TRANSPORTATION IMPACT ANALYSIS OCEANSIDE DUNKIN DONUTS

TRANSPORTATION IMPACT ANALYSIS

OCEANSIDE DUNKIN DONUTS Oceanside, California

July 16, 2019

LLG Ref. 3-18-2895

Linscott, Law & Greenspan engineers LLG Ref. 3-18-2895

Oceanside Dunkin Donuts

N:\2895\Report\TIA_July_16_2019.docx

1

TABLE OF CONTENTS

SECTION PAGE

1.0 Introduction ................................................................................................................................ 4

2.0 Project Description .................................................................................................................... 5

2.1 Project Location .................................................................................................................. 5

2.2 Project Description .............................................................................................................. 5

3.0 Existing Auto Conditions .......................................................................................................... 9

3.1 Study Area .......................................................................................................................... 9

3.2 Existing Street Network ...................................................................................................... 9

3.3 Existing Traffic Volumes .................................................................................................. 10

4.0 Analysis Approach and Methodology .................................................................................... 13

4.1 Intersections ...................................................................................................................... 13

4.2 Street Segments ................................................................................................................. 13

4.3 Active Transportation ....................................................................................................... 13

5.0 Significance Criteria ................................................................................................................ 14

5.1 SANTEC Guidelines ......................................................................................................... 14

5.1.1 Intersections .......................................................................................................... 14

5.1.2 Street Segments ..................................................................................................... 14

6.0 Analysis of Existing Conditions .............................................................................................. 15

6.1 Peak Hour Intersection Levels of Service ......................................................................... 15

6.2 Daily Street Segment Levels of Service ........................................................................... 16

7.0 Cumulative Projects ................................................................................................................. 17

7.1 Description of Projects ...................................................................................................... 17

8.0 Trip Generation/Distribution/Assignment ............................................................................ 20

8.1 Trip Distribution/Assignment ........................................................................................... 22

9.0 Analysis of Near-Term Scenarios ........................................................................................... 29

9.1 Existing + Project .............................................................................................................. 29

9.1.1 Intersection Analysis ............................................................................................. 29

9.1.2 Segment Operations .............................................................................................. 29

9.2 Existing + Cumulative Projects ........................................................................................ 29



9.3 Existing + Project + Cumulative Projects ......................................................................... 30





2


10.0 Site Access ................................................................................................................................. 34

10.1 Auto Access ...................................................................................................................... 34

10.2 Signal Warrants ................................................................................................................. 34

11.0 Active Transportation Review ................................................................................................ 35

11.1 Pedestrian Network ........................................................................................................... 35

11.2 Bicycle Network ............................................................................................................... 35

11.3 Transit Network ................................................................................................................ 35

12.0 Significance of Impacts, Mitigation Measures, and Recommendations ............................. 37

APPENDICES

APPENDIX

A. Intersection and Segment Manual Count Sheets

B. Intersection Methodology and Analysis Sheets

C. City of Oceanside Roadway Classification Table

D. Intersection Peak Hour Analysis Worksheets (Existing)

E. Cumulative Project Information

F. Transaction Data Calculation Worksheets

G. Intersection Peak Hour Analysis Worksheets (Existing + Project)

H. Intersection Peak Hour Analysis Worksheets (Existing + Cumulative)

I. Intersection Peak Hour Analysis Worksheets (Existing + Cumulative + Project)

J. Signal Warrant Worksheet




3

LIST OF FIGURES

SECTION—FIGURE # FOLLOWING PAGE

Figure 2–1 Project Vicinity ............................................................................................................ 6

Figure 2–2 Project Area Map ......................................................................................................... 7

Figure 2–3 Project Site .................................................................................................................. 8

Figure 3–1 Existing Conditions Diagram .................................................................................... 11

Figure 3–3 Existing Traffic Volumes .......................................................................................... 12

Figure 7–1 Cumulative Projects Location Map ........................................................................... 18

Figure 7–2 Existing + Cumulative Projects Traffic Volumes ..................................................... 19

Figure 8–1 Project Traffic Distribution (Primary Trips) ............................................................. 23

Figure 8–2 Project Traffic Distribution (Pass-by Trips) .............................................................. 24

Figure 8–3 Project Traffic Volumes (Primary Trips) .................................................................. 25

Figure 8–4 Project Traffic Volumes (Pass-by) ............................................................................ 26

Figure 8–5 Existing + Project Traffic Volumes ........................................................................... 27

Figure 8–6 Existing + Project + Cumulative Projects Traffic Volumes ...................................... 28

Figure 11–1 Existing Transit, Pedestrian, and Bike Condition ..................................................... 36

LIST OF TABLES

SECTION—TABLE # PAGE

Table 3–1 Existing Traffic Volumes ................................................................................................... 10

Table 5–1 Measure of Significant Project Traffic Impacts ................................................................. 14

Table 6–1 Existing Intersection Operations ........................................................................................ 15

Table 6–2 Existing Street Segment Operations .................................................................................. 16

Table 8–1 Average Daily Traffic Estimation ...................................................................................... 20

Table 8–2 Peak Hour Volume Estimation .......................................................................................... 20

Table 8–3 Trip Generation Summary ................................................................................................. 21

Table 9–1 Existing + Project Intersection Operations ........................................................................ 31

Table 9–2 Near-Term Intersection Operations ................................................................................... 32

Table 9–3 Existing + Project Segments Operations ........................................................................... 33

Table 9–4 Near-Term Segments Operations ....................................................................................... 33




4

TRANSPORTATION IMPACT ANALYSIS

OCEANSIDE DUNKIN DONUTS Oceanside, California

July 16, 2019

1.0 INTRODUCTION

Linscott, Law & Greenspan Engineers (LLG) has completed the following Transportation Impact

Analysis (TIA) associated with the proposed Dunkin Donuts project to be located on the northeast

corner of the Oceanside Boulevard / Goat Hill Drive intersection in the City of Oceanside. This

traffic study analyzes existing and near-term scenarios and determines potential transportation

impacts of the project on the study area.

