TRAFFIC IMPACT ANALYSIS. For CHABAD LA JOLLA. Prepared for. Rabbi Baruch Ezagui. and. Edwin L. Laser, AIA. May 1, 2008

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1 TRAFFIC IMPACT ANALYSIS For CHABAD LA JOLLA Prepared for Rabbi Baruch Ezagui and Edwin L. Laser, AIA May 1, 2008 Note: This Traffic Impact Analysis (TIA) was prepared under the Direction of Andrew P. Schlaefli RTE #930 URBAN SYSTEMS ASSOCIATES, INC. TRAFFIC PLANNING & ENGINEERING, MARKETING & PROJECT SUPPORT CONSULTANTS TO INDUSTRY AND GOVERNMENT 4540 Kearny Villa Road, Suite 106 San Diego, CA (858)

2 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 TRANSPORTATION ANALYSIS TABLE OF CONTENTS Section Page 1.0 EXECUTIVE SUMMARY INTRODUCTION PROPOSED PROJECT TRAFFIC GENERATION / DISTRIBUTION SIGNIFICANCE CRITERIA ANALYSIS : TRAFFIC & PARKING CONCLUSIONS AND RECOMMENDATIONS REFERENCES URBAN SYSTEMS ASSOCIATES, INC. PREPARERS ii Report_C.doc

3 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 LIST OF FIGURES Number Page 2-1 Project Location and Existing Streets Basement Parking Floor Plan First Floor Plan Use Restrictions for the Sanctuary / Social Hall Traffic Distribution AM/PM Peak Hour Project Traffic (Weekday) Peak Hour Traffic Counts Traffic Impact Study Requirement Flow Chart LIST OF TABLES Number Page 4-1 Project Trip Generation (City Rates) Existing Intersection LOS Parking iii Report_C.doc

4 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 APPENDICES A. Traffic Generation B. Traffic Counts C. Service Attendees D. Significance Criteria E. HCS Worksheets iv Report_C.doc

5 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, EXECUTIVE SUMMARY Urban Systems Associates, Inc. was retained to determine what traffic impacts would occur as the result of redeveloping an existing single family residence to a worship / social center which would include a residence for the Rabbi. A small pre-school is also included in the proposed project. NOTE: This project proposes to AVOID all peak hour traffic impacts by restricting peak hour uses related to the school, worship and social center. We found that the proposed project is expected to generate 117 new average weekday trips and 142 new average daily trips on the weekend. However, all activities at the site except residential which currently exists, will be time restricted so that no traffic impacts occur during peak periods. On a peak hour basis the project is therefore expected to generate no new AM peak and no new PM peak weekday trips. On the weekend, the project is expected to generate 7 new AM peak trips and 12 new PM peak trips. The City of San Diego has adopted thresholds of significance. For any project to have a significant traffic impact, the change in delay at a signalized intersection must exceed 1 second when that intersection is operating at level of service F. Based on new peak hour manual traffic counts, the intersection of La Jolla Parkway / Hidden Valley Road now operates at a level of service F during weekdays Report_C.doc

6 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 If not restricted, weekday project traffic and the weekday level of service at La Jolla Parkway / Hidden Valley Road are more critical than during the weekend. Analysis of the intersection of La Jolla Parkway / Hidden Valley Road reveals that the change in delay is well below the City s significance threshold of 1 second even if uses of the worship center and school were not restricted during the peak hour. With the weekday use restrictions proposed, the project will have no peak hour traffic. Based on the fact that the proposed project will not have any peak hour traffic impact that would warrant further review and analysis based on City criteria and this analysis, no additional analysis is warranted. Parking proposed for this project is 37 spaces. Parking required for the facility is 36 spaces. Parking for the proposed project is therefore also adequate and provides 1 surplus space. The overall conclusion of this study is that due to use restrictions to avoid weekday peak hour use of facilities, traffic impacts are avoided Report_C.doc

