5.9 TRANSPORTATION AND T RAFFIC...The focus of the CMP is the development of an Enhanced Traffic Monitoring System in which real-time ... and a schedule of mitigating the deficiency

C A N Y O N S P R I N G S H I G H S C H O O L A T H L E T I C C O M P L E X D R A F T E I R M O R E N O V A L L E Y U N I F I E D S C H O O L D I S T R I C T

5. Environmental Analysis

December 2016 Page 5.9-1

5.9 TRANSPORTATION AND TRAFFIC This section of the Draft Environmental Impact Report (Draft EIR) evaluates the potential for implementation of the Canyon Springs High School Athletic Complex project to impact transportation facilities and traffic in the City of Moreno Valley. This section discusses plans and policies from the District and the City of Moreno Valley, along with the existing major transportation facilities throughout the study area. The analysis in this section is based in part on the following technical study:

Canyon Springs High School Athletic Complex Traffic Impact Analysis, PlaceWorks, April, 2016.

A complete copy of the technical study is included in Appendix G of this Draft EIR.1 All figures are at the end of this chapter.

TERMINOLOGY

Roadway capacity is generally limited by the ability to move vehicles through intersections. A level of service is a standard performance measurement to describe the operating characteristics of a street system in terms of the level of congestion or delay experienced by motorists. The level of service (LOS) corresponds to the delay calculated. Service levels range from A through F, that is, from the best traffic conditions (uncongested, free-flowing conditions) to the worst (total breakdown with stop-and-go operation).

The methodology used to assess the operation of signalized intersections is based on the Highway Capacity Manual 2000 (HCM 2000). The intersection level of service (LOS) analysis uses traffic volumes observed during the peak hour conditions. The peak hours selected for analysis are the highest volumes that occur in four consecutive 15-minute periods from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM on weekdays. Per the HCM 2000 methodology, overall average intersection delay at signalized intersections was calculated, and the worst-case approach delay was calculated at unsignalized intersections. Table 5.9-1 describes the operating conditions expected under each level of service for signalized and unsignalized intersections. The HCM 2000 methodology presents LOS in terms of control delay at intersections (in seconds per vehicle).

1 The traffic study includes an analysis of an additional stadium event driveway as requested by the City of Moreno Valley traffic

engineer. This driveway is not part of the proposed project.


5. Environmental Analysis TRANSPORTATION AND TRAFFIC

Page 5.9-2 PlaceWorks

Table 5.9-1 Intersection Level of Service Descriptions

LOS Description Average Delay per Vehicle (seconds)

Signalized Unsignalized

A Level of Service A occurs when progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay.

0 to 10.00 0 to 10.00

B Level of Service B generally occurs with good progression and/or short cycle lengths. More vehicles stop than for Level of Service A, causing higher levels of average total delay.

10.01 to 20.00 10.01 to 15.00

C Level of Service C generally results when there is fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear in this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping.

20.01 to 35.00 15.01 to 25.00

D Level of Service D generally results in noticeable congestion. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.

35.01 to 55.00 25.01 to 35.00

E Level of Service E is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high volume to capacity ratios. Individual cycle failures are frequent occurrences.

55.01 to 80.00 35.01 to 50.00

F

Level of Service F is considered to be unacceptable to most drivers. This condition often occurs with oversaturation, i.e., when arrival flow rates exceed the capacity of the intersection. It may also occur at high volume to capacity ratios below 1.00 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing causes to such delay levels.

80.01 and up 50.01 and up

Source: Highway Capacity Manual, Transportation Research Board, 2000.

5.9.1 Environmental Setting 5.9.1.1 REGULATORY FRAMEWORK

State and local laws, regulations, plans, and guidelines are summarized below.

Federal

Federal rules and regulations govern many facets of the City of Moreno Valley traffic and circulation system including: transportation planning and programming; funding; design, construction and operation of facilities; and others. The City complies with all applicable rules and regulations of the Federal Highway Administration, the Urban Mass Transit Administration, the Federal Railroad Administration, the Federal Aviation Administration and other Federal agencies. In addition, the City coordinates with Federal Resource Agencies where needed in the environmental clearance process for transportation facilities.




State

California Manual of Uniform Traffic Control Devices, Part 7: Traffic Control for School Areas

The California Manual on Uniform Traffic Control Devices, issued by Caltrans, provides uniform standards and specifications for all official traffic control devices in California, pursuant to the provisions of California Vehicle Code, Section 21400. Part 7 of the manual sets standards for traffic control for school areas, including standards for signs, road markings, and crossing supervision.

California Vehicle Code

California law requires the city or county to implement traffic control devices requested by a school district if they are meant to mitigate safety risks for students traveling to and from school, as described below.

California Vehicle Code, Division 11, Chapter 2, Article 1, Section 21372, Guidelines for Traffic Control Devices near Schools

The Department of Transportation and local authorities shall, with respect to highways under their respective jurisdictions, establish and promulgate warrants to be used as guidelines for the placement of traffic control devices near schools for the purpose of protecting students going to and from school. Such devices may include flashing signals. Such warrants shall be based upon, but need not be limited to, the following items: pedestrian volumes, vehicle volumes, width of the roadway, physical terrain, speed of vehicle traffic, horizontal and vertical alignment of the roadway, the distance to existing traffic control devices, proximity to the school, and the degree of urban or rural environment of the area.2

California Vehicle Code, Division 11, Chapter 2, Article 1, Section 21373, School Board Request for Traffic Control Devices

The governing board of any school district may request the appropriate city, county, city and county, or state agency to install traffic control devices in accordance with the warrants established pursuant to Section 21372. Within 90 days thereafter, the city, county, city and county, or state agency involved shall undertake an engineering and traffic survey to determine whether the requested crossing protection meets the warrants established pursuant to Section 21372. The city, county, city and county, or state agency involved may require the requesting school district to pay an amount not to exceed 50 percent of the cost of the survey. If it is determined that such requested protection is warranted, it shall be installed by the city, county, city and county, or state agency involved.3

California Vehicle Code, Division 11, Chapter 2, Article 1, Section 21368, Crosswalks near Schools

Whenever a marked pedestrian crosswalk has been established in a roadway contiguous to a school building or the grounds, it shall be painted or marked in yellow. Other established

2 Amended Ch. 545, Stats. 1974. Effective January 1, 1975. 3 Amended Ch. 1061, Stats. 1969. Effective November 10, 1969.




marked pedestrian crosswalks may be painted or marked in yellow if either (a) the nearest point of the crosswalk is not more than 600 feet from a school building or the grounds thereof, or (b) the nearest point of the crosswalk is not more than 2,800 feet from a school building or the grounds thereof, there are no intervening crosswalks other than those contiguous to the school grounds, and it appears that the facts and circumstances require special painting or marking of the crosswalks for the protection and safety of persons attending the school. There shall be painted or marked in yellow on each side of the street in the lane or lanes leading to all yellow marked crosswalks the following words, “SLOW-SCHOOL XING,” except that such words shall not be painted or marked in any lane leading to a crosswalk at an intersection controlled by stop signs, traffic signals, or yield right-of-way signs. A crosswalk shall not be painted or marked yellow at any location other than as required or permitted in this section.

