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10/30/2019
PLANNING COMMISSION AGENDA October 30, 2019 6:30 PM The Windmill Room at Diamond Bar City Hall First Floor 21810 Copley Drive Diamond Bar, CA 91765 Copies of staff reports or other written documentation relating to agenda items are on file in the Planning Division of the Community Development Department, located at 21810 Copley Drive, and are available for public inspection. If you have questions regarding an agenda item, please call (909) 839-7030 during regular business hours. Written materials distributed to the Planning Commission within 72 hours of the Planning Commission meeting are available for public inspection immediately upon distribution in the City Clerk's office at 21810 Copley Drive, Diamond Bar, California, during normal business hours. Chairperson Naila Barlas Vice Chairperson Frank Farago Commissioner Jennifer "Fred" Mahlke Commissioner Kenneth Mok Commissioner William Rawlings In an effort to comply with the requirements of Title II of the Americans with Disabilities Act of 1990, the City of Diamond Bar requires that any person in need of any type of special equipment, assistance or accommodation(s) in order to communicate at a City public meeting must inform the Community Development Department at (909) 839-7030 a minimum of 72 hours prior to the scheduled meeting. Please refrain from smoking, eating or drinking in the Windmill Community Room The City of Diamond Bar uses recycled paper and encourages you to do the same City of Diamond Bar Planning Commission MEETING RULES PUBLIC INPUT The meetings of the Diamond Bar Planning Commission are open to the public. A member of the public may address the Commission on the subject of one or more agenda items and/or other items of which are within the subject matter jurisdiction of the Diamond Bar Planning Commission. A request to address the Commission should be submitted in writing to the Secretary. As a general rule, the opportunity for public comments will take place at the discretion of the Chair. However, in order to facilitate the meeting, persons who are interested parties for an item may be requested to give their presentation at the time the item is called on the calendar. The Chair may limit individual public input to five minutes on any item; or the Chair may limit the total amount of time allocated for public testimony based on the number of people requesting to speak and the business of the Commission. Individuals are requested to conduct themselves in a professional and businesslike manner. Comments and questions are welcome so that all points of view are considered prior to the Commission making recommendations to the staff and City Council. When speaking, please direct your questions and comments to the Commission, not to staff or other members of the public. In accordance with State Law (Brown Act), all matters to be acted on by the Commission must be posted at least 72 hours prior to the Commission meeting. In case of emergency or when a subject matter arises subsequent to the posting of the agenda, upon making certain findings, the Commission may act on item that is not on the posted agenda. INFORMATION RELATING TO AGENDAS AND ACTIONS OF THE COMMISSION Agendas for Diamond Bar Planning Commission meetings are prepared by the Planning Division of the Community Development Department. Agendas are available 72 hours prior to the meeting at City Hall and the public library, and may be accessed by personal computer at the contact information below. Every meeting of the Planning Commission is recorded and duplicate recordings are available for a nominal charge. ADA REQUIREMENTS A cordless microphone is available for those persons with mobility impairments who cannot access the public speaking area. The service of the cordless microphone and sign language interpreter services are available by giving notice at least three business days in advance of the meeting. Please telephone (909) 839-7030 between 7:30 a.m. and 5:30 p.m., Monday through Thursday, and 7:30 a.m. and 4:30 p.m., Friday. HELPFUL CONTACT INFORMATION Copies of Agenda, Rules of the Commission, CDs of Meetings (909) 839-7030 Email: info@diamondbarca.gov Website: www.diamondbarca.gov CITY OF DIAMOND BAR PLANNING COMMISSION October 30, 2019 AGENDA Next Resolution No. 2019-13 CALL TO ORDER: 6:30 p.m. PLEDGE OF ALLEGIANCE: 1. ROLL CALL: COMMISSIONERS: Jennifer “Fred” Mahlke, Kenneth Mok, William Rawlings, Vice Chairperson Frank Farago, Chairperson Naila Barlas 2. MATTERS FROM THE AUDIENCE/PUBLIC COMMENTS: This is the time and place for the general public to address the members of the Planning Commission on any item that is within its jurisdiction, allowing the public an opportunity to speak on non-public hearing and non-agenda items. Please complete a Speaker’s Card for the recording Secretary (completion of this form is voluntary). There is a five-minute maximum time limit when addressing the Planning Commission.. 3. APPROVAL OF AGENDA: Chairperson 4. CONSENT CALENDAR: The following items listed on the consent calendar are considered routine and are approved by a single motion. Consent calendar items may be removed from the agenda by request of the Commission only: 4.1. Minutes-September 24, 2019 4.2. Minutes-Special Joint Meeting of the City Council and Planning Commission-September 25, 2019 4.3. Minutes-Special Joint Meeting of the City Council and Planning Commission-October 8, 2019 5. OLD BUSINESS: 6. NEW BUSINESS: OCTOBER 30, 2019 PAGE 2 PLANNING COMMISSION 7. CONTINUED PUBLIC HEARINGS: 7.1 Conditional Use Permit No. PL 2017-139 - Under the authority of DBMC Section 22.58, the property owner and applicant are requesting a Conditional Use Permit to convert an existing 35,687 square -foot office building to 47% medical office use and to construct three new six-foot high retaining walls to create new parking spaces. The subject property is zoned Professional Office (OP) with an underlying General Plan land use designation of Commercial Office (CO). PROJECT ADDRESS: 750 N. Diamond Bar Blvd. Diamond Bar, CA 91765 PROPERTY OWNER: Johnney Y. Zhang, Zhang Group 750 N. Diamond Bar Blvd. Suite 188, Diamond Bar, CA 91765 APPLICANT: Howard Zelefsky 9735 La Capilla Ave. Fountain Valley, CA 92708 RECOMMENDATION: Staff recommends that the Planning Commission keep the public hearing open and continue the matter to the December 10, 2019, Planning Commission meeting. 8. PUBLIC HEARINGS: 8.1 Brea Canyon Business Park – Planning Case No. PL 2017-169 REQUEST: The applicant is proposing to build a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square- foot, three-story office building; and 8,900 square-foot, one level medical office building on an approximately 5.7 -acre vacant parcel located on the east side of south Brea Canyon Road between Lycoming Street and SR- 60 freeway. Prior to June 2019, the property operated as a recreational vehicle and boat storage facility. Pursuant to Titles 21 and 22 – Subdivision and Development Code Sections 22.70, 22.32, 22.58, 21.20, 22.48, 22.30.050 and 22.36.060, the proposed project consists of the following: General Plan Amendment to change the land use designation from Professional Office (OP) to General Commercial (C). Zone Change to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay(C-3-PD). Tentative Parcel Map to subdivide the subject property into four parcels, and to create a condominium subdivision for two office buildings. The OCTOBER 30, 2019 PAGE 3 PLANNING COMMISSION condominium subdivision proposed to subdivide air space for 34 office units within the three-story office building, and subdivide air space for two medical office units within the one-story office building. Development Review to approve the site and architectural designs of a new commercial development to ensure consistency with the General Plan, Development Code, and compliance with all applicable design guidelines and standards. Conditional Use Permit to approve development on a site subject to a Planned Development Overlay District and allow modifications to the building height limit to allow a 64’ high, four-story hotel and a 55’-2” high, three-story office buildings (where 35 feet is the maximum allowed); reduce the parking requirement to allow 289 spaces (where 299 spaces are required); and deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). Parking Permit to share access and parking between the proposed parcels. Comprehensive Sign Program to establish design criteria for all signage associated with the proposed buildings. PROJECT ADDRESS: 850 Brea Canyon Road Diamond Bar, CA 91765 PROPERTY OWNER/ Philip Lee, Lycoming LLC APPLICANT: 17777 Center Court Drive #725 Cerritos, CA 90703 ENVIRONMENTAL DETERMINATION: Pursuant to the provisions of the California Environmental Quality Act (CEQA), Section 15070, the City prepared an Initial Study and Mitigated negative Declaration for this project. Pursuant to CEQA Section 15105, the public review period for the Mitigated Negative Declaration began September 20, 2019, and ended October 19, 2019. RECOMMENDATION: Staff recommends that the Planning Commission recommend approval to the City Council. 9. PLANNING COMMISSION COMMENTS / INFORMATIONAL ITEMS: 9.1. Project Status Report 10. STAFF COMMENTS / INFORMATIONAL ITEMS: 11. SCHEDULE OF FUTURE EVENTS: OCTOBER 30, 2019 PAGE 4 PLANNING COMMISSION 12. ADJOURNMENT: CITY COUNCIL MEETING: Tuesday, November 5, 2019 – 6:30 pm South Coast Air Quality Management District Auditorium 21825 Copley Drive VETERAN’S DAY HOLIDAY Monday, November 11, 2019. In observance of the holiday, city offices will be closed. City offices will re-open on Tuesday, November 12, 2019. PLANNING COMMISSION MEETING: Tuesday, November 12, 2019, 6:30 pm Diamond Bar City Hall Windmill Community Room 21810 Copley Drive TRAFFIC AND TRANSPORTATION COMMISSION MEETING: Thursday, November 14, 2019, 6:30 pm Diamond Bar City Hall Windmill Community Room 21810 Copley Drive CITY COUNCIL MEETING: Tuesday, November 19, 2019 – 6:30 pm South Coast Air Quality Management District Auditorium 21825 Copley Drive PLANNING COMMISSION MEETING: Tuesday, November 26, 2019, 6:30 pm Diamond Bar City Hall Windmill Community Room 21810 Copley Drive THANKSGIVING DAY HOLIDAY November 28 and 29, 2019. In observance of the holiday, city offices will be closed. City offices will re-open on Monday, December 2, 2019. MINUTES OF THE CITY OF DIAMOND BAR MEETING OF THE PLANNING COMMISSION SEPTEMBER 24, 2019 CALL TO ORDER: Chair/Barlas called the meeting to order at 6:32 p.m. in the City Hall Windmill Room, 21810 Copley Drive, Diamond Bar, CA 91765. PLEDGE OF ALLEGIANCE: Commissioner Rawlings led the Pledge of Allegiance. 1. ROLL CALL: COMMISSIONERS: Jennifer “Fred” Mahlke, Kenneth Mok, William Rawlings, Vice Chairperson Frank Farago and Chairperson Naila Barlas Also present: Greg Gubman, Community Development Director; James Eggart, Assistant City Attorney; Grace Lee, Senior Planner; May Nakajima, Associate Planner; Natalie T. Espinoza Associate Planner; and Stella Marquez, Administrative Coordinator. 2. MATTERS FROM THE AUDIENCE/PUBLIC COMMENTS: None 3. APPROVAL OF AGENDA: As presented. 4. CONSENT CALENDAR: 4.1 Minutes – September 10, 2019: C/Rawlings moved, C/Mok seconded, to approve Consent Calendar Item 4.1 as presented. Motion carried by the following Roll Call vote: AYES: COMMISSIONERS: Mahlke, Mok, Rawlings, VC/Farago, Chair/Barlas NOES: COMMISSIONERS: None ABSENT: COMMISSIONERS: None 5. OLD BUSINESS: None 6. NEW BUSINESS: None 4.1 Packet Pg. 7 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 2 PLANNING COMMISSION ______________________________________________________________________ 7. PUBLIC HEARING(S): 7.1 Development Review and Minor Conditional Use Permit No. PL2018-157 - Under the authority of Diamond Bar Municipal Code Section 22.48 and 22.56, the applicant and property owners requested Development Review approval to construct an addition consisting of 4,367 square feet of living area, a 349 square foot garage addition, 4,446 square feet of deck/patio area, and 817 square feet of storage/mechanical area to an existing 4,120 square foot, single family residence on a 49,891 gross square foot (1.15 gross acre) lot. A Minor Conditional Use Permit was requested to allow the continuation of an existing nonconforming structure with a 21’-2” front setback where 30 feet is required. The subject property is zoned Rural Residential (RR) with an underlying General Plan land use designation of Rural Residential. PROJECT ADDRESS: 1607 Derringer Lane Diamond Bar, CA 91765 PROPERTY OWNER: Amit and Sandeep Kaushal 1607 Derringer Lane Diamond Bar, CA 91765 APPLICANT: Shiv Talwar Design Concepts 3340 Riverside Drive #M Chino, CA 91710 AP/Espinoza presented staff’s report and recommended Planning Commission approval of Development Review and Minor Conditional Use Permit No. PL2018-157, based on the Findings of Fact, and subject to the conditions of approval as listed within the Resolution. C/Rawlings asked if the pad would be constructed on the grade that exists or using part of it for the fill. AP/Espinoza referred to the map and stated that the house addition would be on part of the fill which will be terraced. C/Rawlings asked if there were any issues with mitigating the traffic that would be supplying the fill and AP/Espinoza said she is aware that The Country Estates charges for truckloads of dirt. In addition, applicants often obtain fill from other projects within The Country to mitigate that concern. 4.1 Packet Pg. 8 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 3 PLANNING COMMISSION ______________________________________________________________________ Chair/Barlas opened the public hearing. Amit Kaushal, property owner, introduced himself to the Commission and briefly described the project objectives Shiv Talwar thanked AP/Espinoza and Planning and Engineering staff for their guidance through the project which has taken more than a year. Chair/Barlas closed the public hearing. C/Mok moved, C/Rawlings seconded, to approve Development Review and Minor Conditional Use Permit No. PL2018-157, based on the Findings of Fact, and subject to the conditions of approval as listed within the draft resolution. Motion carried by the following Roll Call vote: AYES: COMMISSIONERS: Mahlke, Mok, Rawlings, VC/Farago, Chair/Barlas NOES: COMMISSIONERS: None ABSENT: COMMISSIONERS: None 7.2 Development Review No. PL2016-195 – Under the authority of Diamond Bar Municipal Code Section 22.48, the applicant and property owner s requested Development Review approval to demolish an existing 3,820 square foot residence, and construct a 15,011 square foot single family residence with 2,915 square feet of garage area; 3,599 square feet of patio/gazebo area and, 3,491 square feet of interior and exterior storage areas on a 1.84 gross acre (80,146 gross square foot) lot. The subject property is zoned Rural Residential (RR) with an underlying General Plan land use designation of Rural Residential. PROJECT ADDRESS: 24030 Shotgun Lane Diamond Bar, CA 91765 PROPERTY OWNER: Andrew Oei and Semiwati Tan ‘ 933 Summitridge Drive Diamond Bar, CA 91765 4.1 Packet Pg. 9 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 4 PLANNING COMMISSION ______________________________________________________________________ APPLICANT: Pete Volbeda 164 N. 2nd Avenue Upland, CA 91786 AP/Espinoza presented staff’s report and recommended Planning Commission approval of Development Review No. PL2016-195, based on the Findings of Fact, and subject to the conditions of approval as listed within the resolution. C/Mok asked staff to elaborate on what a “trash bin ramp” is in connection with this proposal. AP/Espinoza stated that it is a ramp for the trash bins to be rolled down for access from the street by the trash hauler. Chair/Barlas opened the public hearing. Pete Volbeda, Architect, spoke about the project and said that this is one of the more challenging houses he has designed because of the slope. As mentioned in staff’s report, they were able to balance the dirt, which negates the need for dirt trucks on the streets. B ecause the house is above street level, the owner was concerned about taking the trash down to the street, thus the small ramp was included for that purpose. C/Mok asked if the trash bins would be outside of the gate and Mr. Volbeda said that the trash bins are next to the garage with screening and doors at the front of them for access. C/Mok asked when the refuse truck shows up to pick up the trash, if the bins would be at the bottom of the driveway. Mr. Volbeda said “at the street level” and C/Mok asked if the trash truck would have to back up the shared driveway for pickup. Mr. Volbeda said they would typically pick up the bin from where it is standing on the street so there should be no reason for the trucks to have to be driven up the driveway. Chair/Barlas closed the public hearing. C/Rawlings moved, C/Mahlke seconded, to approve Development Review No. PL2016-195, based on the findings of Fact, and subject to the conditions of approval as listed within the resolution. Motion carried by the following Roll Call vote: 4.1 Packet Pg. 10 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 5 PLANNING COMMISSION ______________________________________________________________________ AYES: COMMISSIONERS: Mahlke, Mok, Rawlings, VC/Farago, Chair/Barlas NOES: COMMISSIONERS: None ABSENT: COMMISSIONERS: None 7.3 Conditional Use Permit No. PL2017-139 – Under the authority of Diamond Bar Municipal Code Section 22.58, the property owner and applicant requested a Conditional Use Permit to increase the medical office uses from 11,634 square feet to 16,906 square feet located within a 35,687 square foot professional office building; construct three tiered six foot high retaining walls and, add 19 new parking spaces. The subject property is zoned Professional Office (OP) with an underlying General Plan land use designation of Commercial Office (CO). PROJECT ADDRESS: 750 N. Diamond Bar Boulevard Diamond bar, CA 91765 PROPERTY OWNER: Johnney Y. Zhang Zhang Group 750 N. Diamond Bar Boulevard, Suite 188 Diamond Bar, CA 91765 APPLICANT: Howard Zelefsky 9735 La Capilla Avenue Fountain Valley, CA 92708 AP/Nakajima presented staff’s report and recommended that the Planning Commission continue Conditional Use Permit No. PL2017-139 to October 30, 2019, to allow for further investigation of the parking issue. C/Rawlings asked if the City addresses hydrology issues related to cutting into the hillside before the project comes before the Planning Commission. CDD/Gubman explained that the matter typically comes after the Planning Commission’s consideration when construction documents are prepared and engineering calculations and specifications are designed based on soil and drainage conditions, as well as structural requirements set forth in applicable building codes. 4.1 Packet Pg. 11 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 6 PLANNING COMMISSION ______________________________________________________________________ C/Rawlings said he would be in favor of continuing this matter to a date certain and would like to see if some of that work could be done ahead of time. Having grown up in the area he is aware of several springs from the hillside and as a result, there used to be a pond near Oak Tree Lanes. He is sure there could be hydrology issues and would like for the City to be extra diligent on that front to save the applicants and property owners time and money. VC/Farago asked if there were any other plans proposed for reconfiguring the striping to determine whether the applicant could meet the fire lane and parking requirements if they did angle parking in combination with parallel against the building or, were they just looking at the current configuration for adding the spaces. AP/Nakajima said they are just looking at the current configuration and adding spaces accordingly. The current parking stalls are actually compact spaces which are no longer allowed. C/Mok said that the spaces are very small and it appears to him that the parking spaces are maxed out. C/Mahlke said she experienced the same thing when she visited the site. In addition, she does business in several buildings in this area. From what she can tell from the reciprocal parking agreement documents submitted to the Commission, several of these properties have executed their right to show that these spots are for their customers only and that they are no longer sharing their spaces with the adjacent properties. She wants to know if the City has all of the information about which properties originally agreed to share the spaces and which are the ones no longer doing so. AP/Nakajima reminded the Commission that it is a private agreement among the property owners and the City is not a party to a private contract. C/Mahlke said that she understands that it is a private agreement, and wants to understand how much, if any, the Commission needs to give weight to in making its decision understanding there are drainage issues, etc. CDD/Gubman said the Commission would put zero weight into the private parking agreement because there is no proposal for shared parking. If there was a proposal for shared parking the City would require authorization from property owners who have parking spaces within 300 feet of the subject 4.1 Packet Pg. 12 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 7 PLANNING COMMISSION ______________________________________________________________________ property to authorize shared use of the parking, for which the City would perform an analysis in the aggregate of those properties as part of this proposal. In this case, the City is not a party to this reciprocal parking agreement, therefore, for purposes of this application, applies the parking standards to the individual parcel. The Code requires off-street parking on premises to meet the parking requirement. All of the documentation the property owners have provided is part of a squabble among five proper ty owners that the City cannot be a party to. Chair/Barlas opened the public hearing. Howard Zelefsky, applicant, said that he believes CDD/Gubman’s statement is appropriate. This is a private agreement and while one could call it a squabble among property owners, he is not participating in that squabble. And because they have not set out parking parameters, the neighbors are still allowed to park on their site consistent with the easement agreement. Mr. Zhang bought the property in 2015. In 2017 he decided to make some capital improvements to the site including the façade and internal portions of the building, and to modify or allow for the option of a small addition in the medical office. In order to achieve that without dealing with the easement agreement, he decided to explore, totally within his property, adding 19 more parking spaces. Toward that effort, in 2018, they submitted two traffic reports done by Linscott, Law & Greenspan to justify the use of the additional medical use with the corre sponding number of spaces. Staff is requesting continuance to October 30th and if asked, they are willing to have Linscott, Law & Greenspan provide additional information needed for the Commission to make its decision on that date. Mr. Zelefsky stated that AP/Nakajima has been great to work with through this process which he very much appreciates. Jim Wood, Stonewood Properties, owner and representative of owners of the auto center at 780 N. and 790 N. Diamond Bar Boulevard, stated that a letter was provided to the City about some of their concerns and their opposition. Stonewood Properties wants to make sure there is sufficient parking and that the parking stalls are sufficient on 750 N. Diamond Bar Boulevard so there is no spillover and that in addition, the hydrology and engineering concerns are looked at very carefully. 4.1 Packet Pg. 13 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 8 PLANNING COMMISSION ______________________________________________________________________ C/Mahlke wanted to understand the task or job of the PVC pipe running down the hill at the site. Richard de la Fuente, architect for the project, said that if it is white PVC pipe it is probably the irrigation system for the trees that are being planted according to the landscape improvements that were recently approved. Chair/Barlas moved, C/Mok seconded, to continue the public hearing for Development Review No. PL2017-139 to October 30, 2019, at 6:30 p.m. Motion carried by the following Roll Call vote: AYES: COMMISSIONERS: Mahlke, Mok, Rawlings, VC/Farago, Chair/Barlas NOES: COMMISSIONERS: None ABSENT: COMMISSIONERS: None 8. PLANNING COMMISSION COMMENTS/INFORMATIONAL ITEMS: None 9. STAFF COMMENTS/INFORMATIONAL ITEMS: 9.1 Project Status Report. CDD/Gubman reminded Commissioners that the following night the Planning Commission and City Council meet for the first of two planned joint workshops to unveil the new General Plan document and begin discussing the documents with the overall purpose of covering the first four chapters. The second meeting is scheduled for October 8th to continue review of the chapters and time permitting, the Climate Action Plan and EIR. Should the Commission and Council wish to have a third study session, October 22 nd is being held open for that purpose. The update process commenced three years ago with an extensive public process and a meticulously crafted Vision Statement, Guiding Principles and hundreds of goals and policies that have been scrutinized, refined and vetted by the public and GPAC. This process formed the framework for the General Plan document text and this is a major lifetime achievement for any Planning Commission to be involved in. 4.1 Packet Pg. 14 ______________________________________________________________________ SEPTEMBER 24, 2019 PAGE 9 PLANNING COMMISSION ______________________________________________________________________ 10. SCHEDULE OF FUTURE EVENTS: As listed in the agenda. ADJOURNMENT: With no further business before the Planning Commission, Chair/Barlas adjourned the regular meeting at 7:25 p.m. The foregoing minutes are hereby approved this 30th day of October, 2019. Attest: Respectfully Submitted, __________________________________ Greg Gubman Community Development Director _______________________________ Naila Barlas, Chairperson 4.1 Packet Pg. 15 MINUTES OF THE CITY OF DIAMOND BAR SPECIAL JOINT MEETING OF THE CITY COUNCIL AND PLANNING COMMISSION GENERAL PLAN 2040 UPDATE SEPTEMBER 25, 2019 CALL TO ORDER: Mayor Herrera called the Special Meeting of the City Council and Planning Commission to order at 6:00 p.m. in the City Hall Windmill Community Room, 21810 Copley Drive, Diamond Bar, CA 91765. 1. ROLL CALL: Present: Council Members: Andrew Chou, Ruth Low, Nancy Lyons, Mayor Pro Tem Steve Tye, and Mayor Carol Herrera Commissioners: Jennifer “Fred” Mahlke, Ken Mok, William Rawlings, Vice Chair Frank Farago and Chair Naila Barlas Consultants: Rajeev Bhatia, AICP, ASLA, Partner, President & Project Manager, Dyett & Bhatia; and, Paul Hermann, Senior Engineer, Fehr & Peers Also present: Dan Fox, City Manager; Ryan McLean, Assistant City Manager; David DeBerry, City Attorney; Greg Gubman, Community Development Director; Grace Lee, Senior Planner; David Liu, Public Works Director; and, Marsha Roa, Public Information Manager. 2. GENERAL PLAN UPDATE – REVIEW OF THE GENERAL PLAN 2040 PUBLIC REVIEW DRAFT CHAPTERS 1 THROUGH 4: CM/Fox congratulated everyone on reaching the final stage of the General Plan Update process that began more than three years ago. There has been a very extensive public outreach effort and intense participation throughout the process, and the General Plan Advisory Committee (GPAC) has put together countless hours in reviewing and developing very detailed goals and policies that are contained within the draft document, which reflects the feedback and comments from the public who have participated in the process to date. The public draft of the General Plan, the Climate Action Plan and the 4.2 Packet Pg. 16 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 2 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ Environmental Impact Report are now available for public review and the purpose of these joint study sessions is for the City Council, the Planning Commission and the public to become familiar with the contents of these documents, and to provide additional comments and feedback prior to the formal public hearings that will come before the Planning Commission in November, and ultimately before the City Council in December. CM/Fox expressed his thanks and gratitude to all who have participated in this exciting process – especially, the City Council, Planning Commission, the General Plan Advisory Committee, staff, the consultant team and the public. This is a monumental undertaking which is now approaching the finish line. CM/Fox introduced Rajeev Bhatia and Paul Herrmann and stated that tonight’s agenda will consist of the following: A brief staff presentation on Chapters 1 through 4 of the General Plan document; public comments; and a chapter by chapter review and discussion with the City Council and Planning Commission , for which staff will provide answers to questions and concerns and ask for the Council and Commission to provide feedback and/or direction. CDD/Gubman provided staff’s presentation stating that the Draft General Plan is the culmination of a process that kicked off on August 10, 2016 when the City Council and the Planning Commission held their first joint meeting. Following that was a 32-month effort that included 23 stakeholder interviews, 10 GPAC meetings, 2 online surveys, 2 community workshops, pop up booths at five (5) special events throughout the City, two more joint Planning Commission/City Council meetings, informational booths at every 2017 Concerts in the Park, as well as at Albertsons, Smart & Final, Market World, Starbucks at Diamond Hills Plaza, and at Diamond Bar High School and Diamond Ranch High School. In addition, there was a public scoping meeting and 30-day comment period when staff solicited input on what should be studied in the EIR that would be analyzing the impacts of the proposed General Plan Update. The City also had an extensive social media and direct mail outreach effort to engage the community and encourage their participation. Throughout this undertaking, the community played a significant role in constructing the framework upon which the Draft General Plan was built. Key components of that framework include: A Community Vision Statement, Seven Guiding Principles, an updated Land Use Map, and 118 Goals and 413 Policies. These 531 Goals and Policies were painstakingly reviewed by several members of the community and their feedback was taken to heart and reflected in the Goals and Policies language of that work which the GPAC ultimately endorsed. 4.2 Packet Pg. 17 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 3 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ The General Plan Public Review Draft document provides the underlying context for the Community Vision and Guiding Principles that were crafted through the public process, and includes an updated Land Use Plan , as well as goals and policies. The General Plan is ultimately built upon that framework to provide the text, diagrams and photos to help provide context to the core ideas and aspirations that were crafted throughout this effort. Tonight’s meeting provides the opportunity to prese nt the document to the Council and Commission, provide an overview of how the document is organized and to focus the discussion this evening on the first four chapters of the Draft General Plan. The Scope of Work for the General Plan was divided into three phases. Phases 1 and 2 - Product Initiation, Visioning and Issue Identification – led to the composition of the Vision Statement and Guiding Principles that provided guidance to move forward with the study areas that ultimately became some new land use districts and provided the basis for the Goals and Policies. We are currently in Phase 3, which is the draft and final documents, and we are in the closing tasks of the final phase. These public workshops are being provided as an opportunity to explain the intent, framework, organization and the steps that will need to transpire in order for the Planning Commission and City Council to ultimately hold the public hearings and adopt the document in its final form as it takes shape through this public review period. The General Plan documents are comprised of two policy documents and the EIR. The General Plan Update is a comprehensive update of the City’s first ever General Plan that was adopted in 1995. There is also a Climate Action Plan which will be the City’s greenhouse reduction strategy that demonstrates how Diamond Bar will comply with State mandates. The project also includes the Environmental Impact Report (EIR) which studies the potential impacts of the project in accordance with the California Environment Quality Act (CEQA). The study sessions that are planned for tonight and October 8th are intended to focus on pieces of this overall project. Tonight, the focus will be on Chapters 1 through 4: 1) Introduction; 2) Land Use and Economic Development; 3) Community Character & Placemaking; and, 4) the updated Circulation Element. CHAPTER 1 – INTRODUCTION The introduction for the General Plan provides a roadmap to help navigate through the document in its entirety. The General Plan is a long-range policy document. 4.2 Packet Pg. 18 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 4 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ The typical horizon for a General Plan is 20 years, thus the title of this document is Diamond Bar General Plan 2040. General Plans are often referred to as the “constitution” for local governments. It expresses the vision of the community’s future, its goals, objectives and policies to achieve that vision, and includes State - required and optional elements. The distinction between goals and policies is that goals are more overarching and more aspirational guiding statements that communicate or convey what the City would like to accomplish during the lifetime of this General Plan and policies are more specific explanations or directives to convey how the City should best implement those goals. A goal may say that “the City wishes to have a walkable downtown within its boundaries” and the policies would then say “we will do so by designating this specific area as the downtown and we will require a certain character in the street design, in the architecture and public spaces” and be more specific on how the City wants that vision to be realized when development is proposed to follow those General Plan criteria. The Introduction also includes the Community Vision to guide Land Use decisions to ensure a balance of different land uses that provide the ingredients for a complete community – a more livable place, and because a Town Center concept was consistently brought up as something the community wanted, it has been given prominence in the Vision Statement. P art of what a Town Center is, is its walkability and atmosphere that make it a destination and this too, plays an important role in the Vision Statement. Throughout the public workshops, a celebration of the community’s diversity was identified as an important value. Words used to describe Diamond Bar during these workshops included safe, quiet and family friendly, which were the most frequently used. These identities also have a special prominence in the Community Vision. There is more interest in sustainability and being able to make responsible well-informed decisions so that this community and its quality of life that residents enjoy can be passed on to future generations. Part of Diamond Bar’s unique character is its environmental resources and its country living character which are also embedded in the Vision Statement. CHAPTER 2 – LAND USE AND ECONOMIC DEVELOPMENT This element has the broadest scope of all of the chapters and provides the overall framework for the physical development of the community and the distribution and intensity of different land uses. The land use plan is built upon the goals and policies that were formulated throughout the process with the updating of the Land Use Map. Of importance to note in the Land Use diagram is that it is obviously 4.2 Packet Pg. 19 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 5 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ more detailed than the 1995 Land Use diagram. Technology enabled staff and the consultant team to do a more precise and gra nular mapping of the different land use districts down to the parcel level, and reflect the current “built” environment as well as, previously approved development that has taken place since its original adoption in 1995. What the General Plan does not do, is propose any changes to existing residential neighborhoods and all of the density development criteria that has been established and developed into residential communities are cemented in this updated document. What the General Plan does alongside of that, is create four (4) new focus areas in areas that are currently not residentially developed. Town Center – This focus area is identified along Diamond Bar Boulevard between the SR60 and Golden Springs Drive that could accommodate a more traditional “downtown” type development with entertainment, retail restaurant, community gathering spaces and ancillary residential uses to create a walkable environment. Neighborhood Mixed-Use – This focus area is envisioned as a combination of residential and neighborhood-serving retail to promote revitalization of North Diamond Bar Boulevard. Community Core Overlay – This focus area covers the County owned and operated golf course. The City Council and Planning Commission directed the team to establish this as a proactive measure in the event that LA County chooses to discontinue use of the golf course or downsize it, establish policies and goals to prescribe how that land should be repurposed to protect the interest of the City and not ultimately become subservient to whatever the County might ultimately determine is the best fate for the property. Transit Oriented Mixed Use – This focus area is on the west side of Brea Canyon Road between Lycoming and the City limits, delineated by the railroad tracks and a small parcel at the northeast corner of Brea Canyon Road and Washington Street. The intent is to find ways to make it a more transit-friendly area, taking into account the transit center across the City limits in the City of Industry with the Metrolink station and the Foothill Transit Park & Ride facility. All of these focus areas express a desire to provide walkable, mixed-use activity and each focus area includes a residential component to keep the areas populated 24 hours and provide walkability and active lifestyles that does not rely heavily on the automobile and blend with the current layout of the City limits. Since the City is essentially built-out, these are also identified as opportunities for infill 4.2 Packet Pg. 20 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 6 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ development to meet future needs and future aspirations for Diamond Bar. CDD/Gubman concluded that as part of the EIR traffic and air quality analysis, all of these newly established districts and policies led to some build -out estimates. With the proposed General Plan as drafted, if all of the policies were implemented and all of the focus areas were built out as they are envisioned under the proposed General Plan, there would be approximately 3,750 new housing units, 7,000 new jobs and approximately 8,800 residents. So by 2040, the population estimate for the City could reach 66,700 and that growth would essentially be concentrated in the focus areas and the goals and policies that take into account those build out numbers try to provide the direction and guidance to adapt to that future growth in a manner that is organized and compatible with the existing environment which creates the Community Character & Placemaking the community has expressed is an important characteristic that already exists within the country living , topographic and scenic features, and to continue to express that vision in the future built environment. CHAPTER 3 – COMMUNITY CHARACTER & PLACEMAKING Rajeev Bhatia stated that while the Land Use Element deals with where the uses will be located and how intense they will be, the Community Character & Placemaking deals with what it will look like and how human beings will interact with this environment. This chapter deals with the physical form and character of Diamond Bar and seeks strategies to strengthen the City’s identity through new development and public improvements and as a reminder, new development will be limited to very specific areas, which means that much of the City will remain largely as it is now. This plan also looks through these connections and streets and open spaces that filter through the areas and how those could also be improved in terms of the City’s identity. Obviously, the goals and policies are focused on those four mixed-use areas to encourage walkable and ped estrian- scale environments and districts, but also to preserve what people value most about Diamond Bar - the quality of the setting and residential neighborhoods that exist. The document seeks to do this through multiple strategies through an overall city-wide strategy that speaks to what the character is, how it should be preserved and enhanced, and it also drills down into the overall structure of the City as shown on the map and how those areas would be used to reflect the City’s heritage and history as an early original ranch, for example. It also deals with Placemaking and how we create a memorable and unified character. So, for a variety of reasons, there are certain streets designated as “boulevards” which include integrating transportation improvements while also thinking about what the different uses 4.2 Packet Pg. 21 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 7 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ alongside those would be and what they would feel like in terms of unified streetscapes as one moves through the City. This provides a way to look at a City on a “bigger picture” scale, how one enters the City and how one moves through it. As such, a lot of policies are centered on those specific focus areas. And, this document also talks about pedestrian and bicycle paths that will connect these neighborhoods to the focus areas and other destinations within in the City and how there will be development that is sensitive to hillsides and adjacent residential uses in order to provide good transition between densities and uses. In addition to the overarching policies for each of the four focus areas, there are more detailed goals and policies. For the Neighborhood Mixed Use focus area along the north Diamond Bar Boulevard area where there are existing strip commercial uses that make transitions to other uses, we look to create well designed walkable neighborhoods, provide a visual gateway into the City when entering from the north side, and ways and opportunities to provide more open space for the new and adjacent residential uses. As a result, there are specific policies related to each of the specific areas such as, providing a small park if a development exceeds four acres. The Town Center Mixed Use area (downtown area with Sprouts, etc.) speaks to the need for a town center residents are seeking that needs to include parking, a pedestrian-oriented main street and greater mixed -use development. The Transient-Oriented Mixed Use focus area around the Metrolink station in the City of Industry offers Diamond Bar only a portion of that area and there are some industrial uses and opportunities for new residential use opportunities and how the City could develop better connectivity to the station as well as, a diversity of housing types, spaces for recreation, community gathering amenities and sensitivity to reducing uses. The Community Core Overlay focus area covers the County owned and operated golf course in the event that in the future, some of that land becomes available to the City for other kinds of uses and possibilities. This is a place where greater planning would be required before development could proceed, but the General Plan speaks to the desire to provide parks, walking areas and a destination place of vibrant pedestrian-scale uses for the community and the region. The Land Use Element includes details about the kinds of uses that would support active ground level activity and include some housing and perhaps hotels and offices that would be complimentary to the other uses that currently exist. Paul Herrmann spoke about the Circulation Element in conjunction with the Land 4.2 Packet Pg. 22 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 8 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ Use Element taking into account the proposed growth. Overall, the Circulation Element seeks to improve mobility for a mostly vehicle-driven community. There are many policies with regard to limiting speeds and safety as well as, limiting congestion as much as possible. It also takes into account all other modes of travel available from an equity standpoint making more and safer connections for pedestrians, bicyclists and transit riders. For the most part, the roadway network does not change in terms of capacity. There are a few key locations where improvements are recommended, but there are no new roadways recommended and no current roadways that are recommended to be expanded so that it will maintain the current capacity of the roadway system in order to maintain the community, the desires of the community and the community character. We don’t want Diamond Bar to be a “parallel freeway” to the SR57 and SR60. Again, it can expand and make safer bicycle and pedestrian connections to make a more walkable environment. In response to the latest legislation and policies from the State government including the Greenhouse Gas Reduction targets and the latest SB 743 for focusing on reducing VMT (vehicle miles traveled), there are several policies that focus on TDM strategies and active transportation. While we do transition away from Level of Service and EIR CEQA context, the General Plan still maintains Level of Service goals and policies that strive to maintain limited congestion on the streets as best as can be done given Diamond Bar’s unique situation and location. Referring to the circulation diagrams for the proposed bike network and the circulation network, Mr. Herrmann said that most of this has not changed in design or function except for a couple of designation changes. There is a new designation called the “Boulevard” intended to support a certain type of character along those routes. The proposed bike network is quite aspirational. There are proposed bicycle routes throughout the City, especially connections inside and outside of town that provide more connectivity to all users and the goal is to create a safe network for all users no matter their age or ability. NEXT STEPS: CDD/Gubman confirmed that the next joint City Council/Planning Commission Study Session is scheduled for October 8, 2019 at 6:00 p.m. in the Windmill Room to cover Chapters 5 through 8 of the Draft General Plan, introduce the Climate Action Plan and its purposes in the overall context of this effort, as well as the Draft Environmental Report that analyzes the potential impacts of implementing both the General Plan and any potential ancillary consequences of the Climate Action Plan. Following that, the 45-day Public Review period for the EIR will conclude on 4.2 Packet Pg. 23 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 9 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ October 31st. Once the Public Review period concludes, staff will receive all comments and respond to those comments, make any necessary adjustments to the EIR and produce the final EIR. With public comments and any feedback provided by the Council and Commission, staff will be working on the public hearing draft of the General Plan going forward. Looking through the Draft General Plan document there are a lot of placeholders where photographs need to be inserted and a number of photographs that are outdated and do not exemplify the character of the community or track with the adjoining text and those, too will be addressed and corrected. However, the substance and basic aesthetic of the General Plan document is defined. Once this effort is completed, the Planning Commission Public Hearing is slated for November 12 th during which staff hopes to receive a recommendation to the City Council for adoption of the General Plan. In accordance with direction provided by the City Council last February to have this document adopted by the end of 2019, a Public Hearing to adopt the General Plan, Climate Action Plan and Certification of the Environmental Impact Report has been tentatively scheduled for the City Council’s December 3rd meeting. 3. PUBLIC COMMENTS: R. Lee Paulson, 21919 Santaquin Drive, thanked the City and the GPAC for their time and effort toward this process. There was a lot of discussion about bicycle paths and whether Diamond Bar topography was compatible with that goal. After visiting Canada and looking at their hills, he became aware of bicycles that are electrically assisted which he believes is the answer to dealing with the City’s topography. In 2040, we know that certain things are going to be true – that our natural open spaces will be even more precious than they are today and that roadways will be even more congested and, the demand for housing will be even more intense. So, if Diamond Bar’s open spaces are to be saved, additional houses will need to come from infill. And the Draft General Plan reflects this in its language by specifically highlighting those areas discussed this evening and Responsible Land Use members applaud this inclusion. Responsible Land Use was privileged to spend a term working with a Cal Poly professor who used Diamond Bar as a city planning agenda for the entire term. Very interesting points were made during these sessions, one of which is that if the bold vision that was presented tonight with the mixed-use and the neighborhood mixed-use in some of the commercial areas is adopted, Diamond Bar should make all of its commercial areas Neighborhood Mixed-Use to accommodate housing infill. In addition, instead of having just one Town Center, there would be a number of these throughout the City. Responsible Land Use respectfully requests that the following areas be designated as Neighborhood Mixed Use: The Target Center, the Super 4.2 Packet Pg. 24 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 10 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ HMart Center and the Diamond Bar Boulevard/Grand Avenue Center. If this General Plan focuses on all of these areas, it will be able to step in front of the vision the City has for its future, which will help when the State comes in and tries to tell Diamond Bar what to do. Douglas Barcon said he is diametrically opposed to what the previous speaker said. With respect to the bicycle paths, one of his issues is they go up Sunset Crossing and up Gold Rush and those hills are quite steep. From the SR60 north on Diamond Bar Boulevard, there is a Neighborhood Mixed-Use area and LU-P- 21 addresses in a loose manner, that the issue is along from south of Sunset Crossing to the freeway (the pink area on the map), the hill by Wienerschnitzel is not going to be stable and that may not be a buildable area. He su ggested those areas be taken off of the map as Neighborhood Mixed -Use. Unless the commercial property owners decide to revamp their properties, he does not believe people will tear out current businesses to put in mixed-use. The planning area off of Chino Hills Parkway is interesting because it is not really part of Diamond Bar and most if not all of the shopping there will be done by people from Phillips Ranch and Chino Hills leaving no tax revenue for Diamond Bar and a small amount of property tax only. It is also possible that the support for the area may cost the City more than what it would be getting in tax revenue from it. LU -P-8 addresses residential development but what about the inclusion of redevelopment or replacement of current properties such as mansionization which should not be permitted in town. LU-P-15 mentions reducing parking requirements and/or shared parking which would likely result in street parking with more vehicles. With respect to LU-P-17, there are a bunch of mixed-use apartment buildings and condos that have popped up in the past couple of years that look like a giant wall against the street. Traffic calming measures on Diamond Bar Boulevard such as curve bump outs are not a wise idea because cars will be hitting them and there will be traffic accidents and damage to vehicles. And in his opinion, decreasing speeds will only encourage people to drive faster. Alan Kwan said he is very excited about what he is hearing and excited about the vision and goals being considered in the General Plan Update. He works at Storm Properties, a joint venture/partnership with the Gough family that owns a 5.4 acre parcel on Diamond Bar Boulevard at the SR60 off ramp which is designated as Neighborhood Mixed-Use. Most of the site is hillside and has geotechnical constraints that make it difficult for development. His firm is in final negotiations with a national retailer that has a neighborhood serving use and will submit its plan in the very near future for entitlement. While the proposed project will strive to meet the goals outlined in the update, his firm is concerned that some of the ideas 4.2 Packet Pg. 25 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 11 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ and policies related to their policy will restrict their proposed development , as well as future development potential. The Neighborhood Mixed-Use is a great concept for this area; however, currently, only smaller-scale commercial developments are economically feasible and the requirements for the proposed land use would restrict their potential development which is the only thing that is economically feasible for the foreseeable future. Storm Properties and the Gough family respectfully request that the City consider an overlay for their parcel with Neighborhood Mixed-Use due to the topographical and geotechnical constraints of the property. In addition, LU- P-23 requires that parcels greater than two acres construction of housing and some inclusionary housing. However, due to the slope and geotechnical constraints, less than 20 percent of their property is developable and the land use policy would create a hurdle they would not be able to achieve. Figure 3.2 shows the focus area with their property on the southern side and a bubble that notes that there is limited potential for development due to slopes and geotechnical constraints and while some of that is true, they would like it to be depicted that on the southwest corner to be hashed as commercial development as there is a portion there that is developable. Storm Properties and the Goff family want to ensure that existing uses permitted under the commercial land use and C - 2 zoning will be allowed going forward. 4. COUNCIL AND COMMISSION QUESTIONS AND COMMENTS: Chapter 1: C/Mahlke thought it was an incredible document and she enjoyed looking through it. C/Low thanked staff and the consultants for their diligent work on this document and thanked the GPAC members and the public for their participation. C/Low asked how the three aspects of the General Plan document relate to existing documents such as the Zoning Ordinances, Municipal Ordinances and Design Ordinances. CM/Fox responded to C/Low that the General Plan is the top of the pyramid and that everything the City reviews from a land development standpoint, capital improvement standpoint and from a policy that the Council and the Planning Commission may wish to initiate, starts with the General Plan. Everything under that top tier becomes implementation of that General Plan , which means that the Zoning Code, the Subdivision Map Act, the California Environmental Quality Act 4.2 Packet Pg. 26 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 12 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ (CEQA) are all tools that the City uses that involve the Planning Commission which is ultimately adopted by the City Council and Specific Plans, in the case of certain developments including a Master Plan for a particular piece of property. C/Low said that if there were inconsistencies between policies that are in the General Plan with the Zoning or Design plan, which document would control the process. CM/Fox responded to C/Low that State law requires that both Zoning and General Plans be consistent, so at some point the City would need to, as a follow-up step to the General Plan, look at updating the 30-year old Zoning Code by creating different zoning districts to reflect what is being approved and memorialized in the General Plan. Again, the General Plan takes precedent and everything underneath would need to be consistent with that General Plan. If the City received a development project tomorrow, once the General Plan is adopted, that project would need to be scrutinized for compliance in the interim to make that development consistent with the General Plan. C/Low asked if it was correct that the speaker who spoke about his property and an upcoming proposal for development would no longer be able to proceed with that particular development. CM/Fox responded to C/Low that it may or may not be possible because he is not sure what type of development they are looking to propose. Staff is aware of a couple of different points regarding that property. It is very topography challenged and some or all of the property may not be feasible for development bit there may be some pieces that are. The City can work with the property owner to determine their expectations or interest to see how that f its in with this General Plan and perhaps fine-tune some of the recommendations that are included in the General Plan document at this reading. C/Low said that throughout the four Chapters there are some 413 poli cies. To what extent is the City open to lawsuits from various special interest groups if any of the policies are not carried out? For example, policies such as collaborate with this organization, follow this mandate, develop this plan, ensure this, and ensure that. CA/DeBerry responded to C/Low that when development comes to the City, if it is a discretionary development that goes before the Planning Commission or City Council, one of the findings these bodies will typically make is whether or not it is 4.2 Packet Pg. 27 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 13 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ consistent with the General Plan. The exposure would be if someone on the outside would way “well, it’s not consistent with the General Plan and we challenge that finding” but the City Council’s findings are given deference . If there is substantial evidence that supports the City Council’s findings, the Court is expected to uphold those findings. Every now and then a City gets challenges. In a lot of these lawsuits about General Plan consistency, even though the General Plan itself has to be internally consistent, obviously some of the policies are competing. Not every development will fulfill every single policy or goal in the plan and sometimes they may be adverse to some, but that is just the nature of a General Plan. The question is, are they consistent with the General Plan policy in that particular location, not whether they are consistent with all General Plan policies. Obviously, if you want open space and high density residential, you will not get both. Most of the litigation against land use approvals is under CEQA and not based upon General Plan inconsistencies although both can occur. As far as the City’s exposure, the City is always the defendant in that particular kind of action, but the person whose interest is most affected is the developer. As a result, the City has a normal condition that is put into the City’s Conditional Use Permits and other resolutions approving development where the developer has to defend and indemnify the City which means they end up paying the City’s attorney’s fees should any such action occur. C/Low asked the standing of a community group, an out-of-state organization, or community activist group to challenge the City for failure to adopt another plan or failure to update a plan – what about these specific policies that are in the General Plan? CA/DeBerry said that if he said it is usually a developer that sues the City , he did not mean to say that. It is usually these outside groups that sue a City for approving a development plan which was the case with Millennium. The scenario of developers suing the City for not approving a project, given that if the City has discretionary authority over a project, changes or a developer prevailing in a case are very minimal. Typically, the lawsuits he see s from a developer is where the argument is that the City’s function is ministerial versus discretionary. Where the City has discretion, for example, where the project needs a Variance, or Conditional Use Permit or a Zone change or relief from certain Zon ing standards, it is totally with the discretion of the Planning Commission and the City. And, it is a very high standard they have to show that the City Council or Planning Commission abused their discretion. Developer lawsuits to not prevail very often. When they do, they get a lot of notoriety because they are so rare. Typically, what has happened in those instances is that there has been some sort of bias against 4.2 Packet Pg. 28 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 14 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ the developer or their property is being taken without just compensation (unable to develop anything on their property). CA/DeBerry said he did not believe the exposure was very high as far as from developers – it is typically the third parties/citizens groups are suing the City. C/Low asked if lawsuits were generally based on specific pr operties as opposed to not following the General Plan. CA/DeBerry said that would be typical. When the City approves a particular project, the argument will be that “it is not consistent with the General Plan”. If people are going to challenge a General Plan in general, that will come after this General Plan is approved. However, that is a really high hurdle to overcome the City Council’s final determination on a General Plan. Typically, what you will see instead is that these groups will sue the City under CEQA saying that the EIR is insufficient in addressing all of the potential significant impacts of the General Plan. Chapter 2: C/Low referred to Page 2.3, standards for residential and non-residential density. She asked if this was a State standard and if so, what is the State’s standard. CM/Fox responded to C/Low that it is not a State standard. The density ranges are subject to the Council’s approval and can be found in the Summary Table on Page 2.16 with a breakdown of each of the Land Use designations, both residential and commercial and given it some type of density, one unit to the acre up to 30 - units to the acre for the different Mixed-Use Land Use categories. For commercial development it is typically referred to as FAR (Floor Area Ratio) where the amount of square footage is a ratio to the size of the lot which helps define a density. State law requires cities to have some type of form of density which then helps to determine what those build out numbers are. This was worked on through the GPAC as well as, discussion of the preferred land use plan and some of those densities of 20-30 dwelling units per acre within those focus areas. C/Low referred to Page 2-19 under LU-P-2, words like “significant sensitive water features” have been used which to her, are very vague. In the end, who defines these words? CM/Fox said that ultimately, it is a combination of the developer application and staff and ultimately the Planning Commission and/or City Council. The idea of this is clustering development which brings to mind the property just begin discussed at the SR60 and Diamond Bar Boulevard. Some of that property , because of 4.2 Packet Pg. 29 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 15 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ topography, cannot withstand that kind of density over the entire piece of property. So, that density is allowed (10 units per acre or something) to be in one corner of the property thereby preserving some features such as open space, steep canyon, stream or some other habitat. In this instance, you are taking what would be allowed if it were spread over the entire property and moving it to one portion of the property. C/Low referred to Page 2-19, LU-P-3 and the word “collaborate” and this requirement is that the City collaborate with regional agencies and neighboring jurisdictions on this land use. Similar language is repeated throughout Chapters 2, 3 and 4 and the various agencies could involve transportation, the bus system, or the two train stations and it is not possible to collaborate with the Union Pacific. This is written as a directive which does not leave the City with much discretion. CM/Fox said he believes the word “collaborate” means that Diamond Bar is willing to come to the table to talk. One example of that is the SR57/60 Confluence Project. Diamond Bar is working with a number of agencies to t ry to make a project happen that is in the City’s best interest and there is support for that. There may be a situation where we do not agree, but we can still collaborate even if there is ultimately no agreement. The Council ultimately has that policy d ecision on whether it wants to support something or not support something at a regional level. All this means is that we want to be at the table for those things that affect Diamond Bar. C/Low referred to LU-P-6 in terms of discretion where it says “require new development to pay its fair share for public facilities, etc.” Where is discretion given in the event this Planning Commission and City Council would like to incentivize a particular development when you include the word “require” and where is the discretion to offer an incentive? CM/Fox said that in this case, the Council still has discretion because it may be requiring it, but it may be in a different form. It is still a fair-share of something. While all of these might say “require” or “shall” they are all followed by something that is policy-driven and the Council ultimately retains the ability to waive fees, impose fees, and to look at other community benefits might offset those fees. This is not necessarily mandating anything other than in this case, tel ling the development community they need to contribute and pay their fair portion of the freight. C/Low said she heard CM/Fox say that require does not mean require. 4.2 Packet Pg. 30 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 16 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ CM/Fox responded that from a policy standpoint the City has flexibility. If it was in the Zoning Code, that is the implementation. Where we have the Subdivision Map Act and it says developers have to dedicate parkland at a certain rate based on a certain number of units, that is a Code requirement and the City will make sure that not only are they paying their fair share but that they are making their dedications. CM/Fox said that as CDD/Gubman earlier alluded to that with the General Plan Advisory Committee and comments from the public, a lot of these policies throughout this document are very specific and very detailed and it was in response to that public inquiry that those changes were made. Normally, the other way to look at it would be to say could this “encourage” or “suggest” or include some other softer language. He does not believe that the word “require” takes away the discretion because the Council and Planning Commission ultimately have that discretion. It is a policy and it is a General Plan. The requirement comes in at the Code level and Entitlement level depending on the situation. There are different ways to say the same thing. Other General Plans might be a little bit loftier or include other qualifiers as opposed to “require” or “shall”. Mr. Bhatia explained that this is a long -range plan and the first time this has been done in 30 years. A lot of this will require subsequent and more detailed studies, codes, etc. In the case of the “fee” that is being discussed, before you can assess a fee on someone the City will be doing a complete study of a development including a fee study and those will then be established. As those more detailed plans, actions, and programs are developed, some of those rules will be defined as to what constitutes a fair share or not. So, while we may say hypothetically, “provide bike lanes along all boulevards” the City cannot start putting bike lanes in right away because it would require a detailed bike plan and require that it be include as part of an improvements program and in this case, the plan would be looking at each specific roadway to determine whether it is or is not feasible. The General Plan gives the City a bigger “roadmap” – this is the City’s desire and policy to provide that and in all cases, “where feasible, where practical, etc.” and there will be much more that will need to be done before any such plan can be implemented. A lot of the rules, variances, exceptions, etc. is what Zoning does. This document is saying that if you are a develo per coming to the City expect to pay for traffic impacts and so on, but the Council may decide, as part of that assessment, that somebody contributing affordable housing and open space is part of contributing their fair share. There is a lot that will nee d to be done and very little that can be taken from this General Plan document and literally apply. 4.2 Packet Pg. 31 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 17 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ C/Low said she would feel better about this plan if the language was softer from “shall” to “may” or “if feasible” or “if possible” or “to the extent” pra ctical. None of this can become a reality of it is unaffordable and it is unaffordable if it is a prohibitive type of plan. Mr. Bhatia said that C/Low’s point is well taken and believes there is a proper place to add language that provides flexibility at specific locations. C/Low said she means it to be throughout the document and she is being told a “policy” is not aspirational and she has a problem with that. However, if it is made plain that the City “wants” to do this and the City will “try” to do that, but we cannot be required to do that, she believes it makes a better plan for Diamond Bar. M/Herrera agreed with C/Low that all of the sections that read “shall” should be removed and replaced with “may” or “could”. CA/DeBerry explained that this type of change could have significant ramifications. For instance, if you include statements that are defined as “we’ll try and make people pay if they can afford to pay their fair share of traffic impacts” for example, that may not be consistent with the Traffic Element. In other words, if the City is allowing housing development to come in that are not paying the Traffic Impact Fee which the City Council sets, the City may not be getting enough money for the traffic improvements that are in the General Plan. The fees the City Council sets for the ministerial projects as being fair share fees for traffic impacts, etc. will be the fees those projects will have to pay. The scenario he hopes C/Low is talking about is where there is a particular development that is coming into the City and there is the realization that it has specific benefits to the City that other projects may not provide and typically, the way the City handles that might be that the Council might wave fees for those items that are of benefit – this would be done through a Development Agreement which the City has done with a couple of residential projects of late. Or, if the project is seeking a discretionary approval from the City Council, there is some flexibility there as well. He believes a lot of these “shall” statements are for projects that are coming in and do not need approval from the Planning Commission or City Council because they fit within the Zoning ramifications. If a developer through his plan is producing 3,000 traffic trips a day, the traffic impact fee says that development will pay this much and that fee is based upon what the City decides is their impact to the traffic infrastructure. While staff can review the suggestion, CA/DeBerry wants to be sure of potential ramifications of doing that and how it might impact all of the other elements that 4.2 Packet Pg. 32 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 18 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ need to be considered. M/Herrera said her concern was that this was a “policy” and now it is being very restrictive and becoming a code. CM/Fox said there are times when it needs to be very specific to the City Attorney’s point and there are times when it is more lofty and encouraging so it may vary throughout the document and staff will take another look at the language. C/Lyons said that while she respects the City Attorney’s input, she also agrees with C/Low in wanting to make sure the City does not back itself into a corner and would be in favor of a compromise. C/Mahlke said she is very concerned about language as well, and when she read through some of the document she felt the pressure would come with the first time these policy changes came before the Commission or Council. Some of the requirements such as LU-P-8, a requirement for new residential development, it is probably fine that it remain as written because it would align with Zoning and other policies that would likely carry over. CM/Fox said he would appreciate Commissioners and Council Members providing specific reference to specific items. Mr. Bhatia said there are some policies that say “require” but they say “require” adequate transition and are very liberal because they will always be subject to interpretation. The fee may be a different issue, but there are a lot of design policies that “require” development to be of a good quality, adequate transition to the neighbors, etc. and he would not want the Commission or Council to box itself in. MPT/Tye said this process has taken three years because the City has worried about whether it should say “ensure”, “guarantee” or “require” and he recalls that a developer (Suncal) wanted to change something that went outside of the map and the City was not going to do that. In his opinion, if it said “require” new development to do something, the City would not have been able to gain the 350 acres it got from that developer and he believes the document has to have that kind of flexibility. C/Chou asked if there was a way to put an overarching statement at the front of the General Plan that all of this is based on “to the extent possible”. 4.2 Packet Pg. 33 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 19 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ CM/Fox said staff could look at including something in the Introduction when discussing how the document is constructed with respect to the policies and goals in order to enhance and clarify their meaning. C/Lyons referred to the diagram on Page 2-10 and wanted to know if the Transient- Oriented Mixed Use map is saying the current tenants have x number of years to move out. CM/Fox said absolutely not. This is something that provides guidance to the property owner that they may do something different with their property. And this is a document that will tell everybody where the City wants to go with the built environment. Nothing in this document prescribes or requires somebody to change their land use or their development or forces anyone to develop their property a certain way. CDD/Gubman stated that there is policy language that specifically addresses C/Lyons question because those industrial uses and office uses are thriving and viable at this time and have not become obsolete. The policy language states that those existing uses are to be considered “conforming” uses going forward. If they wanted to add on to those industrial buildings they may do so, but should they choose to implement the policies that actually expand the range of future ways they can use their property, this provides the means for them to do so and articulates the City’s expectations so that it is clear to them what they can do. The City is communicating through its policy language what the its expectations are which gives them confidence and assurance going forward that they have that option should they find that those uses are no longer in keeping with the times. In short, current uses are protected. C/Lyons referred to Page 2-17 and asked about what appeared to be inconsistencies between the number of households and buildings called out in the Table at the bottom of the page. Mr. Bhatia responded to C/Lyons that some housing units remain vacant for this purpose a vacancy factor of 5 percent is applied. C/Lyons referred to Page 2-21, LU-P-10 “provide opportunities and incentivize development of different housing t ypes including senior housing, independent living facilities, residential care facilities...” and asked if these were designated to be in a separate place. Someone responded “no” off-mike. C/Lyons referred to Page 2-27, LU-P-33, “amend parking regulations in Title 22, Development Code of the Municipal Code to require lower parking minimums for 4.2 Packet Pg. 34 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 20 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ developments with a mix of uses with different peak parking as well as, developments that implement enforceable residential parking demand.” She said this is a concern to her and she needs to know from what it is today to what is being suggested. Mr. Bhatia said this does not indicate specific numbers. These numbers will be worked out through the Zoning Code amendment and what this is saying is that if you have a retail development and an office development and with the office you have so many vehicles parking during the week and the retail peaks on the weekends and evenings when there is no office parking, it would result in some combined parking reduction. What that number is remains to be worked out through the Zoning Code. CM/Fox further explained to C/Lyons that the section this policy is related to is the Transient-Oriented Mixed-Use development neighborhood. So in the case around the transit station, for example, the idea is to get people out of their cars and traditional parking standards may not be appropriate for a higher density type of housing development and the City would want to look at determining the right demand for parking is based upon whatever product is being proposed. C/Low referred to Page 2-27, LU-P-28 “maintain a healthy jobs-household balance” and “maintain equal or greater than the non -residential building inventory existing at the time of the December 2019 GP update adoption” and asked what this meant. Mr. Bhatia responded that if a developer is taking out a commercial use and putting in mixed-use development then the developer should keep the amount of commercial development that existed on December 2019 and include it in t he mixed-use development at the same site. During the GPAC discussions, there were concerns about possibly losing all of the non -residential uses that were present with people taking out the warehouses and replacing that with all residential uses, for example. And the idea was that a developer would be allowed to put in more mix of uses but not at the expense of removing the non -residential uses. C/Low recommended the team take another look at this because in other portions of the document there are issues about considering noise and air pollution, etc. While it is aspirational, she is not sure that it would be practical and if it is so aspirational that it is not practical, let’s put it where it should be – aspirational as opposed to keeping something in place. 4.2 Packet Pg. 35 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 21 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ Mr. Bhatia said that knowing Diamond Bar has a jobs deficit – more people than jobs, this is one way of ensuring that the places where job-oriented land uses exist, should not just simply be taken out and be replaced by residential. It is a policy choice if the Council wishes to remove it, but there was considerable discussion at the GPAC level which is why it is in the document. C/Low said she believes it is very, very complicated. She agrees with the idea that we don’t want somebody to take warehouses out and put houses there. But there needs to be a better way to express that in the document. Likewise, on Page s 2- 28 LU-P-35 talks about maximum range and other locations and she suggested that be looked at to see if that is better in the Development Standard Code. On Page 29 LU-P-40 “study the implementation of safe pedestrian connectivity, etc.” and in italics there are comments. Is this an action item for staff or a direction or a policy that comes into being when we actually have a proposed development? Mr. Bhatia responded to C/Low that the wording not in italics is a policy and the one in italics is simply an explanation. It is not policy, but merely points out different ways in which this can be done. CM/Fox further explained that this could be as simple as building a crosswalk or as complicated as building a pedestrian bridge. The idea to provide connectivity to this “town center” area is where there are a lot of pedestrians and a lot of kids that cross that street. And whether it could be made safer and help make that center/corner more viable. It could be a combination of things that would have to be studied which will happen when that portion of the property is master-planned. C/Low said there are a number of places where this kind of language appears throughout the next four chapters – study this, do this, develop this, develop that and it sounds to her like the City is creating a new job. Mr. Bhatia said that someone came up with a grant for a Safe Routes to School study and there is money available for such things and Paul Herrmann may get hired to do that study. And what would they do? As a very first step they will go to the General Plan to see what the General Plan directs them to study as the hotspot locations. So, that will be picked up at that time when that study is done. The City will not proactively go do the studies immediately. This is something that may happen at some point if it becomes a nuisance, the City would study that particular location. 4.2 Packet Pg. 36 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 22 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ C/Low said that “as necessary” should be put in the text. M/Herrera and C/Mahlke agreed. C/Low referred to Page 2-31, LU-G-27 “designate adequate and equitably distributed land for educational, cultural, recreational and public service activities to meet the needs of Diamond Bar residents” and said that while she agrees with this goal she does not know what it means. Mr. Bhatia responded to C/Low that it simply is saying to make sure that land uses are balanced within the community. “Equitably distributed” means that through different parts of the City there are open spaces, etc. and don’t just put them in one location in the City. C/Low asked that the language be simplified to “within the City boundaries” rather than equitably distributed. Chapter 3: C/Rawlings referred to CC-P-3 on Page 3-15 “native tolerant plants” and ask if that is referring to California native plants endemic to the area. C/Low referred to Page 3-19 CC-P-28 under building massing and design. She asked if this was new criteria that new development could not cast a significant shadow on existing development. Mr. Bhatia responded to C/Low that there is no State law about this. He remembers being at a GPAC meeting where concerns were voiced about the C ity putting in higher density development and the GPAC wanted to make sure that it would not vitiating the neighbors next to it. CDD/Gubman indicated to C/Low that there are also requirements for solar access for rooftops. C/Low said that if a housing development comes before the Planning Commission and a neighbor says this house is next door to me and it is casting a shadow on me, how would the Planning Commission resolve this issue with this wording in the General Plan? Mr. Bhatia said this would provide the rules for that to happen so there would not be a case-by-case discussion. It is simply saying, develop the rules and put them into the Zoning Code. 4.2 Packet Pg. 37 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 23 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ Someone responded to C/Low that yes, the City is developing rules in its Development Standards regarding shadows. C/Mahlke asked if it was true that if there was conflict with the State that the State would obviously override the General Plan and the City would have to adjust its General Plan to reflect what the City is allowed to do as things change. CDD/Gubman responded to C/Mahlke that in the hierarchy of things, if the State preempts a local policy or regulation, Diamond Bar needs to conform to that. C/Low referred to Page 3-29, CC-PP-49, that talks about reducing surface parking and encouraging people to develop consolidated parking structures, provided these structures are screened from view. What if it is not possible – does that preclude development of the structure? Mr. Bhatia said this policy actually says “encourage as opposed to require”. C/Low said this language is repeated elsewhere within these next four chapters and asked if staff would ensure that this it is plan it is not required. Mr. Bhatia offered that it could be clarified in the first chapter where it explains what “shall” means, what “encourage” means, and what “require” means. C/Low referred to Page 30, CC-P-52 “to work with the City of Industry to highlight, etc.” where she thinks “if possible” should be added. CM/Fox responded to C/Low that it doesn’t seem necessary to reference the City of Industry. The policy is “highlight gateways and access to transit facilities through landscape and signage” and the transit station is technically in the City of Industry, but the Diamond Bar City limits ends at the tracks. C/Low said that in that case, those words should be deleted. Chapter 4: C/Chou said that Mr. Herrmann stated he did not anticipate any changes to the current roadway circulation. And yet, we are anticipating an additional 8,800 people which translates to about 6,000 vehicles and how does the City plan to accommodate the additional flow of vehicles without widening the streets or 4.2 Packet Pg. 38 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 24 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ making further changes. Mr. Herrmann said there are many policies throughout the document that reflect this. The City is currently going through programs such as the signal coordination program that will help move more cars through the City with the same capacity. There are several TDM reduction strategies that encourage people to use alternative modes – carpool, alternative work schedules, etc. There are several policies throughout the document that are trying to encourage people to not drive during those peak hours. There was a traffic study done in support of the Circulation Element with LOS analysis at roughly 30 intersections and 30 roadway segments and through that process, identified several intersections and several roadway segments that may not meet the Level of Service D stand ard. Where possible, the study recommended some lane improvements at some of the intersections that would bring those intersections up to standard LOS D. And other locations on specific roadway segments were specified as not in the best interest of the City to widen those, one of which was Brea Canyon Road at the southern end of the City where it parallels the freeway as well as, taking into the consideration the multiple comments with regard to induced travel (widening the roadway encourages more driving). C/Lyons referred to Page 4-26 CR-P-39c “implement traffic calming measures such as reduced vehicle speeds and road diets along Diamond Bar Boulevard” and asked for an explanation of “road diets” because she couldn’t imagine the residents would favor that. Mr. Herrmann responded to C/Lyons that the idea behind these policies are that during the peak hours, Diamond Bar Boulevard can be congested and should be improved by the adapted signal timing programs taking place through the City. Comments were also received about high speeding during off-peak or non-peak direction that was considered unsafe, especially for bicyclists riding in the Class II lanes (painted lanes) and one of the traffic calming measures that was recommended was to upgrade those facilities to Class IV facilities which are essentially the same bike lanes but they would have some type of physical barrier such as a pylon…..C/Lyons said a lane would be taken out in order to do that and Mr. Herrmann said “no, we would not” – in that case the traffic calming is within the bike lane and as the street lanes are wide (13 feet) it allows for faster travel whereas, if the lane can be width of the lane is minimized, it requires drivers to drive slower in order to feel comfortable. This would be considered a traffic calming measure. Where appropriate and where capacity allows, the City could consider road diets but nowhere in this plan does it specify that any lanes would be taken away or reduce capacity. 4.2 Packet Pg. 39 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 25 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ C/Lyons said she does not believe residents want a road diet on Diamond Bar Boulevard. Mr. Bhatia said that Diamond Bar Boulevard was specifically discussed for a bike lane and how a bikeway could be squeezed in without taking out a roadway lane. Mr. Herrmann asked C/Lyons if her concern was specifically with the reference to Diamond Bar Boulevard. C/Lyons said that was correct and when adding a bike lane for complete streets that affected a small portion of Diamond Bar Boulevard from Gentle Springs Lane to Golden Springs Drive and she opposed to that term being applied to the entirety of Diamond Bar Boulevard. Mr. Herrmann said that when the policy was written it was a general overarching possibility that could improve the roadway to be studied and implemented at a later time. He has no personal vested interest in keeping that language if the Council wants it eliminated. C/Low and M/Herrera agreed that it should be eliminated. C/Low said that this is what she has been talking about. We need some flexibility. CDD/Gubman stated that Subsection C is under policy CR-P-39 and that pertains specifically to the Neighborhood Mixed-Use Neighborhood which is the very northernmost segment of Diamond Bar Boulevard where the intent to create the Neighborhood Mixed-Use area is to encourage a safer roadway that is more of a complete street that can accommodate pedestrians on the sidewalk and bicyclists and slow down the off-peak traffic. This was not intended to apply to any segment of Diamond Bar Boulevard south of the SR60 on and off ramps at Sunset Crossing Road, and staff believes that there are appropriate traffic calming measures that can be installed along that roadway segment so that if that area does become a viable Mixed-Use Neighborhood, addressing the traffic speeds, especially with the incline of the roadway, would be a prudent measure. Mr. Herrmann said that anytime a project comes through to the City it would have to be supported by some type of traffic study that showed what the proposed traffic volumes were going to be on this roadway and this is what the Level of Service would be. Ultimately, that discretion would fall to the City Council to say “we don’t care, that’s too much, or yes, we are in support of that”. C/Low referred to Page 4-20 CR-P-26 and CR-P-28, as two instances where the directive is to coordinate with other jurisdictions and she requested that “if feasible” be added to the end of the statement. Also on Page 4 -25 CR-P-34, “coordinate, 4.2 Packet Pg. 40 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 26 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ collaborate with neighboring jurisdictions; and P -33 we are asking developers to provide sidewalks and bicycle infrastructure on local streets, please add “if feasible” because it is all part of a plan and with the prior question from C/Lyons, C/Low understood that the discussion was about the Mixed-Use area on that portion of Diamond Bar Boulevard; however, if it is not limited, the next thing that she foresees is that people will surmise that if we can do it there let’s do it someplace else and this road diet might possibly migrate down to the south end which would likely spell trouble, in her opinion. She does not want to alarm folks. Likewise, on Page 4-26 on CR-G-36, CR-P-35, CR-P-37 and CR-P38 – again, a lot of directives. She loves bicycles and trees but there needs to be flexible – and again, she would like to have “if feasible” inserted. C/Low referred to Page 4-28 DR-P-43, “strengthen the protection of bicyclists in lanes by implementing improvements” – again, she believes in that but is this a to- do list or is this aspirational. This should be clarified so we are not creating a bunch of new mandates for ourselves. C/Low referred to Page 4-35 CR-P-55 which directs us to “coordinate with Metrolink and Union Pacific” – she does not believe that is possible but would like to have “if feasible” added. Likewise on P-48 and P-47 directing us to “coordinate with Foothill Transit and Metrolink” so that we can morph trains that would be great but it is not likely so please insert “if possible/if feasible”. C/Chou said he appreciates C/Low’s input but is concerned that the GPAC spent considerable time crafting the language and he is concerned that if this body unilaterally adds words and changes words, that could change the spirit of what this document is attempting to accomplish. Perhaps there was specific reason for the language they put in the document and he thinks that as this body proceeds through the document, it should be a little more mindful of there being a reason that specific language was chosen. He is concerned that now the Council is unilaterally changing language that has been crafted over the past three years. M/Herrera said in her opinion, the Council was attempting to be realistic. As has been stated, this is a policy document and not a code document and when language mandates certain things it changes policy. It is no longer policy, it is a code. And she believes it is realistic to implement the cha nges suggested. C/Rawlings said that throughout the document it talks about transportation management, the intelligent transportation systems, etc. and studies have been done on that. He wanted to be sure that the document captured the scope of the 4.2 Packet Pg. 41 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 27 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ study and he wanted to know if any of the study was done taking into consideration the possibility of the SR57/60 Confluence project (Big Fix) and impacts that may have on the City’s service street transportation issues and knowing that as the City has the level of service in the document, as more regional solutions take root, it may actually improve the level of service and what the City might expect with regard to vehicles miles traveled, etc. Mr. Herrmann said that for the Traffic Study, the City’s future conditions for the year 2040 were included. The SCAG model is referenced which is consistent with the SCAG 2016 Regional Transportation Plan. In that plan there are hundreds of pages of transportation projects that are funded, partially funded or planned to be funded that it is consistent with general practice to assume that those will be in place by 2040. In the Diamond Bar analysis, the entire 60 freeway widening improvement project was assumed to be completed and the analysis showed higher traffic volumes on the freeway. In general, there was some increase shown through Diamond Bar, as well as through the freeways, but given that the City is mostly built out, accounted for the growth assuming that everything would be built out by 2040, the trips generated through the modeling process showed that the City was able to maintain the Level of Service standard at most study locations throughout the City. MPT/Tye said he agreed with C/Chou that hours and hours were spent trying to get this right and he believes this group is being too literal with it. Really, it is not a good idea to use the words “road diet” – we all know what it means and it won’t improve traffic in Diamond Bar, but as PWD/Liu said ages ago, whether it is a traffic circle, yellow dots, bump outs or speed bumps, those are just tools we have in the box. So, while the term “road diet” may not be so popular today, it is just a tool and no one is saying we have to do it. He is also not opposed to saying it should come out of the document. But, where we get into working with terms such as establish requirements, encourage public schools, etc., we had this conversation last Council meeting. We encourage public schools to come up with the Safe Routes to School. Great. They will take the phone call and they are going to say “no” because they don’t have the money. So, we have to be realistic about some of this. If we encourage public schools, great – we tried to do that. Work with Caltrans – we made a phone call and they hung up on us. Well, we tried to work with them. He does not believe the whole document needs to be wordsmithed because this group is so worried about it coming back to haunt us that well, what we really meant was - if feasible. I think we are working about stuff we don’t need to worry about. He thinks they are all good efforts and hours and hours and hours went into this document and he is personally not real interested in reworking the 4.2 Packet Pg. 42 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 28 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ whole thing. CM/Fox said that he appreciates everyone’s comments and staff gets it with respect to some of the language and terminology used in these chapters. Staff will take another visit at some of these items. CA/DeBerry just mentioned another phrase that might be more appropriate “as opportunities arise” rather than “if feasible”. Staff will attempt to be a little more creative as well as, provide flexibility. To C/Chou’s point CM/Fox does not believe any of these things that are being discussed and proposed to be changed have no effect with respect to diluting or taking away the intent of these policies. The efforts of the GPAC and residents are still there and it is the same document. It is, as MPT/Tye mentioned, a matter of dealing with semantics and it will not change anything. However, if it gives everyone a greater comfort level and the document can be a little bit clearer in its meanings as to how someone will read and interpret the document, whether today or 20 years from now, hopefully, staff can try and do that for the Council. ADJOURNMENT: With no further business before the joint session, M/Herrera adjourned the Special Meeting at 8:25 p.m. to October 8th, 2019. Respectfully submitted, ________________________________ _ Kristina Santana City Clerk The foregoing minutes are hereby approved this 15th day of October, 2019. _________________________________ Carol Herrera Mayor Respectfully Submitted, ________________________________ 4.2 Packet Pg. 43 ______________________________________________________________________________ SEPTEMBER 25, 2019 PAGE 29 GP UPDATE CC&PC JT MTG ______________________________________________________________________________ _ Greg Gubman Community Development Director _________________________________ Naila Barlas Planning Commission Chair 4.2 Packet Pg. 44 CITY OF DIAMOND BAR MINUTES OF THE SPECIAL JOINT MEETING OF THE CITY COUNCIL AND PLANNING COMMISSION GENERAL PLAN 2040 UPDATE OCTOBER 8, 2019 CALL TO ORDER: Mayor Herrera called the Special Meeting of the City Council and Planning Commission to order at 6:00 p.m. in the City Hall Windmill Community Room, 21810 Copley Drive, Diamond Bar, CA 91765. 1. ROLL CALL: Present: Council Members: Andrew Chou, Ruth Low, Nancy Lyons, Mayor Pro Tem Steve Tye, and Mayor Carol Herrera Commissioners: Jennifer “Fred” Mahlke, Ken Mok, William Rawlings, Vice Chair Frank Farago and Chair Naila Barlas Consultants: Steven Nelson, ESA Project Consultant and Gina Kotos, Project Consultant, Dyett & Bhatia. Also present: City Manager Dan Fox; Assistant City Manager Ryan McLean; Assistant City Attorney James H. Eggart; Community Development Director Greg Gubman; Senior Planner Grace Lee; and City Clerk Kristina Santana. 2. REVISED DRAFT GOAL AND POLICY LANGUAGE FOR THE GENERAL PLAN 2040 PUBLIC REVIEW DRAFT CHAPTERS 2 THROUGH 4: CM/Fox provided a summary of some revised policies based upon comments made at the September 25, 2019 workshop. Staff provided a redlined version of some of the policies that were more policy-oriented as opposed to regulatory in nature. Staff is seeking feedback and/or any additional revisions as this process moved forward. CM/Fox referenced the packet of information from Lee Paulson, Responsible Land Use, who is recommending that the original draft of the policies be adopted. Staff recommends that the Council and Commission receive Public Comments on this item and provide direction to staff. Public Comments on Item 2 only: 4.3 Packet Pg. 45 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 2 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ Paul Sherwood stated that he served on the General Plan Advisory Committee (GPAC). The 1995 General Plan Circulation Element, Section 4, addresses the need for an alternative travel corridor around the City of Diamond Bar to discourage roadway traffic from using the city’s streets for cut through purposes. This section references a traffic corridor through Tonner Canyon which could run from the SR57 to Chino Hills Parkway and perhaps beyond. The roadway along this route would do a great deal to alleviate the congestion. The vision of an alternative traffic corridor to relieve traffic congestion was part of the 1995 plan and it is disappointing to him that this vision and hope has not been made a part of the General Plan Update. A roadway through Tonner C anyon would be a major help in relieving the City’s traffic congestion and while it would be a long-term project that would involve multiple agencies and county authorities, the General Plan is designed to help the City meet its long-term goals and needs. He encouraged the Council to continue the effort and ultimately create the alternative corridor and include it in the General Plan Update. Melony Paulson stated that under the Brown Act, the Council is allowed to call any speaker up to the podium after public comments have closed to answer any questions the Council or Planning Commission might have that p ertain to the specific agenda topics and she respectfully requested that the Council consider doing so during this and future General Plan meetings. Lee Paulson said he understands there is con cern that many of the policies were regulatory in tone and written as directives. The General Plan language presented to the Council and Commission was very carefully crafted and that the California Governor’s Office of Planning and Research is very clear about how General Plan language should be written. While he respects concerns raised by the City Council, mitigation of those concerns creates more problems than it solves because by making all policy changes vague, non-measurable and unenforceable, several things occur: 1) It gives City staff and especially the Planning Commission no clear direction about how to guide the City during the coming 20 years; 2) it will destroy the Draft General Plan’s internal consistency; and 3) the language proposed will make the General Plan inconsistent with the Draft Environment Impact Report (DEIR). By taking away the mandatory measurable enforceable language of important General Plan policies, important mitigations in the DEIR are also destroyed. Chapter 10 of the OPR is clear on this topic. Responsible Land Use has no political aspirations and the only desire of this group is to assist the creation of the new General Plan and create the best possible future for the City. It is possible to find common ground with the Council’s concerns and do so without 4.3 Packet Pg. 46 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 3 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ compromising the integrity of what has been created. While it is impossible to give the City’s proposed language changes the thorough analysis it deserves in only two days, members of Responsible Land Use offered their public comments to the proposed language changes yesterday as a place to begin working toward common ground. We understand that time is of the essence in getting this plan concluded and to that end, offer the following. The Brown Act allows the Council to call speakers back up to the podium to answer questio ns any Council Member or Commissioner may have about the documents that were provided this evening. Another option is to perhaps look the other way and allow the staff to hire Responsible Land Use as consultants to help provide revised language. Lastly, this group heard the words “extremist environmental group” used from the dais last meeting which suggests suspicion by some. And if this group had any malevolent intentions, he guarantees there would not have been any documents from this group presented to the Council yesterday. Robin Smith, Chair, Diamond Bar Sierra Club, said that in December 2017 her group received an urgent call for help from residents in The Country Estates near the Millennium project. Bulldozers were in their back yard tearing out old -growth oak trees and the residents were very distressed about it. She was instructed on advice from the California Department of Fish and Wildlife (CDFW) to visit the site with her team to determine if there was a permit for the grading and upon so doing, discovered that the field boss did not have a permit and was not part of the Millennium group. She wrote a letter to the CDFW official informing him of her findings and copied the City. Shortly thereafter, the City issued a Cease and Desist to halt the grading. Much later the CDFW sent out a team to inspect the site. She was told that the grading could be done and oak woodland removal could be done without permits because unfortunately, the language in the EIR for the Millennium project was so vague and poorly written that it allowed loopholes for this type of behavior. She referred to an environmental report a homeowner on Kicking Horse Drive had done on their property. She said she has no political agenda and wants to make sure Diamond Bar enjoys the best environmental protections and practices possible. The trees that were taken out by the Millennium project created loss of 82,500,000 pounds of carbon sequestration per year for the community and that the mitigation plan for Millennium was a complete failure. While these loses cannot be “seen”, they are true losses and she believes the City needs to do everything possible to avoid such events in the future by including appropriate language. Allen Wilson said that the GPAC put a lot of work into this document to make sure the guidelines protect the community. The declining enrollment of the local school 4.3 Packet Pg. 47 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 4 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ districts needs to be addressed in the General Plan. He wants to be sure GPAC’s work and the public’s input is not being diminished. M/Herrera closed Public Comment on Agenda Item 2. M/Herrera complimented staff on compiling the revised language for Chapters 2 through 4 which she felt captured everything said and expressed by Council Members and Commissioners. C/Low asked if the redlined version in any way alters the intent of the General Plan as initially presented. CM/Fox said that staff does not believe that any of the policy intent is changed with the changing of “require” to “ensure” or “encourage” because these are set up to read as policy documents and not code requirements. Everything that comes out of the General Plan has to go through an entitlement process. It has to come before the Planning Commission and sometimes the City Council. There is an environmental review that occurs, there are zoning codes that have to b e looked at for compliance, and there are Specific Plans that have to be crafted for some of the new mixed-use areas which have been identified. In staff’s opinion, those are the places to put things like “to require”, “to mandate” and so forth. Following the update process, staff will begin the process of updating the City’s Zoning Code and other important documents and things that come out of the Zoning Code will be reflective of the policies that are included in the General Plan document. Again, staff does not believe that any of the intent of any of the policies have been watered down to where staff does not understand the priorities of this community. C/Low asked if the revised language lessened any of the protections to the City’s environment or open spaces.CM/Fox said he did not believe so. He reiterated that the General Plan will now designate the City’s open space as “green” on the map which did not occur previously. Development in the canyons north of the Diamond Bar Center that are currently open space will not happen. For the most part, what is being designated development is infill development within the opportunity areas discussed in the document – the Town Center, the Transit-Oriented Mixed-Use area, potentially the golf course should the county decide to no longer operate a golf course on that property, as well as small miscellaneous properties tha t were already dedicated for development. No residential designations have been changed and all of the open space has been incorporated reflective of past development patterns. 4.3 Packet Pg. 48 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 5 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ C/Low asked if the redlining had created any “internal inconsistency” with in the plan and CM/Fox said that staff does not believe it has. He said some of the language has been changed to reflect policy language as opposed to mandate language. He concluded that nothing is being changed and nothing is being added. In staff’s opinion, the document remains internally consistent and the Environmental Impact Report mitigation measures continue to be self-mitigating. C/Chou asked CM/Fox if he is saying that the proposed language does not change the spirit of what was originally intended by the General Plan and CM/Fox responded “that’s correct”. C/Chou wanted to know why the language was being changed. He said he was involved in the GPAC process and three years of wordsmithing resulted in language that now is proposed to be revised . If the proposed revisions do not change the intent of what was originally brought forward by the GPAC, he does not see the revisions as necessary. He believes that this runs the risk of unintentionally changing the spirit of what was decided by GPAC’s 15 members’ three years of work and because the Council and Commission have been presented with a revision from Responsible Land Use we are obligated to look through their revision to and compare it with this revision which ultimately goes back to the version that was brought forward by GPAC and which to him, was intended to be a finished product. CM/Fox said the process is that the GPAC makes a recommendation to the Planning Commission, the Planning Commission makes a recommendation to the City Council, the body that ultimately has the responsibility to adopt the plan and the City Council, and at any point in that process, changes, revisions, additions or subtractions can be made. At each of those steps, the public has the ability to comment and participate in the process. The GPAC spent a tremendous amount of time crafting the 400 plus policies and the 111 plus goals. It involved a tremendous amount of effort that few anticipated going into the process would be that detailed and involved. Obviously, the public has provided a lot of input into that process as well. The product that was presented to the City Council and Planning Commission had a lot of “requirements” and he is of the belie f that the General Plan cannot require the City Council or Planning Commission to change the City’s Zoning Code. We can consider changing the Zoning Code and that, in and of itself, goes through an entirely separate process. There will be give and take in that process, whether it is related to parking standards, building heights or any other consideration. We want to provide compatibility with neighborhoods in transition, particularly in the mixed-use areas. We want to provide walkable neighborhoods. All of these policies “suggest” that and we encourage that. Staff works very hard with whatever developer comes in on private property to make 4.3 Packet Pg. 49 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 6 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ sure the City gets the best quality project possible and those projects go through the public process so there will be some give and take. And there may be a situation where the City cannot come up with one of these things and somebody will hold that against the City. And the Planning Commission and/or Council will be asked to deny a project because it is not consistent with the General Plan even though it may be a great project. That is the concern that is out there. And the General Plan is a policy that everything falls below. The plan includes strong language to “ensure”, “to cooperate”, “to work with”, and “to update” which will guide the direction of the next steps as the City implements projects, Codes and Specific Plans for all of these areas. Again, in staff’s opinion, it is not a “watering down” of any of the policies where it changes the intent of what the GPAC and/or public have suggested. Everyone wants to make sure that the wording throughout the policies is consistent. The other half of the policies that were not changed already had these words in them and whether they should be consistent throughout is a question for the Council and Planning Commission to decide. M/Herrera said that the GPAC does not create policy, the City Council creates policy. The GPAC is an advisory committee to the Council and does not write policy for the City. The GPAC has submitted what they are recommending and then the City Council Members, who create policy, are making comments on what the GPAC has submitted. And she believes that what staff has revised gets the document where it needs to be while maintaining the original intent. C/Lyons asked ACA/Eggart if anything that he has heard tonight or anything he has seen in the revised language concerns him. ACA/Eggart said that he had no legal concerns with the revised language and its merits. This is a policy question. C/Mok said that as he went through the revisions for Chapters 2 through 4, he focused on the verbs that were used such as, “require, collaborate, ensure, etc.” and if the purpose was to soften up the lang uage, he believes the revisions were successful in many areas. In some areas the same verbs were repeated including “require and encourage” and in his view, when it says “require” it is saying that has to be done and when “encouraging” is used, it is offered as a suggestion which softens the language. Some were changed from “require” to “ensure” and “ensure” seems to him to translate “to make sure” it happens and “require” seems to suggest almost the same thing. One slight difference could be that “ensur e” seems to suggest enforcement whereas, “require” legislates. He asked for an explanation of the difference between “ensure” and “require”. CM/Fox responded to C/Mok that “require” is a Code requirement – you shall do 4.3 Packet Pg. 50 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 7 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ this. There is no if, and, or but about it. You must comply with it. It is black and white. “Ensure” that you do something, particularly if you want to ensure that buildings face the street on a development site it can be designed a hundred different ways and still get to the point of “ensuring” that it faces the street as opposed to “requiring” that it face the street. You may not be able to get 100 percent of the project to face the street because it needs a driveway or it has a courtyard and somebody might then say “no, you have to have 100 percent facing the street” and that is what require means. So, this is an attempt to provide a little bit of flexibility because we do not know what these projects will look like at this point. But as one gets into the specifics when a d evelopment gets proposed, it is at that time that the City gets into areas where there are requirements when creating that Specific Plan. We cannot always require a parking lot to be shielded from the street. In a Town Center that would likely take away all of the angled parking and the downtown character that you wanted to create in the first place. So, we want to “encourage” them to screen the large parking fields. There may not be areas where that is feasible based upon the logistics of how one devel ops a site. Again, it is purely a policy decision based on the comfort level of the Planning Commission and the City Council. ACA/Eggart said that he has an appreciation for both sides of the discussion. The General Plan needs to provide direction to those future leaders of the City. He understands that the City wants to give guidance and direction without necessarily legislating through this document. What he wants to make certain of though, is that as we look at this language it is not inadvertently tying the hands of City officials and particularly of the City Council. What he is referring to is that there is very strong language, possibly language that is too strong that more closely resembles code than policy language. By softening the language and by softening some of these verbs, does it make it more difficult for the City, through its codes to actually “require” something to be done? What he would like is for the City Council to have some latitude in requiring certain standards to be met where now in the General Plan the language is a little softer and whether that would create a problem for the City Council in the future or could the codes be written as needed to be stronger or weaker. CDD/Gubman said that the language changes do not take away the ability to write effective, tightly written, robust codes. The City has General Plan policies to stand behind, and can be in a defensible position of authority to provide the basis for those requirements. When the codes are updated they will then establish quantitative criteria for development and staff will be able to make the finding that those code regulations are consistent with the General Plan because we have a 4.3 Packet Pg. 51 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 8 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ policy that encourages that type of feature, or that type of character or mix of land uses, or whatever that policy speaks to. C/Mahlke said she loves really strong language and that one of the concerns she had when they were going through the process of changing language during the last meeting, was her feeling that Diamond Bar is not a City with open expanses. We are not starting fresh here and if we look at the fact that we are largely built- out and that we are doing infill, she is afraid that if the stronger language were adopted, which she feels is enforceable by other means suc h as Zoning Codes and requiring that new residential development be compatible with prevailing character, that would happen at the Planning Commission level. Saying that we want to “ensure” that happens, allows the City to make some case -by-case decisions where pieces of property that currently exist or layouts that currently exist where the City is working with developers to fit mixed use developments, for example, might not meet what would be “required” but would be allowed, with flexibility, to procced to fill in a particular area with the most suitable and best possible project. She believes that if this was a new City with a new General Plan and new buildout possibilities, that plan should require everything the City wants long term. In this instance, she does not believe that is realistic language for Diamond Bar to enforce, when the idea is to fill in areas that have been vacant. Saying that we “promote” or “ensure” gives the opportunity for other systems to be put in place a case-by-case basis and for the City to look at what exists, and with that spirit in mind and the goals the GPAC envisioned, say the City is going to do the best it can based on the best benefit of what the City envisions with those seven ideas in mind of what the General Plan is supposed to do. She believes there is some middle ground and believes it is a mistake to leave that stronger language in the document because it immediately ties the City’s hands. She sees the revised language as a smart move to ensure that the City can do what is best for the City. Chair/Barlas said she agreed with her colleagues. She appreciates what the GPAC accomplished with this document but eventually, it comes to the Planning Commission and to the City Council whose members are more mature and aware of what has happened and what is happening in the City. Her understanding of being in real estate is that Zoning Codes and Development Codes take precedence and the General Plan is an umbrella that defines what will be done in those areas. She is hoping that once the General Plan process is completed that the City will move forward to update its Zoning Code and Development Code. CM/Fox said that these items are scheduled as part of Council’s Strategic Plan 4.3 Packet Pg. 52 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 9 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ and as such, the City will begin updating the Zoning Code immediately following this process, as well as entering into the next Housing Element cycle. Chair/Barlas said that the Planning Commission will still be dealing with the current Zoning Code in its decision-making process and asked if the process was correct and whether ACA/Eggart felt there was a conflict between completing the General Plan Update and getting the Zoning Code updated. ACA/Eggart responded that the process the City has undertaken is a common process that cities go through when they update their General Plans. They do the General Plan first and after that, they update their Zoning Code consistent with that General Plan. Generally, they are not done simultaneously. Chair/Barlas asked how the Planning Commission would render decisions once the General Plan is completed and prior to updating the Zoning Code. CM/Fox responded to Chair/Barlas that he did not believe there would be a large conflict, particularly on the existing development community because nothing is being changed. There will still be the same consideration for room additions, single family residences, etc. There may be some modest additions to some of the commercial buildings and the current Zoning Code will apply. Where the Planning Commission may see something is in the Town Center if someone wanted to create something which would trigger preparation of a Specific Plan. This is a zoning process that establishes the unique set of development standards for whatever that process becomes - incorporating mixed-use opportunities, pedestrian-oriented development, and all of the good things that have been discussed that the community desires. There is nothing currently on the drawing board and he does not anticipate there will be much change or conflict, but as things come in staff will deal with those issues. MPT/Tye read from Merriam-Webster that “ensure” is to make sure, certain or safe and “require” is to claim or ask for by right and authority, to call for a suitable or appropriate, to demand as necessary or essential, have a compelling need for and he believes it is critical that the language does box the City in. He reiterated that he does not believe this document needed to be gone through. He thanked staff for all of the effort, but he does be lieve it brings to mind what is meant with the word “ensure” - encourage rather than require, promote rather than require, to promote rather than to maintain – one can make an argument either way and he does not believe this exercise was necessary but is now at this point and the City is not worse for the effort. At the same time, it protects the Planning Commission 4.3 Packet Pg. 53 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 10 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ and City Council down the road. Council Members and Planning Commissioners with C/Chou dissenting, concurred that the language as revised was acceptable. C/Chou reiterated his belief that the language drafted by GPAC after three years should be adopted. He appreciates the comments made by his colleagues. 3. REVIEW OF THE GENERAL PLAN 2040 PUBLIC REVIEW DRAFT CHAPTERS 5 THROUGH 8, DRAFT CLIMATE ACTION PLAN AND DRAFT EIR CCD/Gubman provided a brief overview of Chapters 5 through 7: Chapter 5 – Resource Conservation This chapter sets forth the City’s objectives to preserve its inventory of the public and private natural open spaces. A primary means to achieve that objective is the emphases on infill development, particularly through the new Mixed-Use Districts to better ensure that the open space inventory is protected from future encroachment. In addition, the Existing Conditions Report and other analysis verified and validated that there are many rich ecological resources and the Resource Conservation policies seek to promote these sources and protection of those linkages within the City’s natural open space areas and wherever else that objective can be achieved. Other aspects of Resource Conservation include the City’s water supply, water quality, and air quality policies to comply with state and local expectations, as well as cultural and archeological resources. Chapter 6 – Public Facilities & Services This chapter sets forth three objectives: 1) to maintain, expand and improve the City’s Parks and Recreation facilities; 2) continue to foster, nurture and perpetuate the City’s reputation and education facilities, and to do whatever possible to enhance the learning opportunities in the City to the extent possible ; and, 3) with respect to infrastructure, public services and utilities, policies are included to ensure that those basic needs are maintained, improved and adequate to meet current and future needs for the City. Chapter 7 – Public Safety This chapter contains four (4) key objectives - Continue efforts to protect the community from loss of life, physical injury, property damage and other 4.3 Packet Pg. 54 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 11 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ consequences of natural events such as earthquakes, floods, fires and any other types of hazardous events that could put the City and its residents in peril were the City to not prepare for such occasions. This chapter acknowledges the City’s successful collaboration with the Public Safety Agencies including the Fire Department and the Sheriff’s Department. The Contract Cities business model for Diamond Bar has proven itself and the policies are to continue to operate under this model. Related to the disaster planning is the City’s Emergency Preparedness, and the policies and goals in this chapter call for ongoing training and preparation for any potential events that are likely to occur overtime; and, to limit the City’s exposure to excessive noise levels for which the policies reference that, when there is new development, to ensure that the quality of life in those new developments is protected by considering, among other things, existing noise sources and how that development can be designated to mitigate those effects. Chapter 8 – Community Health and Sustainability Gina Kotos, Project Consultant, Dyett & Bhatia, stated that this chapter is f ocused on promoting the welfare of all residents in Diamond Bar by improving the public health and building resiliency to climate change, and addresses environmental justice and provides policies to reduce existing and future health risks that may disproportionately affect vulnerable communities within Diamond Bar. The policies and goals within this element are tied to many of the other policies found throughout the General Plan. For example, policies found within the Circulation Element that promote active transportation, walking and bicycle opportunities can facilitate an active and healthy lifestyle. Increasing availability and access to public parks can create a strong community and social connectivity. Policies found in the Resource Conservation Element can improve environmental conditions, reduce greenhouse gases and ensure that the community is able to adapt to climate change and coming risks. Major objectives include a community health section supporting active and healthy lifestyles, facilitating social connectivity, and promoting health equity and environmental justice. Another part of this element focuses on sustainability and anticipating how Diamond Bar might adapt to climate change through reducing greenhouse gases which ties in to the Circulation Element that focuses on vehicle miles traveled and different types of transportation. Other strategies include reducing waste and focusing on recycling, energy efficiency and conservation in public and private sectors. 4.3 Packet Pg. 55 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 12 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ Climate Action Plan This plan is related to the goals found in the Community Health and Sustainability Element, as well as the Resource Conservation Element. The Climate Action Plan is created to address state mandates to reduce greenhouse gas emissions for 2030 and 2050. The plan is broken up by estab lishing an existing regulatory framework and using existing climate science methodology to estimate an inventory of greenhouse gases for existing conditions for multiple sectors within Diamond Bar and anticipating emissions under the General Plan. This pl an finds that with implementation of existing state regulations and new General Plan policies, Diamond Bar will be capable of meeting the greenhouse gas reduction target without requiring any additional reduction measures. The Climate Action Plan provides additional recommended strategies should Diamond Bar choose to implement them in the future, and serves as Diamond Bar’s qualified greenhouse gas reduction strategy. Because of the methodology and conclusions found in the Climate Action Plan, this will streamline the process for approval of projects that are tied to the General Plan. Environmental Impact Report CDD/Gubman provided an overview of the EIR process during which there was no discussion of specific findings or merits of the EIR because th is document is currently proceeding through the Public Comment period. When the Final EIR is presented to the Council for Certification, the analysis and addressing of any comments regarding the merits or adequacy of the EIR will be discussed during the Public Hearing phase. Organization of the DEIR The EIR and CEQA in general was adopted as a means to inform the public of potential environmental impacts of any contemplated action that a public agency may take to approve or implement a project or program. It is primarily an informational document that is intended to transparently disclose what those potential impacts can be. Once the EIR identifies those potential impacts, the next step is to identify ways to mitigate those impacts, to reduce them a nd if possible, to reduce them below thresholds that are considered significant. If those measures cannot entirely mitigate impacts to levels of non-significance, the EIR must plainly disclose that and if the City Council is going to Certify the EIR and adopt the General Plan and there are, at the end of this analysis, significant and unavoidable impacts, the City Council must provide the reasons why there are overriding 4.3 Packet Pg. 56 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 13 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ benefits that warrant approval of the plan, even though not all of the impacts can be entirely avoided. For a General Plan, because it is a long-term policy document with a 20-year horizon, the City must look at this document at a high level . Still, with this in mind, the EIR looks at potential build-out and what the overall effects that implementing the General Plan to build-out may create. As long as projects are consistent with the General Plan, they will be subject to their own individual project -by-project environmental review processes so that those more granular and more specific impacts can be identified and disclosed and mitigation measures can be articulated so that by the end of this process, if there are any significant unavoidable impacts, the decision is made accordingly - such as, does the project give the City such a benefit that the impacts that accompany the project are outweighed by those benefits. EIR Certification Public Review - A 45-day public review period began on September 16th and runs through October 31st where the public can submit comments as to the adequacy of the General Plan. After close of the public review period, staff will provide written responses to all comments provided in the Draft EIR. Final EIR – Comments and responses thereto are placed on top of the Draft EIR and those volumes collectively become the Final EIR. Along with the Final EIR (FEIR), for the decision to be rendered, the City is required to prepare a Mitigation Monitoring and Reporting Program (MMRP) and with all of the mitigation measures that are identified, triggers will be set forth to ensure that those impacts are being mitigated in accordance with the requirements set forth in the EIR. Should this conclude with a document that has significant unavoidable impacts, Findings of Fact will be prepared to disclose that and weigh the costs and benefits of accepting those impacts. And if the decision is that the benefits of a project outweigh those unavoidable impacts, before approving the General Plan, a Statement of Overriding Considerations needs to be adopted. Planning Commission Hearing – when the Final EIR is completed, it must be advertised made available for public review 10 days prior to the Planning Commission Hearing with recommendations to the City Council whether to certify the FEIR and adopt the General Plan and Climate Action Plan. Then it must be advertised and made available for public review 10 days prior to the City Council Public Hearing. 4.3 Packet Pg. 57 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 14 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ City Council Hearing – The culmination of this process is a Public Hearing where the City Council will determine whether to certify the Final EIR and whether to adopt the Statement of Overriding Considerations and, the City Council may adopt the General Plan and Climate Action Plan. Public Comments on Chapters 5 through 8: Diego Tamayo has been working as a field surveyor for the Diamond Bar Sierra Club Conservation Team. He is encouraged to see the City of Diamond Bar implement stronger conservation policies that would greatly impact the community. During the past three years he has uncovered very special findings and is realizing that these different ecosystems and different species have more value than merely visual value and provide an extremely important ecosystem service, including clean water, clean air and places that allow all residents to th rive in a healthy environment. These are known as natural climate solutions which are naturally developed by nature at no cost and are provided without implementation. One oak tree can sequester 55,000 pounds of carbon per year. Collectively, the hundred s (of oak trees) throughout the City provide a strong service. The Sierra Club teaches the value of nature at the local level to encourage protection of natural resources. Biodiversity is threatened because of climate change and other local threats. In 2018 the State of California adopted the California State Biodiversity Initiative, a unique document which allowed the state to fully recognize that biodiversity is a crucial resource that must be recognized, protected. At the local level, communities need to make sure that the biodiversity initiative is acted on and recognized. He looks forward to the City having a better sense of improving the policy to protect nature and is encouraged by the progress made to date. Douglas Barcon asked where Diamond Bar intends to potentially build 3122 multi- family residential units and 142 single family residential units and how traffic would be mitigated. Table ES-4 provides a summary of impacts and mitigation measures in biological resources 3.3-1 on Page ES-1 and BI-O-1A and describes relocating special status plant species to suitable habitats within surrounding public open space or collecting seeds from the plants to allow a project to be developed. What is considered an acceptable “surrounding public open space?” Is it miles away from the proposed development site? Table ES-4, Section 3.3-2, Page ES-27, BIO-2, states that a development applicant shall acquire mitigation land of similar habitat off-site. Such a loose description would allow mitigation to be almost anywhere in the state or country. BI-O-4 in regard to oak woodlands specifies that such restoration should be located nearby to the impacted property. It does not 4.3 Packet Pg. 58 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 15 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ state “shall” or “must” be located nearby to the impacted property. Mi tigation specifies the same oak species, it does not specify the size or age of those replacement trees. The same is true for walnut woodlands discussed in BI -O-5. With respect to the Climate Action Plan, there is no information included regarding reflected or generated heat from the placement of solar panels compared to the reflected and generated heat from the same location as the solar panels before placement of the panels and its effect on micro -climate. The color or roofing material has a large impact on this. A lighter colored roof does not get as hot as a darker colored roof or dark solar panels. And, a solar farm would create a heat island for many acres. On Community Health and Sustainability, CHS-P-29 states “require noise mitigation measures which could include buffers, noise barriers or open space and vegetation between new sensitive uses such as residential units and schools and major noise polluters such as SR57 and SR60, the Metrolink rail line and heavy industry”. As such, Mr. Barcon submitted a separate document with information for Chapter 3, Environmental Settings and Impacts Noise 3.10, a publication cited in the Draft EIR. This information is based on his personal sound measurements and was presented to the City Council a couple of meetings ago, of the Union Pacific freight trains for several days from near the intersection of North Rock River Drive and Red Cloud Drive in Diamond Bar. Additional information is from the 2018 Metrics Transit Noise and Vibration Impact Assessment manual provided by the Federal Transit Administration. The EIR also addresses PS-P-51 railroad and the General Plan Chapter 7.0 Public Safety Section 7.8 Noise. Grace Lim-Hayes said the many changes to the General Plan about the well - meaning words such as “ensure, encourage, promote, consider, when appropriate, when feasible, etc.” led her, as an educator, to wonder how motivated her students would be if they were told to just “consider” doing their assignments “when feasible” or that they are “encouraged” to attend class “as opportunities arise.” For example, many of the vague and unenforceable policies would cause potential paralysis and confusion for Planning Commissioners. “Promoting” and “encouraging” cannot be measured or evaluated. All of the policy guidelines have said that. If something is to be done as “necessary” or “where feasible” who would decide what is necessary and feasible? Ensure is not the same as require. It places responsibility on the City to check and verify, but it is not clear the developer must comply. These vague and unenforceable words will invite excuses and conflicts of interest that will be left out of the picture if the City is to take its General Plan seriously. As such, Responsible Land Use worked very hard with the GPAC these past three years to instill quality in the language to weed out poor phrases and support language that provides support to the City’s future. Responsible Land Use collaborated with 4.3 Packet Pg. 59 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 16 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ many experts, partnered with Cal Poly Pomona for a Placemaking project which was presented to staff and provided policy language from every highly recommended City and have seen examples of what is successful and what is not. The changes currently being entertained that have been accepted put Diamond Bar more in the category of what not to do. Therefore, RLU is deeply concerned with these significant changes being promoting or accepted with a very short window of time to evaluate those changes and submit written comments. Her group believes they could have provided even more in-depth analysis had time permitted. The 40 pages of comments scratch the surface of the problems that will result from these changes. The brevity of the City’s deliberation this evening is concerning considering that these plans took three years to mature. With respect to Resource Conservation C-P-11 for example, one of the Council Members asked if the spirit of the General Plan still the same and subtle changes mean a lot. In the group’s C-P-11 it requires all development including roads and trails proposed adjacent to riparian and biologically sensitive habitats to avoid , to the greatest extent feasible, significant impacts that would undermine healthy natural functioning of those areas. It requires new development proposed in such areas to be designed to – it originally said protect wildlife movement, linkages to water, food, shelter and nesting sites. The change is now “provide” wildlife movement with linkages to water, food, shelter and nesting sites which to her is a different spirit. The soul is gone because to protect as a Resource Conservation Element is to maintain the natural healthy functioning of that system. But “provide” clearly suggests it could be removed, replaced and not protected. So, imagine how that change, if done in multiple places, could change the spirit of the language which is just one example of the significant changes her group detected. Responsible Land Use feels it would have been better to be slow during deliberation because the spirit of the General Plan process had been to include the people’s language in it. And at this point it feels to her that has been washed away. Allen Wilson felt the GPAC’s work should not be diminished. Public Safety is an important issue to him because during the past two months he has seen rampant crime coming into town. He hopes the City gets back to the plan of planting 100 to 200 trees in the City during the next five years. Robin Smith, local Sierra Club Chair, said she is very frustrated. In Chapter 5 of the Resource Conservation Element there is a map that is grossly inaccurate. In 2016, Sierra Club sent a letter regarding this map pointing out more than 16 mistakes. One glaring mistake is that all of the yellow should be pink because Diamond Bar does not have a large expanse of Walnut woodland in Diamond Bar. 4.3 Packet Pg. 60 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 17 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ She wanted to know why the City is building its information off of inaccurate information. Her property has oaks and coastal scrub that is not mapped. However, her oak trees are mapped by the State of California. Further, the habitat maps are inaccurate and to be fair, it takes about a year for the form one fills out to register their findings with the CNDDB (California Native Diversity Data Base). The Sierra Club has filled out the forms for the gnatcatchers they found distributed throughout the City. She has gnatcatchers in her back yard . There are gnatcatchers in the south and over at Pantera Park, Steep Canyon, and other places. She does not understand why that paperwork hasn’t gone through a nd why they are not shown on the map. She has spoken to the City about it and delivered to CM/Fox the Hamilton Bio Resources Report that corrects all of this. These are Findings of Facts that should be dealt with. She also has copies of the mapping standards that Bio Survey Professionals should follow – Survey of California Vegetation Classification and Mapping Project Deliverables and the Survey of California Vegetation Classification of Mapping Standards and she would like to know if the consultants have followed these very clear outlines. Lee Paulson addressed the suggested language changes and said that CM/Fox commented that the documents Responsible Land Use provided to the Council essentially ask that the Council keep the language the same which is not true. His group understands the need for flexibility and respect its importance. RLU knows that the City should not tie its hands and RLU also knows that there must be care taken when making rapid decisions that those decisions do not create uninte nded consequences. His only point is that the reason the Council and Commission received 40 pages of specific recommendations from RLU is because they believe it is possible to provide both the flexibility the City needs and respect for the language that the City and citizens spent three years putting together, which they believe is possible and would like the opportunity to take the time now to get it right the first time because the City and its future deserves that much consideration. Paul Sherwood reiterated that he served on the General Plan Advisory Committee and one of the concerns he had as a committee member was the word “require” as it kept popping up. And for him, a plan is just that – a plan. It is not cast in stone. He believes the plan needs to give the City flexibility. Plans are guidelines, they are not necessarily absolutes and he thinks that the more flexible language is appropriate because as Planning Commissioners have stated, to address policies hard and fast at the Municipal Code/Ordinance level. A previous speaker drew an analogy with children. When he was a child he needed to be told what to do. But the City is run, guided and governed by adults who are clear -headed thinking adults who do not need to be told what to do and who can figure it out themselves. 