s TABLE 2020 Cumulative with Project -18 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 west of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS AVERAGE DAILY TRAFFIC: 61400 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.77 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL r115 8 249.3 _536--8 1156.2 TABLE 2020 Cumulative with Project -19 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Highway 111 east of Washington St. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 61500 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 74.77 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 116.• - 0 249 5 537-.4 1157.4 TABLE 2020 Cumulative with Project -20 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. north of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 7600 SPEED (MPH): 45 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 9.34 M -TRUCKS 1.56 0.09 0.19 H -TRUCKS 0.64 0.02 0.08 ACTIVE HALF -WIDTH (FT): 6 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 65.69 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 0.0 - 62.2 133.5 287.3 TABLE 2020 Cumulative with Project -21 FHWA ROADWAY NOISE LEVEL ANALYSIS RUN DATE: 10/01/2008 ROADWAY SEGMENT: Adams St. south of Fred Waring Dr. NOTES: La Quinta Retail & Office Complex - 2020 Cumulative with Project * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 16000 SPEED (MPH): 50 GRADE: .5 TRAFFIC DISTRIBUTION PERCENTAGES DAY EVENING NIGHT AUTOS 75.51 12.57 M -TRUCKS 1.56 0.09 H -TRUCKS 0.64 0.02 ACTIVE HALF -WIDTH (FT): 24 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT * * CALCULATED NOISE LEVELS * * CNEL AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = 68.57 DISTANCE (FEET) FROM ROADWAY CENTERLINE TO CNEL 70 CNEL 65 CNEL 60 CNEL 55 CNEL 61.1 123.4 261.9 562.3 Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Technical A pp end ices APPENDIX F Preliminary Hydrology Report for Property Located in a Portion of Section 18, T5S., R7E., SBM, Parcel Map 35088, La Quinta, California Prepared by MSA Consulting, Inc, 34200 Bob Hope Drive Rancho Mirage, CA 92270 October 5, 2006 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical appendices to be incorporated into the Draft E1R. If you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 760-777-7125. F-1 PRELIMINARY HYDROLOGY REPORT For Property Located In a portion of Section 18, T5S., R7E., SBM La Quinta, California Parcel Map 35088 October 5, 2006 Prepared for: Mayer Corporation 660 Newport Center Drive Newport Beach, CA 92660 JN 1685 MSA CONSULTING, INC. MAINIERO, SMITH & Assocur s, INC. PtA • Ctva. ENGINEBRING ms LAND SURVEYING 34200 BOB Holts DRIVB • RAN= loimAaz ■ CA 92270 Etna (760) 320-9511 ■ FAX (760) 323-7893 Project Description The project, PM 35088, is located on the northeast comer of Fred Waring Drive and Washington Street in the city of La Quinta, California, and consists of a 29.2 acre 'commercial site (see Vicinity Map). Existing Conditions Flood Rate Map: The project area is covered by FIRM Panel No. 060245 2260 D, revised November 20, 1996, which shows that the project area lies within Zone C, indicating the area is subject to minimal flooding (see FEMA map). On -Site: The site is relatively flat and slopes gradually toward the northeast with storm runoff generally characterized as sheet flow. Off -Site: The site is surrounded by existing development which prevents off-site storm runoff from entering the project site. Flood Control Requirements The drainage from this project site falls under the jurisdiction of the City of La Quinta. The project design shall provide for the capture and storage of all storm runoff generated on-site in a 100 -year storm. Proposed Hydrology and Flood Control Improvements Storm runoff will be conveyed via swales or catch basins to above ground and below ground retention basins, as shown on the attached Hydrology Map. The size and configuration of the basins will be sufficient to store the entirety of the 100 -year storm runoff volume. Run -Off Analysis The Synthetic Unit Hydrograph, Shortcut Method, as prescribed in the RCFC&WCD Hydrology Manual, was used to determine the runoff volumes created from the proposed improvements in a 100 -year storm event. The 3 -hour, 6 -hour and 24-hour storms were analyzed, with the 24-hour storm producing the maximum runoff. The data used in the Synthetic Unit Hydrograph calculations are as follows: Soil Group: Runoff Index Number: Infiltration Rate (F,): Impervious Area (A;): Constant Loss Rate (F): Low Loss Rate: Storm Frequency: Total Adjusted Rainfall: A, AMC -II 32 (Urban -Commercial, Good Cover) 0.74 in/hr 90% 0.74[1-0.9(0.90] = 0.14 in/hr 0.9 — (0.8 x 0.90) = 0.18 in/hr 100 -Year 24 -Hour: 4.1 inches 6 -Hour: 2.5 inches 3 -Hour: 2.0 inches Results and Conclusions The Synthetic Unit Hydrograph analysis yielded the following values of effective rain for the project site: 24 -Hour 6 -Hour 3 -Hour 3.36" 2.09" 1.71" The corresponding 100 -year stone runoff volumes for the 24-hour rainfall were then calculated for the project as follows: 24 -Hour: Drainage Area A : 14.42 ac x 3.36 in / 12 in/ft = 4.04 ac -ft Drainage Area B: 14.79 ac x 3.36 in 1 12 intft = 4. t4 ac -11 Total runoff = 8.18 ac -ft The Synthetic Unit Hydrograph Hydrology Map illustrates the storm runoff volume of the tributary areas and the storage capacities of the proposed retention basins. As the map indicates, the capacities of the retention basins and underground storage are sufficient to store the entirety of the 100 -year storm volumes of their corresponding tributary areas. ft is therefore concluded that the proposed development of the Mayer Corporation meets the hydrologic requirements set forth by the City of La Quinta. VICINITY MAP VICINITY MAP N.T.S. SYNTHETIC UNIT HYDROGRAPH SHORTCUT METHOD CALCULATIONS S3HONI £607 to &�3�$�$tti:'tfel liii5.t�iVN&'u'dm l'Uj.wMm'a'•'.m''ew- m4aw:; m74 >omw.�mwwr.- amoarmu,wwN- w 3gmE`�y' [1] CONCENTRATION POINT — [3] DRAINAGE AREA -ACRES 1.000 [5) UNIT TIME -MINUTES 30 [I] UNIT 1E -PERCENT OF LAG (100'(5]1[6]) - [0] STORM FREQUENCY & DURATION 100 -YR, 24.+IR [111 VARIABLE LOSS RATE [AVG}INCHESAIOUR [13] CONSTANT LOSS RATE4NCNES)NOUR 0.14 RCFC&WCD FIVIDD G30O ISO©C ? MG1d O 19111111 T _ Nur' UNIT HYDROGRAPH 1 "SHORTCUT METHOD" SYNTHETIC UNIT HYDROGRAPH METHOD Unit Hydrograph and Effective Rain Calculation Form VOA m-41 55uu 0 igPIP i�� +.(1110 `m m • 9 0 J � 4 S A } 1 G� Z tri r p�m�mu _ .. SaG H�i�-ic5a_��b�fa_ -727'T. mD TAME E § �9�11O m IE NZmZ amaB y 2 EFFECTIVE RAIN 1 [21 AREA DESIGNATION — 14] ULTIMATE DISCHARGE-CFS-HRS/IN (64513]) — [0] LAG TIME -MINUTES — [51 S -CURVE — [10] TOTAL ADJUSTED STORM RAIN -INCHES 4.1 [12] MINIMUM LOSS RATE (FOR VAR LOSS)-INHR — 141 LOW LOSS RATE -PERCENT 18 a:g99pp AL��n �n 5] l*3.IT+iFj•ip pdg:gi=ttty� ipe�mp�.+Wb.EeY+II+GC�3pu Cg0T,1yy a�bt-t 6tn+emmia r g in la+0o�:e rw6+ppppp �'v in a. t. Ft 4f o 1 00 if pe C FP S O pOCP}P}O}}G G v G G q JN ia p4 ~ oPPn...mPPP.co n}-m_E_EI4E�AE2IM G v P +P+P•FO.6P v O O v O o +P pd O O Gw Ow O O mma}PPP POQ+OOy 9 S S S p O }Opypy G G PPP.PPae NVVggn.1vAE vwEE2f.PQPPP R jEEg y� iieii5 M5Sk3iNii$muni'';Yimiiiii&iwtig=$SGY ggp gp ppp p Q PPy�PPO}� i f IV Pj�Py}�PPApg.ypPgYqqq+aav}v}v}vpvyPpPyl ammtnppp� SCiigiigdOOgCOOaPP }.}PPpOOp pppgOGaGOOSSOOaOOP�OSOGa.' +P+ aPaPPPPw yPyPaPaPa wwww++PaPn9a+P+PPPP m `��- .- v0&.000ovmmmmmmom ya X �•�er Po.p.ppmpPpppgaea HEEEEEEEEVIEENSE mp app0PPPP0P0 p$PPjP�PPPP P,pyy QQn P4 4 }v, O4 r IHE EpigeeeeaqieePQeeeecevPe m g qRr g q Egz p P , nP-§; Wa pppo.ompnp p� m vPnaP202PP.eeevvv o-iCa6i3E3IFIMrE rI'$'.Y•jo''H28D3R'tiVI N l'Uj.wMm'a'•'.m''ew- amoarmu,wwN- 3orn-1 O [1) CONCENTRATION POINT — [3] DRAINAGE AREA -ACRES 1000 /51 UNIT TIME -MINUTES 10 (7] UNIT TIME -PERCENT OF LAG (10015]1[6]) — [5] STORM FREQUENCY & DURATION 100 -YR 6 -HR 011 VARIABLE LOSS RATE (AVG}ONCHESIHOUR — [131 CONSTANT LOSS RATE-INCHES/SOUR 0.I4 RCFC&WCD liEMICLUL 9r"j miCMgm UNIT HYDROGRAPH VOA m-41 "SHORTCUT METHOD" SYNTHETIC UNIT HYDROGRAPH METHOD Unit Hydrograph and Effective Rain CalcuIat[on Form 1161 117( DISTRIB UNIT GRAPH 0(0RO3RApH PERCENT CFS-HRSAN (171m -(171m-1 urnT 100.000 8 p�m�mu SaG H�i�-ic5a_��b�fa_ -727'T. mD TAME E § EFFECTIVE RAIN [T) AREA DESIGNATION ]4] ULTIMATE DISCHARGE-CFS-HRS/IN (647(3]) — [5I LAG TIME -MINUTES — [S] S -CURVE — [10] TOTAL ADJUSTED STORM RAIN -INCHES 2.5 [121 MINIMUM LOSS RATE (FOR VAR LOSS)4NMR — S141LOWLOSS RATE.PENCENT 15 _ a. t. Ft 4f o C FP S O pOCP}P}O}}G G v G G G G nPsd O G nP>oedp O O G v P +P+P•FO.6P v O O v O o +P pd O O Gw Ow O O PPP O G POQ+OOy 9 S S S p O }Opypy G G aP 9 O ',p A y� iieii5 M5Sk3iNii$muni'';Yimiiiii&iwtig=$SGY ggp gp ppp p Q PPy�PPO}� i f IV m `��- .