Following sections are included in this report:

Project Description

Existing Condition

Analysis Approach and Methodology

Significance Criteria

Analysis of Existing Condition

Cumulative Projects

Trip Generation, Distribution, and Assignment

Analysis of Near-term Scenarios

Project Site Access

Active Transportation Review

Significance of Impacts, Mitigation Measures, and Recommendations




5

2.0 PROJECT DESCRIPTION

2.1 Project Location

The proposed project is located on the northeast corner of the Oceanside Boulevard / Goat Hill Drive

intersection in the City of Oceanside. The existing site is occupied by commercial retail. Figure 2–1

shows the general vicinity of project. Figure 2–2 shows a more detailed project area map.

2.2 Project Description

The project proposes the construction of a Dunkin Donuts restaurant. The existing commercial retail

would remain. Access to the project would be maintained via existing driveways on the Oceanside

Boulevard and Goat hill Drive. The site plan is shown in Figure 2–3.

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Date: 07/16/2019




9

3.0 EXISTING AUTO CONDITIONS

Effective evaluation of the traffic impacts associated with the proposed Dunkin Donuts Project

requires an understanding of the existing transportation system within the project area. Figure 3–1

shows the existing conditions diagram, including signalized intersections and lane configurations.

3.1 Study Area

The study area intersections and segments are based on standards of practice and discussions with

City of Oceanside staff are listed below.

Intersections

1. Oceanside Boulevard / State Tree Drive (Signalized)

2. Oceanside Boulevard / Goat Hill Drive (Unignalized)

3. Oceanside Boulevard / Greenbrier Drive (Signalized)

4. Oceanside Boulevard / Project Driveway ‘A’ (Unignalized)

5. Oceanside Boulevard / Project Driveway ‘B’ (Unignalized)

6. Oceanside Boulevard / Project Driveway ‘C’ (Unignalized)

Segments

1. Oceanside Boulevard: State Tree Drive to Goat Hill Drive

2. Oceanside Boulevard: Goat Hill Drive to Greenbrier Drive

3.2 Existing Street Network

The following is a description of the existing street network in the study area.

Oceanside Boulevard – is classified as a Secondary Collector in the City of Oceanside Circulation

Element. Oceanside Boulevard is a 4-Lane Undivided roadway segment with a two-way left-turn

Lane (TWLTL) from Interstate 5 at northbound exit to El Camino Real. Curbside parking is

prohibited along the roadway (including along the project frontage). Bus number 318 serves bus

stops at frequent locations along this route. The speed limit generally on Oceanside Boulevard is 45

mph.

State Tree Drive – is not classified in the City of Oceanside Circulation Element. It is currently

built as a 2-lane divided roadway segment north of Oceanside Boulevard. Curbside parking is

allowed on both sides of the north leg of the State Tree Drive.

Goat Hill Drive – is not classified in the City of Oceanside Circulation Element. It is currently built

as a 2-lane divided roadway segment north of Oceanside Boulevard. The adjacent land uses are

mainly residential. Curbside parking is allowed.

Greenbrier Drive – is not classified in the City of Oceanside Circulation Element. It is currently

built as a 2-lane divided roadway segment north of Oceanside Boulevard. The adjacent land uses are

mainly residential. Curbside parking is allowed.




10

3.3 Existing Traffic Volumes

Peak Hour Volumes – Existing weekday AM and PM peak hour (7:00-9:00 AM and 4:00-6:00 PM)

traffic volumes were commissioned at the study area intersections. The counts were conducted on

Thursday, April 05, 2018.

Daily Volumes – Existing Street segment Average Daily Traffic (ADT) volumes were commissioned

on Thursday, April 05, 2018.

Table 3–1 is a summary of the existing street segment average daily traffic within the project study

Figure 3–2 shows the Existing Traffic Volumes. Appendix A contains the manual count sheets.

TABLE 3–1 EXISTING TRAFFIC VOLUMES

Street Segment ADTa Date Source

Oceanside Boulevard

State Tree Drive to Goat Hill Drive 31,213 April 2018 LLG

Goat Hill Drive to Greenbrier Drive 27,592 April 2018 LLG

Footnotes:

a. Average Daily Traffic Volumes.