4.3 Packet Pg. 61 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 18 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ He believes everyone needs to trust leadership to take this plan and implement it in the spirit it was intended. To that end, flexibility is important because we do not know what will be on the table before us 20 years from now. There is one area that could be added in the conservation portion of the plan with respect to tree mitigation. He researched the Millennium project and found it interesting that the Tree Mitigation Agreement for Millennium was that they had to miti gate trees at Frank G. Bonelli Regional Park and he would encourage that the mitigation policy attempt to mitigate trees within Diamond Bar first “where feasible” before sending them to another City. Response to Public Comments: Steve Nelson, ESA responded to comments regarding the mapping and other resources in the Resource Conservation Element, regarding ecosystem services and biodiversity. In 1976 his then partner and he were part of the LA County General Plan Update study and completed the 1976 SEA Study which Diamond Bar adopted. In 2000 he was the principle investigator for the update of that study in which they expanded the Tonner Canyon SEA to include basically all of the vacant land in the Puente Hills. The whole objective of that study was to conserve biological diversity and he believes by the City’s acceptance of that SEA they have adopted a policy of conserving biological diversity in and of themselves. There was discussion about relocating plants and seeds to acceptable public space. Those are typically things that are handled when dealing with state and federal resource agencies. They typically demand a Habitat Mitigation and Monitoring program. The ideas that are typically considered are public areas within the City or the local jurisdiction. Nearby Chino Hills State Park has the same basic environment which could be looked at, but at this point in history, it is very difficult to nail down exactly where cities will do these things. The wording that it be a “subject of future study” is perfectly consistent with the General Plan as opposed to a site-specific plan. Discussions about riparian and wildlife movement is thoroughly covered in the EIR, particularly in the discussion of the City’s Sphere of Influence in Tonner Canyon and it respects the people that are involved in establishing the Puente -Chino Hills Wildlife Movement Corridor, which would ideally bring wildlife from the Santa Ana Mountains under Coal Canyon through Chino Hills and across via Tonner Canyon into the Puente Hills and west of there. As for the mapping, Mr. Nelson said that the commenter is focused on the site specific versus the General Plan approach to these things. Site-specific surveys 4.3 Packet Pg. 62 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 19 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ plant surveys are performed at the project level, not at the General Plan level. And the same holds true for endangered species. In 2016, to the best of his knowledge, a gnatcatcher was not seen or recorded in Diamond Bar. We knew they occurred at Bonelli Regional Park and we knew that they occurred in the Puente Hills in the Brea area and Aera energy property. As a resident of Diamond Bar between 1977 and 2013, he would go out and do his own surveys. He never found one gnatcatcher. In 2018, he was notified that Dan Cooper, a very good ornithologist, found one near Pantera Park and when Rob Hamilton, who is also an excellent biologist, went out and did his work for the Sierra Club found a number of them. The point is that if we try to nail down the specific location of species at this point in history and that this update is to last over 20 years, it will be out of date in two years. And that is why the site-specific studies are required. And that’s why the EIR Analysis said that whenever you are in this type of habitat, you need to do these surveys for these species. It doesn’t nail it down, it doesn’t give anybody the opportunity to say well, it wasn’t found there in five years and therefore, it can’t be there. It doesn’t happen that way. Biology moves around. So, the documentation and mitigation was set forth as a guideline to be able to advance the conditions of a particular site into the future as opposed to merely saying we’re going to base all of our decisions on what we know now. Because what we know now will not be the same as what we will find out in five years. Mr. Nelson said he agrees 100 percent that mitigation should take place within the City before it goes outside. But again, back to his experience as a Pl anning Commissioner, that may not be possible. And, if that is the case, then it should go to someplace nearby and should contribute to what we are trying to do from a conservation standpoint. One thing he lea rned in conservation ecology were the words of Aldo Leopold. “Think globally, act locally.” That does not mean that we have to do it in Diamond Bar, but if we cannot, we should do it someplace nearby so that we can contribute to the global issue. CM/Fox said that with respect to Mr. Barcon’s comments that were related to the EIR we are not taking comments on the EIR because we are in the middle of the Public Review period. CM/Fox encouraged Mr. Barcon to submit his comments in writing to the City for proper response as part of the EIR process. M/Herrera asked for Council and Commission comments. Chapter 5: C/Lyons referred to Chapter 5-41 under policy RC-P-28C and said she was 4.3 Packet Pg. 63 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 20 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ surprised about the inclusion of information about clean air technology beyond what is required by the SCAQMD. CDD/Gubman responded to C/Lyons that simply because we are trying to convey the importance the City places on quality of life and if there are ways to go above and beyond what the minimum legal requirements are, we do not see any harm in encouraging that. C/Lyons referred to Chapter 5-44. The community talks about air quality and encouraging public transportation to improve air quality. She believes that another way to improve quality of air is to clear up the mess on the SR57/60 so that traffic does not sit so long and throw out extra exhaust and why wouldn’t the City encourage and advocate for that because if the traffic flowed better it would certainly reduce the amount of emission coming into the City. CDD/Gubman said that within the Circulation Element is a policy that states that the City would cooperate at an interagency level to address those issues. It may not be in the Resource Conservation Element in those words, but it is addressed in the document. C/Lyons asked if CDD/Gubman believed it would relate to air quality if vehicles were not stuck in that area. CDD/Gubman said the policy can be stated within the Resource Conservation Element if that is the desire of the Council and Commission. C/Lyons said it was her desire to have it included. M/Herrera commented on Chapter 5-31 that she would like to see the following policies eliminated on P-11: Items c, d, e, and f. M/Herrera does not know why we would want the City of Diamond Bar to be a Wildlife Corridor when it has a huge problem with Coyotes roaming City streets and making a lot of residents very, very nervous. Why would we want to facilitate movement for wildlife? Mr. Nelson said that if Diamond Bar is going to commit to preserving biological diversity and ecological stability, it has to recognize the various levels at which those occur and interactions with which those occur. It was common to see coyotes running up and down the street he lived on off of Summitridge. To his knowledge, mountain lions have not made it into this area yet. It is not the wildlife that are finding themselves so compressed in their natural habitats that they have to expand out of them and he can guarantee that the first mountain lions they see 4.3 Packet Pg. 64 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 21 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ in the neighborhoods of Diamond Bar will be juveniles trying to get out of their natal territories because their parents do not want them around. Coyotes are a problem, but he does not believe that taking them out of being able to interact with the systems throughout the Puente Hills is the answer. The answer might simply be to reduce their numbers and while everyone says you cannot kill coyotes, they are pests and they are getting more aggressive. He has no problem with that kind of management, but to completely shut them off seems to be a way to paint the City into a corner if, in fact, what you are trying to do is stabilize, to the best of your ability, the trophic systems and ecosystem and biological diversity. M/Herrera said she did not believe Diamond Bar needed to facilitate wildlife by creating tunnels where they can cross into the City limits. Diamond Bar is surrounded by 8,000 acres of undeveloped land , and all of these creatures live in all of that land, but she does not believe the City needs to be doing things to invite them into the neighborhoods. Mr. Nelson said he was simply saying that this is the way that an objective professional would approach the situation. If the policy were to prevent wild life from having any interactions with humans and therefore reducing any conflicts, the impact of that might be that the City were to cut off those important ecological systems. And then, what is the mitigation for it – well, there is not much a city can do. He understands M/Herrera’s point and is not here to debate with her. However, from his professional viewpoint, he has to analyze it the way it is – according to what is out there - what it means and what it should mean going into the future. And, he completely understands the conflict situation. Again, he has no problem with reducing their numbers because they are pests. Coyotes have been trapped crossing the 101 freeway in downtown Los Angeles. The National Park Service has the data. MPT/Tye said the document says “require that all development, including roads and trails proposed adjacent to riparian and other biologically sensitive habitats” and asked where would that be. He does not think that when it says we want to provide wildlife movement linkages, that we have to build it, it says movement linkages to water, food, shelter and nesting sites. So, if we were to build something that was adjacent to a riparian or other biologically sensitive habitat, by the very nature of building that it would cut them off from it and that does not make sense either because then they will be in back yards looking for food and water. And “allow wildlife and migration access by use of tunnels”. In Puente Hills the county built the tunnel under Harbor and without being able to back it up with statistics, he bets there are fewer dead animals on Harbor because that tunnel was built. He 4.3 Packet Pg. 65 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 22 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ would not necessarily be in favor of striking that simply because of what it says above it. C/Chou agreed with MPT/Tye because he believed the language was specific to “new” development. One of the issues with coyotes is that the City has developments that cut into their habitat which drives them off of the hi lls into residential areas. And if that is not mitigated through a policy going forward, the problem is likely to get worse. Therefore, he believes that by saying this is for new development, the City can be careful about not cutting off their natural habitat and driving them into existing neighborhoods going forward. He votes to keep the language in place. C/Mahlke felt it was important to remember this applied to all wildlife and although coyotes may be pests, there are certainly many other animals t hat would require or need this access and making a policy change to mitigate that one particular animal could end up being a mistake. She agreed that the idea is that it is for “new” development at very specific locations and because Diamond Bar is mostly built out, there are not a lot of opportunity for this to be a “thing” that is currently put in place and she too, would vote to keep the language in place. C/Rawlings said he agreed with MPT/Tye and C/Chou that the language should be kept in place. C/Rawlings referred to the update on Chapter 5, RC-P-8 and said he was concerned about the modified language and the intent of changing “work with other jurisdictions and conservation organizations to protect prominent ridges, slopes and hilltops in and adjacent to the City and its Sphere of Influence” and adding “to the extent feasible” which he felt belonged at the beginning of the sentence rather than at the end because if it is at the end of the sentence, it modifies the statement on “protect” whereas, if it is added to the beginning of the sentence it would modify the “support and cooperate” portion. C/Rawlings referred to RC-P-19 and said he noticed that the document occasionally refers to drought tolerant vegetation and in other places to native and drought tolerant vegetation and he wanted to see consistency throughout the document to say “drought tolerant native vegetation”. C/Rawlings referred to RC-G-6 on Page 5-30. He asked that if when the document says “native and drought tolerant” does it mean drought tolerant native or does it mean drought tolerant or native because he wanted to make sure it was meant to 4.3 Packet Pg. 66 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 23 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ indicate “native plants that are drought tolerant rather than “or”. CDD/Gubman responded that the intent is to allow native as wel l as drought tolerant. In a shopping center, for example, why restrict the plant palate and design opportunities to natives if there are California friendly plants that are not invasive. C/Mok referred to Page RC-P-6 on Page 5-9 and asked if that was suggesting the City does not have standards for these and that it will be a little more specific and intentional about how the planning, designing and management for maintenance of trails is going to happen? C/Mok said he is visual and appreciates the inclusion of charts and tables. On Page 5-21, Table 5-2 indicates the categories of creatures which he appreciated and he especially appreciated the last column where it stressed Tres Hermanos and that these animals could possibly exist there which tells him that any future discussions at the table with the City of Industry and Chino Hills need to include this document. M/Herrera asked for feedback on language for Chapter 5 proposed by staff on following the directions for Chapters 2 through 4. C/Low asked if it was possible to add a date and source to Table 5 -2 on Page 5- 21. CM/Fox responded to C/Low that the table she referenced is a 5 -page table and on Page 5-24 the date and source can be found at the bottom of the page. C/Mok said that on Page 5-23 there is a potential for an American Badger to occur in this study area. Have they been seen, what is the potential and where will they come from? Mr. Nelson said that in all likelihood, they could be in Tonner Canyon and possibly in the north Tres Hermanos area. It is an animal that one does not often see, but they are there. They like open space areas. MPT/Tye asked Mr. Nelson if he could cite an example of people introducing species into an area such as the gnatcatcher. Mr. Nelson said the only animals that he is familiar with that have been introduced is the California red-legged frog up north that can be pulled out of a wet habitat 4.3 Packet Pg. 67 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 24 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ and be moved to another wet habitat and there have been cases where that has happened. Typically, with birds it does not work and attempts at endangered small mammals have been poor in terms of survivorship. It is a bit of a stretch to say that is a real possibility or something to consider as plausible. CM/Fox asked if there was a decision to leave the wildlife corridor language as proposed and M/Herrera said there was consensus to leave it as is. CM/Fox asked if C/Lyons’ request to include reference to the SR57/60 was appropriate. C/Lyons said she requested that it be included on RC-P-41 about supporting public transport providers, increasing funding, supplement other means of travel to reduce pollution and her comment was that she believed if the SR57/60 Confluence area was fixed there would be less air pollution in Diamond Bar because cars would not be sitting in the area producing pollutants. C/Chou asked why something the City has no control over would be added to the General Plan. C/Lyons responded by saying that the City does not have control over a lot of what is proposed. She believes it should be included to encourage the Big Fix and that the City should continue to look for funding. In many ways it is a “wish list” for other transportation. CM/Fox said staff would add C/Lyons requested language. CM/Fox responded to C/Mok’s comments on P-6 that yes, there are standards for trails and right-of-way maintenance. Perhaps a more appropriate approach would be to update “as appropriate” development standards if the City is going into a new area of conservation. Council and Commission concurred. Council and Commission concurred with the suggested changes with the inclusion of C/Rawlings suggestion for RC-P-8. Chapter 6: Council and Commission concurred to accept the modified language (redlined version) for Chapter 6. Chapter 7: C/Mahlke said that some of her comments on Chapter 7 have to do with consistency. The document frequently references the LA County Fire Department as “The Los Angeles County Fire Department” or “The County of Los Angeles Fire 4.3 Packet Pg. 68 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 25 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ Department”, both of which are correct but does not know why one document would have the same entity named two different ways. In addition, there are frequent references to “The Los Angeles Sheriff’s Department” with an abbreviation as well. Also, with respect to the EIR, when speaking about Public Safety the term “police” is used very liberally and we do not have police in our City and Diamond Bar does not have “police stations” or “police officers” or police in general because the City contracts with the Sheriff’s Department. Either go broader with “law enforcement” or actually use the correct term “Sheriff’s Department”. Council and Commission concurred. C/Mahlke said there is a figure 7-10 on Page 7-39 which is the City’s typical noise level in the environment. This is also repeated in the EIR. This is common knowledge but she would like to know where this figure came from so source work information would be helpful to her. C/Rawlings referred to Page 7-21, PS-P-17 “protect and promote native oak woodlands that border residential areas as fire buffers”. Some of that area is City - owned and non-native habitat and he wondered if from a biology perspective and previous work in the City, what the likelihood would be for having a successful reintroduction of an oak woodland in those areas. His concern is that some of those areas are canyon areas with steep slopes and anything that can be done to slow the movement of wildfires in those areas to give fire personnel a chance to put down any non-native brush fire would, in his opinion, be helpful in protecting the homes. Mr. Nelson said he believes the key would be that as the oaks mature and grow which they do rather slowly, to go through the process of “limbing” them up because typically, in an oak woodland shrubs cannot make it as a ground cover because they get out-competed for the sunlight. And even if there is grass it can catch fire and get into the canopy of the trees. So, if the trees are limbed up four feet or so, typically, that helps. The City of Chino Hills actually has this as part of their City Ordinance about how to deal with oaks within fuel modification zones. There are ways to do it naturally. C/Rawlings commented that this is something he would love to see. C/Mahlke referred to Page 7-4 under Expansive Soils – about halfway through the paragraph there is a sentence that ends with “potential” and the way that soils are used. And randomly, it says “copper re-piping is a common home repair in 4.3 Packet Pg. 69 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 26 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ Diamond Bar” and then it goes back to talking about soil. C/Mok responded to C/Mahlke that because of the expansive soils (clay) and the chemicals that are in the clay, it does a number on copper, which is why this sentence was inserted. CM/Fox said that staff will clarify or expand on that. Council and Commission concurred with the language in the redlined version of Chapter 7. Chapter 8: C/Rawlings referred to Page 8-13, CHS-P-12 which gets into public art installation and improving social interactions and creating space where folks would have more social interactions, as well as leading to retail areas being more of a destination location and he felt there were other places that could be referenced as an important aspect of the community health and welfare. CM/Fox explained that this is cross referenced in the Chapter 3, Community Placemaking which would be the intent. C/Mok referred to the revised version CHS-P-6. Being in public education for 35 years, he does not believe he has ever heard of the “Safe Routes to School” program. He noticed it was deleted in the revised version. M/Herrera said that this program was killed at a recent City Council meeting. C/Low commented that she was talking about public art 15 years ago when she served on the Planning Commission. It only took 15 years and now the City has it and she is very excited about it. Council and Commission concurred with the proposed language (redlined version) of Chapter 8. Climate Action Plan: C/Low asked if Diamond Bar was in compliance with the state mandates and can this be changed if there are changes to the state mandates? 4.3 Packet Pg. 70 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 27 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ Ms. Kotos responded that two inventories were done when completing the Climate Action Plan. The first was to calculate the baseline 1990 emissions inventory and the calculated based on the state percentages of 40 percent reduction and 80 percent reduction. The mass emissions were actually a lot higher than the established target for metric tons of carbon dioxide. By using CARB’s standard we are issuing a stronger baseline of compliance and the City is on -track to meet the 2050 goal as well. Because the horizon year for the General Plan and Climate Action Plan was 2040, the analysis took that into consideration. However, the City can implement additional measures to become more aggressive should it choose to do so. C/Low said that on Tab 4 there are various options and she does not understand how the options are set up and who chooses the options. CDD/Gubman explained to C/Low that those are optional measures that have been crafted or applied in other Climate Action Plans and as staff has found, they are not really needed. In this instance, this plan provides a menu of policies should the City seek to enact additional measures. For example, there will be grant opportunities coming up in the future and a stipulation would be that the City would have to go beyond what the minimum greenhouse gas emissions cap is. In addition, with the rate at which legislation and executive orders come out of Sacramento it tends to move the target over time and the City may need to activate some of these in order to keep its compliance. These are included for those types of eventualities or should the City choose to take a more activist role. C/Mahlke wanted to know the process for updating the Climate Action Plan to ensure the City is in compliance when and if the state standards change. CDD/Gubman explained to C/Mahlke that the City should revisit the Climate Action Plan every five years whether or not there is legislation or executive orders dealing with this issue. Obviously, if a new bill is passed or another executiv e order is signed, that would be a trigger a re-evaluation of the advocacy of the current Climate Action Plan. C/Rawlings referred to Page 3-11 where there is a list of methodology and alternative options. He did not find anything listed about habitat restoration and in light of some of the earlier comments about individual oak trees being able to take 55,000 pounds (of carbon per year) out of the atmosphere , he wondered if doing habitat restorations would be a significant assistance to the City, especially with oak woodlands. 4.3 Packet Pg. 71 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 28 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ Ms. Kotos explained that the document discusses the potential impacts on biological resources within the City and the benefits that the existing open space and biological resources serve (Page 1-6). The difficulty is that the inventory is based off of the CAPCOA quantifications and CAPCOA does not assign specific numbers to calculate the potential impacts of certain biological resources but list it as an option and while performing the calculations, her firm wanted to remain conservative about the potential reduction and impacts of the proposed policies, but the inventory does include the land uses assuming those are not going to contribute additional greenhouse gas emission. C/Rawlings said he likes to explore solutions tha t have multiple impacts so if the risk of fire in some areas could be reduced and at the same time help reduce greenhouse gas emissions while also increasing water replenishment and groundwater filtration, those are to him, great ideas. He said that if the City could able to explore some of these alternative solutions and if the City took a slightly more aggressive approach over time and got below the 2050 requirement, would the City be able to participate in the carbon offset exchange which might be a source of revenue for the City. Ms. Kotos agreed that what C/Rawlings proposed seemed like a great idea. To that end, the appendices also includes a list of additional measures that can be taken at project specific levels including tree planting programs, installation of energy-efficient appliances, etc. She agrees that having a completely maintained and thriving ecosystem where all of the different measures benefit each other is a great idea. C/Mahlke said she finds the lower case “I” really difficult to read in the headings and she would like to have the font changed to create better accessibility for those who wish to read the document. Ms. Kotos said she agreed. Online it looks a lot cleaner but in the final version it can be fixed. Council and Commission concurred to move forward with the proposed language in the Climate Action Plan. Next Steps: Council and Commission concurred to move the document to the Planning Commission Hearing phase. 4.3 Packet Pg. 72 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 29 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ CDD/Gubman stated that should anyone wish to make comments or have questions on the EIR, they should submit them in writing and responses will be included in Response to Comments in the Final EIR. CDD/Gubman responded to Chair/Barlas that after t he end of the 45-day review period for the EIR staff will compile the comments and prepare response s that will become a part of the document. When that work is complete, the City is required to advertise the availability of the Final EIR. No decision on the EIR can be made unless and until that Final EIR is made available for a 10-day notification period. Planning Commission Hearing on the General Plan is tentatively scheduled for November 12th. ADJOURNMENT: With no further business before the joint session, M/Herrera adjourned the Special Meeting at 8:42 p.m. Respectfully Submitted, ________________________________ _ Kristina Santana City Clerk The foregoing minutes are hereby approved this 5th day of November, 2019. _________________________________ Carol Herrera Mayor Respectfully Submitted, ________________________________ _ Greg Gubman Community Development Director 4.3 Packet Pg. 73 ______________________________________________________________________________ OCTOBER 8, 2019 PAGE 30 GP2040 UPDATE CC&PC JT MTG ______________________________________________________________________________ _________________________________ Naila Barlas Planning Commission Chair 4.3 Packet Pg. 74 PLANNING COMMISSION AGENDA REPORT AGENDA ITEM NUMBER: 7.1 MEETING DATE: October 30, 2019 CASE/FILE NUMBER: Conditional Use Permit Planning Case No. PL2017-139 PROJECT LOCATION: 750 N. Diamond Bar Boulevard Diamond Bar, CA 91765 (APN: 8706-002-055) GENERAL PLAN DESIGNATION: Commercial Office (CO) ZONING DISTRICT: Professional Office (OP) PROPERTY OWNER: Johnney Y. Zhang Zhang Group 750 N. Diamond Bar Blvd., Suite 188 Diamond Bar, CA 91765 APPLICANT: Howard Zelefsky 9735 La Capilla Ave Fountain Valley, CA 92708 RECOMMENDATION: Keep the public hearing open and continue the matter to the December 10, 2019, Planning Commission meeting. BACKGROUND: On September 24, 2019, the Project was presented to the Planning Commission for a Conditional Use Permit request to increase the percentage of floor area allocated to medical office uses at an existing 35,687 square -foot professional office building. Among several issues raised, concerns were raised by the public that the subject property currently lacks sufficient on-site parking, resulting in patrons parking off-site and impacting neighboring businesses. CITY OF DIAMOND BAR ~ 21810 COPLEY DRIVE ~ DIAMOND BAR, CA 91765 ~ TEL. (909) 839-7030 ~ FAX (909) 861-3117 7.1 Packet Pg. 75 Conditional Use Permit Planning Case No. PL2017-139 Page 2 of 2 The Planning Commission conducted a duly noticed public hearing, solicited testimony from all interested individuals, and continued the hearing to October 30, 2019, to allow the applicant and staff to investigate the issues raised by the public. However, the applicant is still in the process of obtaining additional information requested by staff, therefore, requesting another continuance to the December 10, 2019 Planning Commission meeting. PREPARED BY: REVIEWED BY: 7.1 Packet Pg. 76 PLANNING COMMISSION AGENDA REPORT AGENDA ITEM NUMBER: 8.1 MEETING DATE: October 30, 2019 CASE/FILE NUMBER: Brea Canyon Business Park Project - Planning Case No. PL2017-169 PROJECT LOCATION: 850 Brea Canyon Road (Los Angeles County Assessor’s Parcel No. 8719-013-017) GENERAL PLAN DESIGNATION: Professional Office (OP) ZONING DISTRICT: Light Industry (I) PROPERTY OWNER/ APPLICANT: Philip Lee of Lycoming, LLC 17777 Center Court Drive #725 Cerritos, CA 90703 SUMMARY: The applicant is proposing to build a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square-foot, three-story office building; and an 8,900 square-foot, one-story medical office building on a 5.73-acre vacant parcel located on the east side of south Brea Canyon Road between Lycoming Street and the SR-60 freeway. Prior to June 2019, the property operated as a recreational vehicle and boat storage facility. The following entitlements are being requested: 1. General Plan Amendment to change the land use designation from Professional Office (OP) to General Commercial (C). 2. Zone Change to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay (C-3-PD). 3. Conditional Use Permit to approve development on a site subject to a Planned Development Overlay District and allow modifications to the building height limit CITY OF DIAMOND BAR ~ 21810 COPLEY DRIVE ~ DIAMOND BAR, CA 91765 ~ TEL. (909) 839-7030 ~ FAX (909) 861-3117 8.1 Packet Pg. 77 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 2 of 27 to allow a 64-foot high, four-story hotel and a 55-foot high, three-story office buildings (where 35 feet is the maximum allowed); reduce the park ing requirement to allow 289 spaces (where 299 spaces are required); and deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). 4. Tentative Parcel Map to subdivide the subject property into four lots, and create air space condominium subdivisions for the two office buildings. The three -story office building will subdivide air space for 34 medical and general office units, and the one-story medical office building will subdivide air space for 2 medical office units. 5. Development Review to approve the site and architectural design of a new commercial development to ensure consistency with the General Plan, Development Code, and compliance with all applicable design guidelines and standards. 6. Parking Permit to share access and parking between the proposed parcels. 7. Comprehensive Sign Program to establish design criteria for all signage associated with the proposed buildings. RECOMMENDATION: Forward a recommendation to the City Council to approve the proposed Project No. PL2017-169, based on the findings of fact, and subject to the conditions of approval contained in the attached Resolutions. Background Site Characteristics The Project site is on a 5.73 gross acre vacant parcel. The property previously operated as a recreational vehicle and boat storage use containing two on -site structures totaling approximately 2,232 square feet. These structures were demolished in June 2019. The site is primarily surrounded by existing single-family residential development to the north, east, and west, the SR-60 freeway to the south, and existing commercial development to the northwest. The SR-60 descending westbound off-ramp deck/structure is approximately 10-11 feet above the ground, and runs parallel to the site. The northerly and easterly residential properties are separated by a Los Angeles County Flood Control District channel, and the westerly residential properties are separated by Brea Canyon Road. 8.1 Packet Pg. 78 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 3 of 27 The Project site is legally described as Lots 7 and 79 of Parcel Map No. 33069, and the Assessor’s Parcel Number (APN) is 8719-013-017. Site and Surrounding General Plan, Zoning and Land Uses The images below highlight the subject property: 8.1 Packet Pg. 79 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 4 of 27 The following table lists the surrounding land uses located adjacent to the subject site. General Plan Designation Zoning District Land Use Site Professional Office I Vacant North General Commercial and Low-Medium Density Residential C-1 and RLM Fast Food Restaurant with Drive-Thru Lane and Single-Family Residences South N/A N/A SR-60 Freeway East Low-Medium Density Residential RLM Single-Family Residences West General Commercial and Low-Medium Density Residential C-1 and RLM Single-Family Residences Project Site Project Description The applicant is proposing to build a new commercial development consisting of a business park with a mix of hotel, professional and medical office uses. Several site plan scenarios with varying building placements, uses, and vehicular ci rculation and parking layouts were presented and evaluated between the applicant team and staff. After several iterations, the final site layout reflects input from City staff and consultants, and addresses residents’ concerns raised during a community meeting hosted by the applicant. 8.1 Packet Pg. 80 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 5 of 27 Prior to the submittal of the application, staff arranged a meeting with the executives from Farmer Boys (corporate owner of the restaurant property to the north) and the applicant in an effort to provide shared access between the subject property and the Farmer Boys lot. Several concerns were raised, including the following: • A single drive approach on Brea Canyon Road would replace and be located to the south of the current Farmer Boys driveway location. Farmer Boys were n ot receptive to doing so. • There will be impacts to the on-site circulation such as removal of existing parking spaces, and the queuing in the drive -thru lane currently obstructs the driveway access on Lycoming Street. These impacts would require the relocation of the parking spaces and widening of the driveway on Lycoming Street, but site constraints would inhibit the ability to address these impacts. Because the challenges and constraints to connecting the two sites would be excessively burdensome for the neighboring property owners to overcome, the Project was designed to be a self-contained development. Please refer to the plans provided in Attachment G for the following discussion. Site Plan: The layout provides excellent visibility from the freeway while minimizing potential negative impacts to the residential homes to the north. The tallest buildings have been placed towards the south property line, farthest away from the residential properties to the north. Access to the site is provided via an unsignalized right-turn in and right-turn out driveway on Brea Canyon Road with parking areas centrally located for efficient parking and traffic circulation. Building entrances have been oriented towards parking areas for ease of access and wayfinding. Subdivision: The parcel will be subdivided into four lots to accommodate the following uses: • Four-story Hilton Hampton Inn and Suites hotel with 109-rooms; • Three-story professional office building with subdivision of air space for 34 medical and general office units; • One-story medical office building with subdivision of air space for two medical office units; and • Common lot for driveway access, parking, utility systems, and other areas to be owned in common by a property owners association. The office units will be sold as office condominiums governed by a separate condominium association. 8.1 Packet Pg. 81 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 6 of 27 Grading: Grading activities include approximately 8,000 cubic yards of cut and 8,000 cubic yards of fill, which balances the site. Excavation will include c uts to remove undocumented fills, excavations for building foundations, and trenching for new utility lines. Undocumented fills and portions of the compressible natural soils will be removed and replaced with properly compacted fill. Parking: There are 289 parking spaces proposed to be provided on-site, of which 52 are compact spaces and allocated for employee parking. The applicant is requesting a parking permit to share driveway access and parking between the proposed lots within the development. Architecture: A contemporary architectural theme was chosen for the Project. The buildings are designed to incorporate principles of the modern architecture through simplicity of building form and avoidance of superfluous details. Facades are articulated, with changes in roof height, wall planes, window composition, wall materials and colors. The architectural articulation and visual quality of the street facades are continued on all sides of all buildings. Metal accents, wood cladding, stone veneer, glass and building colors will be consistent for all three buildings to provide a cohesive, unified design. The entrance/lobby area to the hotel building is accentuated by a white fiber cement siding panels with a cantilevered canopy at the building entrance, bringing this element down to a human scale. The tall glazed openings have mullions to break up the large glass panels, and wood laminate panels, stone veneer and reveals are added on the elevations to break up the flat walls. Rendering of Four-Story Hotel Building Facing Parking Lot 8.1 Packet Pg. 82 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 7 of 27 Rendering of Three-Story Office Building Facing Parking Lot One-Story Medical Office Building Facing Parking Lot Building Height: The four-story hotel building is 64 feet to the top of the parapet; the three-story office building is approximately 55 feet to the top of the mechanical screen wall; and the one-story medical office building is 20 feet to the top of the parapet. Landscaping: There are 95 existing mature trees within the site, none of which are native or protected. According to the arborist report, five are dead and the other 90 are in poor condition due to drought stress, under-pruning, and poor pruning, so all 95 trees will be removed. A total of 221 new trees will be planted. The proposed conceptual landscape plan offers an extensive mix of trees, shrubs and groundcovers that provide variations in color, height and textures. The landscape will be enhanced by adding more trees, shrubs, and ground cover throughout the property. 8.1 Packet Pg. 83 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 8 of 27 Nine 36-inch box London plane trees are proposed along the Project site entry, six 24-inch box Muskogee crape myrtle trees are proposed along the Brea Canyon Road street frontage, in addition to seven 24-inch box Australian willow street trees. Ten different species of trees being proposed. Southern live oak trees are proposed throughout the parking areas to associate the site with the landscape character of Diamond Bar. Although the existing trees located along the north property line, adjacent to the County flood control channel will be removed, the applicant will be planting a double row of 36-inch Mondell pine and Brisbane box trees to provide screening for the residences on Lycoming Street and Dryander Drive, located directly across the flood control channel. All other plant types proposed are non-invasive plant species. The majority of the plant palette consists of low water use plants, and is required to comply with the water-efficient landscape requirements, which will be verified during building plan check. The south property boundary will provide a variety of evergreen trees and shrubs to provide year-round screening and color. The proposed six-foot high block wall along the south property line will be smooth stuccoed and articulated with landscaped pockets with flowering vines planted every 50 feet to soften the hard wall surfaces when viewed from the public right-of-way. Additionally, the Caltrans owned and maintained slope directly adjacent to the southern boundary that runs parallel to the existing SR60 westbound offramp will be landscaped with a variety of shrubs and irrigated to provide an attractive visual statement from Brea Canyon Road. Currently, the area has very little vegetation and is not adequately maintained. The applicant is required to install the landscape improvements as specified in the conceptual landscape plans and maintain the area. The City will be entering into a landscape maintenance agreement with Caltrans and another agreement with the property owner requiring the landscaping in the Caltrans ROW to be installed and maintained by the property owner. Conceptual Landscape Plan N 8.1 Packet Pg. 84 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 9 of 27 Caltrans ROW Slope Planting Area Streetscape Improvements: The Project’s frontage will incorporate the streetscape theme elements as a continuation of the enhancements completed at the corner of Diamond Bar Boulevard and Grand Avenue, with features such as street trees, decorative interlocking pavers and theme rails illustrated below: Conceptual Streetscape Improvement Plan N 8.1 Packet Pg. 85 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 10 of 27 Signage: Detailed conceptual designs for all freestanding and building -mounted signs are provided in the Comprehensive Sign Program (Attachment F), specifying size, location, and design requirements that are appropriate to the scale and setbacks of the buildings. Further discussion is provided on pages 19 -20 of the staff report. ANALYSIS: Review Authority (Diamond Bar Municipal Code (DBMC) Sections 22.70, 22.32, 22.58, 21.20.080, 22.48, 22.30.050, and 22.36.060) As stated, the Project requires seven discretionary entitlement applications for review. Three entitlements (General Plan Amendment, Zone Change and Tentative Parcel Map) require City Council approval, and the other four entitlements (Conditional Use Permit, Development Review, Parking Permit and Comprehensive Sign Program) require Planning Commission approval. DBMC Section 22.48.030 of the Development Code requires all applications to be processed simultaneously by the highest review authority. Therefore, the Planning Commission’s role in this matter is to forward a recommendation to the City Council for the seven discretionary entitlements described below. The following analysis sets forth the foundation for the Findings of Fact contained in the attached resolutions. Together, the analysis and findings provide the basis for staff’s recommendation that the Planning Commission recommend approval of the Project and all of its components, subject to the conditions set forth in the approval resolutions. 8.1 Packet Pg. 86 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 11 of 27 General Plan Amendment (DBMC Section 22.70) The General Plan Amendment is a request to change the land use designation from Professional Office (OP) to General Commercial (C). The City’s General Plan, adopted on July 25, 1995, is a long-range planning document developed as a comprehensive growth-management and community development strategy. It defines citywide policies that are achieved through subsequent community plans, ordinances, standards and guidelines, studies, capital improvements, economic development and other pertinent programs. The adopted policies of the General Plan guide the physical development pattern and promote the necessity of adequate public services and facilities. The General Plan is the controlling document. The preparation, adoption, implementation and maintenance of the General Plan aids in informing developers, citizens, decision-makers, and others of the rules that will guide development, and provide a basis for local government judgments. All land use decisions of the City have a direct correlation to the established goals and policies of the General Plan. The existing General Plan land use designation is Professional Office (OP), which allows for the establishment of office-based working environments for general, professional, and administrative offices, as well as support uses. The proposed land use designation is General Commercial (C), which provides for regional, freeway - oriented, and/or community retail and service commercial uses. Adjacent land use designations are General Commercial (C) and Low Medium Residential (RLM). Given the highly visible location adjacent to the freeway and its proximity to the freeway offramp providing additional exposure and convenient access to the traveling public, the land use designation is being changed to allow for a hotel use at this site. Staff believes that the proposed amendment represents a logical, appropriate and rational land use designation, which is consistent with the land use designations directly to the northwest. Relationship to the Comprehensive General Plan Update Although the City is currently in the process of updating the General Plan (which also proposes to redesignate the subject property to General Commercial). The Update has not yet been adopted by the City Council. As such, the Project must be consistent with the adopted 1995 General Plan, which requires the Land Use Map to be concurrently amended. Zone Change (DBMC Section 22.32) Zoning is the division of a city into districts and the prescription and application of different regulations in each district. These zoning regulations are generally divided into two classes: 1) those which regulate the height and bulk of buildings within certain designated districts, and 2) those which prescribe the use to which buildings within certain designated districts may be put. The purpose of zoning is the attainment of unity in the construction and development of a city, along reasonable regulations which tend to promote the health, safety and general welfare of the community. 8.1 Packet Pg. 87 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 12 of 27 A Zone Change is being requested to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay (C-3-PD). The existing zoning allows for light industrial/manufacturing uses including research and development, office-based industrial uses, business support services, and commercial uses requiring larger sites than are available in the commercial zoning districts. The existing zoning is also inconsistent with the current General Plan land use designation of OP. The proposed C-3 zoning district allows for large-scale commercial uses serving residents and businesses within the region including a broad spectrum of land uses, including retail stores, restaurants, hotels and offices, and will be consistent with the proposed General Plan land use designation of General Commercial (C). An overlay district constitutes a zoning tool to control and regulate the use of property. It can be used to stimulate development, encourage superior land uses, and promote high quality development. To promote and facilitate the orderly development of a prominent, freeway off-ramp adjacent site, the overlay district provides for flexibility in the site planning and design of the proposed Project. Conditional Use Permit (DBMC Section 22.58) A CUP is required for all development proposed on a site subject to a Planned Development Overlay district to allow for modifications to any of the City’s development standards including minimum lot area, setbacks, site coverage, floor area ratio, height limits, landscaping, or off-street parking. The proposed Project is requesting modifications as follows: • Exceed the building height limit to allow a 64’ high, four-story hotel and 55’-2” high, three-story office buildings (where 35 feet is the maximum allowed); • Reduce the parking requirement to allow 289 spaces (where 299 spaces are required); and • Deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). The applicant initially proposed placing the hotel building alongside the northwestern portion of the lot—abutting the Farmer Boys drive-thru restaurant—along with the three- story office building and a drive-thru restaurant building adjacent to the flood control channel. The drive-thru restaurant building was eliminated due to the high parking demand and potential noise impacts to nearby residences, and replaced with a one - story medical office building requiring less parking and reduced hours of operation. Staff strongly recommended relocating the hotel and three-story office buildings to the southern boundary in order to push the buildings as far away from the existing residences across the flood control channel and alleviate any potential privacy and shade and shadow concerns from the height of the buildings. The modifications to the Project allow the buildings to be located closest to the south property line by allocating 8.1 Packet Pg. 88 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 13 of 27 the floor areas vertically, share parking between the parcels, and utilize the rear portion of the parking lot with compact stalls. The Planned Development Overlay District allows for the modifications based on the site design and is deemed to be the best layout due to the size and configuration of the lot, while being mindful of existing residential uses. Tentative Parcel Map (DBMC Section 21.20.080) Pursuant to Section 66424 of the Subdivision Map Act, a Tentative Parcel Map is required for the subdivision of any units/parcels of improved land for the purpose of sale, lease or financing. A Tentative Parcel Map is requested to subdivide the lot into three separate parcels to allow each parcel to be sold off and separately owned and one parcel to be owned in common ; and to create a condominium subdivision of air space for two office buildings. A common lot will include the driveway access, internal circulation system, parking, open spaces, easements and utilities. The three -story office building will subdivide air space for 34 medical and general office units, and the one-story medical office building will subdivide air space for two medical office units. These properties will be governed by a property owners association and a property maintenance agreement to share the driveway access, parking, utility systems, and other areas to be owned in common by the association. The office buildings will be sold as office condominiums, governed by a condominium association. The proposed subdivision will result in four separate parcels and condominiums as listed below: Proposed Parcel Proposed Use Lot Size Condominium Parcel 1 Three-Story Office 17,237 sq. ft. 34 Units Parcel 2 One-Story Medical Office 9,642 sq. ft. 2 Units Parcel 3 Four-Story Hotel 21,982 sq. ft. - Parcel 4 Common Areas 200,161 sq. ft. - 249,022 sq. ft. (5.7 acres) 36 Units The Project is conditioned to submit Covenants, Conditions, and Restrictions (CC&Rs) that govern the four parcels as well as the condominium units within the office buildings, and is subject to review and approval by the Planning Division, Public W orks Department, and City Attorney prior to final map approval. Development Review (DBMC Section 22.48) The purpose of Development Review (DR) is to establish consistency with the General Plan through the promotion of high aesthetic and functional standa rds to complement and add to the economic, physical, and social character of the City. The process ensures that new development and intensification of existing development yields a pleasant living environment, and attracts the interest of residents and visitors as the result of consistent exemplary design. 8.1 Packet Pg. 89 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 14 of 27 • Development Standards: The following table compares the proposed Project with the City’s development standards for commercial development in the C-3 zone: Development Feature Development Standards Proposed Meets Requirements Front Setback 10 feet landscaped 10 feet landscaped Yes Side Setbacks 10 feet 10’-6” – north side 20’ – south side Yes Rear Setback 10 feet 614 feet Yes Floor Area Ratio 1.0 0.48 Yes Building Height Limit 35 feet 64’ – four story hotel 55’-2” – three story office 20’ – one story medical Yes* Parking 299 spaces 289 spaces Yes** *The Planned Development Overlay District allows modifications to the building height limit. **The Planned Development Overlay District allows for modifications to the parking requirement. Additionally, the proposed Project will provide adequate parking by means of a shared parking arrangement with the proposed parcels. The conditions of approval require a reciprocal parking and access agreement to be recorded with the final map. The Project is comprised of three buildings and complies with the development standards in the C-3 zone with the exception of the modifications being requested. The Planned Development Overlay District allows for the modifications based on the site design and is deemed to be the best layout due to the size and configuration of the lot. • Architectural Features, Colors, and Material: The City’s Design Guidelines have been established to encourage a better compatible build ing and site design that improves the vital quality of the surrounding area through aesthetically pleasing site planning, building design, and architecture. In addition, a primary objective is to promote compatibility with adjacent uses to minimize any potential negative impacts. Notable elements of the project design which address the Citywide Design Guidelines include, among other things, the following: ➢ The exterior building design, including roof style, color, materials, architectural form and detailing is consistent on all elevations of each building to achieve 8.1 Packet Pg. 90 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 15 of 27 design harmony and continuity within itself. Parapet walls are also treated as an integral part of the building design. ➢ Monotony of building design as well as busyness is avoided through variation in wall plane, roof line, detailing and materials. ➢ Articulation and accent colors for identity and visual interest are provided for the building entrances, and special accents such as decorative interlocking pavers and specimen trees are used to generate visual interest at entry points. ➢ Elements which transition to the human scale, particularly near the ground, are integral components of the building designs. ➢ Outdoor open spaces for each building are incorporated within the commercial center, creating a sense of community gathering places. ➢ Parking areas are screened from the street and adjacent residential properties with landscaping. Parking Permit (DBMC Section 22.30.050) Pursuant to DBMC Section 22.30.050 of the Development Code, where two or more commercial uses are developed as a professional center and those uses have distinct and differing peak parking usage periods, a reduction in the required number of parking spaces may be allowed through the approval of a parking permit, provided that t he most remote space is located within 300 feet of the use it is intended to serve (as measured along the most direct pedestrian path). The amount of reduction may be up to the amount of spaces required for the least intensive of the two or more uses shar ing the parking. The applicant is requesting a Parking Permit because there is a technical deficit of 10 parking spaces overall, but all uses will share common parking areas. Because there is a deficit number of parking spaces when shared parking dynami cs are not factored in, staff required a parking study to analyze the parking demand through the application of a shared parking concept. The applicant submitted a parking study (Attachment E), prepared and signed by a licensed traffic engineer, that prov ides parking demand calculations based on survey data collected at a similar hotel site in conjunction with the Urban Land Institute’s Shared Parking (2 nd Edition) methodology. As stated, there are 289 spaces proposed on-site, of which 53 are compact spaces and are proposed to be allocated for employee parking. Based on the parking studies assessing the projected peak weekday parking demand of 261 spaces, there will be a surplus of 29 spaces; and the peak weekend parking demand totals 178 spaces, which results in a surplus of 111 spaces. An alternative assessment was done to ensure that adequate parking is provided using parking utilization data/surveys for the hotel component with the office uses, resulting in a surplus of 62 spaces on weekdays and 144 spaces on weekends. The proposed development will adequately meet the overall 8.1 Packet Pg. 91 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 16 of 27 parking demand by providing 289 spaces for all parcels. To ensure that adequate parking is available for customers and employees of the Brea Canyon Business Center, a Parking Management Plan will be developed that identifies the proposed employee parking spaces and key management strategies such as short term/time restricted spaces to maximize the availability of parking for customers of the center. Parking Requirement Use Sq. Ft. Parking Ratio Parking Required* Parking Provided Proposed Hotel Building 109-Room Hotel 61,460 1 space for each guest room, plus 1 space for each 2 employees on largest shift, plus required spaces for accessory uses 120 Proposed Three-Story Office Building Medical Office 15,644 1/250 sq. ft. 63 Professional Office 31,998 1/400 sq. ft. 80 Total 47,642 143 Proposed One-Story Medical Office Building Medical Office 8,900 1/250 sq. ft. 36 Total for All Lots 299 289 *These are the parking spaces required per Code prior to factoring in the shared parking dynamics. The applicant is required to submit a reciprocal parking and access agreement governing the use and access of all common driveways, parking, and easement areas. The agreement will be reviewed and approved by the Planning Division and City Attorney’s Office prior to issuance of building permits. Traffic Impacts: Access to the Project site will be provided via a one right -turn in and right-turn out unsignalized driveway on Brea Canyon Road. A raised landscaped central median will be constructed along Brea Canyon Road in order to prevent vehicles from turning left to exit the Project site, as well as those traveling southbound along Brea Canyon Road from turning left into the Project site. Other traffic improvements include the following: • Restriping of the northbound approach to westbound Lycoming Street along Brea Canyon Road to the north of the Project’s driveway to provide an additional exclusive westbound left-turn lane. • Restriping of the existing eastbound Lycoming Street shared left/through/right turn lane to provide an exclusive left-turn lane and shared through/right-turn lane. 8.1 Packet Pg. 92 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 17 of 27 • Restriping of the existing westbound Lycoming Street to accommodate two receiving lanes due to the addition of a second exclusive westbound left-turn lane. The existing roadway condition at the intersection of Brea Canyon Road at Lycoming Street is currently operating at an acceptable level of service in the AM peak hours (LOS D) and an unacceptable level of service in the PM peak hours (LOS E). The proposed Project significantly impacts this intersection of Brea Canyon Road at Lycoming Street, operating at an unacceptable level of service (LOS E in the AM peak hours and LOS F in the PM peak hours). However, the implementation of traffic improvements at the intersection will offset the Project increment and result in an acceptable level of service in the AM and PM peak hours (LOS D). 8.1 Packet Pg. 93 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 18 of 27 Traffic Improvements 8.1 Packet Pg. 94 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 19 of 27 Comprehensive Sign Program (DBMC Section 22.36.060) The Development Code requires a Comprehensive Sign Program (CSP) for multitenant developments of three or more separate tenants. The intent of a CSP “is to integrate a project's signs with the design of the structures to achieve a unified architectural statement. A comprehensive sign program provides a means for the flexible application of sign regulations for multitenant projects and other users of multiple signs in order to encourage creativity and provide incentive and latitude in the provision of multiple signs and to achieve, not circumvent, the intent of (the Sign Ordinance)” [DBMC Section 22.36.060(a)]. The proposed CSP is included in Attachment F. Detailed conceptual designs for all signs are included and specified below. The criteria are tailored to ensure that the proposed signage is appropriate to the Project. The applicant is proposing four wall signs for each elevation of the hotel building and one wall sign for the one -story office building. A 10-foot high freestanding monument sign is proposed at the Project entry, and smaller freestanding monument signs are proposed in front of the office buildings. The proposed sign criteria require that the proposed signs be reviewed as part of the design review of the building as to size, sign area, and their proportion to the building. The following is a detailed description of each proposed sign and the analysis of its placement and sign area. Proposed Signage Sign Type Location Quantity Sign Area Height Meets Require- ments Wall Signs Hotel – All Elevations 4 Front/Rear: 124.75 Sq. Ft. Side: 63.75 Sq. Ft. Front: 3’-10” Rear: 3’-3” Side: 2’-9” Yes One-Story Medical Office Building - South Front Elevation 1 Maximum 52 Sq. Ft. 2’-2” Yes Project Identification Monument Sign Project Entrance on Brea Canyon Road 1 70.5 Sq. Ft. 10’ Yes Freestanding Monument Sign for Three Story Office Building In Front of Building 1 20 Sq. Ft. 4’-6” Yes Freestanding Monument Sign for One-Story Office In Front of Building 1 7 Sq. Ft. 3’-6” Yes 8.1 Packet Pg. 95 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 20 of 27 The proposed CSP satisfies the purpose and intent of the Development Code by integrating the signage with the design of the building and having specific size, location, and design requirements for freestanding and building-mounted signs. The CSP enhances the overall development by providing size criteria for wall and monument signs that are appropriate to the scale and setbacks of the buildings, and are placed so that they respect and harmonize with the architectural elements onto which they will be mounted or constructed. All text, graphics and logos will be individually fabricated in accordance with the tenants’ branding specifications, and no generic letter styles or sign cabinets with interchangeable sign panels will be allowed. Compatibility with Neighborhood Community Meeting The applicant held a community meeting on February 22, 2018. Notices were mailed to property owners within a 700-foot radius of the Project site. There were approximate ly 30 residents in attendance. The following concerns and comments were raised at the meeting: • Traffic Impacts: New development will generate additional traffic in the area; vehicles will stack up on northbound Brea Canyon Road to make a U -turn on Lycoming Street since a left turn will not be allowed from the Project site; and tour buses will use the parking lot or will drop off tourists on Brea Canyon Road causing more traffic in the area. • The height of the buildings will create privacy issues such a s views into the rear yards and bedroom windows of the residential homes to the north. • The proposed buildings will block sunlight and cast shadows onto the properties to the north and east. • There will be additional gas emissions and noise generated from the development and will affect the children and school across the street. • The parking lot will be a truck stop. • The development will attract prostitution and homeless. 8.1 Packet Pg. 96 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 21 of 27 The site is primarily surrounded by existing single-family residential development to the north, east, and west, the 60 freeway to the south, and existing commercial development to the northwest. The northerly and easterly residential properties are separated by a 50-foot wide Los Angeles County flood control easement and the westerly residential properties are separated by Brea Canyon Road. Aerial View Looking South Visual Impact: The freeway mainline is located approximately 30 feet higher than the Project site. With the heights of the hotel and three -story office buildings and the placement of these buildings along the southern boundary, a portion of the freeway will be screened from a number of existing homes along the westerly segments of Dryander Drive and portions of Lycoming Street west of Dryander Drive. Noise: Although the freeway noise will continue to radiate over and around the hotel and the three-story office buildings, the proposed buildings will attenuate some of the existing ambient noise. Privacy and Visual Screening: Previous site layouts proposed placing the hotel building alongside the northwestern portion of the lot—abutting the Farmer Boys drive-thru restaurant—along with the three-story office building adjacent to the flood control channel. A shade and shadow study was conducted on the previous layout s. The three-story office building created shadow impacts onto nearby residential properties. In order to avoid or minimize potential visual intrusion and the proposed buildings casting shadows on the nearby residential properties and respond to the conc erns raised at the community meeting, the placement of the hotel and three -story office 8.1 Packet Pg. 97 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 22 of 27 buildings were relocated to the southern boundary of the lot, away from the nearby residential homes to avoid such impacts. At its nearest location, the hotel building will be located approximately 246 feet away from the nearest single-family home, and the three-story office building will be located approximately 132 feet away. The windows are inoperable and no exterior walkways or balconies are provided on either building. The Project is designed to minimize the negative impacts on the surrounding homes to the north. The perimeter of the site is appropriately screened with landscaped buffering on all sides. Although the existing trees located along the north property line, adjacent to the County flood control channel will be removed, the applicant will be installing a landscaped buffer area with large 36-inch box, double row of large canopy trees to provide screening for the residential homes on Lycoming Street and Dryander Drive, located directly across the flood control channel. Section views below illustrate an individual standing on the fourth floor of the hotel building looking north into the rear yard areas of the homes along Lycoming Street, as well another section illustrating an individual standing on the third floor of the three-story office building looking north toward homes along Dryander Drive. Given the distance and the planting of double row of large canopy trees, the views will be obstructed. Plan View Showing Location of Section Drawings N 8.1 Packet Pg. 98 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 23 of 27 8.1 Packet Pg. 99 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 24 of 27 Shade and Shadow Impacts: Due to the height of the four-story hotel and three-story office buildings, staff required a shade and shadow study to analyze the shadows cast onto residential properties to the north. The analysis illustrated that there were no shadows cast by the proposed Project onto nearby residential properties, with the exception of three residences located along Dryander Drive. The front yard areas of two residences and the side yard of one residence appear to have shadows cast in the month of December, but the roof areas where solar systems could be placed are not impacted. An illustration of the worst-case scenario is presented below, during the winter solstice where the sun is lower in the sky and shadows are at their maximum lengths. Additionally, the corner property located on Dryander Drive already has shadows cast in the side yard by existing tall Italian cypress trees located along the south property line. Shade and Shadow in the Month of December (Winter Solstice) Corner Property on Dryander Drive N N 8.1 Packet Pg. 100 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 25 of 27 Project Benefits The Project will allow for the productive use of an underutilized property, introduces a land use that will generate local tax revenue (specifically hotel transient occ upancy tax) and increase property tax revenue for the benefit of the City and its constituents to provide better support public services and facilities, and provide additional employment opportunities to the area’s existing labor force, thereby improving the City’s jobs/housing balance. The Project is also consistent with the City Council’s 2017 -2020 Strategic Plan, most notably the Safe, Sustainable and Healthy Community goal to “(s)ecure a development agreement for a new hotel project.” The neighborhood will also benefit from improvements from this Project, some of which include: • Traffic improvements on Brea Canyon Road to improve traffic flow in the area. • Attractive streetscape improvements along the Project frontage. • High-quality architecture and significant landscape improvements, including the planting of 221 new trees (a net increase of 131 trees). • Streetscape improvements to expand the City’s streetscape beautification program. • Upgrade the Caltrans offramp with landscaping, and thus enhancing one of the entry points to the City. Additional Review The Public Works/Engineering Department and Building and Safety Division, as well as the County of Los Angeles Fire Department reviewed this Project and included their comments in the attached resolutions as conditions of approval. ENVIRONMENTAL ASSESSMENT: This Project has been reviewed for compliance with the California Environmental Quality Act (CEQA). Based on that assessment, the City prepared an Initial Study and filed a Notice of Intent to Adopt a Mitigated Negative Declaration (MND) for the Project with the Office of Planning and Research and the Los Angeles County Clerk on September 19, 2019. The notice was published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers (see Exhibit A of Attachment A). The notice was also mailed to public agencies and residents who attended the community meeting. Pursuant to CEQA Section 15105, a 30-day public review period for the MND began on September 20, 2019, and ended October 19, 2019. The Initial Study is a preliminary analysis to determine whether or not a Negative Declaration, Mitigated Negative Declaration, or Environmental Impact Report (EIR) is 8.1 Packet Pg. 101 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 26 of 27 needed for a project. If the Initial Study concludes that the proposed Project will not significantly affect the environment, a Negative Declaration may be prepared. If there are potential impacts from the proposed Project that can be mitigated to a level of less than significant, a Mitigated Negative Declaration may be prepared. The Initial Study concluded that the Project will not significantly affect the environment through the incorporation of 22 mitigation measures, and as the result of previous revisions to the proposed Project which were agreed to by the applicant to mitigate other potential impacts. An MND is a written document that describes the reasons that the Project will not have a significant effect on the environment by properly conditioning the Project (“mitigation measures”) to make the Project acceptable. It is used to guide and assist the City staff, Planning Commission, City Council, and the public in the consideration and evaluation of potential environmental impacts that may result from the Project and must be considered by the Commission prior to recommending approval of the Project. The MND for the Project, documents reasons to support the findings that the Project would not have any potentially significant impacts on the environment with the proposed mitigation measures which are contained with the Mitigation Reporting and Monitoring Program (MRMP) prepared as part of the MND. The purpose of the MRMP is to ensure compliance with the mitigation measures, address site-specific conditions for the Project, and also identifies timing and responsibility fo r monitoring each measure and is attached to the Resolution recommending adoption of the MND (Exhibit B of Attachment A). The Project is conditioned to include these mitigation measures as part of Project approval. Cultural Resources Senate Bill 18 and Assembly Bill 52 – Tribal Consultation: SB18 and AB52 requires notification/request for tribal consultation for projects. SB18 applies when amending a general plan land use designation, and AB52 applies to projects subject to CEQA. A notification list was obtained from the Native American Heritage Commission and the City sent notices to the Tribes informing them of the opportunity to request consultation on July 24, 2019. On July 30, 2019, the City received a letter from the Gabrieleño Band of Mission Indians (Kizh Nation), indicating that the Project area lies in an area where the ancestral territories of the Kizh (Kitc) Gabrieleño villages adjoined and overlapped. On August 5, 2019, the City also received a letter from the Gabrielino -Tongva Tribe indicating ancestral ties and cultural affiliation to the Project area. In accordance with the request by the tribes, a mitigation measure was added requiring the applicant to retain a culturally-affiliated Native American monitor to observe earthmoving activities for the purpose of identifying the potential presence of any significant historic or prehistoric cultural resources. NOTICE OF PUBLIC HEARING: Public hearing notices were mailed to property owners within a 700 -foot radius of the Project site on October 17, 2019, and to the residents who attended the community 8.1 Packet Pg. 102 Brea Canyon Business Park Project - Planning Case No. PL2017-169 Page 27 of 27 meeting. The notice was also published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers on October 18, 2019. The Project site was posted with a notice display board, and a copy of the public notice was posted at the City’s four designated community posting sites. PREPARED BY: REVIEWED BY: Attachments: A. Draft Resolution No. 2019-XX (Recommending Approval of MND) B. Draft Resolution No. 2019-XX (Recommending Approval of GPA and ZC) C. Draft Resolution No. 2019-XX (Recommending Approval of CUP, TPM, DR, PP and CSP) and Standard Conditions of Approval D. Traffic Impact Analysis Dated August 23, 2019 E. Parking Demand Analysis Dated January 25, 2019 F. Planned Sign Program Dated June 6, 2019 G. Site, Architectural, Conceptual Grading and Landscape Plans, and Tentative Parcel Map 8.1 Packet Pg. 103 PLANNING COMMISSION RESOLUTION NO. 2019-XX A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF DIAMOND BAR, CALIFORNIA, RECOMMENDING THAT THE CITY COUNCIL ADOPT THE MITIGATED NEGATIVE DECLARATION AND MITIGATION REPORTING AND MONITORING PROGRAM FOR THE BREA CANYON BUSINESS PARK PROJECT LOCATED AT 850 S. BREA CANYON ROAD, DIAMOND BAR, CALIFORNIA ASSOCIATED WITH PLANNING CASE NO. PL2017-169 (ASSESSORS PARCEL NUMBER 8719-013-017). A. RECITALS 1. The property owner and applicant, Philip Lee of Lycoming, LLC, have filed an application (Planning Case No. PL2017-169) to build a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square-foot, three-story office building; and an 8,900 square-foot, one level medical office building located on the east side of south Brea Canyon Road between Lycoming Street and SR-60 freeway. Hereinafter in this resolution, the components of the subject application shall be collectively referred to as the “Project.” 2. The following approvals are requested of the City Council: (a) General Plan Amendment to change the land use designation from Professional Office (OP) to General Commercial (C). (b) Zone Change to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay (C-3-PD). (c) Conditional Use Permit to approve development on a site subject to a Planned Development Overlay District and allow modifications to the building height limit to allow a 64-foot high, four-story hotel and a 55-foot high, three-story office buildings (where 35 feet is the maximum allowed); reduce the parking requirement to allow 289 spaces (where 299 spaces are required); and deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). (d) Tentative Parcel Map to subdivide the subject parcel into four lots, and create air space condominium subdivisions for two office buildings. The three-story office building will subdivide air space for 34 medical and general office units, and the one level medical office building will subdivide air space for two medical office units. (e) Development Review to approve the site and architectural designs of a new commercial development to ensure consistency with the General Plan, Development Code, and compliance with all applicable design guidelines and standards. (f) Parking Permit to share access and parking between the proposed parcels. (g) Comprehensive Sign Program to establish design criteria for all signage associated with the proposed buildings. 8.1.a Packet Pg. 104 2 MND PL No. 2017-169 – PC Resolution No. 2019-XX 3. The subject property consists of one parcel totaling 249,022 gross square feet (5.73 acres). It is located in the Light Industry (I) zone with an underlying General Plan land use designation of Professional Office (OP). 4. The legal description of the subject property is Lots 7 and 79 of Parcel Map No. 33069. The Assessor’s Parcel Number is 8719-013-017. 5. In accordance to the provisions of the California Environmental Qualit y Act (CEQA), Section 15070, the City prepared and filed an Initial Study/Environmental Checklist and Notice of Intent to Adopt Mitigated Negative Declaration for the Project on September 19, 2019, with the State Clearinghouse and the Los Angeles County Clerk. The notice was published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers. The notice was also mailed to public agencies and residents who attended the community meeting hosted by the applicant. Pursuant to CEQA Section 15105, the 30-day public review period for the MND began on September 20, 2019, and ended October 19, 2019. 6. In accordance with CEQA Guidelines Section 15074, a Resolution recommending City Council adoption of the Mitigated Negative Declaration and a Mitigation Reporting and Monitoring Program for the project was reviewed by the Planning Commission. 7. Notification of the public hearing for this project was published in the San Gabriel Valley Tribune and the Inland Valley Daily Bulletin newspapers on October 18, 2019. Public hearing notices were mailed to property owners within a 700-foot radius of the project site and to residents who attended the community meeting hosted by the applicant. In addition to the published and mailed notices, the project site was posted with a display board and public notices were posted at the City’s designated community posting sites. 8. On October 30, 2019, the Planning Commission of the City of Diamond Bar conducted a duly noticed public hearing, solicited testimony from all interested individuals, and concluded said hearing on that date. 9. The documents and materials constituting the administrative record of the proceedings upon which the City’s decision is based are located at the City of Diamond Bar, Community Development Department, Planning Division, 21810 Copley Drive, Diamond Bar, CA 91765. B. RESOLUTION NOW, THEREFORE, it is found, determined and resolved by the Planning Commission of the City of Diamond Bar as follows: 1. The Planning Commission hereby specifically finds that all of the facts set forth in the Recitals, Part A, of this Resolution are true and correct. 2. The Planning Commission hereby finds that the project identified above in this Resolution required a Mitigated Negative Declaration (MND). The MND has been prepared according to the requirements of the California Environmental Quality Act (CEQA) and guidelines promulgated thereunder. The 30-day 8.1.a Packet Pg. 105 3 MND PL No. 2017-169 – PC Resolution No. 2019-XX public review period for the MND began September 20, 2019, and ended October 19, 2019. Furthermore, the Planning Commission has reviewed the MND and related documents in reference to the Project. 3. The Planning Commission based on the findings and conclusions set forth herein, hereby finds and determines that conditions have been incorporated into the Application, which mitigate environmental impacts identified in the MND. The Planning Commission hereby recommends that the City Council adopt the MND and Mitigation Report and Monitoring Program attached herein as Exhibits A and B and hereby incorporated by reference. The Planning Commission shall: (a) Certify to the adoption of this Resolution; and (b) Forthwith transmit a certified copy of this Resolution to the City Council of the City of Diamond Bar. APPROVED AND ADOPTED THIS 30th DAY OF OCTOBER 2019, BY THE PLANNING COMMISSION OF THE CITY OF DIAMOND BAR. By: Naila Barlas, Chairperson I, Greg Gubman, Secretary of the Planning Commission of the City of Diamond Bar, do hereby certify that the foregoing Resolution was duly introduced, passed, and adopted, at a special meeting of the Planning Commission held on the 30th day of October, 2019, by the following vote: AYES: Commissioners: NOES: Commissioners: ABSENT: Commissioners: ABSTAIN: Commissioners: ATTEST: Greg Gubman, Secretary EXHIBITS: Exhibit A: Notice of Availability and Intent to Adopt a Mitigation Negative Declaration, Notice of Completion and Environmental Document Transmittal to State Clearinghouse and Initial Study Exhibit B: Mitigation Reporting and Monitoring Program 8.1.a Packet Pg. 106 8.1.a Packet Pg. 107 8.1.a Packet Pg. 108 8.1.a Packet Pg. 109 8.1.a Packet Pg. 110 8.1.a Packet Pg. 111 8.1.a Packet Pg. 112 INITIAL STUDY AND DRAFT MITIGATED NEGATIVE DECLARATION BREA CANYON BUSINESS PARK 850 Brea Canyon Road Diamond Bar, California 91789 PL 2017-169 General Plan Amendment Zone Change Tentative Parcel Map Conditional Use Permit Development Review Comprehensive Sign Program Shared Parking Permit Lead Agency: City of Diamond Bar Community Development Department 21810 Copley Drive Diamond Bar, California 91765 Applicant: Lycoming, LLC 17777 Center Court Drive, Suite 725 Cerritos, California 90703 (626) 384-5000 September 2019 8.1.a Packet Pg. 113 This page left intentionally blank. 8.1.a Packet Pg. 114 INITIAL STUDY AND DRAFT MITIGATED NEGATIVE DECLARATION BREA CANYON BUSINESS PARK 850 Brea Canyon Road Diamond Bar, California 91789 PL 2017-169 General Plan Amendment Zone Change Tentative Parcel Map Conditional Use Permit Development Review Comprehensive Sign Program Shared Parking Permit Lead Agency: City of Diamond Bar Community Development Department 21810 Copley Drive Diamond Bar, California 91765 (909) 839-7032 CEQA Consultant: Environmental Impact Sciences 26051 Via Concha Mission Viejo, California 92691 (9949) 837-1195 Applicant: Lycoming, LLC 17777 Center Court Drive, Suite 725 Cerritos, California 90703 (626) 384-5000 September 2019 8.1.a Packet Pg. 115 This page left intentionally blank. 8.1.a Packet Pg. 116 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Table of Contents September 2019 Initial Study Page TOC- i Table of Contents List of Sections Section Page PART 1: INTRODUCTION, SETTING, AND PROJECT DESCRIPTION 1.0 Introduction .................................................................................................................. I-1 1.1 Introduction ....................................................................................................... I-1 1.2 CEQA Provisions .............................................................................................I-37 1.3 Transit Priority Projects ....................................................................................I-40 1.4 General Plan Consistency Requirements .........................................................I-41 1.5 California Building and Development Codes ....................................................I-41 1.6 Predetermination..............................................................................................I-46 2.0 Environmental and Regulatory Setting.........................................................................I-47 2.1 City of Diamond Bar General Plan ...................................................................I-47 2.2 City of Diamond Bar Municipal Code................................................................I-50 2.3 Existing Proximal Land Uses ...........................................................................I-55 2.4 Introduction to “Hotels” .....................................................................................I-57 2.4.1 Types of “Hotels” ..................................................................................I-58 2.4.2 Hilton Hampton Inn and Suites .............................................................I-58 2.4.3 “Accessory Retail Uses” .......................................................................I-63 3.0 Project Description ......................................................................................................I-67 3.1 Introduction ......................................................................................................I-67 3.2 Proposed “Brea Canyon Business Park” Project ..............................................I-71 4.0 Preliminary Environmental Determination ....................................................................I-89 4.1 Eligibility for Use of Streamlining ......................................................................I-89 4.2 Preliminary CEQA Determination .....................................................................I-89 4.3 Recommended Mitigation Measures ................................................................I-98 5.0 References ................................................................................................................ I-102 5.1 Project-Specific Technical Studies ................................................................. I-102 5.2 Other Referenced Documents........................................................................ I-103 PART 2: ENVIRONMENTAL CHECKLIST FORM Environmental Checklist Form .................................................................................................II-1 1 Aesthetics .....................................................................................................................II-3 2 Agricultural Resources .................................................................................................II-5 3 Air Quality .....................................................................................................................II-8 4 Biological Resources ....................................................................................................II-9 5 Cultural Resources ..................................................................................................... II-13 6 Energy ........................................................................................................................ II-29 7 Geology and Soils ...................................................................................................... II-30 8 Greenhouse Gas Emissions ....................................................................................... II-42 9 Hazards and Hazardous Materials .............................................................................. II-43 10 Hydrology and Water Quality ...................................................................................... II-52 11 Land Use and Planning .............................................................................................. II-63 12 Mineral Resources...................................................................................................... II-64 13 Noise .......................................................................................................................... II-66 14 Population and Housing ............................................................................................. II-70 15 Public Services ........................................................................................................... II-72 16 Recreation .................................................................................................................. II-84 8.1.a Packet Pg. 117 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Table of Contents Page ii Initial Study List of Sections (Continued) Section Page 17 Transportation and Traffic........................................................................................... II-85 18 Tribal Cultural Resources ........................................................................................... II-90 19 Utilities and Service Systems ..................................................................................... II-93 20 Wildfire ..................................................................................................................... II-102 21 Mandatory Findings of Significance .......................................................................... II-104 List of Appendices Appendix A Brea Canyon Business Park – Conceptual Architectural Package (June 7, 2019) B Brea Canyon Business Park – Conceptual Landscape Plans (July 12, 2019) C “Hampton by Hilton” Brochure D Brea Canyon Business Park – Air Quality Impacts E Handbook of Native American Indians – Gabrieliño F Main San Gabriel and Puente Groundwater Basins G Brea Canyon Business Park - Acoustical Analysis H Tribal Consultation I Service Commitments J Medical Waste Report to the Legislature (February 2016) K Dental, Medical and Veterinary Offices: Managing Your Hazardous Wastes [July 2009]) 8.1.a Packet Pg. 118 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Table of Contents September 2019 Initial Study Page TOC- iii Part 1: Introduction, Setting, and Project Description List of Figures and Table Figure Page 1 Proposed “Brea Canyon Road Business Park” Project Site `850 Brea Canyon Road, Diamond Bar, California 91789 .............................................I-19 2 Proposed “Brea Canyon Business Park” Project – Conceptual Site Plan .....................I-20 3 Conceptual Floor Plan – Proposed 4-Story Hotel Building (Lot 3) (3 sheets) ...............I-21 4 Conceptual Floor Plan – Proposed 3-Story General and Medical Office Building (Lot 1) 32 sheets) ...................................................................I-24 5 Conceptual Floor Plan – Proposed 1-Story Medical Building (Lot 2) ............................I-27 6 Proposed “Brea Canyon Business Park” Project – Conceptual Landscape Plan (3 sheets) ....................................................................................................................I-28 7 Proposed “Brea Canyon Road Business Park” Project Site Assessor’s Parcel Map ................................................................................................I-31 8 Portion of the City of Diamond Bar Land-Use Policy and Zoning Maps .......................I-32 9 Proposed “Brea Canyon Business Park” Project - Tentative Parcel Map No. 82412 (March 18, 2019) .........................................................................................................I-33 10 Los Angeles County Flood Control District – Existing Storm Drain System ..................I-34 11 Proposed “Brea Canyon Road Business Park” Project Conceptual Grading and Drainage Plan (2 sheets) ......................................................I-35 12 Calculating Floor-Area-Ratio .......................................................................................I-49 13 Existing Lycoming Street and Dryander Drive Neighborhoods Assessor’s Parcel Map .................................................................................................... I-57 14 Proposed “Brea Canyon Business Park” Project – Project Summary (GAA Architects) (June 7, 2019) ..................................................................................I-72 15 Proposed “Brea Canyon Business Park” Project – Proposed Parking Stall Design Details (August 27, 2019) ...............................................................................I-76 16 Proposed “Brea Canyon Business Park” Project - Section Drawing Illustrating Views from the Proposed Hotel toward Lycoming Street ................................................ I-90 17 Proposed “Brea Canyon Business Park” Project - Section Drawing Illustrating Views from the Proposed 3-Story Medical/Office Building toward Dryander Drive ......... I-91 18 Proposed “Brea Canyon Business Park” Project – Shade and Shadow Analysis (December 15: 3:42 PM) ................................................................................................. I-92 19 Proposed “Brea Canyon Business Park” Project – Photometric Analysis .....................I-93 20 Proposed “Brea Canyon Business Park” Project - Comprehensive Sign Program (June 6, 2019) ................................................................................................................. I-94 21 Proposed “Brea Canyon Business Park” Project – Los Angeles County Flood Control District 54-Inch Diameter RCP Relocation Plans (August 7, 2019) ..............................I-95 22 Proposed “Brea Canyon Business Park” Project – Off-Site Traffic Improvements (July 31, 2019 / September 4, 2019) (2 sheets) .............................................................. I-96 Table 1 Permitted and Conditionally Permitted Uses in the “Regional Commercial (C-3”) and “Light Industry (I)” Zoning Districts ........................................................................I-52 2 General Assumptions Concerning Allocation of Hotel Space .......................................I-62 8.1.a Packet Pg. 119 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Table of Contents Page iv Initial Study Part 2: Environmental Checklist Form List of Figures and Table Figure Page 24 Portion of the Geologic Map of the USGS San Dimas 7.5-Minute Quadrangle (1998) II-11 25 Portion of Map of Spanish and Mexican Ranchos (1931) ........................................... II-19 26 Plat of the Rancho Los Nogales (1869) ...................................................................... II-19 27 Diseño del Rancho Los Nogales (1877) ..................................................................... II-20 28 Portion of Detailed Irrigation Map, Pomona Sheet (1888) ........................................... II-22 29 Portion of the United States Department of the Interior Geological Survey California Pomona Quadrangle (1894) ....................................................................... II-24 30 Portion of the United States Department of the Interior Geological Survey California Pomona Quadrangle (1904) ....................................................................... II-24 31 Portion of the Overland/Butterfield Stage Route (1935) .............................................. II-25 32 Portion of Automobile Roads between Long Beach, Whittier and Pomona (1930) ...... II-25 33 Portion of Los Angeles County “Diamond Bar Study Area (Preliminary) Map” (Circa 1988).................................................................................. II-26 34 Portion of the Earthquake Zones of Required Investigation San Dimas Quadrangle (March 25, 1999) .................................................................. II-32 35 Main San Gabriel and Puente Groundwater Basins ....................................................II-40 36 County-Designated Disaster Routes in the Diamond Bar Area (July 7, 2008) ............. II-51 37 Flood Insurance Rate Map No. 06037C1725F (September 26, 2008) ........................ II-60 38 Proposed “Brea Canyon Business Park” Project – Fire Department Access Plan (June 7, 2019) ................................................................................................................ II-74 39 Walnut Valley Unified School District Boundaries ....................................................... II-77 40 Walnut Valley Water District – Existing Water Facilities (August 2010] ....................... II-95 41 Diamond Bar Truck Sewer Main in Brea Canyon Road (Drawing 21-P-0019)............. II-96 42 Portion of the Consolidated Sewer Maintenance District Operations Map (Sheet 2348) .................................................................................... II-97 Table 3 Estimated Annual Natural Gas and Electrical Consumption ........................................ II-29 4 2017-2018 “Part I” Crime Statistics for the Walnut-Diamond Bar Station .................... II-76 5 Los Angeles County Fire Department – Fire Stations in the General Project Area ...... II-78 8.1.a Packet Pg. 120 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-1 reco 1.1 Introduction In response to the City of Diamond Bar Community Development Department’s (Department) receipt of a development application from Lycoming, LLC (Applicant1), dated December 4, 2017, for a privately-proposed development project located on an approximately 5.73-acre2 property within the City of Diamond Bar (City or Lead Agency), this informational document, undertaken in compliance with the provisions of the California Environmental Quality Act (CEQA),3 the Guidelines for the Implementation of the California Environmental Quality Act (State CEQA Guidelines),4,5 and the City’s statutory and regulatory obligations thereunder, identifies and describes the potential environmental effects associated with the approval or conditional approval of the proposed non-residential “Brea Canyon Business Park” (BCBP) multi-use project (31,988 gross square feet of general office space, 24,730 gross square feet of medical office space, and 61,743 gross square feet of hotel use) at 850 Brea Canyon Road (Diamond Bar, CA 91789), totaling approximately 118,471 gross square foot of new development,6 289 on-site parking spaces, 4 loading docks, and designated bicycle parking areas. The basic purposes of CEQA include: (1) informing governmental decisionmakers and the public about the potential, significant environmental effects of proposed activities; (2) identifying the ways that environmental damage can be avoided or significantly reduced; (3) preventing significant, avoidable damage to the environment by requiring changes in projects through the use of alternatives or mitigation measures when the governmental agency finds such changes to be feasible; (4) disclosing to the public the reasons why a governmental agency may approve a proposed project in the manner it so choses if significant effects are involved (Section 15002, State CEQA Guidelines). Referencing Section 15002(i) of the State CEQA Guidelines: “CEQA applies in situations where a governmental agency can use its judgment in deciding whether and how to carry out or approve a project. A project subject to such judgmental controls is called a ‘discretionary project.’” As defined in Section 15357 therein: “’Discretionary project’ means a project which requires the exercise of judgment or deliberation when the public agency or body decides to approve or disapprove a particular activity, as distinguished from situations where the public agency or body merely has to determine whether there has been conformity with applicable statutes, ordinances, or regulations.” In contrast, where the law requires a governmental agency to act on a project in a set way without allowing the agency to use its own judgment, the project is called “ministerial” 1/ All reference to the “Applicant” herein are intended to be inclusive of all subsequent holders of real property interests to the project site or portions thereof, including, but not limited to, successors, assignees, buyers, tenants, subtenants, leasees, and subleasees. 2/ Because the proposed project includes off-site street improvements extending beyond the limits of the project site, the actual project acreage exceeds the approximately 5.73 acres representing the extent of the Applicant’s real property holdings relating thereto. Based on the absence of consensus as the precise manner of accounting for the off - site acreage associated with the proposed project (e.g., actual footprint of the physical street changes or the entirety of those rights-of-way so impacts and independent of any physical improvements thereto), that off -site acreage is described herein but the corresponding acreage is not numerically stated. 3/ As codified in Section 21000 et seq., Chapter 3, Division 13 of the California Public Resources Code. 4/ As codified in Title 14, Chapter 3, Section 15000 et seq. of the California Code of Regulations. 5/ Most recently updated and amended on December 28, 2018. 6/ By their nature, development projects are routinely subject to minor changes as architectural and engineering details progress. As a result, the proposed project’s total square foot and that of each of the proposed buildings may be subject to minor variations, including di minimis increases or decreases in square footages and exterior dimensions. 1.0 INTRODUCTION 8.1.a Packet Pg. 121 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-2 Initial Study and CEQA does not apply (Section 21080[b][1], CEQA; Sections 15002[i] and 15369, State CEQA Guidelines).7 While projects can have both discretionary and ministerial components, the presence of discretionary actions relegates the totality of the proposed project to CEQA review. The proposed action also constitutes a “project”8 and a “private project”9 and can be generally described as a proposed, non-residential, mixed-use development, including a 4-story, 61,743 square foot, 109-room hotel (Hilton Hampton Inn & Suites), a 3-story, 47,828 square foot, general and medical office building, and a 1-story, 8,900 square foot, medical office building on a recently vacated site located to the north of the Pomona (SR-60) Freeway, south of Lycoming Street, and along the east side of Brea Canyon Road. The proposed project also includes a proposed street dedication, center-median improvements, and lane restriping along Brea Canyon Road between the Pomona (SR-60) Freeway on the south and inclusive of the 4-legs comprising the Brea Canyon Road/Lycoming Street intersection on the north. The project site formerly operated as a recreational vehicle and boat storage lot. The project site, illustrating that former use, is presented in Figure 1 (Proposed “Brea Canyon Road Business Park” Site - 850 Brea Canyon Road, Diamond Bar, California 91789). That former use has since ceased operation and all prior vestiges thereof have been removed from the project site. As presented by the Applicant, the proposed “Brea Canyon Business Park” is generally depicted in Figure 2 (Proposed “Brea Canyon Business Park” Project – Conceptual Site Plan). Although subject to further change and modification, the conceptual floor plans for the proposed project’s three primary structures are presented in Figure 3 (Conceptual Floor Plan – Proposed 4-Story Hotel Building [Lot 3]), Figure 4 (Conceptual Floor Plan – Proposed 3-Story General and Medical Office Building [Lot 1]), and Figure 5 (Conceptual Floor Plan – Proposed 1-Story Medical Building [Lot 2]), respectively. The Applicant’s proposed landscape plan is presented in Figure 6 (Proposed “Brea Canyon Business Park” Project – Conceptual Landscape Plan). Since interior walls are moveable, the focus of this CEQA analysis is less on issues relating to interior design and more on the potential environmental effects of the overall development plan and the potential environmental impacts that the proposed project and its individual components may have on the larger environmental setting in which the BPBP is proposed. Although subject to change and refinement, an architectural package detailing the proposed project is included herein as Appendix A (Brea Canyon Business Park – Conceptual Architectural Package [June 7, 2019]). Graphic illustrations include, but are not limited to, architectural renderings (Sheet T2), grading and drainage plans (Sheets C1 and C2), utility plans (Sheets 503), landscape and lighting plans (Sheets L-1 through L-10), site plans (Sheets A1.1 through A1.12), hotel floor plans 7/ Under certain circumstances, ministerial actions can themselves become subject to CEQA compliance. In order to ensure full public disclosure, other discretionary and/or ministerial actions associated with the proposed project include, but may not be limited to, issuance of grading, building, and related permits and issuance of individual electrical, gas, water, and sewer connections. The environmental impacts of all discretionary and/or ministerial actions that may be associated with the proposed project have been considered herein and have been made a part of the project’s environmental review record. 8/ “’Project’ means “an activity which may cause either a direct physical change in the environment, or a reasonably foreseeable indirect physical change in the environment, and which is any of the following: (a) An activity directly undertaken by any public agency. (b) An activity undertaken by a person which is supported, in whole or in part, through contracts, grants, subsidies, loans, or other forms of assistance from one or more public agencies. (c) An activity that involves the issuance to a person of a lease, permit, license, certificate, or other entitlement for use by one or more public agencies” (Section 21065, CEQA). 9/ “Private project” means “a project which will be carried out by a person other than a governmental agency, but the project will need a discretionary approval from one or more governmental agencies for: (a) A contract or financial assistance, or (b) A lease, permit, license, certificate, or other entitlement for use” (Section 15377, State CEQA Guidelines). 8.1.a Packet Pg. 122 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-3 (Sheets A2.1 through A2.6), roof plans (Sheet A3.1), hotel building elevations (Sheets A4.1 and 4.1C), medical building elevations (Sheets A4.2 and 4.2C), and medical office building elevations (Sheets A4.2, 4.2C, and A4.3C). In addition, conceptual landscape plans, including an arborist’s tree report documenting existing mature trees located on the project site, are included in Appendix B (Brea Canyon Business Park – Conceptual Landscape Plans [July 12, 2019]). The Applicant has identified three distinct land uses that will comprise the proposed project, including “office,” “medical office,” and “hotel.” With regards thereto, the “City of Diamond Bar Municipal Code” (Municipal Code or MC) offers the following general definitions and/or descriptions thereof. Hotel. As defined in Section 3.16.020 (Definitions) in Chapter 3.16 (Transient Occupancy Tax) in Title 3 (Revenue and Finance) of the Municipal Code, a “hotel” is defined as “any structure or any portion of any such structure, which is occupied or intended or designed for occupancy by transients for dwelling, lodging or sleeping purposes, and includes any hotel, inn, tourist home or house, motel, studio hotel, bachelor hotel, lodginghouse, roominghouse, apartment house, dormitory, public or private club, mobile home or house trailer at a fixed location, or other similar structure or portion thereof.” Absent therefrom is either any express accommodations for or prohibition concerning the incorporation of “kitchen” and/or “kitchenette” facilities therein.10 Absent from that definition of “hotel” is an explicit limitation concerning maximum allowable length of stay (e.g., “transient lodging”). The allowable term of occupancy can, however, be construed from the definition of “transient” therein. As defined in Section 3.16.020 (Definition) in Chapter 3.16 (Transient Occupancy Tax) in Title 4 (Health and Safety) of the MC: Transient means any person who exercises occupancy or is entitled to occupancy by reason of concession, permit, right of access, license or other agreement for a period of 30 consecutive calendar days or less, counting portions of calendar days as full days. Any such person so occupying space in a hotel shall be deemed to be a transient until the period of 30 days has expired unless there is an agreement in writing between the operator and the occupant providing for a longer period of occupancy. In determining whether a person is a transient, uninterrupted periods of time extending both prior and subsequent to the effective date of Ordinance No. 14 (1989) may be considered. As further defined in Section 22.80.020 (Definitions of Specialized Terms and Phrases) in Title 22 (Development Code) “hotels” and “motels” include those “[f]acilities with guest rooms or suites, provided with or without kitchen facilities, rented to the general public for transient lodging (less than 30 days). Hotels provide access to most guest rooms from an interior walkway, and typically include a variety of services in addition to lodging; for example, restaurants, meeting facilities, personal services, etc. Motels provide access to most guest rooms from an exterior walkway. Also includes accessory guest facilities such as swimming pools, tennis courts, indoor athletic facilities, accessory retail uses, etc.” Although the Municipal Code makes no distinction between those facilities, some or all of the guest rooms associated with the proposed hotel use will include “kitchens” and/or “kitchenettes.”11 10/ As defined in Section 22.08.020 of the MC , a “kitchen or kitchenette” is defined as “[a]n area designed and/or used for the preparation of food, whi ch includes any three of the following features: (1) Cooking or food heating equipment, including a hot plate, microwave, oven, or range; (2) A refrigerator or other device for cold storage; (3) Cabinets, shelves, or other facilities for storage of food an d/or utensils; or (4) A sink and water supply.” 11/ The “2016 California Building Standards Code” (2016 CBC), as codified in Part 2 in Title 24 of the California Code of Regulations (CCR) defines a “kitchen or kitchenette” as “[a] room, space or area with equipment for the 8.1.a Packet Pg. 123 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-4 Initial Study Although providing limited-term (less than 30 days) accommodations for its guests, “transient lodging” is distinguishable from a “residential” use within the City. As noted in Section 8.16.020 (Definitions) in Chapter 8.16 (Solid Waste and Recyclable Material Collection) in Title 8 (Health and Safety) of the MC: “Notwithstanding any provision to the contrary herein, in the Diamond Bar Municipal Code, or otherwise, for purposes of this chapter, premises upon which the following uses are occurring shall not be deemed to be residential premises, and rather shall be deemed to be commercial premises: Assisted living facilities, convalescent homes, dormitories, extended stay motels, hotels, motels, and any other businesses not specifically listed at which residency is transient in nature and hence should be classified as commercial premises as determined by city on a case by case basis.” As further noted in Section 8.12.1640 (Definitions) in Division 5 (Storm Water and Urban Runoff Pollution Control) in Title 8 (Health and Safety) of the MC: “Commercial development means any development on private land that is not heavy industrial or residential. The category includes, but is not limited to: hospitals, laboratories and other medical facilities, educational institutions, recreational facilities, plant nurseries, multi-apartment buildings, car wash facilities, mini-malls and other business complexes, shopping malls, hotels, office buildings, public warehouses and other light industrial complexes.” As such, the proposed project can be appropriately categorized as a mixed-use commercial development project. Office. Excluding “temporary offices,” the Municipal Code differentiates between “administrative/business,” “production,” and “professional” office types. Notwithstanding those distinctions presented in Chapter 22.80 (Definitions) in Title 22 (Development Code) of the MC, the term “general offices” has been used herein to encompass each of those office types. ◊ Administrative/Business Offices. “Establishments providing direct services to consumers, including insurance agencies, real estate offices, post offices (not including bulk mailing distribution centers, which are included under ‘vehicle and freight terminals’). Does not include: Medical offices (see ‘medical services—clinics and laboratories’); or offices that are incidental and accessory to another business or sales activity that is the primary use. Incidental offices that are customarily accessory to another use are allowed as part of an approved primary use.” ◊ Production Offices. “Office-type facilities occupied by businesses engaged in the production of intellectual property. These uses include: [1] Advertising agencies; [2] Architectural, engineering, planning and surveying services; [3] Computer software production and programming services; [4] Educational, scientific and research organizations; [5] Media postproduction services; [6] Photography and commercial art studios; [and] [7] Writers and artists offices. Does not include: Medical offices (see ‘medical services—clinics and laboratories’) or offices that are incidental and accessory to another business or sales activity that is the primary use. Incidental offices that are customarily accessory to another use are allowed as part of an approved primary use.” ◊ Professional Offices. “Professional or government offices including: [1] Accounting, auditing and bookkeeping services; [2] Attorneys; [3] Counseling services; [4] Court reporting services; [5] Data processing services; [6] Detective agencies and similar services; [7] Employment, stenographic, secretarial and word processing services; [8] Government offices; [9] Literary and talent agencies; [and] [10] Management and public preparation of food.” That definition appears so broad as to define any space that includes a sink, a microwave oven, and a refrigerator as constituting a “kitchen or kitchenette.” 8.1.a Packet Pg. 124 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-5 relations services. Does not include: Medical offices (see ‘medical services—clinics and laboratories’) or offices that are incidental and accessory to another business or sales activity that is the primary use. Incidental offices that are customarily accessory to another use are allowed as part of an approved primary use.” Medical Office. While the term “medical office” is not expressly defined therein, the term is distinguished from other types of “offices” and directly associated with the provision of “medical services.” As defined in Section 22.80.020 (Definitions of Specialized Terms and Phrases) in Article VI (Development Code Definitions) in Title 22 (Development Code) of the MC, “medical services – clinics and laboratories” are defined as “[f]acilities primarily engaged in furnishing outpatient medical, mental health, surgical and other personal health services, but which are separate from hospitals, including: [1] Health management organizations (HMOs); [2] Medical and dental laboratories; [3] Medical, dental and psychiatric offices; [4] Out-patient care facilities; [5] Other allied health services; [and] [6] Counseling services by other than medical doctors or psychiatrists are included under ‘offices.’” Within the broad meaning of Section 8.12.340 (Definitions) in Division 3 (Noise Control) in Title 8 (Health and Safety) of the MC, a “medical office” may constitute a “health care institution,” defined as “any hospital, convalescent home, or other similar facilities which provide health care, medical treatment, room, board or other services for the ill, retarded or convalescent.” Not all “health care institutions” are, however, “medical offices.” For identification and property tax purposes, all real property within the County has been assigned an “assessor’s parcel number” (APN) by the Los Angeles County Assessor’s Office, designed by book, page, and parcel in which that parcel is recorded. As illustrated in Figure 7 (Proposed “Brea Canyon Road Business Park” Project Site - Assessor’s Parcel Map), the subject property has been assigned APN 8719-13-17 (Book 8719, Page 13, Parcel 17). As proposed, project approval would require a number of discretionary actions from the City. Those discretionary approvals include but may not be limited to: General Plan Amendment (GPA). Based on the land-use plans and policies contained in the “City of Diamond Bar General Plan,” as initially adopted on July 25, 1995 and subsequently amended on September 3, 2013 (“Land Use Element Update”) and January 21, 2014 (“2013-2021 Housing Element Update”) (1995/2013/2014 General Plan), as depicted in Figure 8 (Portion of the City of Diamond Bar Land-Use Policy and Zoning Maps), the Applicant seeks to amend the “Land Use Map” so as to redesignate the approximately 5.73-acre project site from “Professional Office (OP)” to “General Commercial (C).” Both of those land-use designations are described below: ◊ Professional Office (OP). As indicated in the “Land Use Element” of the 1995/2013/2014 General Plan, “Professional Office” (OP) areas “provide for the establishment of office-based working environments for general, professional, and administrative offices, as well as support uses. Development within Professional Office areas will maintain an FAR [floor-area-ratio] between 0.25 and 1.00” (Land Use Element, Strategy 1.1.3[d]). ◊ General Commercial (C). As further indicated in the “Land Use Element” of the 1995/2013/2014 General Plan, “General Commercial (C)” areas “to provide for regional, freeway-oriented, and/or community retail and service commercial uses. Development of General Commercial areas will maintain a floor area ratio (FAR) between 0.25 and 1.00” (Land Use Element, Strategy 1.1.3[b]). 8.1.a Packet Pg. 125 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-6 Initial Study In the context of the “Sustainable Groundwater Management Act” (SGMA), the proposed GPA is not deemed to be a “substantial amendment” to the 1993/2013/2013 General Plan (Sections 65350.5, 65352[a], and 65352.5[c] and [d], California Government Code [CGC]). Zone Change (ZC). In accordance with Section 22.06.020 (Zoning Districts Established) in Chapter 22.06 (Establishment of Zoning Districts, Adoption of Zoning Map) in Title 22 (Development Code) of the “City of Diamond Bar Municipal Code” (Municipal Code or MC), the City is divided into zoning districts which serve to implement the general plan. Those zoning districts are shown on the “Official Zoning Map” (Section 22.06.030, Municipal Code). As further specified in Section 22.70.050 in Chapter 22.10 (General Plan, Development Code, and Zoning Map Amendments) in Title 22 (Development Code) of the Municipal Code, the City of Diamond Bar City Council (Council) shall adopt an amendment to the general plan, development code, or the zoning map only if it finds that the proposed amendment is internally consistent with the general plan and other adopted goals and policies of the City. The applicable portion of the City’s zoning map relating to the general project area is shown in Figure 8 (Portion of the City of Diamond Bar Land-Use Policy and Zoning Maps). Based on the project site’s existing zoning designation, the Applicant seeks to amend the “Official Zoning Map” so as to redesignate the approximately 5.73-acre project site from “Light Industry (I)” to “Regional Commercial-Planning Development Overlay (C-3-PD).” Both of those zoning designations are described below. ◊ Light Industrial (I). As described in Section 22.10.020 (Purpose of Commercial/ Industrial Zoning Districts) in Title 22 (Development Code) of the MC, with regard to the “Light Industry (l)” zoning district, this district “is applied to areas appropriate for light industrial/manufacturing uses including research and development, office-based industrial uses in an ‘industrial park’ setting, business support services, and commercial uses requiring larger sites than are available in the commercial zoning districts. The allowable floor area ratio for nonresidential development shall be from 0.25 to 1.00. The I zoning district is consistent with the Light Industrial land use category of the [1995/2013/2014] General Plan and intended to accommodate the need for emergency shelter and single-room occupancy housing identified in the city's housing element.” ◊ Regional Commercial (C-3). As described in Section 22.10.020 (Purpose of Commercial/Industrial Zoning Districts) in Chapter 22.10 (Commercial/Industrial Districts) in Title 22 (Development Code) of the MC, with regard to the “Regional Commercial (C-3)” zoning district, this district “applied to areas appropriate for large- scale commercial uses serving residents and businesses within the region. The allowable floor area ratio for nonresidential development shall be from 0.25 to 1.00. The C-3 zoning district is consistent with the [1995/2013/2014] General Commercial land use category of the [1995/2013/2014] General Plan.” In accordance with the site’s existing “Light Industrial (I)” zoning designation, a different set of land uses could be developed thereupon than what would otherwise be allowable under the proposed “Regional Commercial (C-3)” designation. Because this CEQA process has been initiated in response to a formal development application submitted by the Applicant and is not a part of a larger planning analysis, the Department ’s role is reactive rather than proactive. It is, therefore, not within the City’s regulatory function to speculate as to the nature of development that might otherwise occur under the provisions of the existing “Light Industrial (I)” zone nor to present the comparable impacts of development under the proposed “Regional Commercial (C-3)” zone. 8.1.a Packet Pg. 126 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-7 The Applicant further seeks approval of a “Planned Development (PD)” overlay designation encompassing the entirety of the project site. “Overlay districts” constitute a zoning tool available to land-use entities to control and regulate the use of real property within their jurisdiction. By imposed additional regulations on the underlying zoning, an “overlay zone” generally seeks to provide additional protections, impose additional restrictions, or convey additional benefits relative to the issue which is the subject of that overlay. Overlays are common in floodplains, hillside areas, near fault lines, around airports, and in other areas where additional regulations may be needed to ensure the public safety. Overlay zones can also be used to stimulate new development by reducing development requirements (e.g., parking standards, building height, and setbacks) to support new construction, such as might occur near transit facilities. With regards to the overlay’s imposition, the public agency should articulate the agency’s intent and the overlay’s purpose, identify the geographic area so affected, and establish the specific rules applicable to and/or conditions associated with the district’s application. Within the City, pursuant to Section 22.14.30 (Planned Development [PD] Overlay District) in Chapter 22.14 (Overlay Zoning Districts) in Title 22 (Development Code) of the MC: (a) Purpose Consistent with the [1995/2013/2014] General Plan vision statement, the PD overlay zoning district provides for maximum flexibility in the site planning and design of residential, commercial, industrial/manufacturing and mixed use projects to encourage superior land use by means such as open space and public amenities. The PD overlay district may be applied to areas where site characteristics and environmental resources, adjacent land uses, or other community conditions may be benefited by site-specific planning or the design of structures that would not otherwise be allowed in the primary zoning district. (b) Applicability. The PD overlay zoning district may be combined with any residential, commercial/industrial, or special purpose zoning district established by Section 22.06.020 (Zoning Districts Established). (c) Allowed land uses. Any land use normally allowed in t he primary zoning district may be allowed within the PD overlay zoning district, except when the ordinance rezoning a site to the PD overlay includes specific limitations on allowable land uses. (d) Permit requirements. Conditional use permit approval (Chapter 22.58) shall be required for all development proposed on a site subject to the PD overlay district. Changes of use in existing structures shall be subject to the land use permit requirements established by the primary zoning district. (e) Development standards. Approval of a conditional use permit within the PD overlay zoning district may include specific modifications to any of the City’s development standards normally required by this article or Article III (Site Planning and General Development S tandards) including: Minimum lot area, setbacks, site coverage, floor area ratio, height limits, landscaping, or off -street parking. Proposed development and new land uses within the PD overlay shall comply with all other applicable provisions of this Deve lopment Code. Because the “Planned Development (PD) Overlay District” requires the concurrent processing of a “conditional use permit,” functioning as a zoning tool, it appears the Council’s intent to utilize the overlay district as a mean of imposing reasonable and appropriate conditions thereupon relative the provision of “maximum flexibility in the site planning and design” allowable thereunder. At a minimum, the “Planned Development (PD) Overlay District” would need to incorporate site-specific deviations from the City’s maximum allowable building 8.1.a Packet Pg. 127 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-8 Initial Study height standards (Section 22.10.040, MC), parking requirements (Section 22.30.040, MC), and parking design standards (Section 22.30.070, MC). “Findings are required in actions to review quasi-judicial activities of administrative agencies pursuant to Code of Civil Procedure Section 1094.5 (administrative mandamus). The zoning of real property by a city, however, is a legislative function, not a quasi-judicial activity, and is therefore reviewable by ordinary, or so-called traditional, mandamus pursuant to Code of Civil Procedure Section 1085. As to these legislative functions of an administrative agency, findings are not required” (Ensign Bickford Realty Corporation v. City Council [1977]). Tentative Parcel Map No. 82066. As indicated in Section 21.03.020 (Types of Subdivision Approval Required) in Chapter 21.03 (Subdivision Map Approval Requirements) in Title 21 (Subdivisions) of the Municipal Code: “Any subdivision of an existing parcel into two or more parcels shall require approval by the City in compliance with the provisions of this title except as otherwise provided in this chapter. In general, the procedure for subdivision first requires the approval of a tentative map, and then the approval of a parce l map or final map to complete the subdivision process. The tentative map review process is used to evaluate the compliance of the proposed subdivision with the standards of this title, and the appropriateness of the proposed subdivision design. Parcel and final maps are precise engineering documents that detail the location and dimensions of all parcel boundaries in an approved subdivision and, after approval, are recorded in the office of the County Recorder.” Approval or conditional approval of tentative subdivision maps constitute discretionary actions subject to CEQA; however, final subdivision maps constitute ministerial actions and are, therefore, exempt therefrom. Subdivisions in California are regulated under the Subdivision Map Act (Sections 66410 et seq., California Government Code) (SMA) and the Subdivision Lands Act (Sections 11000- 11200, California Business and Professions Code) (SLA). The SMA governs the legal and physical requirements of subdividing real property and the process by which cities and counties may approve subdivisions in their jurisdictions. The SLA governs the process by which property, once it has been subdivided, may be initially marketed and sold to members of the public. The two categories of subdivisions under the SLA are “standard subdivisions” and “common interest developments” (CIDs). A standard subdivision is one that results in entirely divided interests (i.e., the owner of the subdivided interest owns the entire interest exclusively with no common ownership of anything associated with it). A common interest development is one that results in all or part of the project being an undivided interest (i.e., two or more owners holding a single ownership interest). Both forms of subdivisions are associated with the proposed project. Initially, through the processing of a tentative parcel map (TPM), as a standard subdivision, the Applicant seeks to subdivide the approximately 5.73-acre site into four separate lots, consisting of the three proposed building sites each of which could be separately owned and a 200,161 square foot, commonly-owned lot which would serve as a common-access easement and contain the project’s common parking areas, common landscaping, the internal access, utility systems, and trash receptacles. As proposed, the three building lots would include: (1) 17,237 net square feet, include a 47,828 square-foot general office and medical office building (Lot 1, TPM 82066); (2) 9,542 net square feet, including an 8,900 square-foot medical office building (Lot 2, TPM 82066); and (3) 21,982 square feet, including a 61,743 net square-foot, 109-room hotel (Lot 3, TPM No. 82066). 8.1.a Packet Pg. 128 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-9 As a common interest development, a non-residential condominium map would concurrently be processed authorizing: (1) Lot 1 (47,828 square-foot general office and medical office building), including the three-dimension air space therein, to be further subdivided into 34 office condominiums; and (2) Lot 2 (8,900 square-foot medical office building) to be subdivided into two office condominiums. The proposed tentative parcel map is illustrated in Figure 9 (Proposed “Brea Canyon Business Park” Project - Tentative Parcel Map No. 82066 [July 12, 2019]). Because interior walls can be easily modified and individual office condominium units can be combined, the Applicant’s proposed tentative office condominium map layout has not been included herein. That tentative office condominium map, in combination with additional documentation associated with the proposed project, is available for review at the Department (21810 Copley Drive, Diamond Bar 91765) during the Department’s regular business hours. As defined in Section 783 of the California Civil Code (CCC), “condominiums” are estates in real property consisting of a separate interest in a “unit,” as shown on the “condominium plan” (as recorded in the Official Records of the County) which is not owned in common with other owners of condominiums in the project and an undivided interest in a “common area” and other rights appurtenant to the unit, as set forth in a recorded “declaration of covenants, conditions, and restricts” (CC&Rs). The proposed project will be governed by a non-profit “business-owners’ association/ condominium association” (Business Owners’ Association [BOA]) or similar entity comprised of all owners of interest thereupon and subject to that BOA’s recorded CC&Rs. As a recommended mitigation measure (Mitigation Measure-1), prior to the approval of any final subdivision map or issuance of building permits, the BOA’s proposed CC&Rs shall be subject to review and approval by the City Attorney. At a minimum, those CC&Rs shall: (1) contain provisions for the creation and operation of the BOA; (2) provide that the BOA shall be responsible for the maintenance of all common areas, including, but not necessarily limited to, landscaping, parking areas, and drive aisles; (3) include provisions that the title to the common areas is to be held by the BOA for and on behalf of all owners of interest; and (4) the manner of enforcement thereof. Any changes thereto shall be prohibited except through the approval of the City. Condominiums in California are deemed “subdivisions” and must comply with the statutory requirements imposed upon developers of subdivided lands (Section 11004.5, California Business and Professional Code [BPC]). The developer must file with the Commissioner of Real Estate (Commissioner) notice of intent to sell or lease the property (Section 11010, BPC). Following the submittal of that application, the Commissioner investigates the subdivision proposal and either accepts or rejects it. (Section 11018, BPC). If the developer does not fulfill the representations contained in the application, the Commissioner may order the developer to discontinue the complained practice or cease selling or leasing the subdivided property (Section 11019, BPC). Pursuant to Section 66427(e) of the CGC: If the governing body has approved a parcel map or final map for the establishment of condominiums on property pursuant to the requirements of this division, the separation of a three-dimensional portion or portions of the property from the remainder of the property or the division of that three-dimensional portion or portions into condominiums shall not constitute a further subdivision as defined in Section 66424, provided each of the following conditions has been satisfied: (1) 8.1.a Packet Pg. 129 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-10 Initial Study The total number of condominiums established is not increased above the number authorized by the local agency in approving the parcel map or final map. (2) A perpetual estate or an estate for years in the remainder of the property is held by the condominium owners in undivided interests in common, or by an association as defined in Section 4100 or 6528 of the Civil Code, and the duration of the estate in the remainder of the property is the same as the duration of the estate in the condominiums. (3) The three-dimensional portion or portions of property are described on a condominium plan or plans, as defined in Section 4120 or 6540 of the Civil Code. In addition, a 72-inch diameter reinforced concrete pipe (RCP), transitioning to two 54-inch diameter RCP pipes, located within an existing Los Angeles County Flood Control District (LACFCD) easement traverses the project site along a generally north-south alignment, discharging to the existing northwesterly-to-southeasterly trending, concrete-lined, open County flood control channel (PD 1445) (Diamond Bar Creek), located within a 50-foot-wide easement, adjacent to and north of the project site (APN 8719-013-901). As illustrated in Figure 10 (Los Angeles County Flood Control District – Existing Storm Drain System), to the northwest, PD 1445 enters an underground pipe as it crosses beneath Brea Canyon Road. West of Brea Canyon Road, PD 1445 again becomes an open channel before again transitioning to an underground pipeline before discharging to San Jose Creek, south of Valley Boulevard.12 In part, the existing single 72-inch diameter and two 54-inch diameter RCPs underlay the area presently proposed as the hotel site. Storm drain connections to and/or construction activities encroaching into a LACFCD easement require a County permit. Issuance of a storm drain connection permit, including a water quality agreement, from the LACFCD constitutes a ministerial action and is not subject to CEQA. Based on proposed building placement, however, a portion of the existing 72-inch diameter RCP and its associated easement would need to be vacated, the improvements located therein removed, a new realignment established and recorded, and replacement drainage facilities, consisting of two 54-inch diameter RCPs, constructed and conveyed to the LACFCD. A construction permit and other associated entitlements, including acceptance and recordation of the new alignment and approval of the proposed improvement plans for the relocated drainage facilities, will be required from the LACFCD to allow development to proceed within the existing LACFCD right-of-way. Prior to the issuance of a grading permit by the City, the Applicant shall deliver to the City Engineer documentation evidencing the Applicant’s receipt of any and all permits and approvals as may be required by or from the County with regards to that encroachment, realignment, and modification, including a comprehensive listing of any and all permit conditions, mitigation measures, and other exactions that may be associated therewith or established therein. All such conditions, mitigation measures, and other exactions shall be binding on the proposed project and the Applicant’s compliance therewith shall be documented, to the satisfaction of the City Engineer, prior to the issuance of any occupancy permits for any uses proposed on the project site (Mitigation Measure-2). Other existing easements currently encumbering the project site will need to be retained or otherwise altered to accommodate the proposed development plan. New, updated, and/or altered utility and other easements, including those associated with fire protection systems, may also be established thereupon for the placement, operation, and maintenance of those 12/ San Jose Creek is a tributary to the San Gabriel Rive r. The project site is located within the Upper San Jose Creek Watershed (180701060501), a component of the Upper San Gabriel River Watershed. 