- v0&.000ovmmmmmmom mp app0PPPP0P0 EpigeeeeaqieePQeeeecevPe qRr RCFC &WCD H Y D'R OO LI,�S7 m u� "SHORTCUT METHOD" SYNTHETIC UNIT HYDROGRAPH METHOD Unit Hydrograph and Effective Rain Calculation Form P1o]eC1 1685 Meyer C0010491k. `"1"n er 01 F NM] cnKew Oats [1] CONCENTRATION POINT - [3] DRAINAGE AREA-ACRES 1.000 151 UNIT TIME-MINUTES 5 [7] UNIT TIME-PERCENT OF LAG (100'(5]1[6]) - [9] STORM FREQUENCY & DURATION 100.08, 3-1111 [11] VARIABLE LOSS RATE (AVG).NCHESHOUR - 13] CONSTANT LOSS RATE4NCHESHOUR 0.14 X14) [2] AREA DESIGNATION - [4) ULTIMATE DISCHARGE-CIS-FIRS/IN (84513]) - (5) LAG TIME-MINUTES -- [81 SCURVE - (10) TOTAL ADJUSTED STORM RAIN-INCHES 2 (12) MINIMUM LOSS RATE (FOR VAR. LOSS)4NIHR - LOW L005 RATE-PERCENT 18 UNIT HYDROGRAPH EFFECTIVE RAIN FLOOD HYDROGRAPH 1151 UNIT TIME PERIOD m [16] TIME PERCENT OF LAG [7]1151 [17] CUMULATIVE AVERAGE PERCENT OF ULTIMATE DISCHARGE (S-GRAPH) 1161 DIME GRAPH PERCENT [171m417140-1 071 UNIT HYDROGRAPH CFS-HRS(1N 14n118_1 100.009 [201 PATTERN PERCENT (PL 8-5.9) [21] STORM RAIN INHR 80[1011201 [221 LOSS RATE IN/FIR [23] EFFECTIVE RAIN IN/FIR [21H221 [24] FLOW CFS 100[5] MAX LOW 1 1.3 0212 0.140 0.056 0258 0.258 2 1.3 0.312 0.140 0.056 D258 0250 3 1.1 0264 0.140 0648 0.216 0218 4 1_55 0360 0.140 0665 0295 0298 5 15 0.360 0.140 01165 0295 0298 8 1.8 0432 0.140 0.078 0.354 0.357 7 15 0,360 0.140 0.055 0296 0.296 8 1.8 0.432 0.140 0.078 0.354 0.357 9 11 0.432 0.140 0,078 0.354 0257 10 1.5 0,360 0.140 0.065 0295 9296 11 13 0.384 0.140 0069 0.315 0.318 12 1.8 0.432 1_0.140 0.078 9.354 0357 13 2.2 0528 0.140 0.095 0.433 0.437 14 2.2 0.528 0.140 0.095 0.433 0.437 15 22 0578 0.140 0.095 0.433 0.437 16 - 2.0. 0.480 0.140 0.086 0.394 0,397 17 2.8 0.624 0.140 0.112 0.512 0.516 18 2.7 0640 0.140 0.117 0.531 0538 19 2.4 4378 0.140 0,104 0472 0.475 20 2.7 0.648 0.140 0.117 0,531 0.536 21 3.3 0.792 0.140 0,143 1552 0.657 22 3.1 5.744 0.140 0.134 0.610 0.615 23 29 0.596 0.140 0.125 0.571 0.575 24 3.0 0.720 0.140 0.130 0.590 0595 25 3.1 0.744 0,140 0.134 0.610 0,615 26 42 1.006 0.140 0.181 0.668 0.675 27 5.0 1200 0,140 0216 1.060 1,069 26 3.5 0.940 0.140 0.151 0.700 0.706 29 0.8 1,632 0.140 0294 1.492 1.504 30 7.3 1.752 0.140 5.315 1612 1.625 31 8.2 1968 0.140 0,354 1 828 1.843 32 5.9 1.416 0.140 0255 1276 1.287 33 2.0 0480 5.140 0.086 0.394 5397 34 1.6 0.4.32 0.140 0.078 0.354 0.357 35 1.8 0,432 0.140 0678 0.354 0.357 36 0.6 0.144 0.140 0.026 0.118 0.119 TOTALS 100.0 20.489 20540 EFFECTIVE RAIN = .706 INCHES RCFC AND WCD REFERENCE PLATES INSTRUCTIONS FOR SYNTHETIC UNIT HYDROGRA.PE METHOD HYDROLOGY CALCULATIONS A. Synthetic Unit Hydrograph Development 1. On a USGS topographic quandrangle sheet or other map of suit- able scale, outline the proposed drainage system and outline the area or subareas tributary to it. 2. From the map of the drainage system, determine the following basin physical factors and enter them on Sheet 1 of Plate E-2.1. A = Drainage area - square miles L Length of longest watercourse - miles Lca = Length along the longest watercourse, measured upstream to a point opposite the centroid of the area - miles - 8 Difference in elevation between the concentration point and the most remote point'of the basin -feet S Overall slope of longest watercourse between hea&.atcro and concentration point - feet per mile (S = 8/L) 3. Deteraine lag time using Plate E-3 or the following expression (See Sheet 1 of Plate E-2.1): Lag (hours) = 24fi L.Lca (.35) Si J where: ii = The visually estimated mean of the n (Mannings formula) values of all collection streams and channels within the watershed. 4. Select a unit time period. To adequately define the unit hydro - graph the unit time period should be about 25 -percent of lag time, and never more than 40 -percent of lag time. For ease of calculation, the unit time should match the times for which pre- cipitation patterns are available (Plate E-5.9). Also see Sheet 1 of Plate E-2.1. 5. Utilizing the S -graph applicable to the drainage basin (Plates E-4.1 through E-4.4), determine the average percentage of the ultimate discharge for each unit period. In reading -the percentage of discharge from the s -graph, the average ordinate over the time RCFC A WCD HYDROLOGY MANUAL SYNTHETIC UNIT HYDROGRAPH METHOD I NSTRUCTIONS 4_ For 3 and 6 -hour :'.oration storms assume the weighted average loss rate is a constant defining the maximum loss rate for each unit time period. For 24-hour storms use the variable loss rate function below to compute the maximum loss rate for each unit time period: FT (inches/hour) where: C (F - Fm)/54 F 1.55 C (24-(T/60)) + Fm Adjusted loss rate - inches/hour (as previously defined) T = Time from beginning of storm - minutes Fm Mi,larn value on loss rate curve - inches/hour (typically 50 to 75 -percent of F) The time "T" used should be from the start of the storm to the middle of each unit time period, i.e., for a unit time of 30 - minutes the maximum loss rate would be computed for TT15-min- utes for period one, T=45 -minutes for period two, etc. Enter the maximum loss rates (constant or variable) on Column 22 of Plate E-2.2. 5. Compute the low loss rate for .each unit time period where the aximssn loss rate exceeds the rainfall rate for that period. The low loss rate should normally be BO to 90 -percent times the rainfall rate. See Column 22 of Plate E-2.2. Compute the effective rainfall rate for each unit time period by subtracting the loss rate from the rainfall rate. See Column 23 of Plate E-2.2. Be sure to use the low loss rate where the maximum lgss rate exceeds unit period intensity. 7. Compute the flood hy'drograph using one of the following two methods. Do not use the simplified method until the long form method is thoroughly understood: (a) Long form method (use Plate E-2.3): (1) (2) Multiply the effective rainfall rate for the first unit time period times each synthetic unit hydrograph value to determine the flood hydrograph which would result from that rainfall increment. Repeat the above process for each suceedincj effective rainfall value, advancing the resultant flood hydrographs one unit time period for each cycle. RCFC S WCD HYDROLOGY MANUAL SYNTHETIC UNIT HYDROGRAPH METHOD INSTRUCT IONS a. w -c c_. , /1-i c\ Separate Sheet Unit Graph Values Listed in Reverse Order =AMPLE O: SIMPLIFIED METHOD OF FLOOD HYDROGRAP8 COMPOTATICN 9 7 9 7 7 7 17 14 17 21 24 26 31 38 45 50 64 85 109 158 257 479 515 288 78 Flood Hydrograph Etfective Rata 121/Ur [24] Flow cfs .13 .21 .23 .22 .35 .40 .48 .53 .77 1.17 1.06 .17 lO 54 145 254 343 430 545 680 827 1037 1344 1615 1579 1188),(-- 758 513 382 300 241 202 172 145 124 107 94 80 67 58 48 36 32 30 27 20 11 2 RCFC A WCD HYDROLOGY MANUAL Plate E-2.2 The position of the unit graph values on the sep- arate sheet in this exam- ple gives the value of 1168 cfs in column X24] . To get all of the values for the flood hydrograph the separate sheet must moved from the tog to the bottom of column Start with 78 adjacent to .13 and finish with 9 adjacent to .17. The flood hydrograph ordin- ate for any position of the separate sheet is the sum of the products of all adjacent unit graph and effective rain values. The computed flow value is entered opposite the bottom unit graph value (78 in this case) for any position of the separate sheet. SYNTHETIC UNIT HYDROGRAPH METHOD INSTRUCTIONS INSTRUUCYIONS FOR SHORT COT SYNIPMTIC 8YDR0GRAAP9 HYDROLOGY CALCULATIONS 1. Determine drainage area and lag time. Use Steps A-1 through A-3 on Plate E-1.1. 2. Determine that the area is suitable for development of a Short Cut hydrograph, i.e., the area is no more than 100 to 200 -acres in size, and lag tine is less than 7 to 8 -minutes. 3. Select a suitable unit time equal to from 100 to 200 -percent of lag_ Nn ma/ly, 5 to 10 -minutes for 3 and 6 -hour storms, and 15 - minutes for 24-hour stores will be adequate. 4. Compute effective rainfa11 rates tieing steps 8-1 through B-6 on Plate 8-1.1. 5. Compute flood hydrograph ordinates for each unit time period by multiplying the effective rainfall rate_ (inches per hour) times the drainage area in acres. The resultant values are discharge in cfs. 6. The three hour storm peak discharge should normally compare well with rational peaks. If adjustments are necessary, use a show -ter unit ties period to raise the peak, and a longer unit time period to lower them. RCFC S WCD HYDROLOGY MANUAL SHORTCUT SYNTHETIC HYDROGRAPH METHOD INSTRUCTIONS PLATE E -I.2 RUNOFF INDEX NUMBERS OF HYDROLOGIC SOIL -COVER COMPLEXES FOR PERVIOUS AREAS -AMC IL1 4 Cover Type (3) Quality of Cover (2) Soil Group A B C D NATURAL COVERS - www waw Barren 78 86 91 93 (Rockland, eroded and graded land) Chaparrel, Broadleaf 53 70 80 85 (Nanzonita, ceanothus and scrub oak) 40 63 75 81 31 57 71 78 Chaparrel, Narrowleaf 71 82 88 91 (Chemise and redshank) 55 72 81 86 Grass, Annual or Perennial 67 78 86 89 50 69 79 84 38 61 74 80 Meadows or Cienegas 63 77 85 88 (Areas with seasonally high water table, 51 70 80 84 principal vegetation is sod forming grass) 30 58 72 78 Open Brush 62 76 84 88 (Soft wood shrubs - buckwheat, sage, etc.) 46 66 77 83 41 63 75 81 Woodland 45 66 77 83 (Coniferous or broadleaf trees predominate. 