Division 11, Chapter 2, Article 2, Section 21400, Official Traffic Control Devices

This code authorizes Caltrans to adopt rules and regulations for uniform standards and specifications for all official traffic control devices, including, but not limited to, stop signs, yield right-of-way signs, speed restriction signs, railroad warning approach signs, street name signs, and lines and markings on the roadway.

Regional

Riverside County Transportation Commission

The Riverside County Transportation Commission (RCTC) plans and implements transportation and transit improvements and assists local governments with funding for local streets and roads.

Riverside County Congestion Management Program

The County’s Congestion Management Plan (CMP) was prepared by the Riverside County Transportation Commission (RCTC) in consultation with the County and the cities in Riverside County.4 It is an effort to align land use, transportation, and air quality management efforts, and to promote reasonable growth management programs that effectively use statewide transportation funds, while ensuring that new development pays a fair share of needed transportation improvements.

The focus of the CMP is the development of an Enhanced Traffic Monitoring System in which real-time traffic count data can be accessed by RCTC to evaluate the condition of the Congestion Management System (CMS) as well as meet other monitoring requirements at the State and Federal levels. Per the adopted LOS standard of “E,” when a CMS segment falls to “F,” a deficiency plan is required. Preparation of a deficiency plan will be the responsibility of the local agency where the deficiency is located. Other agencies identified as contributors to the deficiency will also be required to coordinate with the development of the plan. The plan must contain mitigation measures, including Transportation Demand Management (TDM) strategies and transit alternatives, and a schedule of mitigating the deficiency. To ensure that the CMS is appropriately

4 Riverside County Transportation Commission (RCTC). 2011, December. 2011 Riverside Country Congestion Management Plan.




monitored to reduce the occurrence of CMP deficiencies, it is the responsibility of local agencies, when reviewing and approving development proposals, to consider the traffic impacts on the CMS.

County of Riverside Transportation Mitigation Uniform Fee

The County of Riverside has a transportation mitigation uniform fee, which is administered by the Western Riverside Council of Governments. Under this fee, the council collects fees from new development to fund transportation improvements such as roadway widening, new roadways, intersection improvements, traffic signalization, etc., for the purpose of mitigating future growth through 2035.

Senate Bill 743

The legislature found that with the adoption of the SB 375, the state had signaled its commitment to encourage land use and transportation planning decisions and investments that reduce vehicle miles traveled (VMT) and thereby contribute to the reduction of greenhouse gas emissions (GHG), as required by the California Global Warming Solutions Act of 2006 (Assembly Bill [AB 32]). Additionally, AB 1358 (Complete Streets Act) requires local governments to plan for a balanced, multimodal transportation network that meets the needs of all users.

On September 27, 2013, SB 743 was signed into law. SB 743 started a process that could fundamentally change transportation impact analysis as part of CEQA compliance. These changes will include the elimination of auto delay, level of service (LOS), and other similar measures of vehicular capacity or traffic congestion as a basis for determining significant impacts in many parts of California (if not statewide). As part of the new CEQA Guidelines, the new criteria “shall promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses” (Public Resources Code Section 21099(b)(1)). On January 20, 2016, OPR released revisions to its proposed CEQA guidelines for the implementation of SB743. Final review and rulemaking for the new guidelines are targeted for early 2017. Once the guidelines are prepared and certified, “automobile delay, as described solely by level of service of similar measures of vehicular capacity or traffic congestion, shall not be considered a significant impact on the environment” (Public Resources Code Section 21099(b)(2)). Certification and implementation of the guidelines are expected in early 2017. Since OPR has not yet amended the CEQA Guidelines to implement this change, automobile delay is still considered a significant impact, and the City of Moreno Valley currently uses the established LOS criteria.

Local

City of Moreno Valley

City of Moreno Valley Traffic Impact Analysis Preparation Guide

The city’s Traffic Impact Analysis (TIA) Preparation Guide prescribes methods for traffic studies in the city, including intersection analysis and segment analysis, and the area and scenarios to be studied.5 The

5 Moreno Valley Transportation Engineering Division. August 2007. Traffic Impact Analysis Preparation Guide.




Preparation Guide also has guidelines for the format of a TIA report and for the types of projects that may require a TIA.

The City of Moreno Valley General Plan considers LOS C to be optimal; LOS D is acceptable in some locations, such as areas with high employment concentration and north-south roads near SR-60. Based on the City of Moreno Valley Traffic Impact Analysis Preparation Guide, a project would have a significant impact under the California Environmental Quality Act (CEQA) when the addition of project traffic causes an intersection that operates at an acceptable LOS under existing traffic conditions to fall to an unacceptable LOS.

Direct Impact. If an intersection is projected to operate at an acceptable LOS without the project, and the addition of project-related traffic (50 or more peak hour trips) results in the intersection operating at an unacceptable LOS, the impact is considered a potentially significant direct impact. If an intersection is operating at an unacceptable LOS without the project and the project contributes 50 or more peak hour trips, the impact is considered a potentially significant direct impact. The project would mitigate its direct impacts by reducing delays to pre-project levels or better.

Cumulative Impact. A potentially significant cumulative impact occurs when an intersection is projected to operate below the LOS standards due to local and regional traffic growth (i.e., cumulative development and ambient growth) along with the addition of project traffic. A project’s contribution to a cumulatively significant traffic impact can be reduced to less than significant if improvement measures are implemented or fair share improvement funding is provided to alleviate the cumulative impact. If full funding of future cumulative project is not reasonably assured, a temporarily unmitigated cumulative impact may occur until the needed improvement is fully funded and constructed.

City of Moreno Valley Standard Plans

Roadway Design Requirements. Standard Plan 113 has design speeds for various types of roadways defined in the city’s general plan.