8.1.a Packet Pg. 130 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-11 services and systems needed and appropriate for the effectuation of the proposed project. In accordance with the provisions of non-exclusive common easement agreements, the subdivision of the project site shall not reduce the responsibility of each “owner,” “tenant,” and/or “occupant” from adequately and effectively maintaining all on-site fire and other life- line systems, including, but not limited to, all common adjoining fire sprinkler-piping penetrations and all on-site fire mains and private hydrants. Approval of tentative maps is subject to specified MC-specified “findings” (Section 21.20.080, MC). In addition, pursuant to the Subdivision Map Act (Section 66410 et. seq., CGC): “No local agency shall approve a tentative map, or a parcel map f or which a tentative map was not required, unless the legislative body finds that the proposed subdivision, together with the provisions for its design and improvement, is consistent with the general plan” (Section 66473.5, CGC). Section 66474 of the CGC further provides: "A legislative body of a city or county shall deny approval of a tentative map, or a parcel map for which a tentative map was not required, if it makes any of the following findings: (a) That the proposed map is not consistent with applicable general and specific plans as specified in Section 65451. (b) That the design or improvement of the proposed subdivision is not consistent with applicable general and specific plans. (c) That the site is not physically suitable for the type of development. (d) That the site is not physically suitable for the proposed density of development. (e) That the design of the subdivision or the proposed improvements are likely to cause substantial environmental damage or substantially and avoidably injure fish or wildlife or their habitat. (f) That the design of the subdivision or type of improvements is likely to cause serious public health problems.” With regards to the proposed subdivision, it is noted that the specific “findings” required under the Subdivision Map Act are separate and distinct from the “findings” required under CEQA. Although expressly relates to an “environmental impact report” (EIR) and not specifically to either a “negative declaration” (ND) or “mitigated negative declaration” (MND) as alternative procedural paths under CEQA, the California Supreme Court has held, “while the environmental impact report is to include a general assessment of effects of the proposal on private property and the quality of life in the vicinity of the project, it does not necessarily focus on the individual concerns of particular landowners who may be directly affected. There is provision for an ultimate administrative appeal to the board from environmental decisions, but the scope of the appeal is limited to the adequacy of the EIR or negative declaration. The general feasibility and desirability of the project are expressly excluded from consideration” (Horn v. County of Ventura, 1979). Conditional Use Permit. A California court held that “[a] conditional use may be permitted if it is shown that its use is essential or desirable to the public convenience or welfare and at the same time that it will not impair the integrity and character of the zoned district. It must also be shown that it is not detrimental to public health, public morals, or public welfare” (Tustin Heights Association v. Board of Supervisors [1959]). Similarly, in Hawkins v. County of Marin (1974), a California appellate court noted that “it is a widely accepted rule that the issuance of a conditional use permit does not amount to a zoning change, and hence need not be effected in compliance with rezoning procedures. . .While the zoning administrator ’s decision to grant such a permit must be guided by established criteria (Gov. Code, § 65901), a general welfare standard. . .is sufficient.” As specified in Section 65901(a) of the CGC: “The board of zoning adjustment or zoning administrator shall hear and decide applications for conditional uses or other permits when 8.1.a Packet Pg. 131 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-12 Initial Study the zoning ordinance provides therefor and establishes criteria for determining those matters, and applications for variances from the terms of the zoning ordinance. The board of zoning adjustment or the zoning administrator may also exercise any other powers granted by local ordinance, and may adopt all rules and procedures necessary or convenient for the conduct of the board’s or administrator’s business.” A CUP is an exception to the zoning ordinance for a use that is not generally allowed in the zone but that will promote the general welfare without impairing the character of the district (Upton v. Gray [1969]). The degree of departure allowable from the generally “permitted” uses through a CUP depends on the local ordinance that prescribes the criteria to be met before a permit can be issued. Pursuant to Section 22.14.30 (Planned Development [PD] Overlay District), Subsection “(d)” (Permit Requirements) in Chapter 22.14 (Overlay Zoning Districts) in Title 22 (Development Code): “Conditional use permit approval (Chapter 22.58) shall be required for all development proposed on a site subject to the PD overlay district.” Chapter 22.14 (Overlay Zoning Districts) does not explicitly identify the criteria upon which the “Planned Development (PD) Overlay District” shall be granted. Within individual zoning districts, if not prohibited, certain uses are “permitted” by right while other uses may be allowable, subject to specific City-imposed conditions. Zoning policies addressing the issuance of “conditional use permits” (CUPs) and “minor conditional use permits” (MCUPs) are outlined in Chapter 22.58 (Conditional Use Permits) and Chapter 22.56 (Minor Conditional Use Permits), respectively. Neither chapter explicitly identify the criteria upon which a CUP and/or MCUP shall be granted. Section 22.58.040 (Finding and Decision) in Chapter 22.58 (Conditional Use Permit) does, however, note: Following a public hearing, the [Planning] Commission shall record the decision in writing with the findings on which the decision is based. The conditional u se permit application shall not be approved, with or without conditions, unless all of the following findings can be made: (1) The proposed use is allowed within the subject zoning district with the approval of a conditional use permit and complies with all other applicable provisions of this Development Code and the Municipal Code; (2) The proposed use is consistent with the general plan and any applicable specific plan; (3) The design, location, size, and operating characteristics of the proposed use are compatible with the existing and future land uses in the vicinity; (4) The subject site is physically suitable for the type and density/intensity of use being proposed including access, provision of utilities, compatibility with adjoining land uses, and th e absence of physical constraints; (5) Granting the conditional use permit will not be detrimental to the public interest, health, safety, convenience, or welfare, or injurious to persons, property, or improvements in the vicinity and zoning district in wh ich the property is located; and (6) The proposed project has been reviewed in compliance with the provisions of the California Environmental Quality Act (CEQA). “Medical services – clinics and laboratories” are identified as “permitted” uses within the “Commercial Office” (CO) district and are, therefore, not subject to the issuance of a CUP. Under the provisions of the “Planned Development (PD) Overlay District,” a CUP is nonetheless required. With regards thereto, neither building height nor the number and size of requisite off-street parking comply with the corresponding provisions of the MC. The City’s existing general development standards for the “Regional Commercial (C-3)” and “Light Industry (I)” zoning districts are outlined in Table 2-7 (Commercial/Industrial General Development Standards), as referenced in Section 22.10.040 (Commercial/Industrial District 8.1.a Packet Pg. 132 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-13 General Development Standards) of the MC, and presented below. “Notes” have been added thereto describing the proposed project’s potential compliance therewith. As noted therein, the proposed 3-story general and medical office building and the 4-story hotel exceed the maximum allowable building height authorized in the “Regional Commercial (C- 3)” zoning district. Table 2-7 COMMERCIAL/INDUSTRIAL GENERAL DEVELOPMENT STANDARDS Development Standard Regulation by Zoning District Notes Regional Commercial (C-3) Light Industry (I) Minimum lot area1 10,000 SF 20,000 SF 249,022 SF Setback required Minimum setbacks required for structures. See Section 22.16.090 for setback measurements, allowed projections into setbacks, and exceptions to setbacks. See Chapter 22.30 for parking setbacks. Compliant Front 10 foot landscaped setback; or equal to the front setback required for a residential zone abutting the site. Compliant Side (each) 10 feet where the site abuts a residential district; none otherwise Compliant Street side 10 feet; or equal to the street side setback required for a residential zone abutting the site Compliant Rear 10 feet where the site abuts a residential district; none otherwise Compliant Floor-area-ratio (FAR) 0.25 to 1.002 0.48 Height limit3 35 feet 3-story office (50’-2”) 4-story hotel (59’-1”) Landscaping As required by Chapter 22.24 (Landscaping)4 20.8% Outdoor activities All sales, displays, and storage shall be conducted within an enclosed building unless outdoor activities ae approved in compliance with Section 22.42.080 (Outdoor Display and Sales) Compliant Parking and loading As required by Chapter 22.30 (Parking and Loading)5 Non-Compliant6 Signs As required by Chapter 22.36 (Signs) Compliant7 Notes: 1. Minimum area for parcels proposed in new subdivisions, except as otherwise provided by Section 22.08.050 (Minimum Lot Area). Commercial condominium or planned development projects may be subdivided with smaller parcel sizes for ownership purposes, with the minimum lot area requirement determined through the subdivision review process, provided that the overall development site complies with the lot area requirements of this chapter. 2. A project may be granted FAR above the minimum, up to the maximum shown, at the discretion of the review authority based on a menities provided by the project as provided in Section 22.16.070 (Open Space for Commercial Projects). 3. Maximum allowable height for structures. See Section 22.16.060 (Height Measurement and Height Limit Exceptions). 4. As specified in Table 3 -6 (Minimum Landscape Area by Zoning District) in Section 22.24.040(2) of the MC: C -3 (15%) and I (10%). 5. Per Table 3-10 (Parking Requirements by Land Use and Use Type) in Section 22.30.040(7) (Number of Parking Spaces Required) in the MC. 6. Both with regards to the number of off-street parking spaces and the minimum authorized dimension s of those spaces. 7. Subject to the approval of a “comprehensive sign program.” Minimum parking requirements are outlined in Table 3-10 (Parking Requirements by Land Use and Use Type), as referenced in Section 22.30.040 (Number of Parking Spaces Required). The applicable portion of that table, including the proposed unit-based description of the proposed project and the corresponding parking requirements associated therewith are presented below. As noted, while the left portion of Table 3-10 (Parking Requirements by Land Use and Use Type) reflects the requirements of the MC, for the purpose of applying those standards to the proposed project, that table has been supplemented to illustrate the corresponding MC-imposed minimum parking requirements with regards to the Applicant- identified land-use mix. The projected off-street parking inventory of 289 parking spaces is less than the Municipal Code’s minimum parking requirements based on the assumed land-use mix and square footage assumptions. As a result, subject to City approval, the proposed project includes the consideration of the following discretionary actions: (1) under the provision of the proposed “Planned Development (PD) Overlay District,” through the issuance of an accompanying 8.1.a Packet Pg. 133 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-14 Initial Study CUP, project-specific parking standards not exceeding the number of proposed parking spaces could be established; and/or (2) a “shared parking permit” could be approved. Table 3-10 PARKING REQUIREMENTS BY LAND USE AND USE TYPE Land Use Type Vehicle Spaces Required Lot Hotel Square Footage MC-Required Parking Rooms Employees Hotel and motels 1 space for each guest room, plus 1 space for each 2 employees on largest shift, plus required spaces for accessory uses Lot 3 109 11 61,743 120 Clinics, Medical/dental offices 1 space for each 250 SF of gross floor area Lot 1 - - 15,943 64 Lot 2 - - 8,900 36 Offices, Administrative/corporate 1 space for each 400 SF of gross floor area Lot 1 - - 31,886 80 Total 109 11 118,471 300 No reciprocal parking or access agreements with “Farmer Boys Restaurant” (810 Brea Canyon Road, Diamond Bar) or other proximal property owners or land uses are planned or proposed. Similarly, excluding project-specific drainage improvements, no physical access or other form of encroachment into the area of the County’s existing flood control channel (PD 1445) (Diamond Bar Creek) is planned or proposed. With regards to perpendicular (90-degree angle) parking, the City has adopted “minimum parking stall and lot dimensions,” depicted as 9-feet wide and 19-feet long (Table 3-12, Section 22.30.070[4][b], MC), allowing for a “two-foot bumper overhang while maintaining the required parking dimensions” (Section 22.30.070[8][e], MC), for “standard” stalls but has neither adopted “compact” or “subcompact” dimensional standards nor specified a maximum percent of all required parking that could be so provided. With regards to commercial projects in unincorporated Los Angeles County, as noted in the “Los Angeles County Guidelines for Designing a Commercial Project,”13 the parking design standard for “standard spaces” is 8½-feet wide by 18-feet long (specifying a minimum aisle width of 26 feet). Additionally, the parking design standard for “compact spaces (maximum 40%)” is 8-feet wide by 15-feet long (specifying a minimum aisle width of 23 feet [“must be all compact”]). If deemed relevant and if similar standards were subsequently established through permit conditions, the proposed project would be in compliance with those standards. With limited exception (e.g., reckless driving and handicapped parking), most California Vehicle Code (CVC) provisions are unenforceable on commercial property. Even if the State established standards for the mandatory or allowable incorporation of “compact parking stalls” in commercial projects, any prohibitions concerning the parking of standard-sized or larger vehicles within those spaces would appear unenforceable. As proposed, of the 289 parking spaces to be provided on the project site, a total of 53 parking spaces (18.3 percent of the proposed parking inventory) will be only 8-feet wide by 16-feet long, which, even accounting for an allowable “two-foot bumper overhang,” are smaller than the dimensional standards authorized in the Municipal Code. Those spaces, proposed as “employee parking,” are configured on the project site in a variety of 13/ Los Angeles County Department of Regional Planning, Los Angeles County Guidelines for Designing a Commercial Project, undated (http://planning.lacounty.gov/guidelines/commerical). 8.1.a Packet Pg. 134 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-15 configuration, ranging from isolated single stalls to groupings of 3 (24-feet wide), 5 (40-feet wide), and 9 (72-feet wide) contiguous spaces, and in larger groupings of 39 (312-feet wide) and 44 (352-feet wide) contiguous stalls, uninterrupted by any periodic landscaped breaks. If parking stall widths were increased to 9-feet wide, those spaces would accommodate, 2, 4, 8, 34, and 39 spaces, respectively (resulting in a potential reduction of a total of 13 on- site parking spaces). Because they occur throughout the site and remain undedicated, the Applicant, the BOA, or such other representative management entity created thereupon would appear to have limit ability to monitor and enforce any such “employee parking” requirements or provisions (“It is noted that these [employee parking] spaces will be open for customers”).14 The American Association of State Highway and Transportation Officials’ (AASHTO) “A Policy on Geometric Design of Highways and Streets,” commonly referred to as the “Green Book,” is used nationally as the primary source (or one of the primary sources) of guidance relative to safe street standards. The Green Book has identified and described a wide range of vehicle types, providing design vehicle dimensions and turning radii for 19 design vehicles, including “passenger cars” and 8 truck types. While offering guidance, the Green Book does not specify which design vehicle should be selected for the design of any specific highway project, deferring that decision to local highway officials. Although many automobiles and small trucks may have lesser dimensions, AASHTO’s specified dimensions for the two vehicle types commonly seen in commercial and office parking lots is presented below. The dimensions provided relate only to vehicle width and are not intended to constitute recommendations for the width of associated parking. Additionally, the radius of door swings and the added width required for both the driver and passengers to physically enter and exit the vehicle is not accounted for therein. Design Vehicle Type Symbol Overall Height Width Length Passenger Car and Light Trucks P 4.25 7 19 Single Unit Truck SU 11-13.5 8.0 30 Source: American Association of State Highway and Transportation Officials, A Policy on Geometric Design of Highways and Streets, 2011, Figure 2. While no such parking areas are mandated under the provisions of the MC, excluding specified loading docks, no provisions for truck parking are provided on the project site, either on a temporary basis (e.g., Federal Express and UPS delivery trucks) or relative to use by overnight hotel guests). Similarly, notwithstanding the assumed presence of 24,730 square feet (15,943 + 8,900 = 24,843) of medical office use, no temporary “patient drop-off” or “patient pick-up” areas are provided. With the possible exception of the area associated with the “porte cochere,” no short-term “hotel check-in” or “guest pickup” parking areas are identified on the proposed site plan. Excluding curbside areas accommodating parallel parking, as indicated in the Institute of Transportation Engineer’s (ITE) “Traffic Engineering Handbook”: “The minimum practical stall width varies principally with turnover, experience of the parker, and vehicle size. Commercial parking attendants can park large cars in stalls less than 2.4 meters (8.0 feet) wide. With self-parking, stall widths that will accommodate most passenger cars, vans, and 14/ Linscott Law & Greenspan, Revised Parking Demand Analysis for Brea Canyon Business Park, Diamond Bar, California, January 25, 2019, p. 10. 8.1.a Packet Pg. 135 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-16 Initial Study light trucks range between 2.5 meters and 2.7 meters (8.3 feet and 8.8 feet), depending on anticipated parking activity.”15 Based on the proficiency or lack thereof by individual drivers, the incorporation of compact parking (in lieu of standard-sized spaces) can effectively result in a lowering of total off-street parking inventory. Because the dimensions of those “employee parking” spaces is less than the MC’s minimum parking standard, unless otherwise increased to conform to City standards (Section 22.20.070, MC), acceptance of that diminished standard will require that the “Planned Development (PD) Overlay District,” through the issuance of a CUP for a classification of automobiles not previously recognized in the Municipal Code, would need to establish site- specific dimensional parking standards which will continue to “run with the land”16 notwithstanding future changes in ownership and initial occupy. Independent of the entitlements through which they may be established, it has been assumed that the parking spaces to be provided on the project site shall be “unassigned” and shall be made available for the common use of all “owners,” “tenants,” and “occupants,” inclusive of their customer, guests, and invitees, and shall be used exclusively for the parking of permitted vehicles only and not for the permanent parking or storage of boats, trailers, or non-mobile vehicles and/or unlicensed equipment of any description. The use of those parking spaces subject thereto shall be governed by the provisions of a recorded “reciprocal parking agreement” and by the recorded CC&Rs. Excluding the provision of handicapped parking which would remain enforceable under the provisions of the CVC, self -imposed provisions relative to the intended use of either employee parking or parking intended as electrical vehicle (EV) charging stations would not appear enforceable. Subject to specific provisions and limitations, when appropriately notices, the BOA may cause the removal of vehicles wrongly parked on the subject property (Section 22658, CVC). As specified in Section 22.30.070(2) of the MC: “Applicants for nonresidential developments are encouraged to provide shared vehicle and pedestrian access to adjacent nonresidential properties to provide for convenience, safety, and efficient circulation. A joint access agreement running with the land shall be recorded by the owners of the abutting properties, as approved by the director, guaranteeing the continued availability of the shared access between the properties.” Development Review. Pursuant to the provisions of Chapter 22.48 (Development Review) in Article IV (Land Use Development Permits Procedures) in Title 22 (Development Code), the project’s proposed development plans are subject to the City’s development review process. As specified in Section 22.48.010 (Purpose) therein: “The purpose of this chapter is to establish the consistency of new development with the general plan through the promotion of high aesthetic and functional standards to complement and add to the economic, physical, and social character of the City. [1995/2013/2014] General Plan Objective 3.2 states, ‘Ensure that new development and intensification of existing development yields a pleasant living, working, or shopping environment and attracts the 15/ Alroth, William A., Chapter 14 (Parking and Terminals) in Pline, James L. (ed), Traffic Engineering Handbook, 5th Edition, Institute of Transportation Engineers, 1999, p. 535. 16/ As specified in Subsection “(b)” in Section 22.58.060 (Post Approval Procedures) in Chapter 22.58 (Conditional Use Permit) of the MC: “Run with the land. The conditional use permit that is valid and in effect, and was granted in compliance with the provisions of this chapter, shall run with the land and continue to be valid upon a change of ownership of the land or any lawfully existing structure on the land.” 8.1.a Packet Pg. 136 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-17 interest of residents, workers, shoppers, and visitors as the result of consistent exemplary design.’” Approval of development review is subject to specified “findings” (Section 22.48.040, MC). Comprehensive Sign Program. Pursuant to the provisions of Section 22.36.050 (Sign Permit) in Chapter 22.36 (Sign Standards) in Title 22 (Development Code) of the Municipal Code, unless otherwise exempt, to ensure compliance with the regulations of that chapter, a sign permit shall be required in order to erect, move, alter, or reconstruct any permanent or temporary sign. As further specified in Section 22.36.060 (Comprehensive Site Program) therein, a “comprehensive sign program” is required whenever: (1) new multi-tenant developments of three or more separate tenants that share either the same parcel or structure and use common access and parking facilities; (2) five or more signs are proposed for a new or existing development; (3) wall signs are proposed on structures over two stories in height; (4) two or more signs are requested by a single tenant in an existing multi -tenant project that currently is not covered by a comprehensive sign program; and (5) the Community Development Director determines that a comprehensive sign program should be developed for a project due to special circumstances. Because a number of those provisions are satisfied, the need for the preparation of a “comprehensive sign program” has been identified. Approval thereof is subject to specified “findings” (Section 22.36.060[e], MC). Shared-Parking Permit. As specified in Section 22.30.050 (Reduction of Off -Street Parking Required for Shared Parking) in Chapter 22.30 (Off-Street Parking and Loading Standards) in Title 22 (Development Code) of the Municipal Code: “Where two or more nonresidential uses are developed as a recognized shopping or professional center and two or more uses have distinct and differing peak parking usage periods, (e.g. a theater and a bank), a reduction in the required number of parking spaces may be allowed through the approval of a parking permit, provided that the most remote space is located within 300 feet of the use it is intended to serve (as measured along the most direct pedestrian path). The amount of reduction may be up to the amount of spaces required for the least intensive of the two or more uses sharing the parking. A shared parking analysis may be required by the director to support a request for a parking reduction. Reductions in parking in exchange for transportation demand management programs shall be considered for projects subject to the requirements of Section 22.40.030 (Transportation Demand Management Program Requirements).” Unless otherwise accounted for and approved through the establishment of a “Planned Development (PD) Overlay District,” b ased on information provided by the Applicant, the Applicant seeks the City’s approva l of a “shared parking permit” authorization a reduction in the number of off-street parking spaces otherwise required for each of the proposed uses if parking demands for those uses were to be individually assessed. It is unlikely that a “shared parking p ermit” can be made conditional (e.g., incorporating revisitation provisions) such that any future changes in “ownership,” “tenancy,” and “occupancy” that might substantially alter site-specific MC-imposed parking requirements or in the event that on-site parking problems arise and remain unabated except through the independent and coordinated actions of the business association or other entity responsible for the site’s management. 8.1.a Packet Pg. 137 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-18 Initial Study Subject to the Commission’s and/or the Council’s determination, the potential need for the processing of a “shared parking permit” for the proposed project may be negated through the adoption and application of the proposed “Planned Development (PD) Overlay District” and accompanying CUP. Grading Permit. As defined, in part, in Section 15378(a)(1) and (3) of the State CEQA Guidelines, under CEQA, a “project” includes those activities directly undertaken by any public agency including, but not limited to, public works construction and related activities, clearing or grading of land and improvements to existing public structures and those activities involving the issuance to a person of a lease, permit, license, certificate, or other entitlement for use by one or more public agencies. The City’s issuance of a grading permit to a project proponent would, therefore, appear to fall within the definition of a “project.” To the extent that, pursuant to City policies and procedures, the City Engineer is granted discretionary as to the issuance of that permit and the imposition of conditions thereupon, a grading permit may constitute a discretionary action under CEQA. Without alteration of its status under CEQA, because a grading permit is required for the construction of the proposed project, that permit is nonetheless listed herein. The proposed project’s conceptual grading permit is illustrated in Figure 11 (Proposed “Brea Canyon Road Business Park” Project – Conceptual Grading and Drainage Plan). Excavation of the project site will include cuts to remove undocumented fills, excavations for foundations, and trenching for new utility lines. Undocumented fills and portions of the compressible natural soils will be removed and replaced with properly compacted fill. Actual depths of removal will be determined by the engineering geologist or geotechnical engineer in the field during grading operations. Soils available from on-site excavation, less debris or organic matter, is suitable for reuse in fills with the exception of fills behind retaining walls and directly beneath the flatwork. Total grading quantities, the quantity of soil material requiring export, and the quantity of soil materials to be imported onto the project site have not been. With regards to haul routes, it is assumed that all materials to imported materials will arrive northbound Brea Canyon Road, via the Pomona (SR-60) Freeway. Materials exported from the project site will travel northbound on Brea Canyon Road, westbound on Lycoming Street, southbound on Lemon Avenue to the Pomona (SR-60) Freeway. In addition to those entitlements required from the City, separate permits and approval may also be required from a number of other governmental entities, including the California Department of Transportation (Caltrans), the California Regional Water Quality Control Board, Los Angeles District (LARWQCB), and the County of Los Angeles (County). Although the project site abuts the corporate boundaries of the City of Industry (Industry), no discretionary entitlements from Industry have been assumed herein. If so required, at its discretion, Industry may be able to utilize this CEQA document as the environmental basis for those actions. A “medical office” is distinguishable from a “hospital” and would not require Office of Statewide Health Planning Department (OSHPD) permitting. Although no toxic air contaminants (TAC) are anticipated to be generated by the proposed use, the South Coast Air Quality Management District (SCAQMD) may have a review or permit function with regards to any specialized emission control systems and/or backup generators that may be employed on the project site. 8.1.a Packet Pg. 138 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-19 Figure 1 PROPOSED “BREA CANYON ROAD BUSINESS PARK” PROJECT SITE 850 BREA CANYON ROAD, DIAMOND BAR, CALIFORNIA 91789 Source: Google Earth 8.1.a Packet Pg. 139 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-20 Figure 2 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT CONCEPTUAL SITE PLAN Source: GAA Architects 8.1.a Packet Pg. 140 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-21 Figure 3 (1 pf 3) CONCEPTUAL FLOOR PLAN PROPOSED 4-STORY HOTEL BUILDING (Lot 3) (Ground Floor) Source: GAA Architects 8.1.a Packet Pg. 141 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-22 Figure 3 (2 pf 3) CONCEPTUAL FLOOR PLAN PROPOSED 4-STORY HOTEL BUILDING (Lot 3) (Second and Fourth Floors) Source: GAA Architects 8.1.a Packet Pg. 142 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-23 Figure 3 (3 pf 3) CONCEPTUAL FLOOR PLAN PROPOSED 4-STORY HOTEL BUILDING (Lot 3) (Roof Plan) Source: GAA Architects 8.1.a Packet Pg. 143 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-24 Figure 4 (1 of 3) CONCEPTUAL FLOOR PLAN PROPOSED 3-STORY GENERAL AND MEDICAL OFFICE BUILDING (Lot 1) (Ground Floor) Source: GAA Architects 8.1.a Packet Pg. 144 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-25 Figure 4 (2 of 3) CONCEPTUAL FLOOR PLAN PROPOSED 3-STORY GENERAL AND MEDICAL OFFICE BUILDING (Lot 1) (Second Floor) Source: GAA Architects 8.1.a Packet Pg. 145 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-26 Figure 4 (3 of 3) CONCEPTUAL FLOOR PLAN PROPOSED 3-STORY GENERAL AND MEDICAL OFFICE BUILDING (Lot 1) (Roof Plan) Source: GAA Architects 8.1.a Packet Pg. 146 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-27 Figure 5 CONCEPTUAL FLOOR PLAN PROPOSED 1-STORY MEDICAL BUILDING (Lot 2) (Ground Floor and Roof Plan) Source: GAA Architects 8.1.a Packet Pg. 147 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-28 Figure 6 (1 of 3) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT CONCEPTUAL LANDSCAPE PLAN Source: GAA Architects 8.1.a Packet Pg. 148 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-29 Figure 6 (2 of 3) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT CONCEPTUAL LANDSCAPE PLAN Source: GAA Architects 8.1.a Packet Pg. 149 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-30 Figure 6 (3 of 3) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT CONCEPTUAL LANDSCAPE PLAN Source: GAA Architects 8.1.a Packet Pg. 150 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-31 Figure 7 PROPOSED “BREA CANYON ROAD BUSINESS PARK” PROJECT SITE ASSESSOR’S PARCEL MAP Source: Los Angeles County Assessor SITE 8.1.a Packet Pg. 151 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-32 1995/2013/2014 General Plan Official Zoning Map Figure 8 PORTION OF THE CITY OF DIAMOND BAR LAND-USE POLICY AND ZONING MAPS Source: City of Diamond Bar SITE SITE 8.1.a Packet Pg. 152 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-33 Figure 9 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT TENTATIVE PARCEL MAP NO. 82066 (July 12, 2019) Source: Plotnik & Associates 8.1.a Packet Pg. 153 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-34 Figure 10 LOS ANGELES COUNTY FLOOD CONTROL DISTRICT EXISTING STORM DRAIN SYSTEM Source: Los Angeles County Flood Control District SITE 8.1.a Packet Pg. 154 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-35 Figure 11 (1 of 2) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT CONCEPTUAL GRADING AND DRAINAGE PLAN Source: Plotnik & Associates 8.1.a Packet Pg. 155 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-36 Figure 11 (2 of 2) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT CONCEPTUAL GRADING AND DRAINAGE PLAN Source: Plotnik & Associates 8.1.a Packet Pg. 156 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-37 Depending on the amount and nature of particular substances used and/or stored, a hazardous waste facility permit may be required from the California Environmental Protection Agency (CalEPA), Department of Toxic Substances Control (DTSC). Use of certain equipment, such as x-ray machines, may require a radioactive materials license permit from the Radiological Health Branch of the California Department of Health Services (DHS). A general permit may be required from the United States Nuclear Regulatory Commission (USNRC) for use of radioactive materials for diagnostic purposes. Based on the specific discretionary action under consideration, the City, acting through the Council) and Commission, is serving as the CEQA-designated “lead agency”17,18 and will act upon all requisite City-issued discretionary actions. This document has been prepared by the Department. Prior to its acceptance by the Council, the preliminary conclusions presented herein reflect those of the Department based on the Department’s independent analysis of the proposed project and its potential environmental effects. In the preparation of this CEQA document and in the derivation of those preliminary findings presented herein, information from a broad array of documents and other sources have been considered. As a result, the information cited herein is often synoptic in nature and may, out of reasonable prudence, present only those portions of other documents and other analyses that appear most relevant to the proposed project and/or to the topical issue then at hand. In addition, while seeking to present the most accurate available information, data extracted from other sources should be seen as reflective of the date of that data’s assemblage. To the extent reasonable, the documents from which relevant information have been extracted are identified so as to allow independent review thereof. The Department recognizes that other documents may present and individual stakeholders may hold differing viewpoints and that other information, potentially contradictory to that presented herein, may be cited offering differing theories, technical arguments, alternative conclusions, and suggesting distinctly different actions and remedies. The Department seeks broad-based participation in this process and encourages the active involvement of individuals, organizations, and agencies holding different opinions and offering different conclusions.19 1.2 CEQA Provisions Pursuant to Section 210180(a) of CEQA: “Except as otherwise provided in this division, this division shall apply to discretionary projects proposed to be carried out or approved by public agencies, including, but not limited to, the enactment and amendment of zoning ordinances, the issuance of zoning variances, the issuance of conditional use permits, and the approval of tentative subdivision maps unless the project is exempt from this division.” 17/ “’Lead agency’ means the public agency which has the principal responsibility for carrying out or approving a project. The lead agency will decide whether an EIR or negative declaration will be required for the project and will cause the document to be prepared” (Section 15367, State CEQA Guidelines). 18/ When presented in lower case, the term “lead agency” is intended to refer to a broader range of agencies and not exclusive to the City. 19/ Section 1094.5 of the California Code of Civil Procedures requires that certain adjudicatory decisions be supported by findings and that those findings be supported by evidence. In interpreting that section, the California Supreme Court outlined the following five purposes the reof: “(1) Provide a framework for making principled decisions, enhancing the integrity of the administrative process; (2) Help make analysis orderly and reduce the likelihood that the agency will randomly leap from evidence to conclusions; (3) Enable the parties to determine whether and on what basis they should seek judicial review and remedy; (4) Apprise a reviewing court of the basis for the agency’s action; and (5) Serve a public relations function by helping to persuade the parties that administrative decision making is careful, reasoned, and equitable” (Topanga Association for a Scenic Community v. County of Los Angeles [1974]). 8.1.a Packet Pg. 157 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-38 Initial Study Since CEQA is not applicable to projects that are denied, no CEQA documentation would be required should the proposed project be denied (Section 15270, State CEQA Guidelines). For non-exempt projects, compliance with CEQA is usually undertaken in a three-step process. In the first step, the lead agency determines if the contemplated action being considered is a “project” under CEQA. If the action is deemed to be a “project,” the lead agency then determines if it is exempt from CEQA. If the contemplated action is not exempt, the lead agency then determines whether it is likely to result in a significant impact on the environment that cannot be mitigated to a less-than-significant level. If the answer to that question is yes, the lead agency must prepare an “environmental impact report” (EIR). If the answer is no, an “initial study” is prepared, leading to the preparation of either a “negative declaration” (ND) or “mitigated negative declaration” (MND). The primary difference between a ND and a MND is the presence of lead agency-imposed “mitigation measures” which, should the contemplated action be approved, subsequently become conditions of project approval. As indicated in Section 15074(b) of the State CEQA Guidelines, Athe decisionmaking body shall adopt the proposed negative declaration or mitigated negative declaration only if it finds on the basis of the whole record before it (including the initial study and any comments received), that there is no substantial evidence that the project will have a significant effect on the environment.@ As required under Section 15204(b) in the State CEQA Guidelines, Ain reviewing negative declarations, persons and public agencies should focus on the proposed finding that the project will not have a significant effect on the environment. If persons and public agencies believe that the project may have a significant effect, they should: (1) Identify the specific effect, (2) Explain why they believe the effect would occur, and (3) Explain why they believe the effect would be significant.@ If during the negative declaration process there is substantial evidence in light of the whole record before the lead agency that the project may have a significant effect on the environment which cannot be mitigated or avoided, the lead agency shall prepare an EIR prior to approving the project (Section 15073.5[d], State CEQA Guidelines). As specified in Section 15004 of the State CEQA Guidelines: (a) Before granting any approval of a project subject to CEQA, every lead agency or responsible agency shall consider a final EIR or negative declaration or another document authorized by these guidelines to be used in the place of an EIR or negative declaration. . .(b) Choosing the precise time for CEQA compliance involves a balancing of competing factors. EIRs and negative declarations should be prepared as early as feasible in the planning process to enable environmental considerations to influence project program and design and yet late enough to provide meaningful information for environmental assessment.” Impacts under CEQA must relate, either directly or indirectly, to a “physical change” (Section 21065 CEQA; Sections 15378[a] and 15358[b], State CEQA Guidelines). The Department is presently in possession of sufficient information concerning the physical characteristics of the proposed BCBP and the pre- and likely post-project characteristics of the subject property so as to commence the preparation of a CEQA-compliance analysis thereof. From that information, the Department can reasonably ascertain the potential environmental effects associated therewith, identify potentially significant environmental effects, and formulate reasonable and feasible mitigation measures in response to any such potentially significant impacts so identified. The proposed project is located within a one-quarter-mile radius of one or more existing schools, including the privately-operated Discovery World Preschool and Private Elementary School (801 Brea Canyon Road, Diamond Bar) (located an estimated 150 feet [0.03 miles] west of the project site) and Walnut Valley Unified School District’s (WVUSD) Walnut Elementary School (841 8.1.a Packet Pg. 158 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-39 Glenwick Avenue, Walnut) (located approximately 0.42 miles west of the project site). For discretionary projects within a one-quarter-mile radius of an existing school, CEQA imposes specific prohibitions relating to the emission of hazardous air emissions and the handling of extremely hazardous substance or any mixture containing extremely hazardous substances in quantities equal to or greater than specified threshold quantities that may pose a health or safety hazard to persons attending or employed at the school (Section 21151.4, CEQA). Based on the information now known to the Department, since no substantial quantities of such hazardous air emissions and/or extremely hazardous substances are associated with the construction and operation of the proposed project and the “permitted” land uses authorized thereupon, the proposed project appears fully compliant therewith. In order to determine whether a particular environmental impact is significant, there needs to exist a quantitative, qualitative, or performance-based yardstick against which identified impacts can be compared. The City has not formally established any “thresholds of significance criteria” separate and apart from those included in or derived from Appendix G (Environmental Checklist Form) of the State CEQA Guidelines. The thresholds of significance criterion utilized by the Department in assessing the potential significant of the proposed project’s identified impacts are, therefore, extracted from the latest version thereof (December 28, 2018). Certain identified impacts may not, however, have an adopted threshold standard against which significance can be judged. For example, no threshold standards directly relating to parking, light trespass, shade and shadow, visual intrusion, and/or privacy are presented therein. Citing “Reconciling Environmental Protection with the Need for Certainty: Thresholds for CEQA” (January 1995), “in the absence of clear guidelines, a project’s fate can vary widely depending on the personal history and biases of the staff member involved.”20 Where no thresholds are presented, based on substantial information in the public record, the Council constitutes the final arbiter of significance under CEQA and constitutes the body responsible for determining whether the proposed action qualifies for processing under a “negative declaration,” a “mitigated negative declaration,” or requires the preparation of an “environmental impact report” (EIR). As defined in Section 21064.5 of CEQA: “’Mitigated negative declaration’ means a negative declaration prepared for a project when the initial study has identified potentially significant effects on the environment, but (1) revisions in the project plans or proposals made by, or agreed to by, the applicant before the proposed negative declaration and initial study are released for public review would avoid the effects or mitigate the effects to a point where clearly no significant effect on the environment would occur, and (2) there is no substantial evidence in light of the whole record before the public agency that the project, as revised, may have a significant effect on the environment.” As specified in Section 21082.1(c)(3) of CEQA: “As part of the adoption of a negative declaration or a mitigated negative declaration, or certification of an environmental impact report, find that the report or declaration reflects the independent judgment of the lead agency.” As further specified in Section 15074(b) of the State CEQA Guidelines: “The decision-making body shall adopt the proposed negative declaration or mitigated negative declaration only if it finds on the basis of the whole record before it (including the initial study and any comments received), that there is no substantial evidence that the project will have a significant effect on the environment and that the negative declaration or mitigated negative declaration reflects the lead agency’s independent judgment and analysis.” 20/ Watts, John, Reconciling Environmental Protection with the Need for Certainty: Thresholds for CEQA, Ecology Law Quarterly, Vol. 22, No.1, January 1995. 8.1.a Packet Pg. 159 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-40 Initial Study In the event that Lead Agency should subsequently determine that an EIR, rather than a negative declaration or mitigated negative declaration, is required for the proposed project, additional environmental analysis and separate findings would then be required. Administrative findings which merely recite statutory language have been deemed insufficient to demonstrate compliance therewith (City of Carmel-by-the-Sea v. Board of Supervisors [1977]). Pursuant to Section 15126.6(a)(3) of the State CEQA Guidelines: “Mitigation measures are not required for effects which are not found to be significant.” 1.3 Transit-Priority Projects On September 2013, the Governor signed into law Senate Bill (SB) 743, which instituted changes to CEQA when evaluating environmental impacts from projects located in areas served by public transit. While the primary focus of SB 743 focused on a major overhaul concerning how transportation impacts are evaluated under CEQA, it also limited the extent to which aesthetics and parking are defined as potential impacts thereunder. Specifically, Section 21099(d)(1) of CEQA states that a project’s aesthetic and parking impacts shall not be considered a significant impact on the environment if: (1) the project is a residential, mixed-use residential, or employment center project and (2) the project is located on an infill site within a “transit priority area.” A “transit priority area” is defined as an area within one-half mile of an existing or planned major transit stop. A “major transit stop” is defined in Section 21064.3 of CEQA as a rail transit station, a ferry terminal served by either a bus or rail transit service, or the intersection of two or more major bus routes with a frequency of service interval of 15 minutes or less during the morning (AM) and afternoon (PM) peak commute periods. Section 21099(a) of CEQA provides the following additional definitions: “Employment center project” means a project located on property zoned for commercial uses with a FAR [floor-area-ratio] no less than 0.75 and that is located within a transit priority area. “Infill site” means a lot located within an urban area that has been previously developed or on a vacant site where at least 75 percent of the perimeter of the site adjoins or is separated only by an improved public right-of-way from parcels that are developed with qualified urban uses. “Transit priority area” (TPA) means an area within one-half mile of a major transit stop that is existing or planned, if the planned stop is scheduled to be completed within the planning horizon included in a Transportation Improvement Program (TIP) adopted pursuant to Section 450.216 or 450.322 in Title 23 of the Code of Federal Regulations (CFR). Additionally, residential, employment center, and mixed-use development project, including any subdivision or any zone change associated therewith, are statutorily exempt from CEQA if the proposed project is: (1) located within a TPA; (2) undertaken to implement and is consistent with a specific plan for which an EIR has been certified; and (3) consistent with both the general plan’s land-use designation, density, building intensity and the Southern California Association of Governments’ (SCAG) “2016-2040 Regional Transportation Plan/Sustainable Communities Strategy: A Plan for Mobility, Accessibility, Sustainability and a High Quality of Life” (April 7, 2016) (2016 RTP/SCS) (Section 21155.4, CEQA). The project site is located within “one-half mile” of the Industry Metrolink Station (600 Brea Canyon Road, Industry); however, because the designated intensity of the project site (under both existing and proposed land-use policies) is “less than 0.75” FAR, the proposed project does not constitute 8.1.a Packet Pg. 160 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-41 an “employment center project” within the meaning of Section 21099(d)(1) of CEQA. In addition, because both a GPA and ZC are required for the project’s implementation, the proposed project is not deemed to be exempt under the provisions of Section 21155.4 of CEQA. 1.4 General Plan Consistency Requirement As noted in Friends of Lagoon Valley v. City of Vacaville (2007), California courts have held that “the propriety of virtually any local decision affecting land use and development depends upon consistency with the applicable general plan and its elements.”21 As specified under Sections 66473.522 and 6647423 in Title 7 (Planning and Land Use) of the CGC, local agencies are prohibited from approving subdivision maps unless such maps are consistent with applicable general and, where applicable, specific plans. The Applicant’s development application was accepted by the Department prior to the culmination of final deliberation by the Commission and Council on the then proposed comprehensive update to the “City of Diamond Bar General Plan” (2019 General Plan Update). As such, the BCBP project has been processed under the provisions of the “City of Diamond Bar General Plan,” as initially adopted on July 25, 1995 and as amended on September 3, 2013 and February 4, 2014 (1995/2013/2014 General Plan). The Department acknowledges that the City is presently in the process of preparing a comprehensive update to the 1995/2013/2014 General Plan, including possible changes to the City’s “Official Zoning Map” and an accompanying program-level EIR addressing the potential direct, indirect, and cumulative environmental effects of those actions. The Department further acknowledges that the outcome of those ongoing legislative and environmental compliance actions remains subject to the culmination of that process, such that the implications thereof relative to the proposed project cannot be definitively determined. Subdivision approvals involve the application of general standards to specific parcels of real property. Such governmental conduct, affecting the relatively few, is “determined by facts peculiar to the individual case” and is “adjudicatory” in nature, requiring adequate findings at the administrative level for purposes of judicial review under the “substantial evidence” standard. 1.5 California Building and Development Codes The State has adopted a wide range of comprehensive building codes and standards governing the manner in which residential and non-residential buildings, including transient lodgings, in California are to be designed and constructed. Potentially relevant portions of those codes and code sections that appear applicable or potentially applicable to the proposed project or portions thereof are briefly identified below. 21/ Friends of Lagoon Valley v. City of Vacaville (2007). 22/ “No local agency shall approve a tentative map, or a parcel map for which a tentative map was not required, unless the legislative body finds that the proposed subdivision, together with the provisions for its design and improvement, is consistent with the general plan required by Article 5 (commencing with Section 65300) of Chapter 3 of Division 1, or any specific plan adopted pursuant to Article 8 (commencing with S ection 65450) of Chapter 3 of Division 1.” 23/ “A legislative body of a city or county shall deny approval of a tentative map, or a parcel map for which a tentative map was not required, if it makes any of the following findings. . .That the proposed map is not consistent with applicable general and specific plans as specified in Section 65451.” 8.1.a Packet Pg. 161 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-42 Initial Study Building Energy Efficiency Standards. As indicated in the California Energy Commission’s (CEC) “2016 Nonresidential Compliance Manual for the 2016 Building Energy Efficiency Standards” (January 2017): “The design of a hotel or motel is unique in that the design must incorporate a wide variety of occupancies and functions into one structure. The occupancies range from nonresidential occupancies to hotel/motel guest rooms. Design functions that affect guests range from the ‘experience of arrival’ created through the main lobby's architectural features to the thermal comfort of the guest rooms. Other functions that hotel/motel designs must address include restaurants, kitchens, laundry, storage, light assembly, outdoor lighting, sign lighting, and other items that are necessary to the hotel/motel function. In short, these structures can range from simple guest rooms with a small office, to a structure encompassing a small city” (Section 1.7.8). As further indicated in the CEC’s 2016 “Building Energy Efficiency Standards for Residential and Nonresidential Buildings” (Title 24, Part 6, California Code of Regulations [CCR]) (June 2015) (2016 BEES), a “hotel/motel” is “a building or buildings that has six or more guest rooms or a lobby serving six or more guest rooms, where the guest rooms are intended or designed to be used, or which are used, rented, or hired out to be occupied, or which are occupied for sleeping purposes by guests, and all conditioned spaces within the same building envelope. Hotel/motel also includes all conditioned spaces which are (1) on the same property as the hotel/motel, (2) served by the same central heating, ventilation, and air-conditioning system as the hotel/motel, and (3) integrally related to the functioning of the hotel/motel as such, including, but not limited to, exhibition facilities, meeting and conference facilities, food service facilities, lobbies, and laundries” (Section 100.1). As defined therein, the “building envelope is the “ensemble of exterior and demising partitions of a building that enclose conditioned space.” A key part of the CEC’s definition is that a “hotel/motel” is inclusive of all spaces within the same building envelope as the lobby or the guest rooms. Hotel/motel buildings are generally considered multi-purpose facilities and include such diverse spaces as restaurants, auditoriums, retail stores, offices, kitchens, laundries, and swimming pools - all of which are treated by the CEC as hotel/motel space. This concept extends to other buildings associated with the hotel/motel that pass the three stated tests: (1) located on the same property; (2) utilizing the same central heating, ventilation, and air conditioning (HVAC) system; and (3) integrally related to the lobby and/or guest rooms. California Building Standards Code. The 2016 “California Building Standards Code” (Title 24, CCR) (2016 CBC) does not specifically define “office” but does include the following potentially relevant definitions: ◊ Commercial Facilities. “Facilities whose operations will affect commerce and are intended for nonresidential use by a private entity.” ◊ Clinic Outpatient. “Buildings or portions thereof used to provide medical care on less than a 24-hour basis to persons who are not classified as nonambulatory or bedridden or rendered incapable of self-preservation by the services provided.” ◊ Place of Public Accommodations. “Facility operated by a private entity whose operations affect commerce and fall within at least one of the following categories: (1) Place of lodging, except for an establishment located within a facility that contains not more than five rooms for rent or hire and that actually is occupied by the proprietor of the establishment as the residence of the proprietor. For purposes of 8.1.a Packet Pg. 162 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-43 this code, a facility is a ‘place of lodging’ if it is (i) An inn, hotel or mo tel; or (ii) A facility that (A) Provides guest rooms for sleeping for stays that primarily are short- term in nature (generally 30 days or less) where the occupant does not have the right to return to a specific room or unit after the conclusion of his or her stay; and (B) Provides guest rooms under conditions and with amenities similar to a hotel, motel, or inn, including the following: (1) On- or off-site management and reservations service; (2) Rooms available on a walk -up or call-in basis; (3) Availability of housekeeping or linen service; and (4) Acceptance of reservations for a guest room type without guaranteeing a particular unit or room until check- in, and without a prior lease or security deposit. (2) A restaurant, bar, or other establishment serving food or drink; (3) A motion picture house, theater, concert hall, stadium, or other place of exhibition or entertainment; (4) An auditorium, convention center, lecture hall, or other place of public gathering; (5) A bakery, grocery store, clothing store, hardware store, shopping center, or other sales or rental establishment; (6) A laundromat, dry-cleaner, bank, barber shop, beauty shop, travel service, shoe repair service, funeral parlor, gas station, office of an accountant or lawyer, pharmacy, insurance office, professional office of a health care provider, hospital, or other service establishment; (7) A terminal, depot, or other station used for specified public transportation; (8) A museum, library, gallery, or other place of public display or collection; (9) A park, zoo, amusement park, or other place of recreation; (10) A nursery, elementary, secondary, undergraduate, or postgraduate private school, or other place of education; (11) A day-care center, senior citizen center, homeless shelter, food bank, adoption agency, or other social service center establishment; (12) A gymnasium, health spa, bowling alley, golf course, or other place of exercise or recreation; (13) A religious facility; (14) An office building; and (15) A public curb or sidewalk.” As defines above, “a place or lodging” (hotel) is defined as: A facility operated by a private entity whose operations affect commerce and fall within at least one of the following categories: (1) Place of lodging, except for an establishment located within a facility that contains not more than five rooms for rent or hire and that actually is occupied by the proprietor of the establishment as the residence of the proprietor. For purposes of this code, a facility is a “place of lodging” if it is (i) An inn, hotel or motel; or (ii) A facility that (A) Provides guest rooms for sleeping for stays that primarily are short -term in nature (generally 30 days or less) where the occupant does not have the right to return to a specific room or unit after the conclusion of his or her stay; and (B) Provides guest rooms under conditions and with amenities similar to a hotel, motel, or inn, including the following: (1) On- or off-site management and reservations service; (2) Rooms available on a walk-up or call-in basis; (3) Availability of housekeeping or linen service; and (4) Acceptance of reservations for a guest room type without guaranteeing a particular unit or room until check-in, and without a prior lease or security deposit. 8.1.a Packet Pg. 163 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-44 Initial Study As defined in Chapter 3 (Use and Occupancy Classification) in the 2016 CBC, general and medical offices would likely be classified as “Business Group B” (Section 304.1). As described therein: ◊ Business Group B. Business Group B occupancy includes, among others, the use of a building or structure, or a portion thereof, for office, professional or service-type transactions, including storage of records and accounts. Business occupancies shall include, but not be limited to, the following: [1] Airport traffic control towers; [2] Ambulatory care facilities serving five or fewer patients; [3] Animal hospitals, kennels and pounds; [4] Banks; [5] Barber and beauty shops; [6] Car wash; [7] Civic administration; [8] Clinic, outpatient (not classified as Group I-2.1); [8] Dry cleaning and laundries: pick-up and delivery stations and self-service; [9] Educational occupancies for students above the 12th grade; [10] Electronic data processing; [11] Food processing establishments and commercial kitchens not associated with restaurants, cafeterias and similar dining facilities not more than 2,500 square feet (232 m2) in area; [12] Laboratories: testing, research and instruction; [13] Motor vehicle showrooms; [14] Post offices; [15] Print shops; [16] Professional services (architects, attorneys, dentists, physicians, engineers, etc.); [17] Radio and television stations; [18] Telephone exchanges; [and] [19] Training and skill development not within a school or academic program (this shall include, but not be limited to, tutoring centers, martial arts studios, gymnastics and similar uses regardless of the ages served, and where not classified as a Group A occupancy). “Places of lodging” (hotels) typically include multiple occupancies, differentiation guest rooms from lobbies, laundry facilities, common areas, and other back-of-house areas (distinguished from “front-of-house,” representing all areas in the hospitality industry that customers do not routinely see). With regards to the proposed hotel project, subject to the Building Officials determination, the following occupancy groups have been assumed herein: ◊ Residential Group R-1. That portion of the hotel containing the guest rooms, would appear to be appropriately categories in the 2016 CBC under occupancy group “Residential Group R-1” (Section 310.3, 2016 CBC), defined as a “residential occupancy containing sleeping units where the occupants are primarily transient in nature” (e.g., hotels and motels) (Section 202, 2016 CBC). In accordance therewith, those stories to be occupied by guest rooms (second through fifth floor) will be fire- separated from the ground-floor below. “Residential Group R-1” structures may, by definition, constitute transient lodgings. ◊ Assembly Group A-3. A portion of the hotel’s first-story level will not include guest rooms but rather will consist of an interior lobby/lounge, seating areas, private work stations, administrative offices, and other back-of-house areas. “Assembly Group A” (Section 303.1, 2016 CBC) occupancy includes, among others, the use of a building or structure or a portion thereof for the gathering of persons for civic, social or religious functions, recreation, food or drink consumption, or awaiting transportation. With certain exceptions (e.g., laundry room and kitchen areas), excluding guest rooms, “Assembly Group A” would likely be the predominant occupancy group associated therewith. As noted, in part, in Section 503 (General Building Height and Area Limitations) of the 2016 CBC: “Unless otherwise specifically modified in Chapter 4 and this Chapter, building height, number of stories and building area shall not exceed the limits specified in Sections 504 and 506 based on the type of construction as determined by Section 602 and the occupancies 8.1.a Packet Pg. 164 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-45 as determined by Section 302 except as modified hereafter. Building height, number of stories and building area provisions shall be applied independently. Each portion of a building separated by one or more fire walls complying with Section 706 shall be considered to be a separate building.” Each area, which is considered a separate building, must stay within its own size limitation for the construction type; however, that differentiation potentially allowing the building height to increase based on the occupancy-based provisions of the 2016 CBC, as stipulated, in whole or in part, in Table 504.3 (Allowable Building Height in Feet above Ground Plane) and Table 504.3 (Allowable Building Height in Feet above Ground Plane) herein. In describing the treatment of accessory and incidental uses, the 2016 CBC noted: ◊ Accessory Occupancies. The 2016 CBC allows spaces that would normally be required to be separated from other occupancies by fire-resistive walls and ceiling/floor assemblies to omit these rated separations provided that they qualify as accessory occupancies. A space may qualify as an accessory occupancy if it meets all of the following criteria: (1) Accessory space shall not be more than 10 percent of the area of any floor; (2) The aggregate area of all accessory spaces in the building shall not exceed the base allowable area for non-sprinklered buildings listed in Table 506.2 without increases due to the presence of sprinklers or frontage; (3) The space is ancillary to, directly associated with, functionally interdependent upon, and under the direct control of the main use and would not otherwise take place independently; (4) The room is used for purposes or by persons who are expected to be associated with the main use of the building; (5) The space is not used for a purpose that could reasonably be expected take place independent of the main use; (6) The space is occupied outside of the regularly scheduled hours of use for the rest of the facility. For purposes of calculating allowable area only, accessory occupancies are treated as the main occupancy they are accessory to; for all other purposes (such as sprinkler and alarm requirements, egress, maximum stories) they retain their original occupancy classification (Section 508.2). ◊ Incidental Uses. The 2016 CBC recognizes that some spaces in a building are inherently more hazardous than others and requires that they be appropriately separated from other spaces with rated construction, protected by fire sprinklers, or both. Incidental uses shall be protected as required in Table 509 even if they would otherwise qualify as an unseparated accessory space. Where the option is available to provide sprinkler protection in the place of rated construction, construction shall still be capable of resisting the passage of smoke (Section 509). Unlike accessory uses, incidental use spaces assume the occupancy of the part of the building they are located in and are not given an occupancy classification based on the use they most closely match from the list in Section 302.1. The aggregate area of incidental use spaces shall not be more than 10 percent of the area of the story they are located in. Where not exceeded, they shall be treated as separated occupancies and be provided with the protection and/or separation as required by Table 509 or 508.4, whichever is greater. California Green Building Standards Code. The 2016 “Green Building Standards Code” (Title 24, Part 11, CCR) (2016 CalGreen) imposes separate and distinct obligations for residential and non-residential buildings. As specified therein, hotels are categorizes as residential buildings. With regards to non-residential buildings, Chapter 5 (Nonresidential Mandatory Measures) therein contains mandatory measures for building construction in Section 5.507 (Environmental Comfort). These noise standards are applied for the purpose of controlling interior noise levels resulting from exterior noise sources. In addition, Appendix 8.1.a Packet Pg. 165 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-46 Initial Study A4 (Residential Voluntary Measures), Division A4.5 (Environmental Quality), identified Section 5.507 (Environmental Comfort) as a voluntary measure for residential building construction (e.g., hotels, motels, and lodging houses). As specified therein, non-residential buildings located within transportation noise contours of 65 dBA CNEL or Ldn be required to evaluate the building shell to provide acceptable interior sound levels. As stipulated in Section 5.507.4 (Acoustical Controls) therein, all newly constructed non-residential buildings shall “[e]mploy building assemblies and components with Sound Transmission Class (STC) values determined in accordance with ASTM E90 and ASTM E413 or Outdoor-Indoor Sound Transmission Class (OITC) determined in accordance with ASTM E1332, using either the prescriptive or performance method in Section 5.507.4.1 or 5.507.4.2.” 2016 CalGreen provides two methods for meeting interior sound level standards: ◊ Prescriptive Method. The prescriptive method stipulates a minimum building envelope composite STC rating of 50 (OITC 40) with exterior windows meeting a minimum STC rating of 40 (OITC 30) (Section 5.507.4.2, CCR). The regulations specify that acoustical studies must be prepared when non-residential structures are developed in areas where the exterior noise levels exceed 65 dBA CNEL. If the development falls within a transportation 65 dBA CNEL noise contour, the combined STC rating of the wall and roof-ceiling assemblies must be at least 50 (Section 5.507.4.1). For those developments in areas where noise contours are not readily available and the noise level exceeds 65 dBA hourly Leq for any hour of operation, a wall and roof -ceiling combined STC rating of 45, and exterior windows with a minimum STC rating of 40 are required (Section 5.507.4.1.1, CCR). ◊ Performance Method. The 2016 CBC no longer requires that multi-family residential or transient lodging facilities meet an Ldn sound level limit of 45 dB(A). Instead, Section 5.507.4.2 (Performance Method) of 2016 CalGreen requires that buildings within transportation noise contours of 65 dBA (or higher) CNEL or Ldn be required to evaluate the building shell to ensure the interior environment does not exceed an hourly Leq of 50 dBA in occupied areas during any hour of operation (Section 5.507.4.2). Under those performance provisions, an acoustical analysis documenting complying interior sound levels shall be prepared by personnel approved by the architect or engineer of record (Section 5.507.4.2.2, CCR). In addition, with regards to interior sound transmission, wall and floor-ceiling assemblies separating tenant spaces and tenant spaces and public places shall have an STC of at least 40 (Section 5.507.4.3, CCR). 1.6 Predetermination As indicated in Section 15003 of the State CEQA Guidelines: “The purpose of CEQA is not to generate paper, but to compel government at all levels to make decisions with environmental consequences in mind.” With explicit reference to EIRs rather than to MNDs, the California Supreme Court, in Laurel Heights Improvement Association v. Regents of the University of California (1988) held that “[a] fundamental purpose of an EIR is to provide decision-makers with information they can use in deciding whether to approve a proposed project, not to inform them of the environmental effects of projects that they have already approved. If post approval environmental review were allowed, EIRs would likely become nothing more than post hoc rationalizations to support action already taken. We have expressly condemned this use of EIRs." 8.1.a Packet Pg. 166 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-47 In Concerned Citizens of Costa Mesa v. 32nd Agricultural Association (1986), the California Supreme Court, in emphasizing the critical role of public participation in the CEQA process, held that “CEQA compels an interactive process of assessment of environmental impact and responsive project modifications which must be genuine. It must be open to the public, premised upon a full and meaningful disclosure of the scope, purpose, and effect of a consistently described project, with flexibility to response to unforeseen insights that emerge from the process. In short, a project must be open for public discussion and subject to agency modification during the CEQA process. This process helps demonstrate to the public that the agency has in fact analyzed and considered the environmental implications of its action.” Because declarations of public support and evidence of pre-commitment can effectively undermine the CEQA and public participation processes, the Lead Agency is precluded from making any predetermination concerning the outcome of the CEQA and planning processes. Notwithstanding the cessation of the project site’s former use and the Applicant’s clearance of the project site in anticipation of subsequent development thereupon, no such predetermination by the City’s advisory and decision-making bodies and its individual departments has occurred relative to the proposed project. 2.1 City of Diamond Bar General Plan California’s land-use and zoning law is codified, in part, in Sections 65000-66037 in Division 1 (Planning and Zoning) of Title 7 (Planning and Land Use) of the CGC. As required under Section 65300 therein: “Each planning agency shall prepare and the legislative body of each county and city shall adopt a comprehensive, long-term general plan for the physical development of the county or city, and of any land outside its boundaries which in the planning agency’s judgment bears relation to its planning.” As further specified under Section 65300.5 therein, it is the State Legislature’s intent that “the general plan and elements and parts thereof comprise an integrated, internally consistent and compatible statement of policies for the adopting agency.” “The general plan is atop the hierarchy of local government law regulating land use” (Neighborhood Action Group v. County of Calaveras [1984]). The 1995/2013/2014 General Plan includes the following “elements”: (1) land use; (2) housing; (3) resource management; (4) public health and safety; (5) circulation; and (6) public services and facilities. The term “element” refers to the topics that California law requires to be covered in a general plan (Section 65302, CGC). There is no mandatory structure or maximum number of elements that a general plan must include. Once added into the general plan, each element, regardless of statutory requirement, assumes the same legal standing, and must be consistent with other elements (Section 65300.5, CGC). With regards to the “housing element,” it is the Legislature’s intent that “the availability of housing is a matter of vital statewide importance and the attainment of decent housing and a suitable living environment for all Californians is a priority of the highest order” (Section 65580, CGC). Statutory provisions relating to the “housing element” are more specific and directive than those associated with other elements, containing detailed guidance and delegating specific responsibility relating to adequacy to the California Department of Housing and Community Development (HCD). Specifically, the housing element must be revised and submitted periodically to HCD on a four, five, or eight year cycle, depending on a variety of factors (Section 65588). In compliance therewith, the housing element contained in the 1995/2013/2014 General Plan was subsequently 2.0 ENVIRONMENTAL AND REGULATORY SETTING 8.1.a Packet Pg. 167 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-48 Initial Study superseded on a number of occasions, most recently on April 19, 2011 (“2008-2014 Housing Element Update”) and again on January 21, 2014 (“2013-2021 Housing Element Update”). In addition, the “land use element” was most recently updated on September 3, 2013 to establish a new “High-Density Residential-30 (RH-30)” land-use designation (Resolution No. 2013-29) and Title 22 (Development Code) most recently updated on February 4, 2014 to rezone a former automobile dealership site from “C-3” to “C-3-PD/Hotel Overlay” (Ordinance No. 01-2014). As authorized in Sections 65800-65863.12 of the CGC, cities and counties are authorized to adopt and administer zoning laws, ordinances, rules, and regulations and to implement such general plans as may be in effect in such cities or counties. As provided in Section 65800 of the CGC: The legislative body of any county or city may, pursuant to this chapter, adopt ordinances that do any of the following: (a) Regulate the use of buildings, structures, and land as between industry, business, residences, open space, including agriculture, recreation, enjoyment of scenic beauty, use of natural resources, and other purposes. (b) Regulate signs and billboards. (c) Regulate all of the following: (1) The location, height, bulk, number of stories, and size of buildings and structures. (2) The size and use of lots, yards, courts, and other open spaces. (3) The percentage of a lot which may be occupied by a building or structure. (4) The intensity of land use. (d) Establish requirements for off-street parking and loading. (e) Establish and maintain building setback lines. (f) Create civic districts around civic centers, public parks, public buildings, or public grounds, and establish regulations for those civil districts. As indicated in the “Land Use Element” of the 1995/2013/2014 General Plan: The land use designations, or categories, in this [Land Use] Element are described in terms of intensity and density. The term “intensity” which applies to non-residential uses, refers to the extent of development on a parcel of land or on a lot. It includes the total building square footage, building height, the floor area ratio, and/or the percent of lot coverage. Intensity is often used to describe non-residential development levels, but in a broader sense, intensity is used to express overall levels of both residential and non- residential development types. In this [Land Use] Element, floor area ratio and building square footage are used as measures of non-residential development intensity.24 Maximum allowable development on individual parcels of land is governed by these measures of density or intensity. Table I-3 identifies the acreage dedicated to each land use category. . . Average commercial/industrial FARs is based on existing development patterns. For various reasons, many parcels in the community have not been developed to their maximum density or intensity and, in the future, maximum development as described in this [Land Use] Element can be expected to occur only on a limited number of parcels. Development at an intensity or density between the expected and maximum levels can occur only where projects offer exceptional design quality, important public amenities or benefits, or other factors that promote important goals and policies of the [1995/2013/2013] General Plan.25 As defined by “permitted density/intensity” and measured as floor-area-ratio (FAR), “intensity” has been integrated into the descriptions of individual non-residential land uses. Relative to both the “General Commercial (C)” and “Professional Office (OP)” districts, the allowable FAR is described 24/ City of Diamond Bar, City of Diamond Bar General Plan, September 3, 2003, Land Use Element, p. I-25. 25/ Ibid., p. I-26. 8.1.a Packet Pg. 168 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-49 as ranging between 0.25 and 1:00.26 The inclusion of both an upper and lower FAR suggests the City’s intent to establish both a minimum and maximum standard. FAR is a number depicting the relationship between a property’s total lot area (measured in square footage) and the total net floor area of all uses authorized thereupon. For example, as illustrated in Figure 12 (Calculating Floor- Area-Ratio), a ratio of 1.0:0.5 (horizontal to vertical), typically represented as 0.50, means that a 10,000 square feet lot could be developed to a maximum intensity of 5,000 square feet (10,000 x 0.50 = 5,000). FAR is a different metric that lot coverage, which measures the percentage of a site covered with buildings and other imperious surfaces. Since FARs serve only to establish the parameters in which design professionals operate, it is used more as a box in which a development project must operate rather than a target to reach. Based on a project area of about 249,022 gross square feet, since the “permitted density/intensity” is the same for both land-use designations, independent of whether the site is designated as “General Commercial (C)” or “Professional Office (OP),” under the provisions of the 1995/2013/2014 General Plan, a total of 249,022 gross square feet of allowable uses could be developed thereupon. Based on a proposed development of 118,471 gross square feet, the resulting FAR is 0.48 (118,471 / 249,022 = 0.476), which is less than the 0.63 FAR midpoint ([1.00 - 0.25]/2 = 0.63) between the maximum (1.00:1.00) and minimum (1.00:0.25) intensity authorized under the 1995/2013/2014 General Plan. The principle differences between the two land-use designations relate to the inclusion or exclusion of “medical offices” as an authorized land use. Under the “Office Professional (OP)” designation, “medical services – clinics and laboratories” are a “conditionally-permitted” use; however, under the “Commercial Office (CO)” designation, “medical services” constitute a “permitted” use. It is noted that only a single explicit reference to “hotels” and “motels” exists in the 1995 General Plan. Absent therefrom is any explicit indication as to into which land-use designation any such transient accommodations would be authorized. The single reference thereto relates to the use of “hotels” and “motels” as possible accommodations for the “homeless.”27 Even that single reference was eliminated with the adoption of the 2013 “Land Use Element Update.”28 Additionally, other than in the context of a “specific plan,” the 1995/2013/2014 General Plan contains no reference to or description of “overlay zones” or their manner of use. 26/ Ibid., Land Use Element, Table I-3 (General Plan Land Use [By Category]), p. I-27. 27/ “Sheltered homeless are families and persons whose primary nighttime residence is a supervised publicly or privately operated shelter (e.g., emergency, transitional, battered women, and homeless youth shelt ers; and commercial hotels or motels used to house the homeless)” (City of Diamond Bar, City of Diamond Bar General Plan, July 25, 1995, Housing Element Glossary, p. II-B-3). 28/ The 2014-2012 Housing Element (February 4, 2014) also contains a single reference to “hotels” and “motels”; however, that reference is in the context of energy efficiency standards under Title 24 of the CCR and not with regards to land-use policy. Figure 12 CALCULATING FLOOR-AREA-RATIO Source: Environmental Impact Sciences 8.1.a Packet Pg. 169 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-50 Initial Study With regards to the 1995/2013/2014 General Plan, the absence of any explicit references thereto should neither be interpreted as a prohibition against nor as carte blanc authorization supporting the development of “hotels” and “motels” within the City. That same interpretation does not, however, apply to the Municipal Code (Section 22.06.040). As specified in Subsection “(h)” in Section 22.04.020 (Rules of Interpretation) in Chapter 22.04 (Interpretation of Development Code Provisions): Allowable uses of land. If a proposed use of land is not specifically listed in Article II (Zoning Districts and Allowable Land Uses), the use shall not be allowed, except as follows: (1) Similar uses allowed. The [Community Development] Director may determine that a proposed use not listed in Article II may be allowed as a permitted or conditional use, or is not allowed. In making such a determination, the Director shall first find that: (a) The characteristics of, and activities associated with the proposed use are equivalent to those of o ne or more of the uses listed in the zoning district as allowable, and will not involve a greater level of activity, population density, traffic generation, parking, dust, noise or intensity than the uses listed in the district; (b) The proposed use will meet the purpose/intent of the zoning district that is applied to the site; and (c) The proposed use will be consistent with the goals, objectives and policies of the [1995/2013/2014] General Plan and any applicable specific plan” 2.2 City of Diamond Bar Municipal Code As authorized under Section 65851 of the CGC, “the legislative body may divide a county, a city, or portions thereof, into zones of the number, shape and area it deems best suited to carry out the purpose of this chapter. As specified in the Governor’s Office of Planning and Research’s (OPR) “General Plan Guidelines” (2017): “The development standards and uses specified for all land use categories in the zoning ordinance - density, lot size, height, and the like - must be consistent with the development standards and uses specified in the general plan’s text and diagram of proposed land use.” As further specified in a 1998 “legal opinion” offered by Daniel E. Lungren (former California District Attorney) and Gregory L. Gonot (former California Deputy District Attorney): As explained in Lesher Communications, Inc. v. City of Walnut Creek (1990): “Once a city has adopted a general plan, all zoning ordinances must be consistent with that plan, and to be consistent must be ‘compatible with the objectives, policies, general land uses, and programs specified in such a plan.’” A zoning ordinance is consistent with a general plan where, considering all of its aspects, the ordinance furthers the objectives and policies of the general plan and does not obstruct their attainment. In Lesher Communications, Inc. v. City of Walnut Creek, the court noted: “A zoning ordinance that is inconsistent with the general plan is invalid when passed and one that was originally consistent but has become inconsistent must be brought into conformity with the general plan. The planning and zoning law does not contemplate that general plans will be amended to conform to zoning ordinances. The tail does not wag the dog. The general plan is the charter to which the ordinance must conform.” As proposed, in order to change the range of allowable uses authorized thereupon and the corresponding development standards associated therewith, the Applicant seeks a GPA from “Professional Office (OP)” to “General Commercial” (C) and a zone change from “Light Industry (I)” to “Regional Commercial-Planned Development Overlay (C-3-PD).” Relative to the stated 8.1.a Packet Pg. 170 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-51 purpose of the “Light Industry (I)” and “Regional Commercial (C-3)” zoning districts, as specified in Section 22.10.020 (Purpose of Commercial/Industrial Zoning Districts) in Chapter 22.10 (Commercial/Industrial Zoning Districts) of the MC: C-3 (Regional Commercial) District. The C-3 zoning district is applied to areas appropriate for large-scale commercial uses serving residents and businesses within the region. The allowable floor area ratio for nonresidential development shall be from 0.25 to 1.00. The C-3 zoning district is consistent with the General Commercial land use category of the [1995/2013/2014] General Plan. I (Light Industry) District. The I zoning district is applied to areas appropriate for light industrial/manufacturing uses including research and development, office-based industrial uses in an “industrial park” setting, business support services, and commercial uses requiring larger sites than are available in the commercial zoning districts. The allowable floor area ratio for nonresidential development shall be from 0.25 to 1.00. The I zoning district is consistent with the Light Industrial land use category of the [1995/2013/2014] General Plan and intended to accommodate the need for emergency shelter and single-room occupancy housing identified in the City’s Housing Element. Pursuant to Section 22.06.040 (Zoning District Regulations) in Chapter 22.26 (Establishment of Zoning Districts; Adoption of Zoning Map) in Title 22 (Development Code) of the MC: “The uses of land allowed by this Development Code in each zoning district are identified in Tables 2-3 [Allowable Uses and Permit Requirements for Residential Zoning Districts], 2-5 [Allowable Uses and Permit Requirements for Office Zoning Districts], 2-6 [Allowable Uses and Permit Requirements for Commercial/Industrial Zoning Districts] and 2-8 [Allowable Uses and Permit Requirements for Special Purpose Zoning Districts] of this Chapter. . .Land uses that are not listed in the tables or are not shown in a particular zoning district are not allowed, except as otherwise provided by Section 22.04.020(h) (Rules of Interpretation-Allowable Uses of Land), or Section 22.02.030 (Exemptions from Development and Land Use Approval Requirements).” Section 22.10.030 (Commercial/Industrial District Land Use and Permit Requirements) states that “Tables 2-5 and 2-6 identify the uses of land allowed by this Development Code in the commercial and industrial zoning districts, and the land use permit required to establish each use, in compliance with Section 22.06.040 (Zoning District Regulations).” Applicable or potentially applicable portions of Table 2-5 (Allowable Uses and Permit Requirements for Office Zoning Districts) and Table 2-6 (Allowable Uses and Permit Requirements for Commercial Zoning Districts) are presented in Table 1 (Permitted and Conditionally Permitted Uses in the “Regional Commercial (C-3)” and “Light Industry (I)” Districts). The list of “permitted” (P) and “conditionally- permitted” (CUP) uses presented herein is not intended to be complete of all such uses. Absent any description thereof in the 1995/2013/2014 General Plan, relative to the City’s land- use policies, “overlay districts” are primarily addressed in Chapter 22.14 (Overlay Zoning Districts) in Title 22 (Development Code) of the MC. As specified in Section 22.14.020 (Purpose and Applicability of Districts) therein: (a) Purpose. The overlay zoning districts estab lished by this chapter provide guidance for development and new land uses in addition to the standards and regulations of the primary zoning districts, where important site, neighborhood, or compatibility issues require particular attention in project plan ning. 8.1.a Packet Pg. 171 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-52 Initial Study Table 1 PERMITTED AND CONDITIONALLY PERMITTED USES IN THE “REGIONAL COMMERCIAL (C-3)” AND “LIGHT INDUSTRY (I)” ZONING DISTRICTS Land Use Permit Requirements by District1 See Standard In MC Section C-3 I Adult-oriented business - CUP Section 22.42.020 Alcohol beverage sales – off-site P2 - Alcohol beverage sales – on-site MUP3 - Auto and vehicle sales/rental CUP - Auto parts sales P - Automatic teller machines (ATMs) P Bank and financial services P Bakery, retail P - Bars, cocktail lounges, and taverns CUP - Section 22.42.075 Bed and breakfast inn CUP - Business support services P - Child day care center CUP - Section 22.42.040 Computer services/network gaming center - CUP Section 22.42.253 Convenience store P P Drive-in and drive-through sales and services CUP - Emergency shelter - P Section 22.42.150 General retail store P - Grocery store P - Health/fitness center CUP - Hotels and motels P - Section 22.42.075 Medical services – clinics and labs P - Medical services - hospital CUP - Offices – accessory to primary use P - Offices – business and professional P - Personal services P - Personal services – massage establishments CUP - Section 5.08.070 Personal services – tattoo parlors P - Public safety facilities P P Religious places of worship CUP - Repair services P Restaurant P - Section 22.42.075 Restaurant with outdoor dining MUP3 - Section 22.16.070 Section 22.42.080 Retail sales - CUP Schools-Specialized education and training and non-degree -4 CUP Shopping center CUP - Single-room occupancy housing - C3 Section 22.42.160 Warehouse retail stores CUP - Notes: 1. P – “Permitted” use CUP – “Conditionally-permitted” use (uses authorized subject to a conditional use permit) MCUP – Minor conditional use permit 2. Shall be a minimum of 150 feet, measured from the nearest property lines, from any public or private elementary, middle or high school as defined by Education Code Section 49430 or any equivalent private school performing the function of such schools. 3. Appears to constitute an error or incomplete citation in the MC. 4. Educational classes/training programs as the primary use shall be limited to the second floor and above with approval of a CUP. Ancillary classes in conjunction with a permitted use shall require a CUP and be limited to 15 percent of a separately demised space occupied by a single tenant or 750 square feet, whichever is less. 8.1.a Packet Pg. 172 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-53 (b) Applicability. The applicability of any overlay zoning district to specific sites i s shown by the overlay zoning map symbol established by Section 22.06.020 (Zoning Districts Established), being appended as a suffix to the symbol for the primary zoning district on the zoning map (for example, RL -PD). The provisions of this chapter apply to proposed land uses and development in addition to all other applicable requirements of this Development Code. In the event of any perceived conflict between the provisions of this chapter and any other provision of this Development Code, this chapter s hall control. As further specified in Section 22.14.030 (Planned Development [PD] Overlay District) of the MC: (a) Purpose. Consistent with the [1995/2013/2014] G eneral Plan vision statement, the PD overlay zoning district provides for maximum flexibili ty in the site planning and design of residential, commercial, industrial/manufacturing and mixed use projects to encourage superior land use by means such as open space and public amenities. The PD overlay district may be applied to areas where site characteristics and environmental resources, adjacent land uses, or other community conditions may be benefited by site -specific planning or the design of structures that would not otherwise be allowed in the primary zoning district. (b) Applicability. The PD overlay zoning district may be combined with any residential, commercial/industrial, or special purpose zoning district established by Section 22.06.020 (Zoning Districts Established). (c) Allowed land uses. Any land use normally allowed in the primary zo ning district may be allowed within the PD overlay zoning district, except when the ordinance rezoning a site to the PD overlay includes specific limitations on allowable land uses. (d) Permit requirements. Conditional use permit approval (chapter 22.58) shall be required for all development proposed on a site subject to the PD overlay district. Changes of use in existing structures shall be subject to the land use permit requirements established by the primary zoning district. (e) Development standards. Approval of a conditional use permit within the PD overlay zoning district may include specific modifications to any of the City's development standards normally required by this article or article III (Site Planning and General Development Standards) inclu ding: Minimum lot area, setbacks, site coverage, floor area ratio, height limits, landscaping, or off -street parking. Proposed development and new land uses within the PD overlay shall comply with all other applicable provisions of this Development Code. The City’s “planned development” (PD) standards are specified in Chapter 22.32 (Planned Development Standards) of the MC. The purpose of that chapter “is to implement the planned development overlay zoning district by promoting quality design, innovative site planning, transfer of development rights, and mixed uses consistent with the goals and policies of the [1995/2013/2014] General Plan. The intent of the planned development standards is to promote high quality development that incorporates amenities beyond those expected under conventional development, to achieve greater flexibility in design, to encourage well-planned projects through creative and imaginative planning, and to provide for appropriate use of land that is sufficiently unique in its physical characteristics or other circumstances to warrant special methods of development” (Section 22.32,010, MC). As specified in Section 22.32.030 (Development Standards) of the MC: 8.1.a Packet Pg. 173 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-54 Initial Study (a) Allowable density/intensity . The number of allowable dwellings per parcel or the number of dwelling units per structure may exceed the number allowed within a particular residential zoning district provided the total number of units for the entire project does not exceed the limitations established by the general plan. The floor area ratio (FAR) allowed in a particular nonresidential zoning district may be increased when it can be demonstrated by the project proponent that a superior development will be achieved. (b) Setback requirements. Structure setbacks may deviate f rom the setback standards specified in this Development Code and shall conform to the approved development plan. (c) Lot coverage and floor area ratio. Lot coverage and floor area ratio of structures may deviate from the regulations of this Development Code and shall conform to the approved development plan. (d) Height limits. The height of structures may deviate from the height standards specified in this Development Code and shall conform to the approved development plan. (e) Parking requirements. The number and design of off -street parking areas may deviate from the parking standards specified in this Development Code and shall conform to the approved development plan. (f) Open space requirements . (1) In all residential developments, at least 30 percent of the gross property area shall be reserved for and devoted to landscaped and useable common open space area(s). (2) In all nonresidential developments, at least 20 percent of the gross property area shall be reserved for and devoted to landscaped and useable pedestrian-oriented open space area(s). Open spaces shall include plazas, courtyards, outdoor dining areas, and landscaped gardens. (3) Open space areas shall not be construed to include streets, whether public or private, off-street parking, access drives, and loading areas, or area(s) covered by structures. (4) The Commission may grant a modification, including a modification of any open space requirement, after considering the general purposes and nature of the planned development project. (g) Maintenance of common areas. An applicant for a planned development shall provide for the permanent maintenance of all common area(s) within the development. The applicant shall provide the following: (1) A plan showing all common areas and areas to be dedicated to/for public and/or private use; (2) Where the development consists of only one parcel, a plan for maintenance; and (3) Where the development consists of more than one parcel, covenants, conditions and restrictions (CC&R's) or an agreement in a form approved by the city attorney providing for the permanent maintenance of all common areas. The CC&R's or agreement shall be prepared by an attorney licensed to practice in the state. The development shall provide assistance to the residents of the subdivision in the formation of a homeowner's association for the purpose of maintaining common areas and enforcing CC&R's. (h) Development phasing. An applicant for a planned development shall submit a schedule indicating the development of open space related to the construction of residential dwelling units. Where development is to be completed in phases, the development may be coordinated between phases. Projects developed in phases shall be designed so that each successive phase will contain open space to independently qualify under the provisions of subsection (f), above. 8.1.a Packet Pg. 174 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-55 2.3 Existing Proximal Land Uses The project site is located to the north of and adjacent to the Pomona (SR-60) Freeway (Post Mile R22.97). As it crosses above Brea Canyon Road, westbound traffic traveling along the freeway mainline is located at an elevation approximately 30-feet higher than the elevation of the nearest portion of the project site. The freeway’s descending westbound off-ramp at Brea Canyon Road separates the project site from the freeway mainline. The freeway right-of-way is devoid of vegetation, offering a stark visual appearance when perceived from the Brea Canyon Road off-ramp, the overpass accommodating the ability of northbound traffic traveling along the Orange (SR-57) Freeway to unimpededly link to westbound travel on the Pomona (SR-60) Freeway, from the project site and from Brea Canyon Road. To the west, the project site abuts Brea Canyon Road. As indicated in the 1993/2013/2014 General Plan, Brea Canyon Road is identifies as a “Major Arterial,”29 noting that a “Major Arteria” has “either four or six lanes for through traffic and may contain additional lanes to accommodate turning movements, parking and bicycle traffic, all within a right -of-way of 100-120 feet.”30 In addition, the 1993/2013/2014 General Plan identified a shared “Class III” bicycle route along Brea Canyon Road.31 Similarly, as depicted in in the “Los Angeles County Bicycle Master Plan,” both Brea Canyon Road and Lycoming Street (east of Brea Canyon Road) are designated as “Class III” bicycle routes.32 Referencing the City’s “Recreational Trails and Bicycle Route Master Plan” (2001): Class II bikeways require a designated lane within the right-of-way for bicycle travel. This designated lane must match the flow of traffic and be a minimum of five feet in width. A number of Class II bikeways exist within the City and additional Class II bikeways are identified as having future potential for this designation. Brea Canyon Road – A Class II bikeway is proposed from the northern City limit to Pathfinder, a distance of 1.2 miles. This is a regional route and provides access to a number of facilities, including the Metrolink Train Station, and the Golden Springs and Pathfinder routes. South of Pathfinder on the west side (southbound) it is a combination of Class IIII for approximately 1.4 miles. 33 The proposed project includes no provisions or other accommodations for any improvements to existing or proposed bicycle facilities along the property’s Brea Canyon Road frontage. Further to the west, across from the project site, single-family homes, located along the eastern terminus of Moonlake Street (20948-20955 Moonlake Street. Diamond Bar) and Northhampton Street (20963-20975 Northhampton Street, Diamond Bar) (Tract No. 27394), back onto Brea Canyon Road. A 5 to 6-foot tall masonry block wall separates those homes from the Brea Canyon Road right-of-way. 29/ Op. Cit., City of Diamond Bar General Plan, Circulation Element, Figure V -2 (Circulation Element Roadway System). 30/ Ibid., Circulation Element, p. V-3. See also Housing Element, Table IV-7 (Road Improvement Standards), p. IV-14. 31/ Ibid., Circulation Element, Figure V-4 (Existing Designated Bicycle Routes), p. V-14 32/ Los Angeles County Department of Public Works (Alta Planning), County of Los Angeles Bicycle Master Plan, Final Plan, March 2012, adopted March 13, 2012, Figure 3-22 (East San Gabriel Valley Planning Area Proposed Bicycle Facilities). 33/ City of Diamond Bar, Recreational Trails and Bicycle Route Master Plan, Final Draft, May 8, 2001, pp. 30-31. 8.1.a Packet Pg. 175 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-56 Initial Study Continuing northward along Brea Canyon Road, north of the westerly extension of the project site (if extended westward across Brea Canyon Road) and south of Lycoming Street, is a private preschool and elementary school (Discovery World Preschool and Private Elementary School [801 Brea Canyon Road, Diamond Bar]). An outdoor play area, similar to a tot-lot, is located along the west side of the property. That Montessori school accommodates preschool and elementary-school age children ranging in age from under one (pre-kindergarten) through 5 years of age (kindergarten). Approximately 120 students attend the school year round. Hours of operate extend between 6:00 AM to 6:30 PM, Monday through Friday. School activities are typically limited to weekdays. Vehicular access is primarily provided via a driveway located along Brea Canyon Road. Traveling westbound on Lycoming Street, existing single-family homes align the south side of the street and a variety of office and warehouse-related uses align the north side of the street. Further to the west, located on the southwest corner of Lycoming Street and Glenwick Avenue, is Walnut Elementary School (841 Glenwick Avenue, Walnut). Walnut Elementary School is operated by the Walnut Valley Unified School District (WVUSD), providing public education for grades K-5 and accommodating approximately 670 students. Other schools in the general project area include the WVUSD’s South Pointe Middle School (20671 Larkstone Drive, Diamond Bar), located approximately 0.59 miles southwest of the project site, and Ron Hockwalt Academies (High School) (476 Lemon Avenue, Industry), located about 0.64 miles to the northwest of the project site. Along the east side of Brea Canyon Road, fronting along both Brea Canyon Road and Lycoming Street is “Farmer Boys Restaurant” (810 Brea Canyon Road, Diamond Bar). Although sharing a common property line, no shared vehicular or pedestrian access is presently provided or proposed. Along the northeast, the project site abuts an existing County flood control channel (PD 1445) (Diamond Bar Creek), separating the subject property from a number of single-family homes located along Dryander Drive (814-898 Dryander Drive, Diamond Bar) (Tract No. 33069). With the exception of two single-family residence (807 and 811 Dryander Drive, Diamond Bar) whose rear and side yards directly abuts the County flood control channel and separated therefrom only by the wide of that channel, Dryander Drive is a single-loaded cul-de-sac with homes located along the north and east sides of the roadway. Except for that home located at the corner when Dryander Drive transitions from an east-west to north-south roadway (814 Dryander Drive, Diamond Bar), because those residences front along Dryander Drive, the street right-of-way provides additional physical separation therefrom. The rear-yard areas of those properties are, at least in part, shielded therefrom based on the structures themselves. A number of additional single-family residences, located along Lycoming Street (21054-21110 Lycoming Street, Diamond Bar) back onto the County flood control channel and the rear-yard areas of those residences are separated from the project site only by the width of that channel. Both Lycoming Street and Dryander Drive terminate on the east near the City’s corporate boundaries with the City of Industry. No direct public access is provided at either location. Presented for informational purposes, the associated Los Angeles County Assessor’s parcel map associates with that neighborhood is included in Figure 13 (Existing Lycoming Street and Dryander Drive Neighborhoods - Assessor’s Parcel Map). The Industry Metrolink Station (600 Brea Canyon Road, Industry) is located approximately ½ mile to the north of the project site. No existing bus services or other public transit routinely operate along Brea Canyon Road, potentially linking the project site to that trail station. 8.1.a Packet Pg. 176 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-57 Figure 13 EXISTING LYCOMING STREET AND DRYANDER DRIVE NEIGHBORHOODS ASSESSOR’S PARCEL MAP Source: Los Angeles County Assessor 8.1.a Packet Pg. 177 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-58 Initial Study 2.4 Introduction to “Hotels” 2.4.1 Types of “Hotels” While often attributed to William Shakespeare (“A rose by any other name would smell as sweet”), in her 2013 poem “Sacred Emily,” Gertruda Stein famously wrote: “A rose is a rose is rose.” Although the City presently lumps together a diversity of dissimilar “residential premises” and “commercial premises” under a similar designation, what might be true with regards to a family of flowers is not necessarily true with regards to “hotels.” It cannot be said that “one size fits all.” As defined in Section 3.16.020 (Definitions) in Chapter 3.16 (Transient Occupancy Tax) in Title 3 (Revenue and Finance) of the Municipal Code, a “hotel” is defined as “any structure or any portion of any such structure, which is occupied or intended or designed for occupancy by transients for dwelling, lodging or sleeping purposes, and includes any hotel, inn, tourist home or house, motel, studio hotel, bachelor hotel, lodginghouse, roominghouse, apartment house, dormitory, public or private club, mobile home or house trailer at a fixed location, or other similar structure or portion thereof.” As defined therein, a “hotel” is not clearly definable as a single, entity but includes a wide range of physical structures, including, but not limited to, inns, tourist homes, motels, studio and bachelor hotels, lodging and rooming houses, apartments, dormitories, clubs, mobile homes and trailer when not at a fixed location. As noted in the City’s 1995 “Housing Element,” a single reference to “hotels” appeared in the context of the potential use of “commercial hotels or motels. . .to house the homeless.”34 Reference to “hotels” (of any type) does not again appear in later versions thereof. In citing that reference, it is not the Department’s intent herein to suggest or otherwise infer any such linkage. Additionally, it is not the purpose or intent of this CEQA document to define, on behalf of the Council or the Commission, the meaning of or what constitutes a “hotel” within the City. The information presented herein is intended to assist and support the deliberations of the Council and Commission with regards to the environmental review processes. Because the City’s definition of “hotels” and the guest accommodates associated therewith are not definable beyond that broadly sweeping definition, a more narrow description may allow a greater assessment of the potential environmental impacts associated therewith, avoid potential confusion with regards thereto, and, if so granted, facilitate the imposition of conditions associated with the “conditional use permit” (CUP) accompanying the “Planned Development (PD) Overlay District.” With regards to the proposed project, because parking and other standards associated with “hotel and motel” projects may directly link to the number, square footage, configuration, maximum authorized occupancy, and/or type of “guest rooms,” “rooms,” “suites,” and/or “units,” some definition thereof may be deemed appropriate by the Commission and/or Council. Of those terms, only “guest rooms” is explicitly defined in the 2016 CBC (“A room used or intended to be used by one or more guests for living or sleeping purposes,” Chapter 2 [Definitions], 2016 CBC). Although offering limited clarity, as defined in the 2016 CBC, “hotels” and “motels” are defined as “any building containing six or more guest rooms intended or designed to be used, or which are used, rented or hired out to be occupied, or which are occupied for sleeping purposes by guests” (Chapter 2 [Definitions], Part 2, Vol. 1). Although not determinative of all “hotel” types, the Institute of Transportation Engineer’s (ITE) “Trip Generation Manual, 9th Edition” (2012) provides peak-parking demand rates for various land 34/ City of Diamond Bar, City of Diamond Bar General Plan, July 25, 1995, Housing Element Glossary, p. II -B-3. 8.1.a Packet Pg. 178 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-59 uses based on empirical nationwide studies. The ITE has provided peak-parking generation rates for five categories of lodgings, including hotels (Land Use Code 310), all-suites hotels (Land Use Code 311), business hotels (Land Use Code 312), motels (Land Use Code 320), and resort hotels (Land Use Code 330). Excluding “motels” and “resort hotels,” the following descriptions are presented therein: Hotel (ITE Land Use Code 310). “Hotels are places of lodging that provide sleeping accommodations and supporting facilities such as restaurants, cocktail lounges, meeting and banquet rooms or convention facilities, limited recreational facilities (pool, fitness room), and/or other retail and service shops.” All-suites hotel (ITE Land Use Code 311). “All suites hotels are places of lodging that provide sleeping accommodations, a small restaurant and lounge and small amounts of meeting space. Each suite includes a sitting room and separate bedroom; limited kitchen facilities are provided within the suite.” “All-suites hotels” are not assumed to be synonymous with “extended-stay hotels” (also referred to as “serviced apartments” and “apartment hotels” [apart-hotel]). To the extent that they authorize consecutive occupancy extending for 30 days or more, “extended-stay hotels” combine the service-related aspects of transient lodgings while providing the longevity available in residential apartments (“residential hotels”). Business hotel (ITE Land Use Code 312). “Business hotels are places of lodging aimed toward the business traveler. These hotels provide sleeping accommodations and other limited facilities, such as a breakfast buffet bar and afternoon beverage bar (no lunch or dinner is served and no meeting facilities are provided). Each unit is a large single room. Business hotels provide very few or none of the supporting facilities provided at hotels or suite hotels and are usually smaller in size.” The Applicant has represented the proposed project as inclusive of a business hotel. As defined in Section 50519(b)(1) the H&SC: “’Residential hotel’ means any building containing six or more guest rooms or efficiency units, as defined by Section 17958.1, intended or designed to be used, or which are used, rented, or hired out, to be occupied, or which are occupied, for sleeping purposes by guests, which is also the primary residence of those guests, but does not mean any building containing six or more guest rooms or efficiency units, as defined by Section 17958.1, which is primarily used by transient guests who do not occupy that building as their primary residence.” As defined in Section 17958.1 of the H&SC: “Notwithstanding Sections 17922, 17958, and 17958.5, a city or county may, by ordinance, permit efficiency units for occupancy by no more than two persons which have a minimum floor area of 150 square feet and which may also have partial kitchen or bathroom facilities, as specified by the ordinance. In all other respects, these efficiency units shall conform to minimum standards for those occupancies otherwise made applicable pursuant to this part. Efficiency unit, as used in this section, has the same meaning specified in the Uniform Building Code of the International Conference of Building Officials, as incorporated by reference in Chapter 2-12 of Part 2 of Title 24 of the California Code of Regulations.” In what appears an inconsistent application of the City’s zoning provisions, in that it may constitute a “residential premise” and not a “commercial premise” “single-room occupancy housing” (SRO) is identified as a “conditionally-permitted” use in the “Light Industrial (I)” district but neither a 8.1.a Packet Pg. 179 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-60 Initial Study “permitted” nor a “conditionally-permitted” use in the “Regional Commercial (C-3)” district. SROs constitutes a type of “residential hotel” where single rooms (dwelling units) are rented for sleeping purposes for more than thirty (30) days and may be used by individuals as their primary residence during the term of their occupancy. As defined in Section 22.42.160 (Single-Room Occupancy Housing) of the MC: Single-room occupancy housing shall conform to the following standards: (i) The minimum size of a unit shall be 150 square feet and the maximum shall be 375 square feet, which may include bathroom and kitchen facilities, and shall be limited to maximum two persons per unit. (ii) Each unit shall be provided a kitchen sink with a garbage disposal, serviced with hot and cold water, and a counter top measuring a minimum of 18 inches wide by 24 inches deep. If each individual unit is not provided with a minimum of a refrigerator and a m icrowave oven, a complete kitchen facility consisting of a range, sink with garbage disposal, and refrigerator shall be provided on each floor of the structure for residents. (iii) For each unit a private toilet in an enclosed compartment with a door shall be provided. This compartment shall be a minimum of 20 square feet. If private bathing facilities are not provided for each unit, shared shower or bathtub facilities shall be provided at a ratio of one for every seven units. The shared shower or bathtub f acility shall be on the same floor as the units it is intended to serve and shall be accessible from a common area or hallway. Each shared shower or bathtub facility shall be provided with an interior lockable door. (iv) Twenty-four-hour on-site management shall be provided at an SRO. The applicant shall provide a copy of the proposed rules and residency requirements governing the SRO. The management shall be solely responsible for the enforcement of all rules that are reviewed and approved by the city as p art of the conditional use permit. (v) A management plan to address operations, safety and security and building maintenance shall be submitted to the director of community development for review and approval prior to issuance of certificate of occupancy. In describing occupancy, individuals residing in SROs are not characterized as “transients.” Because SROs constitute a “conditionally-permitted” use in the “Light Industrial (I)” district, to the extent that a SRO is a “residential hotel,” other types of “residential hotels” would also constitute “conditionally-permitted” uses therein. Like SROs, “residential hotels” are neither “permitted” nor “conditionally-permitted” use in the “Regional Commercial (C-3) district. A “condominium hotel” (or con-hotel) is also a form of “residential hotel” where some or all the rooms have been legally transformed into condominium units which are sold to purchasers and where it is intended that the condominium units will be part of the hotel’s rooms inventory to be rented to the public and operated by the hotel management. A con-hotel is a development that has the outward appearance and amenities of a traditional hotel but whose rooms (units) may be sold as individual condominium ownerships. Owners of these condo units can use them for varying lengths of time or allow hotel management to rent the units to the general public. Owners receive a share of the rental proceeds. Because hotel condominium units are individually owned and subject to no or varying length-of-stay restrictions, they constitute a quasi-residential land use, with the possibility of functioning part time as overnight visitor-serving accommodations. Under the tax code provisions governing con-hotels, owners can occupy their units for up to 90 days in any given year. The “owners,” “tenants,” and “occupants” of a con-hotel are, therefore, not characterized as “transient.” 8.1.a Packet Pg. 180 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-61 As specified in Section 8.16.020 (Definitions) in Title 8 (Health and Safety) of the MC: Residential premises or residential property means premises upon which dwelling units exist, including, without limitation, single-family dwellings, multi-family dwellings requiring residential solid waste containers (carts) to accommodate the waste generated on the premises, apartments, boarding or rooming houses, condominiums, mobile homes, efficiency apartments, second units, and group homes on residential premises (as that term is defined in Title 22 of this [Municipal] Code). Notwithstanding any provision to the contrary herein, in the Diamond Bar Municipal Code, or otherwise, for purposes of this chapter, premises upon which the following uses are occurring shall not be deemed to be residential premises, and rather shall be deemed to be commercial premises: Assisted living facilities, convalescent homes, dormitories, extended stay motels, hotels, motels, and any other businesses not specifically listed at which residency is transient in nature and hence should be classified as commercial premises as determined by city on a case by case basis. Because occupancy is authorized for a term greater than 30 days, in accordance therewith, both a “residential hotel” (inclusive of SROs) and a “condominium-hotel” may be deemed a “residential premise” and not a “commercial premise”; therefore, based on the exclusion of all residential uses (except for SROs) from the list of “permitted” or “conditionally-permitted” use in the “Regional Commercial (C-3)” zoning district, both SROs and condo-hotels do not appear to constitute “hotels” within the meaning and intent of Table 2-6 (Allowable Uses and Permit Requirements for Commercial Zoning Districts), as referenced in Section 22.10.030 (Commercial/Industrial District Land Use and Permit Requirements) of the MC, and would not appear to constitute eligible uses on the project site, based on the proposed change in the zoning designation from “Light Industrial (I)” to “Regional Commercial (C-3).” The two readily definable distinctions between “residential hotels” (as “residential premises”) and other hoteliers (as “commercial premises”) is the distinction between a “dwelling unit” and a “hotel room.” A dwelling unit (whether in a house, apartment, houseboat, trailer, or “residential hotel”) can serve as a person’s “principal” or “primary residency” (e.g., legal residence for the purpose of income tax). Since a person can have only one such residency for tax purposes, any other location where that person resides constitutes a “secondary residency.” Additionally, in a “residential hotel” guests are not restricted to stays of 30 consecutive days or less. In contrast, in all other types of “hotels,” tenancy cannot exceed 30 consecutive days in any 30-day period. In a “residential premise,” the allowable density (typically measures in dwelling units per acre) plays an important role in determining the nature of the resulting development. As specified in Section 21.30.120 (Residential Density) in Chapter 21.30 (Subdivision Design and Improvement Requirements) of the MC: “The maximum number of dwelling units permitted within a proposed subdivision shall not exceed the density established by the general plan for the site or the maximum number of dwelling units permitted by the applicable zoning district, and may be further restricted by considerations of safety, traffic access or circulation, the slope of the natural terrain, the physical suitability of the site, the nature or extent of existing development, the availability of public facilities, utilities, or open spaces or any other provision of this title.” In a “commercial premise” density is not determined by the number of “hotel” rooms authorized under the 1995/2013/2014 General Plan or MC but by floor-area-ratio (FAR). As a result, subject only to any height, bulk, setback, and parking standards established for each qualifying land-use designation, absent minimum room standards and any associated CUP requirements (where applicable), the number of allowable hotel rooms allowable is not regulated by the City. 8.1.a Packet Pg. 181 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-62 Initial Study Using a similar density formulate as might be applied to a multi-family housing project, hotel density might be simply estimated by comparing the lot size (measured in square footage or acreage) and the number of guest rooms being proposed. Since the City has neither adopted a hotel density standard nor a formula for its derivation, there exists no basis against which to compare either the proposed 83/guest rooms per gross acre (109 guest room / [21,982 gross square feet / 43,560 gross square feet per acre] = 216 guest rooms / gross acre) or the 202 square feet of land area per guest room (21,982 gross square feet / 109 guest rooms = 202 square feet / guest room) density associated therewith. Based on the proposed subdivision, these density calculations are based solely to the building’s footprint and are not inclusive of any portion of the larger 200,161 gross square foot common area and reciprocal access agreement (Lot 4) comprising the majority of the project site. In addition, unlike residential development projects, “hotels” include both large amounts of interior space accessible to the public (public space) and interior (back-of-house) areas required to support and maintain the individual guest rooms and their occupants. In the calculation of residential densities, the accompanying leasing offices and recreational centers provided therewith are not included in the establishment of guest room densities. More complexity exists in the calculation of guest room density if the measurement of that density is derived by first subtracting from the equation public and back-of-house areas from the building space assignable to guest rooms. For example, net room sizes typically vary based on the categorization of the hotel. As indicated in “The Cornell School of Hotel Administration on Hospitality: Cutting Edge Cutting Edge Thinking and Practices” (2011), “While an economy hotel may have only 420 square feet (30 square meters) of gross hotel area for guest rooms, a resort hotel may have almost double the area of 780 square feet (72 square meters). The reason for the size difference is twofold. First, the resort’s guest rooms themselves are 30 percent bigger (390 net square feet v. 300 net square feet). Second, the resort has a much larger percent of the overall program devoted to public areas and back-of-house areas (10 percent of total hotel gross area for an economy hotel versus 30 percent for a resort hotel).”35 Relative to the spatial allocation between guest rooms and common and back-of-house areas, Table 2 (General Assumptions Concerning Allocation of Hotel Space) presents general assumptions relating to different “hotel” types. Any density limit established by the City based solely on the relationship between the number of guest rooms and the total lot area might influence room sizes, either increase or decrease the size and type of accompanying common areas and amenities, and limit the category of “hotels” that might otherwise elect to locate within the City. Table 2 GENERAL ASSUMPTIONS CONCERNING ALLOCATION OF HOTEL SPACE Hotel Type Number of Guest Rooms1 Percentage of Total Hotel Area Guest Room Public Area Back-of-House Motel and Economy Hotel ˂100 90 5 5 All-Suites Hotel 100-200 80 12 8 Urban Business Hotel 100-300+ 75 14 11 Resort 100-500 70 16 14 Convention Hotel 300-1,000+ 65 20 15 Note: 1. The number of guest rooms per hotel depends on local market conditions and shows a large variation from country to county. The space allocations (percentages) remain largely the same worldwide. Source: The Cornell School of Hotel Administration on Hospitality 35/ Sturman, Michael C., Corgel, Jack B., and Vema, Rohit (eds.), The Cornell School of Hotel Administration on Hospitality: Cutting Edge Cutting Edge Thinking and Practices, 2011. 8.1.a Packet Pg. 182 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-63 2.4.2 Hilton Hampton Inn and Suites As proposed, the proposed hotel component is identified as a Hilton® affiliated property. “Hampton by Hilton”® (Hampton) is one of 14 Hilton-affiliated brands. In addition, other registered trademarks, includeto Hilton Hotels & Resorts, Waldorf Astoria Hotels & Resorts, Conrad Hotels & Resorts, Canopy by Hilton, Curio Collection by Hilton, DoubleTree by Hilton, Tapestry Collection by Hilton, Embassy Suites by Hilton, Hilton Garden Inn, Tru by Hilton, Homewood Suites by Hilton, and Hilton Grand Vacations. Hilton®, like other hotel, categorizes its hotels by brands, each with distinct characteristics to market to a certain kind of traveler. While not necessarily indicative of the proposed hotel, the Hilton® website includes the following general description of its Hampton brand: “As the No. 1-ranked lodging franchise for the past nine years, according to Entrepreneur®, Hampton by Hilton, including Hampton Inn by Hilton and Hampton Inn & Suites by Hilton, serves value-conscious and quality-driven travelers with more than 2,345 properties and more than 238,000 rooms in 21 countries and territories. High-quality accommodations and amenities, such as complimentary Wi-Fi, free hot breakfast, and On The RunTM breakfast bags, contribute to Hampton by Hilton ranking as a leader in its segment.” A general brochure describing Hampton by Hilton is included herein as Appendix C (“Hampton by Hilton” Brochure). Most Hampton by Hilton hotels operate under the terms of a franchise agreement and are subject to the terms of that agreement. In accordance therewith, franchisees typically commit to specific design and development obligations conforming to published “brand standards.” Those brand standards typically include detailed design, management, training, marketing, and operating requirements. Although “Hampton Brand Standards – United States” (2015) are available to all franchisees, those standards are not presented herein since they are neither enforceable nor supersede City standards. In general hotel parlance, a “suite” is generally indicative of a kitchen or kitchenette, including the hotel operator’s provision of kitchenware in each guest room. 2.4.3 “Accessory Retail Uses” As noted in Section 22.14.030 (Planned Development [PD] Overlay District) of the MC: The PD overlay district may be applied to areas where site characteristics and environmental resources, adjacent land uses, or other community conditions may be benefited by site-specific planning or the design of structures that would not otherwise be allowed in the primary zoning district. The standard of “may be benefited” would appear to constitute a relatively low standard since the nature of that “benefit” is left undefined and no manner of quantification is suggested. As such, any declaration of “benefit” by the project proponent would appear to constitute that standard. Independent of whether a MC-compliant or alternative standard is applied, the physical manifestation of that standard and the potential presence of any consequential significant environmental effects warrants consideration under CEQA. Besides the provision of in-room sleeping facilities, kitchens (kitchenettes), and common areas providing a range of recreational amenities (e.g., swimming pool and weight rooms), many hotels provide additional amenities and services for their guests (e.g., self-serve laundries, meeting rooms). In addition to a wide-range of possible commercial amenities, hotel projects can constitute 8.1.a Packet Pg. 183 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-64 Initial Study a foundation for or a key component of a mixed-use or multi-use center, containing both lodging and other uses, including conference facilities, restaurants, nightclubs, health/fitness clubs, and specialty shops (e.g., gift and souvenir shops) that could benefit from any synergistic relationship thereto. Those uses could exist under either a shared roofline or occur independent therefrom but proximal thereto. It has been reported that 72 percent of new hotel development nationwide consist of “limited- service” hotels of “upper midscale” and “upscale” brands. “Upper midscale” and “upscale” are hospitality industry terms referring to average daily room rates that fall on a spectrum of “economy” to “luxury.” A “limited-service” hotel means fewer amenities, such as having a bar rather than a full restaurant. In contrast, a “full-service” hotel offers a full slate of such amenities, such as restaurants, fitness centers, and event spaces.36 Because the term “hotel” is used generically in the Municipal Code, unspecified is whether the City’s definition is restricted to a “no-service” facility or is intended to encompass “limited-service” and/or “full-service” facility. Because CUPs “runs with the land,” unless so conditioned and defined, both the service level and the nature of any “accessory retail uses” associated with the proposed hotel could transition over time. As defined by U.S Hotel Appraisers: Limited-Service Hotels. Originally defined as a hotel without restaurant or banquet facilities, the services and amenities offered to guests of limited-service hotels are typically simple. However, these services and amenities have expanded over the past decade, and in today’s market a limited-service hotel’s range of amenities might include a business center, a fitness room, a guest laundry facility, a market pantry, an indoor and/or outdoor pool and whirlpool, and small meeting rooms. “Budget” limited-service hotels offer no-frills rooms at modest prices. More robust limited-service hotels offer many of the same high- quality amenities that guests would expect from full-service hotels, with one significant difference: limited-service hotels lack a dedicated, revenue-producing food and beverage component. Hence, limited-service hotels typically have the lowest operating costs of all three segments because they don't offer catering services or multiple restaurants. Room rates are typically on the lower end of the scale as well, because demand for limited-service properties generally comes from price-sensitive commercial and leisure travelers. Full-Service Hotels. The most distinguishing feature of a full-service hotel is the abundant provision of food and beverage services suitable for both guests and groups. Full-service hotels, unlike hotels in other segments, typically play a significant role in servicing the meeting and special events needs in their market area. On-site restaurants, lounges, and group meeting spaces with banquet facilities are the cornerstones of the full-service offering. Selective amenities such as spas, elaborate banquet rooms, doormen, valet parking, extended room service, concierge services, and high-end restaurants and boutiques distinguish many full-service properties. These multiple services and amenities come at a higher operational cost for the full-service hotel but they also help the hotel capture more selective demand and command a higher average rate. Groups requiring meeting space are a significant source of business for full-service properties, as are business travelers willing to pay the higher room rates generally charged at these hotels. Leisure and vacation travelers, especially at the upscale and luxury levels, are also a significant market for many full-service hotels. In all cases, full-service hotel guests seek the extra amenities and service levels found only at these properties.37 36/ Ruch, John, Why Hotels are Often in the Mix of Local Mixed Use Projects, Reporter Newspapers, February 20, 2018. 37/ U.S Hotel Appraisers (http://www.ushotelappraisals.com/services/hotel-asset-classes-full-service-hotels/). 8.1.a Packet Pg. 184 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-65 As indicated in the CEC’s “2016 Nonresidential Compliance Manual for the 2016 Building Energy Efficiency Standards” (January 2017): The design of a hotel or motel is unique in that the design must incorporate a wide variety of occupancies and functions into one structure. The occupancies range from nonresidential occupancies to hotel/motel guest rooms. Design functions that affect guests range from the “experience of arrival” created through the main lobby's architectural features to the thermal comfort of the guest rooms. Other functions that hotel/motel designs must address include restaurants, kitchens, laundry, storage, light assembly, outdoor lighting, sign lighting, and other items that are necessary to the hotel/motel function. In short, these structures can range from simple guest rooms with a small office, to a structure encompassing a small city.38 As further indicated in Section 100.1 of the California Energy Commission’s (CEC) “2016 “Building Energy Efficiency Standards for Residential and Nonresidential Buildings” (Title 24, Part 6, CCR) (June 2015) (2016 BEES), a “hotel/motel” is defined as: A building or buildings that has six or more guest rooms or a lobby serving six or more guest rooms, where the guest rooms are intended or designed to be used, or which are used, rented, or hired out to be occupied, or which are occupied for sleeping purposes by guests, and all conditioned spaces within the same building envelope. Hotel/motel also includes all conditioned spaces which are (1) on the same property as the hotel/motel, (2) served by the same central heating, ventilation, and air-conditioning system as the hotel/motel, and (3) integrally related to the functioning of the hotel/motel as such, including, but not limited to, exhibition facilities, meeting and conference facilities, food service facilities, lobbies, and laundries. In describing the treatment of accessory and incidental uses, the 2016 CBC noted: Accessory Occupancies. The 2016 CBC allows spaces that would normally be required to be separated from other occupancies by fire-resistive walls and ceiling/floor assemblies to omit these rated separations provided that they qualify as accessory occupancies. A space may qualify as an accessory occupancy if it meets all of the following criteria: (1) Accessory space shall not be more than 10 percent of the area of any floor; (2) The aggregate area of all accessory spaces in the building shall not exceed the base allowable area for non- sprinklered buildings listed in Table 506.2 without increases due to the presence of sprinklers or frontage; (3) The space is ancillary to, directly associated with, functionally interdependent upon, and under the direct control of the main use and would not otherwise take place independently; (4) The room is used for purposes or by persons who are expected to be associated with the main use of the building; (5) The space is not used for a purpose that could reasonably be expected take place independent of the main use; and (6) The space is occupied outside of the regularly scheduled hours of use for the rest of the facility. For purposes of calculating allowable area only, accessory occupancies are treated as the main occupancy they are accessory to; for all other purposes (such as sprinkler and alarm requirements, egress, maximum stories) they retain their original occupancy classification (Section 508.2, 2016 CBC). 38/ California Energy Commission, 2016 Nonresidential Compliance Manual for the 2016 Building Energy Efficiency Standards, January 2017, Section 1.7.8. 8.1.a Packet Pg. 185 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-66 Initial Study Incidental Uses. The 2016 CBC recognizes that some spaces in a building are inherently more hazardous than others and requires that they be appropriately separated from other spaces with rated construction, protected by fire sprinklers, or both. Incidental uses shall be protected as required in Table 509 even if they would otherwise qualify as an unseparated accessory space. Where the option is available to provide sprinkler protection in the place of rated construction, construction shall still be capable of resisting the passage of smoke (Section 509). Unlike accessory uses, incidental use spaces assume the occupancy of the part of the building they are located in and are not given an occupancy classification based on the use they most closely match from the list in Section 302.1. The aggregate area of incidental use spaces shall not be more than 10 percent of the area of the story they are located in. Where they do exceed this limit, they shall be treated as separated occupancies and be provided with the protection and/or separation as required by Table 509 or 508.4, whichever is greater As defined in Section 22.80.020 (Definition of Specialized Terms and Phrases) in Chapter 22.80 (Definitions) in Title 22 (Development Code) of the MC, “accessory retail uses” are defined as the “retail sales of various products (including food) in a store or similar facility that is located within a health care, hotel, office, or industrial complex for the purpose of serving employees or customers, and is not visible from public streets. These uses include pharmacies, gift shops, and food service establishments within hospitals; convenience stores and food service establishments within hotel, office and industrial complexes.” As expressly defined therein, “hotels and motels” can include “accessory guest facilities such as swimming pools, tennis courts, indoor athletic facilities, accessory retail uses, etc.” As illustrated in the proposed site plan, the incorporation of a “treats shop” suggests the presence of a use potentially approximating a small “convenience store” where packaged food items, beverages, and other sundries, toys, and souvenirs can be purchased. As proposed, based on the limited size (assumed to be less than 100 square feet) of that space and because it would primarily serve “hotel” guests, unless that or another accessory retail use where to expand beyond the confined illustrated therein, no accompanying exterior signage is assumed and, notwithstanding the additional parking requirements specified for “accessory retail uses” in Table 3-10 (Parking Requirements by Land Use and Use Type), as referenced in Section 22.30.040 (Number of Parking Spaces Required), no separate parking requirements relating solely thereto have been identified by the Applicant or, in its present form and configuration are presently suggested by the Department. As proposed, as currently configured and operating under the same roofline, the “hotel” (Lot 3) does not include an accompanying restaurant, nightclub, specialty shop, or large-scale convenience store. Although Lot 1 (47,828 square-foot general office and medical office building) and Lot 2 (8,900 square-foot medical office building) are presently proposed as general and medical office buildings, the Applicant could seek subsequent City approval to convert one or both of those buildings, or some portions thereof, to non-office-related uses more complementary to the functionality and promotion of a “hotel” project (incorporating other “accessory retail uses”), thus potentially altering the character and characteristic of the proposed project’s “hotel” component. Additionally, “ownership,” “tenancy,” and “occupancy” of the proposed project is not limited only to general and medical office uses. As noted in Table 2-6 (Allowable Uses and Permit Requirements for Commercial Zoning Districts), support services [unspecified], convenience store, restaurant, and personal services [unspecified referenced in Section 22.10.030 (Commercial/ Industrial District Land Use and Permit Requirements) of the MC, a wide range of 8.1.a Packet Pg. 186 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-67 “permitted” uses (e.g., off-site alcohol beverage sales, business]) are authorized within the “Regional Commercial (C-3)” zoning district. Whether or not categorizes as “accessory retail uses,” other retail, financial, and service-related uses could operate on the project site in addition to or in lieu of those general or medical office uses now indicated by the Applicant. 