36 60 73 79 Canopy density is at least 50 percent) 28 55 70 77 Woodland, Grass 57 73 82 86 (Coniferous or broadleaf trees with canopy 44 65 77 82 density from 20 to 50 percent) 33 58 72 79 URBAN COVERS - Residential or Commercial Landscaping Good 32 56 69 75 (Lawn, shrubs, etc.) I Turf Poor 58 74 83 87 (Irrigated and mowed grass) Fair 44 65 77 82 Good 33 58 72 79 AGRICULTURAL COVERS - Fallow 76 85 90 92 (Land plowed but not tilled or seeded) RCFC A WCD RUNOFF INDEX NUMBERS HYDROLOGY MANUAL FOR PERVIOUS AREAS • PLATE E -6.I (1 of 2) RUNOFF *SER NUMBERS OF HYDROLOGIC SOIL -COVER COMPLEXES POR PERVIOUS AREAS -AMC II 1 Cover Type (3) AGRICULTURAL COVERS (cont.) - Legumes, Close Seeded (Alfalfa, sweetclover, timothy, etc.) Orchards, Deciduous (Apples, apricots, pears, walnuts, etc.) Orchards, Evergreen (Citrus, avocados, etc.) Pasture, Dryland (Annual grasses) Pasture, Irrigated (Legumes and perennial grass) Row Crops (Field crops - tomatoes, sugar beets, etc.) Small Grain (Wheat, oats, barley, etc.) Vineyard Quality of Cover (2) Poor Good Poor Fair Good Poor Fair Good Poor Fair Good Poor Good Poor Good Soil Group 8 C 66 77 85 58 72 81 See Note 4 57 73 44 65 33 58 67 50 38 58 44 33 72 67 65 63 78 69 61 74 65 58 81 78 76 75 82 77 72 86 79 74 83 77 72 88 85 84 83 See Note 4 D 89 85 86 82 79 89 84 80 87 82 79 91 89 88 87 Notes: 1. All runoff index (RI) numbers are for Antecedent Moisture Condition (AMC) II. 2. Quality of cover definitions: Poor -Heavily grazed or regularly burned areas. Less than 50 per- cent of the ground surface is protected by plant cover or brush and tree canopy. Fair -Moderate cover with 50 percent to 75 percent of the ground sur- face protected. Good -Heavy or dense cover with more than 75 percent of the ground surface protected. 3. See Plate C-2 for a detailed description of cover types. 4. Use runoff index numbers based on ground cover under "Cover Type Descriptions" on Plate C-2. 5. Reference Bibliography item 17. RCFC 8 WCD HYDROLOGY MANUAL type• See discussion RUNOFF INDEX NUMBERS FOR PERVIOUS AREAS PLATE E -6.I (2of 2) n a M O en ,. . .1 V M Nn 0 1NFILTRATEO RATE FOR PERVIOUS AREAS (Fp -inches/hour RUNOFF INDEX NUMBER (RI) R C F C & W C D INFILTRATION RATE FOR HYDROLOGY MANUAL PERVIOUS AREAS VERSUS RUNOFF INDEX NUMBERS PLATE E-6.2 PLATE E-6.3 ACTUAL IMPERVIOUS COVER Land Use (1) Range -Percent Recommended Value For Average Conditions-Percent(2 Natural or Agriculture Single Family Residential: (3) 40,000 S. F. (1 Acre) Lots 20,000 S. F. (fit Acre) Lots 7,200 - 10,000 S. F. Lots Multiple Family Residential: Condominiums Apartments _ Mobile Home Park 0 - 10 10 - 25 30 - 45 45 - 55 45 - 70 65 - 90 60 - 85 0 20 40 50 65 80 75 Commercial, Downtown Business or Industrial 80 -100 ' 30 i. Notes: 1. Land use should be based on ultimate Long range master plans for the should be reviewed to insure reasonable 2. Recommended values are based an apply to a particular study area. vary greatly even on comparable dwelling size, improvements, etc. he considered as it is common in els underlain by impervious plastic shrubs. A field investigation and a review of aerial photos, ing the percentage of impervious 3. For typical horse ranch subdivisions cent over the values recommended R C F C & W C D HYDROLOGY MANUAL development of the watershed. County and incorporated cities land use assumptions. average conditions which may not The percentage impervious may sized lots due to differences in Landscape practices should also soma areas to use ornamental grav- materials in plate of lawns and of a study area should always be made, where available may assist in estimat- cover in developed areas. increase impervious area 5 per- in the table above. IMPERVIOUS COVER FOR DEVELOPED AREAS PLATE E-6.3 RETENTION BASIN VOLUME CALCULATIONS RETENTION BASIN VOLUME CALCULATIONS BASIN A DEPTH VOLUME CUM. VOL. ELEVATION AREA (SF) AREA (AC) (FT) (AC -FT) (AC -FT) 134.3 0.26 • .134.0. 3.641.7 .084 0.3 0.03, 023 133.0 2,859.12 0.066 1.0 0,08.. 0.15 132.0 t :'::' '. 216925,.. 0.050 ' ' .. i.0 0.06, 0.09 131.0 1,572.15 0.036 1.0 0.04 0.05 130.0 1.087.35 0.025 1.0 0.03 _ 0.02 129.3 768.67 0.018 0.7 0.02 0.00 BASIN B DEPTH VOLUME CUM. VOL ELEVATION AREA (SF) AREA (ACL1FTZ AC (AC -FT) 124.0 10.029.30 0.230 0.79 •123.0;; r i 8,646.98'.,..: 0.199...: 1.0.. 021 0:58 ,:.,, 122.0 7,361,80 0.169 1.0 0.18_ _0.40 121.0 , 6,172.14 0.142 10 0.16 0.24 120.0 5,076.70 0.117 1.0 0.13. 0.11 1.0 0.11 119.0 4,073.95 0.094 0.00 FEMA MAP ZONE C City of Indian Wells AREA NOT INCLUDED City of La Quetta AREA NOT INCLUDED 2000 L, APPROXIMATE SCALE IN FEET 0 2000 LSTIUAL Ft1 'Mama PROGRAM FIRM Fun INSURANCE LTE MAP RIVERSIDE COUNTY. CALIFORNIA (UN I NCORPOR ATE D AREAS) PANEL 2250 OF U00 a.. r...a.X.a,..w.0.u. mou na C0 M5 (IMPINE1 IUM0E0 051245 2280 0 WAP 55515100: NOVEh45ER 20.19% wog ..ra4140 wet FAIR Ory, 00. ,1140 0.4 -.d f ehMpr ago tbsk_ F-0, V* 141.1 ped•cl 1.0.744/140 aboat N04000 na0:14.040. Pasant lad roma df.ek Or P MA Rao6 Me seem a ww...a..c rw sper SOIL SURVEY MAP SHEET NO. 11 RIVERSIDE COUNTY, CALIFORNIA, COACHEI ILA QUINTA QUADRANGLE/ SOIL SURVEY OF Riverside County, California Coachella Valley Area United States Department Suit Conservation Service tri cooperation with University of California Agricultural Experiment Station 78 SOD. SURVEY TABLE 12.—Soil arta water features—Continued Soil name and map eymbol Hydro- logit group Flooding High water table Bedrock Frequency Duration Month, Depth Send Months Depth Hardneee re 1. [ �mi IIc Me D. A I None - >6.0 >60 mitt!._.-, A None 1.5-5.0 Apparent. Jan -Dee_._. >60 _ Nr7and: N•S Nb9 C C Noae___... None >8.0 1.5-5.0 . Apparent..__ Jen -Dec -_ >60 >60 Oa D C None >B.0 4-20 Rippable. Oil: Omatott part Bock outcrop part. C Nona_. _... >6.0 4-20 Rippable. Biverweab: RA. lock outcrop: RO. RTr: Rook outcrop part. Lttbic Ttenpamment put tableland: D Naas >0.0 1-10 Herd- erdiabble RU. anon: Se, Sb bboba: D None 2.0-5.0 Apparent..___ Jan -Der...- _. >00 SoD,SpE A None._._._ >8.0 >60 :orriorthente: TO r: Torriorthenta part. Rock outcrop part. 1,77p k, TnC, TsB A None._.__. >6,0 >60 s nap; feg suit is made op 0f two or more dominant kinds of soil. See mapping unit description for the composition and behavior of the whole mapping Unit. parent; and the months of the year that the water table commonly is high. Only saturated sones above a depth of 5 or 6 feet are indicated. information about the seasonal high water table helps in assessing the need for specally designed foundations. the need for specific kinds of drainage systems, and the need for footing drains to insure dry basements. Such information is also needed to decide whether or not construction of basements is feasible and to determine how septic tank absorption fields and outer and and instaUations will function. Alan, a seasonal high water table affects ease of excavation_ Depth to bedrock is shown for all soils that are underlain by bedrock at a depth of 5 to 6 feet or less. For many soils, the limited depth to bedrock is a part of the definition of the soil series. The depths shown are based on measoremente made in many soil borings and on other observations daring the clapping of the soft. The kind of bedrock and its hardness as related to ease of excavation is also shown. Rippable bedrock can be excavated with a single -tooth n attach- ment on a 200 horsepower tractor, bat ripping generally regains blasting. Formation, Morphology, and Classifization of the Soils This section contains desertptions of the major fac- tors of sa formation as they occur in the Coachella Valley Area, a summary of significant morphological characteristics of the soils of the Area, att'explanation of the current Systems of aktssifyin,g SOilt y categarjeo broader than the series, and a le aha the etas- RCFC&WCD HYDROLOGY MANUAL REFERENCE PLATES R9E • •411iie3E RIVERSIDE COUNTY FLOOD CONTROL AND WATER CONSERVATION DISTRICT 100 -YEAR - 3 -HOUR PRECIPITATION 44, * a �' ► - it Ude.. RIVERSIDE COUNTY FLOOD CONTROL A N 0 WATER CONSERVATION DISTRICT f ry-T. 100 -YEAR— 6 -HOUR • PRECIPITATION 1 .-140E.2. 1--: RIVERSIDE COUNTY FLOOD CONTROL ANO WATER CONSERVATION DISTRICT 100 -YEAR -24-HOUR PRECIPITATION SYNTHETIC UNIT HYDROGRAPH HYDROLOGY MAP 4 LATE' OGTOrEli SODO MSA CONSULTING. We �SaOn * maw NG i1�rtd . ram tris . Lm bye b1Y0les IM. Dim . G.ae laws • CS WA MM..* O.m =Up ..0 (sig mr ux� e... CRY OF LA QUDRA, CALFORNA SYNTHETIC UNIT HYDROGRAPH HYDROLOGY MAP PARCEL MAP NO. 55088 Terra Nova / City of La Quinta Villa Capri Draft Environmental impact Report Technical Appendices APPENDIX G Geotechnical Investigation Proposed Residential Development and Commercial Complex Fred Waring Drive and Washington Street, La Quinta, California Prepared by Sladden Engineering 39725 Garand Lane, Suite G Palm Desert, CA 92211 February 2004 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical appendices to be incorporated into the Draft EIR. If you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 760-777-7125. G-1 GEOTECHNICAL INVESTIGATION PROPOSED RESIDENTIAL DEVELOPMENT AND COMMERCIAL COMPLEX NEC FRED WARING DRIVE AND WASHINGTON STREET LA QUANTA, CALIFORNIA -Prepared By- Sladden Engineering 39-725 Garand Lane, Suite G Palm Desert, California 92211 (760) 772-3893 * Sladden Engineering 9 J 6782 Stanton Ave.. Suite A, Buena Park, CA 92621 (714) 523-0952 Fax (714) 523-1369 39-725 Garand Ln.. Suite G, Palm Desert CA 92211 (760) 772-3893 Fax (760)772-3895 February 19, 2004 Project No. 544-4033 04-02-141 Trans West Housing, Inc. 9968 Hibert Street, Suite 102 San Diego, California 92131 Attention: Mr. JeffMcComick Project: Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Strew La Quinta, California Subject: Geotechnical Investigation Presented herewith is the report of our Geotechnical Investigation conducted at the site of the proposed residential development and commercial complex to be located on the northeast corner of Fred Waring Drive and Washington Street in the City of La Quina, California. The investigation was performed in order to provide recommendations for sitc preparation and to assist in foundation design for the proposed residential and commercial structures. This report presents the results of our field investigation and laboratory testing along with conclusions and recommendations for foundation design and site preparation. This report completes our original scope of services as understood in our revised proposal dated February 13, 2004. We appreciate the opportunity to provide service to you on this project. If you have any questions regarding this report, please contact the undersigned Respectfully submitted, SLADDEN ENGINEERLNG Brett L. And Principal Engineer SER/ma Copies: 6 / Trans West Housing, Inc. Sladden Engineering Sladden Engineering GEOTECHNICAL INVESTIGATION PROPOSED RESIDENTIAL DEVELOPMENT AND COMMERCIAL COMPLEX NEC FRED WARING DRIVE AND WASHINGTON STREET LA QUINTA, CALIFORNIA February 19, 2004 TABLE OF CONTENTS INTRODUCTION 1 SCOPE OF WORK 1 PROJECT DESCRIPTION 1 SUBSURFACE CONDITIONS 2 CONCLUSIONS AND RECOMMENDATIONS 2 Foundation Design 3 Settlements 3 Lateral Design 3 Retaining Walls 4 Expansive Soils.... „..