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ProjectSite

Apple St

Figure 3-1


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Existing Conditions Diagram

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Intersection Control

Posted Speed LimitXXTwo-Way Left Turn Lane

D / U Divided / Undivided Roadway# Number of Travel Lanes

Turn Lane Configurations

Study Intersections

Right-Turn Overlap PhaseRTOLRight-Turn Sneaker Lane*

31,213

27,592

Existing Traffic Volumes



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Oceanside Bl

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4 / 9

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2 / 53 / 9

25 / 3

3 / 19

4 / 14

4 / 18

4 / 87 7 / 27

8 / 189 /

77

11 / 4

5

43 / 51

42 / 13

40 / 5

3

30 / 87

29 / 8

8

28 / 1

2

25 / 7

9

22 / 5

4

21 / 80

16 / 59

10 / 31

41 / 111

92 / 1

04

122 / 85

53 / 1

68

113 /

137

1,040 / 9151,078 / 912

545 / 1,269628 / 1,324 646 / 1,360

648 / 1,373

1,169 / 1,051

1,161 / 1,025

2 / 5

2 / 5

2 / 5

4 5 6

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ProjectSite

AM / PM IntersectionPeak Hour VolumesAM / PM

Study Intersections!!#

Average DailyTraffic VolumesX,XXX

Apple St




13

4.0 ANALYSIS APPROACH AND METHODOLOGY

Level of service (LOS) is the term used to denote the different operating conditions which occur on a

given roadway segment under various traffic volume loads. It is a qualitative measure used to

describe a quantitative analysis taking into account factors such as roadway geometries, signal

phasing, speed, travel delay, freedom to maneuver, and safety. Level of service provides an index to

the operational qualities of a roadway segment or an intersection. Level of service designations

range from A to F, with LOS A representing the best operating conditions and LOS F representing

the worst operating conditions. Level of service designation is reported differently for signalized and

unsignalized intersections, as well as for roadway segments.

4.1 Intersections

Signalized intersections were analyzed under AM and PM peak hour conditions. Average vehicle

delay was determined utilizing the methodology found in the latest Highway Capacity Manual

(HCM) 6th edition, with the assistance of the Synchro version 10 computer software. The delay

values (represented in seconds) were qualified with a corresponding intersection Level of Service

(LOS). Signalized intersection calculation worksheets and a more detailed explanation of the

methodology are attached in Appendix B.

Unsignalized intersections were analyzed under AM and PM peak hour conditions. Average vehicle

delay and Levels of Service (LOS) was determined based upon the procedures found in the latest

Highway Capacity Manual (HCM) 6th edition, with the assistance of the Synchro version 10

computer software. Unsignalized intersection calculation worksheets and a more detailed

explanation of the methodology are attached in Appendix B.

4.2 Street Segments

Street segment analysis is based upon the comparison of daily traffic volumes (ADTs) to the City of

Oceanside’s Roadway Classification, Level of Service, and ADT Table. This table provides segment

capacities for different street classifications, based on traffic volumes and roadway characteristics.

The City of Oceanside’s Roadway Classification, Level of Service, and ADT Table is attached in

Appendix C.

4.3 Active Transportation

The pedestrian, bicycle, and transit networks were review to assess connectivity to the project and

between active transportation modes of travel. ADA compliance was also reviewed at intersections.




14

5.0 SIGNIFICANCE CRITERIA

5.1 SANTEC Guidelines

5.1.1 Intersections

The City of Oceanside has adopted a standard for determining intersection traffic impacts that states

that an intersection has a significant direct project impact when project traffic degrades the peak

hour level of service to worse than LOS D (LOS E or F) and causes an increase in average

intersection delay of more than 2 seconds as shown below. A significant cumulative project impact

is calculated when the addition of cumulative project traffic degrades the peak hour level of service

to worse than LOS D and causes in increase in average intersection delay of more than 2 seconds as

shown in Table 5–1 below.

5.1.2 Street Segments

The City of Oceanside has adopted the following standard for determining traffic impacts on street

segments. A significant direct impact to a street segment is calculated if the addition of project

traffic causes a decrease in the daily LOS to worse than LOS D (LOS E, or F) or if the existing daily

LOS is worse than LOS D and the project causes an increase in the V/C ratio of greater than 0.02, as

shown in Table 5–1. A significant cumulative impact to a street segment is calculated if the addition

of cumulative project traffic causes a decrease in the daily LOS to worse than LOS D (LOS E, or F)

or if the existing daily LOS is worse than LOS D and the project causes an increase in the V/C ratio

of greater than 0.02, as shown in Table 5–1.

TABLE 5–1 MEASURE OF SIGNIFICANT PROJECT TRAFFIC IMPACTS

Level of Service with

Project

Allowable Increase Due to Project Impacts

Roadway Segments Intersections

V/C Delay (sec.)

E & F 0.02 2

Source: SANTEC/ITE Guidelines for Traffic Impact Studies

General Notes:

1. Delay = Average stopped delay per vehicle measured in seconds

2. V/C = Volume to Capacity Ratio (capacity at LOS E should be used)




15

SIGNALIZED

UNSIGNALIZED

DELAY/LOS THRESHOLDS DELAY/LOS THRESHOLDS

Delay LOS Delay LOS

0.0 ≤ 10.0 A 0.0 ≤ 10.0 A

10.1 to 20.0 B 10.1 to 15.0 B

20.1 to 35.0 C 15.1 to 25.0 C

35.1 to 55.0 D 25.1 to 35.0 D

55.1 to 80.0 E 35.1 to 50.0 E

≥ 80.1 F ≥ 50.1 F

6.0 ANALYSIS OF EXISTING CONDITIONS

6.1 Peak Hour Intersection Levels of Service

Table 6–1 summarizes the intersection operations under existing conditions. As shown in Table 6–1,

all intersections operate at LOS D or better with the exception of the following intersection:

2. Goat Hill Drive & Oceanside Boulevard - SB minor left-turn (LOS E, PM peak hour)

Appendix D contains the peak hour analysis worksheets for the Existing scenario.