3.1 Introduction CEQA defines a “project” to mean “the whole of an action, which has a potential for resulting in either a direct physical change in the environment, or a reasonably foreseeable indirect physical change in the environment” (Section 15378, State CEQA Guidelines). The State CEQA Guidelines further states that "[a]n indirect physical change in the environment is a physical change in the environment which is not immediately related to the project, but which is caused indirectly by the project. If a direct physical change in the environment in turn causes another change in the environment, then the other change is an indirect physical change in the environment” (Section 15064[d][2], State CEQA Guidelines). CEQA defines “effects” as inclusive of both “direct or primary effects” and “[i]ndirect or secondary effects which are caused by the project and are later in time or farther removed in distance, but are still reasonably foreseeable” (Section 15358[a][2], State CEQA Guidelines). To the extent that the proposed project removes, reduces, or otherwise modifies existing development standards within the City, thus allowing for an increase in the size, bulk, and height of any improvements located thereupon above those standards currently in place and/or allows for the introduction of land uses not otherwise authorized thereupon, those actions might otherwise be exempt from CEQA unless the development resulting therefrom and the property or properties so effect and any reasonably foreseeable consequence of those regulatory actions can be identified. With regards to the proposed action, the physical attributes of the proposed project addressed herein are confined to those that have the potential to elevate to a level of significance under CEQA. Those which do not are either not addressed or not addressed to the same level of analyses. Here, the Applicant has submitted a formal development application with the Department requesting the City’s authorization to subdivide an existing 5.73-acre property, including receipt of such additional discretionary permits and approval as may be required for the purpose of constructing and operating a 3-story, 47,828 square-foot general and medical office building, a separate single- story 8,900 square-foot medical office building, and a 4-story, 61,743 square-foot, 109-room hotel (Hilton Hampton Inn & Suites) thereupon. The issuance of building and associated permits for the construction of those uses is generally seen as ministerial actions and, therefore, exempt from CEQA. In contrast, the land-use entitlements that must be in place prior to the issuance of those permits constitute discretionary actions and are subject to CEQA. The CEQA process parallels the entitlement process but, except at the point when the CEQA lead agency’s decision-making body is considering taking action on a non-exempt project, is relatively independent thereof. As such, with the primary purpose of disclosing to the public the potentially significant environmental impact associated with a proposed discretionary project, CEQA compels government agencies at all levels to make informed decisions with the environmental consequences of those actions in mind. 3.0 PROJECT DESCRIPTION 8.1.a Packet Pg. 187 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-68 Initial Study In general, for descriptive purposed, the proposed project can be described as comprised two separate but interconnected components. The first component relates to the proposed regulatory changes to the City’s existing development policies and associated standards governing the use of the project site and the intensity of development thereupon that are under consideration and that are required for any construction activities that might follow therefrom, including a determination whether those changes are reasonably linked to physical changes to the environment which are subject to CEQA analysis. The second component is the actual physical development that those changes presage, including the subsequent construction and operation of the proposed project. Although no representation is made as to which type of developer the Applicant may be, some developers divorce the process of seeking the requisite land-use entitlement from the later development itself. With the requisite entitlements in hand, the development may then attempt to secure a site user who, either independently or in combination with the development, proceeds to “build-to-suite” based on the precise specifications of that end user. Even if not the developer’s initial intent, because the presence of a committed end user enhances financing options, separate parties may often be involved in the securing of requisite entitlements and proceeding with the construction. With regards to the proposed project, the only discretionary entitlement now being sought that specifies a precise building configuration and square footage, but does not limit the range of land uses otherwise authorized thereupon, is the City-issued “development review.” As specified in Subsection “(a)” in Section 22.48.030 (Application, Processing, and Review) in Chapter 22.48 (Development Review) of the MC: “Development review and administrative development review applications for projects that also require the approval of another discretionary permit (e.g., conditional use permit, variance, etc.) shall be acted upon concurrently with the discretionary permit and the final determination shall be made by the highest level of review authority in compliance with Table 4-1, Review Authority. The review authority may approve, or approve with conditions, the permit based upon the findings outlined in Section 22.48.040 (Findings and Decision).” With regards to any changes thereto, as authorized in Section 22.66.060 (Changes to an Approved Project) in Chapter 22.66 (Permit Implementation and Time Extension) of the MC: A development or new land use authorized through a temporary use permit, administrative development review, development review, minor variance, variance, minor conditional use permit or conditional use permit shall be established only as approved by the review authority and subject to conditions of approva l, except where changes to the project are approved in compliance with this section. An applicant shall request desired changes in writing, and shall also furnish appropriate supporting materials and an explanation of the reasons for the request. Changes m ay be requested either before or after construction or establishment and operation of the approved use. If the matter originally required a noticed public hearing, the review authority shall hold a public hearing on the requested change(s), and give notice , in compliance with chapter 22.72 (Public Hearings). (1) Minor changes. The director may authorize minor changes to an approved site plan, architecture, or the nature of the approved use if the changes: (a) Are consistent with all applicable provisions of this Development Code and the spirit and intent of the original approval; (b) Do not involve a feature of the project that was a basis for findings in a negative declaration or environmental impact report for the project; (c) Do not involve a feature of th e project that was specifically 8.1.a Packet Pg. 188 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-69 addressed or was a basis for conditions of approval for the project or that was a specific consideration by the review authority (e.g., the director, hearing officer, commission, or council) in the approval of the permit; an d (d) Do not result in an expansion of the use. (2) Major changes. Major changes involve features described in Subsections (1)b. and (1)c. (Minor changes), above, and shall only be approved by the review authority through a new entitlement application or modification, processed in compliance with this Development Code. Subject to the precise nature of all associated project -related entitlements and any City-imposed provisions, conditions, mitigation measures, and other stipulations associated therewith, operating within the parameters associated therewith, any future revisions to the current development review application could be deemed a “minor change” thereto. Subject to a subsequent determination, a change in tenancy, the introduction of other “permit ted” uses, a reconfiguration of the proposed structures, and the transference of square footages there between would not appear to predicate a “major change.” Independent of the resulting development, unless otherwise conditioned, if subsequently approved or conditionally approved by the City, the resulting use of the project site would be regulated by the land-use entitlements which include or which may include, but may not be limited to, the approval of a tentative parcel map and the tentative condominium map, the amendment to the land-use policy map accompanying the 1995/2013/2014 General Plan, the amendment to the City’s Official Zoning Map, the approval of a CUP, design review, the issuance of a shared parking permit, and the approval of a comprehensive signage program. In that context, the potential direct impacts attributable to the proposed project relate to the “direct physical changes” (Section 21065, CEQA; Sections 15060, 15064, and 15358, State CEQA Guidelines) that the project would predicate. If reasonably foreseeable, the proposed project’s potential indirect impacts would include, but may not be limited to, and changes thereto that might have the potential to increase or otherwise alter the nature or severity of those direct impacts. As specified in Section 15162.2(b) of the State CEQA Guidelines, “energy impacts” have been listed as a potential area of inquiry under CEQA. With regards to building height, subject, in part, to placement on the property, tall buildings have a greater propensity to both cast shadows on public spaces and intrude on the privacy of adjacent properties than shorter buildings. Unlike vegetation which can be trimmed or initially selected to minimize the casting of off -site shadows, structures can create immovable conditions that may have long-term implications affecting off- site receptors. Structures that create lasting impacts on adjoining uses could limit the ability of those adjoining uses to utilize solar or other renewable energy sources. With regards to MC-imposed parking requirements, minimum parking standards for general and medical office uses are substantially different. The minimum parking standard for a medical office use is defined as one parking space for each 250 square feet of gross leasable floor area. In contrast, the minimum parking standard for a general office use is one space for each 400 square feet of gross leasable floor area. Office leasing practices suggest that a synergy can develop in a dedicated medical office park in which a diversity of complementary health-related practices coexist. Assuming a shared reciprocity, doctors and other professionals in non-competitive medical practices may refer their patients to practitioners in other fields (e.g., such as a dentist’s referral to an optometrist) operating within the same facility under the assumption that a similar referral may also come their way. 8.1.a Packet Pg. 189 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-70 Initial Study Independent of the Applicant-specified distribution between general and medical office square footages, the Applicant has previously expressed to the Department a desire to maximize the development of medical office uses on the project site and has expressly stated that a single medical tenant has been identified or may reasonably be identified to occupy the entirety of the proposed 56,728 gross leasable square footage. The Department has further assumed that the office condominium plan provided by the Applicant remains subject to change, such that either a greater or lesser number of office condominiums may be developed on the project site. Even though minimum parking requirements for certain uses (e.g., fast-food restaurants) may exceed the one space per each 250 square feet of gross leasable floor area assumed herein, that CEQA-based assumption is not intended to limit the range of “permitted” uses that could operate on the project site in accordance with Section 22.10.030 (Commercial/Industrial District Land Use and Permit Requirements) of the MC. Should a subsequent “owner,” “tenants,” or “occupant” seek the City’s authorization to operate a “conditionally-permitted use” thereupon, to the extent that the minimum parking requirement for that use were to exceed the square feet-based assumptions presented herein, that applicant would need to demonstrate to the City the sufficiency of the off- street parking available under the terms of the project’s reciprocal parking agreement. A prior development application submitted by the Applicant for the subject property included a “drive-through” fast-food restaurant. During the Department’s preliminary review thereof, a number of unresolved design and development issues were identified and, at that time, not resolved to the Department’s satisfaction. Either independent of or as a consequence thereof, the Applicant, at the Applicant’s sole discretion, withdrew that design option and resubmitted the current development plan. Based, in part, upon those unresolved concerns, the Department has recommended the incorporation of a mitigation measure (Mitigation Measure-3) prohibiting any such design feature on the project site. By prohibiting the incorporation of any “drive through” commercial use on the project site, potential land uses that might materially alter the proposed site plan and exceed the available parking inventory would likely be eliminated. Operating within the confines of the “permitted” uses authorized within the City’s “Regional Commercial (C-3)” zone, notwithstanding the Applicant’s representation concerning the type and distribution of general and medical office uses therein, retaining the proposed “hotel” use and other freestanding buildings in the locations and configuration now proposed, the Department has elected to view the remaining 56,728 (118,471 – 61,743 = 56,728) square feet of gross leasable square footage with a relative degree of flexibility to ensure that the environmental impacts of those “permitted” uses are reasonably considered herein. In the preparation of this CEQA document, it has been the Department’s intent not to unreasonably restrict or otherwise limit the functional operation of the proposed 61,742 square foot, 109-room hotel component or the remaining 56,728 gross leasable square footage of additional uses to be developed on the 5.73- acre site for such “permitted” uses as may be authorized thereupon, such that this docume nt constitutes a supportable basis under CEQA for those existing and reasonably foreseeable future uses. The assumptions upon which this analysis has been based are, however, predicated on that stated maximum square footages identified herein, the maximum number of hotel rooms, the introduction and operation of only those “permitted” uses allowable within the “Regional Commercial (C-3)” zone (excluding the proposed hotel), and the identified building configuration (inclusive of the heights and orientations thereof).” 8.1.a Packet Pg. 190 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-71 3.2 Proposed “Brea Canyon Business Park” Project As proposed, initially in the form of a four lot tentative parcel map, the project site will be subdivided to accommodate the construction and operation of three freestanding buildings, each existing on a separate parcel on the project site, including a fourth “common area” parcel containing a reciprocal access, parking, and utility agreement which is shared, equally or proportionally, and maintained by each building owner operating through a non-profit “business-owners’ association/condominium association” (BOA) or similar representative management entity comprised of all owners of interest thereupon and subject to that BOA’s recorded CC&Rs. As proposed, the three building lots would include: (1) 17,237 net square feet, include a 47,828 square-foot general office and medical office building (Lot 1, TPM 82066); (2) 9,542 net square feet, including an 8,900 square-foot medical office building (Lot 2, TPM 82066); and (3) 21,982 net square feet, including a 61,743 square-foot, 109-room hotel (Lot 3, TPM No. 82066). The fourth “common area” parcel would include approximately 198,815 net square feet. An additional 1,346-square foot area would be dedicated to the City in the form of additional public right-of-way to be added to Brea Canyon Road for the purpose of creating a deceleration and turning lane into the project’s single point of ingress and egress along Brea Canyon Road. Office buildings are typically broken down into three “classes” of space (Class A, Class B and Class C) relating to three tiers of quality, location, amenities and services. No universal definitions of those classifications exists. Because the classification is primarily a market-based breakdown of space within a general market area, has no direct connection with building code standards, and does not directly related to the precise nature of any City entitlements, the Department is making no representations herein concerning the classification of the proposed office buildings. As represented by the Applicant, a summary of the proposed project’s individual elements and spatial components is presented in Figure 14 (Proposed “Brea Canyon Business Park” Project – Project Summary [GAA Architects] [June 7, 2019]). Based on the Department’s assessment thereof, as a means of describing the proposed project, the following description focuses on the project’s driveway, parking areas, predominant structures, shade and shadow cast by those structures, and exterior lighting and signage. In addition, drainage, including the proposed relocation of those existing County drainage facilities located on the site, is also addressed herein. Project Driveway. An existing approximately 5-foot-wide curb-adjacent sidewalk will be retained along the property’s Brea Canyon Road frontage, allowing pedestrians to enter the site at multiple locations. No additional gates, access ways, or other openings will be provided along the property’s other property boundaries. Given that it is the location of potential interaction of entry and exit movements, the driveway connection transition, where turning vehicles enter and exit the driveway, constitutes a critical design area. With regards to the proposed site plan, all vehicular traffic, including bicyclists, would enter and depart the site via a single driveway entrance centrally located along the site’s Brea Canyon Road frontage. That 28 to 41-foot wide variable width driveway, serves as the designated fire lane and generally extends the entire width of the site. Presently, vehicles traveling southbound along Brea Canyon Road, south of Lycoming Street, can access a common turning lane, located within the central median, before turning left onto the site. Similarly, vehicles exiting the project site can turn left into that common turning lane before merging into southbound traffic on Brea Canyon Road. Modifications to the central median area are proposed which would prevent those turning movements, such that ingress to and egress from the project site would become “right in” and “right out” only. 8.1.a Packet Pg. 191 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-72 Initial Study Figure 14 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT PROJECT DESCRIPTION (June 7, 2019) Source: GAA Architects 8.1.a Packet Pg. 192 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-73 One general objective of driveway design is to avoid or reduce the potential queuing (vehicles stopped in a lane behind the stop line) of inbound and outbound vehicles awaiting opportunities for safe ingress to and egress from the driveway. In combination with the number of in-bound and out-bound lanes and the functionality of any traffic control devices within the site and at the roadway intersection, this is typically accomplished through the provision of an adequate “throat length,” defined as the distance from the outer edge of the traveled way of the intersecting roadway to the first point along the driveway at which there are conflicting vehicular traffic movements. Queuing of traffic exiting the project site does not affect the operation of the adjoining public roadways but could affect on-site circulation and accessibility to any parking located within the throat length. The Transportation Research Board - National Cooperative Highway Research Program’s (NCHRP) “Guide for the Geometric Design of Driveways” recommends that “parking should not be allowed in the driveway throat area.”39 When turning movements allow multi-directional turning movements, the NCHRP’s “Guide for the Geometric Design of Driveways” recommends the provision of multiple exit lanes. In general, driveways serving commercial and industrial sites should have at least two lanes, operating with one lane in each direction. With increasing driveway volume, adding a second exit lane becomes highly desirable in order to avoid excessively long queues and delay. Without two exit lanes, a motorist waiting for gaps in both traffic directions before turning left out of the driveway will unnecessarily block other motorists in the exit queue who could otherwise turn right when there are gaps in the traffic from the left. . .Generally, dual exit lane driveways are desirable when the exit volume reaches the level that more than one vehicle will want to exit the driveway within the time interval it takes one left- exiting vehicle to wait for and accept an adequate gap in roadway traffic.40 While not directly germane to the proposed project since “left in” and “left out” will be prohibited and because entering and departing vehicles are limited to a single turning movement, potential queuing concerns are nonetheless applicable to the proposed project. As specified in Subsection “(5c)” in Section 22.30.080 (Driveway and Site Access) in Chapter 22.30 (Off-Street Parking and Loading Standards) of the MC, relative to non-residential uses, driveways “shall have a minimum paved width of 12 feet for one-way driveways and 26 feet for two-way driveway. The maximum driveway width shall be 30 feet, exclusive of the area provided for a median divider.” The proposed driveway appears to exceed that standard and may require either a MCUP or other discretionary authorization with regards thereto. A combined curb-to-curb driveway width of 41 feet is illustrated in the proposed site plan, extending approximately 105 feet eastward from Brea Canyon Road to the first point along the driveway aisle at which there may exist conflicting vehicular traffic movements. At that location, an internal uncontrolled intersection is provided where entering vehicles could either continue eastward via a reduced width (28-feet wide) aisle or elect to turn right or turn left (via separate 28-foot-wide driveways) to proceed to the three on-site building. To the extent that the length of vehicles queuing to exit the project site at Brea Canyon Road were 39/ Transportation Research Board - National Cooperative Highway Research Program, NCHRP Report 659: Guide for the Geometric Design of Driveways, 2010, Chapter 5 (Geometric Design Element). 40/ Ibid. 8.1.a Packet Pg. 193 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-74 Initial Study to exceed the 105-foot throat length, the turning movement of vehicles at that internal intersection might be impeded should stacking vehicle extend into that intersection. Once on the project site, although the proposed half-width of that 41-foot-wide driveway segment should be sufficient to accommodate both left-through and separate right-through traffic, a poorly positioned single eastbound vehicle could impede other vehicles attempting to travel through that internal intersection, creating a potential situation where entering vehicles might need to queue behind that on-site vehicle and, thereby, impede access onto the project site. Assuming a vehicle length of 19 feet and a separation distance of 5 feet between vehicles, the 105-foot throat length could accommodate only about four (or fewer if trucks were added to the vehicle mix) entering or departing passenger vehicles before stacking might began to block that internal intersection and/or restrict access onto the project site. In response, as depicted in the proposed site plan, the Applicant has proposed the installation of signage (“keep intersection clear”) directing motorists not to block that intersections. Because vehicles along the northern and southern legs of that intersection may also be q ueuing to exit the project site, in addition to the Applicant’s proposed signage, the installation of 3-leg STOP controls should be considered along the north, south, and west legs of that internal intersection (eastbound traffic could remain uncontrolled). Although no driveway striping is illustrated on the proposed site plan (suggesting that none is presently proposed, channelization, in the form of a wider turning radius, flared taper, and curbed center island (no design details associated therewith have been provided) is proposed to separate incoming and outgoing traffic. Because the half-width of that driveway segment exceeds 20 feet, exiting drivers may misperceive that extra aisle width as either accommodating two exiting right-turn lanes or providing for separate right-turn and left-turn exit lanes. Traffic conflicts could occur if drivers mistake that added width for the presence of dual exit lanes, attempt to turn left despite the presence of a raised center median, or simultaneously attempt right-turn movements without any accompanying provisions with regards thereto. With regards to entering traffic, except on low-volume, low-speed roadways, the curb radius or flare dimensions should be designed so that normal right-turn entry movements do not have to slow down to a near stop in the through travel lanes on the roadway. Additionally, the driveway needs to accommodate the extra axles and longer wheelbase that leads to greater offtracking41 of trucks entering the driveway.42 With the planned dedication of additional right-of-way and the incorporation of a turning and deceleration lane along a portion of the site’s frontage, in-bound trucks should not substantially interfere with northbound through traffic along Brea Canyon Road. Off-Street Parking. As specified in Subsection “(1)” in Section 22.30.040 (Number of Parking Spaces Required) in Chapter 22.30 (Off-Street Parking and Loading Standards) of the MC: “Each land use shall be provided the number of off-street parking spaces required by Table 3-10 [Parking Requirements by Land Use and Use Type]. Additional spaces may be required/approved through discretionary entitlement approval.” 41/ When a vehicle makes a turn, its rear wheels do not follow the same path as its front wheels. The magnitude of this difference in path (offtracking) generally increases with the spacing between the axles of the vehicle and decreases for larger radius turns. Offtracking of passenger vehicles is negligible because of their relativ ely short wheelbases. 42/ Op. Cit., NCHRP Report 659: Guide for the Geometric Design of Driveways, Chapter 5 (Geometric Design Element). 8.1.a Packet Pg. 194 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-75 Independent of size considerations, proposed is the provision of 289 off-street parking spaces within the project’s boundaries. Based on the Applicant-identified land-use mix, the number of available parking spaces is less than the 300 space minimum stall count calculated under Section 22.30.040 (Number of Parking Spaces Required) in Chapter 22.30 (Off-Street Parking and Loading Standards) of the MC. Under Section 22.30.050 (Reduction of Off-Street Parking Requirements for Shared Use): Where two or more nonresidential uses are developed as a recognized shopping or professional center and two or more uses have distinct and differing peak parking usage periods, (e.g. a theater and a bank), a reduction in the required number of parking spaces may be allowed through the approval of a parking permit, provided that the most remote space is located within 300 feet of the use it is intended to serve (as measured along the most direct pedestrian path). The amount of reduction may be up to the amount of spaces required for the least intensive of the two or more uses sharing the parking. A shared parking analysis may be required by the director to support a request for a parking reduction. In compliance therewith, in support of a shared-parking permit, a shared-parking analysis, entitled “Revised Parking Demand Analysis for Brea Canyon Business Park, Diamond Bar, California” (Linscott Law & Greenspan, January 25, 2019), was submitted by the Applicant and approved by the City’s Department of Public Works (Public Works). As indicated in the shared-parking analysis, “the peak parking requirement for Brea Canyon Business Park during the weekday occurs at 10:00 AM and 2:00 PM and totals 260 spaces. On a weekend day, the peak parking requirements for the project occurs at 11:00 AM, when a parking demand of 178 spaces is forecast. Based on the proposed shared parking supply of 289 spaces, a surplus of 29 spaces and 111 spaces would result during the weekday and weekend peak hours, respectively.”43 The study concluded that “the proposed parking supply of 289 spaces for Brea Canyon Business Center would be adequate in meeting the overall future parking demand based on direct application of the ULI [Urban Land Institute] Shared Parking Methodology for all proposed land uses.”44 Notwithstanding the findings of the shared-parking analysis, the Applicant has proposed the preparation of “parking management plan” (PMP) which “outlines the proposed allocation of parking supply on site and key parking management strategies to maximize the availability of parking for customers and employees of the center.”45 In accordance therewith: (1) CC&Rs will include a provision for reciprocal access and parking between the three buildings and provide for the maintenance of the parking area; and (2) a reciprocal parking easement or agreement will be recorded which will run with the land.46 All parking required to support the proposed project shall be provided within the project boundaries. No curbside parking is presently authorized along any proximal segments of Brea Canyon Road and no changes to that prohibition are planned or proposed. Additionally, although curbside parking is allowable along certain segments of Lycoming Street, east and west of Brea Canyon Road, that parking is not generally intended for use by project users and is neither intended nor required to satisfy project-specific parking demands. Since no 43/ Linscott Law & Greenspan, Revised Parking Demand Analysis for Brea Canyon Business Park, Diamond Bar, California, January 25, 2019, p. 7. 44/ Ibid., p. 8. 45/ Ibid., p. 9. 46/ Ibid., p. 10. 8.1.a Packet Pg. 195 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-76 Initial Study physical access to Dryander Drive presently exists and no improvements thereto is proposed, project users would not be anticipated to use Dryander Drive for the parking of any project-related vehicles. With regards to perpendicular (90-degree angle) parking, the City’s “minimum parking stall and lot dimensions” are specified as 9-feet wide and 19-feet long (Table 3-12, Section 22.30.070[4][b], MC). Allowing for a “two-foot bumper overhang while maintaining the required parking dimensions” (Section 22.30.070[8][e], MC), parking dimensions of 9-feet wide and 17-feet long could be provided when abutting a landscaped area. As indicated on the proposed site plan, a total of approximately 53 off-street parking stalls (18.3 percent) are identified as 8-feet wide and 16-feet long. Design details associated with individual parking spaces are illustrated in Figure 15 (Proposed “Brea Canyon Business Park” Project – Proposed Parking Stall Design Details [August 27, 2019]). As illustrated therein, the proposed project’s parking dimensions relative to those spaces do not conform to the City’s minimum parking width and length standards. As proposed, all parking will be configured perpendicular (90-degree angle) to the accompanying drive aisle. Where single-loaded parking (parking only on one side of the drive aisle) is provided, minimum aisle width is presented as not less than 26-feet wide. Where double-loaded parking (parking on both sides of the drive aisle) is provided, minimum aisle width is presented as being not less than 26-feet 7-inches but is more typically represented as being 28-feet wide. The proposed project’s aisle widths appear to comply with the requirements specified in Table 3-12 (Minimum Parking Stall and Lot Dimensions) in Section 22.30.070 (Development Standards for Off-Street Parking) in Chapter 22.30 (Off- Street Parking and Loading Standards) of the MC. In accordance with the provisions of the 2016 CBC’s accessibility regulations and Section 22.30.060 (Disabled/Handicapped Parking Requirements) in Chapter 22.30 (Off-Street Parking and Loading Standards) of the MC, Americans with Disabilities Act (ADA) compliant parking will be provided for each new structure. As mandated in the 2016 CBC, handicapped Figure 15 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT PROPOSED PARKING STALL DETAILS (August 27, 2019) Source: GAA Architects 8.1.a Packet Pg. 196 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-77 parking spaces shall be located on the shortest accessible route to an accessible entrance and shall be so arranged that persons with disabilities are not compelled to wheel or walk behind parked cars other than their own. Where total parking falls within the range of 101- 150 parking spaces, as in the case of the proposed hotel, a total of five handicapped spaces, including one van accessible space, shall be required. The proposed site plan only illustrates two handicapped parking spaces in direct proximity thereto. As a result, at least with regards to the proposed hotel, the location of handicapped parking does not appear to comply with minimum ADA parking standards. As specified in the 2016 CalGreen: “New construction shall comply with Section 4.106.4.1, 4.106.4.2, or 4.406.4.3 to facilitate future installation and use of EV [electric vehicle] chargers. Electrical vehicle supply equipment (EVSE) shall be installed in accordance with the California Electrical Code, Article 625.” Section 4.106.4.1 relates specifically to one- and two-family dwelling units and townhouses with attached private garages Section 4.106.4.2 relates specifically to new multi-family dwellings. As a result, neither provision relates to the proposed project. Section 4.106.4.3 (New Hotels and Motels) specifies that “[a]ll newly constructed hotels and motels shall provide EV spaces capable of supporting future installation of EVSE. The construction documents shall identify the location of the EV spaces.” The number of required EV spaces shall be based on the total number of parking spaces provided for all types of parking spaces provided for all types of parking facilities in accordance with Table 4.106.4.3.1 therein. As specified therein, a total of seven EV spaces shall be required when the total number of parking spaces falls within the 101-150 range. No similar standards presently exist for general and/or medical office uses. As specified in the 2016 CBC, EV spaces shall comply with the following: (1) the minimum length of each EV shall be 18 feet; and (2) the minimum width of each EV space shall be 9 feet. EV spaces, when installed, shall comply with the accessibility provisions for EV charging stations in Chapter 11B of the 2016 CBC. Based on the proposed site plan, numerically, the proposed project appears to comply with minimum EV charging station requirements. As required under Section 22.40.030 (Transportation Demand Management Program Requirements) in Chapter 22.40 (Transportation Demand Management) of the MC: “All applicable projects shall prepare and implement a transportation demand management (TDM) program which will encourage increased ridesharing and the use of alternative transportation modes. In accordance therein, based on the proposed project’s 118,471 square feet of development, among other obligations, carpool/vanpool preferential parking, a bicycle parking/storage area, a carpool/vanpool loading area, a transit waiting shelter, and joint access and shared parking. Because the ordinance does not specify the timing for submitting the TDM program, the Department has discretion as to: (1) when that program should be submitted; and (2) beyond the minimum requirements specified in the MC, the level of specificity relating thereto. Since the requisite information could have implications relative to the configuration of the proposed site plan, at a minimum, the Department has both stipulated the timing for TDM program submittal and formulated specific performance standards relative to targeted reductions in both average daily vehicle trips (ADT) and vehicle miles traveled (VMT). As a recommended mitigation measure (Mitigation Measure-4), more detailed information beyond that incorporated on the proposed site plan shall be required prior to final subdivision map approval. 8.1.a Packet Pg. 197 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-78 Initial Study Main Buildings. In addressing the individual buildings comprising the proposed project, issues and impacts relating to building orientation and physical characteristics addressed herein. Not addressed herein are other minor structures including, but not limited to, transformers, trash enclosures, and bicycle storage areas. Relative to the project’s main buildings, proposed is the construction and subsequent operation of a 4-story, 61,743 square foot, 109-room hotel (Hilton Hampton Inn & Suites) (Lot 3), a 3-story, 47,828 square foot, general and medical office building (Lot 2), and a 1- story, 8,900 square foot, medical office building (Lot 1). The proposed 1-story office building (Lot 1) will be designed with a minimum 20-foot setback from Brea Canyon Road and 10- feet 6-inches from the adjacent commercial use (“Farmer Boys Restaurant”). The proposed hotel use (Lot 3) will be designed with a minimum 20-foot setback from Brea Canyon Road and the Caltrans right-of -way. Similarly, the 3-story office building (Lot 2) will have a minimum 20-foot setback from the Caltrans right-of-way and an approximately 70-foot setback from the County flood control channel. All proposed setbacks comply with applicable MC standards. The conceptual floor plans for the proposed project’s three primary structures are presented in Figure 3 (Conceptual Floor Plan – Proposed 4-Story Hotel Building [Lot 3]), Figure 4 (Conceptual Floor Plan – Proposed 3-Story General and Medical Office Building [Lot 1]), and Figure 5 (Conceptual Floor Plan – Proposed 1-Story Medical Building [Lot 2]), respectively. The Applicant’s conceptual landscape plan is presented in Figure 6 (Proposed “Brea Canyon Business Park” Project – Conceptual Landscape Plan). Additional landscape detail is included in Appendix B (Brea Canyon Business Park – Conceptual Landscape Plans (July 12, 2019) herein. ◊ Building Orientation. Building orientation relates to the placement of the individual buildings on the project site. Here, each of the three main structures are free-standing structures with no physical connectivity linking one to the other. Based on the proposed tentative parcel map, because the area between each building constitutes a separate parcel (Lot 4) and includes a reciprocal access agreement requiring the shared and non-exclusive use thereof, as proposed, any direct physical linkages between structures would likely be prohibited in accordance therewith. ♦ 4-Story Hotel Building. The proposed hotel has been identified by the Applicant as a “Hilton Hampton Inn and Suites” (Hampton) and, by that indication, may provide certain insights or suggest certain characteristics regarding the nature of the hotel and its operation. Hampton is neither identified as the Applicant herein nor has the Department been presented any documentation affirming Hampton’s involvement (e.g., franchise agreement). As a result, the proposed project is not conditioned thereupon and the Department is making no representation as to corporate identity or branding of that land use. The project site is presently zoned “Light Industrial (I).” As proposed, the property would be rezoned to “Regional Commercial (C-3).” The maximum allowable building height within both districts is 35 feet (Section 22.10.040, Table 2-7, MC). The proposed 59-feet 1-inches height of the proposed 4-story hotel, which excludes architectural projections and roof-mounted HVAC equipment, constitutes an increase of over 24-feet (68.6 percent) over existing MC-allowable limits. With regards to “maximum height,” as specified in Subsection “(1)” in Section 22.16.060 (Height Measurements and Height Limit Exceptions) in Chapter 22.16 8.1.a Packet Pg. 198 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-79 (General Property Development and Use Standards) of the MC: “The height of structures shall not exceed the standards established by the applicable zoning districts in Article II (Zoning Districts and Allowable Land Uses).” As the northbound Orange (SR-57) Freeway transitions to the westbound Pomona (SR-60) Freeway, both that transition and the westbound off-ramp at Brea Canyon Road are elevated and provide unobstructed views northward toward those homes located along Dryander Drive and Lycoming Street, west of Dryander Drive. At the Brea Canyon Road overpass, the freeway travel lane is approximately 50-feet above Brea Canyon Road. Except for intervening vegetation, most of which will be removed during project construction, motorists travelling westbound along the freeway have a relatively unobstructed view to the north and west. Existing views of the general project area, including those single-family homes located along Dryander Drive and Lycoming Street, west of Dryander Drive, from the off-ramp and from the freeway connection have already diminished any reasonable expectation of privacy relative to those homes. Notwithstanding existing visual intrusion associated with the freeway, independent of the presence or absence of any established rights with regards thereto, the owners and occupants of single-family residences may perceive an expectation of a reasonable right of privacy both with regards to their homes and, excluding front-yard areas and when side-yard areas abut a street, the privacy of their associated curtilage (i.e., the land immediately outside a home ordinarily consisting of the front-, back-, and side-yard areas, plus the driveway). Commercial and industrial properties would have no similar expectations. Within a narrow definition of privacy, side- and rear-yard areas that were once private may become subject to the evidentiary “plain view” doctrine which holds that “it has long been settled that objects falling in plain view of a [police] officer who has a right to be in a position to have that view are subject to seizure and may be introduced as evidence” (Harris v. U.S. [1968]). As proposed, excluding the outdoor pool area located to the west of the main building, the hotel’s exterior dimensions are identified as approximately 291-feet long (extending along an east-west axis) and 65-feet 4-inches-wide (extending along a north-south axis), with the shorter dimension representing the façade oriented along the Brea Canyon Road frontage. The hotel extends eastward along the Pomona (SR-60) Freeway, paralleling the westbound off-ramp at Brea Canyon Road. At its nearest location, the hotel will be located approximately 170- feet southwest of the existing County flood control channel (PD 1445), representing the site’s northern property line. Existing single-family residential units are located along the north side of that channel and are, therefore, physically separated from the subject property by that 50-foot-wide easement. The building’s placement effectively serves to screen a portion of the freeway from certain vantage points to the north of the project site, including a number of existing homes along the westerly segments of Dryander Drive and that portion of Lycoming Street west of Dryander Drive. Because, as a line-source, freeway noise will continue to radiate over and around the hotel, as distances move away from the building itself, the noise attenuation provided by the hotel building will be reduced. During presubmittal discussions with the Applicant, the Department sought to avoid or minimize potential visual intrusion upon and the creation of building-cast 8.1.a Packet Pg. 199 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-80 Initial Study shadows affecting proximal residential areas as a result of building height and placement. In a subsequent redesign, the placement of the proposed hotel away from Dryander Drive and Lycoming Street effectively served to reduce (but not eliminate) potential impacts that would otherwise exist if the hotel were placed in the northern or eastern portion of the property (as initially proposed). No windows have been included along the eastern and western sides of the hotel which might accommodate directional views toward Moonlake and Northhampton Streets (on the west) and/or enhance elevated views toward Dryander Drive (on the north and east). All windows along the hotel’s northern façade are inoperable, thus further limiting views primarily northward toward those homes fronting along Lycoming Street. No exterior walkways or balconies are provided there along which would create a less impeded view toward those residences. Based on the skewed angle of the County flood control channel (PD 1445) (Diamond Bar Creek) relative to the orientation of each home, rear-yard setbacks for those residences vary from approximately 10 feet (21052 Lycoming Street) to 90 feet (21104 Lycoming Street) feet. Based on the angle of incidence, those homes with the largest private rear-yard areas will experience the greatest potential visual intrusion. Landscaping proposed along the proposed northern boundary would be expected to reduce the extent of any such impacts over time. Conversely, introduced landscaping could introduce additional shading concerns based on the height of that vegetation. As specified in Subsection “(1)” in Section 22.20.060 (Walls Required between Different Zoning Districts) of the MC: “Walls shall be provided and maintained between different zoning districts as follows. . .Where a nonresidential zoning district abuts a residential zoning district, a solid masonry wall six feet in height shall be constructed on the zone boundary line.” Here, under the assumed premise that the southern edge of the County flood control channel (PD 1445) does not constitute the edge “between different zoning districts,” the Applicant seeks to retain the existing 6-foot-tall chain-link fence that presently aligns that channel. The City’s Community Development Director “may waive or modify requirements for new walls or walls six feet in height between different zoning districts where a solid masonry wall already exists on the contiguous property if the following findings can be made: (a) The existing wall meets or can be modified to conform to the intent of this section; (2) Suitable landscaping can be installed adjacent to the existing wall to supplement and enhance the desired physical separation; (c) The existing wall can be protected with wheel stops or curbs to prevent vehicle damage, if necessary; and (d) Concurrence of the adjacent property owner can be obtained, to modify the existi ng wall to meet the requirements of this section” (Section 22.20.060[4], MC). Assuming the retention of the existing 6-foot-tall (wood) perimeter wall along the rear of each residence and the existing chain-link fence separating the subject property from the County flood control channel (PD 1445), absent any intervening landscaping, a section drawing generally depicting views from both the freeway and the top floor of the hotel building (assuming a viewer standing at the window in a fourth-floor hotel room) toward those existing single-family homes located along the south side of Lycoming Street (21054-21110 Lycoming Street, Diamond 8.1.a Packet Pg. 200 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-81 Bar), west of Dryander Drive, is presented in Figure 16 (Proposed “Brea Canyon Business Park” Project - Section Drawing Illustrating Views from the Proposed Hotel toward Lycoming Street. The “black line” depicts the views from the upper floor of the hotel obscured or partially obscured by mature landscaping. The “red line” depicts the views absence any intervening landscaping and demonstrates that on-site viewers (primarily those in upper floor areas) will likely be able to view certain rear- and side-yard residential areas relative to certain existing residences located along Dryander Drive and Lycoming Street. Based on the presence of the existing County flood control channel (PD 1445) (Diamond Bar Creek), the construction of a nominally higher opaque wall along the property line separating the subject property from the channel would have minimal effect in reducing prospects for visual intrusion. As specified in Table 3-3 (Maximum Height of Fences, Hedges and Walls) in Section 22.20.030 (General Height Limits) of the MC, rear and interior side yards are limited to a height of 6 feet; however, the Community Development Director “may approve up to 8 feet to enclose or screen areas within a rear of a parcel.” If present, an 8-foot-tall concrete masonry block (CMB) wall located along the rear- yard areas of those single-family homes located along the south side of Lycoming Street (21054-21110 Lycoming Street, Diamond Bar) and along portions of Dryander Drive (807, 811, and 814 Dryander Drive) would incrementally enhance the privacy of those residences and noise attenuation relative to the Pomona (SR- 60) Freeway. Because privacy impacts are already adversely affected by the elevated nature of the Pomona (SR-60) Freeway and would not be substantially exacerbated by the introduction of the proposed 4-story hotel and 3-story office, the hotel’s and the office’s incremental contribution thereto would not constitute a significant environmental effect under CEQA. As a result, although acknowledging the presence of a visually-intrusive project-related impact, no project-specific mitigation relating thereto is recommended by the Department. The entire length of the proposed hotel parallels the Pomona (SR-60) Freeway. Although no elevations thereof were presented by the Applicant (Appendix A), because ground-floor hotel rooms are provided along the southern portion of the hotel, window fenestration and the inclusion of at least one exterior door indicates that the ground-floor exterior wall will not be without detail. “Graffiti and other inscribed material” and other forms of malicious vandalism affecting private property constitute a criminal activity (Section 594, Penal Code). CEQA discourages public agencies from engaging in speculative analysis (14 CCR 15145), such as criminality. The Department, however, recognizes that, in certain urban settings, building frontages absent architecturally articulation, have become canvases for graffiti (street art). Although no paint details have been specified by the Applicant, a number of proactive and reactive actions can be taken to reduce the presence and/or remove the existence of graffiti. The Institute for Technical Research Assistance’s (IRTA) “Safer Alternative Graffiti Management Methods for California” (June 2014) examined the efficacy of a number of graffiti removal and prevention methods, including blasting systems, graffiti removers, and 8.1.a Packet Pg. 201 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-82 Initial Study protective films and resistant coatings.47 In the event that graffiti should occur anywhere on the property, it can be reasonably assumed that the Applicant, hotel operator, BOA, or such other representative management entity would promptly take responsive actions to remove. ♦ 3-Story Medical/Office Building. The project site is presently zoned “Light Industrial (I).” As proposed, the property would be rezoned to “Regional Commercial (C-3).” The maximum allowable building height within both districts is 35 feet (Section 22.10.040, Table 2-7, MC). The proposed 50-feet 2-inches height of the proposed 3-story office building, excluding architectural projections and roof- mounted HVAC equipment, constitutes an increase of over 15-feet (42.9 percent) over existing MC-allowable limits. With regards to “maximum height,” as specified in Subsection “(1)” in Section 22.16.060 (Height Measurements and Height Limit Exceptions) in Chapter 22.16 (General Property Development and Use Standards) of the MC: “The height of structures shall not exceed the standards established by the applicable zoning districts in Article II (Zoning Districts and Allowable Land Uses).” At its nearest location, the 3-story medical/office building will be located approximately 60-feet south of the existing County flood control channel (PD 1445), representing the site’s northern property line. Existing single-family residential units are located along the north side of that channel and are, therefore, physically separated from the subject property by that 50-foot-wide easement. The building’s placement effectively serves to screen a portion of the freeway from certain vantage points to the north of the project site, including a number of existing homes along Dryander Drive. Because, as a line-source, freeway noise will continue to radiate over and around the 4-story hotel and 3-story office, as distances move away from the building itself, the noise attenuation provided by the hotel and office buildings will be reduced. Most homes located Dryander Drive front along that street such that rear- and side-yard areas are screened from the project site by the buildings themselves. Three homes (807, 811, and 814 Dryander Drive) are, however, configured so that side and/or rear yard areas may be perceptible from both the freeway and from the top floor of the office building (assuming a viewer standing at the window in a third-floor office looking northward) toward those existing single-family homes, is presented in Figure 17 (Proposed “Brea Canyon Business Park” Project - Section Drawing Illustrating Views from the Proposed 3-Story Medical/Office Building toward Dryander Drive). The black line depicts the views from the upper floor of the office building obscured or partly observed by mature landscaping. The red line depicts the views absence any intervening landscaping and demonstrates that on- site viewers (primarily those in upper floor areas) will likely be able to view certain rear- and side-yard residential areas. Because privacy impacts are already adversely affected by the elevated nature of the Pomona (SR-60) Freeway and would not be substantially exacerbated by the 47/ Institute for Technical Research Assistance, Safer Alternative Graffiti Management Methods for California, June 2014. 8.1.a Packet Pg. 202 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-83 introduction of the proposed 3-story medical/office building, the building’s incremental contribution thereto would not constitute a significant environmental effect under CEQA. As a result, no project-specific mitigation relating thereto is recommended by the Department. Based on the nature of their use and the extended duration of occupancy therein, from an air quality perspective, unlike most commercial uses, residences are recognized as “sensitive receptors.” As noted on the proposed site plan, to the north of the proposed 3-story office building, an outdoor seating area is depicted (potentially serving as an area where cigarette smokers would congregate). The northeasterly edge of that area is located approximately 20 feet from the County flood control channel (PD 1445) and approximately 70 feet from the side- and/or rear-yard areas of 807-811 Dryander Drive. Although potentially adverse, based on that setback distance and the extent of existing toxic emissions attributable to traffic and vehicle exhausts associated with the Pomona (SR-60) Freeway, those activities do not constitute a significant environmental impact or public health hazard under CEQA. ♦ 1-Story Medical/Office Building. The proposed 1-story medical/office building is located in the northwestern portion of the project site. The building’s setback from Brea Canyon Road varies but is not less than 20 feet. To the north, the building setback is 10-feet 6-inches and would be separated from “Farmer Boys Restaurant” (810 Brea Canyon Road, Diamond Bar) by a 6-foot-tall wrought iron fence. Pursuant to Section 22.20.060 (Walls Required between Different Zoning Districts) of the MC: “Walls shall be provided and maintained between different zoning districts.” The adjoining “Farmer Boys Restaurant” is zoned “Neighborhood Commercial (C-1).” Because they both constitute commercial designations, with regards to Section 22.20.060 of the MC, subject to the Council’s interpretation, the project’s proposed “Regional Commercial (C-3)” zoning designation does not constitute a “different zoning district” than the “Neighborhood Commercial (C-1)” zone. No “solid masonry” wall is, therefore, required between those uses. ◊ Operational Characteristics. Uses with dissimilar operational characteristics, such as hours of operation and associated noise levels, can adversely impact other proximal uses where divergent standards are the norm. Here, a “Light Industrial (I)” land use designation abuts both a “Neighborhood Commercial (C-1)” and “Low Medium Density Residential (RLM)” districts. Typically, even when authorizing different intensities of development, similar uses are generally deemed compatible with other categories of uses within that same broader classification. No hours of operation have been identified by the Applicant and no MC-mandated operational hours associated with any “permitted” land use within the “Regional Commercial (C-3)” district. Individual site users would be allowed to dictate their hours of operation and scheduling activities. Excluding “urgent care” facilities which serve to supplement “primary care” facilities, most administrative and medical offices generally maintain an operational schedule extending between 7:00 AM to 6:00 PM, Monday through Saturday, and either no established or lesser hours on Sunday. Non-office-related uses (e.g., restaurants and 8.1.a Packet Pg. 203 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-84 Initial Study churches) would likely operate during other time periods. Additionally, based on the nature of its use, hotels operate on a 24/7 basis. Maintenance activities, including parking lot sweeping, typically occur outside the typical hours of each commercial center’s hours of operation. “Permitted uses” typically found within commercial areas are often intended to serve the needs of proximal residential areas. Except when the operational hours associated with those uses occur prior to 7:00 AM and/or extend past 10:00 PM, including the performance of outdoor maintenance activities, continuing access by delivery vehicles, and the utilization of associated parking areas beyond those hours, potential operational conflicts are generally minimal and most often associated with noise complaints (e.g., vehicle alarms, amplified music, modified vehicle exhaust systems). The existing County flood control channel (PD 1445) provides a 50-foot-wide buffer between the proposed project and proximal residential receptors. Although that separation distance is not sufficient to negate all potential operational conf licts, in recognition thereof, potential impacts remain at a less-than-significant level under CEQA and no mitigation measures have been identified or are presently recommended by the Department. Shade and Shadow. Shadow-sensitive uses include but are not limited to routinely useable outdoor spaces associated with residential, recreational, or institutional uses. Shadows are cast in a clockwise direction from west/northwest to east/northeast from the morning to afternoon. Generally, the shortest shadows are cast during the Summer Solstice (June 21) and grow increasingly longer until the Winter Solstice (December 21). During the Winter Solstice, the sun is lower in the sky and shadows are at their maximum lengths. With the exception of shadows cast by the existing landscaping, existing single-family dwelling located to the north of the subject property do not currently receive a large amount of shadow coverage in the afternoon due to the absence of tall buildings on the subject property. Detailed solar analyses were conducted by the Applicant and the results of that analysis graphically represented in Figure 18 (Proposed “Brea Canyon Business Park” Project – Shade and Shadow Analysis). Because the angle of incidence changes daily, no single day and no single hour can be deemed reflective of annual conditions. The illustration presented herein approximates a reasonable worst-case scenario, reflecting conditions anticipated on December 15th (3:42 PM), near the Winter Solstice. With the exception of three residences located along Dryander Drive (820, 826, and 830 Dryander Drive) all shadows cast by the proposed project either fall within the project site or onto public spaces. With regards to those residents, with single exception (826 Dryander Drive), only the front-yard setbacks appear to be affected. With that exception, roof areas that might accept solar systems, are not impacted in a manner which could preclude the potential for the inclusion of solar panels thereupon. Impacts would be seasonal, such that the extent of such impact is estimated to be limited to the period when winter shadows are the longest. On May 9, 2018, the CEC approved the “2019 “Building Energy Efficiency Standards for Residential and Nonresidential Buildings” (Title 24, Part 6, CCR) (2019 BEES) requiring that, unless otherwise exempt, starting in 2020, every new home (including hotel/motel occupancies) built in California will be required to have a solar electric generation system or photovoltaic (PV) system installed (Section 110.10, 2019 BEES). The 2019 BEES was approved by the California Building Standards Commission in December 2018. 8.1.a Packet Pg. 204 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-85 As defined therein, the “solar zone” is a “section of the roof designated and reserved for the future installation of a solar electric or solar thermal system.” With regards thereto: “(A) No obstructions, including but not limited to, vents, chimneys, architectural features, and roof mounted equipment, shall be located in the solar zone. (B) Any obstructions, located on the roof or any other part of the building that projects above a solar zone shall be located at least twice the distance, measured in the horizontal plane, of the height difference between the highest point of the obstruction and the horizontal projection of the nearest point of the solar zone, measured in the vertical plane” (Section 110.10[b][3], 2019 BEES). Because the 2016 BEES, the 2019 BEES, the 1995/2013/2014 General Plan, and/or the MC do not include any express provisions preventing buildings from encroaching into the “solar zone” of any property potentially subject to those requirement, the resulting impact may be adverse but does not elevate to a level of significance under CEQA. Light Intrusion. All urban light sources contribute incrementally to “light pollution.” “Light trespass” or “spill light” is defined as the light shining beyond the area to be illuminated, caused either by the uncontrolled direct component from luminaires or from light reflected from the task being illuminated. The California Energy Commission (CEC) defines “light trespass” as “unwanted light from a neighboring property.”48 Design of lighting installations is possible because light is predictable, it follows certain general laws of physics and exhibits certain fixed characteristics. As specified in Subsection “(9b)” in Section 22.30.070 (Development Standards for Off- Street Parking) in Chapter 22.30 (Off-Street Parking and Loading Standards) of the MC: “Parking areas within commercial projects shall be provided with exterior lighting as follows: (1) A minimum of one footcandle of illumination shall be maintained at the parking surface throughout the parking area. (2) Lighting shall be on a time-clock or photo-sensor system. (3) All lighting shall be designed to confine direct rays to the property. No spillover beyond the property line shall be permitted. (4) Lighting fixtures shall have 90-degree horizontal cut- off flat lenses.” As specified, pole heights will not exceed 20 feet. The manner in which light fixtures will be shielded to reduce off-site light trespass is not specified in the parking plan. It is, however, noted that, as illustrated in Figure 19 (Proposed “Brea Canyon Business Park” Project – Photometric Analysis), based on the proposed driveway and parking lot lighting plan, a point- by-point analysis indicates that internal driveway and parking lot light levels will range from 0.9 to 4.6 horizontal footcandle (three feet above the surface) (HFC). Along Brea Canyon Road and at “Farmer Boys Restaurant” (810 Brea Canyon Road), light trespass is expected to exceed those levels specified in the MC (i.e., “no spillover beyond the property line”). With regards to the County flood control channel (PD 1445) and the single-family homes on Dryander Drive and Lycoming Street west of Dryander Drive, spill light levels beyond the property boundaries are not quantified therein. Lighting levels near the northern edge of the proposed parking area, located about 20 feet from the southern edge of the County flood control channel (PD 1445), range from 1.1 to 3.7 HFC. Although light levels at the northern edge of that channel are expected to exceed those levels specified in the MC (i.e., “no spillover beyond the property line”), when properly shielded, the light intrusion would not be expected to encroach onto proximal residential areas. 48/ California Energy Commission, California Outdoor Lighting Standards Synopsis, February 1, 2002, p. 1. 8.1.a Packet Pg. 205 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-86 Initial Study Exterior Signage. As specified in Subsection “(a)” in Section 22.36.040 (Sign Permit) in Chapter 22.36 (Sign Standards) of the MC: “To ensure compliance with the regulations of this chapter, a sign permit shall be required in order to erect, move, alter, or reconstruct any permanent or temporary sign, except signs that are exempt from permits in compliance with Section 22.36.050 below.” As further specified in Subsection “(a)” in Section 22.36.060 (Comprehensive Sign Program) therein: “The purpose of a comprehensive sign program is to integrate a project's signs with the design of the structures to achieve a unified architectural statement. A comprehensive sign program provides a means for the flexible application of sign regulations for multitenant projects and other users of multiple signs in order to encourage creativity and provide incentive and latitude in the provision of multiple signs and to achieve, not circumvent, the intent of this chapter.” A “comprehensive sign program” (CSP) is required whenever new multi-tenant developments with three or more tenants use same parcel or structure and use common access and parking facilities (Section 22.36.060[b], MC). In approving a CSP, the hearing officer shall make the foll owing findings: (1) the CSP satisfies the purpose of Chapter 22.36 (Sign Standards) and the intent of Section 22.36.060 of the MC; (2) the signs enhance the overall development, are in harmony with, and are visually related to other signs included in the CSP and to the structure and/or uses they identify, and to surrounding development; (3) the CSP accommodates future revisions which may be required due to changes in uses or tenants; and (4) the CSP complies with the standards of Chapter 22.36 (Sign Standar ds) of the MC, except that flexibility is allowed with regard to sign area, number, location, and/or height to the extent that the CSP will enhance the overall development and will more fully accomplish the purposes of this chapter. With regards to signage, the following guidelines are presented therein: In determining the consistency of each proposed sign with the purposes of this chapter, the following guidelines shall be applied: (1) That the proposed sign will be legible to the intended audience under normal viewing conditions, based on its proposed location, and the design of its visual element; (2) That the proposed sign will not obscure front view or detract from existing signs, based on its location, shape, color, and other similar considerations; (3) That the proposed sign will be in harmony with adjacent properties and surroundings, based on the size, shape, height, color, placement, and the proximity of the proposed signs to adjacent properties and surroundings; (4) That the proposed structure, s ign or display will be designed, constructed, and located so that it will not constitute a hazard to the public; and (5) That the proposed sign is not designed to be viewed from a freeway, unless specifically provided for under the terms of this chapter. Pursuant to the Applicant’s “Planned Sign Program for Brea Canyon Business Park, Diamond Bar” (June 6, 2019), as specified and as illustrated in Figure 20 (Proposed “Brea Canyon Business Park” Project - Comprehensive Sign Program [June 6, 2019]), the following five “sign types and sizes” are identified therein: ◊ Type 1: Project Identification Monument Sign. One double-faced monument sign will be located as shown. ◊ Type 2: Primary Office Tenant Identification Monument Sign. One double-faced monument sign will be located as shown. 8.1.a Packet Pg. 206 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-87 ◊ Type 3: Secondary Office Tenant Identification Monument Sign (Optional). One double-faced monument sign will be located as shown. ◊ Type 4: Office Tenant Identification Wall Sign (Optional). One tenant identification sign may be located on the 1-story medical building’s (Lot 2) front elevation. Maximum sign length, height, and area shall not exceed 20-feet, 2-feet 2-inchs, and 52 square feet, respectively. Only one-line of copy shall be permitted. Lettering style and color shall be either as “nationally recognized corporate logo style (trademark) or custom design (subject to the “landlords” discretion). ◊ Type 5: Hotel Identification Wall Sign. One tenant identification sign shall be located on the hotel building’s (Lot 3) front elevation. In addition, one additional sign shall be located on the building’s rear and side elevations, for a total of four signs. The maximum sign length shall not exceed 17 feet 9½-inches along the front elevation; 15-feet 3-inches for rear elevation; and 12-feet 8½-inches for each side elevation. The maximum sign area shall not exceed 124.75 square feet for the front elevation sign; 124.75 square feet for the rear elevation; and 63.75 square feet for each side elevation sign. Lettering style and color shall be either as “nationally recognized corporate logo style (trademark) or custom design (subject to the “landlords” discretion). In accordance with the Applicant’s “planned sign program,” prohibited signs shall include: (1) temporary signs, window signs, placards, flags, pennants, and banners of any type unless otherwise approved by the “landlord” and the City prior to installation; (2) animated, foam, flashing, audible, off-premise, or vehicle signs; and (3) signs incorporating exposed raceways, crossovers, conduits, neon tube conductors, and transformers. Drainage. The California Regional Water Quality Control Board, Los Angeles Region’s (LARWQCB) adopted “Order No. R4-2012-0175” (NPDES Permit No. CAS004001), establishing “Wastewater Discharge Requirements for Municipal Separate Storm Sewer System Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4” (Amended 2012 MS4 Permit) required new development projects to: (1) control pollutants, pollutant loads, and runoff volume emanating from the project site by (a) minimizing the impervious surface area and (b) controlling runoff from impervious surfaces through infiltration, bioretention and/or rainfall harvest and use; and (2) unless deemed infeasible, retain, on the project site, the “Stormwater Quality Design Volume” (SWQDv) from a design storm event, defined as the runoff from: (a) the 0.75-inch, 24-hour rain event; or (b) the 85th percentile, 24-hour rain event, as determined from the County’s 85th percentile precipitation isohyetal map, whichever is greater.49 The project site is relatively flat and generally drains to the northwest at approximately one percent slope. An approximately 0.56-acre Caltrans landscaped slope area also drains onto the site. Site runoff flows, via surface sheet flow, to the existing County flood control channel (PD 1445) (Diamond Bar Creek) located to the north of the project site. 49/ California Regional Water Quality Control Board, Los Angeles Region, Order No. R4-2012-0175, NPDES Permit No. CAS004001 (Wastewater Discharge Requirements for Municipal Separate Storm Sewer System [MS4] Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4, November 8, 2012, Part IV.D.7.c.i. 1-2, p. 98. 8.1.a Packet Pg. 207 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-88 Initial Study Upon implementation, approximately 70 percent of the project site will be covered with impervious surfaces. Storm drain runoff from impervious areas will be directed to surface gutters leading to catch basins and underground storm drain piping. Storm drain piping will direct the runoff to underground infiltration chambers sized to accommodate the SWQDv, representing the runoff generated by a water quality design storm event. Once the infiltration chambers are full, the flow will bypass the chambers and flow into the existing flood control channel via a proposed channel pipe connection. Stormwater runoff associated with an approximately 0.13-acre portion of the project site will flow directly to Brea Canyon Road. Post-project stormwater runoff into the County channel shall be restricted to 1.78 cubic feet per second (cfs) per acre. In the vicinity of Brea Canyon Road and Colima Road, storm flows originating to the south of the Pomona (SR-60) Freeway are transported via two existing 54-inch diameter RCP (PD 1469) beneath the freeway and a point of connection within the project site. Within the subject property, two existing 54-inch diameter RCP storm drains, transitioning to an existing 72-inch diameter RCP, traverse the project site. These pipes generally follow a north-south alignment and discharge to the existing County flood control channel (PD 1445) (Diamond Bar Creek). As proposed, the placement of the hotel building would overtop those pipelines and, therefore, requires relocation in a manner that will maintain existing flow characteristics and provide sufficient clearance from proposed on-site structures so as to allow continuing access to and the maintenance of that system. Proposed storm drain relocation plans are illustrated in Figure 21 (Proposed “Brea Canyon Business Park” Project – Los Angeles County Flood Control District 54-Inch Diameter RCP Pipe Relocation Plans [August 7, 2019]). With limited exception (e.g., an approximately 0.03-acre right-of-way dedication extending southward from the project’s common driveway along Brea Canyon Road to accommodate a deceleration and turning lane), Appendix A (Brea Canyon Business Park – Conceptual Architectural Package [June 7, 2019]) only illustrates those aspects of the project that are proposed to occur within the confines of the approximately 5.73-acre project boundaries. Excluding that approximately 0.56-acre Caltrans drainage slope area draining onto the project site, other “off-site” areas are, however, also associated with the proposed project. Based on potential turning conflicts, including the retention of existing access to existing driveway located along Brea Canyon Road serving Discovery World Preschool and Private Elementary School (801 Brea Canyon Road, Diamond Bar), and vehicle stacking requirements along that segment of Brea Canyon Road extending from the Pomona (SR-60) Freeway on the south to Lycoming Street on the north, the proposed project’s ingress and egress has been limited to “right in” and “right out” only, meaning that vehicles exiting the project site will be prohibited from turning southward onto Brea Canyon Road and vehicles traveling southbound along Brea Canyon Road will not be able to turn left directly into the project’s common driveway. In order to prevent those turning movements, physical improvements to the existing central median along Brea Canyon Road, north of the Pomona (SR-60) Freeway and south of Lycoming Street, have been incorporated into the proposed project. As proposed, vehicular and non-vehicular access to the project site will be provided via an unsignalized driveway on Brea Canyon Road. The existing striping median along Brea Canyon Road allows two-way left-turn movement along the project’s frontage. In order to prevent traffic from turning left into and out of the project site, a raised landscaped central median will be constructed in the vicinity of that driveway, extending both northward along Brea Canyon Road and southward along Brea Canyon Road to connect with the existing raised median which is present to the south of the driveway. 8.1.a Packet Pg. 208 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-89 In addition, as illustrated in Figure 22 (Proposed “Brea Canyon Business Park” Project – Off-Site Traffic Improvements [July 31, 2019 / September 4, 2019]), improvements are proposed at the Brea Canyon Road/Lycoming Street intersection. As a project component, proposed improvements to the Brea Canyon Road/Lycoming Street intersection include: (1) along Brea Canyon Road, to the north of the project’s driveway, the restriping of the northbound (NB) approach to westbound (WB) Lycoming Street to provide an additional exclusive WB left-turn lane; (2) in response to the addition of a second exclusive left-turn lane, to the west of Brea Canyon Road, along Lycoming Street, the restriping of the existing WB lane to accommodate two receiving lanes; and (3) relative to eastbound (EB) Lycoming Street, west of Brea Canyon Road, the restriping of the existing EB shared left/through/right-turn lane to provide an exclusive left-turn lane and a separate shared through/right- turn lane. Subject to the approval of Caltrans and the City Engineer, as illustrated in Figure 6 (Proposed “Brea Canyon Business Park” Project - Conceptual Landscape Plan), the Applicant shall seek to obtain an encroachment permit or such other entitlements as may be required from Caltrans for the installation and maintenance of landscape improvements along that portion of the Caltrans’ right- of-way associated with the Pomona (SR-60) Freeway extending eastward from Brea Canyon Road. Subject to Caltrans’ approval, landscape improvements associated therewith, including water and electrical connections, shall be developed in coordination with the City Engineer and shall be financed and installed by the Applicant. Upon acceptance by Caltrans and the City and subject to such contract documents as may be associated therewith, the City shall subsequently bear future responsibilities for the ongoing maintenance of those improvements. Unless otherwise conditioned, Caltrans’ failure to approve or conditionally approve all associated entitlements, despite the good-faith efforts of the Applicant to secure such approval, would effectively negates the Applicant’s obligations thereunder. 4.1 Eligibility for Use of Streamlining The proposed project does not satisfy the specified criteria for the streamlining of infill projects pursuant to Section 21094.5 of CEQA, Section 15182(b) (Projects Proximate to Transit) or Section 15183.3 (Streamlining for Infill Projects) of the State CEQA Guidelines, and Appendix M (Performance Standards of Infill Projects Eligible for Streamlined Review) of the State CEQA Guidelines. Based, in part, on the proposed GPA and FAR, the Department has not sought to apply those CEQA provisions to the processing of the proposed project 4.2 Preliminary CEQA Determination Subject to any additional information that may be obtained by the Department following the dissemination of the “Notice of Intent to Adopt a Mitigated Negative Declaration” (NOI), based on information now known to the Department, it is the Department’s preliminary recommendation that, because all potentially significant environmental effect either do not elevate to a level of significant or can be effectively mitigated to a less-than-significant level, the proposed project, including both its individual and collective parts, qualifies for processing through the use of a MND. 4.0 PRELIMINARY CEQA DETERMINATION 8.1.a Packet Pg. 209 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-90 Figure 16 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT SECTION DRAWING ILLUSTRATING VIEWS FROM THE PROPOSED HOTEL TOWARD LYCOMING STREET Source: GAA Architects 8.1.a Packet Pg. 210 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-91 Figure 17 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT SECTION DRAWING ILLUSTRATING VIEWS FROM THE PROPOSED 3-STORY MEDICAL / OFFICE BUILDING TOWARD DRYANDER DRIVE Source: GAA Architects 8.1.a Packet Pg. 211 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-92 Figure 18 PROPOSED” BREA CANYON BUSINESS PARK” PROJECT SHADE AND SHADOW ANALYSIS (December 15: 3.42 PM) Source: GAA Architects 8.1.a Packet Pg. 212 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-93 Figure 19 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT PHOTOMETRIC ANALYSIS Source: GAA Architects 8.1.a Packet Pg. 213 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-94 Initial Study Figure 20 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT - COMPREHENSIVE SIGN PROGRAM (June 6, 2019) Source: Lycoming, LLC Type 1 Type 2 Type 3 Type 4 Type 5 - North Type 5 - West 8.1.a Packet Pg. 214 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-95 Figure 21 PROPOSED “BREA CANYON BUSINESS PARK” PROJECT LOS ANGELES COUNTY FLOOD CONTROL DISTRICT 54-INCH DIAMETER RCP PIPE RELOCATION PLANS (August 7, 2019) Source: Plotnik & Associates 8.1.a Packet Pg. 215 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-96 Figure 22 (1 of 2) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT OFF-SITE TRAFFIC IMPROVEMENTS (July 31, 2019) Source: Linscott Law & Greenspan 8.1.a Packet Pg. 216 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part 1: Introduction, Setting, and Project Description September 2019 Initial Study Page I-97 Figure 22 (2 of 2) PROPOSED “BREA CANYON BUSINESS PARK” PROJECT OFF-SITE TRAFFIC IMPROVEMENTS (July 31, 2019) Source: Linscott Law & Greenspan 8.1.a Packet Pg. 217 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-98 Initial Study In the derivation of that preliminary determination, the Department conducted an analysis of the potential environmental impacts associated with the approval, preconstruction, construction, and operation of the proposed project, including the maintenance of those public facilities associated therewith, based, in part, on the use of that “environmental checklist form” presented in Appendix G (Environmental Checklist Form) of the State CEQA Guidelines. That checklist and the information presented by the Department in support of the preliminary determinations presented therein are included in Part 2 (Environmental Checklist Form) of this Initial Study. 4.3 Recommended Mitigation Measures Based solely on their appearance herein, the following recommended mitigation measured (MM) are separately identified as “Part 1: Introduction, Setting, and Project Description” and “Part 2: Environmental Checklist Form” actions. Part 1: Introduction, Setting, and Project Description MM-1. Covenants, Conditions, and Restrictions. Prior to the approval of any final subdivision map, the Applicant, the “business-owners’ association/condominium association” (BOA), or similar entity comprised of all owners of interest thereupon shall submit, for review and approval by the City Attorney, the proposed project’s “declaration of covenants, conditions, and restrictions” (CC&R). At a minimum, those CC&Rs shall: (1) contain provisions for the creation and operation of the BOA; (2) provide that the BOA shall be responsible for the maintenance of all common areas and facilities, including, but not necessarily limited to, water, wastewater, and drainage systems, walls and fences, lighting and landscaping, bicycle and vehicle parking areas, loading areas, trash area, and sidewalks; (3) include provisions that the title to the common areas is to be held by the BOA for and on behalf of all owners of interest; (4) use and enforcement of parking provisions, including maintaining unobstructed drive aisles; and (5) the manner of enforcement thereof. Any changes thereto shall be prohibited except through the prior written approval of the City Attorney. MM-2. Los Angeles County Flood Control District. Prior to the issuance of a grading permit by the City, the Applicant shall deliver to the City Engineer : (1) documentation evidencing the Applicant’s receipt of any and all permits and approvals as may be required by or from the County associated with any proposed excavation, removal, and replacement of any County-owned flood control facilities, including any proposed encroachment, realignment, and/or modifications thereto and conveyance documents and easements associated therewith; and (2) a comprehensive listing of any and all permit conditions, mitigation measures, and other exactions that may be associated therewith or established therein. All such conditions, mitigation measures, and other exactions shall be binding on the proposed project and, prior to the issuance of any occupancy permits, for any use proposed on the project site, the Applicant’s compliance therewith shall be documented, to the satisfaction of the City Engineer. MM-3. Drive-Through Sales and Services. To avoid the creation of traffic and parking impediments, enhance public safety, reduce noise, and limit exhaust emissions, excluding commercial or institutional delivery vehicles parked in designated loading zones or otherwise appropriately parked in established parking stalls, except through a separate entitlement process, no drive-through sales or services shall be authorized or furnished on the project 8.1.a Packet Pg. 218 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-99 site through which any form of merchandise, product, service, or financial transaction is or can be disbursed to dispensed to waiting vehicles and/or their occupants. MM-4. Transportation Demand Management. Prior to the issuance of final subdivision map, in compliance with the provisions of Chapter 22.40 (Transportation Demand Management) of the “City of Diamond Bar Municipal Code,” the Applicant shall submit and the Community Development Director shall approve a detailed “transportation demand management” (TDM) program encompassing the proposed project and each of the uses contemplated therein. The TDM program shall include separate operational components addressing strategies, singularly or in combination, to reduce the number of average vehicle trips (ADT) attributable to the proposed project and the total number of vehicle miles traveled (VMT) associated therewith. The TDM shall include reasonable and feasible actions and endeavors sufficient to achieve a twenty (20) percent reduction in ADT and VMT over conditions which would otherwise occur absent the TDM. The proposed project’s “business-owners’ association/condominium association” (BOA) or similar representative management entity comprised of all owners of interest thereupon shall: (1) not less than annually, implement reasonable outreach efforts to all owners, occupants, and tenants for the purpose of providing information and updates concern the TDM program and its effectuation; (2) implement an active and on-going TDM monitoring program for the purpose of assessing progress toward the achievement of the stated performance standards; and (3) periodically revise and/or modify the TDM program and undertake such further actions as may be reasonable and appropriate to demonstrate the achievement of those standards. The BOA or management entity shall make those records available to the Community Development Director upon request. Part 2: Environmental Checklist Form MM-5. Construction Air Quality. All site preparation and earthmoving activities shall be subject to three times, rather than twice, daily watering. MM-6. Construction Air Quality. All heavy earthmoving equipment (e.g., graders, scrapers, heavy dozers) in excess of 240 horsepower shall be equipped with a Level 1 diesel particulate filter. MM-7. Operational Air Quality. The Applicant shall equip all structures with ventilation units with particulate filters with a rating of not less than Minimum Efficiency Reporting Value (MERV) 9 as recommended by the United States Environmental Protection Agency for automobile emission particles used in the protection of superior residential and better commercial structures, including hospital laboratories. MM-8. Operational Air Quality. The hotel (Lot 3, Tentative Parcel Map No. 82066) and the general and medical office building (Lot 1, Tentative Parcel Map No. 82066) shall have their ventilation intakes located along their north sides of those buildings. MM-9. Cultural Resources. Prior to the issuance of a grading permit, a qualified archaeologist, meeting the Secretary of the Interior’s Standards and Guidelines for Archaeology and Historic Preservation (48 FR 44716, National Parks Service, September 29, 1983) shall be retained by the Applicant to oversee the monitoring of initial ground disturbing activities, including all trenching and excavation activities occurred to a depth greater than three feet below surface grades. The archeologist shall conduct earthwork 8.1.a Packet Pg. 219 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-100 Initial Study monitoring activities for the purpose of identifying the potential presence of any significant historic or prehistoric cultural resources located within the project boundaries. MM-10. Cultural Resources. If cultural resources are identified during monitoring of the ground disturbing activities, the supervising archaeologist shall be empowered to temporarily halt construction in the vicinity of any such discovery while its significance is being evaluated. All cultural resources that may be so recovered will be documented on California Department of Parks and Recreation Site Forms and filed with the California Historical Resources Information System South Central Coastal Information Center at the California State University, Fullerton (CHRIS-SCCIC). Independent of any resources identified, the archaeologist shall prepare a final report about the monitoring and submit that report to the City’s Community Development Director, and the California Historical Resources Information System South Central Coastal Information Center at the California State University, Fullerton (CHRIS-SCCIC), as required by the California Office of Historic Preservation. The report shall include documentation and interpretation of any resources so recovered, if any. MM-11. Cultural Resources. The Applicant shall retain a Native American observer to monitor earthwork activities. The Native American observer shall represent a tribe that has ancestral ties and cultural affiliations to the project site. MM-12. Discovery of Human Remains. If human remains are encountered during construction excavation and grading activities, Section 7050.5 of the Health and Safety Code requires that no further disturbance shall occur until the County Coroner has made the necessary findings as to origin and disposition pursuant to Section 5097.98 of the Public Resources Code. If the remains are determined to be of Native American descent, the County Coroner has 24 hours to notify the California Native American Heritage Commission (NAHC). The NAHC will then identify the person(s) thought to be the Most Likely Descendent (MLD) of the deceased Native American, who will then help determine what course of action should be taken in dealing with the remains. MM-13. Geology and Soils. All buildings will conform to applicable “Earthquake Design Regulations” specified in Section 1613 in Chapter 16 (Structural Design) of the 2016 California Building Code and, unless otherwise waived or superseded, all development activities conducted on the project site shall conform to and be consistent with the recommended seismic parameters and recommended design and development standards identified in the following technical studies: (1) “Response to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., June 11, 2019); (2) “Update No. 3 to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., April 4, 2019); (3) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business Park, Lot 2 – Medical Office Building, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., March 15, 2019); (4) “Update to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., November 13, 2017); 8.1.a Packet Pg. 220 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-101 (5) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., September 6, 2017); (6) “Percolation/Infiltration Testing - Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” Geotechnical Professionals, Inc., July 12, 2017); (7) “Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., July 11, 2017); and/or (8) Such additional actions and recommendations as may be approved by the City Engineer based on further technical analyses conducted by or for the City Engineer, including the findings of more detailed project-specific seismic, soils, geologic, and geotechnical investigations. MM-14. Construction Noise. In accordance with the provisions of the “City of Diamond Bar Municipal Code,” construction shall be restricted to between the hours of 7:00 AM and 7:00 PM on weekdays and Saturdays. No construction shall occur at any time on Sundays or on federal holidays. These days and hours shall also apply to the servicing of equipment and to the delivery or removal of equipment and materials to or from the site. MM-15. Construction Noise. All construction equipment shall be properly maintained and tuned to minimize noise emissions. MM-16. Construction Noise. All equipment shall be fitted with properly operating mufflers, air intake silencers, and engine shrouds no less effective than originally equipped. MM-17. Construction Noise. During site preparation and paving operations, the construction contractor shall place temporary noise barriers, in the form of continuous ¾- inch plywood or hay bales, or similar dense material acceptable to the Department, along the site perimeter when performing construction operations within 100 feet of the rear yard areas of any existing residential units located to the north of the County flood control channel. Such barriers shall be a minimum of 8-feet tall and block the line-of-sight between any proximal residences and the top of the exhaust stack associated with the on-site use of heavy construction equipment. This mitigation measure is intended to apply specifically to those single-family residences located at 807-814 Dryander Drive and 21110-21054 Lycoming Street, Diamond Bar. MM-18. Construction Noise. The construction contractor shall specify the use of electric stationary equipment (e.g., compressors) that can operate off of the power grid, where feasible. Where infeasible, stationary noise sources (e.g., generators and compressors) shall be located as far from residential receptor locations as feasible. MM-19. Construction Noise. The construction contractor shall conspicuously post details of the project’s construction schedule and contact information, including the telephone numbers of both an on-site project representative and that of the City’s Community Development Department (Department), that can be contacted by local residents seeking to register a noise complaint. The Applicant shall maintain records of all such contacts, including any actions taken, and make those records available to authorized inspectors upon request. 8.1.a Packet Pg. 221 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-102 Initial Study MM-20. Construction Noise. The proposed project shall be designed and constructed in accordance with any and all additional conditions as may be set forth by the Department for noise mitigation. MM-21. Operational Noise. No accessible exterior balconies shall be included in the design of the hotel structure for those guest rooms located along the hotel’s southern (freeway- oriented) wall. MM-22. Operational Noise. The Applicant shall provide habitable on-site structures with forced air ventilation designed and installed in accordance with the 2016 “California Building Standards Code” (Title 24, California Code of Regulations), including the 2016 “California Green Building Standards Code” (Title 24, Part 11, California Code of Regulations).50 MM-23. Operational Noise. All exterior fittings that enter the structures (e.g., electrical conduits; heating, ventilation and air conditioning [HVAC] ducts) are to be sealed with caulk such that the fittings are rendered as air-tight. Any metal duct-work that is exposed to the exterior environment shall be enclosed and insulated to avoid noise transference through the ducting. MM-24. Operational Noise. The proposed project shall be operated in accordance with any and all additional conditions as may be set forth by the Department for noise mitigation. 5.1 Project-Specific Technical Studies California Regional Water Quality Control Board, Los Angeles Region, Water Quality Control Plan, Los Angeles Region, 1994, as revised. Jim Borer Certified Arborist #496, Existing Tree Inventory, 850 Brea Canyon Road, Diamond Bar, Ca., February 12, 2018. Linscott Law & Greenspan, Revised Traffic Impact Analysis Report – Brea Canyon Business Center, Diamond Bar, California, May 30, 2018, revised August 23, 2019. Linscott Law & Greenspan, Traffic Impact Analysis Report for the Brea Canyon Business Center Project Traffic-Related Response to Memorandum to Diamond Bar Comments, July 31, 2019. Lycoming, LLC, Planned Sign Program for Brea Canyon Business Park, Diamond Bar, June 6, 2019. Geotechnical Professionals, Inc., Percolation/Infiltration Testing - Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California, July 12, 2017. 50/ January 1, 2020 is the Statewide effective date established by the California Bu ilding Standards Commission for the 2019 “California Building Standards Code” (2019 CBC). In accordance with Section 18938.5 of the California Health and Safety Code, all applications for a building permit submitted on or after January 1, 2020 are subject to compliance with the 2019 CBC. The 2016 CBC remains in effect and is applicable to all plans and specifications for and to construction performed where the application for a building permit is received on or before December 31, 2019 (California Building Standards Commission, Information Bulletin 19-04, June 24, 2019). 5.0 REFERENCES 8.1.a Packet Pg. 222 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-103 Geotechnical Professionals, Inc., Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, July 11, 2017. Geotechnical Professionals, Inc., Supplemental Geotechnical Investigation, Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California, September 6, 2017. Geotechnical Professionals, Inc., Supplemental Geotechnical Investigation, Proposed Brea Canyon Business Park, Lot 2 – Medical Office Building, 850 Brea Canyon Road, Diamond Bar, California, March 15, 2019. Geotechnical Professionals, Inc., Response to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, June 11, 2019. Geotechnical Professionals, Inc., Update No. 3 to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, April 4, 2019. Geotechnical Professionals, Inc., Update to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, November 13, 2017. Linscott Law & Greenspan, Revised Parking Demand Analysis for Brea Canyon Business Park, Diamond Bar, California, January 25, 2019. Linscott Law & Greenspan, Revised Traffic Impact Analysis Report – Brea Canyon Business Center, Diamond Bar, California, August 23, 2019. Plotnik & Associates, Hydrology & LID Calculations for Brea Canyon Business Park, 850 S. Brea Canyon Road, Diamond Bar, CA 91789, June 7, 2019. Plotnik & Associates, Storm Drain Analysis – 54” Lines for Brea Canyon Business Park, 850 S. Brea Canyon Road, Diamond Bar, CA 91789, July 8, 2019, revised August 7, 2019 and August 29, 2019. Robin Environmental Management, Phase I Environmental Assessment Report – 850 Brea Canyon Road (APN 8719-013-017), Walnut, CA 91789, January 26, 2018. 5.2 Other Referenced Documents Alroth, William A., Chapter 14 (Parking and Terminals) in Pline, James L. (ed), Traffic Engineering Handbook, 5th Edition, Institute of Transportation Engineers, 1999. Anderson, T.P, Loyd, R.C., Clark, W.B., Miller, R.V., Corbaley, R, Kohler, S., Bushnell, M.M., Mineral Land Classification of the Greater Los Angeles Area: Part IV: Classification of Sand and Gravel Resource Area, San Gabriel Valley Production-Consumption Region, California Department of Conservation, Division of Mines and Geology, Special Report 143, 1982. Bean, John L. and Smith, Charles R., Gabrielino. In Handbook of North American Indians, Vol. 8: California, 1978. 8.1.a Packet Pg. 223 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-104 Initial Study Bedsworth, Louise, Hanak, Ellen, and Kolko, Jed, Driving Change – Reducing Vehicle Miles Traveled in California, Public Policy Institute of California, 2011. Becker, Gorden S., and Reining, Isabelle J., Steelhead/Rainbow Trout (Oncorhynchus mykiss) Resources South of the Golden Gate, California, 2008. California Department of Conservation, California Geological Survey, Fault-Rupture Hazard Zones in California, Special Publication 42, Interim Revision 2007. California Department of Conservation, California Geological Survey, Guidelines for Evaluating and Mitigating Seismic Hazards in California, Special Publication No. 117A, September 11, 2008. California Department of Conservation, Division of Mines and Geology, Seismic Hazard Zone Report for the San Dimas 7.5-Minute Quadrangle, Los Angeles County, California, Seismic Hazard Zone Report 032, 1998. California Employment Development Department’s Labor Market Information Division, Los Angeles-Long Beach-Glendale Metropolitan Division (Los Angeles County), Government Leads Six Sectors Losing Jobs Over the Monty, August 18, 2019. California Energy Commission, California Outdoor Lighting Standards Synopsis, February 1, 2002. California Energy Commission, 2016 Nonresidential Compliance Manual for the 2016 Building Energy Efficiency Standards, January 2017. California Regional Water Quality Control Board, Los Angeles Region, Order No. R4-2012- 0175, NPDES Permit No. CAS004001 (Wastewater Discharge Requirements for Municipal Separate Storm Sewer System [MS4] Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4, November 8, 2012. City of Diamond Bar, Addendum to the Final Environmental Impact Report for the City of Diamond Bar General Plan, SCH No. 91041083, July 25, 1995. City of Diamond Bar, City of Diamond Bar General Plan, originally adopted July 25, 1995. City of Diamond Bar, City of Diamond Bar Municipal Code. City of Diamond Bar, City of Diamond Bar Parks & Recreation Master Plan, July 19, 2011. City of Diamond Bar, Final Environmental Impact Report for the City of Diamond Bar General Plan, SCH No. 91041083, July 14, 1992. City of Diamond Bar, Implementation/Mitigation Monitoring Program, July 25, 1995. City of Diamond Bar, Master Environmental Assessment - City of Diamond Bar, July 14, 1992. City of Diamond Bar, Natural Hazards Mitigation Plan, Resolution No. 2004-57, October 5, 2004. 8.1.a Packet Pg. 224 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-105 City of Diamond Bar, Recreational Trails and Bicycle Route Master Plan, Final Draft, May 8, 2001. Guinn, James M., A History of California and an Extended History of Southern Coast Counties, California, Vol. I, 1907. History Record Company, History of Pomona Valley California with Biographical Sketches of the Leading Men and Women of the Valley who have been Identified with its Growth and Development from the Early Days to the Present, 1920. Ho, T., Zhao, J., and Dooley, B., Hotel Crimes: An Unexplored Victimization in the Hospitality Industry, Security Journal, Vol. 30, No. 4, 2017. Huang, W.S., Hospitality Review Journal, Vol. 16, No. 1, Article 9, January 1998. Institute for Technical Research Assistance, Safer Alternative Graffiti Management Methods for California, June 2014. Kinney, J.B., Brantingham, P.L., Wuschke, K., Kirk, M.G., Brantingham, P.J., Crime Attractors, Generators and Detractors: Land Use and Urban Crime Opportunities, Built Environment, Vol. 34, No. 1, 2008. Kroeber, Alfred L., Handbook of the Indians of California, Smithsonian Institution Bureau of American Ethnology, Bulletin 78, 1925. Langridge, R., Brown, A., Rudestam K., et al, An Evaluation of California’s Adjudicated Groundwater Basins, University of California, Santa Cruz, 2016. Lewis Publishing Company, An Illustrated History of Los Angeles County, California, Containing the History of Los Angeles County from the Earliest Period of its Occupancy to the Present Time together with Glimpses of its Prospective Future with Profuse Illustrations of its Beautiful Scenery, Full-Page Portraits of Some of the Most Eminent Men and Biographical Mention of Many of its Pioneers and also of Prominent Citizens of Today, 1889. Los Angeles County Department of Public Works (Alta Planning), County of Los Angeles Bicycle Master Plan, Final Plan, March 2012, adopted March 13, 2012. Los Angeles County Department of Public Works, Hydrology Manual, Water Resources Division, January 2006. Los Angeles County Department of Regional Planning, Los Angeles County Guidelines for Designing a Commercial Project, undated. (http://planning.lacounty.gov/guidelines/commerical) Markham, Edwin, An Appreciation of California, Summer and Winter, United States Railroad Administration, 1919 (https://archive.org/stream/regionalresortfo00unit/regionalresortfo00unit_djvu.txt). National Fire Protection Association, NFPA 1616: Standard for Mass Evacuation, Sheltering, and Re-Entry Programs, 2017 Edition. 8.1.a Packet Pg. 225 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-106 Initial Study National Research Council, Laboratory Design, Construction, and Renovation: Participants, Process, and Product, 2000. National Research Council, Prudent Practices for Handling, Storage, and Disposal of Chemicals in Laboratories, 1995. Ruch, John, Why Hotels are Often in the Mix of Local Mixed Use Projects, Reporter Newspapers, February 20, 2018. Society of Vertebrate Paleontology, Standard Guidelines for the Assessment and Mitigation of Adverse Impacts to Nonrenewable Paleontologic Resources, 2005. State of California, Governor’s Office of Planning and Research, Proposed Updates to the CEQA Guidelines, Final, November 2017. State of California, Governor’s Office of Planning and Research, Technical Advisory on Evaluating Transportation Impacts in CEQA, November 27, 2017. State of California, Governor’s Office of Planning and Research, Updated Transportation Impacts Analysis in the CEQA Guidelines, Preliminary Discussion Draft of Updates to the CEQA Guidelines Implementing Senate Bill 743 (Steinberg, 2013), August 6, 2014. Spitzzeri, Paul R., All Over the Map in the Eastern San Gabriel Valley, 1923 (https://homesteadmuseum.wordpress.com/2016/09/12/all-over-the-map-in-the-eastern- san-gabriel-valley-1923/). Tan, Siang S., Digital Geologic Map of the San Dimas 7.5-Minute Quadrangle, Open File Report 88-71, California Department of Mines and Geology, 1998 Transportation Research Board - National Cooperative Highway Research Program, NCHRP Report 659: Guide for the Geometric Design of Driveways, 2010. Sturman, Michael C., Corgel, Jack B., and Vema, Rohit (eds.), The Cornell School of Hotel Administration on Hospitality: Cutting Edge Cutting Edge Thinking and Practices, 2011. University of California, Los Angeles, School of Public Affairs, The Ralph & Goldy Lewis Center for Regional Policy Studies, Program in Local Government Climate Action Policies, Measuring Vehicle Greenhouse Gas Emission for SB 375 Implementation, undated. U.S Hotel Appraisers (http://www.ushotelappraisals.com/services/hotel-asset-classes-full-service-hotels/) Walnut Valley Water District, 2015 Urban Water Management Plan, June 2016. Watts, John, Reconciling Environmental Protection with the Need for Certainty: T hresholds for CEQA, Ecology Law Quarterly, Vol. 22, No.1, January 1995. Weisel, D.L., Smith, W.R., Garson, G.D., Pavlichev, A., and Wartell, J., Motor Vehicle Theft: Crime and Spatial Analysis in a Non-Urban Region, United States Department of Justice, August 2006. 8.1.a Packet Pg. 226 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part I: Introduction, Setting, and Project Description September 2019 Initial Study Page I-107 Wood, B.D., Water Supply Papers Nos. 295-297, Gazetteer of Surface Waters of California, Part III – Pacific Coast and Great Basin Streams, United States Department of the Interior, United States Geological Survey, Congressional Edition, Vol. 6246, 1913. 8.1.a Packet Pg. 227 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part I: Introduction, Setting, and Project Description Page I-108 Initial Study This page left intentionally blank. 8.1.a Packet Pg. 228 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-1 Environmental Checklist Form (Initial Study) City of Diamond Bar ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED: The environmental factors checked below would be potentially affected by this project, involving at least one impact that is a “Potentially Significant Impact” as indicated by the checklist on the following pages. Aesthetics Agriculture/Forest Resources Air Quality Biological Resources Cultural Resources Energy Geology/Soils Greenhouse Gas Emissions Hazards/Hazardous Materials Hydrology/Water Quality Land Use/Planning Mineral Resources Noise Population/Housing Public Services Recreation Transportation Tribal Cultural Resources Utilities/Service Systems Wildfire Mandatory Findings of Significance DETERMINATION: On the basis of this initial evaluation: I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. I find that the proposed project MAY have a “potentially significant impact” or “potentially significant unless mitigated” impact on the environment, but at least one effect (1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and (2) has been addressed by mitigation measures based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required. _______________________________________________ _________________, 2019 Signature Date 8.1.a Packet Pg. 229 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-2 Initial Study USGS 7.5-Minute San Dimas Quadrangle SITE 8.1.a Packet Pg. 230 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-3 1. Aesthetics Except as provided in Section 21099 of the Public Resources Code, would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Have a substantial adverse effect on a scenic vista? (b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings, within a State scenic highway? (c) In non-urban areas, substantially degrade the existing visual character or quality of public view of the site and its surroundings? (Public views are those that are experienced from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? (d) Create a new source of substantial light or glare that would adversely affect daytime or nighttime views in the area? Findings of Fact a) No Impact. The general project area is highly urbanized and can be characterized as currently comprised of a diverse mixture of single-and multi-family housing units, commercial and light industrial uses. A large-scale business park (Industry East) project is presently being developed approximately 350 feet to the east of the project site. Excluding slope areas, the nearest development therein is located approximately 850 feet to the east of the project boundaries. The project site abuts the Pomona (SR-60) Freeway on the south. As it transitions from the northbound Orange (SR-57) Freeway to the westbound Pomona (SR-60) Freeway, the freeway mainline is elevated as it crosses over Brea Canyon Road. Additionally, the westbound off-ramp at Brea Canyon Road descends from that elevated location to connect with Brea Canyon Road adjacent to the subject property’s southwestern corner. As such, the freeway is the dominant visual element in the general project area, effectively obscuring views to the south. Similarly, Brea Canyon Road is the dominant visual element to the west of the subject property, disappearing from view to the south as it crosses beneath the Pomona (SR- 60) Freeway. To the west of that roadway, directly across from the project site, the rear -yard areas of a number of single-family homes back onto Brea Canyon Road, separated therefrom by an approximately 6-foot tall concrete block wall. At the southeast corner of Brea Canyon Road and Lycoming Street is a private preschool and elementary school (“Discovery World Preschool and Private Elementary School”). Abutting the property’s northern boundary is a concrete-lined, open County flood control channel (PD 1445) (Diamond Bar Creek). Directly across from that channel are single-family homes located along Dryander Drive and Lycoming Street, west of Dryander Drive. Located adjacent to the northwestern corner of the project site is an existing restaurant (“Farmer Boys 8.1.a Packet Pg. 231 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-4 Initial Study Restaurant” [810 Brea Canyon Road, Diamond Bar]). Further to the north, the San Gabriel Mountains are visible in the distance. The 1995/2013/2014 General Plan does not define the existence of any scenic vistas within the City. Additionally, neither the City’s “Final Environmental Impact Report for the City of Diamond Bar General Plan, SCH No. 91041083” (1992)1 (1992 PFEIR) nor “Addendum to the Final Environmental Impact Report for the City of Diamond Bar General Plan, SCH No. 91041083” (1995) (1995 PFEIR Addendum)2 define any scenic vistas within or adjacent to the City or contain any program-level view preservation measures. Because neither “scenic resources” nor “scenic vistas” are defined or addressed in any relevant planning or existing CEQA-compliant documentation germane to the proposed project and/or to the project site, no relevant policies have been established which assist in the identification, prioritization, and/or promotion of the preservation of such resource. Although the City is presently in the process of a formulating a comprehensive update to the 1995/2013/2014 General Plan and preparing an accompanying program-level CEQA document, because those documents have neither been adopted nor certified as of the date of this writing, the information, analyses, and policies identified therein have not considered in the formulation of the preliminary findings presented herein. b) No Impact. The Pomona (SR-60) Freeway is not a State-designated scenic highway. c) No Impact. Although no precise definition is applied thereto, based on the absence of vacant and undeveloped property, the general project vicinity could be characterized as an “urban area.” Because neither “scenic resources” nor “scenic vistas” are defined or addressed in any relevant planning or existing CEQA-compliant documentation germane to the proposed project and/or to the project site, no relevant policies have been established which assist in the identification, prioritization, and/or promotion of the preservation of such resource. d) Less-than-Significant with Mitigation Incorporated. Because the terms “substantial light and glare” and “adverse affect on daytime or nighttime views” are neither defined in the State CEQA Guidelines nor do there presently exist any directly relevant policies in the 1995/2013/2014 General Plan, a determination thereof may be subject to interpretation. Presently, the project site is vacant and, as such, is not an existing source of “substantial light and glare.” With the proposed project’s implementation, new sources of lighting will be added therein, including exterior parking lot and landscape lighting, interior and exterior building lighting, low-level security lighting, and both ground- and wall-mounted illuminated signage. Light levels associated therewith will remain at levels common within urban areas and will not include the use of beacons or high-intensity spotlights. The most predominate source of lighting, in terms of lot coverage, is that associated with on- site vehicular circulation and the parking lot. Based on a photometric analysis, a point-by-point analysis indicates that internal driveway and parking lot light levels will range from 0.9 to 4.6 horizontal footcandle (three feet above the surface) (HFC). Spill light levels extending beyond the property boundaries were not, however, quantified therein. 1/ City of Diamond Bar, Final Environmental Impact Report for the City of Diamond Bar General Plan, SCH No. 91041083, certified on July 14, 1992. 2/ City of Diamond Bar, Addendum to the Final Environmental Impact Report for the City of Diamond Bar General Plan, SCH No. 91041083, adopted on July 25, 1995. 8.1.a Packet Pg. 232 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-5 Light pollution (obstructive light) broadly describes light that is either perceived as “too bright” for its intended purpose or “shines were it is not needed or is unwanted.” The three components of light pollution include sky glow (sky brightness caused by artificial light reflecting off the atmosphere), light trespass (light spilling out of the intended area), and glare (light shining in the eyes causing discomfort or disability). The International Dark Sky Association (IDA) states that “urban sky glow becomes a significant problem when [sky brightness due to artificial light] reaches 0.10 or 10% above the natural sky background”; however, there is no agreed upon objective method for physically measuring overall sky glow and no metric to measure sky glow from a single light source. Relative to light trespass, the IDA has recommended limiting the “exterior lighting originating on a property to a maximum of 0.5 horizontal foot candles at a distance of 25 feet beyond the property line.”3 Buildings permitted prior to January 1, 2020 must comply with the 2016 “Building Energy Efficiency Standards for Residential and Nonresidential Buildings” (Title 24, Part 6, CCR (June 2015) (2016 BEES). In accordance with Section 130.0 (Lighting Systems and Equipment, and Electrical Power Distribution Systems – General) in Subchapter 4 (Nonresidential, High-Rise Residential, and Hotel/Motel Occupancies – Mandatory Requirements for Lighting Systems and Equipment, and Electrical Power Distribution Systems) therein, relative to newly constructed buildings: “The design and installation of all lighting systems and equipment in nonresidential, high-rise residential, hotel/motel buildings, outdoor lighting, and electrical power distribution systems within the scope of Section 100.0(a) shall comply with the applicable provisions of Sections 130.0 through 130.5.” Specifically, Section 130.2 (Outdoor Lighting Controls and Equipment) relate to outdoor systems. Section 130.2(c) of the 2016 BEES contains control requirements for most outdoor lighting systems, including parking and other common outdoor hardscape areas. Those standards require several different layers of controls that are designed to accomplish different types of energy savings, including: (1) Daylight controls to ensure that lights are turned off during day light hours using photocontrol astronomical time-switch or other controls (Section 130.2[c][1]); (2) Automatic scheduling controls to ensure that outdoor luminaires can be controlled independently and scheduled to be turned off during certain hours of the night (Section 130.2[c][d]); and (3) Occupancy-based multi-level controls to ensure luminaires mounted under 24-feet automatically reduce power between 40 and 90 percent in response to vacancy of the space (typically provided through the use of motion sensors) (Section 130.2[c][3]). Several exemptions exist based on space type and fixture wattage. In addition, pursuant to Section 140.0 (Performance and Prescriptive Compliance Approaches) in Subchapter 5 (Nonresidential, High-Rise Residential, and Hotel/Motel Occupancies – Performance and Prescriptive Compliance Approaches for Achieving Energy Efficiency) in the 2016 BEES: “Nonresidential, high-rise residential and hotel/motel buildings shall comply with all of the following: (a) The requirements of Sections 100.0 through 110.11 applicable to the building project (mandatory measures for all buildings). (b) The requirements of Sections 120.0 through 130.5 (mandatory measures for nonresidential, high-rise residential and hotel/motel buildings). (c) Either the performance compliance approach (energy budgets) specified in Section 140.1 or the prescriptive compliance approach specified in Section 140.2 for the Climate Zone in which the building will be located.” Compliance with the applicable provisions of 2016 BEES and City standards will reduce potential sky glow, light trespass, and glare-related impacts to a less-than-significant level. 3/ Kosiorek, Andrew S., International Dark-Sky Association, Information Sheet 76, Exterior Lighting: Glare and Light Trespass, July 1996, p. 2. 8.1.a Packet Pg. 233 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-6 Initial Study 2. Agricultural Resources Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance, as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? (b) Conflict with existing zoning for agricultural use or with a Williamson Act contract? (c) Conflict with existing zoning for, or cause rezoning of, forest land (as defined by Section 12220[g], Public Resources Code [PRC]), timberland (as defined by Section 4526, PRC), or timberland zoned Timberland Production (as defined by Section 51104[g], CGC)? (d) Result in the loss of forest land or conversion of forest land to non-forest use? (e) Involve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non-forest use? Findings of Fact a) No Impact. The United States Department of Agriculture (USDA) Natural Resources Conservation Service (NRCS) and the California Department of Conservation (DOC) distinguish among four basic designations of farmland, which are defined by NRCS and mapped by DOC as “Important Farmlands.” Those designations include “prime farmland,”4 “farmland of Statewide Importance,”5 “unique farmland,”6 and “farmland of local importance.”7 4/ “Prime Farmland” has the best combination of physical and chemical features able to sustain long -term agricultural production. This land has the soil quality, growing season, and moisture supply needed to produce sustained high yields. Land must have been used for irrigated agricultural production at some time during the four years prior to the mapping date. 5/ “Farmland of Statewide Importance” is similar to “Prime Farmland” but with minor shortcomings, such as greater slopes or less ability to store soil moisture. Land must have been used for irrigated agricultural production at some time during the four years prior to the mapping date. 6/ “Unique Farmland” consists of lesser quality soils used for the production of the state's leading agricultural crops. This land is usually irrigated, but may include non-irrigated orchards or vineyards as found in some climatic zones in California. Land must have been cropped at some time during the four years prior to the mapping date. 7/ “Farmland of Local Importance” is land of importance to the local economy, as defined by each county's local advisory committee and adopted by its board of supervisors. “Farmland of Local Importance” is either currently producing or has the capability of production, but does not meet the criteria of “Prime Farmland,” “Farmland of Statewide Importance,” or “Unique Farmland.” 8.1.a Packet Pg. 234 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-7 The DOC adds a designation of “grazing land.”8 The DOC’s Division of Land Resources Protection (CDLRP) administers the “Farmland Mapping and Protection Program” (FMMP), including preparation of “Important Farmland Maps” (IFMs) and performance of biennial mapping surveys assessing the rate and quantity of conversion of designated farmlands to non-agricultural uses. The most recent CDLRP-prepared IFM for Los Angeles County is dated 2016.No such inventoried areas exist upon or in close proximity to the project site. b) No Impact. The California Land Conservation Act of 1965 (Sections 51200-51297.4, CGC), commonly referred to as the Williamson Act, allows county governments to enter into contracts with private landowners who agree to restrict parcels of land to agricultural uses or uses compatible9 with agriculture for at least 10 years or a 20-year period for property restricted by a “Farmland Security Zone”10 (FSZ) contract. In return, landowners receive property tax assessments that are much lower than normal because they are based on income derived from farming and open space uses as opposed to full market value of the property. The term of the contract automatically renews each year so that the contract always has a 10-year period left to function. The Williamson Act was revised in 1998 to offer landowners greater property tax reduction in exchange for a longer contract term. Non‐renewal or immediate cancellation does not change the zoning of the property. Participation in the Williamson Act program is dependent on county adoption and implementation of the program and is voluntary for landowners. The project site is not subject to a Williamson Act contract. c) No Impact. The site does not include lands designated as “Forest Land” (Section 12220[g], PRC), “Timberland” (Section 4526, PRC), or “Timberland Zoned for Timberland Production” (Section 51104[g], CGC) or lands meeting those statutory and regulatory definitions. d) No Impact. “Forest land” is assumed to mean lands containing forest vegetation. Until recently (2019), the project site was operated as a recreational vehicle and boat storage use and was extensively covered with impervious surfaces. Prior to 1946 and extending through the mid- 1960s, the property operated as a fruit orchard. As such, project implementation will not result in the loss of forest lands nor conversion of forest land a non-forest use. e) No Impact. The project site is neither categorized as a “Farmland” nor as “forest land.” 8/ “Grazing Land” is land on which the existing vegetation is suited to the grazing of livestock. This category was developed in cooperation with the California Cattlemen's Association, University of California Cooperative Extension and other groups interested in the extent of grazing activities. 9/ As specified under Section 51201(e) of the CGC: “’Compatible use’ is any use determined by the county or city administering the preserve pursuant to Section 51231, 51238, or 51238.1 or by this act to be compatible with the agricultural, recreational, or open-space use of land within the preserve and subject to contract. ‘Compatible use’ includes agricultural use, recreational use or open-space use unless the board or council finds after notice and hearing that the use is not compatible with the agricultural, recreational or open -space use to which the land is restricted by contract pursuant to this chapter.” As further specified under Section 51238.1 therein: “(a) Uses approved on contracted lands shall be consistent with all of the following principles of compatibility: (1) The use will n ot significantly compromise the long-term productive agricultural capability of the subject contracted parcel or parcels or on other contracted lands in agricultural preserves. (2) The use will not significantly displace or impair current or reasonably for eseeable agricultural operations on the subject contracted parcel or parcels or on other contracted lands in agricultural preserves. Uses that significantly displace agricultural operations on the subject contracted parcel or parcels may be deemed compatible if they relate directly to the production of commercial agricultural products on the subject contracted parcel or parcels or neighboring lands, including activities such as harvesting, processing, or shipping. (3) The use will not result in the significant removal of adjacent contracted land from agricultural or open -space use. 10/ A “Farmland Security Zone” (Article 7 [commencing with Section 51296] of Chapter 7 of Division 1 of the CGC) is an area created within an “agricultural preserve” by a board of supervisors or city council upon request by a landowner or group of landowners. An agricultural preserve defines the boundary of an area within which a city or county will enter into Williamson Act contracts with landowners. The boundary is designated by resolution of the board of supervisors or city council having jurisdiction. Agricultural preserves must generally be at least 100 acres in size. 8.1.a Packet Pg. 235 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-8 Initial Study 3. Air Quality Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Conflict with or obstruct implementation of the applicable air quality? (b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or State ambient air quality standard? (c) Expose sensitive receptors to substantial pollutant concentrations? (d) Result in other emissions (such as those leading to odors adversely affecting a substantial number of people? Background Information In order to more thoroughly assess potential air quality impacts, a detailed air quality analysis was performed as part of this CEQA-compliance effort. The resulting “Air Quality Analysis” (August 2019) is included in Appendix D (Brea Canyon Business Park - Air Quality Analysis). The detailed analysis supporting the following conclusions is presented in that study and, for brevity, has not again been repeated herein. Findings of Fact a) Less-than-Significant Impact. Neither the construction nor the operation of the proposed project is projected to exceed the daily threshold values presented in the most recent update to Appendix G of the State CEQA Guidelines. Additionally, as mitigation, the project would not result in significant localized air quality impacts. As such, the proposed project is consistent with the goals of the most recent “Air Quality Management Plan” (March 3, 2017) (2016 AQMP) and, in that respect, does not present a significant air quality impact. b) Less-than-Significant Impact. In accordance with South Coast Air Quality Management District (SCAQMD) methodology, those projects that do not exceed or can be mitigated to less than the daily threshold values do not add significantly to the creation of a cumulatively considerable impact. Because neither the construction nor the operation of the proposed project would exceed recommended SCAQMD threshold levels, the proposed project would not be anticipated to result in a cumulatively considerable net increase in criteria pollutants. c) Less-than-Significant with Mitigation Incorporated. At an estimated 6.05 and 4.21 pounds per day, PM10 and PM2.5 emissions, respectively, could exceed those values presented in the SCAQMD’s screening tables, as presented in the SCAQMD’s “Final Localized Significance Threshold Methodology” (June 2003). Based on those exceedance conditions, the following recommended mitigation measures (MM) have been identified by the Department: 8.1.a Packet Pg. 236 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-9 MM-5. Construction Air Quality. Relative to construction-term air quality impacts, all site preparation and earthmoving activities shall be subject to three times, rather than twice, daily watering. MM-6. Construction Air Quality. Relative to construction-term air quality impacts, all heavy earthmoving equipment (e.g., graders, scrapers, heavy dozers) in excess of 240 horsepower shall be equipped with a Level 1 diesel particulate filter. As mitigation, the expose sensitive receptors to substantial pollutant concentrations would be reduced to a less-than-significant level. d) Less-than-Significant with Mitigation Incorporated. The project site is located to the north of and adjacent to the Pomona (SR-60) Freeway. The California Department of Transportation (Caltrans) reports that this freeway carries 429,000 average daily traffic (ADT) west of Brea Canyon Road and 418,000 ADT east of Brea Canyon Road. Trucks make up about 7.3 percent of that total or about 31,300 ADT. At its closest, the near boundary of the project site is at a distance of about 56 feet from the edge of the pavement area associated with the Brea Canyon Road westbound off-ramp and fly-over. Both the hotel and the medical office building located to the east of the hotel are proposed to have an approximate 20-foot setback from the property line. The medical office building located to the north of the hotel is on the order of about 350 feet from the freeway. All structures are within the minimum 500-foot siting distance recommended by the California Air Resources Board (CARB) for freeways that include over 100,000 ADT. Because the resulting impact is potentially significant, the following recommended mitigation measures have been identified by the Department: MM-7. Operational Air Quality. Relative to operational air quality impacts, the Applicant shall equip all structures with ventilation units with particulate filters with a rating of not less than Minimum Efficiency Reporting Value (MERV) 9 as recommended by the United States Environmental Protection Agency for automobile emission particles used in the protection of superior residential and better commercial structures, including hospital laboratories. MM-8. Operational Air Quality. Relative to operational air quality impacts, the hotel (Lot 3, Tentative Parcel Map No. 82066) and the general and medical office building (Lot 1, Tentative Parcel Map No. 82066) shall have their ventilation intakes located along their north sides of those buildings. 8.1.a Packet Pg. 237 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-10 Initial Study 4. Biological Resources Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Wildlife (CDFW) or United States Fish and Wildlife Service (USFWS)? (b) Have a substantial adverse effect on any sensitive riparian habitat or other sensitive natural identified in local or regional plans, policies, regulations, or by the CDFW or USFWS? (c) Have a substantial adverse effect on State or federally-protected wetlands (including, but not limited to, marshes, vernal pools, coastal wetlands, etc.) through direct removal, filling, hydrological interruption, or other means? (d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? (e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? (f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other local, regional, or State habitat conservation plan? Background Information The project site is located along the southern boundaries of the United States Geological Surveys’ (USGS) 7.5-minute topographic quadrangle. As illustrated in Figure 24 (Portion of the Geologic Map of the USGS San Dimas 7.5-Minute Quadrangle [1998]),11 Diamond Bar Creek, as a concrete-lined flood control channel is located in the general vicinity of the subject property. Although improved, the channel is depicted as a “blue-line” stream by the USGS.12 11/ Tan, Siang S., Digital Geologic Map of the San Dimas 7.5-Minute Quadrangle, Open File Report 88-71, California Department of Mines and Geology, 1998. 12/ “Blue-line streams” are a cartographic device uses to indicate channels that carry flows and are generally based on prior aerial photographic records. From the USGS’ perspective, that depiction is not intende d to convey a specific hydrologic or biological significance, other than to designate the location of a previously identified stream. 8.1.a Packet Pg. 238 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-11 The United States Environmental Protection Agency (USEPA) has clarified, in the “waters of the United States” rulemaking, that concrete-lined channels constructed in dry lands or uplands are not “waters of the United States’ “Clean Water Rule: Definition of ‘Waters of the United States’: Final Rule” (80 Federal Register 124 [June 29, 2015], pp. 37053- 37127). Because the County flood control channel (Diamond Bar Creek) is not a part of the proposed project, no direct impacts to either “waters of the United States” or “waters of the State” are anticipated as a result of the project’s implementation. Findings of Fact a) Less-than-Significant Impact. The project site is located directly adjacent to the Pomona (SR-60) Freeway and was operated as a recreational vehicle and boat storage lot between 1976 and 2019. Primarily covered with dirt and gravel, only about 16 percent of the site consisted of impervious surfaces. Recreational vehicles, boats, trucks, and automobiles were routinely brought into and removed from the property. Figure 24 PORTION OF THE GEOLOGIC MAP OF THE USGS SAN DIMAS 7.5-MINUTE QUADRANGLE (1998) Source: California Department of Mines and Geology SITE 8.1.a Packet Pg. 239 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-12 Initial Study As evident in Figure 1 (Proposed “Brea Canyon Road Business Park” Project Site - 850 Brea Canyon Road, Diamond Bar, California 91789) only limited vegetation presently exists on the project site. With the possible exception of invasive species, the project site is absent native vegetation. Absent that vegetation, the project site lacks the ability to support any candidate, sensitive, or special status species or sensitive natural community. Based on the level of prior disturbance thereto, no site-specific general or focused biological surveys were conducted by the Applicant or by the Department on the project site. The Department is not aware of any evidence suggesting the potential presence of any protected biological resources, including locally-protected trees, on the project site. b) No Impact. No riparian habitat or other sensitive natural communities has been identified on the project site. c) No Impact. No State or federally-protected wetlands have been identified on the project site. d) No Impact. Since the project site does not possess significant habitat value, implementation would not substantially interfere with the movement of any native species. Similarly, to the extent that the channel serves any function with regards thereto, the proposed project will not interfere with any use of the County flood control channel as a wildlife corridor. e) No Impact. As indicated in Section 22.38.010 (Purpose) in Chapter 22.38 (Tree Preservation and Protection) of the Municipal Code, the 1995/2013/2014 General Plan, “as the overall policy document for the City, requires the preservation and maintenance of native trees including oak, walnut, sycamore, willow, significant trees of cultural or historical value” where appropriate. The purpose of this chapter is to protect and preserve these trees and when removal is allowed as a result of new development to require their replacement.” The provisions of the City’s tree preservation and protection ordinance are applicable in all zoning districts and apply to the removal, relocation, and/or pruning of “protected trees,” as provided in Section 22.38.030 (Protected Trees) therein. As indicated in Section 22.38.040 (Damaging Protected Trees Prohibited), except as provided in Section 22.38.060 (Exemptions), no person shall cut, prune, remove, relocate, or otherwise destroy a “protected tree.” The topping of “protected trees” is prohibited. As defined in Section 22.38.030 (Protected Trees), a “protected tree” is any: (1) native oak, walnut, sycamore and willow trees with a diameter at breast height (DBH) of eight inches or greater; (2) trees of significant historical or value as designated by the City Council; (3) trees required to be preserved or relocated as a condition of approval for a discretionary permit; (4) any tree required to be planted as a condition of approval for a discretionary permit; and (5) stand of trees, the nature of which makes each tree dependent upon the others for survival. In order to assess compliance therewith, a “protected tree” survey was conducted by a certified arborist. A total of 95 mature specimen trees, plus one Mexican fan palm (Washingtonia robusta), were identified on the project site. Those trees included: (1) 53 evergreen ash (Fraxinus uhdel); (2) 26 California and Brazillian peppers (Schinus species); (3) 7 yew pine (Podocarpus henkelii); (4) four gum trees (Eucalyptus species); (5) two coast beefwood (Casuarina stricta); (6) one evergreen elm (Ulmus parvifolia); (7) 1 European olive (Olea europaea); and (8) one evergreen pear (Pyrus Kawakami). No oaks (Quercus species), 8.1.a Packet Pg. 240 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-13 California sycamores (Platanus racemose), black walnuts (Juglans californica) or other native species on the City’s “protected tree” inventory were identified thereupon.13 As illustrated in Appendix B (Brea Canyon Business Park – Conceptual Landscape Plans [July 12, 2019]), the majority off the 95 mature specimen trees observed on the project site were relatively evenly placed along the perimeter of the project site. None were placed as an assemblage and/or accompanied by an associated understory so as to create habitat value. Additionally, of the 95 mature specimen trees, 5 were reported to be “dead and” 90 were reported to be in “poor” condition. Only the Mexican fan palm was reported to be in “average” condition and available to relocate. As such, the project site’s existing flora has no or minimal habitat value. f) No Impact. The project site is not subject to a Habitat Conservation Plan, Natural Community Conservation Plan, or other local, regional, or State habitat conservation plan. 13/ Jim Borer Certified Arborist #496, Existing Tree Inventory, 850 Brea Canyon Road, Diamond Bar, Ca., February 12, 2018. 8.1.a Packet Pg. 241 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-14 Initial Study 5. Cultural Resources Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Cause a substantial adverse change in the significance of a historical resource as pursuant to Section15064.5 in Title 14 of the California Code of Regulations? (b) Cause a substantial adverse change in the significance of an archaeological resource pursuant Section15064.5 in Title 14 of the California Code of Regulations? (c) Disturb any human remains, including those interred outside of dedicated cemeteries? Background Information The indigenous peoples of southern California area are believed to be Shoshonean People who shared the Numic languages branch of the large Uto-Aztecan language family. In the 1700s and 1800s, the southern California area was shared by three indigenous cultures, including the Juaneño, the Gabrieliño, and the Luiseño. Once the Misión San Gabriel Arcángel (San Gabriel Mission) was built in 1771, the Native Americans living in or subsequently congregated to that area were referred to as the “Gabrielino” (Tongva) a name derived from the mission with which they were associated. The name “Juaneño” derives from the Spanish Mission San Juan Capistrano, founded in 1776; the name “Luiseño” derives from the Mission San Luís Rey de Francia, founded in 1798. In August 1994, in Assembly Joint Resolution 96 Resolution Chapter 146 of the Statutes of 1994 (Chaptered on September 13, 1994), the State officially recognized the “Gabrielinos as the aboriginal tribe of the Los Angeles Basin.” Since 2006, four organizations have claimed to represent the Tongva Nation, including the Gabrielino-Tongva Tribe, Gabrielino/Tongva Tribe, Gabrieleno Band of Mission Indians - Kizh Nation, and Gabrieliño/Tongva Tribal Council. None of the four groups claiming representation have attained recognition as a federally-recognized tribe.14 Recognizing that multiple organizations have asserted such claims, the City has neither the authority nor ability to adjudicate those claims. As such, all claimants are provided equal status herein. With regards to the Gabrieliño, in the “Handbook of the Indians of California” (Smithsonian Institution Bureau of American Ethnology, Bulletin 78, 1925), Alfred L. Kroeber stated: The wider Gabrielino group occupied Los Angeles County south of the Sierra Madre, half of Orange County, and the islands of Santa Catalina and San Clemente. The evidence is scant and somewhat conflicting as regards to the latter; a divergent dialect, 14/ As of May 4, 2016, “567 Tribal entities [were] recognized and eligible for funding and services from the Bureau of Indian Affairs by virtue of their status as Indian Tribes” (81 FR 26826 [May 4, 2016]). 8.1.a Packet Pg. 242 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-15 or even a Luiseño one, may have been spoken there. . .On the west, the Gabrielino limits – here more exactly Fernandiño – against the Chumash were at the watershed through which the Santa Susanna tunnel has been bored; at the coast, between Malibu and Topanga Creeks. Eastward, toward the Serrano and Luiseño, the line probably passed from Mount San Antonio to the vicinity of Cucamonga, Mount Arlington, and Monument and Santiago Peaks; in other words, through western San Bernardino and Riverside Counties – although San Bernardino Valley has also been ascribed to the Gabrielino. Southward, Aliso Creek is cited as the boundary between Gabrielino and Juaneño.15 Linguistic and archaeological evidence suggests that the Gabrieliño represent a branch of desert dwellers, or Shoshoneans, who moved to coastal southern California during the first millennium A.D., supplanting or absorbing an earlier group about which relatively little is known. Although the first recorded contact between the Gabrieliño and Europeans occurred in 1542 when the Juan Cabrillo expedition arrived at Santa Catalina Island, the historic period in southern California is generally accepted as beginning in 1769 when the Gaspar de Portolá expedition crossed the coastal region. The Portolá expedition established the first Alta California Mission (San Diego de Alcalá) on July 16, 1769. The first mission to be established in Gabrieliño territory was the Franciscan Misión San Gabriel Arcángel, founded September 8, 1771. The Gabrieleño encountered at that time were a stone-age people whose subsistence was based upon hunting and gathering. They neither know metallurgy nor practiced agriculture. The population was relatively small, few villages comprising more than 100 souls. The staple food was acorns which normally grew in abundance. The acorn meats were leached, dried, and ground into flour used to make a variety of dishes. Small animals, principally rodents and rabbits, furnished much of the protein. Deer were also hunted. Marine fishes and shellfish were very important in the diets of coastal inhabitants. Technology comprised principally the manufacture of tools and containers from stone, bone, leather, and plant fiber. Most implements requiring a hard, sharp edge were manufactured from chipped stone. These included such items as arrow points, knives, scrapers, and so forth. Implements for milling, such as manos, metates, mortars and pestles were made from groundstone. Traditional containers consisted of finely woven baskets that were lined with tar when waterproofing was required. Pottery was also known during the final centuries of Gabrieliño prehistory although it seems that baskets never lost their prominent role in daily lives. The Gabrieleño lived in villages ranging in size from only an extended family or two up to several hundred people. Houses consisted of thatch huts built over sunken earthen floors. Aside from dwellings, villages also had sweathouses which were used daily by the men and seem t o have represented important male social centers. Political and social organization was based on groupings called moieties, one practical function of which was to prevent family intra-marriage. Leadership at the larger villages seems to have consisted of a chief, whose position was hereditary, and one or more shamans who tended to religious and medical affairs. It was the intent of the Spanish government to convert the Gabrieleño to Christianity and the padres met with a great deal of success in their early efforts. Many Gabrieleño voluntarily moved to the mission where they were taught farming and received rudimentary educations in European technology. Unfortunately, the Spanish efforts soon led to some devastating side effects, the most well-known of which was the spread of European diseases to which the Gabrieleño had no hereditary immunity. 15/ Kroeber, Alfred L., Handbook of the Indians of California, Smithsonian Institution Bureau of American Ethnology, Bulletin 78, 1925, Chapter 14 (The Gabrielino), pp. 620-621. 