„.... 4 Concrete Slahagtt-Grade 4 Soluble Sulfates 4 Shrinkage and Subsidence 4 General Site Grading 5 1. Clearing and Grubbing 5 2. Preparation of Residential Building Areas 5 3. Preparation of Commercial Building Areas 5 4. Preparation of Surfaces to Receive Compacted Fill 5 5. Placement of Compacted Fill 5 6. Preparation of Slab and Pavement Areas...»..........» 6 7. Testing and Inspection .....„.„»„.„ ..: 6 GENERAL..............._........................................ 6 APPENDIX A - Site Plan and Boring Logs Field Exploration APPENDIX B - Laboratory Testing Laboratory Test Results APPENDIX C - 1997 UBC Seismic Design Criteria Sladden Engineering February 19, 2004 -1- Project No. 544-4033 04-02-141 INTRODUCTION This report presents the results of our Geotechnical Investigation performed in order to provide recommendations for the design and construction of the foundations for the proposed residential and commercial buildings. The project site is located on the northeast corner of Fred Waring Drive and Washington Street in the City of La Quinta, California. The preliminary plans indicate that the proposed development will consist of a 48 lot residential development, an adjacent commercial complex and various related site improvements. The associated site improvements will include paved roadways, concrete driveways, concrete walkways, various underground utilities, and landscape areas. SCOPE OF WORK The purpose of our investigation was to determine certain engineering characteristics of the near surface soils on the site in order to develop recommendations for foundation design and site preparation. Our investigation included field exploration, laboratory testing, engineering analysis and the preparation of this report. Evaluation of environmental issues or hazardous wastes was not within the scope of services provided. Our investigation was performed in accordance with contemporary geotechnical engineering principles and practice. We make no other warranty, either express or implied. PROJECT DESCRIPTION The project site is located on the northeast corner of Fred Waring Drive and Washington Street in the City of La Quints California. The preliminary plans indicate that the project will include a 48 lot residential development and an adjacent commercial complex. It is our understanding that the proposed residences will be of relatively lightweight wood -frame construction. We expect that the commercial buildings will be of reinforced masonry, steel -frame or wood -frame construction. The proposed residential and commercial buildings will be supported by conventional shallow spread footings and concrete slabs on grade. The associated site improvements will include concrete walkways and driveways, landscape areas and various underground utilities. The project site is presently vacant and the ground surface is covered with scattered desert brush, short grass, weeds and minor debris. The site is relatively level overall but the surface is undulating with sand dunes providing topographical relief of over 20 feet across the site. There is an existing residential tract just east of the site and the property directly to the north of the site remains vacant. There are underground and overhead utilities along the existing streets. Based upon our understanding of the proposed construction and our previous experience with lightweight wood -frame structures, we expect that isolated column loads will be less than 30 laps and wall loading will be less than 2.0 kips per linear foot. We expect column loads of up to 80 kips and wall loads of up to 5.0 kips per foot for the commercial buildings. Grading is expected to include substantial cuts and fills to match the nearby elevations and to construct level building pads. This does not include removal and/or recompaction of the loose surface soils or the primary foundation bearing soils within the building areas. If the anticipated foundation loading or site grading varies substantially from that assumed, the recommendations included in this report should be reevaluated. Sladden Engineering February 19, 2004 Project No. 544-4033 04-02-141 SUBSURFACE CONDITIONS The site soils were determined to consist primarily of native fine-grained windblown aanrla The native windblown sands were fairly uniform in composition throughout the site and the depth of our borings. The windblown sands were typically slightly silty and generally contained less than 15 percent fines (clay and silt sized particles). In general, the site soils appear somewhat loose near the surface but sampler penetration resistance (as measured by field blow counts) indicates that density within the native soils underlying the site generally increases with depth. Relatively undisturbed samples indicated dry density varying from 100 to 115 pcf. The site soils were found to be dry throughout the depth of our exploratory borings. Laboratory testing indicated moisture coatent varying from 0 to 2 percent. Laboratory classification testing indicates that the near surface soils consist primarily of fine-grained windblown sands. Expansion testing indicates that the surface soils are non -expansive and fall within the -very low" expansion category in accordance with the Uniform Building Code classification system. The loose and dry conditions suggest that the near surface soils may be susceptible to detrimental settlements due to the anticipated foundation loading and the introduction of water. Groundwater was not encountered within our borings but is expected to be in excess of 100 feet below the existing ground surface in the vicinity of the site. Groundwater should not be a factor in foundation design or construction. CONCLUSIONS AND RECOMMENDATIONS Based upon our field and laboratory investigation, it is our opinion that the proposed residential development and commercial complex are feasible from a soil mechanic's perspective provided that the recommendations included in this report are considered in building foundation design and site preparation. Due to the somewhat loose and potentially compressible condition of some of the near surface soils, remedial grading including overexcavation and/or watering and recompaction is recommended for the proposed building areas. We recommend that remedial grading within the proposed building areas include overexcavation and/or extensive site watering and recompaction in-place of the primary foundation bearing soils in order to provide a uniform mat of compacted soils beneath the building foundations. Specific recommendations for site preparation are presented in the Site Grading section of this report. Groundwater was not encountered within our borings and groundwater is expected to be in excess of 100 feet below the existing ground surface in the vicinity of the site. Due to the depth to groundwater, specific liquefaction analyses were not performed. Based upon the depth to groundwater, the poti'nt+ai for Liquefaction and the related surficial affects of liquefaction impacting the site are considered negligible. The site is located within an active seismic area of Southern California within approximately 8.5 kilometers of the San Andreas fault system. Strong ground motion resulting from earthquake activity along the nearby San Andreas or San Jacinto fault systems is likely to impact the site during the anticipated lifetime of the structures. Structures should be designed by professionals familiar with the site's geologic and seismic setting. As a minimum, structure design should conform with Uniform Building Code (UBC) requirements for Seismic Zone 4. Pertinent seismic design parameters as included within the 1997 UBC are summarized in Appendix C. Sladden Engineering February 19, 2004 3 Project No. 544.4033 04-02-141 Caving did occur within each of our exploratory borings and the surface soils will be susceptible to caving within deeper excavations. All excavations should be constructed in accordance with the normal Ca1OSHA excavation criteria. On the basis of our observations of the materials encountered, we anticipate that the subsoils will conform to those described by CaIOSHA as Type C. Soil conditions should be verified during construction by a "Competent person" employed by the Contractor. The surface soils encountered during our investigation were