Intersection Sight Distance. Standard Plans 125A, 125B, and 125C specify required sight distances at intersections.

5.9.1.2 EXISTING CONDITIONS

Roadways

The study-area roadway descriptions below are the classifications in the City of Moreno Valley General Plan Circulation Element (2006). Study area roadways and intersections are mapped on Figure 5.9-1.

Pigeon Pass Road. This north-south roadway is four lanes north of Sunnymead Boulevard and six lanes south of Sunnymead Boulevard. It is classified as a Modified Minor Arterial roadway north of Ironwood Avenue and a six-lane Divided Arterial from Ironwood to the SR-60 interchange.




Sunnymead Ranch Parkway. This roadway runs east-west at Pigeon Pass Road and north-south at Old Lake Drive. It is a four-lane divided roadway in the study area and classified as an Arterial roadway.

Old Lake Drive. This is an east-west four-lane roadway in the study area. It is classified as a Minor Arterial roadway.

Cougar Canyon Drive. This east-west driveway is the only access road to Canyon Springs High School. The west half of Cougar Canyon Drive is a two-lane roadway, and the east half is a four-lane roadway.

Western Ridge Road. This is an east-west two-lane local roadway in the study area.

Swan Street. This is an east-west two-lane local roadway in the study area.

Climbing Rose Drive. This is an east-west two-lane local roadway in the study area.

Ironwood Avenue. This is an east-west four-lane roadway in the study area. It is classified as a Minor Arterial.

Intersections

The nine intersections analyzed are all under the City of Moreno Valley’s jurisdiction. The study area was defined based on the calculated project trip generation and distribution and in consultation with City of Moreno Valley Transportation Engineering Division staff. The following intersections were analyzed:

1. Pigeon Pass Road at Sunnymead Ranch Parkway (all-way stop)

2. Pigeon Pass Road at Old Lake Drive (signal)

3. Pigeon Pass Road at Westbluff Park Driveway (cross-street stop)

4. Pigeon Pass Road at Cougar Canyon Drive (signal)

5. Pigeon Pass Road at Western Ridge Road (signal)

6. Pigeon Pass Road at Swan Street (signal)

7. Pigeon Pass Road at Climbing Rose Drive (signal)

8. Pigeon Pass Road at Ironwood Avenue (signal)

9. Sunnymead Ranch Parkway at Old Lake Drive (signal)

Travel lanes and intersection controls at study area intersections are shown on Figure 5.9-2, Travel Lanes and Intersection Lane Configurations.




Pedestrian and Bicycle Facilities

Paved sidewalks are provided on the north side of Cougar Canyon Drive and on both sides of Pigeon Pass Road/Fredrick Street, Sunnymead Ranch Parkway, Old Lake Drive, Swan Street, Climbing Rose Drive, and Ironwood Avenue. There are no paved sidewalks on Western Ridge Road. Crosswalks are provided in both directions at all the study area intersections except for intersection #3. The intersections of Pigeon Pass at Cougar Canyon Drive and at Old Lake are equipped with crosswalks and pedestrian signals.

Striped (Class II) bike lanes are provided along Sunnymead Ranch Parkway, Pigeon Pass Road between Old Lake Drive and Ironwood Avenue, and Ironwood Avenue to the west of Pigeon Pass Road.

Public Transit

The Riverside Transit Agency (RTA) operates public transit bus services in western Riverside County. RTA Route 11, a local route in the City of Moreno Valley, operates in the study area on Pigeon Pass Road and Old Lake Road with a frequency of approximately 70 minutes. The nearest bus stops to the school are on Pigeon Pass Road near the Cougar Canyon Drive intersection.

Existing Intersection Operations

Existing Conditions, Friday PM Peak Hour

To analyze potential impacts related to full capacity events that would be anticipated to occur on Friday evenings for varsity football, Friday PM conditions are evaluated in this analysis. The Friday PM peak hours generally do not represent typical commute weekday PM traffic conditions; therefore, separate counts were taken and Friday is analyzed separately. Turn movement volumes for Friday PM peak hour were collected at all the study area intersections. These counts were obtained on Friday, February 5, 2016. The Friday PM peak hour existing intersection operations for all study area intersections are summarized in Table 5.9-2. For all study intersections, LOS C is considered acceptable, except for intersection #8 (Pigeon Pass Road at Ironwood Avenue), where LOS D is acceptable. All study area intersections operate at acceptable LOS during the Friday PM peak hour.




Table 5.9-2 Existing Intersection Levels of Service, Friday PM Peak Hour

Intersection Intersection Control

Friday PM Peak Hour Average Delay

(sec/veh) LOS 1. Pigeon Pass Road at Sunnymead Ranch Parkway AWS 8.1 A 2. Pigeon Pass Road at Old Lake Drive Signal 26.1 C 3. Pigeon Pass Road at Westbluff Park Driveway CSS 12.4 B 4. Pigeon Pass Road at Cougar Canyon Drive Signal 12.5 B 5. Pigeon Pass Road at Western Ridge Road Signal 3.7 A 6. Pigeon Pass Road at Swan Street Signal 7.4 A 7. Pigeon Pass Road at Climbing Rose Drive Signal 6.8 A 8. Pigeon Pass Road at Ironwood Avenue Signal 39.0 D 9. Sunnymead Ranch Parkway at Old Lake Drive Signal 13.7 B Notes: AWS = All-Way Stop; CSS = Cross-Street Stop. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis

Existing Conditions Intersection Analysis, AM, Midday, and PM Peak Hours

To evaluate potential impacts with the proposed new site access via the Westbluff Park, a focused school access analysis is included in this study for intersections #2 (Pigeon Pass Road at Old Lake Drive), #3 (Pigeon Pass Road at Westbluff Park Driveway), and #4 (Pigeon Pass Road at Cougar Canyon Drive). The AM, midday, and PM peak hours intersection operations analysis results are summarized in Table 5.9-3. The intersections #2 (Pigeon Pass Road at Old Lake Drive) and #4 (Pigeon Pass Road at Cougar Canyon Drive) operate at unacceptable LOS D during the AM peak hour.