TABLE 6–1 EXISTING INTERSECTION OPERATIONS


Type

Peak

Hour

Existing

Delaya LOSb

1. State Tree Drive & Oceanside Boulevard Signalized AM 11.6 B

PM 26.5 C

2. Goat Hill Drive & Oceanside Boulevard

TWSCc

(SB Approach)

AM 15.8 C

PM 21.6 C

TWSCc

(SB Minor Left-Turn)

AM 27.4 D

PM 44.2 E

3. Greenbrier Drive & Oceanside Boulevard Signalized AM 7.1 A

PM 7.5 A

4. Project Driveway (A) & Oceanside

Boulevard TWSC

AM 21.5 C

PM 24.4 C

5. Project Driveway (B) & Goat Hill Drive TWSC AM 8.9 A

PM 9.6 A

6. Project Driveway (C) & Goat Hill Drive TWSC AM 8.7 A

PM 9.0 A

Footnotes:

a. Average delay expressed in seconds per vehicle.

b. Level of Service.

c. Two-way stop controlled intersection.




16

6.2 Daily Street Segment Levels of Service

Table 6–2 summarizes the street segment operations under the existing conditions. As shown in

Table 6–2, the following segments are calculated to currently operate at LOS E/F:

Oceanside Boulevard: State Tree Drive to Goat Hill Drive (LOS F)

Oceanside Boulevard: Goat Hill Drive to Greenbrier Drive (LOS E)

TABLE 6–2 EXISTING STREET SEGMENT OPERATIONS

Street Segment Classification Capacity

(LOS E) a ADT b LOS c V/C d

Oceanside Boulevard

State Tree Drive to Goat Hill Drive 4-Lane Collector

(with TWLT) 30,000 31,213 F 1.041

Goat Hill Drive to Greenbrier Drive 4-Lane Collector

(with TWLT) 30,000 27,592 E 0.920

Footnotes:

a. Capacities based on City of Oceanside Circulation Element Roadway Classification Table, Appendix C.

b. Average Daily Traffic Volumes.

c. Level of Service.

d. Volume to Capacity.




17

7.0 CUMULATIVE PROJECTS

Planned projects in the areas will add traffic to the roadways surrounding the project site. LLG

coordinated with the City staff to compile a list of relevant cumulative projects for consideration in

the analysis. The following is a brief description of these cumulative projects.

7.1 Description of Projects

Grandview Pointe – is a residential project that proposes the replacement of 2 existing dwelling

units with 28 dwelling units located at 1902 Grandview Street in the City of Oceanside. The project

is calculated to generate 260 ADT (22 trips in the AM peak hour and 26 trips in the PM peak hour).

Oceanside Fairfield Inn & Suites – proposes construction of a business hotel with 99 room on

Oceanside Boulevard between Ditmar Street and Vine Street. The project is calculated to generate

735 ADT (60 trips during AM peak hour and 66 trips during PM peak hour).

Breeze Oceanside Condos – proposes construction of 45 condominiums located on the southeast

corner of Ditmar Street / Godfrey Street. The project is calculated to generate 360 daily trips (29

trips during AM peak hour and 36 trips during PM peak hours).

Oceanside 2 multi-family – proposes construction of 58 apartment units located on the west side of

Vine Street north of Oceanside Boulevard. The project is calculated to generate 336 daily trips (27

trips during AM peak hour and 30 trips during PM peak hour)

El Corazon – is a mixed use project consisting of construction of commercial sites, sport facilities,

hotel sites, parks, cultural community center/library, and recreational areas. The project buildout is

calculated to generate 3843 daily traffic. For the purpose of cumulative analysis, phases I to IV of

the project are included, which generates 757 trips during AM peak hour and 1988 trips during PM

peak hour.

Figure 7–1 depicts the total AM/PM peak hour intersection and ADT volumes for the cumulative

projects. Figure 7–2 depicts the AM/PM peak hour and ADT volumes for the Existing + Cumulative

projects scenario. Appendix E contains more specific cumulative project information.

4,111

4,111

Cumulative Projects Location and Traffic Volumes



!(1

!(2

!(3

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de Bl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

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Sprinter Light Rail

!(4

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71 / 203

102 / 215102 / 215

71 / 203

71 / 203

71 / 203

102 / 215

102 / 215

4 5 6

321

ProjectSite




!(1!(2!(3!(4

!(5Grandview Pointe

Oceanside Fairfield Inn & Suites

Breeze Oceanside Apartments

Oceanside 2 Multi-Family

El Corazon

!(1

!(2

!(3

!(4

!(5

Apple St

35,324

31,703

Existing + Cumulative Projects Traffic Volumes



!(1

!(2

!(3

!(5

Oceansi

de Bl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

Sprinter Light Rail

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!( !( !(

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4 / 9

0 / 8

2 / 53 / 9

25 / 3

3 / 19

4 / 14

4 / 18

4 / 87 7 / 27

8 / 189 /

77

11 / 4

5

43 / 51

42 / 13

40 / 5

3

30 / 87

29 / 8

8

28 / 1

2

25 / 7

9

22 / 5

4

21 / 80

16 / 59

10 / 31

41 / 111

92 / 1

04

122 / 85

53 / 1

68

113 /

137

647 / 1,484730 / 1,539 748 / 1,575

750 / 1,588

1,111 / 1,1181,149 / 1,115

1,240 / 1,254

1,232 / 1,228

2 / 5

2 / 5

2 / 5

4 5 6

321

ProjectSite




Apple St




20

8.0 TRIP GENERATION/DISTRIBUTION/ASSIGNMENT

Trip rates for Coffee/Donut Shops are not available in the SANDAG (Not So) Brief Guide of

Vehicular Traffic Generation Rates for the San Diego Region, April 2002.