found to be non.expansivc. Laboratory testing indicated an Expansion Index of 0 that corresponds with the "very low" expansion category in accordance with UBC Standard 18-2. If imported soils are to be used during grading, they should have an Expansion Index of less than 20. The following recommendations present more detailed design criteria that have been developed on the basis dour field and laboratory investigation. Foundation Design: The results of our investigation indicate that either conventional shallow continuous footings or isolated pad footings that are supported upon properly reconspacted soils may be expected to provide satisfactory support for the proposed structures. Recompaction should be performed as described in the Site Grading Section of this report. Footings should extend at least 12 inches beneath lowest adjacent grade. Isolated square or rectangular footings al least 2 feet square may bc designed using an allowable bearing value of 1800 pounds per square foot. Continuous footings at least 12 inches wide may be designed using an allowable bearing value of 1500 pounds per square foot. Allowable inh*=ses of 200 paf for each additional 1 foot of width and 250 psf for each additional 6 inches of depth may be utilized if desired. The maximum allowable bearing pressure should be 3000 psf. The allowable bearing pressures are for dead and frequently applied live loads and may be increased by 1/3 to resist wind, seismic or other transient loading. The recommendations made in the preceding paragraphs are based on the assumption that all footings will be supported by properly compacted soil. All grading shall be performed under the testing and inspection of the Soils Engineer or his representative. Prior to the placement of concrete, we recommend that the footing excavations be inspected in order to verify that they extend into compacted soil and are free of loose and disturbed materials. Settlements: Settlements may result from the anticipated foundation loads. These estimated ultimate settlements are calculated to be a maximum of 1 inch when using the recommended bearing values. As a practical matter, differential settlements between footings can be assumed as one-half of the total settlement. Lateral Design: Resistance to lateral loads can be provided by a combination of friction acting at the base of the slabs or foundations and passive earth pressure along the sides of the foundations. A coefficient of friction of 0.45 between soil and concrete may be used with dead load forces only. A passive earth pressure of 300 pounds per square foot, per foot of depth, may be used for the sides of footings that are placed against properly compacted native soils. Passive earth pressure should be ignored within the upper 1 foot except where confined (such as beneath a floor slab). When used in combination, either the passive resistance or the coefficient of friction should be reduced by one-third. Madden Engineering February 19, 2004 -4- Project No. 544-4033 04-02-141 Retaining Walls: Retaining wails may be required to accomplish the proposed construction. Cantilever retaining walls may be designed using `active" pressures. Active pressures may be estimated using an equivalent fluid weight of 35 pcf for native bacl±11 soils with level free - draining backfill conditions. For walls that are restrained, "at rest" pressures should be utilized in design. At rest pressures may be estimated using an equivalent fluid weight of 55 pcf for native backfill soils with level free draining backfill conditions. Expansive Soils: Due to the prominence of non -expansive soils on the site, special expansive soil design criteria should not be necessary for the design of foundations and concrete slabs -on - grade. Final foundation and slab design criteria should be established by the Structural Engineer. Concrete S4tbs-an-Grade: All surfaces to receive concrete slabs -on -grade should be underlain by recompacted soils as descrlbed in the Site Grading Section of this report. Where slabs are to receive moisture sensitive floor coverings or where dampness of the floor slab is not desired, we recommend the use of an appropriate vapor barrier. Vapor barriers sbouid be protected by sand in order to reduce the possibility of puncture and to aid in obtaining uniform concrete curing. Reinforcement of slabs -on -grade in order to resist expansive soil pressures may not be required; however. reinforcement will have a beneficial effect in containing cracking due to concrete shrinkage. Temperature and shrinkage related cracking should be anticipated in all concrete slabs -on -grade. Slab reinforcement and the spacing of control joints should be determined by the Structural Engineer. Soluble Sulfates: The soluble sulfate concentration of the surface soils was determined to be 33 parts per million (ppm). This is within the usual allowable limits for the use of Type II cement and the use of Type V cement or special sulfate resistant concrete mixes should not be necessary. Shrinkage and Subsidence: Volumetric shrinkage of the material that is excavated and replaced as controlled compacted fill should be anticipated. We estimate that this shrinkage could vary from 15 to 20 percent, Subsidence of the surfaces that are scarified and compacted should be between 0.1 and 0.2 tenths of a foot Shrinkage and subsidence will vary depending upon the type of equipment used, the moisture content of the soil at the time of grading and the actual degree afcampaction attained. These values for shrinkage and subsidence are exclusive of losses that will occur due to the stripping of the organic material from the site, the removal of deleterious materials and the removal of debris, trees and other subsurface obstructions. Sladden Engineering February 19, 2004 -5- Project No. 544-4033 04-02.141 General Site Grading: All grading should be performed in accordance with the grading ordinance of the City of La Quinta. California. The following recommendations have been developed on the basis of our field and laboratory testing: 1. Clearing and Grubbing: Proper clearing of any existing vegetation, associated root systems, foundatious or slabs, and debris will be very important. All surfaces to receive compacted fill should be cleared of roots, vegetation, debris, and other unsuitable materials that should be removed from the site. Soils that are disturbed due to the removal of the surface vegetation and debris should be replaced as controlled compacted 1511 under the direction of the Soils Engineer. 2. Preparation of Resldentisl Building Areas: In order to provide firm and uniform bearing conditions, we recommend thorough site watering and recampactioa of the near surface native soils throughout the building and foundation areas. The budding areas should be watered so that near optimum moisture contmr is attained to a depth of at Ieast 3 feet below existing grade or 3 feet below the bottom of the footings, whichever is deeper. The exposed surface should then be compacted with heavy equipment so that a minimum of 90 percent relative compaction is attained to a depth of at least 2 feet below existing grade or 2 feet below the bottom of the footings, whichever is deeper. F01 material may then be placed as recommended in Item 4 below. If the recommended depth of compaction cannot be attained in this manner, overexcavation may be necessary. 3. Preparation of Commercial Building Areas: In order to provide firm and uniform bearing conditions, we recommend thorough aite watering and reaompaction of the neer surface native soils throughout the building and fouadauon areas. The building areas should be watered so that near optimum moisture content is attained to a depth of at least 4 fed below existing grade or 4 feet below the bottom of the footings, whichever is deeper. The exposed surface should then be compacted with heavy equipment so that a Minimum of 90 percent relative compaction is attained to a depth of at least 3 feet below existing grade or 3 feet below the bottom of the footings, whichever is deeper. Fill material may then be placed as recommetxled in Item 4 below. If the tecommcaded depth of compaction cannot be attained in this manner, overexcavation may be necessary. 4. Preparation of Surfaces to Receive Compacted Fill: Other areas to receive compactas fill should be brought to sear optimum moisture content and compacted to a minimum of 90 percent relative compaction. 5. Placement of Compacted Fill; Fill materials consisting of on-site soils or approved imported granular soils should be spread in thin lifts and compacted at sear optimal moisture content to a mininmrw of 90 percent relative compaction. Imported material shall have an Expansion Index not exceeding 20. The contractor shall notify the Sods Engineer at least 48 hours in advance of importing soils in order to provide sufficient time for the evaluation of proposed import materials The contractor shall be responsible for delivering material to the site that complies with the project specifiePtions. Approval by the Soils Engineer will be based upon material delivered to the site and not the preliminary evaluation of import sources. Sladden Engineering February 19, 2004 -6- Project No. 544-4033 04-02-141 Our observations of the material encountered during our investigation indicate that compaction will be most readily obtained by means of heavy rubber -wheeled equipment andlor vibratory compactors. Al the time of our investigation, the subsoils were found to be very dry. A more uniform and near optimum moisture content should be maintained during recompaction and fill placement. 