Table 5.9-3 Existing Intersection Levels of Service, Weekday Peak Hours

Intersection Intersection

Control

AM Peak Hour Midday Peak Hour PM Peak Hour Average

Delay (sec/veh) LOS

Average Delay

(sec/veh) LOS

Average Delay

(sec/veh) LOS 2. Pigeon Pass Road at Old Lake Drive Signal 49.3 D 33.4 C 34.0 C 3. Pigeon Pass Road at Westbluff Park Driveway CSS 13.6 B 12.1 B 14.6 B 4. Pigeon Pass Road at Cougar Canyon Drive Signal 52.6 D 18.2 B 12.5 B Notes: AWS = All-Way Stop; CSS = Cross-Street Stop. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis

Existing Internal Circulation

Vehicles enter and exit Canyon Springs High School parking lots via Cougar Canyon Drive. Drop-off, pick-up, and student parking take place in the west parking lot next to the football field. Parking, queues6, and pick-up procedures were observed on February 25, 2016, from 2:55 PM to 3:45 PM. Prior to the last bell at 3:10 PM, school buses were lined up along the east curb. The vehicles that had already arrived waited in parking spaces. School buses began to leave at around 3:15 PM, and other vehicles entered the west parking 6 A line of vehicles waiting to turn.




lot to pick up students. After the school buses left, pick-up vehicles lined up against the east curb to wait for students. If there was no space along the east curb, vehicles pulled into one of the parking spaces to wait. Although many vehicles were entering the school between 3:15 PM to 3:30 PM, the entering vehicles did not create a queue on Cougar Canyon Drive or on Pigeon Pass Road. On the other hand, the departing vehicles created long queues toward the existing driveways to Cougar Canyon Drive. During the heaviest traffic, the departing vehicles occupied the entire segment of Cougar Canyon Drive that backed up into the school parking lot while the signal was red at the intersection of Pigeon Pass Road and Cougar Canyon Drive.

5.9.2 Thresholds of Significance According to CEQA Guidelines Appendix G, a project would normally have a significant effect on the environment if it would:

T-1 Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit.

T-2 Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways.

T-3 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.

T-4 Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).

T-5 Result in inadequate emergency access.

T-6 Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities.

The Initial Study, included as Appendix A to this Draft EIR, substantiates that impacts associated with the following thresholds would be less than significant: T-3, T-5, and T-6. These impacts are not addressed in the following analysis.

5.9.3 Environmental Impacts METHODOLOGY

Synchro (version 9) software was used to determine the LOS at the study area intersections. This traffic impact analysis fully complies with the City of Moreno Valley Traffic Impact Analysis Preparation Guide. A memorandum of understanding (MOU or scoping agreement) was submitted to the city’s traffic engineer on




March 8, 2016. The MOU included the methodologies that would be used in the project traffic impact analysis, including trip generation estimates, trip distribution, a list of study area intersections to be evaluated, identification of an ambient growth rate and scenarios to be evaluated, criteria to evaluate levels of service, and thresholds of significance. The City of Moreno Valley traffic engineer reviewed the memorandum of understanding and provided comments on March 11, 2016

IMPACT ANALYSIS

The following impact analysis addresses thresholds of significance for which the Initial Study disclosed potentially significant impacts. The applicable thresholds are identified in brackets after the impact statement.

Impact 5.9-1: Athletic Complex events would not conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system. [Threshold T-1]

Impact Analysis: LOS C is acceptable at all study roadway segments and intersections, except for the roadway segments and intersections of Pigeon Pass Road south of Ironwood Avenue, where LOS D is acceptable. Based on the City of Moreno Valley Traffic Impact Analysis Preparation Guide, a project would have a significant impact under CEQA when the addition of project traffic causes an intersection that operates at an acceptable LOS under existing traffic conditions to fall to an unacceptable LOS.

Project Trip Generation

The athletic complex includes the construction of a 3,000-seat stadium at Canyon Springs High School. The most widely recognized source to estimate the number of trips generated by a land use or project is the Institute of Transportation Engineers’ (ITE) Trip Generation manual. The manual is a compilation of results from surveys performed at several land-use types across the United States. However, it does not have trip generation rates for stadiums, football events, or athletic complexes. Therefore, trip generation rates for the proposed project were based on an average of the trip generation rates from four similar traffic impact analyses for local high school stadium projects in Southern California. Table 5.9-4 shows the trip rates and project trip generation for the Canyon Springs High School Athletic Complex during the pre-event peak hour. During the peak hour on a Friday evening, prior to a maximum-capacity stadium event, up to 923 vehicle trips would be generated, with 785 inbound and 138 outbound trips.

Table 5.9-4 Athletic Complex Trip Generation Rates

Land Use Unit

Friday PM Peak Hour In Out Total

High School Athletic Complex1 Seat 0.261 0.046 0.307 Project Trip Generation 3,000 785 138 923

1 Based on trip generation rates used for the stadiums at Beaumont High School, North High School, John W. North High School, Pioneer High School, and University High School.

Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis




Trip Distribution and Assignment

Project-generated trips were distributed onto the study area roadway network based on a review of the study area arterial roadways and freeways, a review of land uses in the area, the traffic patterns, the school attendance boundaries, approximate locations of student residences, and traffic counts taken on school driveways.

Future Traffic Conditions

The following future condition scenarios are evaluated for the proposed project:

2021 Without Project

2021 With Project

Per the City’s guidelines, the future 2021 scenarios correspond to baseline 2016 plus a 5-year horizon ambient growth at 2 percent per year plus cumulative traffic. The total ambient growth for the period is 10.4 percent.

Cumulative traffic is the traffic generated by the development of future projects that have been approved but not yet built and/or for which development applications have been filed and are under consideration by the city. Three cumulative projects in the vicinity of the school were provided by the City of Moreno Valley Planning Department. All three projects are single-family residential land uses with a total of 263 units that could be built. For these cumulative projects, trip generation values were extracted from the ITE Trip Generation Manual. Based on a review of the circulation system, the trip generation, location, and land use type, the cumulative projects shown on Figure 5.9-3, Cumulative Development Locations, could add measurable traffic to the study area street system. The cumulative development projects assumed in the traffic analysis are estimated to generate 2,503 average daily trips on weekdays, with approximately 197 vehicle trips during the AM peak hour and 263 vehicle trips during the PM peak hour. The PM peak hour cumulative volumes were included the midday analysis because no data is available for other land uses in the midday. Because the PM peak hour traffic volumes are higher than those at midday, this is a conservative assumption.

Athletic Complex Event

Figure 5.9-4, Pre-event Trip Distribution, presents the anticipated trip distribution for the proposed stadium, which includes the new school driveway on the expansion site (Westbluff Park). Two driveways would be used to access the school for stadium events in this scenario—the existing driveway at Cougar Canyon Drive and the new driveway. The anticipated intersections LOS during the PM peak hour prior to major stadium events on Fridays are presented below.