7 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, INTRODUCTION Chabad La Jolla retained Urban Systems Associates, Inc. (USAI) to complete an evaluation of what traffic and parking impacts might be expected for a proposed House of Worship which includes a residence and pre-school. To complete the study with no peak hour traffic restrictions in use, traffic count data was obtained and expected new traffic to be generated by the project was determined. This data then was used in conjunction with standard City of San Diego procedures to determine project traffic impacts and parking requirements. This study is unique in that self imposed use restrictions will result in no new peak hour traffic impacts on weekdays. Figure 2-1 shows the location and existing streets in the vicinity of the project. As shown, the project is located at the southeast corner of Hidden Valley Road and the Ardath connector. The project is also adjacent to the signalized intersection of La Jolla Parkway and Torrey Pines / Hidden Valley Road. This report is organized into seven chapters and includes a technical appendix. Following an executive summary and this introduction, the proposed project is described in more detail. Then project traffic generation and distribution is discussed. Next city significance criteria are presented followed by the analysis of both traffic and parking. In the last chapter conclusions and recommendations are presented. This study is based entirely on adopted City of San Diego procedures and assumptions related to traffic generation and significance criteria. Although not required from a technical perspective, this project is voluntarily self imposing weekday peak hour use restrictions so that NO TRAFFIC IMPACTS occur during the AM and PM peaks traffic periods Report_C.doc

8 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 2-1 Project Location and Existing Streets Report_C.doc

9 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, PROPOSED PROJECT The project proposes a three level facility with onsite parking on the lowest level. The lowest level proposes 33 parking spaces and is directly accessed from a driveway to Ardath Road. The second level provides for a sanctuary with seating for 96 persons. Adjacent to the sanctuary is a social hall which also seats 96 persons. As is the custom, worship services are followed immediately with a social period. The sanctuary and social hall are not used at the same time. The second level also provides four additional parking spaces for a total of 37 spaces. The second level also houses a pre-school / infant care facility with a small reception area. The preschool will have up to 12 children attending the facility from off-site. Total enrollment at the school is 16 children with 4 of the children living in the Rabbi s residence. Also the sanctuary office is located on this level. The preschool and offices are not used during social or assembly events except that day care may be provided during an assembly or social event. On the third level, the Rabbi has his personal residence. The personal residence is a typical 4 bedroom house and also includes a guest or staff bedroom / bath and living area. Figure 3-1 and 3-2 show the lower levels described. Figure 3-3 shows the sanctuary and social hall use restrictions. As a voluntary commitment towards not creating any new weekday peak hour traffic impacts, the proposed project will adopt use restrictions so that no peak traffic impacts will occur during the week. This is proposed to be achieved by voluntarily not scheduling either social or assembly uses during weekday peak hours Report_C.doc

10 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 3-1 Basement Parking Floor Plan (Thirty-Three Spaces) Report_C.doc

11 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 3-2 First Floor Plan (Four Parking Spaces) Report_C.doc

12 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 3-3 Sanctuary/Social Hall Use Restrictions Report_C.doc

13 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, TRAFFIC GENERATION / DISTRIBUTION Please note that the proposed project is voluntarily adapting weekday peak hour use restrictions for the school, sanctuary and social hall so that there will be NO TRAFFIC IMPACTS. This analysis is being completed solely to determine if the possible traffic impacts would be significant based on city criteria. 4.1 GENERATION The City of San Diego has adopted standard procedures for conducting Traffic Impact Studies (TIS) and they also have standard traffic generation rates that are used for analysis. The standard City rates may be found in Appendix A. Based on the proposed uses and the City rates, daily and peak hour traffic generation estimates are prepared. Because of the nature of the proposed project, both weekday and weekend traffic generation is determined. This analysis was completed for information only. The project intends to voluntarily restrict peak hour traffic so that there are no peak hour impacts on weekdays. Table 4-1 shows the proposed uses and trip generation rates for the project. As shown in the tables, the weekday and weekend traffic generation vary because on the weekend, the sanctuary generates at a rate four times greater than during the week. Although the residence is included in Table 4-1, the analysis does not include the residence as new project trips since the residence, and Rabbi already resides on the site in the existing residence that is to be redeveloped Report_C.doc