6. Preparation of Slab and Paving Areas: All surfaces to receive asphalt concrete paving or concrete slabs -on -grade should be underlain by a minimum compacted fill thirjm -ss of 12 inches, This may be accomplished by a combination of scarification and recompaction of the surface soils and placement of the fill material as controlled compacted fill. Compaction of the slab and pavement areas should be to a minimum of 90 percent relative compaction. 7. Testing and Inspection: During grading tests and observations should be performed by the Soils Engineer or his representative in order to verify that the grading is being performed in accordance with the project specifications. Field density testing shall be performed in accordance with acceptable ASTM test methods. The minimum acceptable degree of compaction should be 90 percent of the maximum dry density as obtained by the ASTM D1557-91 test method. Where testing indicans insufficient density, additional compactive effort shall be applied until retesting indicates satisfactory compaction. GENERAL The findings and recommendations presented in this report are based upon an interpolation of the soil conditions between the exploratory boring locations and extrapolation of these conditions throughout the proposed building area. Should conditions encountered during grading appear different than those indicated in this report, this office should be notified This report is considered to be applicable for use by Tress West Housing, Inc. for the specific site and project described herein. The use of this report by other parties or for other projects is not authorized. The recommendations of this report are contingent upon monitoring of the grading operation by a representative of Sladden Engineering. Alt recommendations are considered to be tentative pending our review of the grading operation and additional testing. if indicated If others are employed to perform any soil testing, this office should be notified prior to such testing in order to coordinate any required site visits by our representative and to assure indemnification of Sladden Engineering. Our investigation was conducted prior to the completion of plans for the project. We recommend that a pre job conference be held on the site prior to the initiation of site grading. The purpose of this meeting will be to assure a complete understanding of the recommendations presented in this report as they apply to the actual grading performed Sladden Engineering APPENDIX A Site Plan Boring Logs Sladden Engineering APPENDIX A FIELD EXPLORATION For our field investigation 12 exploratory borings were excavated on January 29, 2004, using a truck mounted Mobile B-61 drilling rig and hollow -stem augers. The approximate exploratory boring locations are indicated on the site plan included in this appendix. Boring logs are included in this appendix. Representative undisturbed samples were obtained within our borings by driving a thin-walled steel penetration sampler (California split spoon sampler) or a Standard Penetration Test (SPT) sampler with a 140 pound hammer dropping approximately 30 inches (ASTM D1586). The number of blows required to drive the samplers 18 inches was recorded in 6 -inch increments and blowcounts are indicated on the boring logs. The California samplers are 3.0 inches in diameter, carrying brass sample rings having inner diameters of 2.5 inches. The standard penetration samplers are 2.0 inches in diameter with an inner diameter of 1.5 inches. Undisturbed samples were removed from the sampler and placed in moisture sealed containers in order to preserve the natural soil moisture content. Bulk samples were obtained from the excavation spoils and samples were then transported to our laboratory for further observations and testing. Sladden Engineering Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street / La Quinta, California Date: 1/2912004 Boring No. 1 Job Number; 544-4033 n v: Cure we E. o s Q 3 3 o m Description O G B CC � Remarks 0 - Native Soils 5 9/10/13 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 100 1 10 = 8/12/16 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 101 1 15 9/10/15 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 115 1 - I 20 12/13/15 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM I 114 1 - _ Recovered Sample Total Depth --- 215' 25 No Bedrock - giltuoeaviced Sample No Groundwater - Standard Pehmation Sample 30 35 40 45 Note: The stratification lines represent the approximate _ hocndames between the soil types; the transition may be gradual. 50 Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Stree / La Puinta, California Date: 1/292004 Boring No. 2 Job Number: 544-4033 = Q ° a .a 6 _ 3 m Description P yr o r 3 ° = 0 9 c i e Remarks 4 a ,.. e U 3 cc Description ten a = n g 1Remat4s Native Soils 0 Recovered Sample Native Soils • 1j1'! Darocove-cd Sample No Groundwater 9/10114 No Recovery - 30 35 40 45 • 50 1 {riI Sample Note: The stratification lines represent the approximate boundaries between the soil types; the transition may be gradual. It11 10 %i -. 5/8/12 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Ern SM 1 ,t•r • i' 15 • 6/10/10 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Brn SM 1 20 8/13/19 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 1 • 111.1 Recovered Sample Total Depth = 21.5' 25 No Bedrock - g Unrecovered Sample No Groundwater • Standard Penetration Sample II 30 35 40 • 45 Note: The stratificaSon lines represent the approximate _ boundaries between the soil types; the transition may be gradual. 50 Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street /La Quinta, California Date: 1/39/2004 Boring No. 3 Job Number: 544-4033 = Q ° a .a 6 _ 3 m Description P yr o r 3 ° = 0 9 c i o o0 c i Remarks 0 5 • . 10 • 15 20 'i{3 7y{ 'I P '�3 Silty Sand Fine Grained. Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Brn Silty Sand: Fine Grained, Slightly Silty, Lt Gry Brn Silty Sand, Fine Grained, Slightly Silty, Lt Gry Bpi SM SM t SM SM Native Soils 25 Recovered Sample Total Depth = 21.5' No Bedrock • Darocove-cd Sample No Groundwater - 30 35 40 45 • 50 1 Standard Pmara-tion Sample Note: The stratification lines represent the approximate boundaries between the soil types; the transition may be gradual. Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street / La Qainta, California Dal.. if29/2904 B r1ngNo.4 Job Nttmher: 5.144033 a o E N E v tl4 l Description y i e.o 0 a e a a 2 0 10 15 20 25 30 • - 35 - 40 45 _ 50 • • • 4/6/7 7/9/9 8/11/13 6/9/11 13/18/26 11/13/18 ti Si;ry Sand Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM SM SM SM SM SM I & y U` aDescription se 5 i ° , Remarks 0 'Total Depth = 31.5' No Bedrock No Groundwater Native Soils 5 4/6/8 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 0 10 7/9/11 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 1 15 8/13/16 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bra SM 1 • _ Rcrovice Sample Total Depth = 16.5' 20 No Bedrock - Urrr ovum Sample No Groundwater 1 25 30 35 40 45 Note The stratification lines represent the approximate boundaries between the soil types; the transition maybe 1 . grodunl. 50 I Proposed Residential Development and Commercial Complex NEC Fred Warinyl; Drive and Washington Street / La Quints, California Datta: 17:9/2064 Boring No. 5 Job'Nu mher: 5444033 a o E N E v --A m Description y c ••• e.o 0 i Remarks 0 10 15 20 25 30 • - 35 - 40 45 _ 50 • • • 4/6/7 7/9/9 8/11/13 6/9/11 13/18/26 11/13/18 ti Si;ry Sand Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM SM SM SM SM SM I I 0 1 1 . 1 i Native Soils Recovered Unrecovered Standard ?mention Sample Sample Sample Norm The stratification lines represent the approximate boundaries herweet the soil types; the transition may be gradual. 'Total Depth = 31.5' No Bedrock No Groundwater T Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street / La Quinta, California Date- 1!20/2004 Boring Na. 6 Jab Number: 544-1033 ii 0 o a ' E 0 -N 1 1 E '` U m Description rii 1 n i Remarks 0 N U m Description n ] Native Soils 5 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM . ative Soils 10 t 4/6/7 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 2 15 1 1 6/8/8 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 0 20 - ,1 1 5/6/7 Silty Sand Fine Grained, Slightly Silty, Lt Gry Bm SM1. 1 - . ,1 1 6/8/12 Recovered Sample 1 otal Depth =21.5' 25 o Bedrock - Ro avcred Sample Unrecovered Sample Total Depth = 21.5' No Groundwater • Standard Penetration Sample No Bedrock • 30 Unrecovered Sample No Groundwater - • Penetration Sample 1 1 30 35 35 40 I 40 45 45 Note The strati/cation lines represent the approximate Note The stratification lines represent the approximate _ - boundaries between the soil types; the transition may be gradual. boundari IN between the soil types; the transition may be 50 • 50 Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street I La Quints, California Dab= 1129/2004 Boring No. 7 Jab Number: S44-4033 $ c Q -N 0. E 2 o•o -� 'o CIe N U m Description n ] 'i. Remarks 0 . ative Soils 5 '' 1 1 4/6/7 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bre SM 2 10 I 1 1 6/8/8 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Brn SM 0 15 - ,1 1 5/6/7 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bra SM 1 20 . ,1 1 6/8/12 Silty Sand Fine Grained, Slightly Silty, Lt Gry Bm SM 1 ■ - Ro avcred Sample Total Depth = 21.5' 25 No Bedrock • ��4 Unrecovered Sample No Groundwater - Standard Penetration Sample 1 1 30 35 40 45 Note The strati/cation lines represent the approximate _ boundaries between the soil types; the transition may be gradual. 