2021 Without Project Traffic Conditions

The intersection operations for the 2021 Without Project conditions correspond to the scenario referred in the traffic study as Existing Plus Ambient Plus Cumulative (E+A+C) conditions. The 2021 Without Project traffic conditions for Friday evenings are given in Table 5.9-5. Under 2021 Without Project conditions, all intersections would operate at acceptable LOS.




Table 5.9-5 2021 Without Project Intersection LOS, Friday PM Stadium Event



(sec/veh) LOS 1. Pigeon Pass Road at Sunnymead Ranch Parkway AWS 8.9 A 2. Pigeon Pass Road at Old Lake Drive Signal 27.4 C 3. Pigeon Pass Road at Westbluff Park Driveway CSS 13.2 B 4. Pigeon Pass Road at Cougar Canyon Drive Signal 13.8 B 5. Pigeon Pass Road at Western Ridge Road Signal 4.4 A 6. Pigeon Pass Road at Swan Street Signal 8.4 A 7. Pigeon Pass Road at Climbing Rose Drive Signal 7.5 A 8. Pigeon Pass Road at Ironwood Avenue Signal 52.9 D 9. Sunnymead Ranch Parkway at Old Lake Drive Signal 14.9 B Notes: AWS = All-Way Stop; CSS = Cross-Street Stop. Bold show intersections operating at unacceptable LOS. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis

2021 With Project Traffic Conditions

The intersection operations for the 2021 With Project traffic conditions Friday evenings are given in Table 5.9-6. This scenario corresponds to the 2021 Without Project scenario plus traffic added by the proposed project. Under 2021 With Project conditions, the project would result in a direct traffic impact at the Pigeon Pass Road / Ironwood Avenue intersection, and mitigation would be required to reduce direct impacts to pre-project levels or better.

Table 5.9-6 2021 With Project Intersection LOS, Friday PM Stadium Event



(sec/veh) LOS 1. Pigeon Pass Road at Sunnymead Ranch Parkway AWS 9.2 A 2. Pigeon Pass Road at Old Lake Drive Signal 30.1 C 3. Pigeon Pass Road at Westbluff Park Driveway CSS 16.7 C 4. Pigeon Pass Road at Cougar Canyon Drive Signal 17.6 B 5. Pigeon Pass Road at Western Ridge Road Signal 8.3 A 6. Pigeon Pass Road at Swan Street Signal 13.7 B 7. Pigeon Pass Road at Climbing Rose Drive Signal 9.2 A 8. Pigeon Pass Road at Ironwood Avenue Signal 83.0 F 9. Sunnymead Ranch Parkway at Old Lake Drive Signal 31.9 C Notes: AWS = All-Way Stop; CSS = Cross-Street Stop. Bold show intersections operating at unacceptable LOS. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis




Conclusion

The City’s General Plan Circulation Element has LOS policies to maintain acceptable operations during weekday peak hours. The proposed project traffic would not degrade the operation of the circulation system on weekdays during the AM, midday, and PM peak hours. However, during an approximately one-hour period prior to a full-capacity stadium event on a Friday evening, the intersection of Pigeon Pass Road and Ironwood Avenue would have stadium-related traffic congestion that would result in the acceptable LOS D to temporarily fall to an unacceptable LOS F. Full-capacity events that would generate high levels of traffic—such as graduation or a varsity homecoming football game—would occur only a few times per year. The city’s LOS policies try to maintain the continuous performance of the circulation system and to work toward the mobility goals in the general plan. The level of congestion that is anticipated to occur prior to a full-capacity stadium event would not affect the typical weekday commuter peak hours and would not be a frequent or regular occurrence. Because the approximately one hour of congestion associated with a full capacity stadium event would be occasional and short, it is considered less than significant.

Impact 5.9-2: Use of the new driveway during school hours may conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system. [Threshold T-1]

Impact Analysis: LOS C is acceptable at all study roadway segments and intersections, except for the roadway segments and intersections of Pigeon Pass Road south of Ironwood Avenue, where LOS D is acceptable. Based on the City of Moreno Valley Traffic Impact Analysis Preparation Guide, a project would have a significant impact under CEQA when the addition of project traffic causes an intersection that operates at an acceptable LOS under existing traffic conditions to fall to an unacceptable LOS.

To evaluate the potential traffic impacts of adding a new school driveway at the expansion site, the following intersections were analyzed during AM peak hour, student dismissal midday peak hour, and PM peak hour:

2. Pigeon Pass Road at Old Lake Drive

3. Pigeon Pass Road at Westbluff Park Driveway

4. Pigeon Pass Road at Cougar Canyon Drive

In this analysis it has been assumed that the Westbluff Park Driveway would continue to have a left turn restriction, with no left turn vehicular egress allowed between 6:30 AM and 8:30 AM. In addition, the westbound egress at Pigeon Pass Road is assumed to be a single shared right/left turn lane.

Trip Distribution

Figure 5.9-5, Existing Trip Distribution, shows the existing trip distribution during student drop-off and pick-up periods. The trip distribution is based on a review of the land uses in the vicinity of the school and traffic count data collected in the area.

The trip distribution with the proposed project was estimated based on several factors, including trip origins and destinations, the proximity of the student drop-off and pick-up area to the access driveways, and the




amount of parking at the new parking lot adjacent to the new access road. It is anticipated that approximately 20 percent of the school traffic would utilize the new access driveway and the remaining 80 percent would continue to access the school via the intersection of Pigeon Pass Road at Cougar Canyon Drive. The trip distribution maps are presented in the Traffic Impact Analysis, included as Appendix G to this EIR.

Similar to the analysis to evaluate traffic impacts related to the athletic Complex Event, the 2021 Without project and the 2021 With Project scenarios were evaluated for the AM peak hour, student dismissal midday peak hour, and PM peak hour. The future 2021 also include the same ambient growth and cumulative project traffic assumptions described previously.

2021 Without Project Traffic Conditions

The intersection operations for the 2021 Without Project Conditions during school hours are shown in Table 5.9-7. This scenario corresponds to the scenario referred in the traffic study as Existing Plus Ambient Plus Cumulative (E+A+C) conditions. As shown, the intersection of #2 (Pigeon Pass Road at Old Lake Drive) would operate at unacceptable LOS D or E during all three peak hours analyzed, and the intersection of #4 (Pigeon Pass Road at Cougar Canyon Drive) would operate at unacceptable LOS D during the AM peak hour.