14 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 TABLE 4-1 Project Trip Generation * Chabad Temple La Jolla (CITY RATES) Use Amount Trip Rate Weekday AM Peak Hour PM Peak Hour ADT % # In/Out In Out % # In/Out In Out Office 263 SF Ln(T)=0.756 Ln(x) % 2 9 : % 3 2 : Single Family Residential 1 DU 10 / DU 10 8% 1 2 : % 1 7 : Pre School 12 Children 5 / Child 60 19% 11 5 : % 11 5 : Sanctuary 1,889 SF 15 /1000 SF 28 4% 1 8 : % 2 5 : Total Notes: SF = Square Foot DU = Dwelling Unit City of San Diego Trip Generation Rates Used Weekend AM Peak Hour PM Peak Hour Use Amount Trip Rate ADT % # In/Out In Out % # In/Out In Out Office 264 SF Ln(T)=0.756 Ln(x) % 2 9 : % 3 2 : Single Family Residential 1 DU 10 / DU 10 8% 1 2 : % 1 7 : Sanctuary 1,889 SF 60 /1000 SF 113 4% 5 8 : % 9 5 : Total Note: 9/11/2007 For day of worship, the Sanctuary rate quadruples (15 x 4 = 60) *Note: This trip generation table is for information and significance analysis purposes only since the applicant intends to AVOID peak hour traffic impacts on weekdays by not scheduling use during those times Report_C.doc

15 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 During the typical week the pre-school is open and the sanctuary office would be in use. However, as noted above the project applicant intends to limit peak hour traffic impacts. This analysis is therefore only for information. In addition the residence would be occupied. Total average weekday traffic generation is estimated to be 117 daily trips. During the AM peak hour 16 trips are expected with 9 in and 7 out. During the PM peak hour 17 trips are expected with 11 in and 9 out. During the week the sanctuary is not normally fully occupied as it would be on Saturdays, the typical day of worship. On the weekend when the sanctuary may be fully occupied, the pre-school is not in session. The office and residence may still be in use therefore they are both included in the weekend table. As noted above, the sanctuary trip generation rate which is four times higher than weekday is used. As shown in the weekend table, 142 daily trips are expected. During the weekend peak traffic times fewer project peak trips are expected as compared to weekday peak traffic. In addition to fewer peak trips on weekends, non project traffic on the streets is also less. Therefore, weekday traffic impacts are more critical than weekend traffic. This fact is discussed further in Chapter 6, the analysis. In addition to traffic generation, existing traffic must be known in order to complete an analysis of the likely change in condition from existing without the project to existing with the project. Therefore, traffic count data was gathered for the study. The data was obtained February 15-17, 2007 and may be found in Appendix B. The traffic count data is discussed further in Chapter 6, the analysis section of this report Report_C.doc

16 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, DISTRIBUTION The distribution of project traffic must also be determined for analysis purposes. Sometimes computer travel forecast models are used for this purpose. However for this project, better and more accurate information is available. The church conducted a survey of existing parishioners / likely visitors to the proposed facility to determine likely origins and destinations of visitors. Appendix C shows the survey results. Figure 4-1 graphically shows the distribution of project traffic based on actual existing parishioners residence locations. As shown on Figure 4-1, 33% of visitors use La Jolla Parkway to and from the east, 11% Torrey Pines Road to and from the north, and 44% to and from the west on Torrey Pines Road. Only occasional use of Hidden Valley Road was noted. In the analysis, no traffic on Hidden Valley Road was assumed. This provides a more conservative analysis because all project traffic then uses the La Jolla Parkway / Torrey Pines signalized intersection Report_C.doc

17 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 4-1 Traffic Distribution (Based on Actual Data) See Appendix B Report_C.doc

18 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, SIGNIFICANCE CRITERIA The City of San Diego has established Significance Determination thresholds which were approved for use in January These thresholds, see Appendix D, are used for project evaluation in order to determine if a project traffic impact is or is not significant for environmental impact analysis and mitigation purposes. For the proposed project, the critical intersection is La Jolla Parkway at Torrey Pines Road / Hidden Valley Road. Presently during the week, based on existing peak traffic count data, the intersection operates at a level of service F. For a signalized intersection which is operating at a level of service F, a change in delay of more than 1 second, see table at the top of page 71 of Appendix D, is significant. If when project traffic is added to existing traffic there is a change in delay of less than 1 second the project is determined to NOT have a significant traffic impact. Chapter 6 discusses the application of these criteria more fully. As previously noted, this analysis of significance is included for information only since the project applicant intends to AVOID ALL WEEKDAY PEAK TRAFFIC IMPACTS by not scheduling activities during those peak times Report_C.doc