8.1.a Packet Pg. 243 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-16 Initial Study The missionaries lost control when California was secularized under Mexican rule and the surviving Gabrieleño found themselves immersed in a competitive economy in which they were ill-equipped to compete. Many became virtual slaves while others worked on ranches where they lost touch with their traditional culture. When the Bureau of Indian Affairs compiled its roll of Mission Indians in 1929, only four individuals claimed to be full-blooded Gabrieleño and only about thirty listed themselves as at least one-half Gabrieleño. Included as Appendix E (Handbook of Native American Indians – Gabrieliño) is an introduction to the Gabrieliño people, as excerpted from The Smithsonian Institution’s “Handbook of North American Indians.16 The area now occupied by Diamond Bar, Walnut, Industry, and West Covina were colonized during the Mexican land grant period between 1834 and 1846. Three of the major Mexican land grants issued in that area were Rancho San Jose (granted to Ricardo Vejar and Ygnacio Palomares), Rancho de Los Nogales (issued to Jose de la Cruz Linares), and Rancho la Puente (issue to John Rowland and William Workman). Rancho de Los Nogales encompassed the upper portion of the San Jose Creek drainage where the Cities of Walnut, Industry, Pomona, and Diamond Bar now meet. In 1840, the governor, Juan Alvarado, deeded 4,340 acres, which is believed to have included the project site, to Jose de la Luz Linares. With this Mexican land grant Linares established Diseño del Rancho Los Nogales (Rancho Los Nogales or “Ranch of the Walnut Tree”). That triangular-shaped land grant was located between San Jose Creek and Diamond Bar Creek.17 Linares died in 1847 and his widow sold a choice portion of the ranch to Ricardo Vejar (grantee of Rancho San Jose) for $100 in merchandise, 100 calves, and the assumption of her late husband’s debt, making Vejar the fifth wealthiest landowner in Los Angeles County at that time. After California became a part of the United States, the Mexican land grants were challenged in the courts. As a result, the federal government conformed only 646 acres of Rancho Los Nogales to Vejar. By 1856, a large portion of Diamond Bar reverted to public domain and was available for homesteading. Due to the 1860s drought, Vejar had to borrow money from Isaac Schlesinger and Hyman Tischler to feed his cattle. Vejar was unable to repay the loan and Rancho Los Nogales passed to Schlesinger and Tischler. In 1866, the land was sole to Louis Phillips who sold a portion of the ranch to William “Uncle Billy” Rubottom (1808-1885) who operated a tavern and stage station. This area became the nucleus for the first community in the Diamond Bar-Pomona areas, known as “Spadra.” As noted in the “History of Pomona Valley California with Biographical Sketches of the Leading Men and Women of the Valley who have been Identified with its Growth and Development from the Early Days to the Present” (1920): Mention has already been made of the close relation to this Valley of the colony at El Monte. From this colony came a number of the first families in the new settlement which grew up in 1867-1868 on the Phillips ranch at Spadra. The first of these families to move out from El Monte was that of William Rubottom, known by everyone as “Uncle Billy Rubottom,” who had come, as told before, with other families from Arkansas in 1853. Early in the sixties Uncle Billy had moved to the Cucamonga Rancho and build 16/ Bean, John L. and Smith, Charles R., Gabrielino. In Handbook of North American Indians, Vol. 8: California, 1978, pp. 538-549. 17/ Diseño del Rancho Los Nogales (http://content.cdlib.org/ark:/13030/hb9b69p1w5/?&brand=oac). 8.1.a Packet Pg. 244 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-17 a tavern there on the upper road from Los Angeles to San Bernardino, not far from the ranch house of Colonel Rains. It was at the suggestion of Louis Phillips that he left there and moved to the San Jose Rancho, buying of him one hundred acres of land. There on the Camino Real he build another house and tavern that bore his name. Other families followed, and the place become known as “Rubottom’s” because of the Rubottom House. But when a post office was secured it was called officially Spadra, on the petition of Uncle Billy and those who had come with him from the town of Spadra Bluffs in Arkansas. This was accomplished through Ben Truman of the Los Angles Star, who was authorized to locate the station, and who rested at Rubottom’s on this tour of inspection. Uncle Billy was appointed the first postmaster on a salary of two dollars a month! No place of the road from Los Angeles to San Bernardino was better known than Rubottom’s, and when the stage changed its route, as it soon did, from Mud Springs road to that by way of Spadra, it became at once a busy place. . .It was a great day for Spadra when this change in its route brought the Overland Stage through the village. Not only did the stages pass this way, but the Rubottom House became a station where horses where changed and passengers stopped for meals. And the chief event of the day was of course the arrival of the stage. The cloud of dust in the distance and the thunder of horses’ hoofs and rattle of wheels, as they approached at a full gallop, gave ample tiding of their coming.18 In 1918, the area south of Spadra (located in Rancho San Jose) became part of Diamond Bar ranch, owned by Fredrick E. Lewis who operated it as a cattle ranch. Soon thereafter, Lewis formed “Diamond Bar Ranch” and registered the “diamond over a bar” branding iron with the California Department of Agriculture which later become the symbol for which the City was named. The Bartholome Corporation bought the ranch in 1943 and the land continued to operate as a cattle ranch. The Bartholome Corporation sold the ranch to the Christian Oil Corporation and Capital Company, which later became part of Transamerica. During the 1960s, Transamerica develop the former ranch which later incorporated into the City of Diamond Bar. “Diamond Bar Creek” would, therefore, not have been so named prior to 1918. Although Diamond Bar Creek may have different origins, historic maps (1888) identify the presence of both a “Main Branch of San Jose Creek” and a “North Branch of San Jose Creek,” including the presence of an unnamed “road” in the general vicinity of the project site. Findings of Fact a) Less-than-Significant with Mitigation Incorporated. All prior improvements located on the site have been removed and the site made ready for development. Through those activities, any historic features, if any, that may have once existed thereupon have been removed and any relationship to prior events associated with the City or the region eliminated. A physical inspection of the property reveals no surficial evidence of the potential presence of any historic or prehistoric features, artifacts, or other resources thereupon. As indicated in Figure 24 (Portion of the Geologic Map of the USGS San Dimas 7.5-Minute Quadrangle [1998]),19 the existing flood control channel replaced a previously identified 18/ History Record Company, History of Pomona Valley California with Biographical Sketches of the Leading Men and Women of the Valley who have been Identified with its Growth and Development from the Early Days to the Present, 1920, pp. 80 and 82. 19/ Tan, Siang S., Digital Geologic Map of the San Dimas 7.5-Minute Quadrangle, Open File Report 88-71, California Department of Mines and Geology, 1998. 8.1.a Packet Pg. 245 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-18 Initial Study “blue-line” stream (Diamond Bar Creek), a portion of or a tributary to San Jose Creek and the San Gabriel River. As illustrated in Figure 25 (Portion of Map of Spanish and Mexican Ranchos [1931]),20,21,22 Figure 26 (Plat of the Rancho Los Nogales [1869]),23,24 and Figure 27 (Diseño del Rancho Los Nogales [1877]),25,26,27 the project site appear to have once been a part of or located directly adjacent to Diseño del Rancho Los Nogales (Rancho Los Nogales) (Rancho Cañada de los Los Nogales) as given by Governor Manuel Micheltorena to José Maria Aguilar in 1844.28 The rancho’s name refers to “canyons of the walnut trees” and is in reference to stands of California black walnut trees. As illustrated in Figure 27 (Diseño del Rancho Los Nogales [1877]), the hills located to the north (left side of exhibit) represent the San Jose Hills and those to the south (right side of exhibit) represent the Puente Hills. Numerous walnut trees are illustrated to the west (bottom of exhibit), near the historic confluence of two watercourses, assumed herein to represent San Jose and Diamond Bar Creeks. In describing San Jose Creek, in 1913, the USGS noted: “San Jose Creek; San Gabriel River basin; Los Angeles County; rises around the eastern end of San Jose Hills above Pomona, turns the point of the range, and flows south and west between the Coast Range foothills, enters San Gabriel Valley at its extreme southeastern corner, and joins San Gabriel River (tributary to the Pacific) in the Paso de Bartolo Rancho; the stream has no high mountain drainage area of its own; about 9 square miles of San Jose Hills slope to its valley from the north, and about 25 square miles of the Coast Range, in a long, vary narrow strip, slope to it from the south; its principal source of water seems to be the great gravel bed at its head which constitutes the artesian belt of Pomona. The waters of the stream rise at a number of points along its course. Pomona and Pasadena sheets; Hall, W.H. Irrigation in California (southern), Sacramento, 1888.”29 20/ USC Digital Library, Map of Spanish and Mexican Ranchos of Los Angeles County, 1931, California Historical Society Collection: 1860-1960 (http://digitallibrary.usc.edu/cdm/singleitem/collection/p15799coll65/id/12755). 21/ With the cession of California to the United States following the Mexican-American War, the 1848 Treaty of Guadalupe Hidalgo provided that Mexican land grants would be honored. As required by the Land Act of 1851, a claim for Rancho Los Nogales was filed with the Public Land Commission in 1852 and the grant was patented to María de Jesús Garcia on June 29, 1882 for 1,003.67 acres. 22/ The depicted location of the project site may be imprecise. 23/ Reynolds, W. P., Plat of the Rancho Los Nogales, County of Los Angeles, January 1869, University of California, Berkeley (http://imgzoom.cdlib.org/Fullscreen.ics?ark=ark:/13030/hb5x0nb3qj/z1&&brand=oac4). 24/ The depicted location of the project site may be imprecise. 25/ City of Diamond Bar and Diamond Bar Historical Society, Diamond Bar, 2014, p. 17. 26/ As noted: “This is the diseño, or plat map, of the Rancho Los Nogales. Since land grants were not surveyed, it is impossible to duplicate the exact boundaries of the ranch. Boundaries were often indicated by landmarks on the property, such as large trees, boulders, hills, mountains, or water elements. This 1877 drawing depicts the many walnut trees that influenced the rancho’s name” (Ibid.). Prior to their channelization, the diseño has been interpreted to suggest that the circuitous lines illustrated therein do not define the boundaries of Rancho Los Nogales but rather illustrate the natural watercourses of present day San Jose and Diamond Bar Creeks. The boundary line separating the 1,004-acre Rancho Los Nogales and the 22,340-acre Rancho San José is illustrated. 27/ The depicted location of the project site may be imprecise. 28/ José Maria Aguilar was a Los Angeles official and married Maria Ygnacia Elizalde. Their son (Cristobal Aguilar [1816-1883]) was a prominent Los Angeles politician and , prior to 2005, was the last hispanic Major of Los Angeles (1866-1867, 1867-1868, and 1870-1872). 29/ Wood, B.D., Water Supply Papers Nos. 295-297, Gazetteer of Surface Waters of California, Part III – Pacific Coast and Great Basin Streams, United States Department of the Interior, United States Geological Survey, Congressional Edition, Vol. 6246, 1913, p. 188. 8.1.a Packet Pg. 246 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-19 Figure 25 PORTION OF MAP OF SPANISH AND MEXICAN RANCHOS (1931) Source: USC Digital Library Figure 26 PLAT OF THE RANCHO LOS NOGALES (1869) Source: University of California, Berkley NOT TO SCALE NOT TO SCALE SITE SITE 8.1.a Packet Pg. 247 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-20 Initial Study A portion of the “Pomona Sheet” (1888) is presented in Figure 28 (Portion of Detailed Irrigation Map, Pomona Sheet [1888]) herein.30 Later maps, dated 1894 and 1904, generally depicting similar areas are presented in Figure 29 (Portion of United States Department of the Interior Geological Survey – California Pomona Quadrangle [1894]) and in Figure 30 (Portion of United States Department of the Interior Geological Survey–California Pomona Quadrangle [1904]), respectively. In 1936, in describing the bountiful nature of the area’s water resources, the “La Puente Valley Journal” (January 30, 1936) reported: Plentiful water supply made possible vast walnut, citrus, avocado orchards instead of thousands of acres of barley fields. . .When the first pioneers settled here there as plenty of water for all their needs. The first farms did not cover the whole valley and only the better land was used, so that fields of barley sprang up all along the stream courses. But Southern California grew, not only in La Puente Valley but in other valleys, too, and more water was needed everywhere. More ranchers in La Puente Valley meant more diversion ditches from out streams. This alone placed a limit on how much land could be utilized, but added was the fact that the land 30/ Hart, William Hammond, State Engineer, Detail Irrigation Map, Pomona Sheet, Irrigation Data, California State Engineering Department, 1888 (Source: David Rumsey Historic Map Collection). Figure 27 DISEÑO DEL RANCHO LOS NOGALES (1877) Source: Diamond Bar Historical Society 8.1.a Packet Pg. 248 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-21 closer to the sources of the streams were being developed in the same manner so that a greater need for water in the valley, less of it even got this far. Fortunately, there were available some springs of natural formation, indicating an underground supply of vast dimensions. Ranchers were still predominately along the stream bed and the hills made these natural sites for an artesian supply, man turned to helping Nature again by drilling holes through which this under-water could come to the surface along the valley and we had an artesian well stage. Reference to “Currier” therein is with regards to a 2,500 ranch once owned by former sheriff and senator “Alvan Tyler Currier” (1830-1921), to “Currier Ranch,” and to the “Currier Tract Water Company.” The following description thereof appeared in “An Illustrated History of Los Angeles County, California” (1889): In the autumn [1869], after a summer spent in the northern and middle portions of California, Mr. Currier bought 1,000 acres of the land now making his ranch. He has never regretted his choice. In the fall of 1871 he commenced the improvement of the property. The ranch now comprises 2,400 acres, partly in the beautiful San Jose Valley and partly in the adjoining hills, which are themselves interspersed with valleys. In quality of soil it all ranks number one. Crossing the “Currier Ranch” is a perennial stream of water, the San Jose Creek, which should be mentioned in this connection. It has its fountain head three-quarters of a mile east of Spadra, on the Phillips Ranch. In the first three miles of its flow it is entirely emptied of water by ditches six times, reappearing each time with an increased volume. By actual measurement in midsummer Mr. Currier has for this use sixty-eight miners’ inches. This wonderfully beneficent little stream sinks after leaving the ranch only to again reappear and enrich the valley for miles below, before being lost in the San Gabriel River. The “Currier Ranch” is devoted mainly to the production of hay and grain. About eighty head of horses, 200 hogs and 125 head of cattle are usually kept. An average of 1,000 tons of hay is sold annually, and 500 tons are fed on the ranch. The grain production annually is proportionally large. Mr. Currier while making no specialty of citrus fruit, prides himself on having land suitable for their culture, excelled by none in the citrus belt. A small orange orchard of only two acres, which came into good bearing in 1884, has, for its first three crops sold to shipping dealers, yielding an average of $1,000 per year. Mr. Currier owns sixty-six acres of land adjoining the Sante Fe Railroad station ground on the east and north of Pomona. This he has commenced to improve, fifteen acres being planted to deciduous fruits and oranges, and twelve acres with raisin grapes. In the near future the rest of this land will be in orchard.31 The “A History of California and an Extended History of Southern Coast Counties, California” (1907) reported that “[h]is farming is devoted to fruit, the raising of cattle and draft horses, besides which he harvests large crops of hay and grain. In connection with his ranch he has an orchard of eighty areas, set out to oranges and walnuts. The ranch is very favorably situated about three miles west of Pomona, not far from the stations at Spadra and Lemon, on the Southern Pacific Railroad, and its copiously watered from several artesian wells.”32 31/ Lewis Publishing Company, An Illustrated History of Los Angeles County, California, Containing the History of Los Angeles County from the Earliest Period of its Occupancy to the Present Time together with Glimpses of i ts Prospective Future with Profuse Illustrations of its Beautiful Scenery, Full -Page Portraits of Some of the Most Eminent Men and Biographical Mention of Many of its Pioneers and also of Prominent Citizens of Today, 1889, pp. 415 -416. 32/ Guinn, James M., A History of California and an Extended History of Southern Coast Counties, California, Vol. I, 1907, p. 702. 8.1.a Packet Pg. 249 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-22 Initial Study Historic 1946 and 1965 aerial photographs of the project site depict the absence of development within the general project area, showing both the project site and other abutting properties committed to active agricultural uses (fruit trees).33 Commencing in 1858, prior to the arrival of the railroad (1874), the Overland Stage route extended through the valley. As noted in the “History of Pomona Valley”: “Nothing could rival the Overland Stage. The trilling story of the gigantic enterprise is bold at length by other writers. Only the salient points in its history need be mentioned here. There were many stages owned and run by individuals and covering various stretches of road across the mountains and plains between the Pacific Coast and the Eastern States, but t he great Overland Route was known as Butterfield’s after the man who organized the enterprise and later founded Wells Fargo Express. From San Francisco to St. Louis by Los Angeles and El Paso the distance covered by these stages was about 2,800 miles, the longest stage line ever established and successfully operated. . .The Butterfield Stage was finally abandoned sometime in 1868 or 1869, but other companies continued to run stages over the same 33/ Robin Environmental Management, Phase I Environmental Assessment Report – 850 Brea Canyon Road (APN 8719-013-017), Walnut, CA 91789, January 26, 2018, Appendix C (Historic Aerial Photo Record). Figure 28 PORTION OF DETAILED IRRIGATION MAP - POMONA SHEET (1888) Source: California State Engineering Department (David Rumsey Historic Map Collection) NOT TO SCALE SITE 8.1.a Packet Pg. 250 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-23 route; in fact, it was much competition that brought the Butterfield enterprise to a close. . .Thus until the coming of the railway in 1874, Spadra was not without its through stage, and after that for a time it was the terminus where the stages from the East met the railway from Los Angeles.34 A portion of the Overland Stage route traversing the project area is illustrated in Figure 31 (Portion of the Overland/Butterfield Stage Route [1935]).35 That segment of the “Road to Anaheim” referenced therein would appear to be Brea Canyon Road. With regards to railroad operations in the general project area, historic records (Site 19- 186112) indicate the presence of two parallel of the Union Pacific Railroad (historically the Southern Pacific Railroad and the Los Angeles and Salt Lake Railroads). The Southern Pacific was constructed throughout the Los Angeles area in the 1870s and ran through Watts, Compton to Wilmington, and east from Los Angeles, San Gabriel, Puente, Pomona, and Colton before heading to Yuma Arizona. In 1901, the San Pedro, Los Angeles, and Salt Lake Railroad Company was formed. Opening in 1905, the line extended from Los Angeles, to Las Vegas, to Salt Lake City. Some lines ran from Los Angeles south to Wilmington, via Bells and Workman, and east from Los Angeles through Pico, Clayton, paralleling the Southern Pacific line through Walnut, Spadra, Ontario and Riverside. In 1916, the line was renamed the Los Angeles to Salt Lake and, in 1921, the line became the southwestern part of the Union Pacific Railroad. The Union Pacific and the Southern Pacific merged in 1996. Separated by San Jose Creek, two railroad tracks continue to operate between Valley Boulevard (on the north) and the Pomona (SR-60) Freeway on the south. As suggested in a 1930 road map published by the Automobile Club of Southern California and included as Figure 32 (Portion of Automobile Roads between Long Beach, Whittier and Pomona [1930]),36 in the general project area, the future right-of-way for the Pomona (SR-60) Freeway appears unrelated thereto. Other maps identify that road section as “Fifth Street.” As indicated in an undated pre-incorporation (April 18, 1989) “Sphere of Influence Study XI” planning map prepared by the County of Los Angeles (Regional Planning Department), included, in part, as Figure 33 (Portion of Los Angeles County “Diamond Bar Study Area [Preliminary]” Map” [Circa 1988]),37 located to the west of Brea Canyon Road and south of Golden Springs Road, are “Silver Peak Ranch” and “Otterbein Ranch.” The following description of “Silver Peak Ranch” was published in a travel brochure published by the United States Railroad Administration in 1919: In the San Gabriel Valley, near Pomona and midway between Los Angeles and San Bernardino, surrounded by its own orange and lemon groves, is Silver Peak Ranch, commanding an excellent view of the Sierra Madre Mountains. The bungalows are new and offer the luxury of the large resort hotel. It is open only in the winter and spring, and is reached by both steam and electric railways – also by good motor road.38 34/ Op. Cit., History of Pomona Valley, California with Biographical Sketches of the Leading Men and Women of the Valley who have been Identified with its Growth and Development from the Early Days to th e Present, 1920, pp. 81 and 83-84. 35/ Fryer, Roy. M., The Butterfield Stage Routes Eastward from Los Angeles, Quarterly Publication (Historic Society of Southern California, Vol. 17. No. 1, March 1935, pp. 14-22. 36/ Automobile Club of Southern California, Auto Roads between Long Beach, Whittier and Pomona, 1930 (http://cdm15799.contentdm.oclc.org/cdm/compoundobject/collection/p15799coll59/id/62/rec/9). 37/ Los Angeles County Department of Regional Planning, Sphere of Influence Study XI, Diamond Bar Study Area (Preliminary), undated. 38/ Markham, Edwin, An Appreciation of California, Summer and Winter, United States Railroad Administration, 1919, p. 26 (https://archive.org/stream/regionalresortfo00unit/regionalresortfo00unit_djvu.txt). 8.1.a Packet Pg. 251 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-24 Initial Study Figure 30 PORTION OF UNITED STATES DEPARTMENT OF THE INTERIOR GEOLOGICAL SURVEY CALIFORNIA POMONA QUADRANGLE (1904) Source: United States Geological Survey Figure 29 PORTION OF UNITED STATES DEPARTMENT OF THE INTERIOR GEOLOGICAL SURVEY CALIFORNIA POMONA QUADRANGLE (1894) Source: United States Geological Survey SITE SITE 8.1.a Packet Pg. 252 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-25 Based on a review of historic aerial photographs, improvement on the Silver Peak Ranch property remain evident in 1972 but had given way to then ongoing construction activities in 1980. Neither the presence of other indigenous fish species nor the extent to which O. mykiss may have historically been present in upper San Jose Creek east of the San Gabriel River has not been researched herein. Based on the channelized nature of the channel, with limited exception as a wildlife corridor, minimal habitat value is presently assignable thereto. Based on the site’s proximity to Diamond Bar Creek, the subject property may have once contained numerous walnut trees and associated riparian vegetation. Acorns produced by walnut trees were a staple food source for the Gabrieliño and the vegetation aligning Diamond Bar Creek, the shade, food, and other culturally-relevant materials found therein, Figure 31 PORTION OF THE OVERLAND/ BUTTERFIELD STAGE ROUTE (1935) Source: Historic Society of Southern California (University of California Press) SITE NOT TO SCALE Figure 32 PORTION OF AUTOMOBILE ROADS BETWEEN LONG BEACH, WHITTIER AND POMONA (1930) Source: Automobile Club of Southern California (USC Digital Library) NOT TO SCALE SITE SITE 8.1.a Packet Pg. 253 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-26 Initial Study and the presence of water may have resulted in the establishment of a foot path or trade route or other evidence of human habitation aligning both Diamond Bar and San Jose Creeks. The project site is highly disturbed and any surficial archaeological or historic feature, including those associated with both prehistoric Native American and historic usage, would have long since been removed. The potential presence of discoverable subsurface artifacts cannot be definitively excluded. A 1972 photograph depicts a well-vegetated, unchannelized watercourse associated with existing Diamond Bar Creek.39 Additionally, a 1972 aerial photograph, depicting the Pomona (SR-60) Freeway, continued to show a naturally vegetated Diamond Bar Creek and a not - previously illustrated unchannelized watercourse thereto extending from the freeway northward to a point of intersection therewith. The County subsequently constructed a single 72-inch diameter and two 54-inch diameter RCPs to transmit that drainage to the County flood control channel (PD 1445) (Diamond Bar Creek). Based on the information presented herein, the project site is considered to be sensitive for the presence of both prehistoric and historic resources. Monitoring of future earth-disturbing and trenching activities, particularly those that occur below the depth of surficial fill material, could yield “information important in prehistory or history” (Section 15064.5[a][3][D], State CEQA Guidelines). Because the needless loss of such information could be potentially significant, the following mitigation measures have been identified by the Department: MM-9. Cultural Resources. Prior to the issuance of a grading permit, a qualified archaeologist, meeting the Secretary of the Interior’s Standards and Guidelines for Archaeology and Historic Preservation (48 FR 44716, National Parks Service, September 29, 1983) shall be retained by the Applicant to oversee the monitoring of initial ground disturbing activities, including all trenching and excavation activities occurred to a depth greater than three feet below surface grades. The archeologist shall conduct earthwork monitoring activities for the purpose of identifying the potential 39/ Op. Cit., Phase I Environmental Assessment Report – 850 Brea Canyon Road (APN 8719-013-017) Walnut, CA 91789, January 26, 2018, Appendix C (Historic Aerial Photo Records). Figure 33 PORTION OF LOS ANGELES COUNTY “DIAMOND BAR STUDY AREA (PRELIMINARY)” MAP” (Undated) Source: Los Angeles County Regional Planning Department NOT TO SCALE SITE 8.1.a Packet Pg. 254 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-27 presence of any significant historic or prehistoric cultural resources located within the project boundaries. MM-10. Cultural Resources. If cultural resources are identified during monitoring of the ground disturbing activities, the supervising archaeologist shall be empowered to temporarily halt construction in the vicinity of any such discovery while its significance is being evaluated. All cultural resources that may be so recovered will be documented on California Department of Parks and Recreation Site Forms and filed with the California Historical Resources Information System South Central Coastal Information Center at the California State University, Fullerton (CHRIS-SCCIC). Independent of any resources identified, the archaeologist shall prepare a final report about the monitoring and submit that report to the City’s Community Development Director, and the California Historical Resources Information System South Central Coastal Information Center at the California State University, Fullerton (CHRIS-SCCIC), as required by the California Office of Historic Preservation. The report shall include documentation and interpretation of any resources so recovered, if any. The Community Development Director shall designate repositories in the event that significant resources are recovered. MM-11. Cultural Resources. The Applicant shall retain a Native American observer to monitor earthwork activities. The Native American observer shall represent a tribe that has ancestral ties and cultural affiliations to the project site. b) No Impact. Although the County flood control channel (PD 1445) (Diamond Bar Creek) is an unvegetated, concrete-lined drainage facility, USGS maps continue to depict that portion of the channel adjacent to the project site as a “blue-line stream.” The continuing depiction of that “blue-line stream” suggests that the channel historically replaced a naturally-occurring watercourse of unknown characteristics that existing adjacent or proximal to the project site and supporting associated riparian vegetation and habitats of unknown quality. The existing channel, as well as the project site, is presently highly disturbed and no remaining evidence of any such past resources remain present thereupon. c) Less-than-Significant with Mitigation Incorporated. Based on a physical inspection of the subject property, there is no information suggesting that human remains may be interred on the project site. If human remains are, however, encountered during excavations, all work would be halted and the County Coroner (Coroner) notified (Section 5097.98, PRC). The Coroner would determine whether the remains are of forensic interest. If the Coroner determines that the remains are prehistoric, the Coroner would contact the NAHC. The NAHC would be responsible for designating the most likely descendant (MLD), who would be responsible for the ultimate disposition of the remains (Section 7050.5, Health and Safety Code [H&SC]). The MLD would make recommendations within 24 hours following notification. Those recommendations may include scientific removal and nondestructive analysis of human remains and any recoverable items associated with Native American burials (Section 7050.5, H&SC). In the event that human remains are encountered, the following recommended mitigation measure has been formulated by the Department: MM-12. Discovery of Human Remains. If human remains are encountered during construction excavation and grading activities, Section 7050.5 of the Health and Safety Code requires that no further disturbance shall occur until the County Coroner has 8.1.a Packet Pg. 255 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-28 Initial Study made the necessary findings as to origin and disposition pursuant to Section 5097.98 of the Public Resources Code. If the remains are determined to be of Native American descent, the County Coroner has 24 hours to notify the California Native American Heritage Commission (NAHC). The NAHC will then identify the person(s) thought to be the Most Likely Descendent (MLD) of the deceased Native American, who will then help determine what course of action should be taken in dealing with the remains. 8.1.a Packet Pg. 256 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-29 6. Energy Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation? (b) Conflict with or obstruct a State or local plan for renewable energy or energy efficiency? Findings of Fact a) Less-than-Significant Impact. Based on the “default” values presented in the air quality analysis’ California Emissions Estimator Model (CalEEMod) annualized model results (annual emissions), estimated annual natural gas (measured in kilo-British Thermal Units per year [kBTU/year]) and electrical (measured in kilowatt hours per year [kWh/year]) consumption is presented in Table 3 (Estimated Annual Natural Gas and Electrical Consumption). Table 3 ESTIMATED ANNUAL NATURAL GAS AND ELECTRICAL CONSUMPTION Land Use Electrical Use (kWh/year) Natural Gas Use (kBTU/year) 4-Story Hotel 468,012 1,480,600 3-Story General/Medical Office Building 415,654 333,099 1-Story Medical Office Building 321,243 257,439 Parking Lot 69,369.3 0 Total 1,274,278.3 2,071,138 Source: City of Diamond Bar Community Development Department Unless permits are issued after the effective dates of the most recent updates thereof, the proposed project will be designed, constructed and operated in accordance with the 2016 “California Building Standards Code” (Title 24, CCR) (2016 CBC), including the 2016 “Building Energy Efficiency Standards for Residential and Nonresidential Buildings” (Title 24, Part 6, CCR) (2016 BEES) and the 2016 “Green Building Standards Code” (Title 24, Part 11, CCR) (2016 CalGreen). Compliance with those standards will reduce energy consumption associated with lighting, water heating, and heating, ventilation, and air condition (HVAC). In addition, as depicted in Figure 3 (Conceptual Floor Plan – Proposed 4-Story Hotel Building [Lot 3]), the proposed hotel project will be designed to incorporate a solar electric generation system or photovoltaic (PV) system. b) No impact. The proposed project is fully compliance with applicable State or local plan for renewable energy and energy efficiency. 8.1.a Packet Pg. 257 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-30 Initial Study 7. Geology and Soils Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving: (1) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known active fault trace? (2) Strong seismic ground shaking? (3) Seismic-related ground failure, including liquefaction? (4) Landslides? (b) Result in substantial soil erosion or the loss of topsoil? (c) Be located on a geologic unit or soil that is unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse? (d) Be located on expansive soil, as defined in Table 18- 1-B of the Uniform Building Code (1994), creating substantial direct or indirect risks to life or property? (e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? (f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? Background Information Technical sources used in the preparation of this analysis included numerous site-specific and project-specific geologic, geotechnical, and seismic reports submitted by the Applicant. Those reports which were subsequently reviewed and accepted by the City’s Department of Public Works (Public Works) for inclusion herein included: (1) “Percolation/Infiltration Testing - Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” Geotechnical Professionals, Inc., July 12, 2017); (2) “Report of Geotechnical Investigation, Proposed Brea 8.1.a Packet Pg. 258 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-31 Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California ” (Geotechnical Professionals, Inc., July 11, 2017); (3) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., September 6, 2017); (4) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business Park, Lot 2 – Medical Office Building, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., March 15, 2019); (5) “Response to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., June 11, 2019); (6) “Update No. 3 to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., April 4, 2019); and (7) “Update to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., November 13, 2017). Pursuant to Section 15150(a) of the State CEQA Guidelines, each of those project-related documents are incorporated herein by reference. Based on their size and/or technical nature, those technical studies are not physically included herein but are available for review at the Department during the Department’s regular business hours The presence of multiple geotechnical investigations is based, in part, on an Applicant-initiated change in the proposed development plan, including the relocation of the proposed buildings on the project site, subsequent to the submission of a number of initiation reports. Updated reports were submitted to reflect those design changes. Seismic Hazards Mapping Act In 1990, the State Legislature passed the Seismic Hazards Mapping Act (SHMA), codified in Division 2, Chapter 7.8 of the PRC. The SHMA was adopted for the purpose of protecting the public from the effects of strong ground shaking, liquefaction, landslides or other ground failure, and other hazards caused by earthquakes. As required therein, the California Division of Mines and Geology (CDMG), now the California Geological Survey (CGS), was directed to delineate the various “seismic hazard zones” located throughout the State. The State’s minimum criteria for projects within “zones of required investigation” are defined in Section 3724 in Title 14 of the CCR. As indicated, in part, therein, a project shall be approved only when the nature and severity of the seismic hazards at the site have been evaluated in a geotechnical report and appropriate mitigation measures have been proposed. The CGS’ “Guidelines for Evaluating and Mitigating Seismic Hazards in California, Special Publication No. 117A”40 (2008) provided guidelines for evaluating and mitigating seismic hazards (other than surface fault rupture) and for recommending mitigation measures as required under Section 2695(a) of the PRC.41 As defined in Section 2693(c) therein, “mitigation” means those measures that are consistent with established practice and that will reduce seismic risk to acceptable levels.” As defined in Section 3721(a) of the CCR, “acceptable level” means that level that provides reasonable protection of the public safety, though it does not necessarily ensure continued structural integrity and functionality of the project.” 40/ California Department of Conservation, California Geological Survey, Guidelines for Evaluating and Mitigating Seismic Hazards in California, Special Publication No. 117A, September 11, 2008. 41/ As indicated, in part, therein, “the Seismic Hazards Mapping Act and related regulations establish a Statewide minimum public safety standard for mitigation of earthquake hazards. This means that the minimum level of mitigation for a project should reduce the risk of ground failure during an earthquake to a level that does not cause the collapse of buildings for human occupancy, but in most cases, not to a level of no ground failure at all” (Special Publication No. 117A, p. 4). 8.1.a Packet Pg. 259 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-32 Initial Study The applicable portions of the San Dimas quadrangle is presented in Figure 34 (Portion of the Earthquake Zones of Required Investigation – San Dimas Quadrangle [March 25, 1999]). As illustrated therein, the project site contain liquefaction “zones of required investigation.” The CDMG has prepared a “seismic hazard zone report” for the San Dimas quadrangle. As indicated therein: “Localities most susceptible to liquefaction-induced damage are underlain by loose, water-saturated, granular sediment within 40 feet of the ground surface. These geological and ground-water conditions exist in parts of southern California, most notably in some densely populated valley regions and alluviated floodplains. In addition, the potential for strong earthquake ground shaking is high because of the many nearby active faults. The combination of these factors constitutes a significant seismic hazard in the southern California region in general, including areas in the San Dimas Quadrangle.”42 Liquefaction may occur in water-saturated sediment during moderate to great earthquakes. Liquefaction hazard may exist in areas where depth to ground water is 40 feet or less. In the preparation of seismic hazard zone maps, the CDMG used the highest known ground-water levels 42/ California Department of Conservation, Division of Mines and Geology, Seismic Hazard Zone Report for the San Dimas 7.5-Minute Quadrangle, Los Angeles County, California, Seismic Hazard Zone Report 032, 1998, p. 4. Figure 34 PORTION OF THE EARTHQUAKE ZONES OF REQUIRED INVESTIGATION SAN DIMAS 7.5-MINUTE QUADRANGLE (March 25, 1999) Source: California Department of Conservation SITE 8.1.a Packet Pg. 260 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-33 because water levels during an earthquake cannot be anticipated because of the unpredictable fluctuations caused by natural processes and human activities. Liquefaction zones are described as those areas meeting one or more of the following criteria: Areas known to have experienced liquefaction during historical earthquakes. All areas of uncompacted artificial fill containing liquefaction-susceptible material that are saturated, nearly saturated, or may be expected to become saturated. Areas where sufficient existing geotechnical data and analyses indicate that the soils are potentially liquefiable. Areas where existing geotechnical data are insufficient. In areas of limited or no geotechnical data, susceptibility zones may be identified by geologic criteria as follows: (a) Areas containing soil deposits of late Holocene age (current river channels and their historic floodplains, marshes and estuaries), where the M7.5-weighted peak acceleration that has a 10% probability of being exceeded in 50 years is greater than or equal to 0.10 g [gravity] and the water table is less than 40 feet below the ground surface; or (b) Areas containing soil deposits of Holocene age (less than 11,000 years), where the M7.5-weighted peak acceleration that has a 10% probability of being exceeded in 50 years is greater than or equal to 0.20 g and the historical high water table is less than or equal to 30 feet below the ground surface; or (c) Areas containing soil deposits of latest Pleistocene age (11,000 to 15,000 years), where the M7.5-weighted peak acceleration that has a 10% probability of being exceeded in 50 years is greater than or equal to 0.30 g and the historical high water table is less than or equal to 20 feet below the ground surface.43 As shown in Figure 24 (Portion of the Geologic Map of the USGS San Dimas 7.5-Minute Quadrangle [1998]),44 the project site is depicted as containing surficial surface sediments (Qa). With regards thereto, the CDMG noted45: Map Unit Age Environment of Deposition Primary Texture General Consistency Susceptibility to Liquefaction Qa Latest Holocene Active alluvial basin deposits Sand, silt, clay Very loose to loose Yes As a result, all or a portion of the project site is susceptible to potential liquefaction hazards. Alquist-Priolo Earthquake Fault Zoning Act Effective in 1973, the Alquist-Priolo Earthquake Fault Zoning Act (APEFZA),46 codified in Section 2621 et seq. in Chapter 7.5 of Division 2 of the PRC, was adopted to “provide policies and criteria to assist cities, counties, and State agencies in the exercise of their responsibilities to prohibit the location of developments and structures for human occupancy across the trace of active faults.”47 As defined therein, an “active fault” is one along which surface displacement has occurred within 43/ Ibid., p. 12. 44/ Tan, Siang S., Digital Geologic Map of the San Dimas 7.5-Minute Quadrangle, Open File Report -71, California Department of Mines and Geology, 1998. 45/ Op. Cit., Seismic Hazard Zone Report for the San Dimas 7.5-Minute Quadrangle, Los Angeles County, California, Seismic Hazard Zone Report 032, Table 1.1 (General Geotechnical Characteristics and Liquefaction Susceptibility of Quaternary Sedimentary Deposits in the San Dimas Quadrangle), p. 10. 46/ Formerly known as the “Alquist-Priolo Special Studies Zone Act” (APSSZ). 47/ Section 2621.5(a), PRC. 8.1.a Packet Pg. 261 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-34 Initial Study Holocene time (during the past 11,000 years).48 Faults that have not moved in the last 1.6 million years are considered “inactive.” A “fault trace” is a line formed by the intersection of a fault and the earth’s surface.49 The intended purpose of the APEFZA was to regulate land development near active faults in an effort to mitigate the hazard of surface fault rupture and was enacted to prohibit the location of structures for human occupancy across the trace of active faults.50 In furtherance thereof, the APEFZA’s implementing regulations provided that “[n]o structure for human occupancy. . .shall be permitted to be placed across the trace of an active fault. Furthermore, as the area within fifty (50) feet of such active faults shall be presumed to be underlain by active branches of that fault unless proven otherwise by an appropriate geologic investigation and report. . .no such structures shall be permitted in this area.”51 The law requires the State Geologist to establish regulatory zones, known as “earthquake fault zones,”52 around the surface traces of active faults and to issue appropriate maps.53 Earthquake fault zones are defined by turning points (e.g., roads, drainages, or other features on the ground) connected by straight lines. The zones vary in width but average about one-quarter-mile wide.54 No APEFZA have been published for the San Dimas Quadrangle. Findings of Fact In accordance with City requirements, a preliminary geotechnical investigation was conducted to assess the feasibility of the proposed development. a1) Less-than-Significant with Mitigation Incorporated. No “earthquake fault zones” have been mapped in the San Dimas 7.5-Minute Quadrangle. Based on the absence of known active faults on the project site, the potential for ground rupture due to faulting is considered to be unlikely.55 The most significant faults in the general project area include the San Jose, Elsinore, Chino, and Coyote Hills Faults, located approximately 3, 5, 6, and 7 miles from the site, respectively. Based on the findings of the geotechnical investigation, the project site could be subjected 48/ This definition does not mean that faults lacking evidence for surface displacement within Holocene time are necessarily inactive (California Department of Conservation, California Geological Survey, Fault-Rupture Hazard Zones in California, Special Publication 42, Interim Revision 2007, p. 5). 49/ Section 3601(a)-(b), CCR. 50/ Section 2621.5, PRC and Section 3603(a), CCR. 51/ Section 3603(a), CCR. 52/ “Earthquake fault zones” are regulatory zones that encompass surface traces of active faults that have a potential for future surface rupture. A “surface rupture” is the breakage of ground along the surface trace of a fault caused by the intersection of the fault surface area ruptured in an earthquake with the Earth's surface. Areas that are so designated contain active faults that may pose a risk of surface rupture to existing or future structures. If a property is undeveloped, a fault study may be required before the parc el can be subdivided or before most structures can be permitted. If a property is developed, the APEFZA requires that all real estate transactions within the earthquake fault zone must contain a disclosure of those potential hazards by the seller to prosp ective buyers. 53/ The California Geological Survey (CGS), previously the CDMG, administers the APEFZA. As required, the State Geologist maps special study zones along potentially active and recently active fault traces. The zones are ordinarily less than 396 meters (one-quarter mile) wide unless special considerations indicate the need for a greater wide. Once the special study zone maps have been officially issued, local jurisdictions must require geologic reports prior to most new construction within those zones. 54/ California Department of Conservation, Division of Mines and Geology, Fault -Rupture Hazard Zones in California, Special Publication 42, Revised 1997, Supplements 1 and 2 added in 1999, p. 6 . 55/ Geotechnical Professionals, Inc., Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, July 11, 2017, p. 5. 8.1.a Packet Pg. 262 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-35 to a peak ground acceleration (PGAM) of 0.78 g for a modal magnitude 6.5 earthquake. The predominant earthquake magnitude was determined using a 2-percent probability of exceedance in a 50-year period. In accordance therewith, structural design will need to incorporate measures to mitigate the effects of strong ground motion.56 In response thereto, the following recommended mitigation measure has been formulated by the Department: MM-13. Geology and Soils. All buildings will conform to applicable “Earthquake Design Regulations” specified in Section 1613 in Chapter 16 (Structural Design) of the 2016 California Building Code and, unless otherwise waived or superseded, all development activities conducted on the project site shall conform to and be consistent with the recommended seismic parameters and recommended design and development standards identified in the following technical studies: (1) “Response to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., June 11, 2019); (2) “Update No. 3 to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., April 4, 2019); (3) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business Park, Lot 2 – Medical Office Building, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., March 15, 2019); (4) “Update to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., November 13, 2017); (5) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., September 6, 2017); (6) “Percolation/Infiltration Testing - Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” Geotechnical Professionals, Inc., July 12, 2017); (7) “Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., July 11, 2017); and/or (8) Such additional actions and recommendations as may be approved by the City Engineer based on further technical analyses conducted by or for the City Engineer, including the findings of more detailed project-specific seismic, soils, geologic, and geotechnical investigations. a2) Less-than-Significant Impact with Mitigation Incorporated. The project site is located in seismically-active southern California and the project site, as well as the City and the region, is susceptible to and will be exposed to strong ground shaking over the life of the project. The 2016 CBC, codified in Part 2 in Title 24 of the CCR, was promulgated to safeguard the public health, safety, and general welfare by establishing minimum standards related to structural strength and general building stability by regulating and controlling the design, construction, quality of materials, use, occupancy, location, and maintenance of buildings and structures. The 2016 CBC contained amendments based on the American Society of Civil Engineers (ASCE) “Minimum Design Standards 7.05.” ASCE 7.05 provided 56/ Ibid. 8.1.a Packet Pg. 263 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-36 Initial Study requirements for general structural design and included means for determining earthquake loads. Those earthquake design requirements took into account the occupancy category, site class, soil classifications, and various seismic coefficients to determine a Seismic Design Category (SDC) for a project. The SDC is a classification system that combines the occupancy categories with the level of expected ground motion at a given site. Design specifications are then determined according to the SDC. As indicated in Section 1613A (Earthquake Loads) in Chapter 16A (Structural Design) of Division IV of the 2016 CBC: “Every structure, and portion thereof, including nonstructural components attached to structures and their supports and attachments, shall be designed and constructed to resist the effects of ground motions in accordance with ASCE 7 with all the modifications incorporated herein. . .The seismic design category for structures shall be determined with Section 1613A.” As a result, although sufficient design standards exist to ensure that the proposed project will be designed and constructed in recognition of the anticipated occurrence of ground motion, a recommended mitigation measure (MM-13) has been formulated by the Department for the purpose of mitigating potential ground motion hazards and, upon implementation, reduce potential hazards to a less-than-significant level. a3) Less-than-Significant with Mitigation Incorporated. Relative to the project site, a historically high groundwater depth of 20 feet has been identified by the State. Based on exploratory investigations conducted on June 8, 2017 and identified in the project’s geotechnical investigation, groundwater was encountered at depths of 28 to 33 feet below existing grades.57 The project’s geotechnical investigated indicated “a potential for liquefaction of layers of sandy soils at the northwest corner of the project site” and “predicted 1¼ inches of liquefaction settlement at the location of the CPT [Cone Penetration Test] C-1 using the CLiq computer program. CLiq predicted less than ¼ inch liquefaction at the remaining 6 CPT’s at the site.”58 Liquefaction hazards primarily exist in the area of the proposed single-story office building. Based on the findings of a supplemental geotechnical analysis, the following actions were identified: In order to help mitigate the seismic settlements (total and differential) at the site after remedial grading, the Structural Engineer should consider the following for the single-story building: [1] Pad footings tied-together-laterally with grade beams; [2] Additional reinforcement in continuous footings; [3] Slab-on-grade floors of a minimum of 5 inches thick; [4] Additional reinforcement in floor slab; [5] Dowel connection between footing and floor slab. The above items will help mitigate the potential liquefaction settlements for spread footings and slab on grade floors in the event of a design level earthquake. The actual method of structural mitigation should be determined by the Project Structural Engineer. Ground improvement may also be used to mitigate the potential liquefaction settlements if the static and seismic settlements (total and differential) presented in this supplemental report are beyond the structural mitigation methods provided above. If a ground improvement method is selected for the magnitude of seismic 57/ Geotechnical Professionals, Inc., Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, July 11, 2017, pp. 5-6. 58/ Geotechnical Professionals, Inc., Supplemental Geotechnical Investigation, Proposed Brea Canyon Business Park, Lot 2 – Medical Office Building, 850 Brea Canyon Road, Diamond Bar, California, March 15, 2019. 8.1.a Packet Pg. 264 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-37 settlement discussed in this report, a dynamic compaction, rammed aggregate pier system could be used as a cost-effective method for treatment of liquefaction to depths of 35 feet below existing ground. Ground improvement would likely be needed over one-quarter to one-half of the building pad to reduce settlements to an acceptable magnitude for the Structural Engineer. Ground modification is designed and constructed by specialty design/build contractors utilizing their proprietary methods.59 A recommended mitigation measure (MM-13) has been formulated by the Department for the purpose of mitigating potential liquefaction hazards and, upon implementation, reduce potential hazards to a less-than-significant level. a4) No Impact. The project site is not located within a zone of potential earthquake-induced landslide hazards based on the CDMG’s “Portion of the Geologic Map of the USGS San Dimas 7.5-Minute Quadrangle [1998]” (Figure 24). b) Less-than-Significant Impact. The project site has previously been cleared and made ready for development. As a result, the potential presently exists for soil erosion. Those conditions will be exacerbated during construction. Construction activities remain subject to SCAQMD’s Rule 403 which establishes requirements for dust control associated with grading and construction activities. On November 8, 2012, superseding “Order No. 01-182” as amended, the California Regional Water Quality Control Board, Los Angeles Region (LARWQCB) adopted “Order No. R4- 2012-0175” (NPDES Permit No. CAS004001), establishing “Wastewater Discharge Requirements for Municipal Separate Storm Sewer System Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4” (Amended 2012 MS4 Permit). The Amended 2012 MS4 Permit became effective on December 28, 2012. As specified in Part VI.D.8.1 (Development Construction Program) of the Amended 2012 MS4 Permit: (a) Each Permittee shall develop, implement, and enforce a construction program that: (i) Prevents illicit construction-related discharges of pollutants into the MS4 [municipal separate storm sewer systems] and receiving waters. (ii) Implements and maintains structural and non-structural BMPs [Best Management Practices] to reduce pollutants in storm water runoff from construction sites. (iii) Reduces construction site discharges of pollutants to the MS4 to the MEP [maximum extent practicable]. (iv) Prevents construction site discharges to the MS4 from causing or contributing to a violation of water quality standards. (b) Each Permittee shall establish for its jurisdiction an enforceable erosion and sediment control ordinance for all construction sites that disturb soil. Prior to issuing a grading or building permit, each Permittee shall require each operator of a construction activity within its jurisdiction to prepare and submit an “erosion and sediment control plan” (ESCP) prior to the disturbance of land for the Permittee’s review and written approval. The construction site operator shall be prohibited from commencing construction activity prior to receipt of written approval by the Permittee. 59/ Ibid., p. 3. 8.1.a Packet Pg. 265 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-38 Initial Study ESCPs are year-round BMPs that must be incorporated into construction plans. All grading projects, non-residential sites, residential sites of 6 stories or greater, and projects with soil disturbing activities greater than one acre require an ESCP. All BMPs must be detailed on the ESCP or reference standard details found in the California Stormwater Quality Association’s (CASQA) “Stormwater Best Management Practice Handbook – Construction” (January 2003, revised July 2012) and/or the Caltrans’ “Construction Site Monitoring Program Guidance Manual” (revised August 2013). The ESCP plan must include appropriate BMPs for general site management, construction materials and waste management, and erosion and sediment controls. Erosion and sediment control BMPs must be provided for both wet and dry seasons. To control site erosion and sediments, an ESCP must be submitted (or revised) every year to reflect site conditions at the start of the rainy season (October 15). Grading and building plans in for plan check, which will have construction work occurring during the rainy season, will not be permitted until ESCP are submitted and approved. For sites where the disturbed area is one acre or more, project proponents must file a “Notice of Intent” (NOI) and a “stormwater pollution prevention plan” (SWPPP) and obtain a waste discharge identification number with the State Water Resources Control Board (SWRCB). c) Less-than-Significant with Mitigation Incorporated. “Unstable” soil conditions can be attributable to a number of possible causes, including, but not limited to, on-site landslides, lateral spreading, subsidence, liquefaction, and collapse. Each of these factors are separately addressed below. On-Site Landslides. As illustrated in Figure 34 (Portion of the Earthquake Zones of Required Investigation – San Dimas Quadrangle [March 25, 1999]), no earthquake- induced landslide hazards have been identified on the project site. Lateral Spreading. Lateral spreading is the permanent lateral deformation of soils during liquefaction, typically on the order of inches to feet. Lateral spreading occurs when ground shaking causes the driving shear stresses demand to temporarily exceed the undrained shear strength, causing an accumulation of displacement in the direction of the static shear stress. Static shear stresses are present in slopes or in level ground near a free-face. Lateral movement of the soil can result in a wide range of structural damage, ranging from none when ground displacement is small or the structure is resistant to partial or complete collapse when lateral spreading demands exceed structural capacity. As indicated in the project’s geotechnical investigation: Lateral spreading is the differential movement of the ground surface due to open face excavations. The drainage channel on the east side of the site is an open face excavation with an estimated depth on the order of approximately 10 to 15 feet. The project site is essentially flat with an estimated ground slope of 1 percent toward the southeast. Lateral spreading requires continuous liquefiable layers throughout to the drainage channel. At the northwest portion of the site, the liquefiable layer liquefaction is at a depth of approximately 20 to 25 feet below existing grade. Several CPT’s [sic] performed between the drainage channel and CPT C-1 8.1.a Packet Pg. 266 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-39 did not indicate a consistent liquefiable layer at these depths. Based on this data, lateral spreading is not likely to adversely impact the site. 60 Compliance with the applicable provisions of the 2016 CBC and adoption of the recommended mitigation measure (MM-13) will reduce potential lateral spreading impacts to a less-than-significant level. Subsidence. Land surface subsidence can result from both natural and human-made phenomena. Natural phenomena include subsidence resulting from tectonic deformations and seismically-induced settlements, soil subsidence due to consolidation, subsidence due to oxidation or dewatering of organic-rich soils, and subsidence related to subsurface cavities. Subsidence or settlement related to human (anthropic) activities can be caused by decreased pore pressure due to the withdrawal of subsurface fluids (i.e., water and hydrocarbons). A major cause of land subsidence is the withdrawal of groundwater from compressible sediments. As water is withdrawn and the water table lowered, the effective pressure in the drained sediments is increased. Compressible layers then compact under the over-pressure burden that is no longer compensated by hydrostatic pressure. The project site is located within the service area of the Walnut Valley Water District (WVWD).61 The WVWD’s potable water supply consists of water imported from northern California and the Colorado River. To supplement recycled water supplies, the WVWD pumps groundwater from two groundwater basins, including the Puente Groundwater Basin (which underlies the project site) and the Spadra Basin. As depicted in Figure 35 (Main San Gabriel and Puente Groundwater Basins), the Puente Groundwater Basin is a tributary basin to the Main San Gabriel Groundwater Basin. As more thoroughly described in Appendix F (Main San Gabriel and Puente Groundwater Basins),62 the groundwater basin is divided into two main parts, the Main San Gabriel Basin and the Puente Basin. The Puente Basin is tributary to the Main Basin and hydraulically connected to it, with no barriers to groundw ater movement. It is, however, not within the legal jurisdiction of Main San Gabriel Basin Watermaster and is considered a separate entity for management purposes. The Main San Gabriel Basin lies in eastern Los Angeles County. The hydrologic basin coincides with a portion of the upper San Gabriel River watershed and the aquifer or groundwater basin underlies most of the San Gabriel Valley. The groundwater basin is bounded by the San Gabriel Mountains to the north, the San Jose Hills to the east, the Puente Hills to the south, and by a series of hills and the Raymond Fault to the west. The watershed is drained by the San Gabriel River and Rio Hondo, a tributary of the Los Angeles River. 60/ Op. Cit., Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, July 11, 2017, p. 6. 61/ Walnut Valley Water District, 2015 Urban Water Management Plan, June 2016, Figure 1 (Service Area Map), p. 11. 62/ Langridge, R., Brown, A., Rudestam K., et al, An Evaluation of California’s Adjudicated Groundwater Basins, University of California, Santa Cruz, 2016. 8.1.a Packet Pg. 267 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-40 Initial Study Principal water-bearing formations of the basin are unconsolidated and semi- consolidated sediments which range in size from coarse gravel to fine-grained sands. The major sources of natural recharge are infiltration of rainfall on the valley floor and percolation of runoff from the adjacent mountains. The basin also receives imported water and return flow from applied water. Surface area of the groundwater basin is approximately 167 square miles. The fresh water storage capacity of the basin is estimated to be about 8.6 million acre-feet. As indicated in the WVWD’s “2015 Urban Water Management Plan” (2015 UWMP), groundwater withdraws from the five wells operated by the WVWD within the Puente Subbasin are not projected to increase between 2020 and 2035 63 Liquefaction. Liquefaction hazards are separately addressed in response “a3” above. Collapsible Soils. Collapsible soils shrink upon being wetted and/or after being subject to a load. Project implementation includes the removal of surficial site soils and replacement with engineered fill. As a result, potential collapsible soil hazards are less than significant. 63/ Ibid., Table 24 (Groundwater Projections for Recycled and Potable Uses), p. 32. Figure 35 MAIN SAN GABRIEL AND PUENTE GROUNDWATER BASINS Source: Main San Gabriel Watermaster SITE 8.1.a Packet Pg. 268 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-41 d) Less-than-Significant with Mitigation Incorporated. Expansive soils are soils that experience significant volume change associated with changes in water content. These volume changes can either be in the form of swell or shrinkage and are sometimes known as “shrink/swell soils.” “Shrink-swell” (expansion and contraction) is the cyclic change in volume that occurs in fine-grained clay sediments associated with the process of wetting and drying. Structural damage to buildings can occur as a result of inadequate soil and foundation engineering or the placement of structures directly on expansive soils. As defined in Subsection 1803.5.3 (Expansive Soils) of Section 1803 (Geotechnical Investigations) in Chapter 18 (Soils and Foundations) of the 2016 CBC: “Soils meeting all four of the following provisions shall be considered expansive, except that tests to show compliance with Items 1, 2 and 3 shall not be required if the test prescri bed in Item 4 is conducted: (1) Plasticity index (PI) of 15 or greater, determined in accordance with ASTM D4318. (2) More than 10 percent of the soil particles pass a No. 200 sieve (75 μm), determined in accordance with ASTM D422. (3) More than 10 percent of the soil particles are less than 5 micrometers, in size, determined in accordance with ASTM D422. (4) Expansion index greater than 20, determined in accordance with ASTM D4829.”64,65 As indicated in the geotechnical investigation, laboratory testing indicates that the near surface soils, including sandy clays, have a very low expansion potential (EI<9).66 The geotechnical investigation, however, recommends that if on-site clays not be placed within one foot of the slab-on-grade floors or flatwork, those soils should not be allowed to dry prior to placing a vapor/moisture retarder or concrete. A recommended mitigation measure (MM-13) has been formulated by the Department for the purpose of mitigating potential expansive soil hazards and, upon implementation, reduce potential hazards to a less-than-significant level. e) No Impact. No septic or alternative wastewater disposal system is proposed. f) No Impact. Section 5097.5 of the PRC specifies that any unauthorized removal of paleontological remains is a misdemeanor and Section 622.5 of the California Penal Code Section 622.5 sets the penalties for damage or removal of paleontological resources The project site is underplayed with younger Quaternary deposits. Younger Quaternary deposits typically do not contain significant vertebrate fossils, at least in upper layers, and no vertebrate fossil localities have been identified in younger Quaternary deposits in the study area region. 64/ The expansion index (EI) provides an indication of swelling potential of a compacted soil. 65/ This test was developed in in the mid-1960s and introduced in the 1973 Uniform Building Code as UBC Test Standard 29-2. It was re-designated as UBC Test Standard 18-1 in the 1994 code and adopted by ASTM in 1988. Soil material is disaggregated and passed through the No. 4 sieve and then brought to approximately the optimum moisture content (as determined by ASTM D-1557). The optimum moisture content equates to approximately 80 to 85 percent of saturation. After setting for 6 to 30 hours, the moisture-conditioned soil is compacted into a 4-inch diameter mold. The moisture content is then adjusted, if necessary, to bring the sample to 50 percent saturation. A 144 psf surcharge is applied and the sample is wetted and monitored for 24 hours, measuring the volumetric swell. The “Expansion Index” (EI) is calculated as follows: EI = 100 x .h x F, Where .h = percent swell and F = fra ction passing No. 4 sieve. The resulting expansion potential is categorized as “very low” (0-20), “low” (21-50), “medium” (51-90), “high” (91-130), and “very high” (>130). 66/ Geotechnical Professionals, Inc., Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California, July 11, 2017, p. 4. 8.1.a Packet Pg. 269 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-42 Initial Study 8. Greenhouse Gas Emissions Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Generate greenhouse gas (GHGs) emissions, either directly or indirectly, that may have a significant impact on the environment? (b) Conflict with any applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases? Background Information In order to more thoroughly assess potential air quality impacts, a detailed air quality analysis was performed as part of this CEQA-compliance effort. The resulting “Air Quality Analysis” (August 2019) is included in Appendix D (Brea Canyon Business Park - Air Quality Analysis). The detailed analysis supporting the following conclusions is presented in that study and, for brevity, has not again been repeated herein. Findings of Fact a) Less-than-Significant Impact. The California Emissions Estimator Model (CalEEMod) model projects that combined, mobile, area source, energy, waste, and water conveyance associated with the proposed project would generate an estimated 2,809.65 metric tons of carbon dioxide equivalent (Mtons of CO2e) on an annual basis. When the construction emissions are amortized over 30 years (23.45 Mtons of CO2e) and added thereto, the total is increased to an estimated 2,833.10 Mtons of CO2e per year. Because this value remains under SCAQMD’s suggested threshold of 3,000 Mtons per year, the resulting GHG impact is less than significant and no mitigation is required or recommended. b) Less-than-Significant Impact. Projects that generate de minimus levels (i.e., less than 3,000 Mtons of CO2e per year) and do not result in a significant impact or can be mitigated to less than significant would be deemed to be in compliance of the local policies with respect to GHG emissions. As such, GHG emission impacts are less than significant and no additional mitigation measures are required or recommended. 8.1.a Packet Pg. 270 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-43 9. Hazards and Hazardous Materials Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Create a significant hazard to the public or the environment through the routine transport, storage, production, use, or disposal of hazardous materials? (b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials or waste into the environment? (c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within 0.25 miles of an existing or proposed school? (d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? (e) For a project located within an airport land-use plan, or where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area? (f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? (g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires? Background Information As indicated in the Code of Federal Regulations (CFR), “hazardous materials” are defined as “materials that may pose an unreasonable risk to health, safety, and property when transported in commerce” (49 CFR 171.8). Hazardous materials are listed in Appendix A of 49 CFR Part 172.101 and include hazardous wastes, as defined in the federal Resource Conservation and Recovery Act (RCRA), the Federal Hazardous and Solid Waste Amendments (HSWA) of 1984, and the California Hazardous Waste Control Law (HWCL). “Hazardous wastes” are regulated under RCRA, HSWA, and Title 22, Chapter 6.5 of the California Code of Regulations (CCR). Hazardous wastes are those wastes classified as ignitable, corrosive, reactive, or toxic and are classified under the following four categories (22 CCR 8.1.a Packet Pg. 271 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-44 Initial Study 66261.100-66261.126): (1) RCRA hazardous wastes; (2) Non-RCRA hazardous wastes; (3) extremely hazardous wastes; and (4) special wastes. In order to assess the presence or potential presence of hazardous materials and petroleum products on the project site, the Applicant submitted a “Phase I Environmental Assessment Report – 850 Brea Canyon Road (APN 8719-013-017), Walnut, CA 91789” (Robin Environmental Management, January 26, 2018). Pursuant to Section 15150(a) of the State CEQA Guidelines, that project-related document is are incorporated herein by reference. Based on its size, that technical study is not physically included herein but is available for review at the Department during the Department’s regular business hours. Findings of Fact a) Less-than-Significant Impact. Under federal and State laws, any material, including wastes, may be considered hazardous if it is specifically listed by statute as such or if it is toxic (causes adverse human health effects), ignitable (has the ability to burn), corrosive (causes severe burns or damage to materials), or reactive (causes explosions or generates toxic gases). During construction, hazardous materials (e.g., fuels and lubricants) would be transported to the project site in construction vehicles and equipment and consumed at the site in accordance with good-business and occupational safety practices and in compliance with all applicable federal, State, and local regulations governing the use of hazardous materials, including the mandatory installation of environmental protective measures and best management practices (BMPs). Compliance provides reasonable assurance that potential hazards to the general public and to the environment are reduced to a less-than-significant level. In limited quantities, not excessing regulated quantities, both office and hotel operations would routinely include the use, handling, and storage of numerous products that would constitute hazardous materials and/or contain hazardous substances. A variety of commercial cleaning products, disinfectants, lubricants, paints, solvents, insecticides, fertilizers, and similar products are used in routine maintenance. The use of these materials would be limited, and their transport, storage, use, and disposal would be subject to federal, State, and local requirements. Routine storage, handling, and disposal practices include: (1) keeping each object in its original contain; (2) periodically checks for signs of deterioration and leakage; (3) maintaining separate storage areas for potentially incompatible or dissimilar products; (4) storage in secure places and away from children: (5) disposal at regional household hazardous material collection centers; and (5) not disposing of these products by pouring liquids down drains, onto the ground, or into the storm drain system. The Medical Waste Management Act (Part 14 commencing with Section 117600, Division 104, H&SC) (MWMA), as administered by the California Department of Public Health (CDPH), regulates the management, handling, and disposal of medical wastes, as defined.67 The MWMA provides that transporting, storing, treating, disposing of causing the treatment or 67/ The California Medical Waste Management Act (MWMA) became effective in 1991. The California Department of Public Health (CDPH) assumed responsibility as the oversight agency for medical waste management in 2007. Several amendments to the MWMA have been enacted since its initial adoption. Assembly Bill 333 (as approved by the Governor on September 25, 20 14) was the initial comprehensive change to the MWMA by restructuring the definition of medical waste, mandating use of separate and distinct tracking and shipping documents, modifying large and small generator requirements, and amending rules for self -transport of small amounts of medical waste. 8.1.a Packet Pg. 272 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-45 disposal of medical wastes in a manner not authorized by permit or regulation or by the MWMA is a crime. Medical uses may include unique hazardous wastes distinct from general administrative offices. As defined in Section 22.80.020 (Definitions of Specialized Terms and Phrases) in Article VI (Development Code Definitions) in Title 22 (Development Code) of the MC, “medical services – clinics and laboratories” are defined as “[f]acilities primarily engaged in furnishing outpatient medical, mental health, surgical and other personal health services, but which are separate from hospitals, including: [1] Health management organizations (HMOs); [2] Medical and dental laboratories; [3] Medical, dental and psychiatric offices; [4] Out-patient care facilities; [5] Other allied health services; [and] [6] Counseling services by other than medical doctors or psychiatrists are included under ‘offices.’” Specifically, while “clinics and labs” are identified as “permitted” uses in the “Regional Commercial (C-3)” zone, the precise nature of those “clinics and laboratories” are not further defined therein. Medical offices routinely include physician offices, examination rooms, outpatient pharmacies, laboratories, imaging/radiology, and administrative offices. Certain medical testing is provided “waiver” status and not subject to the provisions of the Clinical Laboratory Improvement Amendments of 1988 (42 U.S.C. 263[a]; PL 100-578). Facilities performing “non-waived” (moderate and/or high complexity) clinical laboratory tests must apply for the appropriate California clinical laboratory license and a federal CLIA certificate. As defined in Section 1206(a)(8) of the California Business and Professions Code (B&PC): “’Clinical laboratory’ means any place used, or any establishment or institution organized or operated, for the performance of clinical laboratory tests or examinations or the practical application of the clinical laboratory sciences. That application may include any means that applies the clinical laboratory sciences.” “Clinical laboratory science” means “any of the sciences or scientific disciplines used to perform a clinical laboratory test or examination” (Section 1206[a][6], B&PC). As specified in Section 1265(a)(1) if the B&PC, a “clinical laboratory performing clinical laboratory tests or examinations classified as of moderate or of high complexity under CLIA shall obtain a clinical laboratory license.” California law is broadly applied to include all facilities providing analyses of all human body specimens, including blood, urine, feces, hair, breath, saliva, and body fluids (Section 1206, B&PC). “Providers of health care” are defined as “any person licensed or certified pursuant to Division 2 (commencing with Section 500) of the Business and Profession Code; an person licensed pursuant to the Osteopathic Initiative Act or the Chiropractic Initiate Act; any person certified pursuant to Division 2.5 (commencing with Section 1797) of the Health and Safety Code; any clinic, health dispensary, or health facility licensed pursuant to Division 2 (commencing with Section 1200) of the Health and Safety Code” (Section 56.05[m], California Civil Code) Routine visits to “providers of health care” and both “waived” and “non-waived” clinical laboratory testing procedures associated therewith would be expected to generate “medical wastes” and “biohazardous wastes.” As defined in Section 117690 of the H&SC: (a) “Medical waste” means any biohazardous, pathology, pharmaceutical, or trace chemotherapy waste not regulated by the federal Resource Conservation and Recovery Act of 1976 (Public Law 94-580), as amended; sharps and trace chemotherapy wastes generated in a health care setting in the diagnosis, treatment, immunization, or care of humans or animals; waste generated in autopsy or necropsy; waste generated during preparation of a 8.1.a Packet Pg. 273 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-46 Initial Study body for final disposition such as cremation or interment; waste generated in research pertaining to the production or testing of microbiologicals; waste generated in research using human or animal pathogens; sharps and laboratory waste that poses a potential risk of infection to hum ans generated in the inoculation of animals in commercial farming operations; waste generated from the consolidation of home-generated sharps; and waste generated in the cleanup of trauma scenes. Biohazardous, pathology, pharmaceutical, sharps, and trace chemotherapy wastes that meet the conditions of this section are not subject to any of the hazardous waste requirements found in Chapter 6.5 (commencing with Section 25100) of Division 20. (b) For purposes of this part the following definitions apply: (1) “Biohazardous waste” includes all of the following: (A) (i) Regulated medical waste, clinical waste, or biomedical waste that is a waste or reusable material derived from the medical treatment of a human or from an animal that is suspected by the attending veterinarian of being infected with a pathogen that is also infectious to humans, which includes diagnosis and immunization; or from biomedical research, which includes the production and testing of biological products. (ii) Regulated medical waste or clinical waste or biomedical waste suspected of containing a highly communicable disease. (B) Laboratory waste such as human specimen cultures or animal specimen cultures that are infected with pathogens that are also infectious to humans; cultures and stocks of infectious agents from research; wastes from the production of bacteria, viruses, spores, discarded live and attenuated vaccines used in human health care or research, discarded animal vaccines, including Brucellosis and Contagious Ecthyma, as defined by the department; culture dishes, devices used to transfer, inoculate, and mix cultures; and wastes identified by Section 173.134 of Title 49 of the Code of Federal Regulations as Category B “once wasted” for laboratory wastes. (C) Waste that, at the point of transport from the generator’s site or at the point of disposal contains recognizable fluid human blood, fluid human blood products, containers, or equipment containing human blood that is fluid, or blood from animals suspected by the attending veterinarian of being contaminated with infectious agents known to be contagious to humans. (D) Waste containing discarded materials contaminated with excretion, exudate, or secretions from humans or animals that are required to be isolated by the infection control staff, the attending physician and surgeon, the attending veterinarian, or the local health officer, to protect others from highly communicable diseases or diseases of animals that are communicable to humans. (2) Pathology waste includes both of the following: (A) Human body parts, with the exception of teeth, removed at surgery and surgery specimens or tissues removed at surgery or autopsy that are suspected by the health care professional of being 8.1.a Packet Pg. 274 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-47 contaminated with infectious agents known to be contagious to humans or having been fixed in formaldehyde or another fixative. (B) Animal parts, tissues, fluids, or carcasses suspected by the attending veterinarian of being contaminated with infectious agents known to be contagious to humans. Section 118275 of the H&SC establishes “medical waste” segregation and storage requirements. As specified: (1) medical waste shall be contained separately from other waste at the point of origin in the producing facility; (2) “biohazardous waste” shall be placed in a biohazard bag and labeled in compliance with Section 117630; (3) “sharps waste” shall be contained in a United States Food and Drug Administration (USFDA) approved sharps container that meets USFDA labeling requirements and is handled pursuant to Section 118285; (4) “trace chemotherapy waste” shall be segregated for storage and labeled with the words “Chemotherapy Waste” (CHEMO); (5) “pathology waste” shall be segregated for storage and labeled “Pathology Waste” (PATH); (6) “pharmaceutical waste” shall be segregated for storage in accordance with the facility’s medical waste management plan. When this waste is prepared for shipment offsite for treatment, it shall be properly containerized for shipment in compliance with United States Department of Transportation and the United States Drug Enforcement Administration (DEA) requirements. Although no such facilities are explicitly required, the proposed site plan does not appear to contain facilities for the consolidated on-site storage of those wastes, thus requiring each separate medical office to independently address those requirements. Since those “medical office” uses that may occur on the project site remain undefined, it is neither possible to estimate the quantity of nor to category the nature of any such wastes. Some or all of those uses would reasonably constitute “medical waste generators.” As defined in Section 117705 of the H&SC, “medical waste generator” means any person whose act or process produces medical waste and includes, but is not limited to, a provider of health care, as defined in Section 56.05 of the Civil Code.” Examples of businesses that generate medical waste include “medical and dental offices, clinics, hospitals, surgery centers, laboratories, research laboratories, unlicensed health facilities, those facilities required to be licensed pursuant to Division 2 (commencing with Section 1200), chronic dialysis clinics, as regulated pursuant to Division 2 (commencing with Section 1200), and education and research facilities.” All such generators are required by statute to prepare a “medical waste management plan” (MWMP). “Medical waste management plan” means “a document that is completed by generators of medical waste that describes how the medical waste generated at their facility shall be segregated, handled, stored, packaged, treated, or shipped for treatment, as applicable, pursuant to Section 117935 for small quantity generators and Section 117960 for large quantity generators, on forms prepared by the enforcement agency, if those forms are provided by the enforcement agency” (Section 117710, H&SC).68 In compliance therewith, each medical use is required to prepare a “medical waste management plan” and to comply with all management, storage, recordation, and transportation requirements relating to those wastes. Neither the City nor the County regulate the management and disposal of medical wastes. The regulatory authority over medical waste management remains with the CDPH, Medical Waste 68/ A “small quantity generator” (SQG) is a medical waste generator, other than a trauma scene waste practitioner, that generates less than 200 pounds per month of medical waste. 8.1.a Packet Pg. 275 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-48 Initial Study Program, functioning as the medical waste enforcement agency for Los Angeles County (Section 117650, H&SC). In addition, the United States Department of Labor - Occupational Safety and Health Administration’s (OSHA) “Occupational Exposures to Hazardous Chemicals in Laboratories” (Laboratory Standard)69 establishes regulatory requirements for occupational exposure to hazardous chemicals in laboratory environments. As required, employers are required to prepare a laboratory “chemical hygiene plan,” setting forth procedures, equipment, personal protective equipment and work practices that are capable of protecting employees from the health hazards presented by hazardous chemicals used in that particular workplace, and meet the requirements of 29 CFR 1910.1450(e)(1)(ii). For laboratory uses of OSHA-regulated substances, the employer shall assure that laboratory employees’ exposures to such substances does not exceed the permissible exposure limits specified in 29 CFR 1910, Subpart Z. OSHA standards affect some key laboratory design and construction issues, including special ventilation requirements. Referencing the National Research Council’s (NRC) “Laboratory Design, Construction, and Renovation: Participants, Process, and Product”: “The ventilation system in chemical laboratories must satisfy two principal health-related objectives: occupational health, which is achieved through the proper installation and operation of chemical laboratory hoods, and occupant comfort, which is achieved by heating and humidifying the general laboratory air in the winter and cooling it in the summer. A secondary function of the laboratory ventilation system is to prevent the migration of contaminants caused by incidental and accidental release of chemicals from the laboratory into other areas of the building. This is accomplished in part by providing single-pass air (air discharged from the laboratory directly outdoors) and in part by controlling the direction of airflow.”70 As further indicated in the NRC’s “Prudent Practices for Handling, Storage, and Disposal of Chemicals in Laboratories,” [t]he release of vapors to the atmosphere, via, for example, open evaporation or fume hood effluent, is not an acceptable disposal method. Apparatus for operations expected to release vapors should be equipped with appropriate trapping devices. Although the disposition of laboratories under the [Federal] Clean Air Act is not established at this time, it is reasonable to expect that releases to the atmosphere will be controlled.”71 Technologies for treating fume hood exhausts include, but not necessarily limited to, scrubbers and containment removal systems, gas-phased filters, and particulate filters. As further indicated by the NRC, “[a]ir from fume hoods and biological safety cabinets in which radioactive or biologically active materials are used should be properly filtered to remove these agents so that they are not released into the atmosphere. Other hazardous particulates may require this type of treatment as well. The most popular method of accomplishing this removal is by using a HEPA [high efficiency particulate arrestance] filter bank. These HEPA filters trap 99.97% of all particulates greater than 3 microns in diameter.”72 69/ 29 CFR 1910.1450. 70/ National Research Council, Laboratory Design, Construction, and Renovation: Participants, Process, and Product, 2000, p. 66. 71/ National Research Council, Prudent Practices for Handling, Storage, and Disposal of Chemicals in Laboratories, 1995, p. 149. 72/ Ibid., p. 189. 8.1.a Packet Pg. 276 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-49 b) Less-than-Significant Impact. All medical and non-medical tenants will comply with all federal, State, and local regulations relating to the use, consumption, storage, and transport of hazardous materials and wastes. c) Less-than-Significant Impact. Separated only by the Brea Canyon Road right-of-way, Discovery World Preschool and Private Elementary School (801 Brea Canyon Road, Diamond Bar) is located approximately 150 feet (0.03 miles) west of the project site. The terms “hazardous materials” (Section 25501[o], Chapter 6.95, H&SC), “acutely hazardous materials” (Section 25532[a], Chapter 6.95, H&SC), “hazardous wastes” (Sections 25117, 25141, and 25142.3, H&SC; Section 40141, PRC; Sections 66261.10-66261.24, Title 22, CCR; Section 1004 of the Federal Resource Conservation and Recovery Act of 1976, as amended [42 U.S.C. 6903]), “extremely hazardous wastes” (Section 25115, Chapter 6.95, H&SC), and “hazardous substances” (Section 25316, Chapter 6.95, H&SC; Section 101[14], Comprehensive Environmental Response Compensation and Liability Act [42 U.S.C. 9601]; 40 CFR 116.4 [Table 116.4A]) are assumed to have the same meanings as provided under State and federal regulations. A “hazardous waste” is a waste that appears on one of the Federal Resource Conservation and Recovery Act of 1976, as amended (Public Law 94-580) hazardous waste lists (F-, K-, P, U-, or M-list) or that exhibits one of the four characteristics of a hazardous waste (ignitability, corrosivity, reactivity, or toxicity). F-List (Non-Specific Source Wastes). This list identifies wastes from many common manufacturing and industrial processes, such as solvents that have been used for cleaning or degreasing. Since the processes producing these wastes occur in many different industry sectors, F-listed wastes are known as wastes from non-specific sources (22 CCR 66261.31). K-List (Source-Specific Wastes). This list includes certain wastes from specific industries, such as petroleum refining or pesticide manufacturing, including certain sludges and wastewaters from treatment and production processes in these specific industries (22 CCR 66261.32). P-List/U-List (Discarded Commercial Chemical Products). These lists include specific commercial chemical products that have not been used but that will be (or have been) discarded. Industrial chemicals, pesticides, and pharmaceuticals are example of commercial chemical products that appear on these lists and become hazardous waste when discarded (22 CCR 66261.33[e] and [f]). M-List (Discarded Mercury-Containing Products). This list includes certain wastes known to contain mercury, such as fluorescent lamps, mercury switches, the products that house these switches, and mercury-containing novelties. Although regulated at the federal level, certain medical wastes, including needles and syringes, are not State-listed hazardous wastes. Based on the nature of their use and operational characteristics, neither general administrative offices nor hotels are typically considered as uses that emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or wastes. The project’s compliance with applicable federal, State, and local regulations pertaining to the transport, storage, use, and disposal of hazardous materials, substances, and wastes provide reasonable assurance 8.1.a Packet Pg. 277 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-50 Initial Study that impacts attributable to any such hazardous materials, substances, and wastes would not elevate to a level of significance. d) No Impact. The project site has not been included on a list of hazardous materials sites compiled pursuant to Section 65962.5 of the CGC. e) No Impact. The project site is not located within the boundaries of an airport land-use plan or within two miles of a public airport or public use airport. f) No Impact. “Evacuation” is defined as the “act or process of evacuating. To leave a dangerous place or remove someone from a dangerous place. To withdraw from a site and/or building in an organized way especially for protection. Organized, phased, and supervised withdraw, dispersed, or removal of children from dangerous or potentially dangerous areas, and their reception and care in safe areas.”73 Distinct from “evacuation routes,” County-designated “disaster routes” are freeways, highways, or arterial routes pre-identified for use during times of crisis. These routes are utilized to bring in emergency personnel, equipment, and supplies to impacted areas in order to save lives, protect property, and minimize impact to the environment. During a disaster, these routes have priority for clearing, repairing and restoration over all other roads. Disaster routes for the County Operational Area (OA) have been split into “north” and “south” OA maps and separate maps for each city have been developed. As illustrated in Figure 36 (County-Designated Disaster Rotes in the Diamond Bar Area [July 7, 2008]), in part, in in addition to the Pomona (SR-60) Freeway, Brea Canyon Road, Valley Boulevard, and Colima Road/Golden Springs Road serve as County-designated “disaster routes.” To the extent that the proposed project improves traffic conditions along Brea Canyon Road, multi-jurisdictional disaster response efforts would be enhanced. g) No Impact. “Fire Hazard Severity Zones” are geographical areas designated pursuant to Sections 4201 through 4204 of the PRC and classified as “very high,” “high,” or “moderate” in State Responsibility Areas (SRAs) or as “Local Agency Very High Fire Hazard Severity Zones” in Local Responsibility Areas (LRAs) designated pursuant to Sections 51175 through 51189 of the CGC. New buildings located in any “Fire Hazard Severity Zone” within SRAs or any “Wildland-Urban Interface Fire Area” designated by the enforcing agency for which an application for a building permit was submitted on or after December 1, 2005, shall comply with Section 7A (Materials and Construction Methods for Exterior Wildfire Expose) of the 2016 California Building Code. The project site has not been included within a designed “Fire Hazard Severity Zone and is not subjected to significant wildfire hazards. 73/ National Fire Protection Association, NFPA 1616: Standard for Mass Evacuation, Sheltering, and Re-Entry Programs, 2017 Edition, Section 3.3.14 (Evacuation). 8.1.a Packet Pg. 278 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-51 Figure 36 COUNTY-DESIGNATED DISASTER ROUTES IN THE DIAMOND BAR AREA (July 7, 2008) Source: Los Angeles County SITE 8.1.a Packet Pg. 279 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-52 Initial Study 10. Hydrology and Water Quality Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact Would the project: (a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality? (b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? (c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: (1) Result in substantial erosion or siltation on- or off- site; (2) Substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site; (3) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or (4) Impede or redirect flood flows? (d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation? (e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan? Background Information The following regulatory provisions govern and/or guide the development of the proposed project: Federal Clean Water Act. The 1972, the United States Congress enacted amendments to the Federal Water Pollution Control Act (originally enacted in 1948), as amended, commonly known as the federal Clean Water Act (CWA). As stipulated in Section 101(a), the CWA’s primary goal is “to restore and maintain the chemical, physical and biological integrity of the Nation’s waters” by eliminating the discharge of pollutants into navigable waters” (33 U.S.C. 1251[a]). 8.1.a Packet Pg. 280 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-53 The CWA requires each state to establish water quality standards for each waterbody within its jurisdiction and review them at least once every three years for appropriate modifications. Water quality standards set the degree of water quality to attain or maintain. States must set water quality standards for all waters within their boundaries “regardless of the sources of the pollution entering the waters.” At a minimum, water quality standards must include: (1) designated uses (e.g., agricultural, recreation, navigation, the protection and propagation of fish, shellfish and wildlife); (2) water quality criteria that are established at levels sufficient to protect the designated uses; and (3) an antidegradation policy to prevent degrading “waters of the United States” (WOTUS). California’s Porter Cologne Water Quality [Control] Act of 1970 has similar goals and regulates discharges of pollutants through the issuance of “waste discharge requirements” (WDRs). In designating uses of a water body and the appropriate criteria for those uses, the State shall ensure that its water quality standards provide for the attainment and maintenance of the water quality standards of downstream waters. The CWA broadly segregates water pollution into two categories: “point sources” and “nonpoint sources.”74 To control and ultimately eliminate the discharge of point source pollutants, permits are issued pursuant to the National Pollutant Discharge Elimination System (NPDES) program (33 U.S.C. 1342).75,76 Under this approach, discharges from point sources are illegal unless issued an NPDES permit that includes technology-based controls and such other requirements as may be required to implement water quality standards. Nonpoint sources are not regulated under the NPDES program. Construction General Permit. On August 19, 1999, the State Water Resources Control Board (SWRCB) issued a “National Pollutant Discharge Elimination System General Permit for Storm Water Discharges Associated with Construction and Land Disturbance Activities” (NPDES No. CAS000002) (Construction General Permit), as amended by Order Nos. 99- 08-DWQ (December 8, 1999), 2009-0009-DWQ (September 2, 2009), 2010-0014-DWQ (November 16, 2010), and 2012-0006-DWQ (July 17, 2012). Order No. 2009-009-DWQ has been administratively extended until a new order is adopted by the SWRCB. The Construction General Permit (CGP) regulates storm water runoff from construction sites. Because the proposed project would disturb greater than one acre, the Applicant must comply with the requirements of the CGP, including the preparation of a “storm water pollution prevention plan” (SWPPP) and implementation of the construction BMPs during construction activities. Construction BMPs include, but not be limited to, erosion and sediment control BMPs designed to minimize erosion and retain sediment and good housekeeping BMPs to prevent spills and leaks and the discharge of construction debris and wastes into receiving waters. The CGP requires that storm water discharges and authorized non-storm water discharges must not contain pollutants that cause or contribute to an exceedance of any applicable water quality objective or water quality standards. To obtain coverage, dischargers are 74/ “Point source” means “any discernable, confined and discrete conveyance” such as pipe, ditch, channel, tunnel, or conduit. The CWA does not define nonpoint source pollution but it has been generally described as discharges that do not qualify as point sources” (33 U.S.C. 1362[14]). 75/ The Code of Federal Regulations (40 CFR 22.48) requires that all NPDES permits specify monitoring and reporting requirements. In addition, the CWC (Sections 13267 and 13383) authorize the SWRCB and RWQCBs to require technical and monitoring reports. 76/ Pursuant to Section 13389 of the CWC, the SWRCB and the RWQQCBs are exempt from the requirement to comply with Chapter 3, Division 13 of the PRC when adopting NPDES permits. 8.1.a Packet Pg. 281 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-54 Initial Study required to file “permit registration documents” (PRDs), including a “Notice of Intent” (NOI), “storm water pollution prevention plan” (SWPPP), other compliance documents, pay the appropriate permit fee to the SWRCB and obtain “waste discharger identification number” (WDID). The discharger may terminate coverage under this CGP for a complete project by submitting to SWRCB a “Notice of Termination” (NOT) and a post-construction BMP plan. A construction project is considered complete only when the following conditions have been met: (1) there is no potential for construction-related storm water pollution; (2) all elements of the SWPPP have been completed; (3) construction materials and waste have been disposed of properly; (4) the site is in compliance with all local storm water management requirements; and (5) a post-construction “storm water management plan” (SWMP) is in place, as described in the site’s SWPPP. Compliance with CGP requirements and procedures will ensure that construction-related impacts on water quality remain at a less- than-significant level. Construction Dewatering Permit. On June 6, 2013, the LARWQCB adopted “Order No. R4-2013-0095 (General NPDES Permit No. CAG99004 - Waste Discharge Requirements for Discharges of Groundwater from Construction and Project Dewatering to Surface Waters in Coastal Watersheds of Los Angeles and Ventura Counties)” (Construction Dewatering Permit [CDP]), covering discharges to surface waters or ground water from dewatering operations and other types of wastewaters, as deemed appropriate, and authorizing discharges of treated or untreated ground water generated from dewatering operations or other applicable wastewater discharges not specifically covered in other general or individual NPDES permits.77 Discharges from facilities to WOTUS that do not cause, have the reasonable potential to cause or contribute to an in-stream excursion above any applicable State or federal WQOs, or cause acute or chronic toxicity in the receiving water constitute authorized discharges subject to the conditions set forth in the CDP. Prior to discharge to the MS4, discharge limitations for dewatering treatment BMPs for total suspended solids (TSS), turbidity, and oil and grease are 100 mg/L, 50 NTU, and 10 mg/L, respectively.78 To be authorized to discharge under the CDP, the discharger must submit a “Notice of Intent” (NOI). Upon receipt, the LARWQCB will determine the CDP’s applicability. If the discharge is eligible, the LARQWCB will notify the discharger that the discharge is authorized and prescribes an appropriate monitoring and reporting program. For new discharges, the discharge shall not commence until receipt of the LARWQCB’s written determination of eligibility for coverage under the CDP or until an individual NPDES permit is issued. National Pollutant Discharge Elimination System (NPDES) Permit. On March 8, 2000, development planning program requirements, including the “standard urban storm water mitigation plan” (SUSMP) requirements, as established under federal regulations (40 CFR 122.26[d]), were approved by the LARWQCB as part of the “Los Angeles County Municipal 77/ Dewatering methods are temporary measures for filtering sediment-laden water, managing the discharge of pollutants or to keep water away from a worksite. Dewatering operations are used to manage removal of water from excavations, cofferdams, diversions, and areas of ponding (accumulated precipitation). Sediment is the most common pollutant associated with dewatering operations. 78/ Op. Cit., Order No. R4-2012-0175, NPDES Permit No. CAS004001 (Wastewater Discharge Requirements for Municipal Separate Storm Sewer System [MS4] Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4, November 8, 2012, Part VI.9.g.x.3.d,Ta ble 19 (Discharge Limitation for Dewatering Treatment BMPs), p. 134. 8.1.a Packet Pg. 282 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-55 Storm Water Permit (NPDES Permit No. CAS004001)” (Order No. 01-182), as amended by Order No R4-2006-0074 on September 14, 2006. On November 8, 2012, superseding “Order No. 01-182” as amended, the LARWQCB adopted “Order No. R4-2012-0175” (NPDES Permit No. CAS004001), establishing “Wastewater Discharge Requirements for Municipal Separate Storm Sewer System Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4” (Amended 2012 MS4 Permit). The Amended 2012 MS4 Permit became effective on December 28, 2012. The Amended 2012 MS4 Permit serves as a system-wide general NPDES permit for MS4 storm water and non-storm water discharges within the coastal watersheds of the County (receiving waters) under which the Los Angeles County Flood Control District (LACFCD), the County, and 84 incorporated cities (including the City of Diamond Bar and excluding the City of Long Beach) collectively constitute the “Permittees” The Amended 2012 MSF Permit’s main purpose is to implement effective pollution prevention programs to reduce the discharge of pollutants from the municipal separate storm sewer system (MS4) in order to protect receiving waters and their beneficial uses. “Order No. R4-2012-0175” implements the federal Phase I NPDES Storm Water Program requirements. These requirements include three fundamental elements: (1) a requirement to effectively prohibit non-storm water discharges through the MS4s; (2) requirements to implement controls to reduce the discharge of pollutants to the maximum extent practicable (MEP); and (3) other provisions the LARWQCB has determined appropriate for the control of such pollutants. Pursuant Section 13263(a) of the CWC, the requirements of that order implement the adopted “basin plan.” For certain categories of new development and redevelopment projects, the Amended 2012 MS4 Permit stipulates that all Permittees shall implement a “planning and land development program” in order to: ◊ Lessen the water quality impacts of development by using smart growth practices such as compact development, directing development towards existing communities via infill or redevelopment, and safeguarding of environmentally sensitive areas; ◊ Minimize the adverse impacts from storm water runoff on the biological integrity of natural drainage systems and the beneficial uses of water bodies in accordance with requirements under CEQA; ◊ Minimize the percentage of impervious surfaces on land developments by minimizing soil compaction during construction, designing projects to minimize the impervious area footprint, and employing low-impact development (LID) design principles to mimic predevelopment hydrology through infiltration, evapotranspiration and rainfall harvest and use; ◊ Maintain existing riparian buffers and enhance riparian buffers when possible; ◊ Minimize pollutant loadings from impervious surfaces such as roof tops, parking lots, and roadways through the use of properly designed, technically appropriate BMPs, LID strategies, and treatment-control BMPs; ◊ Properly select, design and maintain LID and hydromodification control BMPs to address pollutants that are likely to be generated, reduce changes to pre-development hydrology, assure long-term function, and avoid the breeding of vectors; and ◊ Prioritize the selection of BMPs to remove storm water pollutants, reduce storm water runoff volume, and beneficially use storm water to support an integrated approach to 8.1.a Packet Pg. 283 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-56 Initial Study protecting water quality and managing water resources in the following order of preference: (a) on-site infiltration, bioretention, and/or rainfall harvest and use and (b) on-site biofiltration, off-site ground water replenishment, and/or off-site retrofit. Those new development and redevelopment projects that are subject to conditioning and to the approval of design and implementation plans of post-construction controls established for the purpose of mitigating storm water pollution include, but are not limited to: (1) All development projects equal to 1 acre or greater of disturbed area and adding more than 10,000 square feet of impervious surface area; and (2) Parking lots 5,000 square feet or more of impervious surface area or with 25 or more parking spaces. The Amended 2012 MS4 Permit required new development projects to: (1) control pollutants, pollutant loads, and runoff volume emanating from the project site by (a) minimizing the impervious surface area and (b) controlling runoff from impervious surfaces through infiltration, bioretention and/or rainfall harvest and use; and (2) unless deemed infeasible, retain, on the project site, the “Stormwater Quality Design Volume” (SWQDv) from a design storm event, defined as the runoff from: (a) the 0.75-inch, 24-hour rain event; or (b) the 85th percentile, 24-hour rain event, as determined from the County’s 85th percentile precipitation isohyetal map, whichever is greater.79 As specified therein: “Permittees are encouraged to adopt respective BMPs from latest versions of the California BMP Handbook, Construction or Caltrans Stormwater Quality Handbooks, Construction Site Best Management Practices (BMPs) Manual and addenda.” Low Impact Development Ordinance. Pursuant to Section 8.12.1690 (Requirements for Industrial/Commercial and Construction Activities), Division 5 (Storm Water and Urban Runoff Pollution Control), Chapter 8.12 (Environmental Protection) in Title 8 (Health and Safety) of the MC: (a) Each industrial discharger, discharger associated with construction activity, or other discharger described in any general storm water permit addressing such discharges, as may be issued by the U.S. Environmental Protection Agency, the state water resources control board, or the regional board, shall comply with all requirements of such permit. Each discharger identified in an individual NPDES permit shall comply with and undertake all activities required by such permit. Proof of compliance with any such permit may be required in a form acceptable to the authorized enforcement officer prior to the issuance of any grading, building or occupancy permits, or any other type of permit or licens e issued by the city. (b) The following shall apply to all construction activities within the city not otherwise governed by Section 8.12.1695 of this [Municipal] Code and such construction activities shall be required from the time of land clearing, demolition or commencement of construction until receipt of a certificate of occupancy: (1) Sediment, construction wastes, trash and other pollutants from construction activities shall be reduced to the maximum extent practicable. (2) Structural controls such as sediment barriers, plastic sheeting, detention ponds, filters, berms, and similar controls shall be utilized to the maximum extent practicable in order to minimize the escape of sediment and other pollutants from the site. (3) Between October 1 and April 15, all excavated soil shall be located on the site in a manner that 79/ Ibid., Part IV.D.7.c.i. 1-2, p. 98. 8.1.a Packet Pg. 284 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-57 minimizes the amount of sediment running onto the street, drainage facilities or adjacent properties. Soil piles shall be bermed or covered with plastic or similar materials until the soil is either used or removed from the site. (4) No washing of construction or other vehicles is permitted adjacent to a construction site. No water from the washing of construction vehicle of equipment on the construction site is permitted to run off the con struction site and enter the municipal storm water system. (5) Trash receptacles must be situated at convenient locations on construction sites and must be maintained in such a manner that trash and litter does not accumulate on the site nor migrate off site. (6) Erosion from slopes and channels must be controlled through the effective combination of best management practices As further specified in Subsection “(e)(3)” in Section 8.12.1695 (Low Impact Development Measures for New Development and/or Redevelopment Planning and Construction Activities) of the MC: (a) Retain stormwater runoff onsite for the stormwater quality design volume (SWQDv) defined as the runoff from: (i) The 85 th percentile 24-hour runoff event as determined from the Los Angeles County 85 th percentile precipitation isohyetal map; or (ii) The volume of runoff produced from a 0.75 inch, 24-hour rain event, whichever is greater. (b) Minimize hydromodification impacts to natural drainage systems as defined in Order No. R4-2012-0175. (c) To demonstrate technical infeasibility, the project applicant must demonstrate that the project cannot reliably retain 100 percent of the SWQDv on-site, even with the maximum application of green roofs and rainwater harvest and use, and that compliance with the applica ble post- construction requirements would be technically infeasible by submitting a site-specific hydrologic and/or design analysis conducted and endorsed by a registered professional engineer, geologist, architect, and/or landscape architect. Technical infeasibility may result from conditions including the following: (i) The infiltration rate of saturated in -situ soils is less than 0.3 inch per hour and it is not technically feasible to amend the in -situ soils to attain an infiltration rate necessary to ac hieve reliable performance of infiltration or bioretention BMPs in retaining the SWQDv onsite. (ii) Locations where seasonal high groundwater is within five to ten feet of surface grade; (iii) Locations within 100 feet of a groundwater well used for drinking water; (iv) Brownfield development sites or other locations where pollutant mobilization is a documented concern; (v) Locations with potential geotechnical hazards; (vi) Smart growth and infill or redevelopment locations where the density and/or nature of the project would create significant difficulty for compliance with the onsite volume retention requirement. (d) If partial or complete onsite retention is technically infeasible, the project Site may biofiltrate 1.5 times the portion of the remaining SWQD v that is not reliably retained onsite. Biofiltration BMPs must adhere to the design specifications provided in Order No. R4 -2012-0175. Additional alternative compliance options such as offsite infiltration and groundwater replenishment projects may be available to the project site. The project site should contact the city to determine eligibility. 8.1.a Packet Pg. 285 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-58 Initial Study (e) The remaining SWQDv that cannot be retained or biofiltered onsite must be treated onsite to reduce pollutant loading. BMPs must be selected and designed to meet pollutant-specific benchmarks as required per Order No. R4-2012-0175. Flow-through BMPs may be used to treat the remaining SWQDv and must be sized based on a rainfall intensity of: (i) 0.2 inches per hour, or (ii) The one-year, one-hour rainfall intensity as determined from the most recent Los Angeles County isohyetal map, whichever is greater. (f) All new and existing development and redevelopment projects which are required to include structural and treatment BMPs shall be properly maintained and operated to achieve the purpose for which the BMP was designed. Records shall be kept documenting that the BMP is being operated and maintained to achieve the purpose for which it was designed. Water Quality Control Plan, Los Angeles Basin. Under the Porter-Cologne Act and the CWA, the State’s nine Regional Water Quality Control Boards (RWQCBs) are directed to “formulate and adopt water quality control plans for all areas within the region,” including both surface waters and groundwater (Section 13240, CWC). A water quality control plan for the waters of an area is defined as having the following component parts: (1) beneficial uses to be protected; (2) water quality objectives (WQOs) that protect those uses; and (3) a program of implementation needed to achieve those WQOs (Section 13050, CWC). The proposed project is subject to compliance with the LARWQCB’s “Water Quality Control Plan, Los Angeles Basin” (1994) (Basin Plan) and the “Wastewater Discharge Requirements for Municipal Separate Storm Sewer System Discharges Within the Coastal Watersheds of Los Angeles County, Except those Discharges Originating from the City of Long Beach MS4,” as amended (Amended 2012 MS4 Permit). As indicated in the Basin Plan, Diamond Bar Creek is located in Hydrologic Unit 180701060501,80 tributary to San Jose Creek. Beneficial, potentially beneficial, and intermittent beneficial uses of those inland surface waters include: (1) municipal and domestic supply (MUN) (potentially beneficial use); (2) groundwater recharge (GWR) (intermittent beneficial use); (3) warm freshwater habitat (WARM) (intermittent beneficial use); and (4) wildlife habitat (WILD) (existing beneficial use).81 A summary of regulatory provisions of the Basin Plan is codified in Sections 3930 et seq. in Title 23 (Waters), Division 4 (Regional Water Quality Control Boards), Chapter 1 (Water Quality Control Plans, Policies, and Guidelines), Article 4 (Los Angeles Basin), California Code of Regulations National Flood Insurance Reform Act of 1994. The Federal Emergency Management Agency’s (FEMA) flood insurance rate maps (FIRM) identify those areas that are located within the 100-year floodplain boundary, termed “Special Flood Hazard Areas” (SFHAs). The National Flood Insurance Reform Act of 1994, which amended the Flood Disaster Protection Act of 1973, requires mortgage lenders and servicers to require their borrowers whose dwellings lie within federally-designated SFHAs to purchase and maintain flood insurance for the term of the loan. If a property is located within a SFHA, as shown on a 80/ California Regional Water Quality Control Board, Los Angeles Region, Water Quality Control Plan, Los Angeles Region, 1994, as revised, Table 1 (Inventory of Major Surface Waters and Waters to which they are Tributary), p. A-15. 81/ Ibid., Table 2-1 (Beneficial Uses of Inland Surface Waters), p. 2-14. 8.1.a Packet Pg. 286 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-59 flood map published by FEMA, the law requires mortgage lenders and servicers to require flood insurance for any loan secured by property with a building located in a SFHA. The purpose of the National Flood Insurance Program (NFIP) designations is to encourage state and local governments to consider potential flood hazards when rendering decisions on the future use of such lands, thereby minimizing damage caused by flooding. In flood hazard areas, the federal standard require that the finished floor elevation of proposed dwellings be at least one-foot above the “base flood elevation” (BFE) (1-percent annual chance). The BFE is the elevation of the one percent annual chance flood. The project site is bordered on the north by a County flood control channel (PD 1445) (Diamond Bar Creek). As indicated in the City’s “Natural Hazards Mitigation Plan” (2004): One small section of Diamond Bar Creek, at the intersection of Old Brea Canyon Road, just north of the 60 Freeway, was identified by the FIRM [Federal Insurance Rate Map] study as having a slight flooding potential. This portion of the creek is referred to as the Reed Canyon Channel. A small area immediately upstream (just east) of the roadway is classified as flood zone ‘A,’ which means that it is an area of 100-year flooding, but no base flood elevations or flood hazard factors have been determined. A slightly larger area downstream (just west) of Brea Canyon has a flood zone designation of ‘AO,’ which means areas of shallow flooding during a 100-year flood, where depths are between one (1) and three (3) feet. Average depths of inundation are shown (on the FIRM map), but no specific flood assessment has been made (FEMA 1980). Since then, the area has been mitigated and the FIRM map will need to be updated. Reed Canyon is no longer considered a flood problem area.82 As indicated in Figure 37 (Flood Insurance Rate Map No. 06037C1725F [September 26, 2008]), the project site is depicted on “Flood Insurance Rate Map Los Angeles County, California and Unincorporated Areas, Panel 1725 of 2350, Panel 1725F, Map No. 06037C1725F” (effective September 26, 2008) and is designated “Zone X,” described as “areas of 0.2% annual chance flood; areas of 1% annual chance flood with average depths of less than 1 foot or within drainage areas less than 1 square mile; and areas protected by levees from 1% annual chance flood.” Findings of Fact In order to more thoroughly assess potential hydrological impacts, detailed hydrologic analyses were provided by the Applicant and independently reviewed and accepted for public release by Public Works. Technical studies used in the preparation of this analysis includes: (1) “Hydrology & LID Calculations for Brea Canyon Business Park, 850 S. Brea Canyon Road, Diamond Bar, CA 91789” (Plotnik & Associates, June 7, 2019); and (2) “Storm Drain Analysis – 54” Lines for Brea Canyon Business Park, 850 S. Brea Canyon Road, Diamond Bar, CA 91789” (Plotnik & Associates, July 8, 2019, revised August 7, 2019 and August 29, 2019). Pursuant to Section 15150(a) of the State CEQA Guidelines, each of those project-related documents are incorporated herein by reference. Based on their size and/or technical nature, those technical studies are not physically included herein but are available for review at the Department during the Department’s regular business hours. 82/ City of Diamond Bar, Natural Hazards Mitigation Plan, Resolution No. 2004 -57, October 5, 2004, p. 110. 8.1.a Packet Pg. 287 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-60 Initial Study a) Less-than-Significant Impact. The proposed project will fully comply with the applicable provisions of the Amended 2012 MS4 permit, the CGP/CDP, and the City’s LID Ordinance (e.g., Sections 8.12.1690 and 8.12.1695, MC). Through compliance therewith, the proposed project would not violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality. In compliance with the Amended 2012 MS4 permit, at a minimum, the Applicant shall implement the following sediment, construction, and material controls: Figure 37 FLOOD INSURANCE RATE MAP NO. 06037C1725F (September 26, 2008) Source: Federal Emergency Management Agency SITE 8.1.a Packet Pg. 288 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-61 Sediment controls: ◊ Eroded sediments generated on the project site shall be retained on the project site using BMPs and may not be transported via sheet flow, swales, area drains, natural drainage course or wind; ◊ Vehicle traffic may not track sediments and other materials from the site; ◊ Accidental depositions must be swept up immediately; and ◊ Catch basins must be protected. Construction material controls: ◊ Excess or waste concrete may not be washed into the public way or drainage system; ◊ Trash and construction-related solid waste must be deposited into a covered receptacle to prevent contamination of rainwater and dispersal by wind; ◊ Fuels, oils, solvents, and toxic materials must be stored in accordance with their listing and are neither to contaminate the soil nor surface waters; spills must be cleaned up immediately and disposed of in a proper manner; ◊ Stockpiles or earth and other construction-related materials must be protected from being transported from the site by wind or water and must be covered with tarps or plastic. ◊ Non-storm water runoff from equipment and vehicle washing and other activities shall be contained on the project site. b) Less-than-Significant Impact. As reported in the geotechnical investigation: “Groundwater was measured in our borings at a depth of approximately 28 to 33 feet below grade immediately after drilling. Historic groundwater levels are reported near a contour of approximately 20 feet below existing grades.” Grading operations are not anticipated to occur at sufficient depths so as to encounter groundwater. c1) Less-than-Significant Impact. As required under the Amended 2012 MS4 Permit, prior to issuing a grading or building permit, each Permittee shall require each operator of a construction activity within its jurisdiction to prepare and submit an “erosion and sediment control plan” (ESCP) prior to the disturbance of land for the Permittee’s review and written approval. The construction site operator shall be prohibited from commencing construction activity prior to receipt of written approval by the Permittee. ESCPs are year-round BMPs that must be incorporated into construction plans. All grading projects, non-residential sites, residential sites of 6 stories or greater, and projects with soil disturbing activities greater than one acre require an ESCP. All BMPs must be detailed on the ESCP or reference standard details found in the California Stormwater Quality Association’s (CASQA) “Stormwater Best Management Practice Handbook – Construction” (January 2003, revised July 2012) and/or the Caltrans’ “Construction Site Monitoring Program Guidance Manual” (revised August 2013). The ESCP plan must include appropriate BMPs for general site management, construction materials and waste management, and erosion and sediment controls. Erosion and sediment control BMPs must be provided for both wet and dry seasons. To control site erosion and sediments, an ESCP must be submitted (or revised) every year to reflect site conditions at the start of the rainy season (October 15). Grading and building plans in for plan check, which will have construction work occurring during the rainy season, will not be permitted until ESCP are submitted and approved. For sites where the disturbed area is one acre or more, project proponents must file a “Notice of Intent” (NOI) and a “stormwater 8.1.a Packet Pg. 289 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-62 Initial Study pollution prevention plan” (SWPPP) and obtain a waste discharge identification number with the State Water Resources Control Board (SWRCB). c2) Less-than-Significant Impact. As required under Subsection “(a) in Section 8.12.1695 (Low Impact Development Measures for New Development and/or Redevelopment Planning and Construction Activities) of the MC, the Applicant shall be required to “retain stormwater runoff onsite for the stormwater quality design volume (SWQDv) defined as the runoff from: (i) The 85th percentile 24-hour runoff event as determined from the Los Angeles County 85th percentile precipitation isohyetal map; or (ii) The volume of runoff produced from a 0.75 inch, 24-hour rain event, whichever is greater.” In accordance therewith, based on the incorporation of both structural and non-structural BMPs, the quantity of storm waters being discharged to the storm drain system will not increase over pre-project levels. c3) Less-than-Significant Impact. See Response “c2” above. C4) Less-than-Significant Impact. Through the proposed on-site relocation of two existing 54- inch diameter RCP pipes, limited to the site boundaries and subject to County -imposed permits and approvals, the proposed project includes the planned redirection of flood flows. d) No Impact. The project site is not located in a flood hazard, tsunami or seiche hazard area. e) Less-than-Significant Impact. “Discharge prohibitions” under the provisions of the CGP include, but are not limited to, any prohibition contained in the Basin Plan or in any Statewide water quality control plans. The discharge of non-storm water is authorized if the discharger: (1) does not cause or contribute to a violation of any water quality standard; (2) does not violate any other provision of this CGP; (3) is not prohibited by the applicable Basin Plan; (4) has included and implemented specific BMPs required by the CGP to prevent or reduce the contact of the non-storm water discharge with construction materials or equipment; (5) does not contain toxic constituents in toxic amounts or other significant quantities of pollutants; (6) is monitored and meets the applicable numeric action levels; and (7) reports the sampling information in the annual report. In compliance therewith, the proposed project will neither conflict with nor obstruct implementation of a water quality control plan or sustainable groundwater management plan. 8.1.a Packet Pg. 290 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-63 11. Land Use and Planning Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Physically divide an established community? (b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? Background Information The Southern California Association of Governments’ (SCAG) Intergovernmental Review section (part of the Environmental Planning Division of Planning and Policy) is responsible for performing consistency reviews of “regionally significant” local plans, projects, and programs. “Regionally significant” projects are required to be consistent with SCAG’s adopted regional plans and policies, including regional comprehensive plans (RCPs) and regional transportation plans (RTPs). SCAG has formulated independent criteria for the categorization of proposed projects as “regionally significant.” The proposed project is not considered to be a project of “regional significance” pursuant to the criteria outlined in SCAG’s “Intergovernmental Review Procedures Handbook” (November 1995) and Section 15206 of the Guidelines. Under CEQA, the City is, not required to assess the proposed project’s consistency with SCAG’s regional plans. Findings of Fact a) No Impact. The project site is bordered on the south by the Pomona (SR-60) Freeway, on the north by a County flood control channel (Diamond Bar Creek) and by an existing commercial use (“Farmer Boys Restaurant” [810 Brea Canyon Road, Diamond Bar]), and on the west by Brea Canyon Road. Each of those features constitute existing “edges” and effectively physically isolate the subject property. Because vehicular and non-vehicular access to the project site does not require site users to traverse any existing residential areas, no “cut through” traffic has the potential to affect those areas. Similarly, the proposed land use does not appear inherently incompatible with those existing single-family residential uses located west of Brea Canyon Road and north of the County flood control channel. b) No Impact. Because the Department has not identified the existence or potential existence of a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect, no significant environmental impacts associated with or attributable to any such conflict is noted herein. 8.1.a Packet Pg. 291 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-64 Initial Study 12. Mineral Resources Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the State? (b) Result in the loss of availability of a locally-important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? Background Information The Surface Mining and Reclamation Act of 1975 (SMARA), codified in Section 2710 et seq. in Chapter 9 of Division 2 of the PRC, and its accompanying regulations (14 CCR 3500 et seq.), mandated the initiation, by the State Geologist, of a “Mineral Land Classification System” in order to help identify and protect mineral resources in areas within the State subject to urban expansion or other irreversible land uses that would preclude mineral extraction. Construction aggregate was selected to be the initial commodity targeted for classification because of its importance to society, its unique economic characteristics, and the imminent threat that continuing urbanization poses to that resource.83 Mineral lands are mapped according to jurisdictional boundaries, mapping all mineral commodities at one time in the area (including aggregate, common clay, and dimension stone). Priority is given to areas where future mineral resource extraction could be precluded by “incompatible land uses” or to mineral resources likely to be mined during the 50-year period following their classification. The State Geologist subsequently developed the mineral resource zone (MRZ) nomenclature and criteria. In accordance therewith, the SMGB has classified mineral areas as one of f ive “MRZs.” Those major classifications include: (1) “MRZ-1” (Areas where adequate information indicates that no significant mineral deposits are present or where it is judged that little likelihood exists for their presence); (2) “MRZ-2” (Areas where adequate information indicates that significant mineral deposits are present or where it is judged that a high likelihood for their presence exists); (3) “MRZ-3” (Areas containing mineral deposits the significance of which cannot be evaluated from available data); (4) “MRZ-4” (Areas where available information is inadequate for assignment to any other MRZ zone); and (5) “MRZ-5” or “SZ” (Areas containing unique or rare occurrences of rocks, minerals, or fossils that are of outstanding scientific significance shall be classified in this zone).84 The general project area is designed “MRZ-1.”85 83/ Presently, the only mineral commodity classified by the State Mining and Geology Board (SMGB) has been construction aggregate (sand, gravel, and crushed road). Nothing in SMARA precludes the SMGB from similarly classifying other mineral resources. 84/ California Department of Conservation, Division of Mines and Geology and State Mining and Geology Board, California Surface Mining and Reclamation Policies and Procedures, Special Publication 51: Guidelines for Classification and Designation of Mineral Resources, 1998, p. 3. 85/ Anderson, T.P, Loyd, R.C., Clark, W.B., Miller, R.V., Corbaley, R, Kohler, S., Bushnell, M.M., Mineral Land Classification of the Greater Los Angeles Area: Part IV: Classification of Sand and Gravel Resource Area, San Gabriel 8.1.a Packet Pg. 292 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-65 The California Geological Survey (CGS), formally the Division of Mines and Geology (GDMG or DMG), operates under the provisions of Chapter 2 (The California Geological Survey) (Sections 2200-2211) in Division 2 (Geology, Mines and Mining) (Sections 2001-2815) of the PRC. The CGS’ “Mineral Resources and Mineral Hazards Program”86 provides information about California’s non-fuel mineral resources (metals and industrial minerals), naturally-occurring mineral hazards (asbestos, radon, and mercury), and information about active and historic mining activities throughout the State. As described therein, non-fuel mineral resources are categorized as metals (gold, silver, iron, and copper), industrial minerals (e.g., boron compounds, rare-earth elements, clays, limestones, gypsum, salt, and dimension stone), and construction aggregate (sand and gravel and crushed stone). Construction aggregate is typically associated with past and present rivers and streams, in alluvial basins, along marine and lake shorelines, and in previously glaciated areas. The CGS has noted that “[a]ggregate (sand and gravel, crushed stone) is currently the most important mineral resource consumed in California. It is the foundation of the modern construction industry. Land use that precludes mining of this resource is a problem in many urbanizing areas of the State. The cost of aggregate rises significantly when it has to be mined and transported from increasingly greater distances from its point of use.”87 The San Gabriel Valley area, as defined by the CDMG, is a major aggregate producer in the Los Angeles District. The majority of aggregate is produced from an alluvial fan developed at the southern base of the San Gabriel Mountains. The fan extends approximately eight miles in a southwestern direction and attains a maximum width of about four miles. The project site is located to the east of that area and is not located in the “San Gabriel Valley Production- Consumption Region.”88 Findings of Fact a) No Impact. The CDMG classifies the general project area as “urban.” As noted, the State Mining and Geology Board “does not design area presently dedicated to land use that are incompatible with mining.”89 Based on the State’s determination that the project area contains land uses that are incompatible with mining operations, absent any identifiable mineral resources on the project site, the proposed project would not result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the State. b) No Impact. As defined in SMARA, an “area of local significance” constitutes “[a]n area that contains mineral deposits and is not of regional or Statewide significance” (Section 2761[b][1], PRC). The project site neither constitute an “area of local significance” nor contains any “locally-important mineral resources.” Valley Production-Consumption Region, California Department of Conservation, Division of Mines and Geology, Special Report 143, 1982, Areas Classified MRZ-1, p. 1. 86/ California Department of Conservation, Mineral Resources and Mineral Hazards Program, Mineral Resources and Mineral Hazards (http://www.conservation.ca.gov/cgs/mineral-resources/mineral-resource-mapping). 87/ California Geological Survey, Using Satellites to Help Conserve Aggregate Resources in California (http://www.consrv.ca.gov/CGS/minerals/mlc/nasa/nasa.htm). 88/ Op. Cit., Mineral Land Classification of the Greater Los Angeles Area: Part IV: Classification of Sand and Gravel Resource Area, San Gabriel Valley Production-Consumption Region, California Department of Conservation, Division of Mines and Geology, Special Report 143, 1982, Figure 4.2 (Map of the San Gabriel Valley P-C Region). 89/ Ibid, Evaluation of Aggregate Resources in the San Gabriel Valley PC Region, p. 8. 8.1.a Packet Pg. 293 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-66 Initial Study 13. Noise Would the project result in: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? (b) Generation of excessive ground-borne vibration or ground-borne noise levels? (c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? Background Information The primary existing noise sources in the general project area are those associated with automobile and truck traffic along the Pomona (SR-60) Freeway and along Brea Canyon Road. In order to more thoroughly assess potential noise impacts, a detailed acoustical analysis was performed as part of this CEQA-compliance effort. The resulting “Acoustical Analysis” (August 2019) is included in Appendix G (Brea Canyon Business Park – Acoustical Analysis). The detailed analysis supporting the following conclusions is presented in that study and, for brevity, has not again been repeated herein. Findings of Fact a) Less-than-Significant with Mitigation Incorporated. The closest point of interaction between the proposed project and the existing residential units to the north of the County flood control channel (PD 1445), as located along Dryander Drive and Lycoming Street, is with regards to those proposed uses and on-site activities most closely related thereto. Bordering much of the project’s northern boundary are those 8-foot-wide and 16-foot-long parking stalls, separated from those homes by only the 50-foot wide flood control easement. Although those stalls are indicated as being “employee parking,” those same “spaces will be open for customers.”90 Parking areas generate operational noise, including amplified noises associated with vehicle radios and music systems, security alarms, back-up beepers installed on commercial vehicles, door slams, unmuffled exhaust systems, and conversational noise. Among other causes, errant door swings from tightly packed vehicles often active the alarm systems 90/ Linscott Law & Greenspan, Revised Parking Demand Analysis for Brea Canyon Business Park, Diamond Bar, California, January 25, 2019, p. 10. 8.1.a Packet Pg. 294 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-67 installed on adjacent vehicles. Although unregulated, while most blaring alarms cease after a specified time periods, alarm noise from unattended vehicles is typically perceived as a nuisance. Back-up beepers (97-112 dB) and vehicle alarms (125 dB) typically represent the loudest noise sources associated with parking lots. As reported in “The Atlantic,” vehicle security experts state that “people rarely pay them [vehicle alarms] any mind, rendering them even less effective. Since blaring alarms usually mean someone accidentally bumped into a vehicle, or even just happened to play loud music down the street, an alarm rarely means an actual theft is taking place.”91 Based on the minimum opening widths required for occupants to enter and exit closely parked vehicles and the confined nature of each parking stall, the concentration of 8-foot- wide parking stalls would likely increase the number and frequency of vehicle alarm activation, as compared to the number and frequency in standard-sized parking. Absent any stated operating hours for the proposed medical/office uses and the 24/7 operation of the proposed project’s hotel component, these conditions could exist during daytime, evening, and nighttime hours. Relative to those spaces, noise associated with activated vehicle alarms would be clearly perceptible to the homes located along Dryander Drive and Lycoming Street that abut the County flood control channel (PD 1443) (Diamond Bar Creek). Because they occur on private property, the LACSD would be unable to issue citations for disruptive vehicle alarms. Similarly, it can be reasonably assumed that the Applicant, the BOA, and/or other management entity would not take actions to remove any vehicle otherwise appropriately parked on the project site. As described in Appendix G (Brea Canyon Business Park - Acoustical Analysis), construction noise has the potential to exceed the provisions of the “City of Diamond Bar Municipal Code” (Municipal Code or MC). As a result, the following recommended construction-term mitigation measures have been identified and, if implemented, would reduce potential short-term noise impacts to a less-than-significant level: MM-14. Construction Noise. In accordance with the provisions of the “City of Diamond Bar Municipal Code,” construction shall be restricted to between the hours of 7:00 AM and 7:00 PM on weekdays and Saturdays. No construction shall occur at any time on Sundays or on federal holidays. These days and hours shall also apply to the servicing of equipment and to the delivery or removal of equipment and materials to or from the site. MM-15. Construction Noise. All construction equipment shall be properly maintained and tuned to minimize noise emissions. MM-16. Construction Noise. All equipment shall be fitted with properly operating mufflers, air intake silencers, and engine shrouds no less effective than originally equipped. MM-17. Construction Noise. During site preparation and paving operations, the construction contractor shall place temporary noise barriers, in the form of continuous ¾-inch plywood or hay bales, or similar dense material acceptable to the Department, along the site perimeter when performing construction operations within 100 feet of the 91/ Strauss, Ilana E., The Alarming Truth, The Atlantic, May 16, 2016. 