Table 5.9-7 2021 Without Project Intersection LOS, School Hours


Control


Delay (sec/veh) LOS

Average Delay

(sec/veh) LOS

Average Delay

(sec/veh) LOS 2. Pigeon Pass Road at Old Lake Drive Signal 66.1 E 34.2 C 35.2 D 3. Pigeon Pass Road at Westbluff Park Driveway CSS 14.8 B 13.4 B 17.1 C 4. Pigeon Pass Road at Cougar Canyon Drive Signal 41.5 D 17.9 B 13.7 B Notes: AWS = All-Way Stop; CSS = Cross-Street Stop. Bold show intersections operating at unacceptable LOS. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis

2021 With Project Traffic Conditions

The intersection operations for the 2021 With Project traffic conditions during school hours, are shown in Table 5.9-8. This scenario corresponds to the scenario referred in the traffic study as Existing Plus Ambient Plus Cumulative Plus Project (E+A+C+P) conditions. Intersection #2 (Pigeon Pass Road at Old Lake Drive) would operate at unacceptable LOS E and D during the AM and PM peak hours, respectively.




Table 5.9-8 2021 With Project Intersection LOS, School Hours


Control


Delay (sec/veh) LOS

Average Delay

(sec/veh) LOS

Average Delay

(sec/veh) LOS 2. Pigeon Pass Road at Old Lake Drive Signal 66.1 E 34.2 C 35.2 D 3. Pigeon Pass Road at Westbluff Park Driveway CSS 17.0 C 14.0 B 17.2 C 4. Pigeon Pass Road at Cougar Canyon Drive Signal 34.5 C 17.0 B 12.6 B Notes: AWS = All-Way Stop; CSS = Cross-Street Stop. Bold show intersections operating at unacceptable LOS. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis

Based on the intersection delay and LOS results presented in tables 5.9-8 to 5.9-9 above, the intersection of Pigeon Pass Road at Old Lake Drive would not be affected by the new school driveway. The new access would improve conditions at the existing access via Pigeon Pass Road at Cougar Canyon Drive because the new access would redistribute vehicle ingress and alleviate the amount of traffic at the existing access. It is also anticipated that the new access at Pigeon Pass Road at Westbluff Park Driveway would operate at acceptable LOS. Therefore, the new access via the Westbluff Park Driveway would improve vehicular ingress and egress to the school campus during normal operations. No impacts related to school access would occur.

Access Driveway Queues

A traffic simulation was performed for future conditions during each of the four periods analyzed (AM peak hour, midday peak hour, PM peak hour, and Friday PM peak hour) to determine the required storage capacity for turn lanes at the existing school driveway #4 (Pigeon Pass Road at Cougar Canyon Drive) and for the new school driveway #3 (Pigeon Pass Road at Westbluff Park Driveway). The greatest traffic generation during school operations is during the AM peak hour, so the simulation was performed for this period. The simulation was used to estimate the 95th percentile queue lengths, that is, the queue lengths that would only be exceeded 5 percent of the time.

AM Peak Hour: Pigeon Pass Road at Cougar Canyon Drive

As shown in Table 5.9-9, the AM Peak Hour traffic currently exceeds the amount of space available to stack cars entering and exiting the campus. With the new school access at intersection #3 (Pigeon Pass Road and Westbluff Park Driveway), queue lengths would be reduced for three of the four turning movements at intersection #4 (Pigeon Pass Road and Cougar Canyon Drive); the queue length for the northbound right turning movement would be increased, but only slightly by one foot.7 This is not considered a significant impact. Although the 95th percentile queue lengths would exceed the available storage capacity at the approaches evaluated, the new school driveway would generally relieve the existing access and reduce the queues.

7 Queue length computer modeling output numbers. It is unclear why an increase in queue length was identified here.




Table 5.9-9 Pigeon Pass Road at Cougar Canyon Drive Queue Lengths, AM Peak Hour

Turn Movement Available storage (ft) 95th Percentile Queue Lengths (feet)

Without Project With Project Southbound Left 195 252 242 Northbound Right 307 330 331 Westbound Left 280 326 316 Westbound Right 280 289 245 Bold indicates that the 95th percentile queue exceeds the available storage. Source: Canyon Springs High School Athletic Complex Traffic Impact Analysis (see Appendix G)

New Access Driveway

The Westbluff Park Driveway at Pigeon Pass Road is currently unsignalized, with a shared left-right turn lane and a stop sign. Pigeon Pass Road is striped with a two-way left turn median that provides storage for the left turn into the park.

The 95th percentile queue lengths for the movements at this intersection would be:

Northbound right = 460 feet

Southbound left = 88 feet

The nearest offsite driveway is approximately 450 feet north of the Westbluff Park Driveway. The two-way left turn median on Pigeon Pass Road has sufficient length to accommodate the queue that would form during the student AM Peak Hour drop-off. The reconfigured intersection would provide sufficient storage for the southbound left queues so that no vehicles would block through lanes while queuing on the southbound left turn lane.

Traffic signing, striping, and sight distance would be implemented in conjunction with detailed construction plans for the project and would comply with the City of Moreno Valley standards. These plans would be reviewed by the City public works department and traffic engineer and approved prior to construction.

Signal Warrants and Access Design

Signal warrants are a set of criteria used to evaluate the potential need for the installation of a traffic signal at an unsignalized or stop-controlled intersection. The methodology for the signal warrant analysis is included in the 2014 California Manual on Uniform Traffic Control Devices. The manual states that if one or more of the criteria for signal warrants is met, an engineering study would be required to evaluate other factors to determine if an intersection must be signalized.

Due to the existing low volumes at the Westbluff Park driveway, the warrants are not met. However, with school-related daytime traffic, the signal warrant criteria would be met during the AM peak hour at the intersection of Pigeon Pass Road at Westbluff Park driveway.




Although the signal warrant criteria is met, the satisfaction of a traffic signal warrant or warrants does not in itself require the installation of a traffic control signal. The need for a traffic control signal is based on an engineering study determining whether installation of a traffic control signal is justified at this location. There would be the potential for an impact because the unsignalized access may need a traffic signal to keep traffic moving smoothly.

Conclusion

As part of the project, a second driveway at Pigeon Pass Road would be used to relieve congestion at the only existing school access at Cougar Canyon Drive. The two-way left turn median on Pigeon Pass Road has sufficient length to accommodate the queue that would form during the AM student drop-off period. The Westbluff Park Driveway is currently unsignalized, with a stop sign on the westbound approach, the intersection would be reconfigured in compliance with the City of Moreno Valley Traffic Engineering Department requirements. However, the final determination for a traffic signal is required. Impacts would be less than significant. Implementation of Mitigation Measure T-1 would reduce possible impacts related to the traffic flow at the new driveway to less than significant.