19 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, ANALYSIS: TRAFFIC & PARKING 6.1 TRAFFIC First we evaluated the existing condition without the project during the week and on Saturday, the day of assembly for the proposed facility. Table 6-1 summarizes the results for two intersections adjacent to the project. As shown in the table, on a weekday during both peaks the intersection of La Jolla Parkway / Hidden Valley Road operates at a level of service F. The Hidden Valley / Ardath Connector operates at an acceptable level of service C or B during the week and A or B on the weekend. The table and analysis results clearly show that the worst case or most critical location and time for the existing condition is at the signalized intersection of La Jolla Parkway and Hidden Valley Road on a weekday Project Peak Traffic Next we determine peak project traffic at the signalized intersection so that the effect and significance of project traffic could be determined. It is important to note that this analysis was completed only for the purpose of determining if there were NO USE restrictions would the project result in significant impacts based on city criteria. Figure 6-1 shows project traffic at the intersection based on peak traffic from Table 4-1 and the distribution of traffic based on Figure 4-1. Both AM and PM traffic to and from the project is shown on Figure 6-1. This data is then used to calculate the change in delay when project traffic is added to existing traffic Report_C.doc

20 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 TABLE 6-1 Existing Intersection LOS AM Peak Hour PM Peak Hour # Intersection Delay LOS Delay LOS Weekday 1 La Jolla Pkwy. / Hidden Valley Rd. (signalized) F F 2 Hidden Valley /Ardath Connector (unsignalized) 16.1 C 12.0 B Saturday 1 La Jolla Pkwy. / Hidden Valley Rd. (signalized) 36.4 D 46.0 D 2 Hidden Valley / Ardath Connector (unsignalized) 9.9 A 10.5 B Report_C.doc

21 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 6-1 AM / PM Peak Hour Project Traffic (Weekday) Report_C.doc

22 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 The table below shows the change in delay when project traffic is added to existing traffic for a weekday at the signalized intersection of La Jolla Parkway and Hidden Valley / Torrey Pines Road. Change in Delay / Significance of Project Traffic Peak Change in Delay (Seconds) Criteria Significant? AM Peak = Second No PM Peak = Second No Appendix E contains the Highway Capacity Software (HCS) worksheets used in this analysis. Based on the analysis presented above which show an AM change in delay of only 1/2 second and a PM change in delay of only 1/5 second, the proposed project is not expected to have a significant traffic impact. This is because change in delay for the AM and PM peak is less than one second. As previously discussed, this analysis is included in this report for information only. The applicant has decided to voluntarily AVOID ALL WEEKDAY PEAK TRAFFIC IMPACTS by not scheduling any activities during weekday peak traffic hours. This approach avoids ALL impacts. The applicant proposes a 2 hour use restriction on weekdays for both the AM and PM peak. Figure 6-2 shows peak traffic counts for La Jolla Parkway at Hidden Valley Road. As shown in the figure, the AM peak traffic times are from 7:30 8:30. The applicant therefore proposes no use of the Sanctuary, Social Hall or Pre-school, no use means no traffic in or out during the restricted period which would be from 7-9 AM. This approach would result in no traffic impacts from the project Report_C.doc

23 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 6-2 Peak Traffic Times Report_C.doc

24 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 Based on the traffic count data, the applicant proposes restricted use from 7:00 AM to 9:00 AM i.e. ½ hour before and ½ hour after the peak one hour. During the PM peak, the traffic count data shows peak traffic times between 4:30 and 5:30. The applicant therefore proposes restricted use between the hours of 4:00 PM to 6:00 PM. 6.3 PARKING Parking for the proposed facility is provided based on City code requirements. Based on these requirements, an estimate of parking required was established. Table 6-2 shows how parking requirements were determined. As shown in Table 6-2, the maximum parking demand occurs on a weekend, Saturdays, when the sanctuary is in use. At the time the sanctuary is used outside classes for the school are not held Report_C.doc

25 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 TABLE 6-2 Parking Use Rate Parking Total Residence Spaces Social Hall / or Sanctuary *96 persons 1/3 32 Spaces Pre-school NA Not used as a school during social / assembly events Office NA Not used during social or assembly events Total 36 Spaces** * Both uses are not permitted simultaneously. ** 4 are managed tandem which are assigned to either the residence or church officers Report_C.doc