50 T Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street / La Quints, California Datae: 2/29/2004 Boring No. 8 Job Number, 544-4033 cg c. c f e I o 2 3 4 o 0 a a t 3 , ti i rn D A' U' m Description rri = Remarks 0 Native Soils • 1 Native Soils '-.1 : 5 6/7/9 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bra SM Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm 0 10 6/7/7 Silty Sand Fine Grained, Slightly Silty, Lt Gry Bm SM SM 1 r 15 5/7/9 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 2 20 6/9/13 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM , 1 1 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM - 2 - Recovered Sample - Recovered Sample IIIII 'total Depth =21.5' 25 No Bedrock 1/ Unresw uund Sample No Bedrock - No Groundwater g Unrecovered Sample 1 1 Standard Penetration Sample No Groundwater - Standard Aene:mion Sample T 30 30 35 35 40 40 45 45 Note: The stratification lines represent the approximate boundaries between the soil types; the transition may be gradual. Not The stratification lines represent the approximate 50 - boundaries between the soil types; the transition may be gradual - — Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street / La Qulnta, California Date 1/29r2004 Baring No, 9 Sob Number: 544-4033 Depth, ft o c f 2 3 a . a , ti Description rn 5 2 2 LRemarks 0 r• Native Soils • 1 '-.1 54/4/6 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 10 .II ! 7/8/8 Silty Sand: Fine Grained, Slightly Silty, Lt Gay Bm SM 1 FF 1 tI 15 - , 1 7/12/12 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 2 - Recovered Sample 'Total Depth = 16 5' 20 IIIII No Bedrock 1/ Unresw uund Sample No Groundwater - 1 1 Standard Penetration Sample 25 30 35 40 45 Not The stratification lines represent the approximate - boundaries between the soil types; the transition may be gradual - SO Proposed Residential Development and Commercial Complex NEC Fred 'Waring Drive and Wasbington Stree 1 La Quinta, California Date 1/29/2004 Boring No. 10 Jab Number: 5.444033 a 8E n E CJ - 3 m Description — h r e 2 ci Remarks _d a _ $ • 1 3 Silty Sand: Fme Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm § 3 a E F.y Soils o to U m Desorption y t , i Remarks 0 - 20 Native Soils 5 Sample Silty Sand- Fine Grained, Slightly Silty, Lt Gry Bm SM Total Depth = 16 5' No Bedrock - Ut -ccai Sample 10 :. Silty Sand: Fine Gained, Slightly Silty, Lt Gry Brn SM T Standard Penetration Sample Note The stratification lines represent the approximate boundaries between the soil types. the transition may be gradual. 15 '"' Silty Sand: Fine Gamed, Slightly Silty, Lt Gry Bm SM 20 .- Silty Sand Fine Grained, Slightly Silty, Lt Gry Bm SM - Recovered Sample Total Depth = 21.5' 25 No Bedrock Unrecovered Sample No Groundwater - Standard Parr•::r:ion Sample 30 • 35 40 45 Neto: The stratification lines represent the approximate boundaries between the soil types; the transition may be _ gndnal. 50 Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Street / La Quints, California Date: 1129/2004 Boling No. 11 Soh Number: 544-4033 4 1. A 8E n E CJ - 3 m Description — h w 3 5 e 2 e i e 2 Remarks ° 5 10 • tr 4 . • 1 5/8/9 6/6/8 Silty Sand: Fme Grained, Slightly Silty, Lt Gry Bm Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM SM 2 2 'Native Soils 15 i 5/7/12 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM t - 20 Rawvered Sample I Total Depth = 16 5' No Bedrock - Ut -ccai Sample No Groundwater - 25 30 35 • 40 • • 45 50 T Standard Penetration Sample Note The stratification lines represent the approximate boundaries between the soil types. the transition may be gradual. Proposed Residential Development and Commercial Complex NEC Fred Waring Drive and Washington Stree / La Quints, California Date: 1/29/2004 Bering No. 12 Job Number. 544-1033 'Core v `a e e o c S a 3 y o m Description m° j 2 Remarks O. 1 _ v Native Soils I . 5 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM . YI 10 Silty Sand: Fine Grained, Slightly Silty, LI Gry Bm SM 15 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM 20 Silty Sand: Fine Grained, Slightly Silty, Lt Gry Bm SM - Recovered Sample Total Depth= 21.5' 25 No Bedrock Unrecovered Sample No Groundwater - Standard Penetration Sample 30 35 40 45 Noir. The stratification lines represent the approximate boundaries berwepf the soil types: the trsasioer may be gradual. 50 a. F- li1ii!:: • • •i t 1114}�i}il{�i{1 i Its • , �4$• a .10 l t IE. ('C��.�}`�f r � "" wee MONM U3i1 -•�—_ _ — +11 North . Approximate Boring Locations ,x'12. Boring Location Map Proposed Mixed -Use Development Commercial and Residential Property NEC Washington and Fred Waring Drive La Quinta. California Sladden Engineering Project Number: 544-4033 'Date: 2-19-04 APPENDIX B Laboratory Testing Laboratory Test Results Sladden Engineering APPENDIX B LABORATORY TESTING Representative bulk and relatively undisturbed soil samples were obtained in the field and returned to aur laboratory for additional observations and testing. Laboratory testing was generally performed in two phases. The first phase consisted of testing in order to determine the compaction of the existing natural soil and the general engineering classifications of the soils underlying the site. This testing was performed in order to estimate the engineering characteristics of the soil and to serve as a basis for selecting samples for the second phase of testing. The second phase consisted of sail mechanics testing. This testing including consolidation, shear strength and expansion testing was performed in order to provide a means of developing specific design recommendations based oa the mechanical properties of the soil. CLASSIFICATION AND COMPACTION TESTING Unit Weight and Moisture Content Determinations: Each undisturbed sample was weighed and measured in order to determine its unit weight. A small portion of each sample was then subjected to testing in order to determine its moisture content. This was used in order to determine the dry density of the soil in its natural condition. The results of this testing are shown on the Boring Logs. Maximum Density -Optimum Moisture Determinations: Representative soil types were selected for maximum density determinations. This testing was performed in accordance with the ASTM Standard D1557-91, Test Method A. The results of this testing are presented graphically in this appendix. The maximum densities are compared to the field densities of the soil in order to determine the existing relative compaction to the soil. This is shown on the Boring Logs, and is useful in estimating the strength and compressibility of the soil. Classification Testing: Soil samples were selected for classification testing. This testing consists of mechanical grain size analyses and Anerberg Limits determinations. These provide information far developing classifications for the soil in accordance with the Unified Classification System. This classification system categorizes the soil into groups having similar engineering characteristics. The results of this testing are very useful in detecting variations in the soils and in selecting samples for fiutber testing. SOIL MECHANIC'S TESTING Direct Shear Testing: One bulk sample was selected for Direct Shear Testing. This testing measures the shear strength of the soil under various normal pressures and is used in developing parameters for foundation design and lateral design. Testing was performed using recomputed test specimens, which were saturated prior to testing. Testing was performed using a strain controlled test apparatus with normal pressures ranging from 800 to 2300 pounds per square foot. Expansion Testing: One bulk sample was selected for Expansion testing. Expansion testing was performed in accordance with the UBC Standard I8-2. This testing consists of remolding 4 -inch diameter by 1 -inch thick test specimens to a moisture content and dry density corresponding to approximately 50 percent saturation. The samples are subjected to a surcharge of 144 pounds per square foot and allowed to reach equilibrium Al that point the specimens are inundated with distilled water. The linear expansion is then measured until complete. Sladden Engineering Gradation ASTM CI17&C136 Project Number: 544-4033 February 17, 2004 Project Name: Fred Waring & Washington Sample ID: Bulk 5 @ 0-5' Sieve Size, in Sieve Percent Size, mm Passing 111 3/4'1 1/2" 3/8" #4 #8 #16 #30 #50 #100 #200 25.4 19.1 12.7 9.53 4.75 2.36 1.18 0.60 0.30 0.15 0.074 100.0 100.0 100.0 100.0 97.0 88.0 71.0 58.0 49.0 37.0 5.0 .1nd111111n Sladden Enaineerine Project Number: Project Name: Sample ID: Gradation ASTM C117&C136 544-4033 February 17, 2004 Fred Waring & Washington Bulk 5 @ 0-5' Sieve Size, in Sieve Percent Size, mm Passing 1" 3/4" 1/2" 3/8" #4 #8 #16 #30 #50 #100 #200 25.4 19.1 12.7 9.53 4.75 2.36 1.18 0.60 0.30 0.15 0.074 100.0 100.0 100.0 100.0 98.0 86.0 67.0 45.0 32.0 25.0 3.0 100 90 - 00 - 70 o0 60 - c 50• 40 • 30 20 10 0 r • • • 100 000 10.000 1.000 0.100 Sieve Size, mm 0.010 0.001 Gradation Sladden Engineering PoilknA I Inn1nt Maximum Density/Optimum Moisture ASTM D698/D1557 Project Number: 544-4033 February 17, 2004 Project Name: Fred Waring & Washington Lab ID Number: Sample Location: Bulk 5 @ 0-5' Description: Sand Maximum Density: 111 pcf Optimum Moisture: 11% 145 140 135 130 110 10: 1 May IF..s. Sieve Size % Retained 3/4" 3/8" #4 0.0 ASTM D-1557 A Rammer Type: Machine 0 10 15 Moisture Content, Sladden Fneineerina 20 25 Ft Expansion Index ASTM D 4829/UBC 29-2 Job Number: 544-4033 Date: 2/17/2004 Job Name: Fred Waring& Washington Tech: Jake Lab ID: Sample ID: Bulk 5 @ 0-5 Soil Description: Sand Wt of Soil + Ring: 585.0 Weight of Ring: <— Zero Air Voids Lines, sg =2.65, 2,70, 2,75 Wt of Wet Soil: 406.0 Percent Moisture: dr..1111\ .411 0 10 15 Moisture Content, Sladden Fneineerina 20 25 Ft Expansion Index ASTM D 4829/UBC 29-2 Job Number: 544-4033 Date: 2/17/2004 Job Name: Fred Waring& Washington Tech: Jake Lab ID: Sample ID: Bulk 5 @ 0-5 Soil Description: Sand Wt of Soil + Ring: 585.0 Weight of Ring: 179.0 Wt of Wet Soil: 406.0 Percent Moisture: 9% Wet Density, pcf: 123.0 Dry Denstiy, pcf: 112.9 Vo Saturation: 49.3 Expansion Rack # Date/Time 2/17/2004 3:00 a.m. Initial Reading 0.500 Final Reading 0.500 Expansion Index (Final - Initial) x 1000 0 Sladden Engineering Revved 12/10/02 TOC ANAHEIM TEST LABORATORY 3008 S. ORANGE AVENUE SANTA ANA, CALIFORNIA 92707 PHONE (714) 549-7267 SLADDEN ENGINEERING: 6782 STANTON AVE. SUITE A BUFIA PARK, CA. 90621 AT19: BRETT/DAVE PROSECT: #544-4033 DAZE: 2/09/04 PAM°. Chain of Custody Snpp9C No. Lob. No. A-4518 SpacIBcation: Mot«td: SOIL BULK 5 @ 0-5' ANALYTICA:, REPORT CORROSION SERIES SUMMARY OF DATA pH SOLUBLE SULFATES SOLUBLE CHLORIDES MIN. RESISTIVITY per CA. 417 per CA. 422 per CA. 643 ppm ppm ohm -cm 7.0 33 878 6,220 APPENDIX C 1997 UBC Seismic Design Criteria Sladden Engineering 1997 UNIFORM BUILDING CODE SEISMIC DESIGN INFORMATION The International Conference of Building Officials 1997 Uniform Building Code contains substantial revisions and additions to the earthquake engineering section in Chapter 16. Concepts contained in the code that will be relevant to construction of the proposed structures are summarized below. Ground shaking is expected to be the prmary hazard most likely to affect the site, based upon proximity to significant faults capable of generating large earthquakes. Major fault zones considered to be most likely to create strong ground shaking at the site are listed below. Fault Zone Approximate Distance I Fault Type From Site (1997 UBC) San Andreas 8.5km A San Jacinto 36.2 km A Based on our field observations and understanding of local geologic conditions, the soil profile type judged applicable to this site is So, generally desenbcd as stiff or dense soil. The site is located within UBC Seismic Zone 4. The following table presents additional coefficients and factors relevant to seismic mitigation for new construction upon adoption of the 1997 code. Seismic Source Near -Source Acceleration Factor, N, Near -Source Velocity Factor, N, Seismic Coefficient C, Seismic Coefficient ` C. San Andreas 1.06 1.32 0.44N, 0.64N„ San Jacinto 1.0 1.0 0.44N, 0.64N„ Sladden Engineering Terra Nova / City of La Quinta Villa Capri Draft Environmental Impact Report Technical Appendices APPENDIX H Greenhouse Gases Tables for Tentative Parcel Map No. 35088 Prepared by Terra Nova Planning and Research, Inc. 400 S. Farrell Dr., Suite B-205 Palm Springs, CA 92262 October 30, 2008 NOTICE ON APPENDIX REDUCTION This technical appendix has been reduced by 50% and printed double -sided to conserve paper and to allow the technical appendices to be incorporated into the Draft EIR, If you wish to have a full-sized copy of this appendix, please contact the La Quinta Planning Department at 760-777-7125. Greenhouse Gases Tables for Tentative Parcel Map No. 35088 Prepared by Terra Nova Planning and Research, Inc. 400 S. Farrell Dr., Suite B-205 Palm Springs, CA 92262 October 30, 2008 Table 1 GHG Emissions from Indirect Electricity Use at Buildout of the Proposed Project Electricity Usel kwh per year 3,098,148 mwh per year 3,098 Emission Projected Projected Factor Emissions Emissions Metric Tons Emissions (L1rs/)1W h )1 (Lbs/Year) (Tons/Year) per Year Carbon Dioxide (CO2) 804.54 2,492,584 1,246 1,130.39 Methane (CH4) 0.0067 20.76 0.0104 0.01 Nitrous Oxide (N20) 0.0037 11.46 0.0057 0.01 Total 2,492,616 1,246 1,130.40 CO2 Equivalent per Year3 1,132.20 1 Electricity Usage rate is estimated using SCAQMD CEQA Handbook, Table A9 -11-A, 1993. For office land use the energy demand factor is 12.95 kwh per square foot per month and for retail the energy demand foactor is 13.55 kwh per square foot per month. For the preferred alternative it was assumed that there would be 130,450 square feet of office and 103,972 square feet of retail at buildout. The total monthly energy demand is projected to be 258,179 kwh per month. 2 Emission factors from "California Climate Action Registry General Reporting Protocol: Tables C5 and C6," version 3.0 prepared by California Climate Action Registry, April 2008. 3 CO2 Equivalent is based on SAR (1996) global warming potential of 21 for CH4 and 310 for N20. Note that estimated electricity consumption does not consider the transport of water. Table 2 GHG Emissions from Natural Gas Use at Buildout of the Proposed Project Natural Gas Uses Cubic Feet per Cubic Feet Day per Year 18,490 6,749,026 6,938 Projected Projected Emissions Emissions Metric Tons Unit (kg/Year) (Tons/Year) per Year 0.0546 kg CO2/cubic foot 368,497 406 368.42 MMBtu2 Emission Emissions Factor Carbon Dioxide (CO2)3 Methane (CH4)4 Nitrous Oxide (N20)4 0.0059 kg CH4/MMBtu 40.93 0.05 0.04 0.0001 kg N2O/M1v4Btu 0.69 0.00 0.00 Total 368,538 406.24 368 CO2 Equivalent per Years 369.49 1 Natural Usage rate is estimated using SCAQMI3 CEQA Handbook, Table A9-12, 1993. For office use the natural demand factor is 2.0 cubic feet par month and for rctsil the natural gas demand factor is 2.9 cubic feet per month. For the preferred alternative it was assumed that there would be 130,450 square feet of office and 103,972 square feet of retail at buildout. The total monthly natural gas demand is projected to be 562,418.8 cubic feet of natural gas per month. 2 Btu assumes 1,028 Btu per cubic foot. "Table A4 Approximate Heat Content of Natural Gas 1949-2007," energy information administration. 3 "Calculations and References," of the Greenhouse Gas Equivalencies Calculator, prepared by EPA and last updated on August 4, 2008. 4 Emission factors from "California Climate Action Registry General Reporting Protocol: Equations IH.8d," version 3.0 prepared by California Climate Action Registry, April 2008. 5 CO2 Equivalent is based on SAR (1996) global warming potential of 21 for CH4 and 310 for N20. Table 3 GHG Emissions from Moving Sources at Buildout of the Proposed Project Vehicle Type Passenger Car Light Duty Truck Total Miles Per Miles Per Gallons Per Davi Year Year2 34,720 12,672,825 643,291 709 258,629 13,128 35,429 12,931,454 656,419 GHG Emission Type Carbon Dioxide (CO2)3 Methane (CH4)4 Nitrous Oxide (N20)4 0.04 0.06 grams per mile 0.52 162 Total 5,784 5,956 Emission Factor Emission Metric CO2 Passenger Factor Light Tons per Equivalent Cars Duty Truck6 Unit Year per Year' metric tons per 0.00881 0.00881 gallon 5,783 5,783 0.04 0.05 grazes per mile 0.52 11 1 Miles per day are based on the "La Quinta Retail and Medical Office Complex Tentative Parcel Map No/ 35088 Revised Air Quality Impact Study," Table 4-4, prepared by Endo Engineering, September 2008. The Study assumes 10,380 average daily trips and 35,428.64 total vehicle miles traveled. The mix of vehicles assumes 98 percent of total miles traveled are passenger cars and 2 percent are light duty trucks. 2 To quantify the estimated gallons of gasoline that the project will use per year for the Moving Source component, 19.7 miles per gallon was assumed. 3 Emission factor for CO2 is from "Calculations and References," of the Greenhouse Gas Equivalencies Calculator, prepared by EPA and last updated on August 4, 2008. 4 Emission factors from "California Climate Action Registry General Reporting Protocol: Tables C5 and C6," version 3.0 prepared by California Climate Action Registry, April 2008. 5 Passenger cars are based on factors given for the use of gasoline and are based on model year 2000 to present. 6 Light duty trucks assume the use of gasoline and are based on model year 2000 to present. 7 CO2 Equivalent is based on SAR (1996) global warming potential of 21 for CH4 and 310 for N20. Table 4 Annual GHG Summary at Buildout of the Proposed Project CO2 Equivalent CO2 Equivalent Emission Source Metric Tons Million Metric Tons Electricity 1,132.20 0.001 Natural Gas 369.49 0.0004 Moving Source 5,955.92 0.006 Total 7,457.61 0.0075 California Emissions in 2004 Project percentage US Emissions in 2005 Project percentage 500 0.001% 7,260.40 0.0001% M 1111111 ! MN N MN NM M i d MO E i I O N