A site-specific trip generation for the proposed project was calculated based on the transaction data

at two (2) other Dunkin Donuts locations in Ramona, CA and Wildomar, CA. The average daily

traffic (ADT) was determined based on the number of transactions. Every transaction represents two

trip ends (one in / one out) by vehicle. Weekday average (Monday-Friday) was used to estimate

trips. Table 8–1 shows the summary of transactions and trip estimation.

TABLE 8–1 AVERAGE DAILY TRAFFIC ESTIMATION

Location Weekday Average # of Transactions ADT

Location #1 448 896

Location #2 540 1080

Average Daily Trips 988

Miscellaneous Deliveries and Employees 50

Total Daily Trips 1038

To estimate AM peak hour transactions, Morning transactions from 4:30 AM to 11 AM were

reviewed. The average peak hour was calculated and the trip ends (one in/one out) per transaction

was assumed. The PM peak hour assumed the same approach and afternoon/evening transaction

from 11 AM to 11 PM were reviewed. Table 8–2 shows the summary of transactions and estimated

number of trips during AM and PM peak hours.

TABLE 8–2 PEAK HOUR VOLUME ESTIMATION

Location AMa

# of Transaction

AM

Peak Hour

Trips

PMb

# of Transactions

PM

Peak Hour

Trips

Location #1 231 72 217 36

Location #2 269 84 271 46

Average Peak Hour Trips 78 42

Footnote:

a. AM peak hour is from 4:30 AM to 11:00 AM (6.5 hours)

b. PM peak hour is from 11:00 AM to 11:00 PM (12 hours)

In addition, Pass-by trip was also assumed for the proposed project. Pass-by trips are a subset of trip

generation that only apply to commercial/retail developments. They represent vehicles already on

the road that are attracted to the site as they are driving by. For example, a trip from home to a coffee

shop and then back home is a Primary or New trip. However, if on the way to work one stops at a

coffee shop and carries on to work, that would be considered a Pass-by trip. Pass-by trips were based




21

on SANDAG guidelines and existing traffic patterns. Appendix F includes transaction data

calculation worksheets.

Table 8–1 tabulates the total project traffic generation. The total project is calculated to generate

approximately a total of 1308 ADT with 39 inbound / 39 outbound trips during the AM peak hour

and 21 inbound / 21 outbound trips during the PM peak hour.

TABLE 8–3 TRIP GENERATION SUMMARY

Land

Use Rate

Daily

Trips

(ADT)

AM Peak Hour PM Peak Hour

% of

ADT

In:Out

Split

Volume % of

ADT

In:Out

Split

Volume

In Out Total In Out Total

Dunkin

Donuts

Total Driveway trips 1,038 7.5% 5:5 39 39 78 4.0% 5:5 21 21 42

Pass-by 125 a 12 12 24b 6 6 12 b

Primary Trips 913 27 27 54 15 15 30

Footnotes:

a. Percent of pass-by is 12% for daily trips for “Fast Food” land use based on SANDAG guideline.

b. Peak hour pass-by trip is 40% for Fast Food Restaurant per SANDAG guidelines. A 30% pass-by trip rate is assumed

for the AM and PM peak hours.




22

8.1 Trip Distribution/Assignment

The project-generated traffic was distributed to the street system based on the existing roadway

network and travel patterns, a working knowledge of the local transportation system, and a review of

the proposed land uses.

Figure 8–1 depicts the regional project traffic distribution percentages for primary trips. Figure 8–2

shows project traffic distribution percentages for Pass-by Trips.

Figure 8–3 and Figure 8–4 depicts in order the project traffic assignment based on Primary and

Pass-by trip distribution.

Figure 8–5 shows the AM/PM peak hours and ADT traffic volumes for the “Existing + Project”

scenario. Figure 8–6 shows the AM/PM peak hours and ADT traffic volumes for the “Existing +

Project + Cumulative Projects” scenario.

!(1

!(2

!(3

!(5

Oceansi

deBl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

Sprinter Light Rail

!(4

!( !( !(

!(!(!(

Goat

Hill D

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Proj

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4 5 6

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ProjectSite

Apple St

Figure 8-1



Project Traffic Distribution (Primary Trips)

Outbound Local Trip DistributionX%Inbound Local Trip Distribution

Study Intersections

Regional Trip DistributionXX%

X%

55%

40%

5%

55%

55%

50%

25%

20%5%

50%5%

40%

40%

5% 15%

20%20%

5%25%

10%

65%

10%

60%

5%10%

10%

5%

!(1

!(2

!(3

!(5

Oceansi

deBl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

Sprinter Light Rail

!(4

!( !( !(

!(!(!(

Goat

Hill D

r

Proj

Dwy '

A'St

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4 5 6

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ProjectSite

Apple St

Figure 8-2



Project Traffic Distribution (Pass-By Trips)