Construction Traffic Congestion

The following addresses construction traffic as it related to congestion during AM and PM peak hours. It is anticipated that up to 56 construction workers could be on site occasionally during the construction period. This assumes a worst case scenario where all workers drive solo, and up to 56 inbound trips could occur in the AM peak hour and 56 trips in the PM peak hour. Demolition and grading would involve haul of about 2,025 tons of asphalt demolition debris and 9,785 tons of soil export. Demolition debris haul would amount to about 225 one-way truck trips, or 70 trips per day for four days. Soil haul would amount to about 1,224 one-way truck trips, or 35 trips per day for approximately 35 days, or 35 trips per day in average. Temporary delays in traffic may occasionally occur due to oversized vehicles traveling at lower speeds on streets. Such delays would be occasional and of short duration. This temporary traffic impact would only occur during a relatively short period of approximately 2 months during demolition and grading when truck hauling of demolition debris and soil would occur. Given the relatively small number of truck trips, which would be spread during the day, traffic congestion related to construction activities would be considered less than significant.

Impact 5.9-3: Project-generated traffic would not exceed CMP performance standards. [Threshold T-2]

Impact Analysis: The county’s CMP was prepared by RCTC in 2011 in consultation with the county and cities in Riverside County (RCTC 2011). All freeways and certain arterial roadways in Riverside County are elements of the CMP Highway System. The nearest CMP highway to the project site is SR-60, about 1.4 miles to the south.

Daily School Operation

The project would implement a new site access that would cause some of the traffic to be redistributed in the vicinity of the school campus, but it would not affect areas south of the school campus. There would be no




new trip related to the operation of the school during the student arrival and dismissal. Because there would be no new trips during school hours and the project would not modify traffic patterns near any CMP facility, impacts to CMP facilities would be less than significant.

Friday PM Stadium Event Traffic

Trips to Friday PM stadium events would occur during the PM peak commuting hour. A capacity stadium event is estimated to generate 923 vehicle trips prior to full-capacity stadium events. Canyon Springs High School is in the Inland Valley League, consisting of high schools in the cities of Riverside and Moreno Valley. Thus, depending on which school Canyon Springs was playing at a home game, trips to a stadium event could be eastbound from the City of Riverside or could be local traffic in Moreno Valley. Spectators coming from within Moreno Valley are likely to use City roads and not utilize the Freeway. Spectators coming from Riverside likely already utilize the Freeway as games take place in other stadiums in the City of Moreno Valley. The level of service on SR-60 east of the City of Moreno Valley was C, as identified in the 2011 CMP.8 Average daily traffic volumes on SR-60 in 2014 were 136,000 vehicles per day west of the Pigeon Pass Road ramps, and 131,000 vehicles per day east of Pigeon Pass Road.9 According to the trip distribution map in the traffic study, approximately 300 (30% of the 923) stadium event vehicle trips would be expected to come from the areas near the SR-60 ramps, and only a fraction would utilize the 60 Freeway system. Compared to the existing traffic the anticipated increase would be negligible. Therefore, because of the low anticipated volumes and the fact that the stadium events at capacity would occur less than 10 times per year, impacts would be less than significant.

Impact 5.9-4: Proposed project may create hazardous conditions due to incompatible uses. [Threshold T-4]

Impact Analysis: During construction of the project incompatible uses (construction equipment and students) may create a hazardous condition on campus. Demolition debris haul would amount to about 70 trips per day over a 4-day period, and soil haul would amount to about 35 trips per day for approximately 35 days. Because the high school would be in session during the majority of the construction period, some of the work would be phased so the school has access to some of the fields during the year. The specific construction schedule would be developed with input from the District, school staff, and the construction manager to avoid as much disruption in school athletic programs and classes as possible.

The staging area for construction equipment and materials storage would be in the parking lot adjacent to the athletic complex. During construction student parking on campus would be limited; therefore, parking passes distributed by the school administrators would be limited. Construction vehicles would enter the campus from the access driveways on Pigeon Pass Road. Construction-related traffic and modifications to the site access and internal circulation has the potential to cause disruptions to traffic during student drop-off and pick-up times and to cause unsafe conditions as it related to students, staff, and guest navigating around the

8 The CMP does not show the LOS on SR-60 or Interstate 215 within the City of Moreno Valley. 9 Caltrans. 2016, May 3. 2014 Traffic Volumes on California State Highways.

http://www.dot.ca.gov/trafficops/census/docs/2014_aadt_volumes.pdf.




construction zone. Implementation of Mitigation Measure T-2 would reduce construction-related hazard impacts to less than significant.

5.9.4 Cumulative Impacts Cumulative traffic impacts are created when the proposed project combined with other future developments contributes to the overall traffic impacts, requiring additional improvements to maintain acceptable LOS operations. A significant cumulative impact is identified when a facility is projected to operate below the LOS standards due to cumulative future traffic and project-related traffic. Three cumulative projects in the vicinity of the school were provided by the City of Moreno Valley Planning Department, the cumulative development projects were assumed in the traffic analysis to evaluate potential impacts at 2021 conditions. The project’s incremental effect to congested intersections would not be significant at study area intersections. In consideration of the preceding factors, the project’s contribution to cumulative traffic impacts would be rendered less than significant, and therefore, project impacts would not be cumulatively considerable.

5.9.5 Applicable Regulations and Standard Conditions Regional

Riverside County Congestion Management Plan

County of Riverside Transportation Mitigation Uniform Fee

Local

City of Moreno Valley Municipal Code

City of Moreno Valley Standard Plans

5.9.6 Level of Significance Before Mitigation Upon implementation of regulatory requirements listed above, the following impacts would be less than significant: 5.9-1, 5.9-3, and 5.9-5.

Without mitigation, the following impacts would be potentially significant:

Impact 5.9-2 Use of the new driveway during school hours may conflict with City standards

Impact 5.9-4 Proposed project may create hazardous conditions due to incompatible uses.

5.9.7 Mitigation Measures Impact 5.9-2

T-1 Traffic Signal Engineering Study. If request by the City of Moreno Valley, the District shall conduct an engineering study to determine the final need for installation of a traffic control signal at the new school driveway and Pigeon Pass Road.




If the study finds that a traffic signal is required, the District shall pay its fair share for the City to install the signal. The traffic signal shall be operational when use of the new driveway begins.