8.1.a Packet Pg. 295 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-68 Initial Study rear yard areas of any existing residential units located to the north of the County flood control channel. Such barriers shall be a minimum of 8-feet tall and block the line-of- sight between any proximal residences and the top of the exhaust stack associated with the on-site use of heavy construction equipment. This mitigation measure is intended to apply specifically to those single-family residences located at 807-814 Dryander Drive and 21110-21054 Lycoming Street, Diamond Bar. MM-18. Construction Noise. The construction contractor shall specify the use of electric stationary equipment (e.g., compressors) that can operate off of the power grid, where feasible. Where infeasible, stationary noise sources (e.g., generators and compressors) shall be located as far from residential receptor locations as feasible. MM-19. Construction Noise. The construction contractor shall post details of the project’s construction schedule and the names and telephone numbers of both an on- site project representative and that of the City’s Community Development Department (Department) that can be contacted by local residents seeking to register a noise complaint. The Applicant shall maintain records of all such contacts, including any actions taken, and make those records available to authorized inspectors upon request. MM-20. Construction Noise. The proposed project shall be designed and constructed in accordance with any and all additional conditions as may be set forth by the Department for noise mitigation. Subsequent to construction, the project site would include a mix of non-residential, commercial uses. This analysis finds that noise generated by vehicles traveling along the Pomona (SR-60) Freeway and Brea Canyon Road could create noise levels at the proposed uses that are in excess of both the City’s and the State’s standards for exterior noise (i.e., 70 dBA CNEL for commercial uses). The following recommended operational mitigation measures would reduce this impact to a less-than-significant level: MM-21. Operational Noise. No accessible exterior balconies shall be included in the design of the hotel structure for those guest rooms located along the hotel’s southern (freeway-oriented) wall. MM-22. Operational Noise. The Applicant shall provide habitable on-site structures with forced air ventilation designed and installed in accordance with the 2016 “California Building Standards Code” (Title 24, California Code of Regulations), including the 2016 “California Green Building Standards Code” (Title 24, Part 11, California Code of Regulations).92 MM-23. Operational Noise. All exterior fittings that enter the structures (e.g., electrical conduits; heating, ventilation and air conditioning [HVAC] ducts) are to be sealed with caulk such that the fittings are rendered as air-tight. Any metal duct-work that is 92/ January 1, 2020 is the Statewide effective date established by the California Building Standards Commission for the 2019 “California Building Standards Code” (2019 CBC). In accordance with Section 18938.5 of the California Health and Safety Code, all applications for a building permit submitted on or after January 1, 2020 are subject to compliance with the 2019 CBC. The 2016 CBC remains in effect and is applicable to all plans and specifications for and to construction performed where the application for a building permit is received on or before December 31, 2019 (California Building Standards Commission, Information Bulletin 19-04, June 24, 2019). 8.1.a Packet Pg. 296 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-69 exposed to the exterior environment shall be enclosed and insulated to avoid noise transference through the ducting. MM-24. Operational Noise. The proposed project shall be operated in accordance with any and all additional conditions as may be set forth by the Department for noise mitigation. b) Less-than-Significant Impact. Caltrans has noted that the generation of groundborne vibration is typically associated with blasting operations, the use of pile drivers, and large- scale demolition activities, none of which are anticipated for the construction or operation of the proposed project. As such, no excessive groundborne vibrations would be created by the proposed project. c) No Impact. The project site is not located in proximity to a private airstrip or within an airport land-use plan area. 8.1.a Packet Pg. 297 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-70 Initial Study 14. Population and Housing Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Induce substantial unplanned population growth in an area, either directly (e.g., by proposing new homes and businesses) or indirectly (e.g., through extension of roads or other infrastructure)? (b) Displace substantial amounts of existing people or housing, necessitating the construction of replacement housing elsewhere? Background Information On August 18, 2019, the California Employment Development Department’s Labor Market Information Division reported that: The seasonally adjusted unemployment rate in Los Angeles County was unchanged over the month at 4.5 percent in July 2019 from a revised 4.5 percent in June 2019 and was below the rate of 4.6 percent one year ago. Civilian employment decreased by 3,000 to 4,872,000 in July 2019, while unemployment declined by 2,000 to 227,000 over the month. The civilian labor force decreased by 5,000 over the month to 5,099,000 in July 2019. The unadjusted unemployment rate for the county was 5.0 percent in July 2019. The California seasonally adjusted unemployment rate was 4.1 percent in July 2019, 4.2 percent in June 2019, and 4.1 percent a year ago in July 2018. The comparable estimates for the nation were 3.7 percent in July 2019, 3.7 percent in June 2019, and 3.9 percent a year ago.93 As further noted therein: Education and health service maintained its position as the dominant sector of the economy, adding 25,300 jobs over the year. These additions equaled 40 percent of total growth in nonfarm employment. Health care and social assistance recorded 22,100 additions and private educational services posted 3,200 job increases. Construction continued to climb, bolstering by 12,100 jobs over the year. Additions were divided into gains in specialty trade contractors (up 8,300), construction of buildings (up 2,400), and heavy and civil engineering construction (up 1,400).94 Findings of Fact a) Less-than-Significant Impact. The proposed project does not include a housing component and the potential employment opportunities associated with the proposed office and hotel uses can be reasonably filled by the area’s existing labor force. Additionally, no 93/ California Employment Development Department, Labor Market Information Division, Los Angeles-Long Beach-Glendale Metropolitan Division (Los Angeles County), Government Leads Six Sectors Losing Jobs Over the Monty, August 18, 2019, p. 1. 94/ Ibid. 8.1.a Packet Pg. 298 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-71 infrastructure improvements are proposed that would increase the available capacity of those improvements so as to accommodate additional growth beyond the project site. b) No Impact. The project site is presently vacant. As a result, no existing on-site population and no exiting on-site housing will be “displaced” or otherwise affected as a result of the proposed project’s implementation. 8.1.a Packet Pg. 299 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-72 Initial Study 15. Public Services Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities or the need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts in order to maintain acceptable service ratios, response times, or other performance objectives for any of the public services: (1) Fire protection? (2) Police protection? (3) Schools? (4) Parks? (5) Other public facilities? Background Information Fire Protection The 2016 “California Building Standards Code” (Title 24, CCR) (2016 CBC), and 2016 California Fire Code (Title 24, Part 9, CCR) (2016 CFC) provide design and development standards governing public and private facilities in California. The following relevant or potentially relevant information is extracted therefrom. Section 202 (Definitions) of the 2016 CBC include the following definition of a “high-rise building: “In other than Group I-2 occupancies, “high-rise buildings,” as used in this code: [1] Existing high- rise structures. A high-rise structure, the construction of which is commended or completed prior to July 1, 1974. [2] High-rise structure. Every building of any type of construction or occupancy having floors used for human occupancy located more than 75 feet above the lowest floor level having access (see Section 403.1.2), except buildings used as hospitals as defined in Health and Safety Code Section 12.50. [3] New High-rise Building. A high-rise structure, the construction of which is commenced on or after July 1, 1974. For the purpose of this section, construction shall be deemed to have commenced when plans and specifications are more than 50 percent complete and have been presented to the jurisdiction prior to July 1, 1974. Unless all provisions of this section have been met, the construction of such building shall commence on or before January 1, 1976. [4] High-rise structure. A high-rise structure, the construction of which is commenced on or after July 1, 1974.” Although not explicitly defined therein, a “low-rise building” is often defined as a building that is four or fewer stories in height from the lowest level of fire department access, as measured from 8.1.a Packet Pg. 300 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-73 the topside of the roof above the topmost space that can be occupied to the lowest floor level of building access, as defined in Section 202 of the 2016 CBC. Low-rise buildings have a maximum height of 55 feet from the lowest level of fire department access. In contrast, a “mid-rise” building can be defined as: (1) any building having space used for human occupancy consisting of four or more stories and with a height of between 55 and 75 feet, as measured from the topside of the roof above the topmost space that can be occupied to the lowest floor level of building access, as defined in Section 202; or (2) any building not defined as a “high-rise” building in Section 202 of the 2016 CBC. The proposed project does not include any high-rise buildings and is, therefore, not subject to the corresponding provisions of Sections 403.2 through 403.7 of the 2016 CFC. Pursuant to the 2016 CBC, the maximum height and allowable number of stories of a building are limited based on a number of factors. Factors that may influence code-required building heights and floor areas include: (1) construction type (the stricter the construction type and the more noncombustible the building, the larger the allowable building area and height); (2) occupancy classification (certain occupancy classifications restrict the building size); (3) number of occupants (as the number of occupants increase or the mobility of those occupants decrease, more restrictions are imposed on building height and area); (4) location (the location of or distance from adjacent buildings and the amount of street frontage can influence allowed area); (5) sprinkler systems (the use of approved automatic sprinkler system in accordance with “NFPA 13: Standard for Fire Sprinkler System” [2016]95 standards) can increase the allowable number of stories allowed); (6) fire walls (fire walls can subdivide a building so that each area is treated as a separate entity). Relative to building height, the project shall comply with the requirements of Sections 503 and 504 of the 2016 CBC. As specified in Section 504 (Building Height and Number of Stories) therein: (1) “The height, in feet, and the number of stories of a building shall be determined based on the type of construction, occupancy classification and whether there is an automatic sprinkler system installed throughout the building” (Subsection 504.1 [General]); (2) “The maximum height, in feet, of a building shall not exceed the limits specified in Table 504.3 [Allowable Building Height in Feet above Ground Plane]” (Subsection 504.3 [Height in Feet]); and (3) “The maximum number of stories of a building shall not exceed the limits specified in Table 504.4 [Allowable Number of Stories above Ground Plane]” (Section 504.4 [Number of Stories]). Nothing therein would suggest that the proposed 59-feet 1-inches height of the proposed 4-story hotel is infeasible based on the variety of design options and construction techniques available. As indicted, in part, in Section D105 (Aerial Fire Apparatus Access Road) in Appendix D (Fire Apparatus Access Road) of the 2016 CFC: “Where the vertical distance between the grade plane and the highest roof surface exceeds 30 feet, approved aerial fire apparatus access roads shall be provided” (Section D105.1)” and “Aerial fire apparatus access roads shall have a minimum unobstructed width of 26 feet, exclusive of shoulders, in the immediate vicinity of the building or portion thereof” (D105.2). As illustrated in Figure 38 (Proposed “Brea Canyon Business Park” – Fire Department Access Plan [June 7, 2019]), the proposed project conforms to those standards. All structures shall have the minimum fire flow (measured in gallons per minute) required by Section 507.5 (Fire Hydrant System, Appendix B (Fire Flow Requirements for Buildings) Section 105.2, Table B105.1 and the quantity and spacing of fire hydrants as required by Section 507.5 (Fire Hydrant System), Appendix C (Fire Hydrant Locations and Distribution), Table C105.1 of the 2016 CFC. 95/ National Fire Protection Association, NFPA 13: Standards for Fire Sprinkler Systems, 2016. 8.1.a Packet Pg. 301 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-74 Figure 38 PROPOSED “BREA CANYON BUSINESS PARK” FIRE DEPARTMENT ACCESS PLAN (June 7, 2019) Source: GAA Architects 8.1.a Packet Pg. 302 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-75 Law Enforcement The Los Angeles County Sheriff’s Department (LACSD) administers the police functions of the County and is responsible for enforcing all laws and regulations as required by statute. The LACSD operates County detention facilities, participates in rehabilitation programs, crime prevention programs, and programs to suppress delinquency, assists in the functions of the superior and municipal courts, maintains security, and directs and coordinates emergency services. The LACSD provides police services to all unincorporated County areas and, under contract, to 58 municipalities within the County, including the City of Diamond Bar. The LACSD’s Walnut-Diamond Bar Station (231695 E. Valley Boulevard, Walnut 91789) is located approximately 0.5 miles west of Brea Canyon Road. The station generally serves the Cities of Diamond Bar, Rowland Heights, Walnut and the unincorporated areas of Covina Hills and West Covina. The LACSD routinely reviews proposed development plans as part of City’s plan check process and, as appropriate, provides the Department comments thereupon. As reported by the LACSD, “Part I” crime statistics for the Walnut-Diamond Bar Station for the 2017 and 2018 calendar years are summarized in Table 4 (2017-2018 “Part I” Crime Statistics for the Walnut-Diamond Bar Station).96 As noted therein, during that period, the number of rapes, robberies, violent crimes, and arson increased while the number of aggravated assaults, larceny thefts, grand automobile thefts, and total property crimes increased. The number of reported burglaries and total “Part I” crimes remained statistically unchanged. Educational Facilities As illustrated in Figure 39 (Walnut Valley Unified School District Boundaries), the project site is located within the boundaries of the Walnut Valley Unified School District. The nearest public school facilities to the subject property include Walnut Elementary School (841 Glenwick Avenue, Walnut) and Ron Hockwalt Academies (High School) (476 Lemon Avenue, Industry). Section 17620 of the California Education Code (CEC) authorizes school districts to assess development fees within district boundaries to fund the construction or reconstruction of school facilities, subject to the limitations set forth in Chapter 4.9 (commencing with Section 65995) of the CGC. Section 65995(h) of the CGC provides that “[t]he payment or satisfaction of a fee, charge, or other requirement levied or imposed pursuant to Section 17620 of the Education Code in the amount specified in Section 65995 and, if applicable, any amounts specified in Section 65995.5 or 65995.7 are hereby deemed to be full and complete mitigation of the impacts of any legislative or adjudicative act, or both, involving, but not limited to, the planning, use, or development of real property, or any change in governmental organization or reorganization as defined in Section 56021 or 56073, on the provision of adequate school facilities.” 96/ “Part I” offenses are used by law enforcement agencies throughout the United States to reveal the extent and trend in criminal activity. Any significant change from the anticipated pattern of the figures alerts law enforcement administrators to possible problem areas. “Part I” offenses include criminal homicide, forcible rape, robbery, aggravated assault, burglary, larceny theft, grant theft auto, and arson. Statistics regarding “Part II” crimes (e.g., forgery, fraud and not-sufficient-funds checks, sex offenses, non-aggravated assaults, weapon laws, offenses against family, narcotics, liquor laws, drunk/alcohol/drugs, disorderly conduct, vagrancy, gambling, drunk driving, vehicle laws, vandalism, receiving stolen property, federal offenses without money, federal offenses with money, miscellaneous felonies and misdemeanors) and other non-criminal incidents (e.g., persons missing, non-criminal juvenile, non-criminal miscellaneous, suicides and attempts, mentally ill, traffic accidents, miscellaneous accidents, deaths) are not reported therein. 8.1.a Packet Pg. 303 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-76 Initial Study Table 4 2017-2018 “PART I” CRIME STATISTICS FOR THE WALNUT-DIAMOND BAR STATION Crime Area 2017 2018 Percent Change Criminal Homicide Diamond Bar 0 2 N/C Walnut 0 0 N/C Unincorporated 0 0 N/C Station Total 0 2 N/C Rape Diamond Bar 5 7 40.00 Walnut 12 4 (66.67) Unincorporated 8 18 125.00 Station Total 25 29 16.00 Robbery Diamond Bar 25 30 20.00 Walnut 8 9 12.50 Unincorporated 38 52 36.84 Station Total 71 91 28.17 Aggravated Assault Diamond Bar 27 19 (29.63) Walnut 23 9 (60.87) Unincorporated 40 53 32.50 Station Total 90 81 (10.00) Violent Crimes Total Diamond Bar 57 58 1.75 Walnut 43 22 (48.84) Unincorporated 86 123 43.02 Station Total 186 203 9.14 Burglary Diamond Bar 381 360 ( 5.51) Walnut 232 217 (6.47) Unincorporated 308 336 9.09 Station Total 921 913 ( 0.87) Larceny Theft Diamond Bar 592 521 (11.99) Walnut 221 228 3.17 Unincorporated 588 539 ( 8.33) Station Total 1,401 1,288 ( 8.07) Grand Theft Auto Diamond Bar 70 55 (21.43) Walnut 32 38 18.75 Unincorporated 88 82 ( 6.82) Station Total 190 175 ( 7.89) Arson Diamond Bar 2 5 150.00 Walnut 2 0 N/C Unincorporated 0 1 N/C Station Total 4 6 50.00 Property Crimes Total Diamond Bar 1,945 941 ( 9.95) Walnut 487 483 ( 0.82) Unincorporated 984 958 ( 2.64) Station Total 2,516 2,382 ( 5.33) “Part I” Crimes Total Diamond Bar 1,102 999 ( 9.35) Walnut 530 505 ( 4.72) Unincorporated 1,070 1,081 1.03 Station Total 2,702 2,585 ( 4.33) Notes: N/C – Not calculated. Red depicts a 30 percent or greater increase. Green depicts a 30 percent or greater decrease. Source: Los Angeles County Sheriff’s Department (http://shq.lasdnews.net/CrimeStats/LASDCrimeInfo.html). 8.1.a Packet Pg. 304 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-77 Findings of Fact a1) Less-than-Significant Impact. As noted in the 1995/2013/2014 General Plan: “[T]he Insurance Service Organization (ISO) gives the developed portion of the City a rating of 3, which is considered good for urbanized areas. . .Fire protection services for the area are presently provided by the Los Angeles County Consolidated Fire Protection District, which maintains three stations in or adjacent to the City. County Stations 119, 120, and 121 are fully equipped and staffed. Analysis of available service level data indicates that the City will probably not need an additional fire station, although any significant development in the Sphere of Influence area might require additional protection.”97 The City is a part of the Los Angeles County Consolidated Fire Protection District, more commonly referred to as the Los Angeles County Fire Department (LACoFD). Those Los Angeles County Consolidated Fire Protection District facilities located in the general project area are listed in Table 5 (Los Angeles County Fire Department - Fire Stations in the General Project Area), including the estimated emergency response time from those stations to the project site. As noted, the LACoFD presently maintains three fire stations within a two-mile radius of the project site (Stations 61, 119, and 120). 97/ Op. Cit., City of Diamond Bar General Plan, Public Health and Safety Element, July 25, 1995, p. IV-4. Figure 39 WALNUT VALLY UNIFIED SCHOOL DISTRICT BOUNDARIES Source: Walnut Valley Unified School District SITE 8.1.a Packet Pg. 305 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-78 Initial Study Table 5 LOS ANGELES COUNTY FIRE DEPARTMENT FIRE STATIONS IN THE GENERAL PROJECT AREA Station Number Division Battalion Distance (miles) Resources1,2 Estimated Response Time (minutes) Fire Station 61 20011 La Puente Road Walnut, CA 91789 8 19 1.7 Engine 61 Squad 61 3.6 Fire Station 120 1051 Grand Avenue Diamond Bar, CA 91765 8 19 1.8 Paramedic Engine 120 Patrol 120 Water Tender 120 Battalion 19 3.8 Fire Station 119 20480 Pathfinder Road Diamond Bar, CA 91789 8 19 1.9 Engine 119 Paramedic Squad 119 3.9 Fire Station 145 Battalion 12 Headquarters 1525 S. Nogales Avenue Rowland Heights, CA 91748 8 12 2.7 Engine 145 EST 145 Battalion 12 Utility 12 5.3 Fire Station No. 5 2650 E. Shadow Oak Drive West Covina, CA 91792 9 10 2.8 Engine 5 5.5 Fire Station 121 346 Armitos Place Diamond Bar, CA 91765 8 19 3.4 Engine 121 6.5 Notes: 1. Fire companies whose primary functions are to pump and deliver water and perform basic fire fighting at fires, including search and rescue, are known as engine companies. An EST (Emergency Support Team) is a 2-person unit that provides first-alarm firefighting support to a specific area. 2. Los Angeles County Fire (http://www.code2high.com/lacofd.htm). Source: Los Angeles County Fire Department Although neither the 1995/2013/2014 General Plan nor the “Los Angeles County General Plan Update” (October 6, 2015) establishes specific response time goals or standards for the LACoFD, the County’s “Final Environmental Impact Report - Los Angeles County General Plan Update, SCH No. 2011081042” (certified October 6, 2015) 2015 County General Plan Update-FPEIR noted: “The LACoFD has several standards to maintain adequate fire protection within their service area. The current standards for response times are: 5 minutes or less for response times for urban areas; 8 minutes or less for suburban areas; 12 minutes or less for rural areas.”98 The ISO's “Field Suppression Rating Schedule” (FSRS) states that “[t]he built-upon area of the fire protection area should have a first-due engine company within 1.5 road miles and a ladder-service company within 2.5 road miles.” The distances are based on a formula developed by the RAND Institute and uses the equation: T = 0.65 + 1.7D, T = travel time in minutes and D = distance in miles. The formula is based on an average 35 miles per hour 98/ County of Los Angeles, Final Environmental Impact Report - Los Angeles County General Plan Update, SCH No. 2011081042, October 6, 2015, Section 5.14 (Public Services), p. 5.14-1. 8.1.a Packet Pg. 306 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-79 (mph) road speed and converts to engines 3.2 minutes, ladders 4.9 minutes, and a maximum response distance of 9.15 minutes. Because none of the above referenced documents describe the manner in which “response time” is to be defined, reliance upon a single numeric standard does not ensure a reasonable basis for assessing compliance. The National Fire Protection Association’s “NFPA 1710” (Standards for the Organization and Deployment of Fire Suppression Operations, Emergency Medical Operations, and Special Operations to the Public by Career Fire Departments) defines “total response time” as the “time interval from the receipt of the alarm at the primary PSAP [public safety answering point] to when the first emergency response unit is initiating action or intervening to control the incident.”99 In accordance therewith, total response time is defined as being inclusive of the following three distinct phases: (1) Phase One (Alarm Handling Time), inclusive of alarm, alarm answering time, alarm transfer time, alarm handling time, and alarm processing time; (2) Phase Two (Turnout Time and Travel Time); and (3) Phase Three (Initiating Action/ Intervention Time)”100 Phase One: Alarm Handling Time ◊ Public safety answering point. “Public safety answering point” is “a facility in which 9-1-1 calls are answered” (NFPA 1710, Section 3.3.42); ◊ Alarm answering time. “Alarm answering time” is the “time interval that begins when the alarm is received at the communication center and ends when the alarm is acknowledged at the communication center” (NFPA 1710 Section 3.3.53.1); ◊ Alarm transfer time. “Alarm transfer time” is the “time interval from the receipt of the emergency alarm at the PSAP [public safety answering point] until the alarm is first received at the communication center” (NFPA 1710, Section 3.3.53.4); ◊ Alarm handing time. “Alarm handing time” is the “time interval from the receipt of the alarm at the primary PSAP until the beginning of the transmittal of the response information via voice or electronic means to emergency response facilities (ERFs) or the emergency response units (ERUs) in the field” (NFPA 1710, Section 3.2.53.3); and ◊ Alarm processing time. “Alarm processing time” is the “time interval from when the alarm is acknowledged at the communication center until response information begins to be transmitted via voice or electronic means to emergency response facilities (ERFs) and emergency response units” (NFPA 1710, Section 3.3.53.3). Phase Two: Turnout Time and Travel Time ◊ Turnout time. “Turnout time” is the “time interval that begins when the emergency response facilities (ERFs) and emergency response units (ERUs) notification process begins by an audible alarm or visual annunciation or both and ends at the beginning point of travel time” (NFPA 1710, Section 3.3.53.8); and ◊ Travel time. “Travel time” is the “time interval that begins when the unit is en route to the emergency incident and ends when the unit arrives at the scene” (NFPA 1710, Section 3.3.53.7). 99/ National Fire Protection Association, NFPA 1710 Implementation Guide: NFPA 1710 Standards on Fire Department Deployment and Operations, 2002 Edition, Section 3.3.53.6. 100/ Ibid., Annex A (Explanatory Material), Section A.3.53.6 (Total Response Time) . 8.1.a Packet Pg. 307 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-80 Initial Study Phase Three: Initiating Action/Intervention Time ◊ Initiating action/intervention time. “Initiating action/intervention time” is the “time interval from when a unit arrives on the scene to the initiation of emergency mitigation” (NFPA 1710, Section 3.3.53.5). Based on the manner in which response times are fully characterized, the response times presented in Table 4 (Los Angeles County Fire Department - Fire Stations in the General Project Area) do not appear to fully characterize or accurately represent total emergency response time. As recommended in NFPA 1710, with regards to structural fires, fire departments are encouraged to establish the following time objectives: (1) 80 seconds for turnout time and operations response and one minute (60 seconds) turnout time for emergency medical service (EMS) response; (2) Four minutes (240 seconds) or less travel time for the arrival of the first arriving engine company at a fire suppression incident; (3) Eight minutes (480 seconds) or less travel time for the deployment of an initial full alarm assignment at a fire suppression incident; (4) Four minutes (240 seconds) or less for the arrival of a unit with first responder with automatic external defibrillator (AED) or higher level capability at an emergency medical incident; and (5) Eight minutes (480 seconds) or less travel time for the arrival of an advanced life support (ALS) unit at an emergency medical incident, where this service is provided by the fire department provided a first responder with ASD or basic life support (BLS) unit arrived in 240 second or less travel time.101 As further recommended in “NFPA 1710,” the “fire department shall establish a performance objective of not less than 90 percent for the achievement of each turnout time and travel time objectives.”102 Neither the County nor the City has adopted NFPA 1710 as a formal standard. Because, as indicated in Table 4 (Los Angeles County Fire Stations in the General Project Area), the LACoFD has the ability to achieve the performance standards recommended therein from multiple fire stations, the resulting impact would be less than significant. 1b) Less-than-Significant Impact. Although certain uses may be predisposed to certain types of criminal activities, crime statistics neither typically characterized as either “residential” or “non-residential” (commercial property) crimes nor draw distinctions between the types of residential (single-family and multi-family) and commercial (gas stations, shopping centers, convenience stores, banks, movie theatres, and offices). The United States Department of Justice’s “Uniform Crime Reporting Program” divides offenses “Part I” and “Part II” crimes. “Part I” offenses include criminal homicide, forcible rape (excluding statutory offenses), robbery, aggravated assault, burglary (breaking or entering), larceny-theft (excluding motor vehicle theft), motor vehicle theft, and arson. “Part II” offenses include other assaults (where no weapon was used), forgery and counterfeiting, fraud, embezzlement, stolen property (buying, receiving, and possessing), vandalism, weapons (carrying and possessing), prostitution and commercial vice (unlawful promotion of or participation in sexual activities for profit), sex offenses (except forcible rape, prostitution, and commercial vice), drug abuse violation, gambling, offenses against the family and children (unlawful nonviolent acts by a family member), driving under the 101/ Ibid., Section 4.1.2.1. 102/ Ibid., Section 4.1.2.4. 8.1.a Packet Pg. 308 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-81 influence, liquor laws, drunkenness, disorderly conduct, vagrancy, all other offences (not specifically identified as “Part I” or “Part II” offenses, except traffic violations. It has been noted that “[c]rime is a relatively rare event which occurs in high concentrations in and around crime attractors and crime generators. Some land uses facilitate crime or disorder, but even amongst highly facilitative land-use types only some will have combinations of locations and characteristics that will be attractive to potential offenders. This importance of location means that there will be high and low crime areas in a city. There will be land uses that have higher crime rates, but not all units in that category will experience crime. Crimes tend to follow a power law: clustering intensely in some locations while tapering to few or no crimes in others. Land use can be seen as a selection filter that helps make the pattering of crime in an urban mosaic more understandable.”103 Administrative offices, medical offices, and hotels are common uses throughout the Los Angeles metropolitan area. No data has been identified by the Department suggesting that the proposed project presents a disproportional risk of encountering or contributor to criminal behavior. In a broad context, without inference that any of the following criminal conduct is or will be directly applicable to the proposed project, certain generalities can be posited with regards to each of the proposed uses.104 With regards to the proposed office use, other than the potential presence of pharmaceutics and limited cash for those medical offices accepting payment for services rendered, administrative and medical offices may be equally susceptible to similar criminal risks. Due to the concentration of unattended vehicles, property crimes, including motor vehicle offenses (vehicle thefts and their possessions) may be more prevalent in larger parking lots, including those with parking stalls reasonably removed from direct observation from adjoining windows. Although vehicle thefts may be more prevalent at residential premises, they are often more concentrated in parking lots. National data shows that vehicles are usually stolen at night, on streets, and close to residential properties with less than 20 percent stolen from business locations. Some types of businesses appear to be more prevalent in vehicle theft than others. Based on data from the Federal Bureau of Investigation (FBI), 28 percent of the vehicle thefts at business premises occurred at offices and commercial properties. Additionally, a substantial amount of vehicle theft occurred at bars/nightclubs (15 percent), hotels/motels (7 percent), and at service stations/convenience stores (13 percent).105 With regards to the proposed hotel use, the nature of hotel crimes can be generally regarded as opportunistic and convenient. As a result, hotel crimes are more likely to be property related (e.g., burglary, robbery, and theft). “Borrowing heavily from the rational choice tradition, routine activities posits that offenders elect to engage or refrain from crime based on a calculation. One item playing in the offender’s favor with crime dedicated to tourists is appreciably greater likelihood of anonymity. The benefit of anonymity is coupled with a corresponding increase in their ability to detect tourists, a double prophylactic against 103/ Kinney, J.B., Brantingham, P.L., Wuschke, K., Kirk, M.G., Brantingham, P.J., Crime Attractors, Generators and Detractors: Land Use and Urban Crime Opportunities, Built Environment, Vol. 34, No. 1, 2008. 104/ Certain crimes in commercial facilities can be perpetrated by employees (e.g., fraud and embezzlement), showing no outward manifestation observable beyond the confines of those facilities. Because CEQA discourages unreasonable speculation (14 CCR 15145), it is assumed that all on-site uses are operated in strict compliance with all applicable policies and procedures germane thereto and that such criminality or any such violations, including cyber crimes, are not within the realm of CEQA review. 105/ Weisel, D.L., Smith, W.R., Garson, G.D., Pavlichev, A., and Wartell, J., Motor Vehicle Theft: Crime and Spatial Analysis in a Non-Urban Region, United States Department of Justice, August 2006. 8.1.a Packet Pg. 309 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-82 Initial Study potential apprehension.”106 Criminal victimizations against hotel guests happened around the clock but a notable number of incidents took place during the evening or mid-night hours. As reported in “Exploring the Relationship between Hotel Characteristics and Crime” (January 1998),107 the authors noted that “security measures alone cannot ensure guests' safety; a hotel equipped with a comprehensive security system may still have a high number of crimes because employees are not trained for security awareness or screened for criminal records. Some hotels, due to their size and location, may also be at greater risk of being victimized.” Without suggesting any direct relationship to the proposed project, citing a study of 214 hotels conducted in 1994, crimes that happened most often in hotels involved thefts of guests' belongings, followed by automobile theft and burglary, and, to a much lesser degree, physical attacks, sexual assaults, robberies outside and around the premise, and robberies inside the premise. No detailed information on the proposed security measures to be incorporated into the project has been requested from or provided by the Applicant. Typically, hotels provide a variety of measures, including chain locks and dead bolts and one-way viewing mirrors on guest room doors; centralized-video camera systems; 24-hour security patrol on guest room floors; criminal record checks of new employees; printed safety tips on bulletin boards to educate guests about crime prevention; security instruction for new employees; and enhancing the lighting system and security measures at the parking lots surrounding the hotel. Those and other similar actions can reduce the number of potential incidences, enhance the real or perceived safety of site users, and potentially reduce emergency and non-emergency demands on the LACSD. No proximal dedicated parking is provided or proposed for the hotel. Site users would endeavor to find parking closest to their destinations. During high demand periods, more distal parking may be required. As a result, uniform lighting levels are encouraged throughout on-site parking areas. As noted in Figure 19 (Proposed “Brea Canyon Business Park” Project – Photometric Analysis), however, lighting levels in those parking areas located closest to the proposed hotel are often lower than comparable lighting levels in other on-site parking areas. Lighting levels attributable only to pole-mounted parking lot lighting would be enhanced by the presence of other exterior lighting, including building lighting and vehicle headlights. While the proposed project may incrementally contribute to Citywide demands for police services, the resulting increase would be less-than-significant. Because the Applicant, the “business-owners’ association/condominium association” (BOA), or such other representative management entity created thereupon are each self-motivated to reduce criminal conduct affecting on-site businesses, visitors, and property alike, once operational, should conditions warrant, additional remedial actions can be instituted in response thereto (e.g., additional security personnel). The proposed office/hotel project is, therefore, neither expected to result in any substantial increase in “Part I” or “Part II” offenses predicating the need for additional law enforcement personnel nor contribute to any adverse physical 106/ Ho, T., Zhao, J., and Dooley, B., Hotel Crimes: An Unexplored Victimization in the Hospitality Industry, Security Journal, Vol. 30, No. 4, 2017. 107/ Huang, W.S., Hospitality Review Journal, Vol. 16, No. 1, Article 9, January 1998. 8.1.a Packet Pg. 310 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-83 impacts associated with the provision of any new or physically altered police facilities, the construction of which could cause significant environmental impacts. 1c) Less-than-Significant Impact. The proposed project is not expected to result in any substantial adverse physical impacts associated with the provision of any new or physically altered school facilities, the construction of which could cause significant environmental impacts. Because the proposed project does not have a residential component, project implementation will not result in any direct impacts to the WVUSD; however, new employment opportunities associated with the proposed office and hotel uses could promote household formation and/or the in-migration of families into the school district’s boundaries. Local school districts are authorized to impose and collect school “impact fees” for all residential and non-residential development activities that occur within their jurisdiction to off-set the additional costs associated with the new students that result directly from the construction of new homes and indirectly from the creation of new employment opportunities. The governing board of any school district is authorized to levy a fee, charge, dedication, or other requirement against any construction within the boundaries of the district for the purpose of funding the construction or reconstruction of school facilities. The fee that can be imposed by the affected school district can vary based on the type of use proposed. Local school districts are authorize to adjust those fees for inflation every two (even numbered) years, as determined by the State Allocation Board (SAB) at its January meeting. As of August 2019, the fees assessed by the WVUSD are $2.97 per square foot for residential development and $0.47 per square foot commercial and industrial development. Payment of applicable fees (estimated to total $55,681.37) to the WVUSD constitutes full and complete mitigation of project-related impacts on the provision of school facilities. Fees are collected by the City at the time building permits are issued. a4) Less-than-Significant Impact. No City-operated public parks or trails are presently located in the general project area and no planned or proposed facilities are identified in the “City of Diamond Bar Parks & Recreation Master Plan” (July 19, 2011). The proposed project is not expected to result in any substantial adverse physical impacts associated with the provision of any new or physically altered recreational facilities, the construction of which could cause significant environmental impacts. Non-residential uses typically do not directly impose substantial demands on recreational services and/or park facilities. Based on the project’s size and the nature of the proposed uses, implementation would not be expected, either directly or indirectly, to substantively impact available recreational services and/or proximal recreational facilities. a5) No Impact. The proposed project is not expected to result in any substantial adverse physical impacts associated with the provision of any new or physically altered library or other governmental facilities, the construction of which could cause significant environmental impacts. 8.1.a Packet Pg. 311 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-84 Initial Study 16. Recreation Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? (b) Does the project include neighborhood or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? Findings of Fact a) Less-than-Significant Impact. No neighborhood, local, community, or regional parks are located within one mile of the project site. Office workers and hotel guests would not be anticipated to utilize neighborhood, local, community, or regional parks to any significant degree. Public golf courses in the general project area include the Diamond Bar Golf Course (22751 E. Golden Springs Drive, Diamond Bar), whose entrance is located about 1.3 miles from the nearest portion of the project site. The minimal level of any increased usage would not be expected to result in any substantial physical deterioration of that facility. b) No Impact. The proposed project neither includes any public recreational facilities nor, based on the anticipated minimal usage thereof, requires the expansion of any existing public recreational facilities. 8.1.a Packet Pg. 312 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-85 17. Transportation Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Conflict with program plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities? (b) Would the project conflict or be inconsistent with Section 15064.3(b) of the State CEQA Guidelines? (c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? (d) Result in inadequate emergency access? Background Information On August 6, 2014, the Governor’s Office of Planning and Research (OPR) released “Updated Transportation Impacts Analysis in the CEQA Guidelines, Preliminary Discussion Draft of Updates to the CEQA Guidelines Implementing Senate Bill 743 (Steinberg, 2013)”108 and, on November 27, 2017, OPR released “Technical Advisory on Evaluating Transportation Impacts in CEQA.” As indicated therein: Senate Bill 743 (Steinberg, 2013) required changes to the guidelines implementing CEQA (CEQA Guidelines) (California Code of Regulations, Title 14, Division 6, Chapter 3, § 15000 et seq.) regarding the analysis of transportation impacts. OPR has proposed changes to the CEQA Guidelines that identify vehicle miles traveled (VMT) as the most appropriate metric to evaluate a project’s transportation impacts. The proposed changes also provide that the analysis of certain transportation projects must address the potential for induced travel. Once the California Natural Resources Agency adopts these changes to the CEQA Guidelines, automobile delay, as measured by “level of service” and other similar metrics, generally will no longer constitute a significant environmental effect under CEQA.109 In November 2017, OPR submitted “Proposed Updates to the CEQA Guidelines, Final” to the CNRA as part of the State’s formal rulemaking policy. As outlined therein, “these [State CEQA] Guidelines provide that transportation impacts of projects are, in general, best measured by evaluating the project's vehicle miles traveled. Methodologies for evaluating such impacts are already in use for most land use projects, as well as many transit and active transportation projects. Methods for evaluating vehicle miles traveled for roadway capacity projects continue to evolve, however, and so these [State CEQA] Guidelines recognize a lead agency’s discretion to 108/ State of California, Governor’s Office of Planning and Research, Updated Transportation Impacts Analysis in the CEQA Guidelines, Preliminary Discussion Draft of Updates to the CEQA Guidelines Implementing Senate Bill 743 (Steinberg, 2013), August 6, 2014. 109/ State of California, Governor’s Office of Planning and Research, Technical Advisory on Evaluating Transportation Impacts in CEQA, November 27, 2017, p. 1. 8.1.a Packet Pg. 313 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-86 Initial Study analyze such projects, provided such analysis is consistent with CEQA and applicable planning requirements.”110 In accordance therewith, effective July 1, 2020, Section 15064.3 of the State CEQA Guidelines was recently (December 28, 2018) revised to read: (a) Purpose. This section describes specific considerations for evaluating a project’s transportation impacts. Generally, vehicle miles traveled is the most appropriate measure of transportation impacts. For the purposes of this section, “vehicle miles traveled” refers to the amount and distance of automobile travel attributable to a project. Other relevant considerations may include the effects of the project on transit and non-motorized travel. Except as provided in subdivision (b)(2) below (regarding roadway capacity), a project’s effect on automobile delay shall not constitute a significant environmental impact. (b) Criteria for Analyzing Transportation Impacts. (1) Land Use Projects. Vehicle miles traveled exceeding an applicable threshold of significance may indicate a significant impact. Generally, projects within one-half mile of either an existing major transit stop or a stop along an existing high quality transit corridor should be presumed to cause a less than significant transportation impact. Projects that decrease vehicle miles traveled in the project area compared to existing conditions should be presumed to have a less than significant transportation impact. (2) Transportation Projects. Transportation projects that reduce, or have no impact on, vehicle miles traveled should be presumed to cause a less than significant transportation impact. For roadway capacity projects, agencies have discretion to determine the appropriate measure of transportation impact consistent with CEQA and other applicable requirements. To the extent that such impacts have already been adequately addressed at a programmatic level, such as in a regional transportation plan EIR, a lead agency may tier from that analysis as provided in Section 15152. (3) Qualitative Analysis. If existing models or methods are not available to estimate the vehicle miles traveled for the particular project being considered, a lead agency may analyze the project’s vehicle miles traveled qualitatively. Such a qualitative analysis would evaluate factors such as the availability of transit, proximity to other destinations, etc. For many projects, a qualitative analysis of construction traffic may be appropriate. (4) Methodology. A lead agency has discretion to choose the most appropriate methodology to evaluate a project’s vehicle miles traveled, including whether to express the change in absolute terms, per capita, per household or in any other measure. A lead agency may use models to estimate a project’s vehicle miles traveled, and may revise those estimates to reflect professional judgment based on substantial evidence. Any assumptions used to estimate vehicle miles traveled and any revisions to model outputs should be documented and explained in the environmental document prepared for the project. The standard of adequacy in Section 15151 shall apply to the analysis described in this section. 110/ State of California, Governor’s Office of Planning and Research, Proposed Updates to the CEQA Guidelines, Final, November 2017, p. 77. 8.1.a Packet Pg. 314 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-87 (c) Applicability. The provisions of this section shall apply prospectively as described in Section 15007. A lead agency may elect to be governed by the provisions of this section immediately. Beginning on July 1, 2020, the provisions of this section shall apply statewide. The California Air Resources Control Board (CARB) is responsible for developing a plan to detail how the State will achieve its GHG emissions reduction targets mandated by law. In January 2017, the CARB adopted “2017 Scoping Plan-Identified VMT Reductions and Relationship to State Climate Goals,” reflecting the Statewide GHG emissions reduction goals called for in SB 32 (40 percent below 1990 emissions levels by 2030). In the transportation sector, GHG emissions reducing measures identified therein included low carbon fuels, cleaner vehicles, and strategies to promote sustainable communities and improved transportation choices resulting in the curbing the growth in VMT. An additional source for the identification and assessment of the efficacy of VMT-based mitigation measures is the California Air Pollution Control Officers Association’s (CAPCOA) “Quantifying Greenhouse Gas Mitigation Measures” (August 2010). As reported by the Public Policy Institute of California (PPIC): Three primary approaches can reduce VMT: changing land use patterns to reduce the need to drive; investing in mass transit and other alternatives to driving; and increasing the cost of driving and parking to encourage the use of alternatives. Although each of these strategies has received some attention in past planning efforts, SB 375 focuses specifically on ways to increase the effectiveness of these approaches.111 Land use patterns – density, the proximity of jobs and housing, and design elements, such as shorter blocks and more street intersections – have a modest but often statistically significant effect on transportation behaviors, such as trip length, trip frequency, and the decision to drive or travel by other means. Evidence also suggests that people who live in denser neighborhoods drive less. But VMT reductions of more than a couple of percentage points would require increases in residential density that many researchers consider infeasible. Higher employment densities appear to boost transit ridership (and therefore reduce VMT) more than high residential densities, in part because it is relatively easy for workers to drive or bike from home (where their cars or bikes are) to a transit stop or station but not as easy to drive or bike from a transit station or stop to their workplace.112 As reported by UCLA’s School of Public Affairs’ Program: VMT is not an ideal proxy for vehicle greenhouse gas emissions. Fuel consumption is directly related to CO2 emissions at a rate of 8.81 kg CO2 per gallon of motor gasoline. Vehicle CO2 emissions account for 99.4% CO2-e of non-refrigerant vehicle greenhouse gas emissions. VMT is used to calculate N2O and CH4 emissions, which account for the remaining .6%. VMT is used because the EPA and CARB calculate emissions from criteria pollutants and other gasses on a per mile basis, based on vehicle control technology. The link between VMT and greenhouse gas emissions is dependent on actual vehicle fuel efficiency, which varies based on driving behavior, average speed, 111/ Bedsworth, Louise, Hanak, Ellen, and Kolko, Jed, Driving Change – Reducing Vehicle Miles Traveled in California, Public Policy Institute of California, 2011, p. 6. 112/ Ibid. 8.1.a Packet Pg. 315 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-88 Initial Study vehicle maintenance (tire inflation, engine condition), and variance of speed (starts and stops which require acceleration). Vehicle greenhouse gas emissions resulting from traffic congestion are significant. Traffic congestion reduces vehicle fuel economy versus uncongested travel. Greenhouse gas emissions resulting from traffic congestion in the Los Angeles area account for approximately 3.4 MMTCO2 per year, or roughly two-thirds of the 5 MMTCO2e reduction goal for SB 375 implementation from the AB 32 Scoping Plan. Statewide, congestion accounts for nearly 6 MMTCO2e of greenhouse gas emissions. These emissions would not be measured by a model that relied solely on VMT and ignored congestion. Not all vehicle greenhouse gas emissions are created equal. Greenhouse gas emissions from congestion are the result of an activity that hinders economic productivity. Because of vehicle idling and vehicle speed variance reduce fuel economy, vehicle CO2 emissions in congested conditions are higher per VMT than emissions resulting from uncongested travel. These emissions are unique in that they are negatively correlated to economic activity. Although traffic congestion is a symptom of economic success, it also serves to limit growth by imposing a deadweight loss in the form of travel delays. Even ignoring the environmental effects of congestion, a reduction in congestion would produce a net social benefit.113 In the context of SB 375, as part of a decision-making process, a focus on VMT appears most applicable where a CEQA lead agency is evaluating the comparable environmental implications of a proposed general plan amendment or zone change. Here, because the proposed project includes both a general plan amendment and a zone change, the consideration of VMT would appear warranted. As indicated in the project’s traffic study, an estimated 911 new weekday trip ends associated with the proposed hotel and 1,166 new weekday trip ends associated with the proposed office uses (2,977 new weekday trip ends) based on generation rates formulated by the Institute of Transportation Engineers (ITE).114 Based on default values in the California Emissions Estimator Model (CalEEMod), for the SCAB, assuming all hotel trips are comparable to “commercial-work” (C-W) and all office trips are comparable to “home-work” (H-W) trips, based on an average distance of 16.6 and 14.7 miles per trip, respectively.115 Based on those assumptions, the proposed project could generate approximately 32,264 total weekday vehicle miles traveled. Findings of Fact In order to more thoroughly assess potential traffic and transportation-related impacts, a detailed traffic impact analysis and separate shared-parking study were provided by the Applicant and independently reviewed and accepted for public release by Public Works. Technical studies used in the preparation of this analysis includes: (1) “Revised Traffic Impact Analysis Report – Brea 113/ University of California, Los Angeles, School of Public Affairs, The Ralph & Goldy Lewis Center for Regional Policy Studies, Program in Local Government Climate Action Policies, Measuring Vehicle Greenhouse Gas Emission for SB 375 Implementation, undated, pp. 1-2. 114/ Linscott Law & Greenspan, Revised Traffic Impact Analysis Report – Brea Canyon Business Center, Diamond Bar, California, August 23, 2019, Table 5-1 (Project Trip Generation), p. 16. 115/ California Air Pollution Control Officers Association (BREEZE Software), California Emissions Estimator Model, Appendix D (Default Data Tables), Table 4.2 (Mobile Trip Characteristics Dependent upon Location), October 2017, p. D-85. 8.1.a Packet Pg. 316 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-89 Canyon Business Center, Diamond Bar, California” (Linscott Law & Greenspan, August 23, 2019); and (2) “Revised Parking Demand Analysis for Brea Canyon Business Park, Diamond Bar, California” (Linscott Law & Greenspan, January 25, 2019). Pursuant to Section 15150(a) of the State CEQA Guidelines, each of those project-related documents are incorporated herein by reference. Based on their size and/or technical nature, those technical studies are not physically included herein but are available for review at the Department during the Department’s regular business hours. a) Less-than-Significant Impact. The corresponding provisions outlined in Section 22.40.030 (Transportation Demand Management Program Requirements) in Chapter 22.40 (Transportation Demand Management) of the MC neither specify the timing when project proponents are required to submit proposed project-specific transportation demand management (TDM) programs nor include any performance standards with regards thereto. Because the ordinance does not specify the timing for submitting the TDM program, the Department has discretion as to: (1) when that program should be submitted; and (2) beyond the minimum requirements specified in the MC, the level of specificity relating thereto. Since the requisite information could have implications relative to the configuration of the proposed site plan, at a minimum, the Department has both stipulated the timing for TDM program submittal and formulated specific performance standards relative to targeted reductions in both average daily vehicle trips (ADT) and vehicle miles traveled (VTM). As a recommended mitigation measure (MM-4), more detailed information beyond that incorporated on the proposed site plan shall be required prior to final subdivision map approval. b) No Impact. With regards to Section 15064.3(b) of the State CEQA Guidelines, because the Department has yet to formulate a methodology for assessing compliance therewith, no universally applicable, accurate, consistent, and transparent approach to calculating, analyzing, determining the significance of, and mitigating VMT impacts across a diversity of sectors presently exists. Additionally, the analysis called for therein does not yet constitute an obligatory obligation in CEQA documents where the City is the CEQA lead agency. c) Less-than-Significant Impact. Both with regards to vehicular and non-vehicular circulation, the proposed project’s internal circulation system, including, but not limited to, ingress and egress, emergency access, turning radii, and parking have been reviewed and conditionally approved by Public Works. No inherently incompatible uses have been identified by the Department. d) Less-than-Significant Impact. With regards to emergency access, the Department has not identified any conflicts with regards to the applicable provisions of the 2016 CBC and 2016 CFC. 8.1.a Packet Pg. 317 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-90 Initial Study 18. Tribal Cultural Resources Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Section 21074 of the Public Resources Code as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is: (a) Listed or eligible for listing in the California Register of Historic Resources, or in a local register of historical resources as defined in Section 5020.1 of the Public Resources Code; or (b) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in Section 5024.1(c) of the Public Resources Code. In applying the criteria set forth in Section 5024.1(c) of the Public Resources Code, the lead agency shall consider the significance of the resource to a California Native American tribe. Background Information As mandated under SB 18 (Chapter 905, Statutes of 2004) and Assembly Bill (AB) 52 (Chapter 532, Statutes of 2014) (Section 21080.3.1, CEQA), certain consultation requirements apply when adopting or amending general plans. Prior to the adoption of or a “substantial amendment” to a general plan, the Lead Agency must refer the proposed action to those tribes on the Native American Heritage Commission’s (NAHC) contact list and have traditional lands located within the City’s jurisdiction. The referral must allow a 45-day comment period (Section 65352, CGC). The principal objective of SB 18 is the preservation and protection of “cultural places” of California Native Americans, as defined in Sections 5097.9 and 5097.993 of the Public Resources Code (PRC). Prior to the adoption or amendment of a general plan, the local government must: (1) notify the appropriate California Native American tribe of the opportunity to conduct consultation for the purpose of preserving or mitigating impacts to cultural places; (2) refer the proposed action to those tribes that are on the NAHC contact list that have traditional lands within the agency’s jurisdiction; and (3) send notice of a public hearing to tribes that have filed a written request for such notice. AB 52 (Native American Historic Resource Protection Act), which added “tribal cultural resources” (TCR) to the list of specific cultural resources protected under CEQA, applies to all projects on or after July 1, 2015, for which a lead agency has issued a “Notice of Preparation” for an environmental impact report (EIR) or a “Notice of Intent” (NOI) to adopt a negative declaration or 8.1.a Packet Pg. 318 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-91 mitigated negative declaration (MND). In accordance with AB 52 therewith, following receipt of NAHC’s contact list, lead agencies shall provide an invitation for tribal consultation to each of the Native American groups and organizations listed thereupon. As defined in Section 21074(a) of CEQA, “tribal cultural resources” consist of either of the following: “(1) Sites, features, places, cultural landscapes, sacred places, and objects with cultural value to a California Native American tribe that are either of the following: (A) Included or determined to be eligible for inclusion in the California Register of Historical Resources. (B) Included in a local register of historical resources as defined in subdivision (k) of Section 5020.1; or (2) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Section 5024.1” of the PRC. In defining a “cultural landscape,” Section 21074(b) of CEQA states that “[a] cultural landscape that meets the definition of [Section 21074] subsection (a) is a tribal cultural resource to the extent that the landscape is geographically defined in terms of the size and scope of the landscape.” Tribal Consultation Assembly Bill 52 (AB 52) (Section 21080.3.1[b]-[e] and 21080.3.2, PRC) requires that the City consult with California Native American tribes identified by the Native American Heritage Commission (NAHC) for the purpose of mitigating any potential project-related impacts to tribal cultural resources. Additionally, Senate Bill 18 (SB 18) (Section 65352.3, CGC) requires local governments to consult with tribes prior to taking certain planning actions. Prior to the approval of any general or specific plan or an amendment thereto, a local government must notify those tribes identified on the NAHC’s contact list of the opportunity to conduct consultation for the purpose of preserving or mitigation impacts on cultural places that may be affected by the proposed action. On July 24, 2019, through written correspondence, the Department provided government-to- government notification to those tribal contacts identified by the NAHC. In response to the Department’s outreach efforts, the Gabrieliño Tongva Indians of California Tribal Council and the Gabrieleno Band of Mission Indians - Kitz Nation responded to the City’s invitation for tribal consultation. In a meeting conducted at City Hall (21810 Copley Drive, Diamond Bar), Department staff met with a representative of the Gabrieliño Tongva Indians of California Tribal Council on August 22, 2019. In addition, Department staff conducted a telephone conference with representatives of the Gabrieleno Band of Mission Indians - Kitz Nation on September 5, 2019. Both the Department’s outreach efforts are included in Appendix H (Tribal Consultation) herein. Findings of Fact a) No Impact. The project is vacant and all improvements located thereupon have been removed. As part of those demolition activities, the project site has been highly disturbed and any near-surface features or other objects removed therefrom. As a result, the property is not eligible for inclusion in the California Register of Historic Resources and has never been included in any local registry. Since the project site exists in an urbanized setting, other than within the limits of the property itself, the landscape cannot be otherwise defined in term of size and scope. 8.1.a Packet Pg. 319 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-92 Initial Study b) Less-than-Significant Impact. Although the precise language of the proposed excavation monitoring measures were not discussed in substantial detail, it was the Department’s understanding that both the Gabrieliño Tongva Indians of California Tribal Council and the Gabrieleno Band of Mission Indians - Kitz Nation were supportive of such actions. Pursuant to Section 21080.3.2(b)(1) of CEQA, in compliance with AB 52, all parties appear to be in general agreement as to the measures to be undertaken by the City to mitigate or avoid any potential significant effect to tribal cultural resources that might be associated with the approval, construction, and operation of the proposed project. The Department, therefore, has preliminarily concluded that tribal consultation with those Native American tribes that formally requested consultation has now successfully concluded. 8.1.a Packet Pg. 320 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-93 19. Utilities and Service Systems Would the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Require or result in the relocation of construction of new or expanded water, wastewater treatment or storm water drainage, electric power, natural gas, or telecommunication facilities, the construction or relocation of which could cause significant environmental effects? (b) Have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry, and multiple dry years? (c) Result in a determination by the wastewater treatment provider which serves the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments? (d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? (e) Comply with federal, State, and local management and reduction statutes and regulations related to solid waste? Background Information In order for the Sanitation Districts of Los Angeles County (CDLAC or Sanitation Districts) to conform to the requirements of the Federal Clean Air Act (CAA), the design capacities of the Sanitation Districts’ wastewater treatment facilities are based on the regional growth forecast adopted by the Southern California Association of Governments (SCAG). Specific policies included in the development of the SCAG regional growth forecast are incorporated into clean air plans prepared by the South Coast Air Quality Management District (SCAQMD) in order to improve air quality in the South Coast Air Basin. All expansions of Sanitation Districts' facilities must be sized and their services phased in a manner that will be consistent with the SCAG’s regional growth forecasts. The available capacity of the Sanitation Districts' treatment facilities will, therefore, be limited to levels associated with the approved growth identified by SCAG. Although the proposed project includes both a general plan amendment and zone change, neither action fundamentally changes the nature of the project site’s planned non-residential use nor changes the allowable floor-area-ratio that could be developed thereupon. As a result, notwithstanding those actions, the proposed development would appear consistent with SCAG’s 8.1.a Packet Pg. 321 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-94 Initial Study regional growth projections relative to reasonably foreseeable development activities occurring within the City during SCAG’s most-recent planning horizon. Findings of Fact a) Less-than-Significant Impact. As illustrated in Figure 40 (Walnut Valley Water District – Existing Water Facilities [August 2010]), Figure 41 (Diamond Bar Truck Sewer Main in Brea Canyon Road [Drawing 21 – P-0019]), and in Figure 42 (Portion of the Consolidated Sewer Maintenance District Operations Map [Sheet 2348]), water and wastewater facilities of sufficient size and capacity presently serve the project site. Included in Appendix I (Service Commitments) are “will-serve” letters received from the Walnut Valley Water District (WVWD or District) and the County Sanitation Districts of Los Angeles County (CSDLAC). b) Less-than-Significant Impact. Water services, including potable water and fire flow, are provided by the WVWD. Existing water facilities within the general project area, including an 18-inch diameter asbestos cement pipe (ACP) water main within Brea Canyon Road, are illustrated in Figure 40 (Walnut Valley Water District – Existing Water Facilities [August 2010]). The WVWD has concluded that the “District is prepared to continue to provide water service to the location and hereby certifies that the current water facilities are adequate to meet any increased demands for this specific project.”116 c) Less-than-Significant Impact. The CSDLAC constructs, operates, and maintains trunk sewers and wastewater treatment and disposal facilities serving residential, industrial, institutional, and commercial users throughout a major portion of the County. Local wastewater collection systems (lateral sewers) are constructed, operated, and maintained by other public agencies, including the County and various cities. Such systems are typically tributary to and discharge into the CSDLAC's sewerage systems. Operation and maintenance of local sewers and laterals that connect to CSDLAC’s trunk sewers are the responsibilities of local jurisdictions. The project site is located in District 21. Local sewer lines in the general project area, which are not maintained by the CSDLAC, convey wastewater to a 27-inch diameter RCP gravity trunk sewer main (Diamond Bar Trunk Sewer) located in Brea Canyon Road. That truck sewer has a capacity of 24.7 mgd and conveyed a peak flor of 4 mgd when last measured in 2014. Presented in Figure 41 (Diamond Bar Truck Sewer Main in Brea Canyon Road [Drawing 21- P-0019]) is the corresponding section drawing extending between the Pomona (SR-60) Freeway (identified as Fifth Avenue) and Lycoming Street, discharging to the District 21 Outfall Trunk Sewer south of Valley Boulevard. A portion of the corresponding Los Angeles County Department of Public Works’ Sewer Maintenance District Map is presented in Figure 42 (Portion of the Consolidated Sewer Maintenance District Operations Map [Sheet 2348]) Municipal sewer flows generated within the City are treated at the CSDLAC’s San Jose Creek Water Reclamation Plant (SJWRP) (1965 Workman Mill Road, Industry). The SJWRP has a capacity of 100 mgd and currently processes an average flow of 64.6 mgd). 116/ Correspondence from Erik Hitchman, Assistant General Manager/Chief Engineer, Walnut Valley Water District to the City (Re: Water Service Availability – 850 S. Brea Canyon Road, Diamond Bar), November 24, 2017. 8.1.a Packet Pg. 322 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-95 SITE Figure 40 WALNUT WATER DISTRICT FACILITIES EXISTING WATER FACILITIES (August 2010) Source: Walnut Valley Water District 8.1.a Packet Pg. 323 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-96 Figure 41 DIAMOND BAR TRUCK SEWER MAIN IN BREA CANYON ROAD (Drawing 21-P-0019) Source: County Sanitation Districts of Los Angeles County 8.1.a Packet Pg. 324 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-97 Figure 42 PORTION OF THE CONSOLIDATED SEWER MAINTENANCE DISTRICT OPERATIONS MAP (Sheet 2348) Source: Los Angeles County Department of Public Works Sewer Maintenance District SITE 8.1.a Packet Pg. 325 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-98 Initial Study Wastewater that exceeds the capacity of the SJWRP and all sludge are diverted to and treated at the CSDLAC’s Joint Water Pollution Control Plant (JWPCP) (24501 South Figueroa Street, Carson). The JWPCP has a capacity of 400 mgd and currently processes an average flow of about 256 mgd. Relative to wastewater, the Sanitation Districts have formulated estimated loading rates for different land uses.117 Based on a flow rate (gallons per day [gpd]) of 125 gpd/hotel room and 200 gpd/1,000 square feet of office use, the proposed project is expected to generate approximately 37,320 gallons of wastewater per day (13,625 + 23,695 = 37,320). Applying a peaking factor of 2.7, the peaked flow rate would be about 100,764 gallons of wastewater per day (0.1 mgd). A “truck sewer connection permit” is required from the CSDLA for any the direct connection of a 6-inch diameter or smaller private sewer lateral to Sanitation Districts' trunk sewers . The CSDLAC are authorized by the H&SC to charge a fee for the privilege of connecting (directly or indirectly) to the Sanitation Districts’ sanitary sewer system or increasing the existing strength and/or quantity of wastewater attributable to a particular parcel or operation already connected. This connection fee is a capital facilities fee that is imposed in an amount sufficient to construct an incremental expansion of the sewerage system to accommodate project-related demands. Payment of the connection fee is required prior to the issuance of a permit to connect to the sewer line. As stipulated in the “Los Angeles County Code of Ordinance” (County Code), no sewer construction permit shall be issued until the County Engineer (Section 20.32.040, County Code) and the Public Works Director (Section 20.32.420, County Code) has approved the project’s final sewer plans. As further stipulated in the City’s Municipal Code, no sewer construction permit shall be issued until the City Engineer has checked and approved the plans (Section 13.00.640, MC) and a sewer construction permit may be issued (Section 13.00.1200, MC). Since adequate provisions exist under the County Code and Municipal Code, the identified impact would be less than significant and no mitigation measures are recommended or required. d) Less-than-Significant Impact. Relative to construction wastes, because the project site is presently vacant, no or only minimal site clearance and/or demolition wastes will be generated from the proposed project. Pursuant to Section 8.16.610 (Construction or Demolition Waste) in Division 6 (Construction and Demolition Waste) in Title 8 (Health and Safety) of the MC: “Every covered construction project shall divert at least 75 percent, measured by weight, of all construction/demolition waste generated by the covered construction project.” “Covered construction projects” include all “construction, demolition or remodel projects of 1,000 square feet or more.” Compliance therewith will reduce construction and demolition (C&D) wastes to the maximum extent feasible. Relative to operational wastes, operational waste generation factors are presented in the California Emissions Estimator Model (CalEEMOD) based on a variety of land uses. The following generation rates are projected therein: (1) medical office (10.8 tons/year/1,000 square feet and 3.09 tons/year/employee); (2) general office building (0.93 tons/year/1,000 117/ Sanitation Districts of Los Angeles County, Table 1 (Loading for Each Class of Land Use), undated (https://www.lacsd.org/wastewater/willserveprogram.asp). 8.1.a Packet Pg. 326 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-99 square feet); (3) hotel (0.55 tons/year/room and 1.95 tons/year/employee).118 Note that medical wastes are more than 11.6 times greater than general office wastes on a square footage basis and would be assumed to include a different composition of those wastes. Assuming 31,998 square feet of general office use, 24,730 square feet of medical office use, and 109 hotel rooms, the proposed project is projected to generate approximately 356.73 tons of solid waste per year (267.01 + 29.76 + 59.96 = 356.73), the majority of which would be wastes generated from medical offices. Not all of which may be categorized as solid waste and may, therefore, be subject to specific prohibitions. California operates a “cradle-to-grave” tracking system for medical waste. Generators of medical waste are required to register with their respective Local Enforcement Agencies (LEAs) and are legally responsible to ensure that medical waste generated by their facilities are treated appropriately and managed in a manner that protects the public and the environment by minimizing or eliminating the risk of exposure to agents that cause disease. The Medical Waste Management Act (MWMA) required that “tracking documents” accompany medical waste from their point of generation through transport to a “medical waste treatment facility” and point of destruction. The MWMA also governs the proper storage of medical waste, treatment for different types of medical wastes, requirements for generators of medical waste, operating conditions for medical waste treatment facilities; and jurisdictional oversight by State or local authorities. As specified in Section 20889 (Medical Waste) in Title 27 of the CCR, unless treated and deemed to be solid waste, those medical wastes that are regulated pursuant to the MWMA shall not be accepted for disposal at solid waste landfills. As further specified in Section 17408.2 (Medical Waste) in Title 14 of the CCR, unless treated and deemed to be solid waste, medical wastes regulated pursuant to the MWMA shall not be accepted at an operation or facility, unless approved by the appropriate regulatory agency.119 Both landfills (27 CCR 20880) and construction and inert debris transfer processing facilities (14 CCR 17408.2) prohibit the receipt of medical wastes which have not be treated to be received and disposed. Although medical waste (Section 117690[a], H&SC) is always prohibited, treated medical waste (which is considered to be solid waste) is allowed on a case-by-case basis, depending on the facility’s permit, the local enforcement agency (LEA), the nature of the environmental review which was performed for the site, and whether the operator elects to accept it. In order to be considered a solid waste, medical waste may be treated by incineration, steam sterilization (autoclave), extremely high temperature (>1,300°F), or by other methods approved by the CDPH. Since no such treatment processes are assumed to operate on the project site, medical wastes would be individually collected from each medical waste generator by either “self- transport”120 or licensed “medical waste transporters” and transported to a State-licensed 118/ California Air Pollution Control Officers Association (BREEZE Software), California Emissions Estimator Model, Appendix D (Default Data Tables), Table 10.1 (Solid Waste Disposal Rates), October 2017, pp. D-351-352. 119/ Some types of household medical wastes are specifically excluded from the definition of medical wastes. Medical waste generated by home health care can include dres sings, bandages, diapers, and medicines. Current law requires that all sharps waste be transported to a collection center in an approved sharps container. 120/ Prior to 2014 amendments to the MWMA under Assembly Bill (AB) 333, the act allowed medical waste generators to self-transport small quantities of medical waste through the issuance of a “limited quantity hauling exemption” permit through their respective LEA. AB 333 replaced that exemption with the United States Department of 8.1.a Packet Pg. 327 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-100 Initial Study off-site “medical waste treatment facility” or transfer station. Off-site treatment facilities are required to scan for radioactive materials in the medical waste stream. Subject to Department of Toxic Substances Control (DTSC) registration, excluding limited provisions for self-transport, only those medical waste transporters listed with the California Department of Public Health (CDPH) are allowed to transport medical waste (Section 118025, H&SC). Section 118029 of the H&SC requires medical waste transporters to submit to CDPH a quarterly report of all medical waste generators that they service and file that information with the Medical Waste Management Program in an electronic format. Quarterly reports are required within ten days of the close of each calendar quarter ending March 31, June 30, September 30, and December 31. In response to the passage of Assembly Bill 333 (Statutes of 2014), amending the MWMA, the CDHC issued a legislatively mandated report to the California legislature outlining State policies relating to medical wastes. Provided for informational purposes, that report, entitled “Medical Waste Report to the Legislature” (February 2016), which predated further amendments to the MWMA adopted in 2017, is included in Appendix J (Medical Waste Report to the Legislature [February 2016]) herein. In addition, although likely outdated, for informational purposes, presented in Appendix K (Dental, Medical and Veterinary Offices: Managing Your Hazardous Wastes [July 2009]) is a 2009 DTSC “fact sheet” relating to the management of hazardous wastes associated with medical offices. The federal Occupational Safety and Health Administration (OSHA) has established and enforces standards to ensure safe working conditions for employees. OSHA enforces the blood-borne pathogen standard to ensure the safety of workers who may be exposed to biological fluids potentially containing etiologic agents that could cause disease. The United States Postal Service (USPS) has authority over waste sent through the mail and the USDOT regulates commercial transport of medical waste over public roads. The improper on-site and/or off-site generation, collection, storage, transport, and disposal of medical wastes, as those wastes are defined under the MWMA, including the potential placement of such wastes in on-site trash receptacles, could introduce safety hazards to employees, other site users, and medical waste transporters; however, under CEQA, it is assumed that all existing rules, procedures, protocols, policies, laws, regulations, and standards applicable to the proposed project and the uses thereupon are strictly adhered to (14 CCR 15145). It is, therefore, assumed that all such rules, procedures, protocols, policies, laws, regulations, and standards relating to the generation, collection, storage, transport, and disposal of medical wastes are strictly adhered to. The City does not require that each operator of a medical office provide public notification of the types or quantities of medical wastes being generated. Similarly, it is unlikely that the Applicant, the BOA, or such other representative management entity created thereupon would request or maintain such records. Relative to non-medical wastes, the Health Insurance Portability and Accountability Act (HIPAA) (45 CFR Part 16) establish national standards to protect individuals’ medical records and other personal health information and applies to health plans, health-care clearinghouses, and health care providers that conduct certain health care transactions Transportation (USDOT) materials of trade (MOT) exception (49 CFR 173.6). While somewhat similar, the MOT exception does not require registration or issuance of a permit. 8.1.a Packet Pg. 328 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-101 electronically. The HIPPA Privacy Rule requires appropriate safeguards to protect the privacy of personal health information and sets limits and conditions on the uses and disclosures that may be made of such information without patient authorization. The rule requires that covered entities apply appropriate administrative, technical, and physical safeguards to protect the privacy of protected health information (PHI), in any form (45 CFR 164.530[c]). This means that covered entities must implement reasonable safeguards to limit incidental and avoid prohibited, uses, and disclosures of PHI, including in connection with the disposal of such information. In addition, the HIPAA Security Rule requires that covered entities implement policies and procedures to address the final disposition of electronic PHI and/or the hardware or electronic media on which it is stored, as well as to implement procedures for removal of electronic PHI from electronic media before the media are made available for re-use (45 CFR 164.310[d][2][i] and [ii]). Because failing to implement reasonable safeguards to protect PHI in connection with disposal could result in impermissible disclosures of PHI, it cannot be reasonably assumed that any such protected information would be disposed on-site as routine solid waste.121 e) Less-than-Significant Impact. The Department is not in possession of any information concerning the potential project-specific violation of any federal, State, and/or local management and reduction statutes and regulations related to solid wastes. 121/ Federal law increased penalties for HIPAA violations up to $1.5 million per violation. Civil penalties range from $100 to $50,000 per violation. Criminal penalties for lying to defraud a victim include a maximum $100,000 fine and up to five years in prison. Anyone who violates HIPAA rules to sell, transfer, or use PHI for commercial advantage, personal gain, or malicious harm faces up to a $250,000 fine and 10 years in prison. 8.1.a Packet Pg. 329 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-102 Initial Study 20. Wildfire Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact If located or near State Responsibility Areas or lands classified as Very High Fire Hazard Severity Zones, would the project: (a) Substantially impair an adopted emergency response plan or emergency evacuation plan? (b) Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose project occupants to pollutant concentrations from a wildfire or the uncontrolled spread of wildfire? (c) Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risks or that may result in temporary or ongoing impacts to the environment? (d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes? Background Information Under AB 337, passed in 1992, the California Department of Forestry and Fire Protection (CDF or CalFIRE) was required to identify and classify fire hazards in “Local Responsibility Areas” (LRA). The law mandated fire hazard assessments and zoning and included related minimum fire hazard standards to be adopted at the local level. As required under Sections 51175-51189 in Division 1, Title 5 of the CGC, the CDF, acting in cooperation with local fire authorities, shall identify areas in the State as “very high fire hazard severity zones” (VHFHSZ) within designated State Responsibility Areas (SRAs),122 based on consistent Statewide criteria addressing the severity of fire hazards expected to prevail in those areas. Very high fire hazard severity zones shall be based on fuel loading, slope, fire weather, and other relevant factors.123 “Fire Hazard Severity Zones” are geographical areas designated pursuant to Sections 4201 through 4204 of the PRC and classified as “very high,” “high,” or “moderate” in SRAs (defined as those areas identified pursuant to Section 4102 of the PRC) or as local agency “very high fire hazard severity zones” (VHFHSZs) defined as those areas designated by the CFD Director 122/ As defined in Section 4102 of the PRC, SRAs are “areas of the state in which the financial responsibility of preventing and suppressing fires has been determined. . .to be primarily the responsibility of the state.” 123/ Pursuant to Section 51179 of the CGC, local agencies can accept or reject the CDF ’s VHFHSZ assessment and delineation and can alter and update VHFHSZ boundaries as deemed necessary. 8.1.a Packet Pg. 330 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Part II: Environmental Checklist Form September 2019 Initial Study Page II-103 pursuant to Section 51178 that is not a SRA), designated pursuant to Sections 51175 through 51189 of the CGC. Beyond serving as an acknowledgement that any area so designated may be subject to wildfire hazards, the VHFHSZ designation imposes specific development-related obligations affecting new construction projects. Pursuant to Chapter 7A and Section R337 in the 2016 CBC, all new structures built within the VHFHSZ shall be constructed to resist the intrusion of embers and the possibility of ignition from fire. These construction features include non-combustible (Class “A”) roofing materials and installation processes, ventilation location and design, glazing and door requirements, and fire-resistive construction materials and methods for the exterior surface. Neither the project site nor any lands located in close proximity thereto has been recommended by CalFIRE for identification as a VHFHSZ.124 Findings of Fact a) No Impact. The proposed project will not substantially impair an adopted emergency response or evacuation plan. b) No Impact. No significant wildland fire hazards affecting the subject property have been identified. c) No Impact. No extraordinary infrastructure improvements are required in response to any identified potential environmental risks. d) No Impact. No significant flood or fire-related risks have been identified affecting the subject property. 124/ California Department of Forestry and Fire Protection, Fire Hazard Severity Zones in LRA as Recommended by CalFIRE, September 2011. 8.1.a Packet Pg. 331 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 September 2019 Part II: Environmental Checklist Form Page II-104 Initial Study 21. Mandatory Findings of Significance Does the project: Potentially Significant Impact Less than Significant Impact with Mitigation Incorporated Less than Significant Impact No Impact (a) Have the potential to substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal, or eliminate important examples of the major periods of California history or prehistory? (b) Have impacts that are individually limited but cumulatively considerable? ("Cumulatively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? (c) Have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? Findings of Fact a) Less-than-Significant Impact. As documented herein, the proposed project does not have the potential to substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal, or eliminate important examples of the major periods of California history or prehistory. b) Less-than-Significant Impact. As evidenced herein, the proposed project will not result in any impacts that are individually limited but cumulatively considerable. c) Less-than-Significant Impact. As evidenced herein, the proposed project will not cause substantial adverse effects on human beings, either directly or indirectly. 8.1.a Packet Pg. 332 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Mitigation Reporting and Monitoring Program September 2019 Initial Study Page MRMP-1 Brea Canyon Business Park Mitigation Reporting and Monitoring Program No. Mitigation Measure Verification Responsibility Mitigation Milestone Affirmation MM-1 Covenants, Conditions, and Restrictions. Prior to the approval of any final subdivision map, the Applicant, the “business-owners’ association/condominium association” (BOA), or similar entity comprised of all owners of interest thereupon shall submit, for review and approval by the City Attorney, the proposed project’s “declaration of covenants, conditions, and restrictions” (CC&R). At a minimum, those CC&Rs shall: (1) contain provisions for the creation and operation of the BOA; (2) provide that the BOA shall be responsible for the maintenance of all common areas and facilities, including, but not necessarily limited to, water, wastewater, and drainage systems, walls and fences, lighting and landscaping, bicycle and vehicle parking areas, loading areas, trash area, and sidewalks; (3) include provisions that the title to the common areas is to be held by the BOA for and on behalf of all owners of interest; (4) use and enforcement of parking provisions, including maintaining unobstructed drive aisles; and (5) the manner of enforcement thereof. Any changes thereto shall be prohibited except through the prior written approval of the City Attorney. City Attorney Final subdivision map MM-2 Los Angeles County Flood Control District. Prior to the issuance of a grading permit by the City, the Applicant shall deliver to the City Engineer: (1) documentation evidencing the Applicant’s receipt of any and all permits and approvals as may be required by or from the County associated with any proposed excavation, removal, and replacement of any County-owned flood control facilities, including any proposed encroachment, realignment, and/or modifications thereto and conveyance documents and easements associated therewith; and (2) a comprehensive listing of any and all permit conditions, mitigation measures, and other exactions that may be associated therewith or established therein. All such conditions, mitigation measures, and other exactions shall be binding on the proposed project and, prior to the issuance of any occupancy permits, for any use proposed on the project site, the Applicant’s compliance therewith shall be documented, to the satisfaction of the City Engineer. City Engineer Grading permit MM-3 Transportation Demand Management. Prior to the issuance of final subdivision map, in compliance with the provisions of Chapter 22.40 (Transportation Demand Management) of the “City of Diamond Bar Municipal Code,” the Applicant shall submit and the Community Development Director shall approve a detailed “transportation demand management” (TDM) program encompassing the proposed project and each of the uses contemplated therein. The TDM program shall include separate operational components addressing strategies, singularly or in combination, to reduce the number of average vehicle trips (ADT) attributable to the proposed project and the total number of vehicle miles traveled (VMT) associated therewith. The TDM shall include reasonable and feasible actions and endeavors sufficient to achieve a twenty (20) percent reduction in ADT and VMT over conditions which would otherwise occur absent the TDM. The proposed project’s “business-owners’ association/condominium association” (BOA) or similar representative management entity comprised of all owners of interest thereupon shall: (1) not less than annually, implement reasonable outreach efforts to all owners, occupants, and tenants for the purpose of providing information and updates concern the TDM program and its effectuation; (2) implement an active and on-going TDM monitoring program for the purpose of assessing progress toward the achievement of the stated performance standards; and (3) periodically revise and/or modify the TDM program and undertake such further actions as may be reasonable and appropriate to demonstrate the achievement of those standards. The BOA or management entity shall make those records available to the Community Development Director upon request. Community Development Director Final subdivision map MM-4 Construction Air Quality. Relative to construction-term air quality impacts, all site preparation and earthmoving activities shall be subject to three times, rather than twice, daily watering. Building Inspector Ongoing during grading operations MM-5 Construction Air Quality. Relative to construction-term air quality impacts, all heavy earthmoving equipment (e.g., graders, scrapers, heavy dozers) in excess of 240 horsepower shall be equipped with a Level 1 diesel particulate filter. Building Inspector Ongoing during grading operations MM-6 Operational Air Quality. The Applicant shall equip all structures with ventilation units with particulate filters with a rating of not less than Minimum Efficiency Reporting Value (MERV) 9 as recommended by the United States Environmental Protection Agency for automobile emission particles used in the protection of superior residential and better commercial structures, including hospital laboratories. Building Inspector Ongoing during grading operations 8.1.a Packet Pg. 333 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Mitigation Reporting and Monitoring Program September 2019 Initial Study Page MRMP-2 Brea Canyon Business Park Mitigation Reporting and Monitoring Program (Continued) . Mitigation Measure Verification Responsibility Mitigation Milestone Affirmation MM-7 Operational Air Quality. The hotel (Lot 3, Tentative Parcel Map No. 82066) and the general and medical office building (Lot 1, Tentative Parcel Map No. 82066) shall have their ventilation intakes located along their north sides of those buildings. City Engineer Building permit MM-8 Cultural Resources. Prior to the issuance of a grading permit, a qualified archaeologist, meeting the Secretary of the Interior’s Standards and Guidelines for Archaeology and Historic Preservation (48 FR 44716, National Parks Service, September 29, 1983) shall be retained by the Applicant to oversee the monitoring of initial ground disturbing activities, including all trenching and excavation activities occurred to a depth greater than three feet below surface grades. The archeologist shall conduct excavation monitoring activities for the purpose of identifying the potential presence of any significant historic or prehistoric cultural resources located within the project boundaries. Community Development Director Grading permit MM-9 Cultural Resources. If cultural resources are identified during monitoring of the ground disturbing activities, the supervising archaeologist shall be empowered to temporarily halt construction in the vicinity of any such discovery while its significance is being evaluated. All cultural resources that may be so recovered will be documented on California Department of Parks and Recreation Site Forms and filed w ith the California Historical Resources Information System South Central Coastal Information Center at the California State University, Fullerton (CHRIS-SCCIC). Independent of any resources identified, the archaeologist shall prepare a final report about the monitoring and submit that report to the City’s Community Development Director, and the California Historical Resources Information System South Central Coastal Information Center at the California State University, Fullerton (CHRIS-SCCIC), as required by the California Office of Historic Preservation. The report shall include documentation and interpretation of any resources so recovered, if any Community Development Director Ongoing during grading operations MM-10 Cultural Resources. The Applicant shall retain a Native American observer to monitor earthwork activities. The Native American observer shall represent a tribe that has ancestral ties and cultural affiliations to the project site. Community Development Director Ongoing during grading operations MM-11 Discovery of Human Remains. If human remains are encountered during construction excavation and grading activities, Section 7050.5 of the Health and Safety Code requires that no further disturbance shall occur until the County Coroner has made the necessary findings as to origin and disposition pursuant to Section 5097.98 of the Public Resources Code. If the remains are determined to be of Native American descent, the County Coroner has 24 hours to notify the California Native American Heritage Commission (NAHC). The NAHC will then identify the person(s) thought to be the Most Likely Descendent (MLD) of the deceased Native American, who will then help determine what course of action should be taken in dealing with the remains. Community Development Director Ongoing during grading operations MM-12 Geology and Soils. All buildings will conform to applicable “Earthquake Design Regulations” specified in Section 1613 in Chapter 16 (Structural Design) of the 2016 California Building Code and, unless otherwise waived or superseded, all development activities conducted on the project site shall conform to and be consistent with the recommended seismic parameters and recommended design and development standards identified in the following technical studies: (1) “Response to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., June 11, 2019); (2) “Update No. 3 to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., April 4, 2019); (3) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business Park, Lot 2 – Medical Office Building, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., March 15, 2019); (4) “Update to Geotechnical Review Comments – Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., November 13, 2017); (5) “Supplemental Geotechnical Investigation, Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., September 6, 2017); (6) “Percolation/Infiltration Testing - Proposed Brea Canyon Business 850 Brea Canyon Road, Diamond Bar, California” Geotechnical Professionals, Inc., July 12, 2017); (7) “Report of Geotechnical Investigation, Proposed Brea Canyon Business Park, 850 Brea Canyon Road, Diamond Bar, California” (Geotechnical Professionals, Inc., July 11, 2017); and/or (8) Such additional actions and recommendations as may be approved by the City Engineer based on further technical analyses conducted by or for the City Engineer, including the findings of more detailed project-specific seismic, soils, geologic, and geotechnical investigations. City Engineer Building permit 8.1.a Packet Pg. 334 Brea Canyon Business Park Project 850 Brea Canyon Road, Diamond Bar, California 91789 Mitigation Reporting and Monitoring Program September 2019 Initial Study Page MRMP-3 Brea Canyon Business Park Mitigation Reporting and Monitoring Program (Continued) No. Mitigation Measure Verification Responsibility Mitigation Milestone Affirmation MM-13 Construction Noise. In accordance with the provisions of the “City of Diamond Bar Municipal Code,” construction shall be restricted to between the hours of 7:00 AM and 7:00 PM on weekdays and Saturdays. No construction shall occur at any time on Sundays or on federal holidays. These days and hours shall also apply to the servicing of equipment and to the delivery or removal of equipment and materials to or from the site. Building Inspector Ongoing during construction MM-14 Construction Noise. All construction equipment shall be properly maintained and tuned to minimize noise emissions. Building Inspector Ongoing during construction MM-15 Construction Noise. All equipment shall be fitted with properly operating mufflers, air intake silencers, and engine shrouds no less effective than originally equipped. Building Inspector Ongoing during construction MM-16 Construction Noise. During site preparation and paving operations, the construction contractor shall place temporary noise barriers, in the form of continuous ¾-inch plywood or hay bales, or similar dense material acceptable to the Department, along the site perimeter when performing construction operations within 100 feet of the rear yard areas of any existing residential units located to the no rth of the County flood control channel. Such barriers shall be a minimum of 8-feet tall and block the line-of-sight between any proximal residences and the top of the exhaust stack associated with the on-site use of heavy construction equipment. This mitigation measure is intended to apply specifically to those single-family residences located at 807-814 Dryander Drive and 21110- 21054 Lycoming Street, Diamond Bar. Building Inspector Ongoing during construction MM-17 Construction Noise. The construction contractor shall specify the use of electric stationary equipment (e.g., compressors) that can operate off of the power grid, where feasible. Where infeasible, stationary noise sources (e.g., generators and compressors) shall be located as far from residential receptor locations as feasible. Building Inspector Ongoing during construction MM-18 Construction Noise. The construction contractor shall conspicuously post details of the project’s construction schedule and contact information, including the telephone numbers of both an on-site project representative and that of the City’s Community Development Department (Department), that can be contacted by local residents seeking to register a noise complaint. The Applicant shall maintain records of all such contacts, including any actions taken, and make those records available to authorized inspectors upon request. Building Inspector Ongoing during construction MM-19 Construction Noise. The proposed project shall be designed and constructed in accordance with any and all additional conditions as may be set forth by the Department for noise mitigation. Community Development Director Building permit MM-20 Operational Noise. No accessible exterior balconies shall be included in the design of the hotel structure for those guest rooms located along the hotel’s southern (freeway-oriented) wall. Community Development Director Building permit MM-21 Operational Noise. The Applicant shall provide habitable on-site structures with forced air ventilation designed and installed in accordance with the 2016 “California Building Standards Code” (Title 24, California Code of Regulations), including the 2016 “California Green Building Standards Code” (Title 24, Part 11, California Code of Regulations). City Engineer Building permit MM-22 Operational Noise. All exterior fittings that enter the structures (e.g., electrical conduits; heating, ventilation and air conditioning [HVAC] ducts) are to be sealed with caulk such that the fittings are rendered as air-tight. Any metal duct-work that is exposed to the exterior environment shall be enclosed and insulated to avoid noise transference through the ducting. Building Inspector Ongoing during construction 8.1.a Packet Pg. 335 PLANNING COMMISSION RESOLUTION NO. 2019-XX A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF DIAMOND BAR, CALIFORNIA, RECOMMENDING THAT THE CITY COUNCIL APPROVE GENERAL PLAN AMENDMENT TO CHANGE THE EXISTING GENERAL PLAN LAND USE DESIGNATION FROM PROFESSIONAL OFFICE (OP) TO GENERAL COMMERCIAL (C), AND ZONE CHANGE TO CHANGE THE ZONING DISTRICT FROM LIGHT INDUSTRY (I) TO REGIONAL COMMERCIAL-PLANNED DEVELOPMENT OVERLAY (C-3-PD) ASSOCIATED WITH THE BREA CANYON BUSINESS PARK PROJECT PLANNING CASE NO. 2017-169 LOCATED AT 850 S. BREA CANYON ROAD, DIAMOND BAR, CALIFORNIA (ASSESSORS PARCEL NUMBER 8719-013-017). A. RECITALS 1. The property owner and applicant, Philip Lee of Lycoming, LLC, have filed an application (Planning Case No. PL2017-169) to build a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square- foot, three-story office building; and an 8,900 square-foot, one level medical office building located on the east side of south Brea Canyon Road between Lycoming Street and SR-60 freeway. Hereinafter in this resolution, the subject components of the application shall be collectively referred to as the “Project.” 2. The following approvals are requested of the City Council: (a) General Plan Amendment to change the land use designation from Professional Office (OP) to General Commercial (C). (b) Zone Change to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay (C-3-PD). (c) Conditional Use Permit to approve development on a site subject to a Planned Development Overlay District and allow modifications to the building height limit to allow a 64-foot high, four-story hotel and a 55-foot high, three-story office buildings (where 35 feet is the maximum allowed); reduce the parking requirement to allow 289 spaces (where 299 spaces are required); and deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). (d) Tentative Parcel Map to subdivide the subject parcel into four lots, and create air space condominium subdivisions for the two office buildings. The three-story office building will subdivide air space for 34 medical and general office units, and the one level medical office building will subdivide air space for two medical office units. 8.1.b Packet Pg. 336 2 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX (e) Development Review to approve the site and architectural designs of a new commercial development to ensure consistency with the General Plan, Development Code, and compliance with all applicable design guidelines and standards. (f) Parking Permit to share access and parking between the proposed parcels. (g) Comprehensive Sign Program to establish design criteria for all signage associated with the proposed buildings. 3. The subject property consists of one parcel totaling 249,022 gross square feet (5.73 acres). It is located in the Light Industry (I) zone with an underlying General Plan land use designation of Professional Office (OP). 4. The legal description of the subject property is Lots 7 and 79 of Parcel Map No. 33069. The Assessor’s Parcel Number is 8719-013-017. 5. In accordance to the provisions of the California Environmental Quality Act (CEQA), Section 15070, the City prepared and filed an Initial Study/Environmental Checklist and Notice of Intent to Adopt Mitigated Negative Declaration for the Project on September 19, 2019, with the State Clearinghouse and the Los Angeles County Clerk. The notice was published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers. The notice was also mailed to public agencies and residents who attended the community meeting hosted by the applicant. Pursuant to CEQA Section 15105, the 30-day public review period for the MND began on September 20, 2019, and ended October 19, 2019. 6. In accordance with CEQA Guidelines Section 15074, a Resolution recommending City Council adoption of the Mitigated Negative Declaration and a Mitigation Reporting and Monitoring Program for the Project was reviewed by the Planning Commission concurrently with this Resolution. 7. Notification of the public hearing for this project was published in the San Gabriel Valley Tribune and the Inland Valley Daily Bulletin newspapers on October 18, 2019. Public hearing notices were mailed to property owners within a 700-foot radius of the project site and to residents who attended the community meeting hosted by the applicant. In addition to the published and mailed notices, the project site was posted with a display boar d and public notices were posted at the City’s designated community posting sites. 8. On October 30, 2019, the Planning Commission of the City of Diamond Bar conducted a duly noticed public hearing, solicited testimony from all interested individuals, and concluded said hearing on that date. 8.1.b Packet Pg. 337 3 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX 9. The documents and materials constituting the adm inistrative record of the proceedings upon which the City’s decision is based are located at the City of Diamond Bar, Community Development Department, Planning Division, 21810 Copley Drive, Diamond Bar, CA 91765. B. RESOLUTION NOW, THEREFORE, it is found, determined and resolved by the Planning Commission as follows: 1. That all of the facts set forth in the Recitals, Part A, of this Resolution are true and correct. 2. The Planning Commission has determined that the proposed General Plan Amendment and Zone Change represents a consistent, logical, appropriate and rational land use designation and implementing tool that furthers the goals and objectives of the City’s General Plan. 3. The Planning Commission hereby recommends City Council appr oval of General Plan Amendment and Zone Change for the Brea Canyon Business Park Project (Planning Case No. PL2017-169) based on the following findings, as required by Section 22.70.050 of the Municipal Code and in conformance with California Government Code Section 65358: Finding: The Approvals are internally consistent with the General Plan and other adopted goals and policies of the City and is in the public interest. Facts in Support of Finding: a. The Approvals will establish a General Commercial (C) designation in the General Plan Land Use Element to allow for a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square-foot, three-story office building; and an 8,900 square- foot, one level medical office building. The Land Use Map will be amended to change the land use designation from Professional Office (OP) to General Commercial (C) as shown in Exhibit A, attached hereto; and will amend the Zoning Map to change the zoning district from Light Industry (I) to Regional Commercial- Planned Development Overlay (C-3-PD) as shown in Exhibit B, attached hereto, in order to bring the existing General Plan Land Use and Zoning info conformance with each other and to accommodate the Project. b. For the reasons set forth below, the Approvals are consistent with the following goals, objectives, and related strategies of the Land Use Element: 8.1.b Packet Pg. 338 4 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX • Land Use Element Vision Statement states: It is the overall goal of the land use element to ensure that the land uses and development decisions of Diamond Bar maintain and enhance the quality of life for its residents. Strategy 1.1.3: Identify commercial land use categories to provide for a range of retail and service use to serve City needs and to guide development within the City and its Sphere of Influence. (b) Establish General Commercial (C) areas to provide for regional, freeway-oriented, and/or community retail and service commercial uses. Development of General Commercial areas will maintain a floor area ratio (FAR) between 0.25 and 1.00. The project site is a highly visible site adjacent to the SR60 freeway. Its proximity to the freeway offramp provides additional exposure and convenient access to the traveling public. Adjace nt land use designations to the northwest are General Commercial. Staff believes the proposed General Plan Amendment to General Commercial represents a logical, appropriate and rational land use designation, which is consistent with the properties to the northwest. The Project will maintain a floor area ratio of 0.48. • Land Use Element – Objective 1.3: Designate adequate land for retail and service commercial, professional services, and other revenue generating uses in sufficient quantity to meet the City’s needs. Strategy 1.3.1: Designate such lands for commercial use as are necessary to minimize sales tax leakage out of Diamond Bar and to capture the City’s fair share of sales tax revenue. The Project will allow for the productive use of an underutilize d property, introduces a land use that will capture use tax revenue (specifically hotel transient occupancy tax) and increase property tax for the benefit of the City and its constituents, and provide additional employment opportunities to the area’s existing labor force. • Land Use Element – Strategy 1.3.2: Encourage the development of businesses that take advantage of locations visible from the freeway, where appropriate. As described above, the project site is a highly visible site adjacent to the SR60 freeway. The Project site provides freeway visibility and easy accessibility for a hotel and office development. • Land Use Element – Strategy 1.3.3: Encourage neighborhood serving retail and service commercial uses. (a) Typical uses in the Commercial Office category include uses such as general retail, specialty retail, markets, food and drug stores, commercial 8.1.b Packet Pg. 339 5 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX services, restaurants, automotive repair and service, hardware and home improvement centers, recreation, professional and business offices, financial institutions, medical offices, and real estate offices. The Project consists of a 47,642 square-foot, three-story professional office building and an 8,900 square-foot, one level medical office building. These commercial offices provide additional services to Diamond Bar residents. • Land Use Element – Strategy 1.6.5: Where feasible within new developments, encourage a mixture of complementary development types (e.g. commercial, residential, recreational, sales tax and employment-generating uses) which can be provided in an integrated manner. The Project provides a mix of uses consisting of a hotel, professional office and medical office uses integrated into one business center. There are three separate parcels with each use, and a common lot including the driveway access, internal circulation system, parking, open spaces, easements and utilities. These properties will be governed by a property owners association and a property maintenance agreement to share the common areas. • Land Use Element – Objective 2.3: Ensure that future development occurs only when consistent with the availability and adequacy of public services and facilities. Strategy 2.3.1: Through the environmental and development review processes, ensure that adequate services, facilities, and infrastructure are available to support each development. Strategy 2.3.2: Require new development to pay its fair share of the public facilities and off-site improvements needed to serve the purpose. As part of the environmental review, staff sent notices to all public utility companies and service agencies regarding the Project. All agencies are expected to provide service to the property, including providers of gas, electrical, water, sewer, and cable television services. The Project is conditioned to install off-site traffic improvements to improve traffic flow in the area as follows: a) Construct a raised landscaped central median along Brea Canyon Road to prevent vehicles from turning left exiting the Project site as well as those traveling southbound along Brea Canyon Road from turning left into the Project site; b) Restriping of the northbound approach to westbound Lycoming Street along Brea Canyon Road to the north of the Project’s driveway to provide an additional exclusive westbound left-turn lane; c) In 8.1.b Packet Pg. 340 6 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX response to the addition of a second exclusive left -turn lane to the west of Brea Canyon Road, along Lycoming Street the restriping of the existing westbound lane to accommodate the two receiving lanes; and d) Relative to eastbound Lycoming Street, west of Brea Canyon Road, restriping of the existing eastbound shared left/through/right-turn lane to provide an exclusive left-turn lane and a separate shared through/right-turn lane. Additionally, the Project will be constructing attractive off-site streetscape improvements along the Project frontage such as the sidewalks, street trees, decorative interlocking pavers and theme rails. • Land Use Element – Strategy 3.1.2: Where feasible and appropriate, add areas for landscaping, such as in medians or by widening parkways within the primary arterial roadway system, as a means of traffic control, providing pedestrian amenities, and as an aesthetic feature for the community. A raised landscaped central median will be con structed along Brea Canyon Road to prevent vehicles from turning left existing the Project site as well as those traveling southbound along Brea Canyon Road from turning left into the Project site. The Project’s frontage will also incorporate street trees and an eight-foot wide sidewalk with decorative interlocking pavers and theme rails to provide attractive streetscape elements. • Land Use Element – Objective 3.2: Ensure that new development and intensification of existing development, yields a pleasant living, working, or shopping environment, and attracts interest of residents, workers, shoppers, and visitors as the result of consistent exemplary design. Strategy 3.2.3: Minimize the use of block walls unless they are needed for a specific screening, safety, or sound attenuation purposes. Where feasible, provide instead a wide open area with informal clusters of trees, defined by spilt rail, wrought iron, or similar open fencing. Where construction of a solid wall which will be visible along a public street is necessary, provide landscaping such as trees, shrubs, or vines to break the visual monotony, and soften the appearance of the wall, and to reduce glare, heat, or reflection. Strategy 3.2.6: Where the rear or sides of commercial, office, or other non- residential buildings will be visible within a residential neighborhood, ensure that the visible elevations will be treated in such a manner as to provide a pleasing appearance. Strategy 3.2.7: Ensure that commercial developments are designed with a precise concept for adequate signage, including provisions for sign placement and number, as well as sign scale in relationship to the building. Ensure that signs are integrated 8.1.b Packet Pg. 341 7 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX into the overall site and architectural design theme of commercial developments. The architectural style is a contemporary modern style. The buildings are designed to incorporate principles of the modern architecture by its simplicity of building form and windows with nonsuperfluous details. Facades are articulated, with changes in roof height, wall planes, window composition, wall materials and colors. The architectural articulation and visual quality of the street facades are continued on all sides of all buildings. Metal accent and wood paneling, stone veneer, glass and building colors will be consistent for all three buildings to provide a cohesive, unified design. A six-foot high block wall is proposed along the south property line and will be smooth stuccoed and articulated with landscaped pockets with flowering vines planted every 50 feet to soften the hard wall surfaces when viewed from the public right -of-way. Additionally, the Caltrans owned and maintained slope directly adjacent to the southern boundary that runs parallel to the existing SR60 westbound offramp will be landscaped with a variety of shrubs and irrigated to provide an attractive visual statement from Brea Canyon Road. The applicant submitted a Comprehensive Sign Program, which provide size criteria for wall and monument signs that are appropriate to the scale and setbacks of the buildings, and are placed so that they respect and harmonize with the architectural elements onto which they will be mounted or constructed. • Land Use Element – Strategy 4.1.2: Consider potential impacts of proposed Diamond Bar developments on neighboring jurisdictions as part of the development review process. Notify neighboring jurisdictions when considering changes to the City’s existing land use pattern. As part of the environmental review, staff sent notices to all neighboring cities regarding the Project. Staff has not received any comments from any of the cities. • Resource Management Element – Strategy 2.1.3: Consistent with State law, encourage the use of primarily drought-tolerant plants, efficient design in landscape application, and the use of reclaimed water systems. (a) As part of the City development review of landscaping plans, discourage installation of large areas of lawn or turf, or limit installations to areas that require the use of grass, where feasible. 8.1.b Packet Pg. 342 8 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX The Project does not have large areas of lawn or turf. The majority of the plant palette consists of low water use plants, and is required to comply with the water-efficient landscaping requirements during building plan check. • Public Health and Safety Element – Strategy 1.1.1: As required by the Uniform Building Code, require site-specific geotechnical investigation be performed to determine appropriate design parameters for construction of public and private facilities in order to minimize the effects of any geologic and seismic hazard on such development. The Project is not located within any known landslide hazard area, and all buildings will conform to applicable earthquake design regulations in the 2016 California Building Code as well as conform to and be consistent with the recommended seismic parameters and recommended design and development standards identified in the preliminary geotechnical report. A preliminary geotechnical report was submitted and indicated a potential for liquefaction of layers of sandy soils at the northwest corner of the project site. A mitigation measure is included in the Mitigation Reporting and Monitoring Program to reduce any potential hazards and liquefaction settlements. • Public Health and Safety Element – Strategy 1.2.1: Where applicable, as a prerequisite to new development or the intensification of existing development, ensure that drainage study has been completed by a qualified engineer, certifying that the proposed development will be adequately protected, and that implementation of the development proposal will not create new downstream flood hazards. A Hydrology and Low Impact Development Calculations study was submitted, reviewed and approved by the City Engineer. The Project will comply with the applicable provisions of the Amended 2012 MS4 permit, and the City’s LID Ordinance. Through compliance with these permits, the Project would not violate any water quality standards or waste discharge requirements. • Public Health and Safety Element – Objective 1.5: Minimize the risk and fear of crime through physical planning strategies. Create a high level of public awareness and support for crime prevention. Strategy 1.5.1: Refer proposals for new development, where appropriate, and for the intensification of existing development to the Sheriff’s Department for review. 8.1.b Packet Pg. 343 9 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX As part of the development review, staff forwarded the Project plans to the LA County Sheriff’s Department, and did not receive comments. • Public Health and Safety Element – Objective 1.9: The City should seek to improve local and regional air quality by encouraging ride-sharing, use of public transit, and other transportation demand management techniques. Strategy 1.9.1: Promote the provision of non-polluting transportation alternatives such as a Citywide system of bikeways and pedestrian sidewalks. The Project is conditioned to submit a Transportation Demand Management (TDM) program to encourage increased ridesharing and the use of alternative transportation methods, prior to the issuance of building permits. The Project is also required to install bike lanes in both directions along Brea Canyon Road between Golden Springs Drive and Lycoming Street, and construct an eight-foot wide sidewalk. • Public Health and Safety Element – Strategy 1.10.10: Locate land uses to buffer residential uses from noise and activity caused by non-residential uses or streets or highways and site buildings to serve as a noise buffer. Refer to the Land Use section to insure a smooth transition between residential and non-residential uses. The SR60 freeway mainline is located approximately 30 feet higher than the Project site. With the heights of the hotel and three-story office buildings and the placement of these buildings along the southern boundary, a portion of the freeway will be screened from a number of existing homes along the westerly segments of Dryander Drive and portions of Lycoming Street west of Dryander Drive. Although the freeway noise will continue to radiate over and around the hotel and the three-story office buildings, the proposed buildings will attenuate some of the existing ambient noise. • Circulation Element – Strategy 4.1.2: Consider reductions in parking in exchange for transportation demand management programs. The Project is required to provide 299 parking spaces. There are 289 spaces proposed to be provided on -site. A Transportation Demand Management program is required. However, based on the parking studies assessing the projected peak parking demands, and parking utilization data/surveys for the hotel component with the office uses, the Project will support the overall parking demand, with surplus parking available during 8.1.b Packet Pg. 344 10 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX most times. To ensure that adequate parking is available for customers and employees of the Project, a Parking Management Plan is also required to identify the proposed employee parking spaces and key management strategies such as short term/time restricted spaces to maximize the availability of parking for customers and employees of the center. • Public Services and Facilities Element – Strategy 1.1.3: Require the construction of water, sewer, drainage and other necessary public facilities prior to or concurrent with each new development. As part of the environmental review, staff sent notices to all public utility companies and service agencies regarding the Project. All water, sewer, drainage and other necessary public facilities will be constructed as part of the development. • Public Services and Facilities Element – Strategy 1.5.1: Retain and provide community social gathering places, including active and natural park lands and one or more community centers. In private and commercial office complexes, encourage the development of plaza areas. The Project incorporates outdoor common open spaces areas for each building. The office buildings have outdoor patio areas with seating, tables and benches; and the hotel has an outdoor pool area. • Public Services and Facilities Element – Objective 2.1: Provide sufficient opportunities for retail and other non-residential commercial and office uses as necessary to maximize municipal income to finance desired community amenities. The Project will allow for the productive use of an underutilized property and introduces a hotel use that will capture use tax revenue (specifically hotel transient occupancy tax) and increase property tax for the benefit of the City and its constituents. c. The Planning Commission hereby recommends City Council approval of Zone Change for the Brea Canyon Business Park Project (Planning Case No. PL2017-169) based on the following findings, as required by Section 22.70.050 of the Municipal Code and in conformance with California Government Code Sections 65853 and 65860. Finding: The Approvals are internally consistent with the General Plan and other adopted goals and policies of the City. 8.1.b Packet Pg. 345 11 GPA and ZC PL No. 2019-XX – PC Resolution No. 2019-XX Currently, the Zoning Map does not reflect the General Plan land use designation for the property. The Zone Change will place the City’s Zoning Map in conformance with the proposed General Plan land use designation of General Commercial (C) by designating the Property as Regional Commercial-Planned Development Overlay (C-3-PD). The Planning Commission shall: (a) Certify to the adoption of this Resolution; and (b) Forthwith transmit a certified copy of this Resolution to the City Council of the City of Diamond Bar. APPROVED AND ADOPTED THIS 30th DAY OF OCTOBER 2019, BY THE PLANNING COMMISSION OF THE CITY OF DIAMOND BAR. By: Naila Barlas, Chairperson I, Greg Gubman, Planning Commission Secretary, do hereby certify that the foregoing Resolution was duly introduced, passed, and adopted, at a special meeting of the Planning Commission held on the 30th day of October, 2019, by the following vote: AYES: Commissioners: NOES: Commissioners: ABSENT: Commissioners: ABSTAIN: Commissioners: ATTEST: Greg Gubman, Secretary EXHIBITS: Exhibit A: Amended Land Use Map Exhibit B: Amended Zoning Map 8.1.b Packet Pg. 346 ·|}þ60 Grand Ave Diamond Bar BlvdChinoHillsPkwyPathfinderRdGoldenSpringsDr GoldenSpringsDr·|}þ60 ·|}þ57 ·|}þ57 AG/SP RR RL RL RL PA-1/SP RL RLM RL RL OS PA-2/SP OS OP RL RL RLM S RL GC OS RLM I RL RL RM S I OS S RM RL RL GC RL I PK RL C RL PA-4/SP PA-2/SP RLM RLM S S RM C SP RLM RLM OS S PK PA-3/SP PK RLM OS RMH RR RLM PR S I RH C PK S S C C RM RM RM OS S S S RMH S RM RL CO C RLM RMH RR C RMH RM RM PA-1/SP RMH PA-2/SP RL PA-5/RH-30 RH C RM RMH C RR C OP CO RMH C RMH RH C PK C CO C PK RMH OS W OP C C C RMH W RMH CO W PK RL RM CO W OP RMH CO PK OP OP RR C C RL RMH C PK F CO OP PK W C W C OP PK PK SP F PKRL CO C RL RM RR - Rural Residential - (max. 1 du/acre) RL - Low Density Residential (max. 3 du/acre) RLM - Low-Medium Residential (max. 5 du/acre) RM - Medium Density Residential (max. 12 du/acre) RMH - Medium High Density Residential (max. 16 du/acre) RH - High Density Residential (max. 20 du/acre) RH-30 - High Density Residential-30 (min. 20 du/acre and max. 30 du/acre) C - General Commercial (max. 1.0 FAR) CO - Commercial Office (max. 1.0 FAR) OP - Professional Office (max. 1.0 FAR) I - Light Industrial (max. 1.0 FAR) PF - Public Facility F - Fire S - School W - Water PK - Park GC - Golf Courses OS - Opens Space PR - Private Recreation AG - Agriculture (max. 1du/ 5 acre) AG/SP - Significant Ecological Area PA-1/SP PA-2/SP PA-3/SP PA-4/SP PA-5/RH-30 SP - Specific Plan Overlay Sphere of Influence City Boundary 0 0.5 1 Miles ±Los Angeles CountySan Bernardino CountyLos Angeles CountyOrange County CIT Y OF CHINO HIL LS CIT Y OF POMONA CIT Y OF IND USTRY This map shall not be reproduced or distributed without prior written consent Copyright 2016: City of Diamond Bar City of Diamond BarGeneral Plan Source: 10/1/19Location: \naboo\!GIS Projects\Departments\Planning\General_Plan\MXD\DiamondBar_GP_2019 Adopted July 25, 1995, As AmendedLast amended: September 3, 2013 (City Council Resolution No. 2013-29) Land Use Map 8.1.b Packet Pg. 347 ·|}þ60 Grand Ave Diamond Bar BlvdChinoHillsPkwyPathfinderRdGoldenSpringsDr GoldenSpringsDr·|}þ60 ·|}þ57 ·|}þ57 C-3 C-2 RR RL RL AG RL RL RLM RL OB RL RLM RLM OS RLM I RL RLM RL I OS RL OS I RLM RLM RL SP RLM RL RMH OS RLM RL OP OS RM RM RLM RMH RMH I C-2 RMH OP RMH RLM OS C-3 OS C-2 RH-30 RM RM C-3-PD C-1RLM RLM OP RLM RLM REC RMH C-3 RH SUB-PA1 RLM I SUB-PA4 RM C-3 RMH RLM C-3 RM RM C-2 C-3 C-1 RMH RLM C-1 CO RMH RM RMHRLM I C-1 C-3 SUB-PA2 C-3 C-3 C-2 C-3-PD/ H otel RLM C-2 C-2 CO CO RLM RLM CO OP I C-3 C-2 C-1 C-1 C-2 RMH RLM C-3 C-2 C-2 OP RMH SUB-PA3 OP I OP CO C-3 C-1 I C-1 C-1 RMH C-1 CO RH OP C-1 Zoning AG: Agricultural C-1: Neighborhood Commercial C-2: Community Commercial C-3: Regional Commercial C-3-PD: Regional Commercial Planned Development C-3-PD/Hotel: Regional Commercial/Hotel CO: Commercial Office I: Light Industry OB: Office, Business Park OP: Office, Professional OS: Open Space/ Conservation REC: Recreation RH: High Density Residential RH-30: High Density Residential-30 units/acre RL: Low Density Residential RLM: Low Medium Density Residential RM: Medium Density Residential RMH: Medium High Density Residential RR: Rural Residential SP: Specific Plan Overlay SUB-PA1: Planning Area 1 SUB-PA2: Planning Area 2 SUB-PA3: Planning Area 3 SUB-PA4: Planning Area 4 Parcels 0 0.5 1 Miles ±Los Angeles CountySan Bernardino CountyCIT Y OF CHINO HIL LS CIT Y OF POMONA CIT Y OF IND USTRY This map shall not be reproduced or distributed without prior written consent Copyright 2016: City of Diamond Bar City of Diamond BarZoning Source: 10/1/19Location: \naboo\!GIS Projects\Departments\Planning\Zoning\MXD\DiamondBar_Zoning_2019 Adopted July 25, 1995, As AmendedLast amended: February 4, 2014 City Council Ordinance 01(2014) Zoning Map 8.1.b Packet Pg. 348 PLANNING COMMISSION RESOLUTION NO. 2019-XX A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF DIAMOND BAR, CALIFORNIA, RECOMMENDING THAT THE CITY COUNCIL APPROVE THE BREA CANYON BUSINESS PARK PROJECT NO. PL 2017-169 CONSISTING OF A CONDITIONAL USE PERMIT, TENTATIVE PARCEL MAP NO. 82066, DEVELOPMENT REVIEW, PARKING PERMIT, AND COMPREHENSIVE SIGN PROGRAM LOCATED AT 850 S. BREA CANYON ROAD (ASSESSORS PARCEL NO. 8719-013-017). A. RECITALS 1. The property owner and applicant, Philip Lee of Lycoming, LLC, have filed an application (Planning Case No. PL2017-169) to build a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square-foot, three-story office building; and an 8,900 square -foot, one level medical office building located on the east side of south Brea Canyon Road between Lycoming Street and SR-60 freeway. Hereinafter in this resolution, the subject components of the application shall be collectively referred to as the “Project.” 2. The following approvals are requested of the City Council: (a) General Plan Amendment to change the land use designation from Professional Office (OP) to General Commercial (C). (b) Zone Change to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay (C-3-PD). (c) Conditional Use Permit to approve development on a site subject to a Planned Development Overlay District and allow modifications to the building height limit to allow a 64-foot high, four-story hotel and a 55-foot high, three-story office buildings (where 35 feet is the maximum allowed); reduce the parking requirement to allow 289 spaces (where 299 spaces are required); and deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). (d) Tentative Parcel Map to subdivide the subject parcel into four lots, and create air space condominium subdivisions for the two office buildings. The three-story office building will subdivide air space for 34 medical and general office units, and the one level medical office building will subdivide air space for two medical office units. (e) Development Review to approve the site and architectural designs of a new commercial development to ensure consistency with the General Plan, Development Code, and compliance with all applicable design guide lines and standards. (f) Parking Permit to share access and parking between the proposed parcels. 8.1.c Packet Pg. 349 2 Planning Commission Resolution No. 2019-XX (g) Comprehensive Sign Program to establish design criteria for all signage associated with the proposed buildings. 3. The subject property consists of one parcel totaling 249,022 gross square feet (5.73 acres). It is located in the Light Industry (I) zone with an underlying General Plan land use designation of Professional Office (OP). 4. The legal description of the subject property is Lots 7 and 79 of Parcel Map No. 33069. The Assessor’s Parcel Number is 8719-013-017. 5. In accordance to the provisions of the California Environmental Quali ty Act (CEQA), Section 15070, the City prepared and filed an Initial Study/Environmental Checklist and Notice of Intent to Adopt Mitigated Negative Declaration for the Project on September 19, 2019, with the State Clearinghouse and the Los Angeles County Clerk. The notice was published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers. The notice was also mailed to public agencies and residents who attended the community meeting hosted by the applicant. Pursuant to CEQA Section 15105, the 30-day public review period for the MND began on September 20, 2019, and ended October 19, 2019. 6. In accordance with CEQA Guidelines Section 15074, a Resolution recommending City Council adoption of the Mitigated Negative Declaration and a Mitigation Reporting and Monitoring Program for the project was reviewed by the Planning Commission concurrently with this Resolution. 7. Notification of the public hearing for this project was published in the San Gabriel Valley Tribune and the Inland Valley Daily Bulletin newspapers on October 18, 2019. Public hearing notices were mailed to property owners within a 700 -foot radius of the project site and to residents who attended the community meeting hosted by the applicant. In addition to the published and mailed notices, the project site was posted with a display board and public notices were posted at the City’s designated community posting sites. 8. On October 30, 2019, the Planning Commission of the City of Diamond Bar conducted a duly noticed public hearing, solicited testimony from all interested individuals, and concluded said hearing on that date. 9. The documents and materials constituting the administrative record of the proceedings upon which the City’s decision is based are located at the City of Diamond Bar, Community Development Department, Planning Division, 21810 Copley Drive, Diamond Bar, CA 91765. B. RESOLUTION NOW, THEREFORE, it is found, determined and resolved by the Planning Commission of the City of Diamond Bar as follows: 1. This Planning Commission hereby specifically finds that all of the facts set forth in the Recitals, Part A, of this Resolution are true and correct; 8.1.c Packet Pg. 350 3 Planning Commission Resolution No. 2019-XX 2. The Planning Commission hereby specifically finds and determines that, having considered the record as a whole including the findings set forth below, and changes and alterations which have been incorporated into and conditioned upon the Project set forth in the application, there is no evidence before this Planning Commission that the project proposed herein will have the potential of an adverse effect on wildlife resources or the habitat upon which the wildlife depends. Based upon substantial evidence, this Planning Commission hereby rebuts the presumption of adverse effects contained in Section 753.5(d) of Title 14 of the California Code of Regulations. C. FINDINGS OF FACT Based on the findings and conclusions set forth herein and as prescribed under Diamond Bar Municipal Code (DBMC) Sections 22.58.040, 21.20.080, 22.48, 22.30.050, and 22.36.060 this Planning Commission hereby finds and recommends as follows: Conditional Use Permit Findings (DBMC Section 22.58.040) 1. The proposed use is allowed within the subject zoning district with the approval of a conditional use permit and complies with all other applicable provisions of this Development Code and the Municipal Code. The proposed development is subject to a Planned Development Overlay district to allow for modifications to the City’s development standards. The Project complies with the development standards in the C-3 zone with the exception of the modifications requested as follows: • Exceed building height limit to allow a 64’ high, four -story hotel and 55’-2” high, three-story office buildings (where 35 feet is the maximum allowed). • Reduce the parking requirement to allow 289 spaces (where 299 spaces are required). • Deviate from the parking design standard by reducing the size of 53 parking spaces to 8’X16’ to allow for compact spaces (where 9’X19’ is required). The Planned Overlay District allows for the modifications based on the site design and the proposed Project design incorporating these modifications is deemed to be the best layout due to the size and configuration of the lot. 2. The proposed use is consistent with the General Plan and any applicable specific plan. The proposed C-3-PD zoning district allows for large-scale commercial uses serving residents and businesses within the region including a broad spectrum of land uses including hotels and offices, and will be consistent with the proposed General Plan land use designation of General Commercial (C). There is no specific plan proposed as part of this development. 