60%

/ 45%

-60% / -45%

40% / 55%-40% / -55%

40%

/ 55%

-40% / -55%

60% / 45%-60% / -45% 60% / 45%

40%

/ 55%

Eastbound Direction Pass-By Trips

X%Westbound Direction Pass-By Trips

Study Intersections

X%

503

366

Project Traffic Volumes (Primary Trips)



!(1

!(2

!(3

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Oceansi

de Bl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

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7 / 4

2 / 13 / 2

5 / 3 6 / 3

11 / 6

17 / 9

14 / 8

15 / 9

18 / 10

15 / 9

2 / 1

3 / 2

2 / 1

3 / 2

11 / 6

7 / 4

14 / 8

2 / 1

2 / 1

6 / 3

2 / 1

3 / 2

6 / 3

4 5 6

321

ProjectSite




Apple St

Project Traffic Volumes (Pass-By Trips)



!(1

!(2

!(3

!(5

Oceansi

de Bl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

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[

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4 / 3

8 / 3-8 / -3

-4 / -3

-4 / -3

8 / 34 / 3

4 / 3

8 / 3

-8 / -3

4 5 6

321

ProjectSite



Apple St

31,716

27,958

Existing + Project Traffic Volumes



!(1

!(2

!(3

!(5

Oceansi

de Bl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

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!(4

[

!( !( !(

!(!(!(

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Hill D

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4 / 60 /

86 / 11

7 / 11

4 / 87

3 / 19

25 / 3

7 / 27

9 / 77

11 / 4

5

11 / 2

2

21 / 80

13 / 2

0

62 / 6

4

43 / 6

6

43 / 51

42 / 72

42 / 13

32 / 9

0

31 / 1

4

30 / 87

25 / 7

9

22 / 24

16 / 34

53 / 1

68

122 / 85

59 / 122

92 / 1

0411

3 / 13

7

1,055 / 9241,089 / 918

556 / 1,275643 / 1,333 644 / 1,358

651 / 1,374

1,167 / 1,051

1,155 / 1,023

4 / 6

4 / 6

4 / 6

4 5 6

321

ProjectSite




Apple St

35,827

32,069

Existing + Project + Cumulative Projects Traffic Volumes



!(1

!(2

!(3

!(5

Oceansi

de Bl

Oceanside Bl

State Tree Dr

Goat Hill Dr

Greenbrier Dr

Crouch St

!(6

Sprinter Light Rail

!(4

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!( !( !(

!(!(!(

Goat

Hill D

r

Proj

Dwy '

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ee D

r

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Goat

Hill D

rGo

at Hi

ll Dr



4 / 60 /

86 / 11

7 / 11

4 / 87

3 / 19

25 / 3

7 / 27

9 / 77

11 / 4

5

11 / 2

2

21 / 80

13 / 2

0

62 / 6

4

43 / 6

6

43 / 51

42 / 72

42 / 13

32 / 9

0

31 / 1

4

30 / 87

25 / 7

9

22 / 24

16 / 34

53 / 1

68

122 / 85

59 / 122

92 / 1

0411

3 / 13

7

658 / 1,490745 / 1,548 746 / 1,573

753 / 1,589

1,238 / 1,254

1,126 / 1,1271,160 / 1,1211,226 / 1,226

4 / 6

4 / 6

4 / 6

4 5 6

321

ProjectSite




Apple St




29

9.0 ANALYSIS OF NEAR-TERM SCENARIOS

This section discusses the Near-Term operations of the intersections and street segments in the

project study area.

9.1 Existing + Project

9.1.1 Intersection Analysis

Table 9–1 summarizes the intersection operations under Existing + Project conditions. With the

addition of project traffic volumes, the LOS is not degraded to below unacceptable operation (LOS

D). All intersections operate at LOS D or better except for the following intersection:

2. Goat Hill Drive & Oceanside Boulevard - SB Minor left-turn (LOS E - PM peak hour)

No significant impacts were calculated under this Near-Term scenario.

Appendix G contains the peak hour analysis worksheets for the Existing + Project scenario.

9.1.2 Segment Operations

Table 9–3 summarizes the street segment operations under Existing + Project conditions. With the

addition of project traffic volumes, the LOS is not degraded. The following segments are calculated

to operate at LOS E/F:


Oceanside Boulevard: Goat Hill Drive to Greenbrier Drive (LOS E)


9.2 Existing + Cumulative Projects


Table 9–2 summarizes the intersection operations under Existing + Cumulative Project conditions.

With the addition of Cumulative traffic volumes, the following intersection is calculated to operate

at LOS F:

2. Goat Hill Drive & Oceanside Boulevard - SB Minor left-turn (LOS F - PM peak hour)


Appendix H contains the peak hour analysis worksheets for the Existing + Cumulative Projects

scenario.




30


Table 9–4 summarizes the street segment operations under Existing + Cumulative Project

conditions. With the addition of cumulative project traffic volumes, following segments are

calculated to operate at LOS F:


Oceanside Boulevard: Goat Hill Drive to Greenbrier Drive (LOS F)

9.3 Existing + Project + Cumulative Projects


Table 9–2 summarizes the intersection operations under Existing + Project + Cumulative Projects

conditions. As shown in Table 9–2, with the addition of Project and Cumulative project traffic all

intersections operate at LOS D or better except for the following intersection:

2. Goat Hill Drive & Oceanside Boulevard - SB Minor left-turn (LOS F - PM peak hour)

Based on city of Oceanside significant criteria, significant impacts are identified on the following

intersection:


Appendix I contains the peak hour analysis worksheets for the Existing + Project + Cumulative

Projects scenario.