Impact 5.9-4

T-2 Construction Traffic Management Plan. Prior to demolition, the District shall prepare a Construction Traffic Management Plan that outlines operational and safety measures that must occur during demolition and construction of the project. The plan shall include, but is not limited to,

construction hours

truck and haul routes

location and type of warnings signs and flag person

access and safety procedures for off campus drivers, pedestrians, cyclists and equestrians, and on campus students, staff, and guests

methods for maintaining traffic flow during student drop-off and pick-up

emergency access plan

detour plans

construction truck access, equipment staging, worker parking.

The plan shall include a requirement that construction workers, vendors and large construction equipment and heavy trucks shall not travel to and from the site for a period of at least 30 minutes before and after student drop-off and pick-up times. All proposed truck routes would be approved by the City before beginning construction. The Construction Traffic Management Plan shall include methods for maintaining traffic flow during student drop-off and pick-up, detour plans, and construction truck access and equipment staging.

5.9.8 Level of Significance After Mitigation Impact 5.9-2

Implementation of Mitigation Measure T-1 will ensure that the site access is implemented in accordance to the City of Moreno Valley standards where adequate traffic signal standards are met. This would reduce potential impacts associated with transportation and traffic to less than significant.

Impact 5.9-4

Mitigation Measure T-2 requires a Construction Traffic Management Plan. Implementation would reduce potential hazards and conflicts between construction equipment and people on the campus. Mitigation Measure T-2 would reduce impacts to less than significant.




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PlaceWorks

Figure 5.9-1 - Study Area Roadway Network and Intersections

Base Map Source: ESRI, 2016


0

Scale (Feet)

2,000

PoormanReservoir

SunnymeadRanch Lake

Project Boundary

City Boundary

h1 Study Intersection

60

h5

h6

h1

h7

h8

h9

Breezy Meadow Dr

Pigeon Pass Rd

Sunnymead Ranch Pkwy

Old Lake Dr

Western Ridge Rd

Swan St

Ironwood Ave

Clim

bing Rose Dr

Hemlock Ave

Frederick St

Sunnymead Blvd

Heacock St

UnincorporatedRiversideCounty

City ofMoreno Valley

h2

Cougar Canyon Dr

Day St Moreno Valley

Mall

Vista HeightsMiddle School

Moreno Valley Plaza

Moreno Valley Fwy

Graham

St

CanyonSprings

High School

C A N Y O N S P R I N G S H I G H S C H O O L AT H L E T I C C O M P L E X D R A F T E I RM O R E N O VA L L E Y U N I F I E D S C H O O L D I S T R I C T

Box SpringsMountain Park

h3Westbluff Park

h4





PlaceWorks

Figure 5.9-2 - Travel Lanes and Intersection Lane Configurations

0

Scale (Feet)

2,000

SunnymeadRanch Lake

Project Boundary

City Boundary

h1 Study Intersection

60

h5

h6

Breezy Meadow Dr

Pigeon Pass Rd


Old Lake Dr

Western Ridge Rd

Swan St

Climbing Rose Dr

Hemlock Ave

Frederick St

Sunnymead Blvd

Heacock St



Day St


Moreno Valley Fwy

Graham

St

Traffic Signal

STOP Stop Sign

2 Number of Lanes

U Undivided

D Divided

4D

Ironwood Ave

h1

h8

h7

4D

4D

4D

4D

4D

* **Right Turn Only 6:30-8:30 am Right Turn Only 8-9 am and 3-4 pm

CanyonSprings

High School




Moreno Valley Mall

PoormanReservoir

Moreno Valley Plaza

h2

Westbluff Park

h4

4D

Box SpringsMountain Reserve

Cougar Canyon Dr

4D

4D

4D

STOP

*

STOP

STOP

STOP

h9

h3





PlaceWorks

Figure 5.9-3 - Cumulative Projects Locations Map

0

Scale (Feet)

1,000

Project Boundary

City Boundary

SunnymeadRanch Lake




Old Lake Dr

Pigeon Pass Rd


#2

#3

Meadow Lark Ave

Poppy Wy

Panther Lily Pl


Sienna Ln

Imperial DrCap

rice

Wy

Dev

ille D

r

Presidio Hills Dr

Lawless RdHidden Springs D

r

Sycamore C

anyon Rd

Mountain View Rd

Lake View Rd

Pebble Brook Dr

Lakeside Dr

Breezy Meadow Dr Village DrMendozza Dr

Parkland Ave

Montalvo Rd

#1

ShadowMountain

Park

HiddenSprings

Park

Cam

ino del Coronado

Via Apolina

Mesa Springs Wy

CanyonSprings

High School

#3 Cumulative Projects

Hidden Springs Dr

Lone Star

Rd

Locked Gate (Emergency Access Only)




Expansion Site

Cougar Canyon DrCougar Canyon Dr





PlaceWorks

Figure 5.9-4 - Pre-event Trip Distribution

0

Scale (Feet)

2,000

PoormanReservoir

SunnymeadRanch Lake

Project Boundary

City Boundary

60

Breezy Meadow Dr

Pigeon Pass Rd


New School Access

Western Ridge Rd

Swan St

Climbing RoseDr

Hemlock Ave

Frederick St

Sunnymead Blvd

Heacock St



Box SpringsMountain Reserve

Day St

Moreno Valley Mall


Moreno Valley Plaza

Moreno Valley Fwy

Graham

St

Ironwood Ave

CanyonSprings

High School

Old Lake Dr

Hidden Springs Dr

15% Project Trip Distribution




Cougar Canyon Dr

Westbluff Park

5%

5%

25%

15%

75%

15%

40%

60%

5%

5%

5%

15%15%

30%

3%

12%





PlaceWorks

Figure 5.9-5 - Existing Trip Distribution

0

Scale (Feet)

500

Project Boundary

City Boundary


CanyonSprings

High School

Westbluff Park



Old Lake DrHidden Springs Dr

Pigeon Pass Rd

Saddle Ridge Rd

Lone Star Rd

Breezy Meadow Dr

Moj

ave

Ct

Stony Creek Wy

Springdale Dr

Mou

ntai

n Vi

ew R

d Meadow Lark Ave

15% Project Trip Distribution

Locked Gate (Emergency Access Only)

Cougar CanyonDr




100%

35%

65%

25%

6%

4%





Documents

5.9 TRANSPORTATION AND T RAFFIC...The focus of the CMP is the development of an Enhanced Traffic Monitoring System in which real-time ... and a schedule of mitigating the deficiency