3. The design, location, size, and operating characteristics of the proposed use are 8.1.c Packet Pg. 351 4 Planning Commission Resolution No. 2019-XX compatible with the existing and future land uses in the vicinity. The Project has been designed to locate the hotel and three-story office buildings to the southern boundary in order to push the buildings as far away from the existing residential properties across the flood control channel and alleviate any potential privacy and shade and shadow concerns from the height of the buildings. The modifications incorporated into the design of the Project allows the buildings to be located closest to the south property line by allocating the floor areas vertically, share parking between the parcels, and comprise the rear portion of the parking lot with compact stalls. The Planned Development Overlay District allows for the modifications based on the site design and the proposed Project design incorporating these modifications is deemed to be the best layout due to the size and configuration of the lot. 4. The subject site is physically suitable for the type and density/intensity of use being proposed including access, provision of utilities, compatibility with adjoining land uses, and the absence of physical constraints. The Project will be consistent with the proposed General Plan land use designation of General Commercial and the zoning designation of Regional Commercial-Planned Development Overlay, which allows for the development of hotel and office uses. The Project Site is located within an urbanized area adequately served by existing roadways and infrastructure. The Project will not cause any intersections or street segments in the vicinity to operate at unacceptable level of service with the mitigation measures and improvements required as part of the Project approval. All utility services will be provided to the property. The site is primarily surrounded by existing single-family residential development to the north, east, and west, the 60 freeway to the south, and existing commercial development to the northwest. The northerly and easterly residential properties are separated by a 50-foot wide Los Angeles County flood control easement and the westerly residential properties are separated by Brea Canyon Road. The Project is designed to minimize the negative impacts on the surrounding homes to the north. The perimeter of the site is appropriately screened with landscaped buffering on all sides. Although the existing trees located along the north property line, adjacent to the County flood control channel will be removed, the applicant will be installing a landscaped buffer area with large 36-inch box, double row of canopy trees to provide screening for the residential homes on Lycoming Street and Dryander Drive, located directly across the flood control channel. At its nearest location, the hotel building will be located approximately 246 feet away from the nearest single-family home, and the three-story office building will be located approximately 132 feet away. The windows are inoperable and no exterior walkways or balconies are provided on either building. In order to avoid or minimize potential visual intrusion and the proposed buildings casting shadows on the nearby residential properties, the placement of the hotel and three-story office buildings were relocated to the southern boundary of the lot, away from the residential homes to the north. Therefore, the property is physically able to accommodate the Project. 8.1.c Packet Pg. 352 5 Planning Commission Resolution No. 2019-XX 5. Granting the conditional use permit will not be detrimental to the public interest, health, safety, convenience, or welfare, or injurious to persons, property, or improvements in the vicinity and zoning district in which the property is located. Prior to the issuance of any City permits, the Project is required to comply with all conditions within the approval resolutions, and the Building and Safety Division and Public Works Departments, and L.A. County Fire Department requirements. The referenced agencies through the permit and inspection p rocess will ensure that the Project is not detrimental to the public health, safety or welfare or materially injurious to the properties or improvements in the vicinity. 6. The proposed project has been reviewed in compliance with the provisions of the California Environmental Quality Act (CEQA). In accordance to the provisions of the California Environmental Quality Act (CEQA), Section 15070, the City prepared and filed an Initial Study/Environmental Checklist and Notice of Intent to Adopt Mitigated Negative Declaration for the Project on September 19, 2019, with the State Clearinghouse and the Los Angeles County Clerk. The notice was published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers. The notice was also mailed to adjacent public agencies and residents who attended the community meeting. Pursuant to CEQA Section 15105, the public review period for the MND began on September 20, 2019, and ended October 19, 2019. Tentative Map Findings: Pursuant to Subdivision Code Section 21.20.080 of the City’s Subdivision Ordinance, the Planning Commission recommends that the City Council makes the following findings: 1. The proposed subdivision, together with the provisions for its design and improvement, is consistent with the general plan and any applicable specific plan. The Project involves the subdivision of the lot into four separate parcels and the condominium subdivision of air space for two office buildings. The three-story office building will subdivide air space for 34 medical and general office units, and the one level medical office building will subdivide air space for two medical office units. The current General Plan land use designation for the Project site is Professional Office (OP) and will change to General Commercial (C) to allow for a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square-foot, three-story office building, and an 8,900 square-foot one level medical office building. A zone change is also being requested to change the zoning district from Light Industry (I) to Regional Commercial-Planned Development Overlay District (C-3-PD) in order to bring the existing General Plan land use designation and Zoning into conformance with each other. The Project site is not a part of any specific plan. 2. The site is physically suitable for the type and proposed density of development. The Project will be consistent with the proposed General Plan land use designation of General Commercial (C), which allows for regional, freeway- oriented, and/or community retail and service commercial uses. The Project is located within an urbanized area adequately served by existing roadways and 8.1.c Packet Pg. 353 6 Planning Commission Resolution No. 2019-XX infrastructure. Therefore, the property is physically able to accommodate the proposed development. 3. The design of the subdivision or the proposed improvements will not cause substantial environmental damage or injure fish or wildlife or their habitat. The design of the subdivision or the proposed improvements will not cause substantial environmental damage or injure fish or wildlife or their habitat because the existing site is located in an urbanized area that does not contain habitats or would otherwise injure fish or wildlife or their habitat. 4. The design of the subdivision or type of improvements will not cause serious public health or safety problems. The proposed subdivision or type of improvements are not likely to cause serious public health or safety problems because the existing site is located in an urbanized area and is consistent with other similar improvements in the area. 5. The design of the subdivision or type of improvements will not conflict with easements, acquired by the public at large for access through or use of, property within the proposed subdivision. The Project site has a Caltrans storm drain easement that runs diagonally through the site from the south to the existing northern Los Angeles County flood control channel that will be relocated. Storm drain connections to and/or construction activities encroaching into a LACFCD easement require a County permit. 6. The discharge of sewage from the proposed subdivision into the community sewer system would not result in violation of existing requirements prescribed by the California Regional Water Quality Control Board. As part of the environmental review process, the City received will -serve letters from the Walnut Valley Water District and the County Sanitation Districts of Los Angeles County. The Project is conditioned to obtain connection permit(s) from the City and County Sanitation District prior to issuance of building permits. 7. A preliminary soils report or geologic hazard report does not indicate adverse soil or geologic conditions. The Project is not located within any known landslide hazard area, and all buildings will conform to applicable earthquake design regulations in the 2016 California Building Code as well as conform to and be consistent with the recommended seismic parameters and recommended design and development standards identified in the preliminary geotechnical report. A preliminary geotechnical report was submitted and indicated a potential for liquefaction of layers of sandy soils at the northwest corner of the project site. A mitigation measure is included in the Mitigation Reporting and Monitoring Program to reduce any potential hazards and liquefaction settlements. 8.1.c Packet Pg. 354 7 Planning Commission Resolution No. 2019-XX 8. The proposed subdivision is consistent with all applicable provisions of the City’s subdivision ordinance, the development code, and the subdivision map act. The Project is consistent with the City’s subdivision ordinance, subdivision map act, and applicable development code. 9. The property is not subject to a Williamson Act contract, an open space easement, a conservation easement, or an agricultural conservation easement. The Project is not subject to a Williamson Act contract, an open space easement, a conservation easement, or an agricultural conservation easement. 10. The design of the subdivision provides, to the extent feasible, for future passive or natural heating or cooling in the subdivision. The Project is designed to be fully in compliance with the 2016 California Building Code renewable energy and energy efficiency requirements. In addition, the proposed hotel building will be designed to incorporate a solar electric generation system or photovoltaic (PV) system. 11. The property is not located within a state responsibility area or a very high fire hazard severity zone. The Project is not located within a state responsibility area or a very high fire hazard severity zone. Development Review Findings (DBMC Section 22.48) 1. The design and layout of the proposed development are consistent with the General Plan, development standards of the applicable district, design guidelines, and architectural criteria for special areas (e.g., theme areas, specific plans, community plans, boulevards or planned developments ). The Project is consistent with the applicable elements of the City’s General Plan, City Design Guidelines and development standards by meeting all of the required setbacks, except for the Development Code’s building height, parking requirement, and parking design standard. The modifications to the Project allow the buildings to be located closest to the south property line by allocating the floor areas vertically, share parking between the parcels, and comprise the rear portion of the parking lot with compact stalls. The Project, as designed, is deemed to be the best layout due to the size and configuration of the lot. The Project is designed in a contemporary modern style of architecture and incorporates principles of the modern architecture by its simplicity of building form and windows with nonsuperfluous details. The Project provides 360-degree architectural articulation with a high level of attention to building details and finishes as well as incorporate signage to be compatible with the design motif of the buildings. The project site is not a part of any theme areas, specific plans, community plans, boulevards or planned developments. 2. The design and layout of the proposed development will not interfere with the use and enjoyment of neighboring existing or future developments, and will not create 8.1.c Packet Pg. 355 8 Planning Commission Resolution No. 2019-XX traffic or pedestrian hazards. The Project will not interfere with the use or enjoyment of neighboring existing or future developments because the Project has been designed to minimize the negative impacts on the surrounding homes to the north. The tallest buildings are located at the southern boundary of the lot, farthest away from the residential properties to the north. The perimeter of the site is also appropriately screened with landscaped buffering on all sides. The Project will not cause any intersections or street segments in the vicinity to operate at an unacceptable level of service with the following traffic improvements required to be constructed: • Raised landscaped central median along Brea Canyon Road in order to prevent vehicles from turning left exiting the Project site as well as those traveling southbound along Brea Canyon Road from turning left into the Project site. • Restriping of the northbound approach to westbound Lycoming Street along Brea Canyon Road to the north of the Project’s driveway to provide an additional exclusive westbound left-turn lane. • In response to the addition of a second exclusive left-turn lane to the west of Brea Canyon Road, along Lycoming Street, the restriping of the westbound lane to accommodate two receiving lanes. • Relative to eastbound Lycoming Street, west of Brea Canyon Road, restriping of the existing eastbound shared left/through/right-turn lane to provide an exclusive left-turn lane and a separate shared through/right-turn lane. 3. The architectural design of the proposed development is compatible with the character of the surrounding neighborhood and will maintain and enhance the harmonious, orderly and attractive development contemplated by this chapter, the general plan, or any applicable specific plan. The Project is designed to be compatible with the surrounding neighborhood and minimize any potential negative impacts but also elevates the architectural character of the area. The architectural style is a contemporary modern style and designed to incorporate principles of the modern architecture by its simplicity of building form and windows with nonsuperfluous details. The Project provides 360-degree architectural articulation with a high level of attention to building details and finishes and also incorporates signage to be compatible with the design motif of the buildings. The Project will also construct attractive streetscape improvements along the Project frontage such as street trees, decorative interlocking pavers and theme rails. The design and appearance of the Project is compatible and will enhance the surrounding community. 4. The design of the proposed development will provide a desirable environment for its occupants and visiting public as well as its neighbors through good aesthetic use of materials, texture and color, and will remain aesthetically appealing. 8.1.c Packet Pg. 356 9 Planning Commission Resolution No. 2019-XX See Response 3 above. 5. The proposed development will not be detrimental to the public health, safety or welfare or materially injurious (e.g., negative effect on property values or resale(s) of property) to the properties or improvements in the vicinity. Before the issuance of any City permits, the Project is required to comply with all conditions within the approval resolutions, and the Building and Safety Division and Public Works Departments, and L.A. County Fire Department requirements. The referenced agencies through the permit and inspection p rocess will ensure that the Project is not detrimental to the public health, safety or welfare or materially injurious to the properties or improvements in the vicinity. 6. The proposed project has been reviewed in compliance with the provisions of the California Environmental Quality Act (CEQA). In accordance to the provisions of the California Environmental Quality Act (CEQA), Section 15070, the City prepared and filed an Initial Study/Environmental Checklist and Notice of Intent to Adopt Mitigated Neg ative Declaration for the Project on September 19, 2019, with the State Clearinghouse and the Los Angeles County Clerk. The notice was published in the Inland Valley Daily Tribune and San Gabriel Valley Tribune newspapers. The notice was also mailed to adjacent public agencies and residents who attended the community meeting. Pursuant to CEQA Section 15105, the public review period for the MND began on September 20, 2019, and ended October 19, 2019. Parking Permit Findings (DBMC Section 22.36.060) 1. The intent of the parking regulations, which is to ensure that sufficient parking will be provided to serve the use intended and potential future uses of the subject site, is preserved. Based on parking studies assessing the projected peak parking demands , and parking utilization data/surveys for the hotel component with the office uses, the Project will adequately meet the overall parking demand by providing 289 spaces for all uses. To ensure that adequate parking is available for customers and employees of the Brea Canyon Business Center, a Parking Management Plan will be developed that identifies the proposed employee parking spaces and key management strategies such as short term/time restricted spaces to maximize the availability of parking for customers and employees of the center. The applicant is required to record a City-approved reciprocal parking and access agreement governing the use and access of all common driveways, parking, and easement areas prior to the issuance of building permits. 2. A parking permit is approved in compliance with Section 22.30.050 (Reduction of off-street parking requirements for shared uses). See Response 1 above. Since there is a deficit number of parking spaces when shared parking dynamics are not factored in, a parkin g study was prepared to analyze the parking demand through the application of a shared parking concept. The applicant submitted a parking study that provides parking demand 8.1.c Packet Pg. 357 10 Planning Commission Resolution No. 2019-XX calculations based on survey data collected at a similar hotel site and the Urban Land Institute’s Shared Parking (2nd Edition) methodology signed by a licensed traffic engineer. As stated, there are 289 spaces proposed on-site, of which 53 are compact spaces and are proposed to be allocated for employee parking. Based on the parking studies assessing the projected peak weekday parking demand of 261 spaces, there will be a surplus of 29 spaces; and the peak weekend parking demand totals 178 spaces, which results in a surplus of 111 spaces. An alternative assessment was done to ensure that adequate parking i s provided using parking utilization data/surveys for the hotel component with the office uses, resulting in a surplus of 62 spaces on weekdays and 144 spaces on weekends. The proposed development will adequately meet the overall parking demand by providing 289 spaces for all parcels. To ensure that adequate parking is available for customers and employees of the Brea Canyon Business Center, a Parking Management Plan will be developed that identifies the proposed employee parking spaces and key management strategies such as short term/time restricted spaces to maximize the availability of parking for customers of the center. Comprehensive Sign Program Findings (DBMC Section 22.36.060) 1. The comprehensive sign program satisfies the purpose of this chapter and the intent of this section. The comprehensive sign program satisfies the purpose and intent of the Development Code by integrating the signage with the design of the building and having specific requirements such as size, location, and design requirement for freestanding and building-mounted signs. The comprehensive sign program enhances the overall development by providing size criteria for wall and monument signs that are appropriate to the scale and setbacks of the buildings, and are placed so that they respect and harmonize the architectural elements onto which they will be mounted or constructed. 2. The signs enhance the overall development, are in harmony with, and are visually related to other signs included in the comprehensive sign program and to the structure and/or uses they identify, and to surrounding development. See Response 1 above. 3. The comprehensive sign program accommodates future revisions which may be required due to changes in uses or tenants. The comprehensive sign program accommodates future revisions by having minor changes reviewed by staff and the Community Development Director, and any major changes to be reviewed by the Planning Commission. 4. The comprehensive sign program complies with the standards of this chapter, except that flexibility is allowed with regard to sign area, number, location, and/or height to the extent that the comprehensive sign program will enhance the overall development and will more fully accomplish the purposes of this chapter. 8.1.c Packet Pg. 358 11 Planning Commission Resolution No. 2019-XX The comprehensive sign program complies with the standards of DBMC Chapter 22.36 and will enhance the overall development through consistency with the City’s Design Guidelines for commercial signage, uniformity and easy identification of the signs, and neighborhood compatibility. Based on the findings and conclusions set forth herein and as prescribed under DBMC Sections 22.58.040, 21.20.080, 22.48, 22.30.050, and 22.36.060 , this Planning Commission hereby finds and recommends that the City Council approve the Conditional Use Permit, Tentative Parcel Map No. 82066, Development Review, Parking Permit, and Comprehensive Sign Program, subject to the following conditions, and the attached Conditions of Approval: A. GENERAL 1. The development shall comply with the Conditions of Approval attached hereto and referenced herein. The following Conditions of Approval, including the Standard Conditions of Approval attached hereto, shall be binding on and enforceable against, and, whenever used herein, the terms “applicant”, "owner", and/or "applicant/owner" shall mean and refer to, each of the following: the project applicant, the owner(s) and tenants(s) of the property, and each of their respective successors and assigns. 2. This approval shall not be effective for any purpose until the applicant/owner of the property involved has filed, within twenty-one (21) days of approval of this Conditional Use Permit, Tentative Parcel Map No. 82066, Development Review, Parking Permit, and Comprehensive Sign Program Planning Case No. PL2017-169, at the City of Diamond Bar Community Development Department, an affidavit stating that the applicant/owner is aware of and agrees to accept all the conditions of this approval. Further, this approval shall not be effective until the applicant pays the remaining City processing fees. 3. The development shall comply with the Mitigation Reporting and Monitoring Program for the Mitigated Negative Declaration. 4. All on-site utilities shall be placed underground at the time of development. 5. All landscaping on the site shall comply with the City’s Water Conservation Landscaping Ordinance. 6. The applicant shall comply with Diamond Bar Municipal Code Section 22.34.050. A permanent maintenance program shall be implemented ensuring regular irrigation, fertilization, and weed removal. All landscaping shall be maintained in a healthy, neat and ord erly condition, free of weeds and debris and with operating irrigation at all times. Provisions for ongoing maintenance of all areas of the Subject Property under the jurisdiction of a future property owners association shall be set forth in the association CC&Rs, which shall be subject to review and approval by the City prior to final map recordation. 7. All visible vents, gutters, down spouts, flashings, and the like shall match 8.1.c Packet Pg. 359 12 Planning Commission Resolution No. 2019-XX the color of the building, unless expressly designed as complementary architectural features. 8. Pursuant to Government Code Section 66020, the Applicant is informed that the 90-day period in which the Applicant may protest the fees, dedications, reservation or other exaction imposed on this approval through the conditions of approval has begun. B. TENTATIVE MAP 1. The development shall carry out the specific requirements of Chapter 21.30 (Subdivision Design and Improvement Requirements) and Chapter 21.34 (Improvement Plans and Agreements) of the Subdivisio n Ordinance. 2. The development shall secure compliance with the requirements of the Subdivision Ordinance and the General P lan and shall comply with the Conditions of Approval attached hereto and referenced herein. 3. Any designated remainder parcels shall not be subsequently sold or further subdivided unless a certificate or conditional certificate of compliance (Chapter 21.28) is obtained in compliance with the Subdivision Ordinance. 4. Prior to final map approval, the Covenants, Conditions, and Restrictions (CC&R’s) that govern the four parcels as well as the condominium units within the office buildings shall be reviewed and approved by the Planning Division, Public Works Department and City Attorney, and shall not be amended or terminated without prior City approval. C. DEVELOPMENT REVIEW 1. This approval is for the site plan, elevations, exterior materials, and conceptual landscape plans for a new commercial development to be constructed at 850 S. Brea Canyon Road, as described in the staff report and depicted on the approved plans on file with the Planning Division, subject to the conditions in this Resolution. 2. The construction documents submitted for plan check shall be in substantial compliance with the architectural plans approved by the City Council, as modified pursuant to the conditions below. If the plan check submittal is not in substantial compliance with the approved Development Review submittal, the plans may require further staff review and re- notification of the surrounding property owners, which may delay the project and entail additional fees. 3. Prior to building permit issuance, landscape and irrigation plans shall be submitted for review and approval by the City’s Consulting Landscape Architect for compliance with the City’s Water Conservation Landscaping Ordinance. 8.1.c Packet Pg. 360 13 Planning Commission Resolution No. 2019-XX 4. All existing public improvements damaged during construction shall be repaired or replaced upon project completion. 5. Prior to the issuance of building permits, a ll lighting fixtures shall be approved by the Planning Division as to type, orientation, and height. A detailed on-site lighting plan, including a photometric diagram, shall be reviewed and approved by the Planning Division. Such plan shall indicate type, illumination, location, height, and method of shielding so as not to adversely affect adjacent properties. 6. Prior to the issuance of a grading permit, the Applicant shall submit and, when deemed acceptable, the City Engineer shall approve a construction worker parking and equipment staging plan (PESP) designed to minimize disturbance to the surrounding residences to the greatest extent feasible. Unless otherwise authorized therein, contractors and other construction personnel performing construction activities in proximity to the project site shall be prohibited from parking and/or operating construction equipment, dumpsters, trailers, or other material within a public right -of-way or other public property. The PESP can be combined with or become a part of the construction traffic safety plan and/or any other construction management plan as may be required by the City. 7. Prior to the issuance of a grading permit, the Applicant shall submit and, when deemed acceptable, the City Engineer shall approve a construction traffic mitigation plan (CTMP). The CTMP shall identify the travel and haul routes to be used by construction vehicles; the points of ingress and egress for all construction vehicles; temporary street or lane closures, temporary signage, and temporary striping; location of materials and equipment staging areas; maintenance plans to remove spilled debris from roadway surfaces; and the hours during which large construction equipment may be brought on/off the project site. The Applicant shall keep all haul routes clean and free of debris includ ing but not limited to gravel and dirt as a result of its operations. The Applicant shall clean adjacent streets, as directed by the City Engineer, of any material which may have been spilled, tracked, or blown onto adjacent streets or areas. Hauling or transport of oversize loads will be allowed between the hours of 9:00 AM and 3:00 PM only, Monday through Friday, unless otherwise approved by the City Engineer. No hauling or transport will be allowed during nighttime hours, weekends, or federal holidays. The use of local streets shall be limited only to those that provide direct access to the destination. Haul trucks entering or exiting public streets shall at all times yield to public traffic. If hauling operations cause any damage to existing pavement, street, curb, and/or gutter along the haul route, the Applicant will be fully responsible for repairs. The repairs shall be completed to the satisfaction of the City Engineer. 8. Prior to the issuance of a grading permit, the Applicant shall submit and, when deemed acceptable, the City shall approve a traffic control plan (TCP). The TCP shall be consistent with the Southern California Chapter of the American Public Works Association’s “Work Area Traffic Control 8.1.c Packet Pg. 361 14 Planning Commission Resolution No. 2019-XX Handbook” (WATCH), the California Department of Transportation’s “Manual of Traffic Controls for Construction and Maintenance Work Zones,” or such alternative as may be deemed acceptable by the City. The TCP shall describe the Applicant’s plans to safely and efficiently maintain vehicular and non-vehicular access along local roadways throughout the construction period. If any temporary access restrictions or lane closures are proposed by the Applicant, the TCP shall delineate detour routes, the hours, duration and frequency of such restrictions, and the emergency access and safety measures that will be implemented during those closures or restrictions. The TCP can be combined with or become a part of the construction traffic safety plan and/or any other construction management plan as may be require d by the City. 9. Prior to the issuance of a grading permit, the Applicant shall submit to the Building Official for review and approval a temporary fencing and signage plan designed to discourage access to any active construction areas by children and other unauthorized parties. D. PARKING PERMIT 1. Prior to final map approval, submit a reciprocal parking and access agreement governing the use and access of all common driveways, parking and easement areas. The agreement shall be reviewed and approved by the City Attorney and shall not be amended or terminated without prior City approval. 2. Prior to the issuance of building permits, submit a Parking Management Plan that identifies the employee parking spaces and key management strategies such as short term/time restricted spaces to maximize the availability of parking for customers and employees of the center. 3. Prior to the issuance of building permits, submit a Transportation Demand Management (TDM) program to encourage increased ridesharing and the use of alternative transportation methods [DBMC Section 22.40.030(2)(b)]. A TDM program shall include the following measures: a. Carpool/vanpool preferential parking. At least 10 percent of the employee parking spaces shall be designated for carpool vehicles by marking the spaces “Carpool Only.” Carpool spaces shall be used only by carpool vehicles in which at least two of the persons are employees or tenants of the project. Spaces shall be located near the structure’s employee entrance(s) or other preferential locati ons within the employee parking areas as approved by the director. A statement that preferential carpool/vanpool spaces for employees are available and a description of the method for obtaining preferential spaces shall be included on the required transp ortation information board. 8.1.c Packet Pg. 362 15 Planning Commission Resolution No. 2019-XX b. Bicycle Parking. A bicycle parking/storage area shall be provided for the use by employees, located in a secure location in close proximity to employee entrances. The minimum number of bicycle parking spaces to be provided shall be three spaces for each 100 employees or fraction thereof. This requirement is in addition to bicycle parking requirements for the public. c. Pedestrian Access. Sidewalks and other paved pathways shall be provided on-site to connect off-site external pedestrian circulation systems. d. Commuter Matching Service. Commuter matching services for ridesharing and carpooling shall be provided to all employees on an annual basis and all new employees upon hiring. e. Carpool/vanpool Loading Zones. A safe and convenient zone in which vanpool and carpool vehicles may deliver or board their passengers shall be provided near employee entrances. f. Transit Waiting Shelters. Bus pullouts, bus pads and bus shelters may be required by the City. The Planning Commission shall: (a) Certify to the adoption of this Resolution; and (b) Forthwith transmit a certified copy of this Resolution to the City Council of the City of Diamond Bar. APPROVED AND ADOPTED THIS 30TH DAY OF OCTOBER 2019, BY THE PLANNING COMMISSION OF THE CITY OF DIAMOND BAR. BY: __________________________________________ Naila Barlas, Chairperson I, Greg Gubman, Planning Commission Secretary, do hereby certify that the foregoing Resolution was duly introduced, passed, and adopted by the Planning Commission of the City of Diamond Bar, at a special meeting of the Planning Commission held on the 30th day of October 2019, by the following vote: AYES: Commissioners: NOES: Commissioners: ABSTAIN: Commissioners: ABSENT: Commissioners: 8.1.c Packet Pg. 363 16 Planning Commission Resolution No. 2019-XX ATTEST: _____________________________________ Greg Gubman, Secretary 8.1.c Packet Pg. 364 17 Planning Commission Resolution No. 2019-XX COMMUNITY DEVELOPMENT DEPARTMENT STANDARD CONDITIONS USE PERMITS, COMMERCIAL AND RESIDENTIAL NEW AND REMODELED STRUCTURES PROJECT #: Conditional Use Permit, Tentative Parcel Map No. 82066, Development Review, Parking Permit, and Comprehensive Sign Program No. PL 2017-169 SUBJECT: To construct a new commercial development consisting of a 109-room, four-story hotel; a 47,642 square-foot, three- story office building; and an 8,900 square-foot, one level medical office building. PROPERTY Philip Lee of Lycoming, LLC, 17777 Center Court Drive, OWNER(S)/ #725, Cerritos, CA 90703 APPLICANT: LOCATION: 850 S. Brea Canyon Road, Diamond Bar, CA 91765 ALL OF THE FOLLOWING CONDITIONS APPLY TO YOUR PROJECT. APPLICANT SHALL CONTACT THE PLANNING DIVISION AT (909) 839-7030, FOR COMPLIANCE WITH THE FOLLOWING CONDITIONS: A. GENERAL REQUIREMENTS 1. In accordance with Government Code Section 66474.9(b) (1), the applicant shall defend, indemnify, and hold harmless the City, and its officers, agents and employees, from any claim, action, or proceeding to attack, set -aside, void or annul the approval of Development Review and Variance No. PL 2017-169 brought within the time period provided by Government Code Section 66499.37. In the event the city and/or its officers, agents and employees are made a party of any such action: (a) Applicant shall provide a defense to the City defendants or at the City's option reimburse the City its costs of defense, including reasonable attorneys fees, incurred in defense of such claims. 8.1.c Packet Pg. 365 18 Planning Commission Resolution No. 2019-XX (b) Applicant shall promptly pay any final judgment rendered against the Cit y defendants. The City shall promptly notify the applicant of any claim, action of proceeding, and shall cooperate fully in the defense thereof. 2. This approval shall not be effective for any purpose until the applicant and owner of the property involved have filed, within twenty-one (21) days of approval of this Conditional Use Permit, Tentative Parcel Map No. 82066, Development Review, Parking Permit, and Comprehensive Sign Program No. PL 2017-169 at the City of Diamond Bar Community Development Departmen t, their affidavit stating that they are aware of and agree to accept all the conditions of this approval. Further, this approval shall not be effective until the applicants pay remaining City processing fees, school fees and fees for the review of submitted reports. 3. All designers, architects, engineers, and contractors associated with this project shall obtain a Diamond Bar Business License, and zoning approval for those businesses located in Diamond Bar. 4. Signed copies of Planning Commission Resolution No. 2019-XX, Standard Conditions, and all environmental mitigations shall be included on the plans (full size). The sheet(s) are for information only to all partied involved in the construction/grading activities and are not required to be wet sealed/stamped by a licensed Engineer/Architect. 5. Prior to the plan check, revised site plans and building elevations incorporating all Conditions of Approval shall be submitted for Planning Division review and approval. 6. Prior to any use of the project site or business activity being commenced thereon, all conditions of approval shall be completed. 7. The project site shall be maintained and operated in full compliance with the conditions of approval and all laws, or other applicable Federal, State, or City regulations. 8. Approval of this request shall not waive compliance with all sections of the Development Code, all other applicable City Ordinances, and any applicable Specific Plan in effect at the time of building permit issuance. 9. All site, grading, landscape/irrigation, roof, and elevation plans shall be coordinated for consistency prior to issuance of City permits (such as grading, tree removal, encroachment permit, etc.,) or approved use has commenced, whichever comes first. 10. Property owner/applicant shall remove the public hearing notice board within three (3) days of this project's approval. 11. The applicant shall comply with the requirements o f City Planning, Building and Safety Divisions, Public Works Department, and the Fire Department. 8.1.c Packet Pg. 366 19 Planning Commission Resolution No. 2019-XX B. FEES/DEPOSITS 1. Applicant shall pay development fees (including but not limited to Planning, Building and Safety Divisions, and Public Works Department) at the established rates, prior to issuance of building permits, as required by the City. School fees as required shall be paid prior to the issuance of building permit. In addition, the applicant shall pay all remaining prorated City project review and processing fees prior to issuance of grading or building permit, whichever comes first. 2. Prior to any plan check, all deposit accounts for the processing of this project shall have no deficits. C. TIME LIMITS 1. The approval of Conditional Use Permit, Tentative Parcel Map No. 82066, Development Review, Parking Permit, and Comprehensive Sign Program shall expire within three (3) years from the date of approval if the use has not been exercised as defined per DBMC Section 21.20.140 and 22.66.050(b)(1). The applicant may request in writing a one year time extension subject to DBMC Sections 21.20.150 and 22.66.050(c) for City Council approval. D. SITE DEVELOPMENT 1. The project site shall be developed and maintained in substantial conformance with the approved plans submitted to, approved, and amended herein by the Planning Commission, on file with the Planning Division: site plans, floor plans, architectural elevations, and landscaping file in the Planning Division, the conditions contained herein, Development Code regulations. 2. All ground-mounted utility appurtenances such as transformers, air conditioning condensers, etc., shall be located out of public view and adequately sc reened through the use of a combination of concrete or masonry walls, berms, and/or landscaping to the satisfaction of the Planning Division. 3. All roof-mounted equipment shall be screened from public view. 4. All structures, including walls, trash enclosures, canopies, etc., shall be maintained in a structurally sound, safe manner with a clean, orderly appearance. All graffiti shall be removed within 72 hours by the property owners/occupant. 5. No occupancy permit can be granted, until all improvements requir ed by this approval have been properly constructed, inspected, and approved. 6. If any aspect of construction requires the use of an easement on a third party’s property or the use of an easement granted to a third party on the applicant’s property, the applicant must provide the City with correspondence/proof documenting that the easement has been granted before any building permits will be issued. 8.1.c Packet Pg. 367 20 Planning Commission Resolution No. 2019-XX 7. Prior to placement of any construction trailers, the applicant shall submit a site plan showing placement of the construction trailers and shall agree to abide by all conditions of approval required by the Community Development Director. 8. Prior to issuance of a building permit, the location, size, and screening of all building utility service connections, including water, gas, and electric service, fire service, and irrigation connections shall be approved by the Community Development Director. All changes to building utility connections shall be approved by the Community Development Director prior to construction. Building utility connections shall be located, sized and screened in such a manner that they have the least possible impact on the design of the building and site. The architect of record shall be directly involved in the design and placement of all site and building service connections and shall sign all plans submitted to the City which locate, size and/or screen utility connections. 9. Additional plant materials may be required by the Community Development Director and shall be planted prior to final occupancy in order to screen utility connections, valves, backflow devices, and all above ground appurtenances, etc., to the satisfaction of the Community Development Director. This determination shall be made in the field after all screen utility connections, valves, backflow devices, and all above ground appurtenances, etc. have been installed and inspected. 10. All parking spaces shall comply with the standards for adequate depth, width, and turning radius as set forth in DBMC Section 22.30.070. E. SOLID WASTE 1. The site shall be maintained in a condition, which is free of debris both during and after the construction, addition, or implementation of the entitlement approved herein. The removal of all trash, debris, and refuse, whether during or subsequent to construction shall be done only by the property owner, applicant or by a duly permitted waste contractor, who has been authorized by the City to provide collection, transportation, and disposal of solid waste from residential, commercial, construction, and industrial areas within the City. It shall be the applicant's obligation to ensure that the waste contractor used has obtained permits from the City of Diamond Bar to provide such services. 2. Mandatory solid waste disposal services shall be provided by the City franchised waste hauler to all parcels/lots or uses affected by approval of this project. APPLICANT SHALL CONTACT THE PUBLIC WORKS/ENGINEERING DEPARTMENT, (909) 839-7040, FOR COMPLIANCE WITH THE FOLLOWING CONDITIONS: A. GENERAL 1. A Storm Water Pollution Prevention Plan (SWPPP) shall be submitted and approved by the City, uploaded to the State’s SMARTS system, and a WDID 8.1.c Packet Pg. 368 21 Planning Commission Resolution No. 2019-XX number shall be acquired from the California Water Board prior to issuance of construction permits. 2. The applicant shall comply with Low Impact Development (LID) requirements to the satisfaction of the City Engineer. The LID Plan will be required to comply with the 2012 MS4 Permit. The LID Plan shall be approved prior to grading permit issuance and/or building permit issuance for new structures. 3. Prior to issuance of grading permits, surety shall be posted and an agreement executed guaranteeing completion of all drainage facilities necessary for dewatering all parcels to the satisfaction of the City Engineer. 4. Street/Right-of-Way Dedications along Brea Canyon Road shall be approved by the City Council and Recorded with the Los Angeles County Recorder’s Office prior to issuance of Certificate of Occupancy. 5. Any details or notes which may be inconsistent with requirement or ordinances, general conditions or approval, or City policies shall be specifically approved in other conditions or ordinance requirements are modified to those shown on the tentative parcel map upon approval by the Advisory agency. 6. Prior to any work performed in the street right-of-way, fees shall be paid and an encroachment permit shall be obtained from the Public Works Department in addition to any other permits required. 7. Applicant shall provide digitized information in a format defined by the City for all related plans, at no cost to the City. 8. Approval shall be obtained for all off-site improvements from the affected property owner and the City as required by the City Engineer. B. SOILS REPORT/GRADING 1. At the time of submittal of the 40-scale grading plan for plan check, a detailed soils and geology report shall be submitted to the City Engineer for approval. Said report shall be prepared by a qualified engineer and/or geologist licensed by the State of California. Prior to the issuance of a grading permit, the report shall address, but not be limited to the following: a) Stability analyses of daylight shear keys with a 1:1 projection from daylight to slide plane; a projection plane shall have a safety factor of 1.5 . b) All soils and geotechnical constraints (i.e., landslides, shear key locations, etc.) shall be delineated in detail with respect to proposed building envelopes. Restricted use areas and structural setbacks shall be considered and delineated prior to recordation of the final map. c) Soil remediation measures shall be designed for a “worst case” geologic interpretation subject to verification in the field during grading. 8.1.c Packet Pg. 369 22 Planning Commission Resolution No. 2019-XX d) The extent of any remedial grading into natural areas shall be clearly defined on the grading plans. e) Areas of potential for debris flow shall be defined and proper remedial measures implemented as approved by the City Engineer. f) Gross stability of all fill slopes shall be analyzed as part of geotechnical report, including remedial fill that replaces natural slope. g) Stability of all proposed slopes shall be confirmed by analysis as approved by the City Engineer. h) All geologic data including landslides and exploratory excavations must be shown on a consolidated geotechnical map using the 40 -scale final grading plan as a base. i) All geotechnical and soils related findings and recommendations shall be reviewed and approved by the City Engineer prior to issuance of any grading permits and recordation of the final map. 2. No grading or any staging or construction shall be performed prior to final map approval by the City Council and map recordation or grading permit issuance, whichever comes first. All pertinent improvement plans shall be approved by the City Engineer prior to final map approval by the City Council. 3. Exterior grading and construction activities and the transportation of equipment and materials and operation of heavy grading equipment shall be limited to between the hours of 7:00 a.m. and 7:00 p.m., Monday through Saturday. Dust generated by grading and construction activities shall be reduced by watering the soil prior to and during the activities and in accordance with South Coast Air Quality Management District Rule 402 and Rule 403. Reclaimed water shall be utilized whenever possible. Additionally, all construction equipment shall be properly muffled to reduce noise levels. 4. The applicant shall submit drainage and grading plans prepared by a Civil Engineer, licensed by the State of California, prepared in accordance with the City’s requirements for the City’s review and approval. A list of requirements for grading plan check is available from the Public Works Department. All grading (cut and fill) calculations shall be submitted to the City concurrently with the grading plan. 5. Finished slopes shall conform to City Code Section 22.22.080-Grading. 6. All slopes in excess of five (5) feet in height shall be seeded with native grasses or planted with ground cover, shrubs, and trees for erosion control upon completion of grading or some other alternative method of erosion control shall be completed to the satisfaction of the City Engineer and a permanent irrigation system shall be installed. 7. All easements shall be clearly identified on the grading plan. 8.1.c Packet Pg. 370 23 Planning Commission Resolution No. 2019-XX 8. The grading plan shall show the location of any retaining walls and the elevations of the top of wall/footing/retaining and the finished grade on both sides of the retaining wall. Construction details for retaining walls shall be shown on the grading plan. Calculations and details of retaining walls shall be submitted to the Building and Safety Division for review and approval. 9. All equipment staging areas shall be located on the project site. Staging area, including material stockpile and equipment storage area, shall be enclosed within a 6-foot high chain link fence. All access points in the defense shall be locked whenever the construction site is not supervised. 10. Submit a stockpile plan showing the proposed location for stockpile for grading export materials, and the route of transport. 11. Prepare a horizontal control plan and submit concurrently with the grading plan for review and approval. 12. Grading of the subject property shall be in accordance with the California Building Code, City Grading Ordinance, Hillside Management Ordinance and acceptable grading practices. 13. The maximum grade of driveways serving building pad areas shall be 15 percent. In hillside areas driveway grades exceeding 15 percent shall have parking landings with a minimum 16 feet deep and shall not exceed five (5) percent grade or as required by the City Engineer. Driveways with a slope of 15 percent shall incorporate grooves for traction into the construction as required by the City Engineer. 14. All slopes shall be seeded per landscape plan and/or fuel modification plan with native grasses or planted with ground cover, shrubs, and trees for erosion control upon completion of grading or some other alternative method of erosion control shall be completed to the satisfaction of the City Engineer. 15. A pre-construction meeting shall be held at the project site with the grading contractor, applicant, and city grading inspector at least 48 hours prior to commencing grading operations. 16. Rough grade certifications by project soils and civil engineers shall be submitted prior to issuance of building permits for the foundation of the structure(s). Retaining wall permits may be issued without a rough grade certificate. 17. Final grade certifications by project civil engineers shall be submitted to the Public Works Department prior to the issuance of any project final inspections/Certificate of Occupancy respectively. 18. Prior to the issuance of any permits, the applicant shall provide written permission to the satisfaction of the City from any property owners which will be affected by offsite grading. 8.1.c Packet Pg. 371 24 Planning Commission Resolution No. 2019-XX C. DRAINAGE 1. Detailed drainage system information of the lot shall be submitted. All drainage/runoff from the development shall be conveyed from the site to the natural drainage course. No on-site drainage shall be conveyed to adjacent parcels, unless that is the natural drainage course. 2. Prior to the issuance of a grading permit, a complete hydrology and hydraulic study shall be prepared by a Civil Engineer registered in the State of California to the satisfaction of the City Engineer. 3. All drainage improvements necessary for dewatering and protecting the subdivided properties shall be installed prior to issuance of building permits, for construction upon any parcel that may be subject to drainage flows entering, leaving, or within a parcel relative to which a building permit is requested. 4. If necessary, prior to placement of any dredged or fill material into any U.S.G.S. blue line stream bed, a 404 permit shall be obtained from the Army Corps of Engineers and an agreement with the California Department of Fish and Game shall be obtained and submitted to the City Engineer. D. OFF-SITE STREET IMPROVEMENTS/TRAFFIC MITIGATIONS 1. Prior to issuance of Certificate of Occupancy, all off-site improvements shall be constructed in accordance with the Preliminary Off -Site Improvement Plan (approved with conditions on 09/27/2019) and the Preliminary Streetscape Improvement Plan (approved on 10/10/2019) to the satisfaction of the City Engineer. 2. A decorative crosswalk shall be constructed to connect the public sidewalk across the project driveway. 3. Prior to building permit issuance, sufficient right-of-way shall be dedicated to the City in accordance with the Preliminary Off-Site Improvement Plan (approved with conditions on 09/27/2019) to accommodate the following improvements: a. The sidewalk between the 60 FWY and the project driveway shall be widened to 8 feet. b. A deceleration lane shall be constructed for northbound traffic on Brea Canyon to enter the project site through the driveway. 4. Prior to issuance of Certificates of Occupancy, there shall be a 30 -day plant establishment period and a subsequent 90-day landscape maintenance period (120 days total) to establish the newly installed landscaping to the satisfaction of the City. 5. Intersection improvements shall be constructed at the intersection of Brea Canyon Road and Lycoming Street in accordance with the Year 2020 Year 8.1.c Packet Pg. 372 25 Planning Commission Resolution No. 2019-XX Cumulative Plus Project Recommended Improvements (Figure 11-3 of the Approved TIA). 6. The applicant shall replace and record any centerline ties and monuments that are removed as part of this construction with the Los Angeles County Public Works Survey Division. 7. Prior to the issuance of any City permits, the applicant shall provide written permission to the satisfaction of the City from any property owners which will be affected by offsite construction. 8. Prior to the recordation of the final tract map, the Applicant shall provide, to the satisfaction of the City Engineer, the Applicant's fair-share contribution toward the cost of the improvements of the impacted intersections as defined in Table s 11- 2 and 11-3 of the approved Traffic Impact Analysis dated August 23, 2019. Fair share contributions shall be paid directly to the impacted agency. Proof of payment shall be provided to the City. 9. Prior to issuance of Certificates of Occupancy, the Applicant shall install and maintain approved landscaping within the Caltrans R/W directly adjacent to the project site. A Landscape Maintenance Agreement shall be executed per Caltrans requirements between the City and Caltrans. A second Landscape Maintenance Agreement shall be executed between the property owner and the City, outlining that the landscaping will be the property owner’s responsibility to maintain. 10. An encroachment/access permit shall be acquired form Caltrans for the property owner to maintain the landscaping. 11. The attached redlines of the Off-site Streetscape Plan dated 10/10/2019 shall be addressed to the satisfaction of the Public Works Director prior to approval. E. UTILITIES 1. The portion of the storm drain that is within the property is privately owned and shall be maintained by the property owner. Include language in the CC&Rs outlining full storm drain ownership and maintenance responsibilities. 2. Easements, satisfactory to the City Engineer and the utility companies, for public utility and public services purpose shall be offered and shown on the detailed site plan for dedication to the City or affected utility company as deemed necessary. 3. Prior to final map approval, a water system with appurtenant facilities to serve all lots/parcels in the land division designed to the Walnut Valley Water District (WVWD) specifications shall be provided and approved by the City Engineer. The system shall include fire hydrants of the type and location as determined by the Los Angeles County Fire Department. The water mains shall be sized to accommodate the total domestic and fire flows to the satisfaction of the City Engineer, WVWD and Fire Department. 8.1.c Packet Pg. 373 26 Planning Commission Resolution No. 2019-XX 4. Prior to final map approval, the applicant shall construct or enter into an improvement agreement with the City guaranteeing construction of the necessary improvements to the existing water system according to Walnut Valley Water District (WVWD) specifications to accommodate the total domestic and fire flows as may be required by the City Engineer, WVWD and Fire Department. 5. Prior to final map approval or issuance of building permit whichever comes first, written certification that all utility services and any other service related to the site shall be available to serve the proposed project and shall be submitted to the City. Such letters shall be issued by the district, utility and cable television company, if applicable, within ninety (90) days prior issuance of grading permits. 6. Prior to recordation of final map, applicant shall provide separate underground utility services to each parcel per Section 21.30 of Title 21 of the City Code, including water, gas, electric power, telephone and cable TV, in accordance with the respective utility company standards. Easements required by the utility companies shall be approved by the City Engineer. 7. Applicant shall relocate and underground any existing on-site utilities to the satisfaction of the City Engineer and the respective utility owner. 8. Underground utilities shall not be constructed within the drip line of any mature tree except as approved by a registered arborist. F. SEWERS/SEPTIC TANK 1. Each building unit shall be served by a separate sewer lateral which shall not cross any other lot lines. The sanitary sewer system serving the tract shall be connected to the County sewer system. Said system shall be of the size, grade and depth approved by the City Engineer, County Sanitation District and Los Angeles County Public Works. Surety shall be provided and an agreement executed prior to approval of the final map. 2. Applicant shall obtain connection permit(s) from the City and County Sanitation District prior to issuance of building permits. 3. Applicant, at applicant’s sole cost and expense, shall construct the sewer system in accordance with the City and, if necessary, the Los Angeles County Public Works Department. Sewer plans related to Los Angeles County maintained facilities shall be submitted for review and approval by the City Public Works Department. All other privately maintained sewers shall be submitted for review and approval by the City Building and Safety Division. G. FINAL MAP 1. A title report/guarantee showing all fee owners, interest holders, and nature of interest shall be submitted for final map plan check. An updated title report/guarantee and subdivision guarantee shall be submitted ten (10) business 8.1.c Packet Pg. 374 27 Planning Commission Resolution No. 2019-XX days prior to final map approval. 2. A permit from the Los Angeles County Public Works Department shall be required for work within its right-of-way or connection to its facilities. 3. Prior to final map approval, written certification that all utility services and any other service related to the site shall be available to serve the proposed project and shall be submitted to the City. Such letters shall be issued by the district, utility and cable television company, within ninety (90) days prior to final map approval. 4. Prior to final map approval, applicant shall submit to the City Engineer the detail cost estimates for bonding purposes of all public improvements. 5. Prior to final map approval, all site grading, landscaping, irrigation, street, sewer and storm drain improvement plans shall be approved by the City Engineer, surety shall be posted, and a subdivision agreement executed guaranteeing completion of all public and private improvements. 6. Applicant shall label and delineate on the final map any private drives or fire lanes to the satisfaction of the City Engineer. 7. Easements, satisfactory to the City Engineer and the utility companies, for public utility and public services purposes shall be offered and shown on the final map for dedication to the City 8. Easements for disposal of drainage water onto or over adjacent parcels shall be delineated and shown on the final map, as approved by the City Engineer. 9. Any existing easement for open space, utilities, riding and hiking trails shall be relocated and/or grading performed, as necessary, to provide, for the portion within the Subdivision, practical access for the intended use. APPLICANT SHALL CONTACT THE BUILDING AND SAFETY DIVISION, (909) 839-7020, FOR COMPLIANCE WITH THE FOLLOWING CONDITIONS: A. GENERAL CONDITIONS: 1. At the time of plan check submittal, plans and construction shall conform to current State and Local Building Code (i.e. until December 31, 2019, the 2016 CBC series applies and on January 1, 2020, the 2019 CBC series applies) requirements and all other applicable construction codes, ordinances and regulations in effect. 2. Provisions for CAL Green shall be implemented onto plans and certification shall be provided by a third party as required by the Building Division. Specific water, waste, low VOC, and related conservation measures shall be shown on plans. Construction shall conform to the current CAL Green Code. 8.1.c Packet Pg. 375 28 Planning Commission Resolution No. 2019-XX B. PLAN CHECK – ITEMS TO BE ADDRESSED PRIOR TO PLAN APPROVAL: 3. The minimum design load for wind in this area is 110 M.P.H. exposures “C” and the site is within seismic zone D or E. The applicant shall submit drawings and calculations prepared by a California State licensed Architect/Engineer with wet stamp and signature. 4. This project shall comply with the energy conservation requirements of the State of California Energy Commission consistent with Subchapter 6 of the California Energy Code. 5. Public Works/Engineering Department is required to review and approve grading plans that clearly show all finish elevations, drainage, and retaining wall(s) locations. These plans shall be consistent with the site plan submitted to the Building & Safety Division. 6. “Separate permit shall be required for all wall and monument signs” and shall be noted on plans. 7. “Separate permits are required for pool, spa, detached trellises and gazebos, fountains, retaining walls, and fences over 6’ in height” and shall be noted on plans. 8. An exit analysis shall be provided during plan check, showing occupant load for each space, exit width, exit signs, etc. 9. There shall be design for future electrical vehicle charging including circuitry in the electrical panel and future conduit. 10. Number of plumbing fixtures shall be in compliance with CPC T-422. 11. Indicate the proposed addition and existing building on the plans. Submit code analysis and justification showing the following: a. Each building square footage b. Each building height c. Type of construction d. Sprinkler system e. Each group occupancy f. Property line location in relation to each building (side yard) g. Exit analysis for each building (occupant load/corridor rating/exit width/exit signs, etc.) h. Accessibility analysis for the entire site and for each building i. Shaft rating/ exterior wall construction/ opening protection 8.1.c Packet Pg. 376 29 Planning Commission Resolution No. 2019-XX 12. Plans shall reflect adequate exit requirements. The distance between required exits shall be meet the required diagonal distance separation per CBC 1007.1.1. The office building stairs shall be separated at least the ½ or 1/3 the diagonal distance as applicable. 13. All easements shall be shown on the site plan. 14. The paths of travel shall be coordinated between civil and architectural plans to have no more than a 2% cross-slope and a 5% slope in the path of travel unless by a ramp. These paths of travel shall be maintained between buildings and the public way. 15. ADA parking stall sizes shall meet dimensions specified in CBC 11B-502 including a larger width for van spaces distributed throughout the site. 16. Fire Department approval shall be required. Contact the Fire Department for specific requirements. 17. LA County Industrial Waste and Health approval will be required for any food preparation areas. 18. All retaining walls shall be separately submitted to the Building & Safety and Public Works/Engineering Departments for review and approval. 19. A soils report is required per CBC 1803 and all recommendations of the soils report shall be adhered to. 20. Design for future electric vehicle charging and solar ready roof shall be provided. 21. Swimming pools shall be ADA accessible with a lift, ramp, or equal consistent with CBC 11B-1009. 22. All ADA rooms in the hotel shall meet requirements listed in CBC 11B -224 and 806 including required hearing impaired rooms. 23. Sound levels within each hotel room shall meet sound attenuation requirements listed in CBC 1207.2 through 1207.4 between units, common areas, and outside. 24. A commissioning report and design is required per CALGreen 5.410.2. 25. Bicycle parking is required per CALGreen 5.106.4. 26. Where passenger drop off zones are present, they shall be ADA accessible consistent with CBC 11B-503.3 for striping, path of travel, signage, and related features. 27. The medical office ADA parking shall be increased where the use is for hospital outpatient or rehabilitation as listed in CBC 11B-208.2. 8.1.c Packet Pg. 377 30 Planning Commission Resolution No. 2019-XX 28. The percentage of protected and unprotected openings shall be in conformance to CBC Table 705.8 at the north side of the medical office. C. PERMIT – ITEMS REQUIRED PRIOR TO BUILDING PERMIT ISSUANCE: 29. Solid waste management of construction material shall incorporate recycling material collection per Diamond Bar Municipal Code 8.16 of Title 8. The contractor shall complete all required forms and pay applicable deposits prior to permit. 30. All food establishments shall obtain Los A ngeles County health and environmental waste permits. 31. Prior to building permit issuance, all school district fees shall be paid. Please obtain a form from the Building and Safety Division to take directly to the school district. 32. Submit grading plans clearly showing all finish elevations, drainage, and retaining wall locations. No building permits shall be issued prior to submitting a pad certification. 33. LA County Sanitation District approval shall be obtained for connection of the sewer line. 34. SCAQMD notification is required at least 10 days prior to any demolition. Proof of notification is required at permit issuance. 35. All workers on the job shall be covered by workman’s compensation insurance under a licensed general contractor. Any changes to the contractor shall be updated on the building permit. 36. LA County Health and Industrial Waste approval is required prior to permit issuance of any food establishment. D. CONSTRUCTION – CONDITIONS REQUIRED DURING CONSTRUCTION: 37. Occupancy of the facilities shall not commence until all California Building Code and State Fire Marshal regulations have been met. The buildings shall be inspected for compliance prior to occupancy. 38. Every permit issued by the building official under the provisions of this Code shall expire and become null and void unless the work authorized by such permit is commenced within one-hundred-eighty (180) days after permit issuance, and if a successful inspection has not been obtained from the building official within one- hundred-eighty (180) days from the date of permit issuance or the last successful inspection. A successful inspection shall mean a documented passed inspection by the city building inspector as outlined in Section 110.6. 8.1.c Packet Pg. 378 31 Planning Commission Resolution No. 2019-XX 39. All structures and property shall be maintained in a safe and clean manner during construction. The property shall be free of debris, trash, and weeds. 40. All equipment staging areas shall be maintained in an orderly manner and screened behind a minimum 6’ high fence. 41. The project shall be protected by a construction fence to the satisfaction of the Building Official, and shall comply with the NPDES & BMP requirements (sand bags, etc.). All fencing shall be view obstructing with opaque surfaces. 42. The location of property lines and building pad may require a survey to be determined by the building inspection during foundation and/or frame inspection. 43. The applicant shall contact Dig Alert and have underground utility locations marked by the utility companies prior to any excavation. Contact Dig Alert by dialing 811 or their website at www.digalert.org. 44. The applicant shall first request and secure approval from the City for any changes or deviations from approved plans prior to proceeding with any work in accordance with such changes or deviations. 45. All glazing in hazardous locations shall be labeled as safety glass. The labeling shall be visible for inspection. 46. Drainage patterns shall match the approved grading/drainage plan from the Public Works/Engineering Department. Surface water shall drain away from the building at a 2% minimum slope. The final as-built conditions shall match the grading/drainage plan or otherwise approved as-built grading/drainage plan. 47. Special inspections and structural observation will be required in conformance with CBC 1704 to 1709. 48. Footings shall be deepened where required to avoid underground storm drains or infiltration basins or other underground structures. 49. Pool barriers shall be maintained at all times. 50. ADA access aisle striping shall be at least 8’ wide for van and 5’ for conventional or as required per CBC 11B-502.2. APPLICANT SHALL CONTACT THE LOS ANGELES COUNTY FIRE PREVENTION FOR COMPLIANCE WITH THE FOLLOWING CONDITIONS: A. FINAL MAP CONDITIONS OF APPROVAL 1. Access as noted on the Tentative and the Exhibit Maps shall comply with Title 21 (County of Los Angeles Subdivision Code) and Section 503 of the Title 32 (County of Los Angeles Fire Code), which requires an all-weather access surface to be clear to sky. 8.1.c Packet Pg. 379 32 Planning Commission Resolution No. 2019-XX 2. The Private Driveways proposed as private streets for access throughout the development shall be labeled as "Private Driveway” on the Final Map. The portion of the private driveway intended for fire apparatus access shall be identified as “Fire Lane" on the Final Map. All widths and dimensions shall be clearly delineated with a reciprocal access agreement is required for all private driveways. Compliance required prior to Final Map clearance. 3. A reciprocal access agreement is required for all private driveway providing multiple lots and units sharing the same access. Submit documentation to the Fire Department for review prior to the Final Map clearance B. CONDITIONS OF APPROVAL – WATER SYSTEM 1. All fire hydrants shall measure 6”x 4"x 2-1/2" brass or bronze, conforming to current AWWA standard C503 or approved equal, and shall be installed in accordance with the 2017 County of Los Angeles Fire Code, Table B105.1. 2. The required fire flow for the public fire hydrants for this project is 3500 gpm at 20 psi residual pressure for 2 hours. Two public fire hydrant(s) flowing simultaneously may be used to achieve the required fire flow. Fire Code 507.3 & Appendix B105.1 3. Install Three Private on-site. (as per map dated on 04-09-2019 Flied in the LDU Office). 4. The required fire flow for the new required private on site fire hydrant is 3500 gpm for two hours at 20 psi. 5. All required PUBLIC fire hydrants shall be installed, tested and accepted prior to beginning construction. Fire Code 501.4 6. All required private on-site fire hydrants shall be installed, tested and approved prior to building occupancy. Fire Code 901.5.1 7. Plans showing underground piping for private on -site fire hydrants shall be submitted to the Sprinkler Plan Check Unit for review and approval prior to installation. Fire Code 901.2 & County of Los Angeles Fire Department Regulation 7. 8. All on-site fire hydrants shall be installed a minimum of 25' feet from a structure or protected by a two (2) hour rated firewall. Exception: For fully sprinkled multi- family structures, on-site hydrants may be installed a minimum of 10 feet from the structure. Indicate compliance prior to project proceeding to the public hearing process. Fire Code Appendix C106.1 END 8.1.c Packet Pg. 380 REVISED TRAFFIC IMPACT ANALYSIS REPORT BREA CANYON BUSINESS CENTER Diamond Bar, California August 23, 2019 (Original draft dated May 30, 2018) Prepared for: EXECUTIVE DEVELOPMENT, LLC. 13181 CROSSROADS PARKWAY N. SUITE 440 CITY OF INDUSTRY, CA 91746 LLG Ref. 2-17-3842-1 Prepared by: Under the Supervision of: Shane S. Green, P.E. Richard E. Barretto, P.E. Transportation Engineer III Principal APPROVED 12/19/2018 CITY OF DIAMOND BAR PUBLIC WORKS DEPARTMENT BY:________________ WITH CONDITIONS PLAN TYPE: 9/4/2019 8.1.d Packet Pg. 381 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx i TABLE OF CONTENTS SECTION PAGE 1.0 Introduction ................................................................................................................................. 1 1.1 Scope of Work ...................................................................................................................... 1 1.2 Study Area ............................................................................................................................ 2 2.0 Project Description ..................................................................................................................... 4 2.1 Site Access ............................................................................................................................ 4 3.0 Existing Conditions ..................................................................................................................... 6 3.1 Regional Access .................................................................................................................... 6 3.2 Existing Traffic Volumes ...................................................................................................... 7 3.3 Existing Intersection Conditions ........................................................................................... 7 3.3.1 Intersection Capacity Utilization (ICU) Method of Analysis ........................................... 7 3.3.2 Highway Capacity Manual (HCM) Method of Analysis (Unsignalized Intersections) .... 9 3.3.3 Level of Service Criteria ................................................................................................... 9 3.4 Pedestrian Circulation ........................................................................................................... 9 3.5 Existing Public Transit .......................................................................................................... 9 3.6 Existing Bicycle Plan ............................................................................................................ 9 3.7 Existing Level of Service Results ....................................................................................... 10 4.0 Traffic Forecasting Methodology ............................................................................................ 13 5.0 Project Traffic Characteristics ................................................................................................ 14 5.1 Project Traffic Generation .................................................................................................. 14 5.2 Project Traffic Distribution and Assignment ...................................................................... 14 5.3 Existing Plus Project Traffic Conditions ............................................................................ 17 6.0 Future Traffic Conditions ........................................................................................................ 18 6.1 Ambient Traffic .................................................................................................................. 18 6.2 Cumulative Projects Traffic Characteristics ....................................................................... 18 6.3 Year 2020 Traffic Volumes ................................................................................................ 21 6.4 Year 2040 Traffic Volumes ................................................................................................ 21 7.0 Traffic Impact Analysis Methodology .................................................................................... 22 7.1 Impact Criteria and Thresholds: .......................................................................................... 22 7.1.1 City of Diamond Bar and City of Industry ..................................................................... 22 7.1.2 Caltrans ........................................................................................................................... 22 7.2 Traffic Impact Analysis Scenarios ...................................................................................... 23 8.0 Peak Hour Intersection Capacity Analysis ............................................................................. 24 8.1 Existing Plus Project Traffic Conditions ............................................................................ 24 8.1.1 Existing Traffic Conditions............................................................................................. 24 8.1.2 Existing Plus Project Traffic Conditions ........................................................................ 24 8.2 Year 2020 Cumulative Traffic Conditions ......................................................................... 28 8.2.1 Year 2020 Cumulative Traffic Conditions ..................................................................... 28 8.2.2 Year 2020 Cumulative Plus Project Traffic Conditions ................................................. 29 8.3 Year 2040 Buildout Traffic Conditions .............................................................................. 32 8.3.1 Year 2040 Buildout Traffic Conditions .......................................................................... 32 8.1.d Packet Pg. 382 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx ii TABLE OF CONTENTS (CONTINUED) SECTION PAGE 8.3.2 Year 2040 Buildout Plus Project Traffic Conditions ...................................................... 32 9.0 State of California (Caltrans) Methodology ........................................................................... 36 9.1 Impact Criteria and Thresholds ........................................................................................... 36 9.2 Highway Capacity Manual (HCM) Method of Analysis (Signalized Intersections) .......... 36 9.3 Existing Traffic Conditions................................................................................................. 39 9.3.1 Existing Traffic Conditions............................................................................................. 39 9.3.2 Existing Plus Project Traffic Conditions ........................................................................ 39 9.4 Year 2020 Cumulative Traffic Conditions ......................................................................... 41 9.4.1 Year 2020 Cumulative Traffic Conditions ..................................................................... 41 9.4.2 Year 2020 Cumulative Plus Project Traffic Conditions ................................................. 41 9.5 Year 2040 Buildout Traffic Conditions .............................................................................. 43 9.5.1 Year 2040 Buildout Traffic Conditions .......................................................................... 43 9.5.2 Year 2040 Buildout Plus Project Traffic Conditions ...................................................... 43 10.0 Site Access Evaluation .............................................................................................................. 46 10.1 Level of Service Analysis For Project Access .................................................................... 46 10.2 Queuing Analysis ................................................................................................................ 48 10.2.1 Existing Plus Project Traffic Conditions ........................................................................ 48 10.2.2 Year 2020 Cumulative Plus Project Traffic Conditions ................................................. 48 10.2.3 Year 2040 Buildout Plus Project Traffic Conditions ...................................................... 48 10.3 Sight Distance Evaluation ................................................................................................... 50 11.0 Area-Wide Traffic Improvements and Fair-Share Contribution ........................................ 51 11.1 Recommended Improvements ............................................................................................ 51 11.1.1 Existing Plus Project Traffic Conditions – ICU Methodology ....................................... 51 11.1.2 Year 2020 Cumulative Plus Project Traffic Conditions – ICU Methodology ................ 52 11.1.3 Year 2040 Buildout Plus Project Traffic Conditions – ICU Methodology .................... 53 11.1.4 Existing Plus Project Traffic Conditions – Caltrans Methodology ................................ 55 11.1.5 Year 2020 Cumulative Plus Project Traffic Conditions – Caltrans Methodology ......... 55 11.1.6 Year 2040 Buildout Plus Project Traffic Conditions – Caltrans Methodology .............. 55 11.2 Improvements Cost Estimates and Project Fair-Share Contribution .................................. 56 11.2.1 Year 2020 Cumulative Plus Project Traffic Conditions – Fair-Share Contribution ....... 60 11.2.2 Year 2040 Buildout Plus Project Traffic Conditions – Fair-Share Contribution ............ 62 12.0 Congestion Management Program Compliance Assessment ................................................ 64 12.1 Traffic Impact Review ........................................................................................................ 64 12.1.1 Freeways ......................................................................................................................... 64 12.1.2 Intersections .................................................................................................................... 64 13.0 Caltrans Freeway Analysis ....................................................................................................... 65 13.1 Freeway Mainline Segment Analysis ................................................................................. 65 13.1.1 Existing Traffic Conditions............................................................................................. 65 13.1.2 Existing Plus Project Traffic Conditions ........................................................................ 67 13.1.3 Year 2020 Cumulative Traffic Conditions ..................................................................... 70 13.1.4 Year 2040 Buildout Traffic Conditions .......................................................................... 73 8.1.d Packet Pg. 383 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx iii TABLE OF CONTENTS (CONTINUED) SECTION PAGE 13.2 Freeway Weaving Analysis ................................................................................................ 76 13.2.1 Existing Traffic Conditions............................................................................................. 76 13.2.2 Year 2020 Cumulative Traffic Conditions ..................................................................... 78 13.2.3 Year 2040 Buildout Traffic Conditions .......................................................................... 80 13.3 Freeway Merge/Diverge Ramp Junction Analysis ............................................................. 82 13.3.1 Existing Traffic Conditions............................................................................................. 82 13.3.2 Year 2020 Cumulative Traffic Conditions ..................................................................... 84 13.3.3 Year 2040 Buildout Traffic Conditions .......................................................................... 86 8.1.d Packet Pg. 384 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx iv APPENDICES APPENDIX A. Existing Traffic Count Data B. Intersection Level of Service Calculation Worksheets (ICU) C. Caltrans Level of Service Calculation Worksheets (HCM) D. Project Driveway Level of Service Calculation Worksheets E. Queuing Calculation Worksheets F. Cost Estimate Calculation Worksheets G. Freeway Mainline Level of Service Calculation Worksheets H. Freeway Weaving Level of Service Calculation Worksheets I. Freeway Ramps Level of Service Calculation Worksheets 8.1.d Packet Pg. 385 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx v LIST OF FIGURES SECTION—FIGURE # FOLLOWING PAGE 1-1 Vicinity Map ........................................................................................................................ 2 2-1 Existing Aerial Photograph ................................................................................................. 4 2-2 Project Site Plan ................................................................................................................... 5 3-1 Existing Roadway Conditions and Intersection Controls ............................................... 7 3-2 Existing AM Peak Hour Traffic Volumes ....................................................................... 7 3-3 Existing PM Peak Hour Traffic Volumes ........................................................................ 7 3-4 Foothill Transit Map ........................................................................................................ 11 3-5 Foothill Transit Bus Stop Locations .............................................................................. 11 3-6 Metro Bike Map ............................................................................................................... 11 5-1 Project Traffic Distribution Pattern ............................................................................... 16 5-2 Project Traffic Distribution Pattern (With Future Improvements) ............................. 16 5-3 AM Peak Hour Project Traffic Volumes ....................................................................... 16 5-4 PM Peak Hour Project Traffic Volumes ....................................................................... 16 5-5 AM Peak Hour Project Traffic Volumes (With Future Improvements) .................... 16 5-6 PM Peak Hour Project Traffic Volumes (With Future Improvements) ..................... 16 5-7 Existing Plus Project AM Peak Hour Traffic Volumes ............................................... 17 5-8 Existing Plus Project PM Peak Hour Traffic Volumes ................................................ 17 6-1 Location of Cumulative Projects .................................................................................... 19 6-2A AM Peak Hour Cumulative Projects Traffic Volumes ................................................ 20 6-3A PM Peak Hour Cumulative Projects Traffic Volumes ................................................. 20 6-2B AM Peak Hour IBC Cumulative Project Traffic Volumes (Long-Term Only) ........ 20 6-3B PM Peak Hour IBC Cumulative Project Traffic Volumes (Long-Term Only) ......... 20 6-4 Year 2020 Cumulative AM Peak Hour Traffic Volumes ............................................ 21 6-5 Year 2020 Cumulative PM Peak Hour Traffic Volumes ............................................. 21 6-6 Year 2020 Cumulative Plus Project AM Peak Hour Traffic Volumes ...................... 21 6-7 Year 2020 Cumulative Plus Project PM Peak Hour Traffic Volumes ....................... 21 6-8 Year 2040 Buildout AM Peak Hour Traffic Volumes ................................................. 21 6-9 Year 2040 Buildout PM Peak Hour Traffic Volumes .................................................. 21 6-10 Year 2040 Buildout Plus Project AM Peak Hour Traffic Volumes ........................... 21 6-11 Year 2040 Buildout Plus Project PM Peak Hour Traffic Volumes ............................ 21 8.1.d Packet Pg. 386 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx vi LIST OF FIGURES (CONTINUED) SECTION—FIGURE # FOLLOWING PAGE 10–1 Conceptual Median Improvement Plan for Brea Canyon Road .................................... 46 10–2 Queuing Analysis at Project Driveway ........................................................................... 49 10–3 Sight Distance Evaluation ................................................................................................ 50 11–1 Existing Plus Project Recommended Improvements ...................................................... 56 11–2 Conceptual Improvement Plan for Brea Canyon Road at Lycoming Street ................. 56 11–3 Year 2020 Cumulative Plus Project Recommended Improvements .............................. 56 11–4 Year 2040 Buildout Plus Project Recommended Improvements .................................. 56 11–5 Year 2040 Buildout Plus Project Recommended Improvements (Caltrans) ................. 56 8.1.d Packet Pg. 387 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx vii LIST OF TABLES SECTION—TABLE # PAGE 2-1 Project Development Summary .......................................................................................... 5 3-1 Level of Service Criteria for Signalized Intersections (ICU) ............................................ 8 3-2 Level of Service Criteria for Unsignalized Intersections (HCM) .................................. 11 3-3 Existing Peak Hour Levels of Service ...................................................................... 12 5-1 Project Traffic Generation Forecast .......................................................................... 16 6-1 Location and Description of Cumulative Projects .......................................................... 19 6-2 Cumulative Projects Traffic Generation .......................................................................... 20 8-1 Existing Plus Project Peak Hour Intersection Capacity Analysis Summary ............ 26-27 8-2 Year 2020 Cumulative Plus Project Peak Hour Intersection Capacity Analysis Summary ...................................................................................................... 30-31 8-3 Year 2040 Buildout Plus Project Peak Hour Intersection Capacity Analysis Summary ...................................................................................................... 34-35 9-1 Level of Service Criteria for Signalized Intersections (HCM) ....................................... 38 9-2 Existing Plus Project Peak Hour Intersection Capacity Analysis Summary - Caltrans .......................................................................................... 40 9-3 Year 2020 Cumulative Plus Project Peak Hour Intersection Capacity Analysis Summary - Caltrans .......................................................................................... 42 9-4 Year 2040 Buildout Plus Project Peak Hour Intersection Capacity Analysis Summary - Caltrans .......................................................................................... 45 10-1 Project Driveway Peak Hour Intersection Capacity Analysis ..................................... 47 10-2 Queuing Analysis ............................................................................................................ 49 11-1 Recommended Improvements and Preliminary Costs ............................................ 57-59 11-2 Year 2020 Cumulative Plus Project Fair-Share Contribution Summary ................... 61 11-3 Year 2040 Buildout Plus Project Fair-Share Contribution Summary ........................ 63 13-1 Existing Peak Hour Freeway Mainline Capacity Analysis Summary ........................ 66 13-2 Existing Plus Project Peak Hour Freeway Mainline Capacity Analysis Summary ...................................................................................................... 68-69 13-3 Year 2020 Cumulative Plus Project Peak Hour Freeway Mainline Capacity Analysis Summary ..................................................................... 71-72 8.1.d Packet Pg. 388 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx viii LIST OF TABLES (CONTINUED) SECTION—TABLE # PAGE 13-4 Year 2040 Buildout Plus Project Peak Hour Freeway Mainline Capacity Analysis Summary ..................................................................... 74-75 13-5 Existing Plus Project Peak Hour Freeway Weaving Capacity Analysis Summary .. 77 13-6 Year 2020 Cumulative Plus Project Peak Hour Freeway Weaving Capacity Analysis Summary .......................................................................... 79 13-7 Year 2040 Buildout Plus Project Peak Hour Freeway Weaving Capacity Analysis Summary .......................................................................... 81 13-8 Existing Plus Project Peak Hour Freeway Ramp Capacity Analysis Summary........ 83 13-9 Year 2020 Cumulative Plus Project Peak Hour Freeway Ramp Capacity Analysis Summary ............................................................................... 85 13-10 Year 2040 Buildout Plus Project Peak Hour Freeway Ramp Capacity Analysis Summary ............................................................................... 87 8.1.d Packet Pg. 389 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx ix EXECUTIVE SUMMARY Project Description The proposed Project is a 5.73-acre triangular shaped parcel of land located along the eastside of Brea Canyon Road, north of the SR-60 freeway in the City of Diamond Bar, California. The Project site is currently developed and utilized as an RV/boat storage facility. The proposed Project is a mixed-use center with a total floor area of 118,002 SF within three (3) buildings. The proposed mix of uses consists of a 61,460 SF and 109-room, four-story limited services business hotel (H1) to be occupied by Hilton Hampton Inn & Suites, a three-story, 47,642 SF office/medical office building (O1) with 31,998 SF of office use and 15,644 SF of medical office use, and a 8,900 SF medical office building (O2). The proposed on-site parking supply for the Project totals 289 spaces. Access to the Project site will be provided via one (1) unsignalized driveway on Brea Canyon Road, consisting of right-turn in/out movements only. Study Scope The following intersections were selected for detailed peak hour level of service analyses under Existing Traffic Conditions without and with Project Traffic, Year 2020 Cumulative Traffic Conditions without and with Project Traffic, and Year 2040 Buildout Traffic Conditions without and with Project Traffic: 1. Grand Avenue at Valley Boulevard (City of Industry) 2. Brea Canyon Road at Valley Boulevard (City of Industry) 3. Lemon Avenue at Valley Boulevard (City of Industry) 4. Lemon Avenue at Lycoming Street (City of Diamond Bar) 5. Brea Canyon Road at Lycoming Street (City of Diamond Bar) 6. Grand Avenue at Golden Springs Drive (City of Diamond Bar) 7. Brea Canyon Road at SR-60 WB Ramps (City of Diamond Bar/Caltrans) 8. Brea Canyon Road at Golden Springs Drive (City of Diamond Bar) 9. SR-60 EB Ramps at Golden Springs Drive (City of Diamond Bar/Caltrans) 10. Lemon Avenue at Golden Springs Drive (City of Diamond Bar) 11. Grand Avenue at SR-60 EB Ramps (City of Diamond Bar/Caltrans) 12. Brea Canyon Road at Pathfinder Road (City of Diamond Bar) 13. SR-57 SB Ramps at Pathfinder Road (City of Diamond Bar/Caltrans) In addition, two (2) future study intersections at the new SR-60/Lemon Avenue interchange were analyzed under near-term (Year 2020) and long-term (Year 2040) traffic conditions: 8.1.d Packet Pg. 390 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx x 14. Lemon Avenue at SR-60 WB Ramp (City of Diamond Bar/Caltrans) 15. Lemon Avenue at SR-60 EB Ramps (City of Diamond Bar/Caltrans) The analysis is focused on assessing potential traffic impacts during the morning and evening commute peak hours (between 7:00-9:00 AM, and 4:00-6:00 PM) on a typical weekday. Please note that the study locations were identified using the City’s “16 trip threshold criteria”. Level of Service (LOS) Standards and Significant Impact Criteria Impacts to local and regional transportation systems are considered significant if: For Signalized Intersections: the ICU value under “with project” conditions is 0.91 or greater (LOS E or F), and the ICU increase attributable to the project is 0.02 or greater For HCM delay analysis (i.e., Project Driveway and Intersection #14): Based on the HCM/LOS method of analysis, this report identifies a significant traffic impact when the Project causes a change from LOS D to LOS E or F, or the Project causes an increase in delay of 2% or more at an intersection operating LOS E or F. Existing Traffic Conditions Two (2) study intersections currently operate at unacceptable level of service during the AM and/or PM peak hours. The remaining key study intersections currently operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street -- -- 0.93 E 9. SR-60 EB Ramps at Golden Springs Drive 0.98 E 0.94 E Project Trip Generation On a “typical” weekday, the proposed Project is forecast to generate 2,077 daily trips (one half arriving, one half departing), with 156 trips (115 inbound, 41 outbound) produced in the AM peak hour and 187 trips (63 inbound, 124 outbound) produced in the PM peak hour on a typical weekday. Cumulative Projects Trip Generation Five (5) cumulative projects were considered in the cumulative traffic setting. These cumulative projects are expected to generate approximately 69,967 daily trips, with 5,683 trips (4,493 inbound, 1,190 outbound) anticipated during the AM peak hour and 7,501 trips (2,471 inbound, 5,030 outbound) produced during the PM peak hour. 8.1.d Packet Pg. 391 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xi Existing Plus Project Traffic Conditions Two (2) study intersections are forecast to continue to operate at unacceptable level of service during the AM and/or PM peak hours with the addition of the Project traffic. The remaining key study intersections are forecast to continue to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street 0.91 E 1.00 F 9. SR-60 EB Ramps at Golden Springs Drive 1.00 F 0.98 E The proposed Project significantly impacts two (2) key study intersections, when compared to the LOS standards and significant impact criteria defined in this report. The intersection of Brea Canyon Road at Lycoming Street is forecast to operate at LOS E and F in the AM and PM peak hours, respectively. However, the implementation of improvements at the intersection will offset the project increment and result in an acceptable level of service. The recommended improvements, which are identified in Section 11.0, are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Although the intersection of SR-60 EB Ramps/Golden Springs Drive is considered impacted, improvements related to the SR-60/Lemon Avenue partial interchange will ultimately lead to the removal of the north leg resulting in significant volume reductions. As such, the service levels are anticipated to drastically reduce as a result. Therefore, no mitigation measures are recommended. 8.1.d Packet Pg. 392 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xii Year 2020 Cumulative Plus Project Traffic Conditions Six (6) study intersections are forecast to operate at unacceptable level of service during the AM and/or PM peak hours with the addition of the Project traffic. The remaining key study intersections are forecast to continue to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street 0.93 E 1.01 F 7. Brea Canyon Road at SR-60 WB Ramps 0.91 E -- -- 8. Brea Canyon Road at Golden Springs Drive -- -- 0.92 E 10. Lemon Avenue at Golden Springs Drive 0.98 E 0.97 E 11. Grand Avenue at SR-60 EB Ramps -- -- 0.93 E 12. Brea Canyon Road at Pathfinder Road -- -- 0.93 E The proposed Project significantly impacts two (2) key study intersections. The intersection of Brea Canyon Road/Lycoming Street is forecast to operate at LOS E and F in the AM and PM peak hours, respectively, and Brea Canyon Road/SR-60 WB Ramps is forecast to operate at LOS E in the AM peak hour. However, the implementation of improvements at the intersections will offset the project increment and result in an acceptable level of service at these locations. The recommended improvements, which are identified in Section 11.0, are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Although the intersections of Brea Canyon Road/Golden Springs Drive, Lemon Avenue/Golden Springs Drive, Grand Avenue/SR-60 EB Ramps and Brea Canyon Road/Pathfinder Road are forecast to operate at an unacceptable LOS E during the PM peak hour, the proposed Project is expected to add less than 0.02 to the volume-to-capacity ratio at these locations and therefore is considered less than significant based on the City’s LOS standards and impact criteria. However, the implementation of improvements at these intersections mitigates the less than significant impacts of the proposed Project and results in an acceptable level of service. With the exception of the improvements at Lemon Avenue/Golden Springs Drive, the recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. 8.1.d Packet Pg. 393 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xiii Year 2040 Buildout Plus Project Traffic Conditions Eleven (11) study intersections are forecast to continue to operate at unacceptable level of service during the AM and/or PM peak hours with the addition of Project traffic. The remaining key study intersections are forecast to continue to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 1. Grand Avenue at Valley Boulevard 0.92 E 1.10 F 2. Brea Canyon Road at Valley Boulevard -- -- 1.14 F 3. Lemon Avenue at Valley Boulevard -- -- 1.06 F 5. Brea Canyon Road at Lycoming Street 1.26 F 1.38 F 6. Grand Avenue at Golden Springs Drive 1.16 F 1.16 F 7. Brea Canyon Road at SR-60 WB Ramps 1.13 F 1.18 F 8. Brea Canyon Road at Golden Springs Drive 1.17 F 1.12 F 10. Lemon Avenue at Golden Springs Drive 1.29 F 1.25 F 11. Grand Avenue at SR-60 EB Ramps 1.21 F 1.20 F 12. Brea Canyon Road at Pathfinder Road -- -- 1.10 F 15. Lemon Avenue at SR-60 EB Ramps 1.12 F 1.00 F The proposed Project significantly impacts three (3) key study intersections. The intersections of Brea Canyon Road/Lycoming Street, Brea Canyon Road/SR-60 WB Ramps, and Brea Canyon Road/Golden Springs Drive are forecast to operate at LOS F in the AM and PM peak hours. However, the implementation of improvements at the intersections will offset the project increment and result in an acceptable level of service at these locations. The recommended improvements, which are identified in Section 11.0, are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Although the remaining eight (8) of the eleven (11) key study intersections that are forecast to continue to operate adversely with the addition of Project traffic, the proposed Project is expected to add less than 0.02 to the volume-to-capacity ratio at these locations and therefore is considered less than significant based on the City’s LOS standards and impact criteria. However, the implementation of improvements at these intersections mitigates the less than significant impacts of the proposed Project and results in an acceptable level of service. With the exception of the improvements at Brea Canyon Road/Valley Boulevard, Lemon Avenue/Valley Boulevard, Lemon Avenue/Golden Springs Drive and Lemon Avenue/SR-60 EB Ramps, the recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. 8.1.d Packet Pg. 394 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xiv Existing Traffic Conditions (Caltrans Methodology) All the state-controlled study intersections currently operate at acceptable LOS C. Existing Plus Project Traffic Conditions (Caltrans Methodology) All the state-controlled study intersections will continue to operate at acceptable LOS C with the addition of Project traffic. As such, no improvements are recommended. Year 2020 Cumulative Plus Project Traffic Conditions (Caltrans Methodology) All the state-controlled study intersections will continue to operate at acceptable LOS C with the addition of Project traffic. As such, no improvements are recommended. Year 2040 Buildout Plus Project Traffic Conditions (Caltrans Methodology) Three (3) state-controlled study intersections are forecast to operate at unacceptable level of service with the addition of project traffic. The remaining study intersections are forecast to operate at acceptable level of service in the AM and PM peak hour. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection HCM (s/v) LOS HCM (s/v) LOS 7. Brea Canyon Road at SR-60 WB Ramps 77.7 E 82.8 F 11. Grand Avenue at SR-60 EB Ramps 93.3 F -- -- 15. Lemon Avenue at SR-60 EB Ramps 69.2 E -- -- The proposed Project significantly impacts the three (3) key study intersections. However, the implementation of improvements at the intersections will offset the project increment and result in an acceptable level of service at all locations. With the exception of the improvements at Lemon Avenue/SR-60 EB Ramps, these recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Site Access Evaluation Access to the project site will be provided via one (1) unsignalized driveway on Brea Canyon Road, consisting of right-turn in/out movements only. The proposed project driveway is forecast to operate at unacceptable LOS E during the AM peak hour for long-term (Year 2040) traffic conditions. It is not uncommon for unsignalized driveways, such as that of the Project, to experience a longer delay due to the heavy volumes on the major streets, like Brea Canyon Road. The Project Driveway is forecasted to operate at acceptable levels of service during all other time periods for Existing Plus Project and Year 2020 Cumulative Plus Project traffic conditions. Furthermore, the queuing analysis conducted for the Project Driveway indicates that adequate storage is provided on-site for the westbound right-turn movement at the Project Driveway. Therefore, no mitigation is recommended at the Project Driveway, given that the Project Driveway is forecasted to operate at acceptable levels of service during all other time periods for Existing Plus Project and Year 2020 Cumulative Plus Project traffic conditions and adequate 8.1.d Packet Pg. 395 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xv storage is provided on-site to accommodate that maximum queues forecasted for the westbound right-turn movement at the Project Driveway. Existing Plus Project Traffic Conditions Recommended Improvements (ICU) The results of the intersection capacity analysis presented previously in Table 8-1 shows that the proposed Project will significantly impact two (2) of study intersections under Existing Plus Project conditions and will require mitigation. Per the City’s requirements, the proposed Project may be required to implement the recommended improvements to mitigate direct impacts and/or pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects).The recommended improvements include the following: Intersection No. 5: Brea Canyon Road at Lycoming Street – Restripe northbound approach to provide an additional exclusive northbound left-turn lane. Restripe the eastbound shared left/through/right turn lane into an exclusive left-turn lane and shared through/right-turn lane. Restripe the westbound departure to accommodate two receiving lanes. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 9: SR-60 EB Ramps at Golden Springs Drive – Although this study intersection is considered to be impacted by the Project during the PM peak hour, improvements related to the SR-60/Lemon Avenue partial interchange will ultimately lead to the removal of the northern leg of the intersection. As such, the service levels are anticipated to drastically reduce as a result. Therefore, no mitigation measures are recommended. These recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 8.1.d Packet Pg. 396 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xvi Year 2020 Cumulative Plus Project Traffic Conditions Recommended Improvements (ICU) The results of the intersection capacity analysis presented previously in Table 8-2 shows that the proposed Project will significantly impact two (2) of the study intersections under Year 2020 Cumulative Plus Project conditions and will require mitigation. Per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects). The recommended improvements include the following: Intersection No. 5: Brea Canyon Road at Lycoming Street – (Same as recommended Existing Plus Project Improvements identified in Section 11.1.1) Restripe northbound approach to provide an additional exclusive northbound left-turn lane. Restripe the eastbound shared left/through/right turn lane into an exclusive left-turn lane and shared through/right-turn lane. Restripe the westbound departure to accommodate two receiving lanes. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 7: Brea Canyon Road at SR-60 WB Ramps – Restripe the westbound shared left/right turn lane into an exclusive left-turn lane. Construct an additional exclusive westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. In addition, although the proposed Project does not impact the following four (4) locations within the City of Diamond Bar, the Project will contribute, nominally, to the unacceptable service level at these intersections under Year 2020 Cumulative plus Project conditions. Therefore, per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements. Intersection No. 8: Brea Canyon Road at Golden Springs Drive – Construct an additional eastbound through-lane. Construct an additional exclusive westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 10: Lemon Avenue at Golden Springs Drive – Modify the existing traffic signal to provide a westbound right-turn overlap phase. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 11: Grand Avenue at SR-60 EB Ramps – This intersection is anticipated to be reconstructed to include an on-ramp connecting to the SR-60 EB on the west leg. As such, restripe the southbound approach to remove the exclusive left-turn lane and construct an exclusive right-turn lane. Construct an additional northbound through-lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. 8.1.d Packet Pg. 397 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xvii Intersection No. 12: Brea Canyon Road at Pathfinder Road – (Same as recommended Existing Plus Project Improvements identified in Section 11.1.1) Construct an additional exclusive eastbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. With the exception of the improvements at Lemon Avenue/Golden Springs Drive, these recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Year 2040 Buildout Plus Project Traffic Conditions Recommended Improvements (ICU) The results of the intersection capacity analysis presented previously in Table 8-3 shows that the proposed Project will significantly impact three (3) of the study intersections under Year 2040 Buildout Plus Project conditions and will require mitigation. Per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects). The recommended improvements include the following: Intersection No. 5: Brea Canyon Road at Lycoming Street – Restripe the northbound approach to provide an exclusive right-turn lane. Restripe northbound approach to provide an additional exclusive northbound left-turn lane and construct an additional northbound through lane. Construct two additional southbound through lanes. Restripe the eastbound shared left/through/right-turn lane to provide an exclusive left-turn lane and through lane. Restripe the westbound departure to accommodate two receiving lanes. Construct an exclusive eastbound right-turn lane. Restripe the westbound shared left/through/right-turn lane to provide an exclusive left turn lane and shared through/right-turn lane. Construct an additional westbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 7: Brea Canyon Road at SR-60 WB Ramps – Construct an additional northbound through-lane. Construct an additional southbound through-lane and convert the southbound right-turn lane into a free movement. Restripe the westbound shared left/right turn lane into an exclusive left-turn lane. Construct an additional exclusive westbound right- turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 8: Brea Canyon Road at Golden Springs Drive – Restripe the northbound approach to include an exclusive right-turn lane. Construct an additional northbound left-turn lane. Construct an additional exclusive southbound right-turn lane. Construct an additional eastbound through-lane. Construct an additional eastbound left-turn lane. Construct an additional exclusive westbound right-turn lane. Construct an additional westbound through-lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. 8.1.d Packet Pg. 398 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xviii In addition, although the proposed Project does not impact the following five (5) locations within the City of Diamond Bar, the Project will contribute, nominally, to the unacceptable service level at these intersections under Year 2040 Buildout Plus Project conditions. Therefore, per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements. Intersection No. 6: Grand Avenue at Golden Springs Drive – Construct an exclusive northbound right-turn lane. Construct two additional northbound through lanes. Construct two additional southbound through lanes and convert the southbound right-turn lane into a free movement. Construct an additional eastbound through lane. Restripe the westbound approach to provide an exclusive right-turn lane. Construct an additional westbound right- turn lane. Construct two additional westbound through lanes. Construct an additional westbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 10: Lemon Avenue at Golden Springs Drive – Modify the traffic signal to provide split phasing for the northbound and southbound approaches, a southbound right- turn overlap phase and a westbound right-turn overlap phase. Restripe the southbound approach to provide a shared left/through lane. Construct an additional southbound right- turn lane. Restripe the eastbound approach to provide an exclusive right-turn lane. Construct an additional westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 11: Grand Avenue at SR-60 EB Ramps – This intersection is anticipated to be reconstructed to include an on-ramp connecting to the SR-60 EB on the west leg. As such, restripe the southbound approach to remove the exclusive left-turn lane and construct a shared/through-right-turn lane. Construct an exclusive southbound right-turn lane. Construct two additional northbound through-lanes. Construct an additional eastbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 12: Brea Canyon Road at Pathfinder Road – Construct an additional eastbound left-turn lane. Restripe the westbound shared through/right-turn lane to a through lane. Construct an additional westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 15: Lemon Avenue at SR-60 EB Ramps – Restripe the outer northbound through-lane to convert it to a shared through/right-turn lane. Restripe the southbound approach to provide a second southbound left-turn lane. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. With the exception of the improvements at Brea Canyon Road/Valley Boulevard, Lemon Avenue/Valley Boulevard, Lemon Avenue/Golden Springs Drive and Lemon Avenue/SR-60 EB Ramps, these recommended improvements are consistent with those identified in the Traffic 8.1.d Packet Pg. 399 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xix Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Existing Plus Project Traffic Conditions Recommended Improvements (Caltrans) The proposed Project will not significantly impact any of the state-controlled study intersections under the “Existing Plus Project” traffic scenario. Given that there are no significant impacts, no improvements are required under this traffic scenario. Year 2020 Cumulative Plus Project Traffic Conditions Recommended Improvements (Caltrans) The proposed Project will not significantly impact any of the state-controlled study intersections under the “Year 2020 Cumulative Plus Project” traffic scenario. Given that there are no significant impacts, no improvements are required under this traffic scenario. Year 2040 Buildout Plus Project Traffic Conditions Recommended Improvements (Caltrans) The Project will cumulatively impact three (3) state-controlled study intersections. The recommended improvements include the following: Intersection No. 7: Brea Canyon Road at SR-60 WB Ramps – (Same as recommended Year 2040 Buildout Plus Project Improvements identified in Section 11.1.3) Construct an additional northbound through-lane. Construct an additional southbound through-lane and convert the southbound right-turn lane into a free movement. Restripe the westbound shared left/right turn lane into an exclusive left-turn lane. Construct an additional exclusive westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 11: Grand Avenue at SR-60 EB Ramps – (Same as recommended Year 2040 Buildout Plus Project Improvements identified in Section 11.1.3) This intersection is anticipated to be reconstructed to include an on-ramp connecting to the SR-60 EB on the west leg. As such, restripe the southbound approach to remove the exclusive left-turn lane and construct a shared/through-right-turn lane. Construct an exclusive southbound right-turn lane. Construct two additional northbound through-lanes. Construct an additional eastbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 15: Lemon Avenue at SR-60 EB Ramps – (Same as recommended Year 2040 Buildout Plus Project Improvements identified in Section 11.1.3) Restripe the outer northbound through-lane to convert it to a shared through/right-turn lane. Restripe the southbound approach to provide a second southbound left-turn lane. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. With the exception of the improvements at Lemon Avenue/SR-60 EB Ramps, these recommended improvements are consistent with those identified in the Traffic Impact Analysis 8.1.d Packet Pg. 400 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xx for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Fair-Share Contribution The total improvement cost for the Year 2020 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $956,820.00 and $359,040.00, respectively. The total Project fair-share contribution amount for the Year 2020 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $172,292.00 and $69,339.00, respectively. The total improvement cost for the Year 2040 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $6,630,840.00 and $2,760,720.00, respectively. The total Project fair-share contribution amount for the Year 2040 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $370,191.00 and $235,088.00, respectively. CMP Compliance Assessment The proposed Project will not have an impact on the Los Angeles County Congestion Management Program roadway network. Caltrans Freeway Mainline Segment Analysis Basic freeway segment analysis for freeway segments was conducted at twelve (12) Caltrans freeway segments in the vicinity of the proposed Project. The segments west of Lemon Avenue are only analyzed under future conditions, which coincide with the installation of the new interchange at SR-60/Lemon Avenue. The following twelve (12) segments were included for analysis: 1. SR-60 westbound, west of Lemon Avenue (Future) 2. SR-60 eastbound, west of Lemon Avenue (Future) 3. SR-60 westbound, west of Brea Canyon Road 4. SR-60 eastbound, west of Brea Canyon Road 5. SR-60 westbound, west of Grand Avenue 6. SR-60 eastbound, west of Grand Avenue 7. SR-60 westbound, east of Grand Avenue 8. SR-60 eastbound, east of Grand Avenue 9. SR-57 northbound, north of Pathfinder Road 10. SR-57 southbound, north of Pathfinder Road 11. SR-57 northbound, south of Pathfinder Road 12. SR-57 southbound, south of Pathfinder Road Existing Traffic Conditions – Seven (7) of the ten freeway segments currently operate at unacceptable LOS E or F during the AM and/or PM peak hours. Existing Plus Project Traffic Conditions – Seven (7) of the ten existing freeway segments are forecast to operate at an unacceptable level of service during the AM and/or PM peak hours. However, the project will not significantly impact any of the key freeway segments based on the LOS standards defined in this report. 8.1.d Packet Pg. 401 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xxi Year 2020 Cumulative Plus Project Traffic Conditions – Nine (9) of the twelve freeway segments are forecast to operate at an unacceptable level of service during the AM and/or PM peak hours. However, the project will not significantly impact any of the key freeway segments based on the LOS standards defined in this report. Year 2040 Buildout Plus Project Traffic Conditions – Ten (10) of the twelve freeway segments are forecast to operate at an unacceptable level of service during the AM and/or PM peak hours. However, the project will not significantly impact any of the key freeway segments based on the LOS standards defined in this report. Caltrans Freeway Weaving Analysis Freeway weaving analysis was completed for SR-60 eastbound on-ramp, between Golden Springs Drive and SR-57 SB ramp. It should be noted that due to the future ramps at the SR- 60/Lemon Avenue, this ramp will be demolished under future conditions. Existing Traffic Conditions – The weaving segment currently operates at unacceptable LOS F during both the AM and PM peak hours under Existing traffic conditions. Existing Plus Project Traffic Conditions – The weaving segment is still forecast to operate at unacceptable LOS F during both the AM and PM peak hours. However, the project will not significantly impact any of the key freeway weaving segments based on the LOS standards defined in this report. With the installation of the new ramp at SR-60/Lemon Avenue, a weaving analysis has been prepared for the SR-60 eastbound on-ramp, between Lemon Avenue and SR-57 SB interchange segment under Year 2020 Cumulative and Year 2040 Buildout traffic conditions. Year 2020 Cumulative Plus Project Traffic Conditions – The weaving segment is forecast to continue to operate at unacceptable LOS F during both the AM and PM peak hours. However, the project will not significantly impact any of the key freeway weaving segments based on the LOS standards defined in this report. Year 2040 Buildout Plus Project Traffic Conditions – The weaving segment is forecast to continue to operate at unacceptable LOS F during both the AM and PM peak hours. However, the project will not significantly impact any of the key freeway weaving segments based on the LOS standards defined in this report. Caltrans Freeway Merge/Diverge Ramp Junction Analysis Merge and/or Diverge analysis for freeway ramp junctions were conducted at eight (8) freeway ramps in the vicinity of the proposed Project. The ramps at Lemon Avenue are only analyzed under future conditions, which coincide with the installation of the new interchange at SR- 60/Lemon Avenue. The following eight (8) ramp junctions were included for analysis: 1. SR-60 westbound, merge from Brea Canyon Road 2. SR-57/60 westbound, diverge to Brea Canyon Road 8.1.d Packet Pg. 402 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx xxii 3. SR-60 eastbound, diverge to Golden Springs Drive 4. SR-57 southbound, diverge to Pathfinder Road 5. SR-57 southbound, merge from Pathfinder Road 6. SR-60 westbound, merge from Lemon Avenue (Future) 7. SR-60 eastbound, diverge to Lemon Avenue (Future) 8. SR-60 eastbound, merge from Lemon Avenue (Future) Existing Traffic Conditions – Three (3) of the five existing freeway ramp junctions are forecast to operate at unacceptable LOS F during the AM and PM peak hours under Existing traffic conditions Existing Plus Project Traffic Conditions – Three (3) of the five existing freeway ramp junctions are forecast to operate at an unacceptable level of service during the AM and PM peak hours. However, the project will not significantly impact any of the key freeway ramp junctions based on the LOS standards defined in this report. Year 2020 Cumulative Plus Project Traffic Conditions – Five (5) of the seven freeway ramp junctions are forecast to operate at an unacceptable level of service during the AM and PM peak hours. However, the project will not significantly impact any of the key freeway ramp junctions based on the LOS standards defined in this report. Year 2040 Buildout Plus Project Traffic Conditions – Seven (7) freeway ramp junctions are forecast to operate at an unacceptable level of service during the AM and PM peak hours. However, the project will not significantly impact any of the key freeway ramp junctions based on the LOS standards defined in this report. 8.1.d Packet Pg. 403 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 1 REVISED TRAFFIC IMPACT ANALYSIS REPORT BREA CANYON BUSINESS CENTER Diamond Bar, California August 23, 2019 1.0 INTRODUCTION This Traffic Impact Analysis addresses the potential traffic impacts and circulation needs associated with the proposed Brea Canyon Business Center Project (hereinafter referred to as Project) in the City of Diamond Bar, California. The project site is a 5.73-acre triangular shaped parcel of land located along the eastside of Brea Canyon Road, north of the SR-60 freeway. The proposed Project is a mixed-use center with a total floor area of 118,002 square-feet (SF) within three (3) buildings. 1.1 Scope of Work This report documents the findings and recommendations of a traffic impact analysis conducted by Linscott, Law & Greenspan, Engineers (LLG) to determine the potential impacts associated with the proposed Project. The traffic analysis evaluates the operating conditions at thirteen (13) existing study intersections and two (2) future study intersections within the project vicinity, estimates the trip generation potential of the proposed Project, and superimposes the project-related traffic volumes on the circulation system as it currently exists. In addition, the analysis forecasts future near-term and long-term operating conditions with and without the Project, and where necessary, identifies appropriate intersection improvements/mitigation measures. The Project site has been visited and an inventory of adjacent area roadways and intersections was performed. Existing peak hour traffic information has been collected at thirteen (13) locations on a “typical” weekday for use in the preparation of intersection level of service calculations. Information concerning cumulative projects (planned and/or approved) in the vicinity of the Project has been researched at the City of Diamond Bar, City of Walnut, and City of Industry. Based on our research, five (5) planned projects were considered in the cumulative traffic analysis for this Project. The Scope of Work for this Project was coordinated with City staff and satisfies the City of Diamond Bar requirements as outlined in the Traffic Impact Analysis Guidelines (Revised October 2009) and is consistent with the current Congestion Management Program (CMP) for Los Angeles County and the State of California Department of Transportation (Caltrans) Guide for the Preparation of Traffic Impact Studies. 8.1.d Packet Pg. 404 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 2 1.2 Study Area The thirteen (13) existing key study intersections selected for evaluation in this report provide both regional and local access to the study area. These study locations were identified using the City’s “16 trip threshold criteria” and discussions with City Staff. In addition, an assessment of the project driveway has been prepared. They consist of the following: 1. Grand Avenue at Valley Boulevard (City of Industry) 2. Brea Canyon Road at Valley Boulevard (City of Industry) 3. Lemon Avenue at Valley Boulevard (City of Industry) 4. Lemon Avenue at Lycoming Street (City of Diamond Bar) 5. Brea Canyon Road at Lycoming Street (City of Diamond Bar) 6. Grand Avenue at Golden Springs Drive (City of Diamond Bar) 7. Brea Canyon Road at SR-60 WB Ramps (City of Diamond Bar/Caltrans) 8. Brea Canyon Road at Golden Springs Drive (City of Diamond Bar) 9. SR-60 EB Ramps at Golden Springs Drive (City of Diamond Bar/Caltrans) 10. Lemon Avenue at Golden Springs Drive (City of Diamond Bar) 11. Grand Avenue at SR-60 EB Ramps (City of Diamond Bar/Caltrans) 12. Brea Canyon Road at Pathfinder Road (City of Diamond Bar) 13. SR-57 SB Ramps at Pathfinder Road (City of Diamond Bar/Caltrans) Figure 1-1 presents a Vicinity Map, which illustrates the general location of the Project and depicts the study locations and surrounding street system. Based on coordination with City Staff, a new SR-60 partial diamond interchange is currently under construction at Lemon Avenue, west of the project site. Specifically, a westbound on-ramp and eastbound on-ramp and eastbound off-ramp will be added at Lemon Avenue and both will be signalized intersections. With the completion of this new interchange, the existing SR-60 EB hook ramp at Brea Canyon Road will be demolished. As such, the near-term (Year 2020) and long-term (Year 2040) traffic conditions include the demolition of SR-60 EB Ramps/Golden Springs Drive (Intersection #9) and the addition of two (2) future study intersections at the new ramps: 14. Lemon Avenue at SR-60 WB Ramp (City of Diamond Bar/Caltrans) 15. Lemon Avenue at SR-60 EB Ramps (City of Diamond Bar/Caltrans) Level of Service (LOS) calculations for the AM and PM peak hours at these study intersections were performed to evaluate the future potential traffic impacts associated with anticipated area growth, related projects, and the proposed Project. 8.1.d Packet Pg. 405 8.1.dPacket Pg. 406 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 3 Included in this traffic analysis are: • Existing traffic counts, • Estimated project traffic generation/distribution/assignment, • Estimated cumulative project traffic generation/distribution/assignment, • AM and PM peak hour capacity analyses for existing conditions (Year 2018) and existing plus project conditions, • AM and PM peak hour capacity analyses for future (Year 2020 & 2040) conditions without and with project traffic, • Caltrans Analysis, • Site access and internal circulation assessment, • Area-Wide Traffic Improvements and Fair-Share Contribution, • Congestion Management Program Compliance Assessment, and • Caltrans Freeway Analysis 8.1.d Packet Pg. 407 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 4 2.0 PROJECT DESCRIPTION The proposed Project is a 5.73-acre triangular shaped parcel of land located along the eastside of Brea Canyon Road, north of the SR-60 freeway in the City of Diamond Bar, California. The Project site is currently developed and utilized as an RV/boat storage facility. Figure 2-1 presents an aerial of the proposed Project site. The proposed Project is a mixed-use center with a total floor area of 118,002 SF within three (3) buildings. The proposed mix of uses consists of a 61,460 SF and 109-room, four-story limited services business hotel (H1) to be occupied by Hilton Hampton Inn & Suites, a three-story, 47,642 SF office/medical office building (O1) with 31,998 SF of office use and 15,644 SF of medical office use, and a 8,900 SF medical office building (O2). The proposed on-site parking supply for the Project totals 289 spaces. Table 2-1 summarizes the proposed uses and associated floor areas for the Project. Figure 2-2 illustrates the proposed site plan for the Project prepared by GAA Architects. The proposed Hilton Hampton Inn & Suites hotel (H1) will provide limited services (no restaurant) and limited to no meeting/conference space is available for use, thus reducing the occupancy of the guests during the day. It is an extended stay product with built-in kitchenettes and has a very low turnover rate. The staff will be minimal for an extended stay product, as the rooms will not have to be cleaned as frequently. The Project is expected to be completed over the next couple of years, but is dependent on several factors. Hence, to provide a conservative assessment, Year 2020 has been utilized to assess the Project’s potential opening year (full buildout/occupancy) traffic impacts within a near-term cumulative setting. 2.1 Site Access Access to the Project site will be provided via one (1) unsignalized driveway on Brea Canyon Road, consisting of right-turn in/out movements only. 8.1.d Packet Pg. 408 8.1.dPacket Pg. 409 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 5 TABLE 2-1 PROJECT DEVELOPMENT SUMMARY 1 Building / Land Use Building Floor Area (SF-GFA) H1: Hotel (109 rooms) 61,460 SF O1: Office 31,998 SF O1: Medical Office 15,644 SF O1 Office Subtotal: 47,642 SF O2: Medical Office 8,900 SF Total Building Floor Area with Outdoor Dining Area 118,002 SF Parking Provided Total Spaces Total Parking Supply 289 spaces Notes: SF-GFA = square feet of gross floor area 1 Source: Brea Canyon Business Park, Diamond Bar Conceptual Site Plan, prepared by GAA Architects. 8.1.d Packet Pg. 410 8.1.dPacket Pg. 411 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 6 3.0 EXISTING CONDITIONS 3.1 Regional Access The Orange Freeway (State Route 57) and the Pomona Freeway (State Route 60) provide regional access to the City of Diamond Bar. The two freeways intersect one another in the northwest quadrant of the City. Primary access to the Project site is provided via the Golden Springs Drive/Brea Canyon Road/SR-60 Freeway Interchange. The local street network within the City of Diamond Bar that services the project includes Valley Boulevard, Brea Canyon Road, Golden Springs Drive, Grand Avenue and Lemon Avenue. The following discussion provides a brief synopsis of these key area streets. The descriptions are based on an inventory of existing roadway conditions. Valley Boulevard is a five-lane, divided roadway east of Lemon Avenue and a six-lane, divided roadway west of Lemon Avenue, located north of the project site and is oriented in the east-west direction. The posted speed limit on Valley Boulevard within the vicinity of the project site is 50 miles per hour (mph). On-street parking is not permitted on either side of the roadway within the vicinity of the Project. Traffic signals control the study intersections of Valley Boulevard at Lemon Avenue, Brea Canyon Road, and Grand Avenue. Brea Canyon Road is generally a four-lane, divided roadway oriented in the northeast-southwest direction and borders the Project site to the west. The posted speed limit on Brea Canyon Road ranges from 40 - 50 mph in the vicinity of the project. On-street parking is not permitted along either side of the roadway in the vicinity of the project. Traffic signals control the study intersections of Brea Canyon Road at Valley Boulevard, Lycoming Street, SR-60 WB Ramps, Golden Springs Drive, and Pathfinder Road. Golden Springs Drive is a four-lane, divided roadway located south of the project site and is oriented in the east-west direction. The posted speed limit on Golden Springs Drive is 45 mph. On- street parking is not permitted on either side of the roadway within the vicinity of the Project. Traffic signals control the study intersections of Golden Springs Drive at Lemon Avenue, SR-60 EB Ramp, Brea Canyon Road, and Grand Avenue. Grand Avenue is a six-lane, divided roadway north of the SR-60 Ramps, and a five-lane divided roadway south of the SR-60 Ramps, oriented in the northwest-southeast direction. The posted speed limit on Grand Avenue is 50 mph. On-street parking is not permitted on either side of the roadway within the vicinity of the Project. Lemon Avenue is a four-lane, divided roadway oriented in the north-south direction. The posted speed limit on Lemon Avenue is 40 mph. On-street parking is not permitted on either side of the roadway within the vicinity of the project. 8.1.d Packet Pg. 412 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 7 Figure 3-1 presents an inventory of the existing roadway conditions for the arterials and intersections evaluated in this report. The number of travel lanes and intersection controls for the key area intersections are identified. 3.2 Existing Traffic Volumes Manual counts of vehicular turning movements were conducted at the existing thirteen (13) study locations during the weekday morning and evening peak commuter periods to determine the AM peak hour and PM peak hour traffic volumes. The traffic counts of the study intersections were conducted in January and February 2018 by National Data and Surveying Services. Figures 3-2 and 3-3 depict the existing AM and PM peak hour traffic volumes at the key study intersections, respectively. Appendix A contains the existing intersection turning movement traffic count data. 3.3 Existing Intersection Conditions 3.3.1 Intersection Capacity Utilization (ICU) Method of Analysis In conformance with the City of Diamond Bar, City of Industry, and LA County CMP requirements, existing AM and PM peak hour operating conditions for the key signalized study intersections were evaluated using the Intersection Capacity Utilization (ICU) method. The ICU technique is intended for signalized intersection analysis and estimates the volume to capacity (V/C) relationship for an intersection based on the individual V/C ratios for key conflicting traffic movements. The ICU numerical value represents the percent signal (green) time, and thus capacity, required by existing and/or future traffic. It should be noted that the ICU methodology assumes uniform traffic distribution per intersection approach lane and optimal signal timing. The ICU calculations use a lane capacity of 1,600 vehicles per hour (vph) for left-turn, through, and right-turn lanes, and dual left turn capacity of 2,880 vph. A clearance adjustment factor of 0.10 (10%) was added to each Level of Service calculation. The ICU value translates to a Level of Service (LOS) estimate, which is a relative measure of the intersection performance. The six qualitative categories of Level of Service have been defined along with the corresponding ICU value range and are shown in Table 3-1. The ICU value is the sum of the critical volume to capacity ratios at an intersection; it is not intended to be indicative of the LOS of each of the individual turning movements. 8.1.d Packet Pg. 413 8.1.dPacket Pg. 414 8.1.dPacket Pg. 415 8.1.dPacket Pg. 416 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 8 TABLE 3-1 LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS (ICU)2 Level of Service (LOS) Intersection Capacity Utilization Value (V/C) Level of Service Description A ≤ 0.60 EXCELLENT. No vehicle waits longer than one red light, and no approach phase is fully used. B 0.61 – 0.70 VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted within groups of vehicles. C 0.71 – 0.80 GOOD. Occasionally drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D 0.81 – 0.90 FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E 0.91 – 1.00 POOR. Represents the most vehicles intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F > 1.00 FAILURE. Backups from nearby locations or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Potentially very long delays with continuously increasing queue lengths. 2 Source: Transportation Research Board Circular 212 - Interim Materials on Highway Capacity. 8.1.d Packet Pg. 417 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 9 3.3.2 Highway Capacity Manual (HCM) Method of Analysis (Unsignalized Intersections) The HCM unsignalized methodology for stop-controlled intersections (i.e. Project Driveway) was utilized for the analysis of the unsignalized intersections. This methodology estimates the average control delay for each of the subject movements and determines the level of service for each movement. For all-way stop controlled intersections, the overall average control delay measured in seconds per vehicle, and level of service is then calculated for the entire intersection. For one-way and two-way stop-controlled (minor street stop-controlled) intersections, this methodology estimates the worst side street delay, measured in seconds per vehicle and determines the level of service for that approach. The HCM control delay value translates to a Level of Service (LOS) estimate, which is a relative measure of the intersection performance. The six qualitative categories of Level of Service have been defined along with the corresponding HCM control delay value range, as shown in Table 3-2. 3.3.3 Level of Service Criteria According to the Cities of Diamond Bar and Industry, LOS D is the minimum acceptable service level that should be maintained during the peak commute hours. Consistent with this standard, the City of Diamond Bar’s General Plan and Traffic Impact Analysis Guidelines (Revised October 2009) specifies LOS D as the minimum acceptable service level at intersections. 3.4 Pedestrian Circulation Pedestrian circulation would be provided via existing public sidewalks along Brea Canyon Road and Lycoming Street within the vicinity of the Project. The proposed Project will protect the existing sidewalk along the Project frontage on these roadways. The existing sidewalk system within the Project vicinity provides direct connectivity to the existing development located along major thoroughfares. 3.5 Existing Public Transit The Foothill Transit provides public transit services in the vicinity of the proposed Project. In the vicinity of the Project, the Riverside Line currently connects to the City of Industry Station, east of Brea Canyon Road and north of Washington Avenue, north of the Project site. In addition, Route 194 serves Grand Avenue and Valley Boulevard; Routes 482 and 493 serves Brea Canyon Road and Golden Springs Drive; Routes 495 and 497 serves Brea Canyon Road, Currier Road, Lemon Avenue and the SR-60 Freeway; and Routes 853 and 854 serves Golden Springs Drive, within the vicinity of the proposed Project. Figure 3-4 graphically illustrates the transit routes of Foothill Transit within the vicinity of the Project site. Figure 3-5 identifies the location of the existing Foothill Transit bus stops in proximity to the Project site. 3.6 Existing Bicycle Plan The City of Diamond Bar promotes bicycling as a means of mobility and a way in which to improve the quality of life within its community. The Metro Bike Map recognizes the needs of bicycle users and aims to create a complete and safe bicycle network throughout the City. The City of Diamond 8.1.d Packet Pg. 418 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 10 Bar Bicycle Facilities referenced in the Metro Bike Map, in the vicinity of the Project site, is shown on Figure 3-6. 3.7 Existing Level of Service Results Table 3-3 summarizes the existing peak hour service level calculations for the key study intersections based on existing traffic volumes presented in Figures 3-2 and 3-3, current street geometry, and intersection traffic control. As shown, two (2) study intersections currently operate at unacceptable level of service during the AM and/or PM peak hours. The remaining key study intersections currently operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street -- -- 0.93 E 9. SR-60 EB Ramps at Golden Springs Drive 0.98 E 0.94 E Appendix B contains the existing ICU/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 419 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 11 TABLE 3-2 LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS (HCM)3 Level of Service (LOS) Highway Capacity Manual Delay Value (sec/veh) Level of Service Description A ≤ 10.0 Little or no delay B > 10.0 and ≤ 15.0 Short traffic delays C > 15.0 and ≤ 25.0 Average traffic delays D > 25.0 and ≤ 35.0 Long traffic delays E > 35.0 and ≤ 50.0 Very long traffic delays F > 50.0 Severe congestion 3 Source: Highway Capacity Manual 6th Edition, Chapter 20 (Two-Way Stop Control). 8.1.d Packet Pg. 420 8.1.dPacket Pg. 421 8.1.dPacket Pg. 422 8.1.dPacket Pg. 423 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 12 TABLE 3-3 EXISTING PEAK HOUR LEVELS OF SERVICE Key Intersection Time Period Jurisdiction Control Type ICU LOS 1. Grand Avenue at AM Industry 8∅ Traffic Signal 0.70 B Valley Boulevard PM 0.77 C 2. Brea Canyon Road at AM Industry 3∅ Traffic Signal 0.67 B Valley Boulevard PM 0.80 C 3. Lemon Avenue at AM Industry 8∅ Traffic Signal 0.67 B Valley Boulevard PM 0.81 D 4. Lemon Avenue at AM Diamond Bar 3∅ Traffic Signal 0.58 A Lycoming Street PM 0.55 A 5. Brea Canyon Road at AM Diamond Bar 5∅ Traffic Signal 0.90 D Lycoming Street PM 0.93 E 6. Grand Avenue at AM Diamond Bar 8∅ Traffic Signal 0.85 D Golden Springs Drive PM 0.82 D 7. Brea Canyon Road at AM Diamond Bar/ Caltrans 3∅ Traffic Signal 0.87 D SR-60 WB Ramps PM 0.81 D 8. Brea Canyon Road at AM Diamond Bar 8∅ Traffic Signal 0.86 D Golden Springs Drive PM 0.89 D 9. SR-60 EB Ramps at AM Diamond Bar/ Caltrans 6∅ Traffic Signal 0.98 E Golden Springs Drive PM 0.94 E 10. Lemon Avenue at AM Diamond Bar 8∅ Traffic Signal 0.65 B Golden Springs Drive PM 0.64 B 11. Grand Avenue at AM Diamond Bar/ Caltrans 3∅ Traffic Signal 0.72 C SR-60 EB Ramps PM 0.90 D 12. Brea Canyon Road at AM Diamond Bar 3∅ Traffic Signal 0.66 B Pathfinder Road PM 0.90 D 13. SR-57 SB Ramps at AM Diamond Bar/ Caltrans 3∅ Traffic Signal 0.68 B Pathfinder Road PM 0.66 B 14. Lemon Avenue at AM Diamond Bar/ Caltrans 2∅ Traffic Signal Future Intersection SR-60 WB Ramp PM 15. Lemon Avenue at AM Diamond Bar/ Caltrans 3∅ Traffic Signal Future Intersection SR-60 EB Ramps PM Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. 