Table 9–4 summarizes the street segment operations under Existing + Project + Cumulative Projects

conditions. With the addition of project and cumulative traffic volumes, the LOS is not degraded.

The following segments are calculated to operate at LOS F:


Oceanside Boulevard: Goat Hill Drive to Greenbrier Drive (LOS F)


9.4 Analysis Discussion

As shown in the analysis, the Goat Hill Drive & Oceanside Boulevard intersection operates at LOS

E and F. While this is a pre-existing condition and no project impact is calculated, the project will

add some traffic to this intersection. Therefore, if the City determines a traffic signal or other

suitable improvement is warranted and would improve operations, the project may make an

equitable contribution relative to other area developments. The contribution may also offset fees for

the Oceanside Thoroughfare and Traffic Signal Fee Program.




31

TABLE 9–1 EXISTING + PROJECT INTERSECTION OPERATIONS


Type

Peak

Hour

Existing Existing + Project Delta Impact

Delaya LOSb Delay LOS

1. State Tree Drive & Oceanside Boulevard Signalized AM 11.6 B 11.6 B 0.0 No

PM 26.5 C 26.7 C 0.2 No


TWSC

(SB Approach)

AM 15.8 C 17.4 C 1.6 No

PM 21.6 C 23.3 C 1.7 No

TWSC

(SB minor left-turn)

AM 27.4 D 29.8 D 2.4 No

PM 44.2 E 49.7 E 5.5 Nod

3. Greenbrier Drive & Oceanside Boulevard Signalized AM 7.1 A 7.1 A 0.0 No

PM 7.5 A 7.5 A 0.0 No


Boulevard TWSC

AM 21.5 C 23.9 C 2.4 No

PM 24.4 C 26.1 D 1.7 No

5. Project Driveway (B) & Goat Hill Drive TWSC AM 8.9 A 9.2 A 0.3 No

PM 9.6 A 9.7 A 0.1 No

6. Project Driveway (C) & Goat Hill Drive TWSC AM 8.7 A 8.7 A 0.0 No

PM 9.0 A 9.0 A 0.0 No

Footnotes:


b. Level of Service

c. Δ denotes the increase in delay due to Project.

d. Given the overall southbound approach LOS was not degraded by the addition of the

project traffic and the southbound Left-Turn accounts for less than 1% of traffic

entering the intersection, no impact is expected.

SIGNALIZED

UNSIGNALIZED


Delay LOS Delay LOS

0.0 ≤ 10.0 A 0.0 ≤ 10.0 A

10.1 to 20.0 B 10.1 to 15.0 B

20.1 to 35.0 C 15.1 to 25.0 C

35.1 to 55.0 D 25.1 to 35.0 D

55.1 to 80.0 E 35.1 to 50.0 E

≥ 80.1 F ≥ 50.1 F




32

SIGNALIZED

UNSIGNALIZED


Delay LOS Delay LOS

0.0 ≤ 10.0 A 0.0 ≤ 10.0 A

10.1 to 20.0 B 10.1 to 15.0 B

20.1 to 35.0 C 15.1 to 25.0 C

35.1 to 55.0 D 25.1 to 35.0 D

55.1 to 80.0 E 35.1 to 50.0 E

≥ 80.1 F ≥ 50.1 F

TABLE 9–2 NEAR-TERM INTERSECTION OPERATIONS


Type

Peak

Hour

Near-Term Near-Term +

Project Delta Impact

Delaya LOSb Delay LOS

1. State Tree Drive & Oceanside Boulevard Signalized AM 11.7 B 11.8 B 0.1 No

PM 34.2 C 34.7 C 0.5 No


TWSC

(SB Approach)

AM 16.6 C 18.5 C 1.9 No

PM 27.8 D 31.0 D 3.2 No

TWSC

(SB Minor left-turn)

AM 30.1 D 33.1 D 3.0 No

PM 63.1 F 74.0 F 10.9 Yes

3. Greenbrier Drive & Oceanside Boulevard Signalized AM 7.2 A 7.2 A 0.0 No

PM 8.1 A 8.2 A 0.1 No


Boulevard TWSC

AM 23.2 C 26.2 D 3.0 No

PM 31.0 D 33.3 D 2.3 No

5. Project Driveway (B) & Goat Hill Drive TWSC AM 8.9 A 9.2 A 0.3 No

PM 9.6 A 9.7 A 0.1 No

6. Project Driveway (C) & Goat Hill Drive TWSC AM 8.7 A 8.7 A 0.0 No

PM 9.0 A 9.0 A 0.0 No

Footnotes:


b. Level of Service

c. Δ denotes the increase in delay due to Project.

d. Given the overall southbound approach LOS was not degraded by

the addition of the project traffic and the southbound Left-Turn

accounts for less than 1% of traffic entering the intersection, no

impact is expected.