26 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 Essentially the pre-school is used for day care for families already attending a service. The residence was also considered in this analysis. As noted in the table, the normal residence rate of 2 per unit was doubled to account for the fact that there is no on street or driveway parking for visitors. Also it should be noted that the social hall is not considered to generate additional parking demand. This is because of the custom where a social period follows the worship service and the same people that are already present are served in the social hall. The parking demand based on City code is 36 spaces and the project proposes to build 37 spaces. Therefore the required parking is provided. There are 4 tandem spaces on the lower level of the project. Two of those spaces are reserved for the Rabbi and wife. Also two guests could use the extra two spaces for a total of 4 spaces which serve his residence. Two additional tandem spaces will be restricted for use by church officers known as Beadle, President, Cohen and Levi. One extra space is available for general use Report_C.doc

27 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, CONCLUSIONS AND RECOMMENDATIONS This study was conducted for the purpose of determining what project traffic and parking impacts are most likely to occur and if those impacts are significant or would require mitigation. Based on City Traffic Impact Study Guidelines, July 1998, a traffic study for a project which generates fewer than 500 daily trips is not normally required, see Figure 7-1. However, due to community interest this study was completed. The study focused on two issues namely: 1. Traffic Impacts 2. Parking Requirements Based on this analysis we conclude that the project traffic impacts are NOT SIGNIFICANT. Therefore no further traffic analysis or mitigation is required. In addition, the project applicant is willing to restrict weekday peak hour uses so that there are NO TRAFFIC IMPACTS related to the project. Based on this analysis we also conclude that the project provides an adequate number of parking spaces for the proposed use. Also, no traffic impacts are expected due to use restrictions. We therefore recommend submittal of this analysis for City staff review and concurrence. After staff approval, we recommend that the study results be presented to the appropriate community group Report_C.doc

28 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, 2008 FIGURE 7-1 Traffic Impact Study Requirement Flow Chart Report_C.doc

29 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, REFERENCES City of San Diego Traffic Impact Study Manual, (July 1998) Trip Generation Manual, (May 2003) Significance Determination Thresholds, (January 2007) Parking Regulations City of San Diego San Diego Municipal Code - (Current Version) Transportation Research Board Highway Capacity Manual 2000, (2000) University of Florida Highway Capacity Software, Version 5.2 (2005) Institute of Traffic Engineers Transportation and Traffic Engineering Handbook (Current Version) Parking Generation (Current Version) Manual of Traffic Engineering Studies (4 th Edition) Urban Land Institute The Dimensions of Parking (Current Version) Shared Parking (Current Version) Report_C.doc

30 Chabad La Jolla Urban Systems Associates, Inc. Rabbi Baruch Ezagui May 1, URBAN SYSTEMS ASSOCIATES, INC. PREPARERS Principal Planning Director Sandee Witcraft-Schlaefli; J.D. Juris Doctor, Graduate Courses Urban Planning, B.A. Political Science/Social Welfare Principal Engineer Andrew P. Schlaefli; M.S. Civil Engineering, B.S. Civil Engineering Registered Civil Engineer, Licensed Traffic Engineer Senior Technical Support, Graphics and Illustrations Mark A. Schlaefli Word Processing, Report Production and Compilation Dannielle B. Glodowski This report is site and time specific and is intended for a one-time use for this intended project under the conditions described as Proposed Project. Any changes or delay in implementation may require re-analysis and re-consideration by the public agency granting approvals. California land development planning involves subjective political considerations as well as frequently re-interpreted principals of law as well as changes in regulations, policies, guidelines and procedures. Urban Systems and their professionals make no warrant, either express or implied, regarding our findings, recommendations, or professional advice as to the ability to successfully accomplish this land development project. Traffic is a consequence of human behavior and as such is predictable only in a gross cumulative methodology of user opportunities, using accepted standards and following patterns of past behavior and physical constraints attempting to project into a future window of circumstances. Any counts or existing conditions cited are only as reliable as to the time and conditions under which they were recorded. As such the preparer of this analysis is unable to warrant, either express or implied, that any forecasts are statements of actual true conditions which will in fact exist at any future date. Services performed by Urban Systems professionals resulting in this document are of a manner consistent with that level of care and skill ordinarily exercised by members of the profession currently practicing in the same locality under similar conditions. No other representation expressed or implied and no warranty or guarantee is included or intended in this report, document opinion or otherwise. Any changes by others to this analysis or re-use of document at a later point in time or other location, without the express consent and concurrence of Urban Systems releases and relieves Urban Systems of any liability, responsibility or duty for subsequent questions, claims, or damages Report_C.doc

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