33

TABLE 9–3 EXISTING + PROJECT SEGMENTS OPERATIONS

Street Segment

Existing

Capacity

(LOS E)a

Existing Existing + Project Δe Impact

ADTb V/Cc LOSc ADT V/C LOS

Oceanside Boulevard

State Tree Drive to Goat Hill

Drive 30,000 31,213 1.041 F 31,716 1.058 F 0.017 No

Goat Hill Drive to Greenbrier

Drive 30,000 27,592 0.920 E 27,958 0.932 E 0.012 No

Footnotes:

a. Capacities based on City of Oceanside Roadway Classification & LOS table (See Appendix C).

b. Average Daily Traffic

c. Volume to Capacity ratio

d. Level of Service

e. Δ denotes a project-induced increase in the Volume to Capacity ratio

TABLE 9–4 NEAR-TERM SEGMENTS OPERATIONS

Street Segment

Existing

Capacity

(LOS E)a

Existing Existing + Project Δe Impact

ADTb V/Cc LOSd ADT V/C LOS

Oceanside Boulevard

State Tree Drive to Goat Hill

Drive 30,000 35,324 1.178 F 35,827 1.195 F 0.017 No

Goat Hill Drive to Greenbrier

Drive 30,000 31,703 1.057 F 32,069 1.069 F 0.012 No

Footnotes:

a. Capacities based on City of Oceanside Roadway Classification & LOS table (See Appendix C).

b. Average Daily Traffic

c. Volume to Capacity ratio

d. Level of Service

e. Δ denotes a project-induced increase in the Volume to Capacity ratio




34

10.0 SITE ACCESS

10.1 Auto Access

Vehicular access is currently provided via three (3) driveways that are unsignalized. Two driveways

are located on Goat Hill Drive and one driveway on Oceanside Boulevard. All three driveways allow

full movements for vehicles to enter and exit the project site.

Oceanside Boulevard currently has a two-way left-turn lane (TWLTL), which acts as a refuge area

for entering and exiting vehicles and providing gaps in the traffic stream. Goat Hill Drive also

provides access to the site and carries low volumes.

Site access operations were calculated for all 3 driveways. As shown in Table 9–1 and Table 9–2, all

driveways are calculated to operate at LOS D or better.

10.2 Signal Warrants

A signal warrant assessment was conducted for the Oceanside Boulevard / Goat Hill Drive

intersection to determine if a traffic signal was warranted.

Traffic signal warrant analyses were conducted in accordance with the Manual on Uniform Traffic

Control Devices (MUTCD), Millennium Edition for Warrant 3–Peak Hour (Case A and Case B).

The Existing + Project + Cumulative traffic volumes were used in this analysis. The calculation

worksheets are attached in Appendix J.

Due to the low traffic volumes on the minor street (Goat Hill Drive) during the AM and PM peak

hours, results indicate that a traffic signal is not warranted at the Oceanside Boulevard / Goat Hill

Drive under the warrant 3 - Peak Hour. However, the City may determine the signal is warranted for

operations in near-term.




35

11.0 ACTIVE TRANSPORTATION REVIEW

The Active Transportation network was considered. Specifically pedestrian, bicycle, and transit

connectivity was review. Figure 11–1 illustrates the Active Transportation Network and the

following section provides discussions on each element.

11.1 Pedestrian Network

Sidewalks are provided along Oceanside Boulevard, State Tree Drive, Apple Street, Goat Hill Drive,

and Greenbrier Drive. However, there are gaps in the sidewalks on Goat Hill Drive and Apple Street

as noted on Figure 11–1.

11.2 Bicycle Network

Currently, there is a Class II bike lanes on Oceanside Boulevard beginning at South Coast Highway

and ending at East Vista Way. According to Oceanside Bicycle Master Plan 2017, Class I bike path

are planned to be provided parallel to Oceanside Boulevard connecting Coast Highway to the border

of the City of Vista.

11.3 Transit Network

Transit service is provided to the area via North County Transit District (NCTD) bus route and the

Light Rail Sprinter.

Bus Route 318 – provides bus service to the area via Oceanside Boulevard, connecting the

Oceanside Transit Center to Vista Transit Center. From Oceanside Boulevard/Melrose Drive station

to Vista Transit Center, Headways are 30 min from 7 to 9 AM and 3 to 5 PM, and 60 min during

other times of the day. From Oceanside Boulevard/Melrose Drive to Oceanside Transit Center,

headways are 60 min throughout the day.

Route 318 has one station near the project site located east of the Project Drive Way on Oceanside

Boulevard.

Light Rail Sprinter – provides rail service to the area, connecting Oceanside Transit Center to

Escondido Transit Center. Light Rail Sprinter has stations in the vicinity of project area on the

southwest corner of Oceanside Boulevard and Crouch Street. Light Rail Sprinter provides service

with a frequency of 60 min throughout the day.

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Figure 11-1



Existing Pedestrian, Bicycle, Transit Conditions

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Class II Bike Lane




37

12.0 SIGNIFICANCE OF IMPACTS, MITIGATION MEASURES, AND RECOMMENDATIONS

Per the City’s significance thresholds and the analysis methodology presented in this report, project

related traffic is calculated to cause No significant impact and therefore no mitigation measure is

required.

As shown in the analysis, the Goat Hill Drive & Oceanside Boulevard intersection operates at LOS

E and F. While this is a pre-existing condition and no project impact is calculated, the project will

add some traffic to this intersection. Therefore, if the City determines a traffic signal or other

suitable improvement is warranted and would improve operations, the project may make an

equitable contribution relative to other area developments. The contribution may also offset fees for

the Oceanside Thoroughfare and Traffic Signal Fee Program.

Documents

TRANSPORTATION IMPACT ANALYSIS OCEANSIDE DUNKIN DONUTS