8.1.d Packet Pg. 424 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 13 4.0 TRAFFIC FORECASTING METHODOLOGY In order to estimate the traffic impact characteristics of the proposed Project, a multi-step process has been utilized. The first step is traffic generation, which estimates the total arriving and departing traffic on a peak hour and daily basis. The traffic generation potential is forecast by applying the appropriate vehicle trip generation equations or rates to the project development tabulation. The second step of the forecasting process is traffic distribution, which identifies the origins and destinations of inbound and outbound project traffic. These origins and destinations are typically based on demographics and existing/expected future travel patterns in the study area. The third step is traffic assignment, which involves the allocation of project traffic to study area streets and intersections. Traffic assignment is typically based on minimization of travel time, which may or may not involve the shortest route, depending on prevailing operating conditions and travel speeds. Traffic distribution patterns are indicated by general percentage orientation, while traffic assignment allocates specific volume forecasts to individual roadway links and intersection turning movements throughout the study area. With the forecasting process complete and project traffic assignments developed, the impact of the Project is isolated by comparing operational (LOS) conditions at selected key intersections using expected future traffic volumes with and without forecast project traffic. The need for site-specific and/or cumulative local area traffic improvements can then be evaluated. 8.1.d Packet Pg. 425 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 14 5.0 PROJECT TRAFFIC CHARACTERISTICS 5.1 Project Traffic Generation Traffic generation is expressed in vehicle trip ends, defined as one-way vehicular movements, either entering or exiting the generating land use. Generation equations and/or rates used in the traffic forecasting procedure can be found in the 10th Edition of Trip Generation, published by the Institute of Transportation Engineers (ITE) [Washington, D.C., 2017]. Table 5-1 summarizes the trip generation rates used in forecasting the vehicular trips generated by the proposed Project and also presents the project’s forecast peak hour and daily traffic volumes. As shown in the upper portion of Table 5-1, ITE Land Use 310: Hotel, ITE Land Use 710: General Office Building and ITE Land Use 720: Medical-Dental Office Building were used to forecast the trip generation potential of the proposed Project. As shown in the lower portion of Table 5-1, the proposed Project has a total trip forecast potential of 2,077 daily trips (one half arriving, one half departing), with 156 trips (115 inbound, 41 outbound) produced in the AM peak hour and 187 trips (63 inbound, 124 outbound) produced in the PM peak hour on a typical weekday. Please note that additional trip credits for the existing RV and boat storage facility were not accounted for to provide a conservative assessment. 5.2 Project Traffic Distribution and Assignment Project traffic volumes both entering and exiting the site have been distributed and assigned to the adjacent street system based on the following considerations: location of site access points in relation to the surrounding street system, the site's proximity to major traffic carriers and regional access routes, physical characteristics of the circulation system such as lane channelization and presence of traffic signals that affect travel patterns, and presence of traffic congestion in the surrounding vicinity future SR-60 Lemon Avenue Interchange coordination with City staff Figure 5-1 illustrates the general, directional traffic distribution pattern for the Project. It should be noted that the directional traffic distribution pattern represented in Figure 5-1 will be analyzed under existing plus project traffic conditions. Please note that the traffic distribution pattern takes into consideration the right-turn in/out only restrictions at the Project Driveway along Brea Canyon Road, where outbound project traffic is anticipated to make northbound U-turns at the intersection of Brea Canyon Road/Lycoming Street (it has been confirmed that U-turns are permitted at this intersection). 8.1.d Packet Pg. 426 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 15 Please note that the Lemon Interchange is currently under construction and is anticipated to be completed prior to opening year (2020). Therefore, Figure 5-2 illustrates the general, directional traffic distribution pattern for the Project inclusive of the new SR-60/Lemon Avenue partial diamond interchange improvements. It should be noted that the directional traffic distribution pattern represented in Figure 5-2 will be analyzed under near-term and long-term traffic conditions. Please note that in addition to the Project Driveway restrictions described above, the traffic distribution pattern presented in Figure 5-2 is representative of the shift in anticipated travel patterns for the Project with the construction of the new SR-60/Lemon Avenue partial diamond interchange. For example, outbound Project traffic that ultimately makes its way to the SR-57 south of the site would do so via a u-turn at Lycoming St/Brea Canyon Rd and working their way south via the street system ultimately entering the SR-57 via Pathfinder Rd. The corresponding inbound trip would exit the SR- 60 westbound off-ramp at Brea Canyon Road adjacent to the Project site. Similarly, outbound Project traffic that ultimately making its way to the SR-60 east of the site would do so via a u-turn at Lycoming St/Brea Canyon Rd and working their way south/east via the street system ultimately entering the SR-60 via Grand Avenue. The corresponding inbound trip would exit the SR-60 westbound off-ramp at Brea Canyon Road adjacent to the Project site. The anticipated AM and PM peak hour traffic volumes associated with the proposed Project under existing conditions are presented in Figures 5-3 and 5-4, respectively. The traffic volume assignments presented in Figures 5-3 and 5-4 reflect the traffic distribution characteristics shown in Figure 5-1 and the traffic generation forecast presented in Table 5-1. The anticipated AM and PM peak hour traffic volumes associated with the proposed Project under future conditions are presented in Figures 5-5 and 5-6, respectively. The traffic volume assignments presented in Figures 5-5 and 5-6 reflect the traffic distribution characteristics shown in Figure 5-2 and the traffic generation forecast presented in Table 5-1. 8.1.d Packet Pg. 427 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 16 TABLE 5-1 PROJECT TRAFFIC GENERATION FORECAST 4 ITE Land Use Code/ Daily AM Peak Hour PM Peak Hour Project Description 2-Way Enter Exit Total Enter Exit Total Generation Factors: • 310: Hotel (TE/Room) 8.36 59% 41% 0.47 51% 49% 0.60 • 710: General Office Building (TE/1000 SF) 9.74 86% 14% 1.16 16% 84% 1.15 • 720: Medical-Dental Office Building (TE/1000 SF) 34.80 78% 22% 2.78 28% 72% 3.46 Proposed Project: • Hotel (109 rooms) 911 30 21 51 33 32 65 • Office (31,998 SF) 312 32 5 37 6 31 37 • Medical Office (24,544 SF) 854 53 15 68 24 61 85 Total Proposed Project Trip Generation 2,077 115 41 156 63 124 187 Notes: TE/1000 SF = Trip end per 1,000 SF of development 4 Source: Trip Generation, 10th Edition, Institute of Transportation Engineers, (ITE) [Washington, D.C. (2017)]. 8.1.d Packet Pg. 428 8.1.dPacket Pg. 429 8.1.dPacket Pg. 430 8.1.dPacket Pg. 431 8.1.dPacket Pg. 432 8.1.dPacket Pg. 433 8.1.dPacket Pg. 434 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 17 5.3 Existing Plus Project Traffic Conditions The existing plus project traffic conditions have been generated based upon existing conditions and the estimated project traffic. These forecast traffic conditions have been prepared pursuant to the California Environmental Quality Act (CEQA) guidelines, which require that the potential impacts of a Project be evaluated upon the circulation system as it currently exists. This traffic volume scenario and the related intersection capacity analyses will identify the roadway improvements necessary to mitigate the direct traffic impacts of the Project, if any. Figures 5-7 and 5-8 present projected AM and PM peak hour traffic volumes at the key study intersections with the addition of the trips generated by the proposed Project to existing traffic volumes, respectively. 8.1.d Packet Pg. 435 8.1.dPacket Pg. 436 8.1.dPacket Pg. 437 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 18 6.0 FUTURE TRAFFIC CONDITIONS 6.1 Ambient Traffic For the horizon year, background traffic growth estimates have been calculated using an ambient growth factor. The ambient traffic growth factor is intended to include unknown and future related projects in the study area, as well as account for regular growth in traffic volumes due to the development of projects outside the study area. Background traffic in the study area has been estimated to increase at a rate of approximately 1% per year in the near term. For the Year 2020, the existing (Year 2018) traffic volumes were increased by 2% to reflect area-wide regional growth in traffic. Similarly, background traffic in the study area has been estimated to increase at a rate of approximately 0.5% per year between the near term and long term. For Year 2040, the near term (Year 2020) traffic volumes were increased by 10% to reflect area-wide regional growth in traffic. 6.2 Cumulative Projects Traffic Characteristics In order to make a realistic estimate of future on-street conditions prior to implementation of the proposed Project, the status of other known development projects (cumulative projects) within a two-mile radius of the proposed project has been researched at the City of Diamond Bar, City of Walnut, and City of Industry. With this information, the potential impact of the proposed Project can be evaluated within the context of the cumulative impact of all ongoing development. Based on our research, there are five (5) cumulative projects within the vicinity of the project. These cumulative projects have either been built, but not yet fully occupied, are approved or are being processed for approval. These five (5) related projects have been included as part of the cumulative background setting. It should be noted that the Industry Business Center (IBC), identified as cumulative project no. 5, was considered in the cumulative analysis under long-term conditions given no development is planned at the site within the near-term (Year 2020) cumulative traffic seting. Table 6-1 provides a brief description for each of the five (5) related projects. Figure 6-1 graphically illustrates the location of the five (5) related projects. These related projects are expected to generate vehicular traffic, which may affect the operating conditions of the key study intersections. Table 6-2 summarizes the trip generation potential for all five (5) cumulative projects on a daily and peak hour basis for a typical weekday. As shown, the cumulative projects are expected to generate 69,967 daily trips, with 5,683 trips (4,493 inbound, 1,190 outbound) anticipated during the AM peak hour and 7,501 trips (2,471 inbound, 5,030 outbound) produced during the PM peak hour. Figures 6-2A and 6-3A present the near-term (Year 2020) AM and PM peak hour cumulative project traffic volumes, respectively, with the exception of the anticipated trips generated by the IBC cumulative project. Figures 6-2B and 6-3B present the AM and PM peak hour volumes for IBC, respectively. It 8.1.d Packet Pg. 438 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 19 should be noted that these volumes were taken directly from the Traffic Impact Analysis for Industry Business Center prepared by LLG Engineers, dated March 2004. TABLE 6-1 LOCATION AND DESCRIPTION OF CUMULATIVE PROJECTS 5 No. Cumulative Project Location/Address Description City of Diamond Bar 1. Detached Condominiums South of Larkstone Drive and west of Diamond Crest Lane 99 DU Detached Condominiums 2. 888 Diamond Bar 800, 900, 990 Diamond Bar Boulevard 148 DU Attached Condominiums to replace 174,549 SF of existing commercial and retain/renovate 12,000 SF of retail/commercial 3. TR53430 Millennium Development East of Rocky Trail Road and west of Horizon Lane 48 DU Single Family City of Walnut 4. Shea Homes Corner of Valley Boulevard and Suzanne Road 61 DU Townhomes 37 DU Single Family City of Industry 5. Industry Business Center Grand Avenue north of SR-60 4,779,000 SF mixed-use Notes: SF = Square-feet DU = Dwelling units 5 Source: City of Diamond Bar, City of Walnut and City of Industry Planning Department staff. 8.1.d Packet Pg. 439 8.1.dPacket Pg. 440 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 20 TABLE 6-2 CUMULATIVE PROJECTS TRAFFIC GENERATION FORECAST 6 Cumulative Project Description Daily 2-Way AM Peak Hour PM Peak Hour Enter Exit Total Enter Exit Total 1. Detached Condominiums 725 11 35 46 35 20 55 2. 888 Diamond Bar 7 -- -- -- -- -- -- -- 3. TR53430 Millennium Development 453 9 27 36 30 18 48 4. Shea Homes 796 13 42 55 44 27 71 5. Industry Business Center 8 67,993 4,460 1,086 5,546 2,362 4,965 7,327 Cumulative Projects Total Trip Generation Potential 69,967 4,493 1,190 5,683 2,471 5,030 7,501 6 Source: Trip Generation, 10th Edition, Institute of Transportation Engineers (ITE), Washington, D.C. (2017), unless otherwise noted. 7 The forecasted net trips associated with the proposed 148 DU Attached Condominiums replacing approximately 174,549 SF of existing commercial and retain/renovate 12,000 SF of retail/commercial are negative and therefore, have been excluded. 8 Source: Traffic Impact Study for Industry Business Center prepared by LLG Engineers, dated March 2004 8.1.d Packet Pg. 441 8.1.dPacket Pg. 442 8.1.dPacket Pg. 443 8.1.dPacket Pg. 444 8.1.dPacket Pg. 445 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 21 6.3 Year 2020 Traffic Volumes Year 2020 cumulative traffic volume forecasts at the intersections were developed based on applying an ambient growth factor of 1% per year to existing (Year 2018) traffic volumes and layering on cumulative projects traffic volumes. Traffic volumes at the future SR-60/Lemon Avenue ramps were developed by re-routing the existing volumes from SR-60 EB Ramp/Golden Springs Drive (to be demolished with the completion of the Lemon Avenue interchange) and applying the same ambient growth factor and cumulative projects traffic volumes. Figures 6-4 and 6-5 present the AM and PM peak hour cumulative traffic volumes at the key study intersections for the Year 2020, respectively. Figures 6-6 and 6-7 illustrates Year 2020 forecast AM and PM peak hour traffic volumes, with the inclusion of the trips generated by the proposed Project, respectively. 6.4 Year 2040 Traffic Volumes Year 2040 buildout traffic volume forecasts at the intersections were developed based on applying an ambient growth factor of 0.5% per year to near term (Year 2020) traffic volumes and layering on Industry Business Center (IBC)9 as a cumulative project. Traffic volumes at the future SR-60/Lemon Avenue ramps were developed based on the findings presented in the traffic analysis for Industry General Plan Update EIR, dated November 2011 prepared by LLG Engineers. Figures 6-8 and 6-9 present the Year 2040 AM and PM peak hour buildout traffic volumes at the key study intersections, respectively, except Golden Springs Drive at SR-60 EB Ramps, which is assumed to be removed with the planned construction of the SR-60/Lemon Avenue Interchange. Figures 6-10 and 6-11 illustrates Year 2040 forecast AM and PM peak hour traffic volumes, with the inclusion of the trips generated by the proposed Project, respectively. 9 Source: Traffic Impact Analysis for Industry Business Center prepared by LLG Engineers, dated March 2004. 8.1.d Packet Pg. 446 8.1.dPacket Pg. 447 8.1.dPacket Pg. 448 8.1.dPacket Pg. 449 8.1.dPacket Pg. 450 8.1.dPacket Pg. 451 8.1.dPacket Pg. 452 8.1.dPacket Pg. 453 8.1.dPacket Pg. 454 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 22 7.0 TRAFFIC IMPACT ANALYSIS METHODOLOGY The relative impact of the proposed Project during the AM peak hour and PM peak hour was evaluated based on analysis of future operating conditions at the key study intersections, without, then with, the proposed Project. The previously discussed capacity analysis procedures were utilized to investigate the future volume-to-capacity relationships and service level characteristics at each study intersection. The significance of the potential impacts of the Project at each key intersection was then evaluated using the following traffic impact criteria. 7.1 Impact Criteria and Thresholds: 7.1.1 City of Diamond Bar and City of Industry The significance of the potential impacts of the Project at each key intersection was then evaluated using the following criteria. The Project is considered to have a potentially significant impact if the following criteria are met: For Signalized Intersections: the ICU value under “with project” conditions is 0.91 or greater (LOS E or F), and the ICU increase attributable to the project is 0.02 or greater For Unsignalized Intersections (Project Driveway and Intersection #14): Based on the HCM/LOS method of analysis, this report identifies a significant traffic impact when the Project causes a change from LOS D to LOS E or F, or the Project causes an increase in delay of 2% or more of capacity at an intersection operating at LOS E or F. Per the City of Diamond Bar Traffic Impact Analysis Guidelines (Revised October 2009), “fair- share” contributions can be required, even if Project impacts are less than significant (0.02) at intersections operating at LOS E or F within the City to mitigate its cumulative traffic impact. 7.1.2 Caltrans Consistent with the Caltrans Guide for the Preparation of Traffic Impact Studies, the following criteria has been utilized to determine project impacts at the four (4) existing and two (2) future state-controlled study intersections: Caltrans endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on State highway facilities. However, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. Caltrans has established that LOS D is the operating standard for all Caltrans facilities. Caltrans has determined that all state owned facilities that operate below LOS D should be identified and improved to an acceptable LOS. The Caltrans Traffic Impact Study Guidelines dated December 2002 states that if an existing State-owned facility operates at less than the target LOS (i.e. LOS D); the existing service level should be maintained. 8.1.d Packet Pg. 455 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 23 7.2 Traffic Impact Analysis Scenarios The following scenarios are those for which LOS calculations have been performed: A. Existing Traffic Conditions; B. Existing Plus Project Traffic Conditions; C. Scenario (B) with Improvements, if necessary; D. Year 2020 Cumulative Traffic Conditions; E. Year 2020 Cumulative Plus Project Traffic Conditions; F. Scenario (E) with Improvements, if necessary; G. Year 2040 Buildout Traffic Conditions; H. Year 2040 Buildout Plus Project Traffic Conditions; and I. Scenario (H) with Improvements, if necessary. 8.1.d Packet Pg. 456 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 24 8.0 PEAK HOUR INTERSECTION CAPACITY ANALYSIS 8.1 Existing Plus Project Traffic Conditions Table 8-1 summarizes the peak hour LOS results at the key study intersections for existing and existing plus project traffic conditions. The first column (1) of ICU/LOS values in Table 8-1 presents a summary of existing AM and PM peak hour traffic conditions (which were also presented in Table 3-3). The second column (2) lists existing plus project traffic conditions based on existing intersection geometry. The third column (3) shows the increase in ICU value due to the added peak hour Project trips and indicates whether the traffic associated with the Project will have a significant impact based on the LOS standards and the significance impact criteria defined in this report. The fourth column (4) indicates the forecast LOS with implementation of recommended improvements to mitigate the Project’s traffic impact. 8.1.1 Existing Traffic Conditions As previously presented in Table 3-3, review of Column 1 of Table 8-1 indicates that two (2) study intersections currently operate at unacceptable level of service during the AM and/or PM peak hours. The remaining key study intersections currently operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street -- -- 0.93 E 9. SR-60 EB Ramps at Golden Springs Drive 0.98 E 0.94 E Appendix B contains the existing ICU/LOS calculation worksheets for the key study intersections. 8.1.2 Existing Plus Project Traffic Conditions Review of Column 2 of Table 8-1 indicates that two (2) study intersections are forecast to continue to operate at unacceptable level of service during the AM and/or PM peak hours with the addition of the Project traffic. The remaining key study intersections are forecast to continue to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street 0.91 E 1.00 F 9. SR-60 EB Ramps at Golden Springs Drive 1.00 F 0.98 E Review of Column 3 indicates that the proposed Project significantly impacts two (2) key study intersections, when compared to the LOS standards and significant impact criteria defined in this report. The intersection of Brea Canyon Road at Lycoming Street is forecast to operate at LOS E and F in the AM and PM peak hours, respectively. However, review of Column 4 shows that the implementation of improvements at the intersection will offset the project increment and result in an acceptable level of service. The recommended improvements, which are identified in Section 11.0, 8.1.d Packet Pg. 457 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 25 are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Although the intersection of SR-60 EB Ramps/Golden Springs Drive is considered impacted, improvements related to the SR-60/Lemon Avenue partial interchange will ultimately lead to the removal of the north leg resulting in significant volume reductions. As such, the service levels are anticipated to drastically reduce as a result. Therefore, no mitigation measures are recommended. Appendix B contains the Existing Plus Project ICU/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 458 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 26 TABLE 8-1 EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact (4) Existing Plus Project Traffic Conditions with Improvements ICU LOS ICU LOS Increase Yes/No ICU LOS 1. Grand Avenue at AM 0.70 B 0.70 B 0.000 No -- -- Valley Boulevard PM 0.77 C 0.77 C 0.002 No -- -- 2. Brea Canyon Road at AM 0.67 B 0.67 B 0.000 No -- -- Valley Boulevard PM 0.80 C 0.80 C 0.000 No -- -- 3. Lemon Avenue at AM 0.67 B 0.68 B 0.004 No -- -- Valley Boulevard PM 0.81 D 0.81 D 0.003 No -- -- 4. Lemon Avenue at AM 0.58 A 0.58 A 0.002 No -- -- Lycoming Street PM 0.55 A 0.56 A 0.008 No -- -- 5. Brea Canyon Road at AM 0.90 D 0.91 E 0.007 No 0.86 D Lycoming Street PM 0.93 E 1.00 F 0.070 Yes 0.88 D 6. Grand Avenue at AM 0.85 D 0.86 D 0.011 No -- -- Golden Springs Drive PM 0.82 D 0.82 D 0.002 No -- -- 7. Brea Canyon Road at AM 0.87 D 0.89 D 0.022 No -- -- SR-60 WB Ramps PM 0.81 D 0.84 D 0.031 No -- -- 8. Brea Canyon Road at AM 0.86 D 0.89 D 0.030 No -- -- Golden Springs Drive PM 0.89 D 0.90 D 0.005 No -- -- Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. 8.1.d Packet Pg. 459 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 27 TABLE 8-1 (CONTINUED) EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact (4) Existing Plus Project Traffic Conditions with Improvements ICU LOS ICU LOS Increase Yes/No ICU LOS 9. SR-60 EB Ramps at AM 0.98 E 1.00 F 0.018 No -- -- Golden Springs Drive PM 0.94 E 0.98 E 0.036 Yes 10 -- -- 10. Lemon Avenue at AM 0.65 B 0.65 B 0.004 No -- -- Golden Springs Drive PM 0.64 B 0.64 B 0.001 No -- -- 11. Grand Avenue at AM 0.72 C 0.72 C 0.000 No -- -- SR-60 EB Ramps PM 0.90 D 0.90 D 0.000 No -- -- 12. Brea Canyon Road at AM 0.66 B 0.66 B 0.001 No -- -- Pathfinder Road PM 0.90 D 0.90 D 0.002 No -- -- 13. SR-57 SB Ramps at AM 0.68 B 0.68 B 0.001 No -- -- Pathfinder Road PM 0.66 B 0.66 B 0.000 No -- -- 14. Lemon Avenue at AM Future Intersection SR-60 WB Ramp PM 15. Lemon Avenue at AM Future Intersection SR-60 EB Ramps PM Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. 10 Although this intersection is considered impacted during the PM peak hour, improvements related to the SR-60/Lemon Avenue partial interchange will ultimately lead to the removal of north leg resulting in significant volume reductions. As such, the service levels are anticipated to drastically reduce as a result. Therefore, no mitigation measures are recommended. 8.1.d Packet Pg. 460 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 28 8.2 Year 2020 Cumulative Traffic Conditions Table 8-2 summarizes the peak hour LOS results at the key study intersections for Year 2020 cumulative traffic conditions. As shown, column one (1) presents future Year 2020 cumulative traffic conditions. Column two (2) reports the forecast Year 2020 cumulative traffic conditions with the addition of Project traffic. The third column (3) shows the increase in ICU value due to the added peak hour project trips and indicates whether the traffic associated with the Project will have a significant traffic impact based on the significance impact criteria defined in this report. The fourth column (4) indicates the forecast LOS with implementation of recommended improvements to mitigate the Project’s traffic impact. 8.2.1 Year 2020 Cumulative Traffic Conditions Review of Column 1 of Table 8-2 indicates that the addition of ambient traffic growth and cumulative projects traffic to existing traffic will cumulatively impact five (5) key study intersections. The remaining study intersections are forecast to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street 0.92 E 0.94 E 8. Brea Canyon Road at Golden Springs Drive -- -- 0.91 E 10. Lemon Avenue at Golden Springs Drive 0.97 E 0.97 E 11. Grand Avenue at SR-60 EB Ramps -- -- 0.91 E 12. Brea Canyon Road at Pathfinder Road -- -- 0.92 E As noted earlier, with the planned construction of the SR-60/Lemon Avenue Interchange, the Golden Springs Drive/SR-60 EB Ramps intersection will be demolished and therefore service level projections for this key intersection represent the removal of the northern leg of the intersection under Year 2020 traffic conditions. Appendix B contains the Year 2020 Cumulative ICU/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 461 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 29 8.2.2 Year 2020 Cumulative Plus Project Traffic Conditions Review of Column 2 of Table 8-2 indicates that six (6) study intersections are forecast to operate at unacceptable level of service during the AM and/or PM peak hours with the addition of the Project traffic. The remaining key study intersections are forecast to continue to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 5. Brea Canyon Road at Lycoming Street 0.93 E 1.01 F 7. Brea Canyon Road at SR-60 WB Ramps 0.91 E -- -- 8. Brea Canyon Road at Golden Springs Drive -- -- 0.92 E 10. Lemon Avenue at Golden Springs Drive 0.98 E 0.97 E 11. Grand Avenue at SR-60 EB Ramps -- -- 0.93 E 12. Brea Canyon Road at Pathfinder Road -- -- 0.93 E Review of Column 3 indicates that the proposed Project significantly impacts two (2) key study intersections. The intersection of Brea Canyon Road/Lycoming Street is forecast to operate at LOS E and F in the AM and PM peak hours, respectively, and Brea Canyon Road/SR-60 WB Ramps is forecast to operate at LOS E in the AM peak hour. However, review of Column 4 shows that the implementation of improvements at the intersections will offset the project increment and result in an acceptable level of service at these locations. The recommended improvements, which are identified in Section 11.0, are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Although the intersections of Brea Canyon Road/Golden Springs Drive, Lemon Avenue/Golden Springs Drive, Grand Avenue/SR-60 EB Ramps and Brea Canyon Road/Pathfinder Road are forecast to operate at an unacceptable LOS E during the PM peak hour, the proposed Project is expected to add less than 0.02 to the volume-to-capacity ratio at these locations and therefore is considered less than significant based on the City’s LOS standards and impact criteria. However, as shown in Column 4, the implementation of improvements at these intersections mitigates the less than significant impacts of the proposed Project and results in an acceptable level of service. With the exception of the improvements at Lemon Avenue/Golden Springs Drive, the recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Appendix B contains the Year 2020 Cumulative Plus Project ICU/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 462 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 30 TABLE 8-2 YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact (4) Year 2020 Cumulative Plus Project Traffic Conditions with Improvements ICU LOS ICU LOS Increase Yes/No ICU LOS 1. Grand Avenue at AM 0.72 C 0.72 C 0.000 No -- -- Valley Boulevard PM 0.78 C 0.78 C 0.002 No -- -- 2. Brea Canyon Road at AM 0.68 B 0.68 B 0.000 No -- -- Valley Boulevard PM 0.82 D 0.82 D 0.000 No -- -- 3. Lemon Avenue at AM 0.69 B 0.69 B 0.003 No -- -- Valley Boulevard PM 0.84 D 0.84 D 0.003 No -- -- 4. Lemon Avenue at AM 0.59 A 0.59 A 0.003 No -- -- Lycoming Street PM 0.56 A 0.57 A 0.008 No -- -- 5. Brea Canyon Road at AM 0.92 E 0.93 E 0.006 No 0.87 D Lycoming Street PM 0.94 E 1.01 F 0.071 Yes 0.90 D 6. Grand Avenue at AM 0.87 D 0.88 D 0.011 No -- -- Golden Springs Drive PM 0.83 D 0.85 D 0.011 No -- -- 7. Brea Canyon Road at AM 0.89 D 0.91 E 0.022 Yes 0.83 D SR-60 WB Ramps PM 0.84 D 0.87 D 0.032 No 0.81 D 8. Brea Canyon Road at AM 0.87 D 0.90 D 0.030 No 0.79 C Golden Springs Drive PM 0.91 E 0.92 E 0.014 No 0.84 D Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. 8.1.d Packet Pg. 463 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 31 TABLE 8-2 (CONTINUED) YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact (4) Year 2020 Cumulative Plus Project Traffic Conditions with Improvements ICU LOS ICU LOS Increase Yes/No ICU LOS 9. Driveway at AM 0.53 A 0.53 A 0.001 No -- -- Golden Springs Drive PM 0.57 A 0.57 A 0.002 No -- -- 10. Lemon Avenue at AM 0.97 E 0.98 E 0.012 No 0.80 C Golden Springs Drive PM 0.97 E 0.97 E 0.000 No 0.80 C 11. Grand Avenue at AM 0.73 C 0.73 C 0.005 No 0.54 A SR-60 EB Ramps PM 0.91 E 0.93 E 0.016 No 0.49 A 12. Brea Canyon Road at AM 0.67 B 0.68 B 0.005 No 0.61 B Pathfinder Road PM 0.92 E 0.93 E 0.011 No 0.81 D 13. SR-57 SB Ramps at AM 0.69 B 0.69 B 0.001 No -- -- Pathfinder Road PM 0.68 B 0.70 B 0.016 No -- -- 14. Lemon Avenue at AM 0.4 s/v A 0.4 s/v A 0.0 s/v No -- -- SR-60 WB Ramp PM 0.8 s/v A 0.8 s/v A 0.0 s/v No -- -- 15. Lemon Avenue at AM 0.78 C 0.78 C 0.007 No -- -- SR-60 EB Ramps PM 0.71 C 0.71 C 0.004 No -- -- Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. s/v = seconds per vehicle (delay) 8.1.d Packet Pg. 464 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 32 8.3 Year 2040 Buildout Traffic Conditions Table 8-3 summarizes the peak hour Level of Service results at the key study intersections for Year 2040 buildout traffic conditions. The structure of this table is similar to that of Table 8-2. Column one (1) presents future Year 2040 buildout traffic conditions. Column two (2) reports the forecast Year 2040 traffic conditions with the addition Project traffic. The third column (3) shows the increase in ICU value due to the added peak hour Project trips and indicates whether the traffic associated with the Project will have a significant traffic impact based on the significance impact criteria defined in this report. The fourth column (4) indicates the anticipated level of service with implementation of recommended improvements to mitigate adverse cumulative traffic conditions and/or achieve an acceptable LOS. 8.3.1 Year 2040 Buildout Traffic Conditions Review of Column 1 of Table 8-3 indicates that under Year 2040 buildout traffic conditions, eleven (11) study intersections are cumulatively impacted. The remaining study intersections are forecast to operate at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 1. Grand Avenue at Valley Boulevard 0.92 E 1.09 F 2. Brea Canyon Road at Valley Boulevard -- -- 1.14 F 3. Lemon Avenue at Valley Boulevard -- -- 1.06 F 5. Brea Canyon Road at Lycoming Street 1.26 F 1.31 F 6. Grand Avenue at Golden Springs Drive 1.15 F 1.15 F 7. Brea Canyon Road at SR-60 WB Ramps 1.09 F 1.15 F 8. Brea Canyon Road at Golden Springs Drive 1.14 F 1.12 F 10. Lemon Avenue at Golden Springs Drive 1.29 F 1.25 F 11. Grand Avenue at SR-60 EB Ramps 1.21 F 1.18 F 12. Brea Canyon Road at Pathfinder Road -- -- 1.09 F 15. Lemon Avenue at SR-60 EB Ramps 1.11 F 0.99 E As noted earlier, with the planned construction of the SR-60/Lemon Avenue Interchange, the Golden Springs Drive/SR-60 EB Ramps intersection will be demolished and therefore service level projections for this key intersection represent the removal of the northern leg of the intersection under Year 2040 traffic conditions. Appendix B contains the Year 2040 Buildout ICU/LOS calculation worksheets for the key study intersections. 8.3.2 Year 2040 Buildout Plus Project Traffic Conditions Review of Column 2 of Table 8-3 indicates that eleven (11) study intersections are forecast to continue to operate at unacceptable level of service during the AM and/or PM peak hours with the addition of Project traffic. The remaining key study intersections are forecast to continue to operate 8.1.d Packet Pg. 465 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 33 at acceptable LOS D or better during the AM and PM peak hours. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection ICU LOS ICU LOS 1. Grand Avenue at Valley Boulevard 0.92 E 1.10 F 2. Brea Canyon Road at Valley Boulevard -- -- 1.14 F 3. Lemon Avenue at Valley Boulevard -- -- 1.06 F 5. Brea Canyon Road at Lycoming Street 1.26 F 1.38 F 6. Grand Avenue at Golden Springs Drive 1.16 F 1.16 F 7. Brea Canyon Road at SR-60 WB Ramps 1.13 F 1.18 F 8. Brea Canyon Road at Golden Springs Drive 1.17 F 1.12 F 10. Lemon Avenue at Golden Springs Drive 1.29 F 1.25 F 11. Grand Avenue at SR-60 EB Ramps 1.21 F 1.20 F 12. Brea Canyon Road at Pathfinder Road -- -- 1.10 F 15. Lemon Avenue at SR-60 EB Ramps 1.12 F 1.00 F Review of Column 3 indicates that the proposed Project significantly impacts three (3) key study intersections. The intersections of Brea Canyon Road/Lycoming Street, Brea Canyon Road/SR-60 WB Ramps, and Brea Canyon Road/Golden Springs Drive are forecast to operate at LOS F in the AM and PM peak hours. However, review of Column 4 shows that the implementation of improvements at the intersections will offset the project increment and result in an acceptable level of service at these locations. The recommended improvements, which are identified in Section 11.0, are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Although the remaining eight (8) of the eleven (11) key study intersections that are forecast to continue to operate adversely with the addition of Project traffic, the proposed Project is expected to add less than 0.02 to the volume-to-capacity ratio at these locations and therefore is considered less than significant based on the City’s LOS standards and impact criteria. However, as shown in Column 4, the implementation of improvements at these intersections mitigates the less than significant impacts of the proposed Project and results in an acceptable level of service. With the exception of the improvements at Brea Canyon Road/Valley Boulevard, Lemon Avenue/Valley Boulevard, Lemon Avenue/Golden Springs Drive and Lemon Avenue/SR-60 EB Ramps, the recommended improvements, which are identified in Section 11.0, are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Appendix B contains the Year 2040 Buildout Plus Project ICU/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 466 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 34 TABLE 8-3 YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact (4) Year 2040 Buildout Plus Project Traffic Conditions with Improvements ICU LOS ICU LOS Increase Yes/No ICU LOS 1. Grand Avenue at AM 0.92 E 0.92 E 0.002 No -- -- Valley Boulevard PM 1.09 F 1.10 F 0.003 No -- -- 2. Brea Canyon Road at AM 0.90 D 0.90 D 0.000 No -- -- Valley Boulevard PM 1.14 F 1.14 F 0.000 No -- -- 3. Lemon Avenue at AM 0.81 D 0.81 D 0.001 No -- -- Valley Boulevard PM 1.06 F 1.06 F 0.002 No -- -- 4. Lemon Avenue at AM 0.67 B 0.68 B 0.003 No -- -- Lycoming Street PM 0.69 B 0.70 B 0.008 No -- -- 5. Brea Canyon Road at AM 1.26 F 1.26 F 0.001 No 0.86 D Lycoming Street PM 1.31 F 1.38 F 0.070 Yes 0.81 D 6. Grand Avenue at AM 1.15 F 1.16 F 0.004 No 0.70 B Golden Springs Drive PM 1.15 F 1.16 F 0.010 No 0.88 D 7. Brea Canyon Road at AM 1.09 F 1.13 F 0.036 Yes 0.90 D SR-60 WB Ramps PM 1.15 F 1.18 F 0.024 Yes 0.87 D 8. Brea Canyon Road at AM 1.14 F 1.17 F 0.031 Yes 0.80 C Golden Springs Drive PM 1.12 F 1.12 F 0.000 No 0.87 D Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. 8.1.d Packet Pg. 467 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 35 TABLE 8-3 (CONTINUED) YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact (4) Year 2040 Buildout Plus Project Traffic Conditions with Improvements ICU LOS ICU LOS Increase Yes/No ICU LOS 9. Driveway at AM 0.63 B 0.65 B 0.013 No -- -- Golden Springs Drive PM 0.72 C 0.72 C 0.002 No -- -- 10. Lemon Avenue at AM 1.29 F 1.29 F 0.000 No 0.87 D Golden Springs Drive PM 1.25 F 1.25 F 0.000 No 0.80 C 11. Grand Avenue at AM 1.21 F 1.21 F 0.000 No 0.66 B SR-60 EB Ramps PM 1.18 F 1.20 F 0.015 No 0.62 B 12. Brea Canyon Road at AM 0.78 C 0.79 C 0.004 No 0.58 A Pathfinder Road PM 1.09 F 1.10 F 0.010 No 0.83 D 13. SR-57 SB Ramps at AM 0.78 C 0.78 C 0.001 No -- -- Pathfinder Road PM 0.78 C 0.79 C 0.016 No -- -- 14. Lemon Avenue at AM 0.9 s/v A 0.9 s/v A 0.0 s/v No -- -- SR-60 WB Ramp PM 1.0 s/v A 1.0 s/v A 0.0 s/v No -- -- 15. Lemon Avenue at AM 1.11 F 1.12 F 0.007 No 0.85 D SR-60 EB Ramps PM 0.99 E 1.00 F 0.004 No 0.72 C Notes: LOS = Level of Service, please refer to Table 3-1 for the LOS definitions Bold ICU/LOS values indicate adverse service levels based on City LOS standards. s/v = seconds per vehicle (delay) 8.1.d Packet Pg. 468 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 36 9.0 STATE OF CALIFORNIA (CALTRANS) METHODOLOGY In conformance with the current Caltrans Guide for the Preparation of Traffic Impact Studies, existing and projected peak hour operating conditions at the four (4) existing and two (2) future state-controlled study intersections within the study area have been evaluated using the Highway Capacity Manual 6th Edition operations method of analysis. These state-controlled locations include the following study intersections: 7. Brea Canyon Road at SR-60 WB Ramps 9. SR-60 EB Ramps at Golden Springs Drive 11. Grand Avenue at SR-60 EB Ramps 13. SR-57 SB Ramps at Pathfinder Road 14. Lemon Avenue at SR-60 WB Ramp (Future Intersection) 15. Lemon Avenue at SR-60 EB Ramps (Future Intersection) Caltrans “endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on State highway facilities”; it does not require that LOS “D” (shall) be maintained. However, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. According to City of Diamond Bar, LOS D is the minimum acceptable condition that should be maintained during the morning and evening peak commute hours on all City intersections. 9.1 Impact Criteria and Thresholds Consistent with the Caltrans Guide for the Preparation of Traffic Impact Studies, the following criteria has been utilized to determine project impacts at the four (4) existing and two (2) future state-controlled study intersections: Caltrans endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on State highway facilities. However, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. Caltrans has established that LOS D is the operating standard for all Caltrans facilities. Caltrans has determined that all state owned facilities that operate below LOS D should be identified and improved to an acceptable LOS. The Caltrans Traffic Impact Study Guidelines dated December 2002 states that if an existing State-owned facility operates at less than the target LOS (i.e. LOS D); the existing service level should be maintained. 9.2 Highway Capacity Manual (HCM) Method of Analysis (Signalized Intersections) Based on the HCM operations method of analysis, level of service for signalized intersections is defined in terms of control delay, which is a measure of driver discomfort, frustration, fuel consumption and lost travel time. The delay experienced by a motorist is made up of a number of factors that relate to control, geometries, traffic and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during ideal 8.1.d Packet Pg. 469 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 37 conditions: in the absence of traffic control, in the absence of geometric delay, in the absence of any incidents and when there are no other vehicles on the road. In the HCM, only the portion of total delay attributed to the control facility is quantified. This delay is called control delay. Control delay includes initial deceleration delay, queue move-up time, stopped delay and final acceleration delay. In contrast, in previous versions of the HCM (1994 and earlier), delay included only stopped delay. Specifically, LOS criteria for traffic signals are stated in terms of the average control delay per vehicle. The six qualitative categories of Level of Service that have been defined along with the corresponding HCM control delay value range for signalized intersections are shown in Table 9-1. 8.1.d Packet Pg. 470 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 38 TABLE 9-1 LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS (HCM)11 Level of Service (LOS) Control Delay Per Vehicle (seconds/vehicle) Level of Service Description A < 10.0 This level of service 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. B > 10.0 and < 20.0 This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay. C > 20.0 and < 35.0 Average traffic delays. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. D > 35.0 and < 55.0 Long traffic delays At level D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high v/c ratios. Many vehicles stop and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. E > 55.0 and < 80.0 Very long traffic delays This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths and high v/c ratios. Individual cycle failures are frequent occurrences. F ≥ 80.0 Severe congestion This level, considered to be unacceptable to most drivers, often occurs with over saturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors to such delay levels. 11 Source: Highway Capacity Manual, (Signalized Intersections). 8.1.d Packet Pg. 471 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 39 9.3 Existing Traffic Conditions Table 9-2 summarizes the peak hour Level of Service results at the state-controlled study intersections for existing traffic conditions. Column one (1) presents existing traffic conditions. Column two (2) reports the existing traffic conditions with the addition of Project traffic. The third column (3) shows the increase in delay value due to the added peak hour Project trips and indicates whether the traffic associated with the Project will have a significant traffic impact based on the significance impact criteria defined in this report. The fourth column (4) indicates the anticipated level of service with implementation of recommended improvements to mitigate adverse cumulative traffic conditions and/or achieve an acceptable LOS. 9.3.1 Existing Traffic Conditions Review of Column 1 of Table 9-2 indicates that all the state-controlled study intersections currently operate at acceptable LOS C. Appendix C contains the existing HCM/LOS calculation worksheets for the key study intersections. 9.3.2 Existing Plus Project Traffic Conditions Review of Column 2 of Table 9-2 indicates that all the state-controlled study intersections will continue to operate at acceptable LOS C with the addition of Project traffic. As such, no improvements are recommended. Appendix C contains the Existing Plus Project HCM/LOS calculation worksheets for the key study intersections. Based on coordination with Caltrans, it is our understanding that the intersection of Brea Canyon Road at the SR-60 Westbound Ramps is currently a high concentration accident location with a pattern of broadside accidents related to the southbound through movement conflicting with the northbound left-turn movement to the SR-60 Westbound On-Ramp. In order to address Caltrans concerns, it is recommended that the City of Diamond Bar work closely with Caltrans to modify the traffic signal timing to reduce any potential broadside accidents, and upgrade existing traffic signal equipment as necessary to enhance safety. 8.1.d Packet Pg. 472 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 40 TABLE 9-2 EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY - CALTRANS Key Intersection Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact (4) Existing Plus Project Traffic Conditions with Improvements HCM (s/v) LOS HCM (s/v) LOS Increase (s/v) Yes/No HCM (s/v) LOS 7. Brea Canyon Road at AM 30.0 C 31.2 C 1.2 No -- -- SR-60 WB Ramps PM 24.2 C 26.9 C 2.7 No -- -- 9. SR-60 EB Ramps at AM 29.7 C 31.2 C 1.5 No -- -- Golden Springs Drive PM 23.5 C 24.3 C 0.8 No -- -- 11. Grand Avenue at AM 23.9 C 23.9 C 0.0 No -- -- SR-60 EB Ramps PM 22.7 C 22.7 C 0.0 No -- -- 13. SR-57 SB Ramps at AM 27.9 C 27.9 C 0.0 No -- -- Pathfinder Road PM 20.6 C 20.6 C 0.0 No -- -- 14. Lemon Avenue at AM Future Intersection SR-60 WB Ramp PM 15. Lemon Avenue at AM Future Intersection SR-60 EB Ramps PM Notes: LOS = Level of Service, please refer to Table 9-1 for the LOS definitions s/v = seconds per vehicle (delay) Bold ICU/LOS values indicate adverse service levels based on the LOS standards. 8.1.d Packet Pg. 473 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 41 9.4 Year 2020 Cumulative Traffic Conditions Table 9-3 summarizes the peak hour Level of Service results at the state-controlled study intersections for Year 2020 cumulative traffic conditions. Column one (1) presents Year 2020 cumulative traffic conditions. Column two (2) reports the Year 2020 cumulative traffic conditions with the addition of Project traffic. The third column (3) shows the increase in delay value due to the added peak hour Project trips and indicates whether the traffic associated with the Project will have a significant traffic impact based on the significance impact criteria defined in this report. The fourth column (4) indicates the anticipated level of service with implementation of recommended improvements to mitigate adverse cumulative traffic conditions and/or achieve an acceptable LOS. 9.4.1 Year 2020 Cumulative Traffic Conditions Review of Column 1 of Table 9-3 indicates that all the state-controlled study intersections are forecast to operate at acceptable LOS C or better. As noted earlier, with the planned construction of the SR-60/Lemon Avenue Interchange, the Golden Springs Drive/SR-60 EB Ramps intersection will be demolished and therefore service level projections for this key intersection are not included under Year 2020 traffic conditions. Appendix C contains the Year 2020 Cumulative HCM/LOS calculation worksheets for the key study intersections. 9.4.2 Year 2020 Cumulative Plus Project Traffic Conditions Review of Column 2 of Table 9-3 indicates that all the state-controlled study intersections will continue to operate at acceptable LOS C or better with the addition of Project traffic. As such, no improvements are recommended. Appendix C contains the Year 2020 Cumulative Plus Project HCM/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 474 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 42 TABLE 9-3 YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY - CALTRANS Key Intersection Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact (4) Year 2020 Cumulative Plus Project Traffic Conditions with Improvements HCM (s/v) LOS HCM (s/v) LOS Increase (s/v) Yes/No HCM (s/v) LOS 7. Brea Canyon Road at AM 32.0 C 34.1 C 2.1 No -- -- SR-60 WB Ramps PM 25.9 C 28.3 C 2.4 No -- -- 9. Driveway at AM Existing Ramps to be Removed Golden Springs Drive PM 11. Grand Avenue at AM 24.2 C 24.2 C 0.0 No -- -- SR-60 EB Ramps PM 23.5 C 25.9 C 2.4 No -- -- 13. SR-57 SB Ramps at AM 27.7 C 27.7 C 0.0 No -- -- Pathfinder Road PM 20.4 C 20.0 C 0.0 12 No -- -- 14. Lemon Avenue at AM 0.4 A 0.4 A 0.0 No -- -- SR-60 WB Ramp PM 0.8 A 0.8 A 0.0 No -- -- 15. Lemon Avenue at AM 23.3 C 23.8 C 0.5 No -- -- SR-60 EB Ramps PM 13.2 B 13.5 B 0.3 No -- -- Notes: LOS = Level of Service, please refer to Table 9-1 for the LOS definitions s/v = seconds per vehicle (delay) Bold ICU/LOS values indicate adverse service levels based on the LOS standards. 12 Theoretical negative increase, which is possible with HCM 6 calculations, are denoted as an increase of 0.0 s/v. 8.1.d Packet Pg. 475 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 43 9.5 Year 2040 Buildout Traffic Conditions Table 9-4 summarizes the peak hour Level of Service results at the state-controlled study intersections for Year 2040 buildout traffic conditions. Column one (1) presents Year 2040 buildout traffic conditions. Column two (2) reports the Year 2040 buildout traffic conditions with the addition of Project traffic. The third column (3) shows the increase in delay value due to the added peak hour Project trips and indicates whether the traffic associated with the Project will have a significant traffic impact based on the significance impact criteria defined in this report. The fourth column (4) indicates the anticipated level of service with implementation of recommended improvements to mitigate adverse cumulative traffic conditions and/or achieve an acceptable LOS. 9.5.1 Year 2040 Buildout Traffic Conditions Review of Column 1 of Table 9-4 indicates that three (3) state-controlled study intersections are forecast to operate at unacceptable level of service. The remaining study intersections are forecast to operate at acceptable level of service in the AM and PM peak hour. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection HCM (s/v) LOS HCM (s/v) LOS 7. Brea Canyon Road at SR-60 WB Ramps 71.2 E 75.7 E 11. Grand Avenue at SR-60 EB Ramps 92.3 F -- -- 15. Lemon Avenue at SR-60 EB Ramps 66.8 E -- -- As noted earlier, with the planned construction of the SR-60/Lemon Avenue Interchange, the Golden Springs Drive/SR-60 EB Ramps intersection will be demolished and therefore service level projections for this key intersection are not included under Year 2040 traffic conditions. Appendix C contains the Year 2040 Buildout HCM/LOS calculation worksheets for the key study intersections. 9.5.2 Year 2040 Buildout Plus Project Traffic Conditions Review of Column 2 of Table 9-3 indicates that three (3) state-controlled study intersections are forecast to operate at unacceptable level of service with the addition of project traffic. The remaining study intersections are forecast to operate at acceptable level of service in the AM and PM peak hour. The intersections operating adversely are as follows: AM Peak Hour PM Peak Hour Key Intersection HCM (s/v) LOS HCM (s/v) LOS 7. Brea Canyon Road at SR-60 WB Ramps 77.7 E 82.8 F 11. Grand Avenue at SR-60 EB Ramps 93.3 F -- -- 15. Lemon Avenue at SR-60 EB Ramps 69.2 E -- -- 8.1.d Packet Pg. 476 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 44 Review of Column 3 indicates that the proposed Project significantly impacts the three (3) key study intersections. However, review of Column 4 shows that the implementation of improvements at the intersections will offset the project increment and result in an acceptable level of service at all locations. With the exception of the improvements at Lemon Avenue/SR-60 EB Ramps, these recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Appendix C contains the Year 2040 Buildout Plus Project HCM/LOS calculation worksheets for the key study intersections. 8.1.d Packet Pg. 477 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 45 TABLE 9-4 YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS SUMMARY - CALTRANS Key Intersection Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact (4) Year 2040 Buildout Plus Project Traffic Conditions with Improvements HCM (s/v) LOS HCM (s/v) LOS Increase (s/v) Yes/No HCM (s/v) LOS 7. Brea Canyon Road at AM 71.2 E 77.7 E 6.5 Yes 39.6 D SR-60 WB Ramps PM 75.7 E 82.8 F 7.1 Yes 28.4 C 9. Driveway at AM Existing Ramps to be Removed Golden Springs Drive PM 11. Grand Avenue at AM 92.3 F 93.3 F 1.0 Yes 15.1 B SR-60 EB Ramps PM 51.1 D 53.3 D 2.2 No 7.8 A 13. SR-57 SB Ramps at AM 27.2 C 27.2 C 0.0 No -- -- Pathfinder Road PM 18.3 B 18.6 B 0.3 No -- -- 14. Lemon Avenue at AM 0.9 A 0.9 A 0.0 No -- -- SR-60 WB Ramp PM 1.0 A 1.0 A 0.0 No -- -- 15. Lemon Avenue at AM 66.8 E 69.2 E 2.4 Yes 30.9 C SR-60 EB Ramps PM 36.6 D 37.7 D 1.0 No 20.1 C Notes: LOS = Level of Service, please refer to Table 9-1 for the LOS definitions s/v = seconds per vehicle (delay) Bold ICU/LOS values indicate adverse service levels based on the LOS standards. 8.1.d Packet Pg. 478 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 46 10.0 SITE ACCESS EVALUATION 10.1 Level of Service Analysis For Project Access Access to the project site will be provided via one (1) unsignalized driveway on Brea Canyon Road, consisting of right-turn in/out movements only. The existing striping along Brea Canyon Road is currently a two-way left-turn lane along the Project frontage. In order to prevent traffic from turning left into and out of the proposed Project Driveway, the Project will be conditioned to construct a raised landscaped median. As directed by City staff, a conceptual median improvement plan has been prepared for Brea Canyon Road along the Project frontage. Figure 10-1 illustrates the conceptual median improvement plan for Brea Canyon Road, which shows a proposed raised landscaped median from the Project Driveway connecting to the existing raised median south of the Project Driveway. It should be noted that Figure 10-1 also illustrates the connection to the Existing plus Project recommended improvements at the intersection of Brea Canyon Road at Lycoming Street, which is further detailed in Section 11.1.1. Table 10-1 summarizes the intersection operations at the project driveway along Brea Canyon Road under existing, near-term (Year 2020) and long-term (Year 2040) traffic conditions at completion and full occupancy of the proposed Project. The operations analysis for the project driveway is based on the Highway Capacity Manual 6th Edition methodology. Review of Table 10-1 shows that the proposed project driveway is forecast to operate at acceptable levels of service under Existing Plus Project and Year 2020 Cumulative Plus Project traffic conditions. The proposed project driveway is forecasted to operate at unacceptable LOS E during the AM peak hour for long-term (Year 2040) traffic conditions. It is not uncommon for unsignalized driveways, such as that of the Project, to experience a longer delay due to the heavy volumes on the major streets, like Brea Canyon Road. The Project Driveway is forecasted to operate at acceptable levels of service during all other time periods for Existing Plus Project and Year 2020 Cumulative Plus Project traffic conditions. Furthermore, the queuing analysis conducted for the Project Driveway, which is further detailed in Section 10.2 of the revised TIA, indicates that adequate storage is provided on-site for the westbound right-turn movement at the Project Driveway. Therefore, no mitigation is recommended at the Project Driveway, given that the Project Driveway is forecasted to operate at acceptable levels of service during all other time periods for Existing Plus Project and Year 2020 Cumulative Plus Project traffic conditions and adequate storage is provided on-site to accommodate that maximum queues forecasted for the westbound right-turn movement at the Project Driveway. Appendix D presents Existing, Year 2020 and Year 2040 level of service calculation worksheets at the project driveway. 8.1.d Packet Pg. 479 8.1.dPacket Pg. 480 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 47 TABLE 10-1 PROJECT DRIVEWAY INTERSECTION CAPACITY ANALYSIS SUMMARY Key Intersection Time Period (1) Existing Plus Project Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Year 2040 Buildout Plus Project Traffic Conditions HCM (s/v) LOS HCM (s/v) LOS HCM (s/v) LOS A. Brea Canyon Road at AM 20.3 C 20.9 C 49.2 E Project Driveway PM 15.9 C 16.4 C 25.9 D Notes: LOS = Level of Service, please refer to Table 3-2 for the LOS definitions s/v = seconds per vehicle (delay) Bold ICU/LOS values indicate adverse service levels based on the LOS standards. 8.1.d Packet Pg. 481 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 48 10.2 Queuing Analysis In response to the City of Diamond Bar concerns in regards to the short distance between the Project Driveway and the northbound left-turn pocket at Lycoming Street, a “turn pocket” queuing evaluation was prepared for the intersection of Brea Canyon Road at Lycoming Street. This evaluation utilized Synchro’s SimTraffic Software. The 95th percentile vehicle queue value corresponds to a condition that is generally taken as the maximum queue for the indicated movement and is presented with each turn movement at the study intersection. In addition, the queuing for the westbound right-turn movement at the Project Driveway was reported. 10.2.1 Existing Plus Project Traffic Conditions Table 10-2 presents the queueing analyses results for the intersection of Brea Canyon Road at Lycoming Street, as well as the Project Driveway for Existing Plus Project traffic conditions. Column (1) presents the queuing results for Existing Plus Project traffic conditions. Review of Column (1) of Table 10-2 indicates that the queues for the northbound left-turn at Lycoming Street and the westbound right-turn at the Project Driveway along Brea Canyon Road are forecast to be adequate under Existing Plus Project traffic conditions. 10.2.2 Year 2020 Cumulative Plus Project Traffic Conditions Review of Column (2) of Table 10-2 indicates that the queues for the northbound left-turn at Lycoming Street and the westbound right-turn at the Project Driveway along Brea Canyon Road are forecast to be adequate under Year 2020 Cumulative Plus Project traffic conditions. 10.2.3 Year 2040 Buildout Plus Project Traffic Conditions Review of Column (3) of Table 10-2 indicates that the queues for the northbound left-turn at Lycoming Street and the westbound right-turn at the Project Driveway along Brea Canyon Road are forecast to be adequate under Year 2040 Cumulative Plus Project traffic conditions. It is recommended that “Keep Clear” signage/striping be installed at the first internal on-site intersection by Year 2040. Figure 10-2 illustrates the Year 2040 Buildout Plus Project maximum queue at the Project Driveway, as well as the location of the recommended “Keep Clear” signage/striping. Appendix E presents the SimTraffic queueing worksheets for the intersection of Brea Canyon Road at Lycoming Street, as well as the Project Driveway. 8.1.d Packet Pg. 482 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23-19.docx 49 TABLE 10-2 QUEUING ANALYSIS 13 Key Ramp Intersection Estimated Storage Provided (feet) (1) Existing Plus Project Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Year 2040 Buildout Plus Project Traffic Conditions AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Max. Queue/ Min. Storage Required Adequate Storage (Yes / No) Max. Queue/ Min. Storage Required Adequate Storage (Yes / No) Max. Queue/ Min. Storage Required Adequate Storage (Yes / No) Max. Queue/ Min. Storage Required Adequate Storage (Yes / No) Max. Queue/ Min. Storage Required Adequate Storage (Yes / No) Max. Queue/ Min. Storage Required Adequate Storage (Yes / No) 5. Brea Canyon Road at Lycoming Street Northbound Left-turn 230’14 186’ Yes 158’ Yes 179’ Yes 171’ Yes 183’ Yes 180’ Yes A. Brea Canyon Road at Project Driveway Westbound Right-turn 105’15 51’ Yes 73’ Yes 48’ Yes 81’ Yes 160’ Yes 16 121’ Yes16 13 Queues based on 95th Percentile from SimTraffic Software. 14 Existing storage provided for the Northbound Left-turn movement is 230-feet (Source: Google Earth). It should be noted that the mitigation measure identified at Brea Canyon Rd and Lycoming Street would provide adequate storage to accommodate the forecasted queues. 15 Source: Proposed Project Site Plan prepared by GAA Architects. The 105-feet of storage for the westbound right-turn is measured from the back of sidewalk to the end-of-curb return (ECR) of the first internal on-site intersection. 16 Although the maximum anticipated queue cannot be accommodated within the 105-feet, an additional 90-feet of potential storage is provided on-site past the first internal intersection before impeding onto the next internal on-site intersection. Therefore, with implementation of “Keep Clear” signage/striping at the first internal on- site intersection by Year 2040, it is anticipated that there is adequate storage on-site to accommodate the maximum queues under Year 2040 Buildout Plus Project Traffic Conditions. 8.1.d Packet Pg. 483 8.1.dPacket Pg. 484 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 50 10.3 Sight Distance Evaluation At project driveways, a clear line of sight should be maintained between the driver of a vehicle waiting at the crossroad and the driver of an approaching vehicle. Adequate time must be provided for the waiting vehicle to either cross all lanes of through traffic, cross the near lanes and turn left, or turn right, without requiring through traffic to radically alter their speed. The Sight Distance Evaluation prepared for the proposed Project driveway on Brea Canyon Road is based on the criteria and procedures set forth by the California Department of Transportation (Caltrans) in the State’s Highway Design Manual (HDM). The Sight Distance Evaluation prepared for the proposed Project is based on the criteria and procedures set forth by the California Department of Transportation (Caltrans) in the State’s Highway Design Manual (HDM). Corner sight distance was utilized for the evaluation. Corner sight distance is defined in the Caltrans HDM to be the distance required by the driver of a vehicle, traveling at a given speed, to maneuver their vehicle and avoid an object without radically altering their speed. Line of sight for corner sight distance is to be determined from a 3½ foot height at the location of the driver of a vehicle on a minor road to a 4¼ foot object height in the center of the approaching lane of the major road. Based on the criteria set forth in Table 405.1A - Corner Sight Distance (7½ Second Criteria) of the Caltrans HDM and a posted speed limit of 40 mph along Brea Canton Road, a corner sight distance of 440 feet is required for the Project driveway. Figure 10-3 presents the results of the sight distance evaluation for the Project driveway on Brea Canyon Road based on the application of the corner sight distance criteria. The figure illustrates the limited use areas. As shown, the sight lines at the proposed Project driveway are expected to be adequate as long as obstructions within the sight triangles are minimized. 8.1.d Packet Pg. 485 8.1.dPacket Pg. 486 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 51 11.0 AREA-WIDE TRAFFIC IMPROVEMENTS AND FAIR-SHARE CONTRIBUTION 11.1 Recommended Improvements For those intersections where projected traffic volumes are expected to result in poor operating conditions, this report identifies roadway improvements that are expected to: Mitigate the impact of existing traffic, Project traffic and future non-project (ambient growth and cumulative project) traffic; and Improve Levels of Service to an acceptable range and/or to pre-project conditions. 11.1.1 Existing Plus Project Traffic Conditions – ICU Methodology The results of the intersection capacity analysis presented previously in Table 8-1 shows that the proposed Project will significantly impact two (2) of the study intersections under Existing Plus Project conditions and will require mitigation. Per the City’s requirements, the proposed Project may be required to implement the recommended improvements to mitigate direct impacts and/or pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects).The recommended improvements include the following: Intersection No. 5: Brea Canyon Road at Lycoming Street – Restripe northbound approach to provide an additional exclusive northbound left-turn lane. Restripe the eastbound shared left/through/right turn lane into an exclusive left-turn lane and shared through/right-turn lane. Restripe the westbound departure to accommodate two receiving lanes. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 9: SR-60 EB Ramps at Golden Springs Drive – Although this study intersection is considered to be impacted by the Project during the PM peak hour, improvements related to the SR-60/Lemon Avenue partial interchange will ultimately lead to the removal of the northern leg of the intersection. As such, the service levels are anticipated to drastically reduce as a result. Therefore, no mitigation measures are recommended. These recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004. Figure 11-1 illustrates the recommended improvements for Existing Plus Project traffic conditions based on ICU methodology. As directed by City staff, detailed concept plans have been prepared for the improvements identified at the intersection of Brea Canyon Road at Lycoming Street for Existing Plus Project traffic conditions based on ICU methodology. Figure 11-2 illustrates the conceptual improvement plan for Brea Canyon Road at Lycoming Street. 8.1.d Packet Pg. 487 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 52 11.1.2 Year 2020 Cumulative Plus Project Traffic Conditions – ICU Methodology The results of the intersection capacity analysis presented previously in Table 8-2 shows that the proposed Project will significantly impact two (2) of the study intersections under Year 2020 Cumulative Plus Project conditions and will require mitigation. Per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects). The recommended improvements include the following: Intersection No. 5: Brea Canyon Road at Lycoming Street – (Same as recommended Existing Plus Project Improvements identified in Section 11.1.1) Restripe northbound approach to provide an additional exclusive northbound left-turn lane. Restripe the eastbound shared left/through/right turn lane into an exclusive left-turn lane and shared through/right-turn lane. Restripe the westbound departure to accommodate two receiving lanes. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 7: Brea Canyon Road at SR-60 WB Ramps – Restripe the westbound shared left/right turn lane into an exclusive left-turn lane. Construct an additional exclusive westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. In addition, although the proposed Project does not impact the following four (4) locations within the City of Diamond Bar, the Project will contribute, nominally, to the unacceptable service level at these intersections under Year 2020 Cumulative plus Project conditions. Therefore, per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements. Intersection No. 8: Brea Canyon Road at Golden Springs Drive – Construct an additional eastbound through-lane. Construct an additional exclusive westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 10: Lemon Avenue at Golden Springs Drive – Modify the existing traffic signal to provide a westbound right-turn overlap phase. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 11: Grand Avenue at SR-60 EB Ramps – This intersection is anticipated to be reconstructed to include an on-ramp connecting to the SR-60 EB on the west leg. As such, restripe the southbound approach to remove the exclusive left-turn lane and construct an exclusive right-turn lane. Construct an additional northbound through-lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. 8.1.d Packet Pg. 488 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 53 Intersection No. 12: Brea Canyon Road at Pathfinder Road – (Same as recommended Existing Plus Project Improvements identified in Section 11.1.1) Construct an additional exclusive eastbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. With the exception of the improvements at Lemon Avenue/Golden Springs Drive, these recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Figure 11-3 illustrates the recommended improvements for Year 2020 Cumulative Plus Project traffic conditions based on ICU methodology. 11.1.3 Year 2040 Buildout Plus Project Traffic Conditions – ICU Methodology The results of the intersection capacity analysis presented previously in Table 8-3 shows that the proposed Project will significantly impact three (3) of the study intersections under Year 2040 Buildout Plus Project conditions and will require mitigation. Per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects). The recommended improvements include the following: Intersection No. 5: Brea Canyon Road at Lycoming Street – Restripe the northbound approach to provide an exclusive right-turn lane. Restripe northbound approach to provide an additional exclusive northbound left-turn lane and construct an additional northbound through lane. Construct two additional southbound through lanes. Restripe the eastbound shared left/through/right-turn lane to provide an exclusive left-turn lane and through lane. Construct an exclusive eastbound right-turn lane. Restripe the westbound shared left/through/right-turn lane to provide an exclusive left turn lane and shared through/right- turn lane. Restripe the westbound departure to accommodate two receiving lanes. Construct an additional westbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 7: Brea Canyon Road at SR-60 WB Ramps – Construct an additional northbound through-lane. Construct an additional southbound through-lane and convert the southbound right-turn lane into a free movement. Restripe the westbound shared left/right turn lane into an exclusive left-turn lane. Construct an additional exclusive westbound right- turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 8: Brea Canyon Road at Golden Springs Drive – Restripe the northbound approach to include an exclusive right-turn lane. Construct an additional northbound left-turn lane. Construct an additional exclusive southbound right-turn lane. Construct an additional eastbound through-lane. Construct an additional eastbound left-turn lane. Construct an additional exclusive westbound right-turn lane. Construct an additional 8.1.d Packet Pg. 489 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 54 westbound through-lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. In addition, although the proposed Project does not impact the following five (5) locations within the City of Diamond Bar, the Project will contribute, nominally, to the unacceptable service level at these intersections under Year 2040 Buildout Plus Project conditions. Therefore, per the City’s requirements, the proposed Project would be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements. Intersection No. 6: Grand Avenue at Golden Springs Drive – Construct an exclusive northbound right-turn lane. Construct two additional northbound through lanes. Construct two additional southbound through lanes and convert the southbound right-turn lane into a free movement. Construct an additional eastbound through lane. Restripe the westbound approach to provide an exclusive right-turn lane. Construct an additional westbound right- turn lane. Construct two additional westbound through lanes. Construct an additional westbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 10: Lemon Avenue at Golden Springs Drive – Modify the traffic signal to provide split phasing for the northbound and southbound approaches, a southbound right- turn overlap phase and a westbound right-turn overlap phase. Restripe the southbound approach to provide a shared left/through lane. Construct an additional southbound right- turn lane. Restripe the eastbound approach to provide an exclusive right-turn lane. Construct an additional westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 11: Grand Avenue at SR-60 EB Ramps – This intersection is anticipated to be reconstructed to include an on-ramp connecting to the SR-60 EB on the west leg. As such, restripe the southbound approach to remove the exclusive left-turn lane and construct a shared/through-right-turn lane. Construct an exclusive southbound right-turn lane. Construct two additional northbound through-lanes. Construct an additional eastbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 12: Brea Canyon Road at Pathfinder Road – Construct an additional eastbound left-turn lane. Restripe the westbound shared through/right-turn lane to a through lane. Construct an additional westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar. Intersection No. 15: Lemon Avenue at SR-60 EB Ramps – Restripe the outer northbound through-lane to convert it to a shared through/right-turn lane. Restripe the southbound approach to provide a second southbound left-turn lane. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. 8.1.d Packet Pg. 490 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 55 With the exception of the improvements at Brea Canyon Road/Valley Boulevard, Lemon Avenue/Valley Boulevard, Lemon Avenue/Golden Springs Drive and Lemon Avenue/SR-60 EB Ramps, these recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Figure 11-4 illustrates the recommended improvements for Year 2040 Buildout Plus Project traffic conditions based on ICU methodology. 11.1.4 Existing Plus Project Traffic Conditions – Caltrans Methodology The results of the intersection capacity analysis presented previously in Table 9-2 shows that the proposed Project will not significantly impact any of the state-controlled study intersections under the “Existing Plus Project” traffic scenario. Given that there are no significant impacts, no improvements are required under this traffic scenario. 11.1.5 Year 2020 Cumulative Plus Project Traffic Conditions – Caltrans Methodology The results of the intersection capacity analysis presented previously in Table 9-3 shows that the proposed Project will not significantly impact any of the state-controlled study intersections under the “Year 2020 Cumulative Plus Project” traffic scenario. Given that there are no significant impacts, no improvements are required under this traffic scenario. 11.1.6 Year 2040 Buildout Plus Project Traffic Conditions – Caltrans Methodology The results of the intersection capacity analysis presented previously in Table 9-4 indicate that the Project will cumulatively impact three (3) state-controlled study intersections. The proposed Project may be required to pay a proportional “fair-share” of the costs associated with the construction of recommended improvements (i.e. larger, long range improvement projects). The recommended improvements include the following: Intersection No. 7: Brea Canyon Road at SR-60 WB Ramps – (Same as recommended Year 2040 Buildout Plus Project Improvements identified in Section 11.1.3) Construct an additional northbound through-lane. Construct an additional southbound through-lane and convert the southbound right-turn lane into a free movement. Restripe the westbound shared left/right turn lane into an exclusive left-turn lane. Construct an additional exclusive westbound right-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. Intersection No. 11: Grand Avenue at SR-60 EB Ramps – (Same as recommended Year 2040 Buildout Plus Project Improvements identified in Section 11.1.3) This intersection is anticipated to be reconstructed to include an on-ramp connecting to the SR-60 EB on the west leg. As such, restripe the southbound approach to remove the exclusive left-turn lane and construct a shared/through-right-turn lane. Construct an exclusive southbound right-turn lane. Construct two additional northbound through-lanes. Construct an additional eastbound left-turn lane. Modify the traffic signal accordingly. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. 8.1.d Packet Pg. 491 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 56 Intersection No. 15: Lemon Avenue at SR-60 EB Ramps – (Same as recommended Year 2040 Buildout Plus Project Improvements identified in Section 11.1.3) Restripe the outer northbound through-lane to convert it to a shared through/right-turn lane. Restripe the southbound approach to provide a second southbound left-turn lane. These improvements are subject to the approval of the City of Diamond Bar and Caltrans. With the exception of the improvements at Lemon Avenue/SR-60 EB Ramps, these recommended improvements are consistent with those identified in the Traffic Impact Analysis for Industry Business Center, prepared by LLG Engineers, dated March 2004 as well as the City of Industry General Plan Update EIR, prepared by LLG, dated November 2011. Figure 11-5 illustrates the recommended improvements for Year 2040 Buildout Plus Project traffic conditions based on Caltrans methodology. 11.2 Improvements Cost Estimates and Project Fair-Share Contribution The Project may be expected to pay a fair-share/local fee to cover the Project’s fair-share of the full construction costs needed to implement the recommended improvements summarized in Figures 11- 1 through 11-5. Table 11-1 summarizes the recommended improvements for the impacted intersections and also provides the estimated construction costs for all of the recommended improvements for Existing, Year 2020 Cumulative traffic conditions and Year 2040 Buildout traffic conditions. Please note that all costs summarized in Table 11-1 represent a rough order of magnitude for construction only and include assumptions for acquisition of right-of way costs. Appendix F includes the cost estimate calculation worksheets prepared for each of the recommended improvements. 8.1.d Packet Pg. 492 8.1.dPacket Pg. 493 8.1.dPacket Pg. 494 8.1.dPacket Pg. 495 8.1.dPacket Pg. 496 8.1.dPacket Pg. 497 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 57 TABLE 11-1 RECOMMENDED IMPROVEMENTS AND PRELIMINARY COSTS 17 Key Intersections Improvement Description (1) Existing Plus Project (2) Year 2020 Cumulative Plus Project (3) Year 2040 Buildout Plus Project 5. Brea Canyon Road at Lycoming Street Restripe NB shared through/right-turn lane to provide an exclusive right-turn lane Restripe NB approach to provide an additional NB left-turn lane Construct an additional NB through-lane Construct two (2) additional SB through-lanes Restripe EB approach to provide exclusive left-turn and through lane Construct an exclusive EB right-turn lane Restripe WB approach to provide exclusive left-turn and shared through/right lane Construct an additional WB left-turn lane Modify existing traffic signal -- X -- -- X -- -- -- -- $24,000.00 -- X -- -- X -- -- -- -- N/A X X X X X X X X X $1,130,400.00 6. Grand Avenue at Golden Springs Drive Construct an exclusive NB right-turn lane Construct two (2) additional NB through-lanes Construct two (2) additional SB through-lanes Convert existing SB right-turn lane into a free-right turn Construct an additional EB through-lane Restripe WB approach to provide exclusive right-turn lane Construct an additional WB right-turn lane Construct two (2) additional WB through lanes Construct an additional WB left-turn lane Modify existing traffic signal -- -- -- -- -- -- -- -- -- -- N/A -- -- -- -- -- -- -- -- -- -- N/A X X X X X X X X X X $3,697,140.00 Note: • X = Denotes that the improvement carries over from the previous scenario and is assumed to be already implemented, and therefore is not considered in the cost. 17 Appendix F includes the cost estimate calculation worksheets prepared for each of the recommended improvements. 8.1.d Packet Pg. 498 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 58 TABLE 11-1 (CONTINUED) RECOMMENDED IMPROVEMENTS AND PRELIMINARY COSTS 18 Key Intersections Improvement Description (1) Existing Plus Project (2) Year 2020 Cumulative Plus Project (3) Year 2040 Buildout Plus Project 7. Brea Canyon Road at SR-60 WB Ramps Construct an additional NB through-lane Construct an additional SB through-lane Convert the existing SB right-turn lane into a free-right turn Restripe to the westbound shared left/right-turn lane into an exclusive left-turn lane Construct an additional westbound right-turn lane (ramp improvement) Modify existing traffic signal -- -- -- -- -- -- N/A -- -- -- X X X $239,040.00 X X X X X X $1,253,640.00 8. Brea Canyon Road at Golden Springs Drive Restripe the NB approach to include an exclusive right-turn lane Construct an additional NB left-turn lane Construct an additional SB right-turn lane Construct an additional EB left-turn lane Construct an additional EB through-lane Construct an additional westbound right-turn lane Construct an additional westbound through-lane Modify existing traffic signal -- -- -- -- -- -- -- -- N/A -- -- -- -- X X -- X $824,820.00 X X X X X X X X $1,126,860.00 10. Lemon Avenue at Golden Springs Drive Restripe SB approach to provide a shared left/through lane Construct an additional SB right-turn lane Restripe EB approach to provide an exclusive right-turn lane Construct an additional WB right-turn lane Modify existing traffic signal -- -- -- -- -- N/A -- -- -- -- X $96,000.00 X X X X X $416,520.00 Note: • X = Denotes that the improvement carries over from the previous scenario and is assumed to be already implemented, and therefore is not considered in the cost. 18 Appendix F includes the cost estimate calculation worksheets prepared for each of the recommended improvements. 8.1.d Packet Pg. 499 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 59 TABLE 11-1 (CONTINUED) RECOMMENDED IMPROVEMENTS AND PRELIMINARY COSTS 19 Key Intersections Improvement Description (1) Existing Plus Project (2) Year 2020 Cumulative Plus Project (3) Year 2040 Buildout Plus Project 11. Grand Avenue at SR-60 EB Ramps Construct an additional NB through-lane Construct an additional NB through-lane Restripe to remove the SB left-turn lane Construct a SB shared through/right-turn lane Construct an exclusive SB right-turn lane Construct an additional eastbound left-turn lane (ramp improvement) Modify existing traffic signal -- -- -- -- -- -- -- N/A X -- -- -- X -- X $120,000.00 X X X X X X X $1,483,080.00 12. Brea Canyon Road at Pathfinder Road Construct an additional EB left-turn lane Restripe WB shared through/right-turn lane to a through lane Construct an additional WB right-turn lane Modify existing traffic signal -- -- -- -- N/A X -- -- -- $12,000.00 X X X X $259,920.00 15. Lemon Avenue at SR-60 EB Ramps Restripe the outer NB through-lane into a shared through/right-turn lane Restripe the SB approach to provide a 2nd SB left-turn lane -- -- N/A -- -- N/A X X $24,000.00 TOTAL COST OF IMPROVEMENTS: $24,000.00 $1,291,860.00 $9,391,560.00 Note: • X = Denotes that the improvement carries over from the previous scenario and is assumed to be already implemented, and therefore is not considered in the cost. 19 Appendix F includes the cost estimate calculation worksheets prepared for each of the recommended improvements. 8.1.d Packet Pg. 500 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 60 11.2.1 Year 2020 Cumulative Plus Project Traffic Conditions – Fair-Share Contribution Table 11-2 presents the AM and/or PM peak hours Project fair-share percentages at the key study intersections that are considered significantly impacted under Year 2020 Cumulative Plus Project traffic conditions. Please note that the Existing plus Project recommended improvements are included in the Year 2020 plus Project recommended improvements. Therefore, only a Year 2020 fair-share contribution has been calculated. These fair-share calculations are based on the recommended methodology contained in the City of Diamond Bar Traffic Impact Analysis Guidelines (Revised October 2009). As presented in Table 11-2, the first column (1) presents the Project ICU impact. The second column (2) presents the ICU benefit of improvements. The third column (3) presents the Project fair-share percentage based on the following formula: Project Fair-Share (3) = [Column (1) / (Column (2)] * 100% Column (4) presents the cost of the recommended improvement, whereas column (5) presents the Project’s fair-share cost contribution. A review of Table 11-2 indicates that the total improvement cost for the Year 2020 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $956,820.00 and $359,040.00, respectively. The total Project fair-share contribution amount for the Year 2020 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $172,292.00 and $69,339.00, respectively. 8.1.d Packet Pg. 501 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 61 TABLE 11-2 YEAR 2020 CUMULATIVE PLUS PROJECT FAIR-SHARE CONTRIBUTION SUMMARY Key Intersections Time Period Jurisdiction (1) Project Impact (2) Benefit of Improvements (3) Project Fair-Share Percentage 20 (4) Improvement Total (5) Project Fair- Share Contribution 5. Brea Canyon Road at AM Diamond Bar -- -- 100% $24,000.00 $24,000.00 Lycoming Street PM -- -- 100% 7. Brea Canyon Road at AM Diamond Bar/ Caltrans 0.022 0.081 27.2% $239,040.00 $65,019.00 SR-60 WB Ramps PM -- -- -- 8. Brea Canyon Road at AM Diamond Bar -- -- -- $824,820.00 $141,044.00 Golden Springs Drive PM 0.014 0.082 17.1% 10. Lemon Avenue at AM Diamond Bar 0.012 0.187 6.4% $96,000.00 $6,144.00 Golden Springs Drive PM 0.000 0.176 0.0% 11. Grand Avenue at AM Diamond Bar/ Caltrans -- -- -- $120,000.00 $4,320.00 SR-60 EB Ramps PM 0.016 0.441 3.6% 12. Brea Canyon Road at AM Diamond Bar -- -- -- $12,000.00 $1,104.00 Pathfinder Road PM 0.011 0.119 9.2% TOTAL PROJECT FAIR-SHARE CONTRIBUTION FOR CITY OF DIAMOND BAR LOCATIONS $956,820.00 $172,292.00 TOTAL PROJECT FAIR-SHARE CONTRIBUTION FOR CITY OF DIAMOND BAR/CALTRANS LOCATIONS $359,040.00 $69,339.00 Notes: Bold Net Project Percent Increase is based on worse case 20 Project Fair-Share% (3) = [Project ICU Impact (1) / ICU Benefit of Improvement (2)] Source: City of Diamond Bar Traffic Impact Analysis Guidelines (Revised October 2009). 8.1.d Packet Pg. 502 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 62 11.2.2 Year 2040 Buildout Plus Project Traffic Conditions – Fair-Share Contribution Table 11-3 presents the AM and/or PM peak hours Project fair-share percentages at the key study intersections that are considered significantly impacted under Year 2040 Buildout Plus Project traffic conditions. As presented in Table 11-3, the first column (1) presents the Project ICU impact. The second column (2) presents the ICU benefit of improvements. The third column (3) presents the Project fair-share percentage based on the following formula: Project Fair-Share (3) = [Column (1) / (Column (2)] * 100% Column (4) presents the cost of the recommended improvement, whereas column (5) presents the Project’s fair-share cost contribution. A review of Table 11-3 indicates that the total improvement cost for the Year 2040 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $6,630,840.00 and $2,760,720.00, respectively. The total Project fair-share contribution amount for the Year 2040 traffic conditions for the City of Diamond Bar and City of Diamond Bar/Caltrans locations are $370,191.00 and $235,088.00, respectively. 8.1.d Packet Pg. 503 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 63 TABLE 11-3 YEAR 2040 BUILDOUT PLUS PROJECT FAIR-SHARE CONTRIBUTION SUMMARY Key Intersections Time Period Jurisdiction (1) Project Impact (2) Benefit of Improvements (3) Project Fair-Share Percentage 21 (4) Improvement Total (5) Project Fair- Share Contribution 5. Brea Canyon Road at AM Diamond Bar 0.001 0.402 0.2% $1,130,400.00 $136,778.00 Lycoming Street PM 0.070 0.579 12.1% 6. Grand Avenue at AM Diamond Bar 0.004 0.459 0.9% $3,697,140.00 $129,400.00 Golden Springs Drive PM 0.010 0.286 3.5% 7. Brea Canyon Road at AM Diamond Bar/ Caltrans 0.036 0.231 15.6% $1,253,640.00 $195,568.00 SR-60 WB Ramps PM 0.024 0.313 7.7% 8. Brea Canyon Road at AM Diamond Bar 0.031 0.370 8.4% $1,126,860.00 $94,656.00 Golden Springs Drive PM 0.000 0.241 0.0% 10. Lemon Avenue at AM Diamond Bar 0.000 0.426 0.0% $416,520.00 $0.00 Golden Springs Drive PM 0.000 0.445 0.0% 11. Grand Avenue at AM Diamond Bar/ Caltrans 0.000 0.548 0.0% $1,483,080.00 $38,560.00 SR-60 EB Ramps PM 0.015 0.578 2.6% 12. Brea Canyon Road at AM Diamond Bar -- -- -- $259,920.00 $9,357.00 Pathfinder Road PM 0.010 0.278 3.6% 15. Lemon Avenue at AM Diamond Bar/ Caltrans 0.008 0.199 4.0% $24,000.00 $960.00 SR-60 EB Ramps PM -- -- -- TOTAL PROJECT FAIR-SHARE CONTRIBUTION FOR CITY OF DIAMOND BAR LOCATIONS $6,630,840.00 $370,191.00 TOTAL PROJECT FAIR-SHARE CONTRIBUTION FOR CITY OF DIAMOND BAR/CALTRANS LOCATIONS $2,760,720.00 $235,088.00 Notes: Bold Net Project Percent Increase is based on worse case 21 Project Fair-Share% (3) = [Project ICU Impact (1) / ICU Benefit of Improvement (2)]. Source: City of Diamond Bar Traffic Impact Analysis Guidelines (Revised October 2009). 8.1.d Packet Pg. 504 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 64 12.0 CONGESTION MANAGEMENT PROGRAM COMPLIANCE ASSESSMENT The Congestion Management Program (CMP) was created statewide as a result of Proposition 111 and has been implemented locally by the Los Angeles County Metropolitan Transportation Authority (LACMTA). The CMP for Los Angeles County requires that the traffic impact of individual development projects of potential regional significance be analyzed. A specific system of arterial roadways plus all freeways comprise the CMP system. 12.1 Traffic Impact Review As required by the current Congestion Management Program for Los Angeles County, a review has been made of designated monitoring locations on the CMP highway system for potential impact analysis. Per CMP TIA criteria, the geographic area examined in the TIA must include the following, at a minimum: All CMP arterial monitoring intersections, including freeway on and off-ramp intersections, where the project will add 50 or more trips during either the AM or PM weekday peak hours. Mainline freeway-monitoring stations where the project will add 150 or more trips, in either direction, during the AM or PM weekday peak hours. 12.1.1 Freeways The CMP freeway mainline monitoring stations in the vicinity of the study area are as follows: CMP Station No. 1031: SR-60 at Brea Canyon Road CMP Station No. 1032: SR-60 east of SR-57 The proposed project will not add 150 or more trips (in either direction) during the weekday AM and PM peak hours at CMP mainline freeway monitoring locations as stated in the CMP manual as the threshold for a traffic impact assessment. Therefore a CMP freeway traffic impact analysis is not required. 12.1.2 Intersections The CMP arterial intersection in the vicinity of the study area includes the intersection of Diamond Bar Boulevard at Grand Avenue. As stated earlier, the CMP guidelines require that arterial monitoring intersection locations must be examined if the proposed project will add 50 or more trips during either the AM or PM weekday peak hours (of adjacent street traffic) at CMP monitoring intersections. Based on the proposed project’s trip generation potential, trip distribution and trip assignment, the added AM and PM peak hour project generated trips to the adjacent street system does not require a CMP analysis. 8.1.d Packet Pg. 505 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 65 13.0 CALTRANS FREEWAY ANALYSIS Neither the City of Diamond Bar nor neighboring cities have devised methods to measure congestion and project impacts on freeways. Therefore, methods used by Caltrans have been used. Caltrans requires the use of analysis methods provided in the Highway Capacity Manual (HCM) for the analysis of basic freeway segments and freeway ramps. Caltrans “endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on State highway facilities”; it does not require that LOS “D” (shall) be maintained. However, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. For this analysis, LOS D is the target level of service standard and will be utilized to assess project impacts at the study freeway segments. Based on Caltrans Criteria, a Project’s impact is considered significant if the Project causes the LOS to change from an acceptable LOS (i.e., LOS D or better) to a deficient LOS (i.e. LOS E or F). 13.1 Freeway Mainline Segment Analysis Basic freeway segment analysis for freeway segments was conducted at twelve (12) Caltrans freeway segments in the vicinity of the proposed Project. The segments west of Lemon Avenue are only analyzed under future conditions, which coincide with the installation of the new interchange at SR-60/Lemon Avenue. The following twelve (12) segments were included for analysis: 1. SR-60 westbound, west of Lemon Avenue (Future) 2. SR-60 eastbound, west of Lemon Avenue (Future) 3. SR-60 westbound, west of Brea Canyon Road 4. SR-60 eastbound, west of Brea Canyon Road 5. SR-60 westbound, west of Grand Avenue 6. SR-60 eastbound, west of Grand Avenue 7. SR-60 westbound, east of Grand Avenue 8. SR-60 eastbound, east of Grand Avenue 9. SR-57 northbound, north of Pathfinder Road 10. SR-57 southbound, north of Pathfinder Road 11. SR-57 northbound, south of Pathfinder Road 12. SR-57 southbound, south of Pathfinder Road 13.1.1 Existing Traffic Conditions Table 13-1 summarizes the peak hour level of service results at the ten (10) existing freeway segments for Existing traffic conditions. Review of Table 13-1 indicates that seven (7) of the ten freeway segments currently operate at unacceptable LOS E or F during the AM and/or PM peak hours. Appendix G contains the freeway mainline level of service calculation worksheets for Existing traffic conditions. 8.1.d Packet Pg. 506 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 66 TABLE 13-1 EXISTING PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period Lanes Project Trips (1) Existing Traffic Conditions Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS 1. SR-60 westbound, west of AM Future Freeway Segment Lemon Avenue PM 2. SR-60 eastbound, west of AM Future Freeway Segment Lemon Avenue PM 3. SR-60 westbound, west of AM 4 8 14,732 -- F Brea Canyon Road PM 25 10,589 -- F 4. SR-60 eastbound, west of AM 4 23 12,379 -- F Brea Canyon Road PM 13 14,426 -- F 5. SR-60 westbound, west of AM 7 23 13,803 36.7 E Grand Avenue PM 13 9,921 23.5 C 6. SR-60 eastbound, west of AM 7 8 11,597 28.2 D Grand Avenue PM 25 13,516 35.4 E 7. SR-60 westbound, east of AM 6 23 12,736 42.2 E Grand Avenue PM 13 9,153 25.5 C 8. SR-60 eastbound, east of AM 6 8 11,414 34.6 D Grand Avenue PM 25 14,294 -- F 9. SR-57 northbound, north of AM 5 23 3,067 10.1 A Pathfinder Road PM 13 5,898 19.5 C 10. SR-57 southbound, north of AM 5 8 7,838 26.4 D Pathfinder Road PM 25 7,787 26.2 D 11. SR-57 northbound, south of AM 4 23 3,023 12.5 B Pathfinder Road PM 13 5,813 24.2 C 12. SR-57 southbound, south of AM 4 8 7,686 35.1 E Pathfinder Road PM 25 8,166 39.1 E Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 507 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 67 13.1.2 Existing Plus Project Traffic Conditions Table 13-2 summarizes the peak hour level of service results at the ten (10) existing freeway segments for Existing Plus Project traffic conditions. The first column (1) presents a summary of existing AM and PM peak hour traffic conditions. The second column (2) presents Existing plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Columns 2 and 3 of Table 13-2 indicates that with the addition of Project traffic, seven (7) of the ten existing freeway segments are forecast to operate at an unacceptable level of service during the AM and/or PM peak hours. However, the project will not significantly impact any of the key freeway segments based on the LOS standards defined in this report. Appendix G contains the freeway mainline level of service calculation worksheets for Existing traffic conditions. 8.1.d Packet Pg. 508 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 68 TABLE 13-2 EXISTING PLUS PROJECT PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Yes/No 1. SR-60 westbound, west of AM Future Freeway Segment Lemon Avenue PM 2. SR-60 eastbound, west of AM Future Freeway Segment Lemon Avenue PM 3. SR-60 westbound, west of AM 14,732 -- F 14,740 -- F No Brea Canyon Road PM 10,589 -- F 10,614 -- F No 4. SR-60 eastbound, west of AM 12,379 -- F 12,402 -- F No Brea Canyon Road PM 14,426 -- F 14,439 -- F No 5. SR-60 westbound, west of AM 13,803 36.7 E 13,826 36.8 E No Grand Avenue PM 9,921 23.5 C 9,934 23.5 C No 6. SR-60 eastbound, west of AM 11,597 28.2 D 11,605 28.3 D No Grand Avenue PM 13,516 35.4 E 13,541 35.5 E No 7. SR-60 westbound, east of AM 12,736 42.2 E 12,759 42.4 E No Grand Avenue PM 9,153 25.5 C 9,166 25.6 C No 8. SR-60 eastbound, east of AM 11,414 34.6 D 11,422 34.6 D No Grand Avenue PM 14,294 -- F 14,319 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 509 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 69 TABLE 13-2 (CONTINUED) EXISTING PLUS PROJECT PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Yes/No 9. SR-57 northbound, north of AM 3,067 10.1 A 3,090 10.2 A No Pathfinder Road PM 5,898 19.5 C 5,911 19.5 C No 10. SR-57 southbound, north of AM 7,838 26.4 D 7,846 26.4 D No Pathfinder Road PM 7,787 26.2 D 7,812 26.3 D No 11. SR-57 northbound, south of AM 3,023 12.5 B 3,046 12.6 B No Pathfinder Road PM 5,813 24.2 C 5,826 24.2 C No 12. SR-57 southbound, south of AM 7,686 35.1 E 7,694 35.2 E No Pathfinder Road PM 8,166 39.1 E 8,191 39.4 E No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 510 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 70 13.1.3 Year 2020 Cumulative Traffic Conditions Table 13-3 summarizes the peak hour level of service results at the twelve (12) freeway segments for Year 2020 Cumulative traffic conditions. The first column (1) presents a summary of Year 2020 Cumulative AM and PM peak hour traffic conditions. The second column (2) presents Year 2020 Cumulative plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-3 indicates that nine (9) of the twelve freeway segments are forecast to operate at unacceptable LOS E or F during the AM and/or PM peak hours under Year 2020 Cumulative traffic conditions. Review of Columns 2 and 3 of Table 13-3 indicates that with the addition of Project traffic, nine (9) of the twelve freeway segments are forecast to operate at an unacceptable level of service during the AM and/or PM peak hours. However, the project will not significantly impact any of the key freeway segments based on the LOS standards defined in this report. Appendix G contains the freeway mainline level of service calculation worksheets for Year 2020 Cumulative traffic conditions. 8.1.d Packet Pg. 511 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 71 TABLE 13-3 YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Yes/No 1. SR-60 westbound, west of AM 15,156 -- F 15,164 -- F No Lemon Avenue PM 10,970 -- F 10,995 -- F No 2. SR-60 eastbound, west of AM 12,696 -- F 12,719 -- F No Lemon Avenue PM 14,711 -- F 14,724 -- F No 3. SR-60 westbound, west of AM 15,035 -- F 15,043 -- F No Brea Canyon Road PM 10,806 -- F 10,831 -- F No 4. SR-60 eastbound, west of AM 12,676 -- F 12,676 -- F No Brea Canyon Road PM 15,302 -- F 15,302 -- F No 5. SR-60 westbound, west of AM 14,086 38.0 E 14,109 38.2 E No Grand Avenue PM 10,143 24.0 C 10,156 24.1 C No 6. SR-60 eastbound, west of AM 11,852 29.1 D 11,852 29.1 D No Grand Avenue PM 13,801 36.7 E 13,801 36.7 E No 7. SR-60 westbound, east of AM 12,998 44.1 E 13,021 44.2 E No Grand Avenue PM 9,360 26.2 D 9,373 26.3 D No 8. SR-60 eastbound, east of AM 11,666 35.8 E 11,674 35.8 E No Grand Avenue PM 14,594 -- F 14,619 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 512 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 72 TABLE 13-3 (CONTINUED) YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Yes/No 9. SR-57 northbound, north of AM 3,147 10.4 A 3,170 10.5 A No Pathfinder Road PM 6,043 20.0 C 6,056 20.0 C No 10. SR-57 southbound, north of AM 8,018 27.1 D 8,018 27.1 D No Pathfinder Road PM 7,969 26.9 D 7,969 26.9 D No 11. SR-57 northbound, south of AM 3,091 12.8 B 3,114 12.9 B No Pathfinder Road PM 5,958 24.8 C 5,971 24.9 C No 12. SR-57 southbound, south of AM 7,867 36.5 E 7,875 36.6 E No Pathfinder Road PM 8,346 40.7 E 8,372 41.0 E No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 513 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 73 13.1.4 Year 2040 Buildout Traffic Conditions Table 13-4 summarizes the peak hour level of service results at the twelve (12) freeway segments for Year 2040 Buildout traffic conditions. The first column (1) presents a summary of Year 2040 Buildout AM and PM peak hour traffic conditions. The second column (2) presents Year 2040 Buildout plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-4 indicates that ten (10) of the twelve freeway segments are forecast to operate at unacceptable LOS E or F during the AM and/or PM peak hours under Year 2040 Buildout traffic conditions. Review of Columns 2 and 3 of Table 13-4 indicates that with the addition of Project traffic, ten (10) of the twelve freeway segments are forecast to operate at an unacceptable level of service during the AM and/or PM peak hours. However, the project will not significantly impact any of the key freeway segments based on the LOS standards defined in this report. Appendix G contains the freeway mainline level of service calculation worksheets for Year 2040 Buildout traffic conditions. 8.1.d Packet Pg. 514 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 74 TABLE 13-4 YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Yes/No 1. SR-60 westbound, west of AM 18,353 -- F 18,361 -- F No Lemon Avenue PM 13,887 -- F 13,912 -- F No 2. SR-60 eastbound, west of AM 16,071 -- F 16,094 -- F No Lemon Avenue PM 17,774 -- F 17,787 -- F No 3. SR-60 westbound, west of AM 18,128 -- F 18,136 -- F No Brea Canyon Road PM 13,612 -- F 13,637 -- F No 4. SR-60 eastbound, west of AM 15,810 -- F 15,810 -- F No Brea Canyon Road PM 18,581 -- F 18,581 -- F No 5. SR-60 westbound, west of AM 17,076 -- F 17,099 -- F No Grand Avenue PM 13,212 34.1 D 13,225 34.2 D No 6. SR-60 eastbound, west of AM 15,216 44.4 E 15,216 44.4 E No Grand Avenue PM 16,944 -- F 16,944 -- F No 7. SR-60 westbound, east of AM 16,109 -- F 16,132 -- F No Grand Avenue PM 11,385 34.4 D 11,398 34.5 D No 8. SR-60 eastbound, east of AM 14,783 -- F 14,791 -- F No Grand Avenue PM 17,998 -- F 18,023 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 515 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 75 TABLE 13-4 (CONTINUED) YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR FREEWAY MAINLINE CAPACITY ANALYSIS SUMMARY Basic Freeway Segment Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Peak Hour Volume (pc/h/ln) Density (pc/mi/ln) LOS Yes/No 9. SR-57 northbound, north of AM 4,150 13.7 B 4,173 13.8 B No Pathfinder Road PM 7,378 24.6 C 7,391 24.6 C No 10. SR-57 southbound, north of AM 9,667 35.5 E 9,667 35.5 E No Pathfinder Road PM 9,922 37.1 E 9,922 37.1 E No 11. SR-57 northbound, south of AM 4,085 16.9 B 4,108 17.0 B No Pathfinder Road PM 7,276 32.2 D 7,289 32.3 D No 12. SR-57 southbound, south of AM 9,515 -- F 9,523 -- F No Pathfinder Road PM 10,401 -- F 10,426 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 516 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 76 13.2 Freeway Weaving Analysis This section of the report presents a freeway weaving analysis for SR-60 eastbound on-ramp, between Golden Springs Drive and SR-57 SB ramp. It should be noted that due to the future interchange at SR-60/Lemon Avenue, this ramp will be demolished under future conditions. Therefore, this weaving analysis only includes level of service for Existing and Existing Plus Project traffic conditions for SR-60 eastbound on-ramp, between Golden Springs Drive and SR-57 SB Interchange. With the installation of the new ramps at SR-60/Lemon Avenue, a weaving analysis has been prepared for the SR-60 eastbound on-ramp, between Lemon Avenue and SR-57 SB interchange under Year 2020 Cumulative and Year 2040 Buildout traffic conditions. 13.2.1 Existing Traffic Conditions Table 13-5 summarizes the peak hour level of service results at the weaving segment along the SR- 60 EB, between Golden Springs Drive and SR-57 SB ramp. The first column (1) presents a summary of Existing AM and PM peak hour traffic conditions. The second column (2) presents Existing plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-5 indicates that the weaving segment currently operates at unacceptable LOS F during both the AM and PM peak hours under Existing traffic conditions. Review of Columns 2 and 3 of Table 13-5 indicates that with the addition of Project traffic, the weaving segment is still forecast to operate at unacceptable LOS F during both the AM and PM peak hours. However, the project will not significantly impact any of the key freeway weaving segments based on the LOS standards defined in this report. Furthermore, with the future closing of the SR-60 EB/Golden Springs ramp this weaving movement will occur farther west, and since there will be less project traffic in this section, the project will have less than a significant impact in the future. Appendix H contains the freeway weaving level of service calculation worksheets for Existing traffic conditions. 8.1.d Packet Pg. 517 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 77 TABLE 13-5 EXISTING PLUS PROJECT PEAK HOUR FREEWAY WEAVING CAPACITY ANALYSIS SUMMARY Weaving Segment Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact FF RF RR FR Density (pc/mi/ln) LOS FF RF RR FR Density (pc/mi/ln) LOS Yes/No 1. SR-60 eastbound weaving between AM 10,863 734 245 827 -- F 10,863 742 253 827 -- F No Golden Springs Drive and SR-57 SB PM 12,698 818 273 1,449 -- F 12,698 843 298 1,449 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) FF = Freeway to freeway volume; RF = Ramp to freeway volume; RR = Ramp to ramp volume; FR = Freeway to ramp volume Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 518 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 78 13.2.2 Year 2020 Cumulative Traffic Conditions Table 13-6 summarizes the peak hour level of service results at the weaving segment along the SR- 60 EB on-ramp, between Lemon Avenue and SR-57 SB interchange. The first column (1) presents a summary of Year 2020 Cumulative AM and PM peak hour traffic conditions. The second column (2) presents Year 2020 Cumulative plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-6 indicates that the weaving segment is forecast to continue to operate at unacceptable LOS F during both the AM and PM peak hours under Year 2020 Cumulative traffic conditions. Review of Columns 2 and 3 of Table 13-6 indicates that with the addition of Project traffic, the weaving segment is still forecast to operate at unacceptable LOS F during both the AM and PM peak hours. However, the project will not significantly impact any of the key freeway weaving segments based on the LOS standards defined in this report. Furthermore, the Project does not add any trips along this segment. Appendix H contains the freeway weaving level of service calculation worksheets for Year 2020 Cumulative traffic conditions. 8.1.d Packet Pg. 519 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 79 TABLE 13-6 YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR FREEWAY WEAVING CAPACITY ANALYSIS SUMMARY Weaving Segment Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact FF RF RR FR Density (pc/mi/ln) LOS FF RF RR FR Density (pc/mi/ln) LOS Yes/No 1. SR-60 eastbound weaving between AM 11,290 562 188 1,386 -- F 11,290 562 188 1,386 -- F No Lemon Avenue and SR-57 SB PM 13,153 648 216 2,149 -- F 13,153 648 216 2,149 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) FF = Freeway to freeway volume; RF = Ramp to freeway volume; RR = Ramp to ramp volume; FR = Freeway to ramp volume Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 520 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 80 13.2.3 Year 2040 Buildout Traffic Conditions Table 13-7 summarizes the peak hour level of service results at the weaving segment along the SR- 60 EB on-ramp, between Lemon Avenue and SR-57 SB interchange. The first column (1) presents a summary of Year 2040 Buildout AM and PM peak hour traffic conditions. The second column (2) presents Year 2040 Buildout plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-7 indicates that the weaving segment is forecast to continue to operate at unacceptable LOS F during both the AM and PM peak hours under Year 2040 Buildout traffic conditions. Review of Columns 2 and 3 of Table 13-7 indicates that with the addition of Project traffic, the weaving segment is still forecast to operate at unacceptable LOS F during both the AM and PM peak hours. However, the project will not significantly impact any of the key freeway weaving segments based on the LOS standards defined in this report. Furthermore, the Project does not add any trips along this segment. Appendix H contains the freeway weaving level of service calculation worksheets for Year 2040 Buildout traffic conditions. 8.1.d Packet Pg. 521 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 81 TABLE 13-7 YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR FREEWAY WEAVING CAPACITY ANALYSIS SUMMARY Weaving Segment Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact FF RF RR FR Density (pc/mi/ln) LOS FF RF RR FR Density (pc/mi/ln) LOS Yes/No 1. SR-60 eastbound weaving between AM 14,400 816 272 1,410 -- F 14,400 816 272 1,410 -- F No Lemon Avenue and SR-57 SB PM 15,991 953 318 2,590 -- F 15,991 953 318 2,590 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) FF = Freeway to freeway volume; RF = Ramp to freeway volume; RR = Ramp to ramp volume; FR = Freeway to ramp volume Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 522 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 82 13.3 Freeway Merge/Diverge Ramp Junction Analysis Merge and/or Diverge analysis for freeway ramp junctions were conducted at eight (8) freeway ramps in the vicinity of the proposed Project. The ramps at Lemon Avenue are only analyzed under future conditions, which coincide with the installation of the new interchange at SR-60/Lemon Avenue. The following eight (8) ramp junctions were included for analysis: 1. SR-60 westbound, merge from Brea Canyon Road 2. SR-57/60 westbound, diverge to Brea Canyon Road 3. SR-60 eastbound, diverge to Golden Springs Drive 4. SR-57 southbound, diverge to Pathfinder Road 5. SR-57 southbound, merge from Pathfinder Road 6. SR-60 westbound, merge from Lemon Avenue (Future) 7. SR-60 eastbound, diverge to Lemon Avenue (Future) 8. SR-60 eastbound, merge from Lemon Avenue (Future) 13.3.1 Existing Traffic Conditions Table 13-8 summarizes the peak hour level of service results at the five (5) existing freeway ramp junctions for existing traffic conditions. The first column (1) presents a summary of Existing AM and PM peak hour traffic conditions. The second column (2) presents Existing plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-8 indicates that three (3) of the five existing freeway ramp junctions are forecast to operate at unacceptable LOS F during the AM and PM peak hours under Existing traffic conditions. Review of Columns 2 and 3 of Table 13-8 indicates that with the addition of Project traffic, three (3) of the five existing freeway ramp junctions are forecast to operate at an unacceptable level of service during the AM and PM peak hours. However, the project will not significantly impact any of the key freeway ramp junctions based on the LOS standards defined in this report.. Appendix I contains the freeway ramps level of service calculation worksheets for Existing traffic conditions. 8.1.d Packet Pg. 523 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 83 TABLE 13-8 EXISTING PLUS PROJECT PEAK HOUR FREEWAY RAMP CAPACITY ANALYSIS SUMMARY Freeway Ramp Analysis Type Time Period (1) Existing Traffic Conditions (2) Existing Plus Project Traffic Conditions (3) Significant Impact Freeway Pk Hr Volume Ramp Pk Hr Volume Density (pc/mi/ln) LOS Freeway Pk Hr Volume Ramp Pk Hr Volume Density (pc/mi/ln) LOS Yes/No 1. SR-60 westbound, merge from Merge Analysis AM 14,018 714 -- F 14,018 722 -- F No Brea Canyon Road PM 9,550 1,039 -- F 9,550 1,064 -- F No 2. SR-57/60 westbound, diverge to Diverge Analysis AM 14,018 1,036 -- F 14,018 1,082 -- F No Brea Canyon Road PM 9,550 536 -- F 9,550 561 -- F No 3. SR-60 eastbound, diverge to Diverge Analysis AM 11,690 689 -- F 11,690 712 -- F No Golden Springs Drive PM 14,147 279 -- F 14,147 292 -- F No 4. SR-57 southbound, diverge to Diverge Analysis AM 7,294 544 20.2 D 7,302 544 25.8 D No Pathfinder Road PM 7,469 318 20.5 D 7,494 318 26.3 D No 5. SR-57 southbound, merge from Merge Analysis AM 7,294 392 36.1 D 7,302 392 36.2 D No Pathfinder Road PM 7,469 697 39.2 D 7,494 697 39.3 D No 6. SR-60 westbound, merge from Merge Analysis AM Future Freeway Ramp Lemon Avenue PM 7. SR-60 eastbound, diverge to Diverge Analysis AM Future Freeway Ramp Lemon Avenue PM 8. SR-60 eastbound, merge from Merge Analysis AM Future Freeway Ramp Lemon Avenue PM Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 524 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 84 13.3.2 Year 2020 Cumulative Traffic Conditions Table 13-9 summarizes the peak hour level of service results at the seven (7) freeway ramp junctions for Year 2020 Cumulative traffic conditions. The first column (1) presents a summary of Year 2020 Cumulative AM and PM peak hour traffic conditions. The second column (2) presents Year 2020 Cumulative plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-9 indicates that five (5) of the seven freeway ramp junctions are forecast to operate at unacceptable LOS F during the AM and PM peak hours under Year 2020 Cumulative traffic conditions. Review of Columns 2 and 3 of Table 13-9 indicates that with the addition of Project traffic, five (5) of the seven freeway ramp junctions are forecast to operate at an unacceptable level of service during the AM and PM peak hours. However, the project will not significantly impact any of the key freeway ramp junctions based on the LOS standards defined in this report. Appendix I contains the freeway ramps level of service calculation worksheets for Year 2020 Cumulative traffic conditions. 8.1.d Packet Pg. 525 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8-23- 19.docx 85 TABLE 13-9 YEAR 2020 CUMULATIVE PLUS PROJECT PEAK HOUR FREEWAY RAMP CAPACITY ANALYSIS SUMMARY Freeway Ramp Analysis Type Time Period (1) Year 2020 Cumulative Traffic Conditions (2) Year 2020 Cumulative Plus Project Traffic Conditions (3) Significant Impact Freeway Pk Hr Volume Ramp Pk Hr Volume Density (pc/mi/ln) LOS Freeway Pk Hr Volume Ramp Pk Hr Volume Density (pc/mi/ln) LOS Yes/No 1. SR-60 westbound, merge from Merge Analysis AM 14,306 729 -- F 14,306 737 -- F No Brea Canyon Road PM 9,746 1,060 -- F 9,746 1,085 -- F No 2. SR-57/60 westbound, diverge to Diverge Analysis AM 14,306 1,068 -- F 14,306 1,114 -- F No Brea Canyon Road PM 9,746 582 -- F 9,746 607 -- F No 3. SR-60 eastbound, diverge to Diverge Analysis AM Existing Freeway Ramp to be Removed Golden Springs Drive PM 4. SR-57 southbound, diverge to Diverge Analysis AM 7,458 560 26.4 D 7,458 560 26.4 D No Pathfinder Road PM 7,630 339 26.8 D 7,630 339 26.8 D No 5. SR-57 southbound, merge from Merge Analysis AM 7,458 409 37.3 D 7,458 417 37.3 D No Pathfinder Road PM 7,630 717 40.2 D 7,630 742 40.4 D No 6. SR-60 westbound, merge from Merge Analysis AM 15,035 121 -- F 15,043 121 -- F No Lemon Avenue PM 10,806 164 -- F 10,831 164 -- F No 7. SR-60 eastbound, diverge to Diverge Analysis AM 11,926 770 -- F 11,926 793 -- F No Lemon Avenue PM 14,438 273 -- F 14,438 286 -- F No 8. SR-60 eastbound, merge from Merge Analysis AM 11,926 750 -- F 11,926 750 -- F No Lemon Avenue PM 14,438 864 -- F 14,438 864 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 526 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 86 13.3.3 Year 2040 Buildout Traffic Conditions Table 13-10 summarizes the peak hour level of service results at the seven (7) freeway ramp junctions for Year 2040 Buildout traffic conditions. The first column (1) presents a summary of Year 2040 Buildout AM and PM peak hour traffic conditions. The second column (2) presents Year 2040 Buildout plus Project traffic conditions and the third column (3) indicates whether the traffic associated with the proposed project will have an impact based on the LOS standards defined in this report. Review of Column 1 of Table 13-10 indicates that all seven (7) freeway ramp junctions are forecast to operate at unacceptable LOS E or F during the AM and PM peak hours under Year 2040 Buildout traffic conditions. Review of Columns 2 and 3 of Table 13-10 indicates that with the addition of Project traffic, all seven (7) freeway ramp junctions are forecast to operate at an unacceptable level of service during the AM and PM peak hours. However, the project will not significantly impact any of the key freeway ramp junctions based on the LOS standards defined in this report. Appendix I contains the freeway ramps level of service calculation worksheets for Year 2040 Buildout traffic conditions. 8.1.d Packet Pg. 527 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\3842 Brea Canyon Business Center Revised TIA 8- 23-19.docx 87 TABLE 13-10 YEAR 2040 BUILDOUT PLUS PROJECT PEAK HOUR FREEWAY RAMP CAPACITY ANALYSIS SUMMARY Freeway Ramp Analysis Type Time Period (1) Year 2040 Buildout Traffic Conditions (2) Year 2040 Buildout Plus Project Traffic Conditions (3) Significant Impact Freeway Pk Hr Volume Ramp Pk Hr Volume Density (pc/mi/ln) LOS Freeway Pk Hr Volume Ramp Pk Hr Volume Density (pc/mi/ln) LOS Yes/No 1. SR-60 westbound, merge from Merge Analysis AM 17,247 881 -- F 17,247 889 -- F No Brea Canyon Road PM 12,052 1,560 -- F 12,052 1,585 -- F No 2. SR-57/60 westbound, diverge to Diverge Analysis AM 17,247 1,455 -- F 17,247 1,501 -- F No Brea Canyon Road PM 12,052 737 -- F 12,052 762 -- F No 3. SR-60 eastbound, diverge to Diverge Analysis AM Existing Freeway Ramp to be Removed Golden Springs Drive PM 4. SR-57 southbound, diverge to Diverge Analysis AM 9,051 616 32.4 E 9,051 616 32.4 E No Pathfinder Road PM 9,550 372 34.0 E 9,550 372 34.0 E No 5. SR-57 southbound, merge from Merge Analysis AM 9,051 464 -- F 9,051 472 -- F No Pathfinder Road PM 9,550 851 -- F 9,550 876 -- F No 6. SR-60 westbound, merge from Merge Analysis AM 18,128 225 -- F 18,136 225 -- F No Lemon Avenue PM 13,612 275 -- F 13,637 275 -- F No 7. SR-60 eastbound, diverge to Diverge Analysis AM 14,722 1,349 -- F 14,722 1,372 -- F No Lemon Avenue PM 17,310 464 -- F 17,310 477 -- F No 8. SR-60 eastbound, merge from Merge Analysis AM 14,722 1,088 -- F 14,722 1,088 -- F No Lemon Avenue PM 17,310 1,271 -- F 17,310 1,271 -- F No Notes: pc/mi/ln = Passenger cars per mile per lane (density) Bold Volume/Density/LOS values indicate adverse service levels based on the Caltrans LOS Criteria 8.1.d Packet Pg. 528 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX A EXISTING TRAFFIC COUNT DATA A-1 8.1.d Packet Pg. 529 ID:18-05028-001 Day: City:City of Industry Date: AM 520 640 243 1 AM NOON 0 0 0 0 NOON PM 382 787 343 8 PM AM NOON PM PM NOON AM 1 3 2 0 1 242 0 128 3 818 0 1009 2 0 3 0 2 257 0 121 367 0 518 2 TEV 5317 0 6295 0 11 0 5 669 0 1320 3 PHF 0.95 0.97 155 0 322 1 0 2 3 1 AM NOON PM PM NOON AM PM 23 274 841 146 PM NOON 0 0 0 0 NOON AM 1 305 857 294 AM Peak Hour Turning Movement Count 1389 Total Vehicles (PM)Total Vehicles (PM) Grand Ave & Valley Blvd Thursday 01/11/2018 CONTROL WESTBOUND07:15 AM - 08:15 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 1211 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 04:45 PM - 05:45 PM 1353 1609 0 Signalized Valley BlvdEASTBOUNDGrand Ave 917 0 Grand Ave SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1820 0 Valley Blvd07:00 AM - 09:00 AM NONE 1836 0 1477 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-2 8.1.d Packet Pg. 530 Location:Grand Ave & Valley Blvd City:City of Industry Project ID:18-05028-001 Control:Signalized Date: NS/EW Streets: 2 3 1 0 2 3 1 0 2 3 1 0 2 3 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 68 275 50 0 37 108 110 0 75 88 25 1 27 224 40 0 1128 7:15 AM 104 285 73 0 48 104 127 1 93 155 30 2 30 302 52 0 1406 7:30 AM 87 194 86 0 84 181 150 0 74 169 32 0 23 259 28 2 1369 7:45 AM 53 197 74 1 54 208 129 0 111 188 51 0 40 247 29 2 1384 8:00 AM 61 181 61 0 57 147 114 0 89 157 42 0 28 201 19 1 1158 8:15 AM 43 162 70 1 44 153 114 1 73 151 46 0 41 196 28 3 1126 8:30 AM 48 184 52 0 36 159 105 2 61 132 34 0 32 183 39 1 1068 8:45 AM 55 154 49 1 48 211 123 0 55 99 36 0 36 222 17 3 1109 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :519 1632 515 3 408 1271 972 4 631 1139 296 3 257 1834 252 12 9748 APPROACH %'s :19.45%61.15%19.30%0.11%15.37%47.87%36.61%0.15%30.50%55.05%14.31%0.14%10.91%77.88%10.70%0.51% PEAK HR :07:15 AM 38 37 44 07:15 AM TOTAL PEAK HR VOL :305 857 294 1 243 640 520 1 367 669 155 2 121 1009 128 5 5317 PEAK HR FACTOR :0.733 0.752 0.855 0.250 0.723 0.769 0.867 0.250 0.827 0.890 0.760 0.250 0.756 0.835 0.615 0.625 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 2 3 1 0 2 3 1 0 2 3 1 0 2 3 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 49 202 52 7 70 141 93 2 122 296 72 4 44 177 52 4 1387 4:15 PM 50 187 38 8 107 186 112 0 109 287 57 0 50 167 36 4 1398 4:30 PM 69 174 36 5 66 201 121 2 143 335 77 2 43 200 59 8 1541 4:45 PM 59 160 27 8 98 214 97 4 121 320 76 1 68 208 51 1 1513 5:00 PM 76 228 45 8 73 203 89 0 123 338 64 2 59 171 73 1 1553 5:15 PM 74 236 41 5 103 171 90 1 119 313 84 0 73 234 59 6 1609 5:30 PM 65 217 33 2 69 199 106 3 155 349 98 0 57 205 59 3 1620 5:45 PM 56 200 37 0 77 185 77 3 122 306 88 0 72 223 56 5 1507 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :498 1604 309 43 663 1500 785 15 1014 2544 616 9 466 1585 445 32 12128 APPROACH %'s :20.29%65.36%12.59%1.75%22.38%50.62%26.49%0.51%24.24%60.82%14.73%0.22%18.43%62.70%17.60%1.27% PEAK HR :04:45 PM 292 289 296 05:30 PM TOTAL PEAK HR VOL :274 841 146 23 343 787 382 8 518 1320 322 3 257 818 242 11 6295 PEAK HR FACTOR :0.901 0.891 0.811 0.719 0.833 0.919 0.901 0.500 0.835 0.946 0.821 0.375 0.880 0.874 0.829 0.458 0.945 Total 0.9710.898 WESTBOUND 0.892 PM AM 07:15 AM - 08:15 AM NORTHBOUND 0.788 SOUTHBOUND 0.899 0.920 04:45 PM - 05:45 PM SOUTHBOUND 0.846 0.852 EASTBOUND EASTBOUND 1/11/2018 Valley Blvd NORTHBOUND Valley Blvd 0.822 WESTBOUND Grand Ave Grand Ave A-3 8.1.d Packet Pg. 531 ID:18-05028-002 Day: City:City of Industry Date: AM 0 0 0 0 AM NOON 0 0 0 0 NOON PM 0 0 0 0 PM AM NOON PM PM NOON AM 0 0 0 0 0 0 0 0 2 1006 0 1159 0 0 0 0 2 556 0 752 0 0 0 0 TEV 3777 0 4481 0 0 0 0 694 0 1547 3 PHF 0.93 0.90 337 0 166 0 0 2 0 2 AM NOON PM PM NOON AM PM 2 419 0 785 PM NOON 0 0 0 0 NOON AM 0 266 0 569 AM Peak Hour Turning Movement Count 724 Total Vehicles (PM)Total Vehicles (PM) Brea Canyon Rd & Valley Blvd Thursday 01/11/2018 CONTROL WESTBOUND07:15 AM - 08:15 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 1263 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 04:45 PM - 05:45 PM 0 0 0 Signalized Valley BlvdEASTBOUNDBrea Canyon Rd 1089 0 Brea Canyon Rd SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 2332 0 Valley Blvd07:00 AM - 09:00 AM NONE 1425 0 1425 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-4 8.1.d Packet Pg. 532 Location:Brea Canyon Rd & Valley Blvd City:City of Industry Project ID:18-05028-002 Control:Signalized Date: NS/EW Streets: 2 0 2 0 0 0 0 0 0 3 0 0 2 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 38 0 83 0 0 0 0 0 0 110 46 0 186 219 0 0 682 7:15 AM 73 0 113 0 0 0 0 0 0 149 70 0 173 335 0 0 913 7:30 AM 81 0 139 0 0 0 0 0 0 163 82 0 207 327 0 0 999 7:45 AM 57 0 165 0 0 0 0 0 0 212 120 0 197 266 0 0 1017 8:00 AM 55 0 152 0 0 0 0 0 0 170 65 0 175 231 0 0 848 8:15 AM 31 0 106 0 0 0 0 0 0 161 67 0 120 268 0 0 753 8:30 AM 65 0 111 0 0 0 0 0 0 124 73 0 154 212 0 0 739 8:45 AM 46 0 71 0 0 0 0 0 0 124 73 0 147 255 0 0 716 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :446 0 940 0 0 0 0 0 0 1213 596 0 1359 2113 0 0 6667 APPROACH %'s :32.18%0.00%67.82%0.00%0.00%67.05%32.95%0.00%39.14%60.86%0.00%0.00% PEAK HR :07:15 AM 38 37 44 07:45 AM TOTAL PEAK HR VOL :266 0 569 0 0 0 0 0 0 694 337 0 752 1159 0 0 3777 PEAK HR FACTOR :0.821 0.000 0.862 0.000 0.000 0.000 0.000 0.000 0.000 0.818 0.702 0.000 0.908 0.865 0.000 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 2 0 2 0 0 0 0 0 0 3 0 0 2 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 57 0 170 1 0 0 0 0 0 291 51 0 139 194 0 0 903 4:15 PM 77 0 169 0 0 0 0 0 0 372 57 0 151 171 0 0 997 4:30 PM 88 0 230 1 0 0 0 0 0 320 46 0 166 211 0 0 1062 4:45 PM 82 0 178 0 0 0 0 0 0 383 44 0 152 259 0 0 1098 5:00 PM 113 0 177 0 0 0 0 0 0 337 32 0 103 212 0 0 974 5:15 PM 105 0 210 1 0 0 0 0 0 395 36 0 146 276 0 0 1169 5:30 PM 119 0 220 1 0 0 0 0 0 432 54 0 155 259 0 0 1240 5:45 PM 95 0 215 0 0 0 0 0 0 321 31 0 147 234 0 0 1043 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :736 0 1569 4 0 0 0 0 0 2851 351 0 1159 1816 0 0 8486 APPROACH %'s :31.88%0.00%67.95%0.17%0.00%89.04%10.96%0.00%38.96%61.04%0.00%0.00% PEAK HR :04:45 PM 292 289 296 05:30 PM TOTAL PEAK HR VOL :419 0 785 2 0 0 0 0 0 1547 166 0 556 1006 0 0 4481 PEAK HR FACTOR :0.880 0.000 0.892 0.500 0.000 0.000 0.000 0.000 0.000 0.895 0.769 0.000 0.897 0.911 0.000 0.000 0.928 Total 0.9030.881 WESTBOUND 0.925 PM AM 07:15 AM - 08:15 AM NORTHBOUND 0.940 SOUTHBOUND 0.887 04:45 PM - 05:45 PM SOUTHBOUND 0.776 EASTBOUND EASTBOUND 1/11/2018 Valley Blvd NORTHBOUND Valley Blvd 0.895 WESTBOUND Brea Canyon Rd Brea Canyon Rd A-5 8.1.d Packet Pg. 533 ID:18-05028-003 Day: City:City of Industry Date: AM 183 651 86 0 AM NOON 0 0 0 0 NOON PM 121 511 117 4 PM AM NOON PM PM NOON AM 1 2 1 0 0 86 0 41 2 701 0 768 0 0 0 0 2 256 0 170 62 0 130 1 TEV 3348 0 4287 0 4 0 0 565 0 1175 3 PHF 0.92 0.95 164 0 229 0 0 1 2 0 AM NOON PM PM NOON AM PM 0 157 604 192 PM NOON 0 0 0 0 NOON AM 0 127 403 128 AM Peak Hour Turning Movement Count 996 Total Vehicles (PM)Total Vehicles (PM) Lemon Ave & Valley Blvd Thursday 01/11/2018 CONTROL WESTBOUND07:30 AM - 08:30 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 779 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 506 824 0 Signalized Valley BlvdEASTBOUNDLemon Ave 985 0 Lemon Ave SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1488 0 Valley Blvd07:00 AM - 09:00 AM NONE 1078 0 979 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-6 8.1.d Packet Pg. 534 Location:Lemon Ave & Valley Blvd City:City of Industry Project ID:18-05028-003 Control:Signalized Date: NS/EW Streets: 1 2 0 0 1 2 1 0 1 3 0 0 2 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 19 67 27 0 11 76 21 0 6 107 17 0 29 151 4 0 535 7:15 AM 25 73 37 0 22 118 31 0 19 135 18 0 31 194 9 0 712 7:30 AM 26 110 54 0 27 181 53 0 14 153 20 0 38 218 11 0 905 7:45 AM 29 89 23 0 21 195 38 0 15 155 52 0 51 177 6 0 851 8:00 AM 38 103 29 0 26 154 48 0 19 149 64 0 34 169 11 0 844 8:15 AM 34 101 22 0 12 121 44 0 14 108 28 0 47 204 13 0 748 8:30 AM 45 111 41 0 16 143 47 0 9 110 38 0 31 155 12 1 759 8:45 AM 22 89 26 0 14 138 42 0 12 112 38 0 33 194 13 0 733 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :238 743 259 0 149 1126 324 0 108 1029 275 0 294 1462 79 1 6087 APPROACH %'s :19.19%59.92%20.89%0.00%9.32%70.42%20.26%0.00%7.65%72.88%19.48%0.00%16.01%79.63%4.30%0.05% PEAK HR :07:30 AM 39 37 44 07:30 AM TOTAL PEAK HR VOL :127 403 128 0 86 651 183 0 62 565 164 0 170 768 41 0 3348 PEAK HR FACTOR :0.836 0.916 0.593 0.000 0.796 0.835 0.863 0.000 0.816 0.911 0.641 0.000 0.833 0.881 0.788 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 2 1 0 1 3 0 0 2 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 26 121 46 0 24 116 35 0 13 246 40 0 29 144 13 0 853 4:15 PM 28 101 40 0 28 101 38 0 31 295 37 0 31 126 29 0 885 4:30 PM 26 150 68 0 25 105 38 0 22 269 75 0 49 162 21 0 1010 4:45 PM 33 95 40 0 32 101 33 0 28 270 35 0 46 176 23 0 912 5:00 PM 36 172 57 0 45 126 38 2 23 271 47 0 47 171 21 3 1059 5:15 PM 37 145 41 0 24 98 37 0 36 325 75 0 80 214 20 1 1133 5:30 PM 38 131 45 0 25 139 25 1 28 286 48 0 65 158 28 0 1017 5:45 PM 46 156 49 0 23 148 21 1 43 293 59 0 64 158 17 0 1078 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :270 1071 386 0 226 934 265 4 224 2255 416 0 411 1309 172 4 7947 APPROACH %'s :15.63%62.02%22.35%0.00%15.82%65.36%18.54%0.28%7.74%77.89%14.37%0.00%21.68%69.04%9.07%0.21% PEAK HR :05:00 PM 293 289 296 05:15 PM TOTAL PEAK HR VOL :157 604 192 0 117 511 121 4 130 1175 229 0 256 701 86 4 4287 PEAK HR FACTOR :0.853 0.878 0.842 0.000 0.650 0.863 0.796 0.500 0.756 0.904 0.763 0.000 0.800 0.819 0.768 0.333 0.925 Total 0.9460.880 WESTBOUND 0.831 PM AM 07:30 AM - 08:30 AM NORTHBOUND 0.866 SOUTHBOUND 0.899 0.892 05:00 PM - 06:00 PM SOUTHBOUND 0.881 0.852 EASTBOUND EASTBOUND 1/11/2018 Valley Blvd NORTHBOUND Valley Blvd 0.917 WESTBOUND Lemon Ave Lemon Ave A-7 8.1.d Packet Pg. 535 ID:18-05028-004 Day: City:City of Diamond Bar Date: AM 0 520 148 0 AM NOON 0 0 0 0 NOON PM 0 833 209 0 PM AM NOON PM PM NOON AM 0 2 1 0 0 94 0 126 1 0 0 0 0 0 0 0 0 89 0 118 0 0 0 0 TEV 1653 0 1871 0 0 0 0 0 0 0 0 PHF 0.96 0.97 0 0 0 0 0 0 2 0 AM NOON PM PM NOON AM PM 0 0 545 101 PM NOON 0 0 0 0 NOON AM 0 0 640 101 AM Peak Hour Turning Movement Count 922 Total Vehicles (PM)Total Vehicles (PM) Lemon Ave & Lycoming St Thursday 01/11/2018 CONTROL WESTBOUND07:45 AM - 08:45 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 249 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 766 639 0 Signalized Lycoming StEASTBOUNDLemon Ave 638 0 Lemon Ave SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 310 0 Lycoming St07:00 AM - 09:00 AM NONE 0 0 0 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-8 8.1.d Packet Pg. 536 Location:Lemon Ave & Lycoming St City:City of Diamond Bar Project ID:18-05028-004 Control:Signalized Date: NS/EW Streets: 0 2 0 0 1 2 0 0 0 0 0 0 0 1 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 0 82 5 0 7 81 0 0 0 0 0 0 9 0 28 0 212 7:15 AM 0 117 8 0 20 94 0 0 0 0 0 0 7 0 20 0 266 7:30 AM 0 138 21 0 41 124 0 0 0 0 0 0 11 0 32 0 367 7:45 AM 0 149 39 0 62 121 0 0 0 0 0 0 20 0 18 0 409 8:00 AM 0 158 25 0 50 142 0 0 0 0 0 0 28 0 26 0 429 8:15 AM 0 174 20 0 18 119 0 0 0 0 0 0 36 0 43 0 410 8:30 AM 0 159 17 0 18 138 0 0 0 0 0 0 34 0 39 0 405 8:45 AM 0 129 12 0 29 103 0 0 0 0 0 0 17 0 35 0 325 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 1106 147 0 245 922 0 0 0 0 0 0 162 0 241 0 2823 APPROACH %'s :0.00%88.27%11.73%0.00%20.99%79.01%0.00%0.00%40.20%0.00%59.80%0.00% PEAK HR :07:45 AM 40 37 44 08:00 AM TOTAL PEAK HR VOL :0 640 101 0 148 520 0 0 0 0 0 0 118 0 126 0 1653 PEAK HR FACTOR :0.000 0.920 0.647 0.000 0.597 0.915 0.000 0.000 0.000 0.000 0.000 0.000 0.819 0.000 0.733 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 2 0 0 1 2 0 0 0 0 0 0 0 1 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 109 11 0 27 122 0 0 0 0 0 0 16 0 18 0 303 4:15 PM 0 121 15 0 28 134 0 0 0 0 0 0 18 0 16 0 332 4:30 PM 0 145 34 0 33 183 0 0 0 0 0 0 15 0 23 0 433 4:45 PM 0 84 24 0 26 115 0 0 0 0 0 0 14 0 24 0 287 5:00 PM 0 144 23 0 45 203 0 0 0 0 0 0 18 0 24 0 457 5:15 PM 0 135 23 0 54 207 0 0 0 0 0 0 23 0 24 0 466 5:30 PM 0 129 35 0 51 199 0 0 0 0 0 0 29 0 25 0 468 5:45 PM 0 137 20 0 59 224 0 0 0 0 0 0 19 0 21 0 480 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 1004 185 0 323 1387 0 0 0 0 0 0 152 0 175 0 3226 APPROACH %'s :0.00%84.44%15.56%0.00%18.89%81.11%0.00%0.00%46.48%0.00%53.52%0.00% PEAK HR :05:00 PM 293 289 296 05:45 PM TOTAL PEAK HR VOL :0 545 101 0 209 833 0 0 0 0 0 0 89 0 94 0 1871 PEAK HR FACTOR :0.000 0.946 0.721 0.000 0.886 0.930 0.000 0.000 0.000 0.000 0.000 0.000 0.767 0.000 0.940 0.000 0.963 Total 0.974 WESTBOUND 0.847 PM AM 07:45 AM - 08:45 AM NORTHBOUND 0.955 SOUTHBOUND 0.967 0.920 05:00 PM - 06:00 PM SOUTHBOUND 0.870 EASTBOUND EASTBOUND 1/11/2018 Lycoming St NORTHBOUND Lycoming St 0.772 WESTBOUND Lemon Ave Lemon Ave A-9 8.1.d Packet Pg. 537 ID:18-05028-005 Day: City:City of Diamond Bar Date: AM 78 817 10 0 AM NOON 0 0 0 0 NOON PM 54 1391 19 0 PM AM NOON PM PM NOON AM 0 2 1 0 0 17 0 15 1 34 0 65 0 0 0 0 0 94 0 142 73 0 74 0 TEV 3284 0 3091 0 0 0 0 45 0 36 1 PHF 0.91 0.98 268 0 253 0 0 1 2 0 AM NOON PM PM NOON AM PM 10 133 894 82 PM NOON 0 0 0 0 NOON AM 2 280 1430 59 AM Peak Hour Turning Movement Count 1748 Total Vehicles (PM)Total Vehicles (PM) Brea Canyon Rd & Lycoming St Thursday 01/11/2018 CONTROL WESTBOUND07:30 AM - 08:30 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 114 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 1518 985 0 Signalized Lycoming StEASTBOUNDBrea Canyon Rd 1229 0 Brea Canyon Rd SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 137 0 Lycoming St07:00 AM - 09:00 AM NONE 423 0 221 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-10 8.1.d Packet Pg. 538 Location:Brea Canyon Rd & Lycoming St City:City of Diamond Bar Project ID:18-05028-005 Control:Signalized Date: NS/EW Streets: 1 2 0 0 1 2 0 0 0 1 0 0 0 1 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 24 237 12 0 1 195 13 0 8 1 27 0 19 5 1 0 543 7:15 AM 39 366 9 0 3 178 5 0 6 0 37 0 26 7 11 0 687 7:30 AM 53 316 12 1 2 252 22 0 17 5 57 0 40 10 9 0 796 7:45 AM 88 378 17 0 3 192 23 0 16 11 85 0 32 23 1 0 869 8:00 AM 78 392 16 0 4 211 28 0 26 18 75 0 34 22 3 0 907 8:15 AM 61 344 14 1 1 162 5 0 14 11 51 0 36 10 2 0 712 8:30 AM 65 351 20 0 3 203 11 0 16 8 29 0 31 11 5 0 753 8:45 AM 47 285 9 0 3 177 9 0 8 2 32 0 32 5 2 0 611 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :455 2669 109 2 20 1570 116 0 111 56 393 0 250 93 34 0 5878 APPROACH %'s :14.06%82.50%3.37%0.06%1.17%92.03%6.80%0.00%19.82%10.00%70.18%0.00%66.31%24.67%9.02%0.00% PEAK HR :07:30 AM 39 37 44 08:00 AM TOTAL PEAK HR VOL :280 1430 59 2 10 817 78 0 73 45 268 0 142 65 15 0 3284 PEAK HR FACTOR :0.795 0.912 0.868 0.500 0.625 0.811 0.696 0.000 0.702 0.625 0.788 0.000 0.888 0.707 0.417 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 1 2 0 0 0 1 0 0 0 1 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 35 237 31 2 6 280 7 1 11 5 49 0 24 3 3 0 694 4:15 PM 31 269 28 0 2 316 13 0 8 5 44 0 28 9 3 0 756 4:30 PM 25 247 29 1 4 354 10 0 12 8 76 0 29 4 2 0 801 4:45 PM 27 213 15 0 3 311 5 0 12 4 64 0 31 5 4 0 694 5:00 PM 38 202 22 1 5 389 14 0 18 8 54 0 24 3 3 0 781 5:15 PM 31 230 22 3 5 366 9 0 18 3 58 0 32 9 5 0 791 5:30 PM 35 215 16 4 4 336 13 0 16 13 80 0 21 11 3 0 767 5:45 PM 29 247 22 2 5 300 18 0 22 12 61 0 17 11 6 0 752 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :251 1860 185 13 34 2652 89 1 117 58 486 0 206 55 29 0 6036 APPROACH %'s :10.87%80.55%8.01%0.56%1.22%95.53%3.21%0.04%17.70%8.77%73.52%0.00%71.03%18.97%10.00%0.00% PEAK HR :05:00 PM 293 289 296 05:15 PM TOTAL PEAK HR VOL :133 894 82 10 19 1391 54 0 74 36 253 0 94 34 17 0 3091 PEAK HR FACTOR :0.875 0.905 0.932 0.625 0.950 0.894 0.750 0.000 0.841 0.692 0.791 0.000 0.734 0.773 0.708 0.000 0.905 Total 0.9770.833 WESTBOUND 0.788 PM AM 07:30 AM - 08:30 AM NORTHBOUND 0.911 SOUTHBOUND 0.933 0.897 05:00 PM - 06:00 PM SOUTHBOUND 0.820 0.811 EASTBOUND EASTBOUND 1/11/2018 Lycoming St NORTHBOUND Lycoming St 0.941 WESTBOUND Brea Canyon Rd Brea Canyon Rd A-11 8.1.d Packet Pg. 539 ID:18-05028-006 Day: City:City of Diamond Bar Date: AM 285 356 135 0 AM NOON 0 0 0 0 NOON PM 276 790 300 0 PM AM NOON PM PM NOON AM 1 2 2 0 0 154 0 139 2 372 0 913 0 0 0 0 1 147 0 153 108 0 626 2 TEV 3852 0 4733 0 0 0 0 201 0 786 2 PHF 0.94 0.97 144 0 482 2 0 2 2 0 AM NOON PM PM NOON AM PM 0 258 424 118 PM NOON 0 0 0 0 NOON AM 0 706 652 60 AM Peak Hour Turning Movement Count 1419 Total Vehicles (PM)Total Vehicles (PM) Grand Ave & Golden Springs Dr Thursday 01/11/2018 CONTROL WESTBOUND07:30 AM - 08:30 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 396 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 899 1204 0 Signalized Golden Springs DrEASTBOUNDGrand Ave 653 0 Grand Ave SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1204 0 Golden Springs Dr07:00 AM - 09:00 AM NONE 1904 0 906 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-12 8.1.d Packet Pg. 540 Location:Grand Ave & Golden Springs Dr City:City of Diamond Bar Project ID:18-05028-006 Control:Signalized Date: NS/EW Streets: 2 2 0 0 2 2 1 0 2 2 2 0 1 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 136 131 10 0 24 51 39 0 15 33 23 0 32 229 35 0 758 7:15 AM 145 153 6 0 20 76 49 0 18 28 25 0 58 303 33 0 914 7:30 AM 137 137 10 0 22 87 74 0 21 41 27 0 50 254 28 0 888 7:45 AM 207 189 21 0 35 88 70 0 20 50 36 0 25 226 43 0 1010 8:00 AM 183 146 14 0 39 82 59 0 37 48 39 0 52 204 27 0 930 8:15 AM 179 180 15 0 39 99 82 0 30 62 42 0 26 229 41 0 1024 8:30 AM 178 155 7 0 38 103 57 0 35 68 47 0 18 156 23 0 885 8:45 AM 199 145 13 0 33 120 71 0 35 70 35 0 26 164 27 0 938 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :1364 1236 96 0 250 706 501 0 211 400 274 0 287 1765 257 0 7347 APPROACH %'s :50.59%45.85%3.56%0.00%17.16%48.46%34.39%0.00%23.84%45.20%30.96%0.00%12.43%76.44%11.13%0.00% PEAK HR :07:30 AM 39 37 44 08:15 AM TOTAL PEAK HR VOL :706 652 60 0 135 356 285 0 108 201 144 0 153 913 139 0 3852 PEAK HR FACTOR :0.853 0.862 0.714 0.000 0.865 0.899 0.869 0.000 0.730 0.810 0.857 0.000 0.736 0.899 0.808 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 2 2 0 0 2 2 1 0 2 2 2 0 1 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 84 92 18 0 49 139 40 0 139 159 125 0 21 84 32 0 982 4:15 PM 84 108 28 0 57 129 49 0 117 222 129 0 20 88 26 0 1057 4:30 PM 71 100 24 0 63 192 60 0 164 164 154 0 40 89 41 0 1162 4:45 PM 77 115 19 0 57 175 47 0 146 192 149 0 33 86 34 0 1130 5:00 PM 71 98 30 0 63 193 55 0 157 194 118 0 45 93 49 0 1166 5:15 PM 68 103 30 0 73 207 74 0 153 216 116 0 39 102 37 0 1218 5:30 PM 59 109 32 0 77 199 73 0 149 173 121 0 25 100 33 0 1150 5:45 PM 60 114 26 0 87 191 74 0 167 203 127 0 38 77 35 0 1199 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :574 839 207 0 526 1425 472 0 1192 1523 1039 0 261 719 287 0 9064 APPROACH %'s :35.43%51.79%12.78%0.00%21.71%58.81%19.48%0.00%31.75%40.57%27.68%0.00%20.60%56.75%22.65%0.00% PEAK HR :05:00 PM 293 289 296 05:15 PM TOTAL PEAK HR VOL :258 424 118 0 300 790 276 0 626 786 482 0 147 372 154 0 4733 PEAK HR FACTOR :0.908 0.930 0.922 0.000 0.862 0.954 0.932 0.000 0.937 0.910 0.949 0.000 0.817 0.912 0.786 0.000 0.940 Total 0.9710.953 WESTBOUND 0.900 PM AM 07:30 AM - 08:30 AM NORTHBOUND 0.850 SOUTHBOUND 0.995 0.965 05:00 PM - 06:00 PM SOUTHBOUND 0.882 0.845 EASTBOUND EASTBOUND 1/11/2018 Golden Springs Dr NORTHBOUND Golden Springs Dr 0.907 WESTBOUND Grand Ave Grand Ave A-13 8.1.d Packet Pg. 541 ID:18-05028-007 Day: City:City of Diamond Bar/Ca Date: AM 282 946 0 0 AM NOON 0 0 0 0 NOON PM 559 1213 0 0 PM AM NOON PM PM NOON AM 1 2 0 0 1.5 360 0 784 0 2 0 1 0 0 0 0 0.5 174 0 251 0 0 0 0 TEV 3735 0 3594 0 0 0 0 0 0 0 0 PHF 0.95 0.99 0 0 0 0 0 2 2 0 AM NOON PM PM NOON AM PM 0 478 808 0 PM NOON 0 0 0 0 NOON AM 0 431 1040 0 AM Peak Hour Turning Movement Count 1387 Total Vehicles (PM)Total Vehicles (PM) Brea Canyon Rd & SR-60 WB Ramps Thursday 01/11/2018 CONTROL WESTBOUND07:30 AM - 08:30 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 0 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 1824 1168 0 Signalized SR-60 WB RampsEASTBOUNDBrea Canyon Rd 1197 0 Brea Canyon Rd SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 0 0 SR-60 WB Ramps07:00 AM - 09:00 AM NONE 714 0 1039 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-14 8.1.d Packet Pg. 542 Location:Brea Canyon Rd & SR-60 WB Ramps City:City of Diamond Bar/Caltrans Project ID:18-05028-007 Control:Signalized Date: NS/EW Streets: 2 2 0 0 0 2 1 0 0 0 0 0 0.5 0 1.5 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 114 149 0 0 0 186 64 0 0 0 0 0 50 0 126 0 689 7:15 AM 97 235 0 0 0 188 54 0 0 0 0 0 67 0 188 0 829 7:30 AM 101 235 0 0 0 263 70 0 0 0 0 0 74 1 178 0 922 7:45 AM 110 279 0 0 0 251 69 0 0 0 0 0 72 0 199 0 980 8:00 AM 105 282 0 0 0 222 70 0 0 0 0 0 49 0 208 0 936 8:15 AM 115 244 0 0 0 210 73 0 0 0 0 0 56 0 199 0 897 8:30 AM 115 234 0 0 0 209 57 0 0 0 0 0 60 0 183 0 858 8:45 AM 95 202 0 0 0 181 63 0 0 0 0 0 52 0 168 0 761 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :852 1860 0 0 0 1710 520 0 0 0 0 0 480 1 1449 0 6872 APPROACH %'s :31.42%68.58%0.00%0.00%0.00%76.68%23.32%0.00%24.87%0.05%75.08%0.00% PEAK HR :07:30 AM 39 37 44 07:45 AM TOTAL PEAK HR VOL :431 1040 0 0 0 946 282 0 0 0 0 0 251 1 784 0 3735 PEAK HR FACTOR :0.937 0.922 0.000 0.000 0.000 0.899 0.966 0.000 0.000 0.000 0.000 0.000 0.848 0.250 0.942 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 2 2 0 0 0 2 1 0 0 0 0 0 0.5 0 1.5 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 114 209 0 0 0 244 105 0 0 0 0 0 44 0 101 0 817 4:15 PM 99 246 0 0 0 292 104 0 0 0 0 0 35 1 90 0 867 4:30 PM 99 217 0 0 0 285 144 0 0 0 0 0 48 0 116 0 909 4:45 PM 92 157 0 0 0 304 127 0 0 0 0 0 41 0 94 0 815 5:00 PM 120 194 0 0 0 308 163 0 0 0 0 0 40 0 80 0 905 5:15 PM 125 212 0 0 0 311 142 0 0 0 0 0 34 0 86 0 910 5:30 PM 113 199 0 0 0 320 133 0 0 0 0 0 42 2 103 0 912 5:45 PM 120 203 0 0 0 274 121 0 0 0 0 0 58 0 91 0 867 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :882 1637 0 0 0 2338 1039 0 0 0 0 0 342 3 761 0 7002 APPROACH %'s :35.01%64.99%0.00%0.00%0.00%69.23%30.77%0.00%30.92%0.27%68.81%0.00% PEAK HR :05:00 PM 293 289 296 05:30 PM TOTAL PEAK HR VOL :478 808 0 0 0 1213 559 0 0 0 0 0 174 2 360 0 3594 PEAK HR FACTOR :0.956 0.953 0.000 0.000 0.000 0.948 0.857 0.000 0.000 0.000 0.000 0.000 0.750 0.250 0.874 0.000 0.953 Total 0.985 WESTBOUND 0.899 PM AM 07:30 AM - 08:30 AM NORTHBOUND 0.945 SOUTHBOUND 0.954 0.941 05:00 PM - 06:00 PM SOUTHBOUND 0.922 EASTBOUND EASTBOUND 1/11/2018 SR-60 WB Ramps NORTHBOUND SR-60 WB Ramps 0.956 WESTBOUND Brea Canyon Rd Brea Canyon Rd A-15 8.1.d Packet Pg. 543 ID:18-05028-008 Day: City:City of Diamond Bar Date: AM 497 419 224 0 AM NOON 0 0 0 0 NOON PM 460 616 264 0 PM AM NOON PM PM NOON AM 1 2 2 0 1 525 0 554 2 604 0 527 0 0 0 0 2 468 0 230 408 0 197 2 TEV 4538 0 5187 0 0 0 0 501 0 768 2 PHF 0.97 0.95 103 0 131 1 0 1 2 0 AM NOON PM PM NOON AM PM 0 205 550 399 PM NOON 0 0 0 0 NOON AM 0 221 488 366 AM Peak Hour Turning Movement Count 1215 Total Vehicles (PM)Total Vehicles (PM) Brea Canyon Rd & Golden Springs Dr Thursday 01/11/2018 CONTROL WESTBOUND07:30 AM - 08:30 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 1091 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 1450 1272 0 Signalized Golden Springs DrEASTBOUNDBrea Canyon Rd 752 0 Brea Canyon Rd SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1431 0 Golden Springs Dr07:00 AM - 09:00 AM NONE 1245 0 1269 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-16 8.1.d Packet Pg. 544 Location:Brea Canyon Rd & Golden Springs Dr City:City of Diamond Bar Project ID:18-05028-008 Control:Signalized Date: NS/EW Streets: 1 2 0 0 2 2 1 0 2 2 1 0 2 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 23 67 43 0 24 80 98 0 78 77 29 0 77 80 120 0 796 7:15 AM 19 94 55 0 31 143 78 0 83 72 30 0 92 95 159 0 951 7:30 AM 51 83 79 0 53 135 133 0 113 98 32 0 86 117 123 0 1103 7:45 AM 53 160 98 0 52 116 136 0 97 105 27 0 51 133 135 0 1163 8:00 AM 61 125 99 0 53 77 130 0 111 156 25 0 42 149 142 0 1170 8:15 AM 56 120 90 0 66 91 98 0 87 142 19 0 51 128 154 0 1102 8:30 AM 53 89 87 0 47 89 118 0 105 136 31 0 49 117 147 0 1068 8:45 AM 28 77 75 0 48 80 99 0 86 110 19 0 44 146 131 0 943 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :344 815 626 0 374 811 890 0 760 896 212 0 492 965 1111 0 8296 APPROACH %'s :19.27%45.66%35.07%0.00%18.02%39.08%42.89%0.00%40.69%47.97%11.35%0.00%19.16%37.58%43.26%0.00% PEAK HR :07:30 AM 39 37 44 08:00 AM TOTAL PEAK HR VOL :221 488 366 0 224 419 497 0 408 501 103 0 230 527 554 0 4538 PEAK HR FACTOR :0.906 0.763 0.924 0.000 0.848 0.776 0.914 0.000 0.903 0.803 0.805 0.000 0.669 0.884 0.899 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 1 2 0 0 2 2 1 0 2 2 1 0 2 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 51 143 124 0 47 118 113 0 73 187 33 0 64 111 115 0 1179 4:15 PM 47 161 122 0 76 139 101 0 62 192 22 0 77 109 113 0 1221 4:30 PM 51 158 126 0 67 133 107 0 46 226 28 0 76 126 96 0 1240 4:45 PM 48 118 104 0 66 181 117 0 44 205 40 0 95 130 93 0 1241 5:00 PM 55 123 113 0 56 137 112 0 50 191 34 0 109 145 142 0 1267 5:15 PM 51 158 93 0 82 167 122 0 43 190 22 0 129 177 128 0 1362 5:30 PM 51 121 97 0 62 152 109 0 52 207 36 0 115 155 139 0 1296 5:45 PM 48 148 96 0 64 160 117 0 52 180 39 0 115 127 116 0 1262 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :402 1130 875 0 520 1187 898 0 422 1578 254 0 780 1080 942 0 10068 APPROACH %'s :16.70%46.95%36.35%0.00%19.96%45.57%34.47%0.00%18.72%70.01%11.27%0.00%27.84%38.54%33.62%0.00% PEAK HR :05:00 PM 293 289 296 05:15 PM TOTAL PEAK HR VOL :205 550 399 0 264 616 460 0 197 768 131 0 468 604 525 0 5187 PEAK HR FACTOR :0.932 0.870 0.883 0.000 0.805 0.922 0.943 0.000 0.947 0.928 0.840 0.000 0.907 0.853 0.924 0.000 0.970 Total 0.9520.929 WESTBOUND 0.920 PM AM 07:30 AM - 08:30 AM NORTHBOUND 0.864 SOUTHBOUND 0.955 0.903 05:00 PM - 06:00 PM SOUTHBOUND 0.888 0.866 EASTBOUND EASTBOUND 1/11/2018 Golden Springs Dr NORTHBOUND Golden Springs Dr 0.984 WESTBOUND Brea Canyon Rd Brea Canyon Rd A-17 8.1.d Packet Pg. 545 ID:18-05028-009 Day: City:City of Diamond Bar/Ca Date: AM 106 16 567 0 AM NOON 0 0 0 0 NOON PM 25 23 231 0 PM AM NOON PM PM NOON AM 0.5 0 1.5 0 1 664 0 630 2 612 0 654 0 0 0 0 1 46 0 20 321 0 335 1 TEV 2916 0 3030 0 0 0 0 502 0 854 2 PHF 0.94 0.97 13 0 36 1 0 0 1 0 AM NOON PM PM NOON AM PM 0 62 92 50 PM NOON 0 0 0 0 NOON AM 0 28 28 31 AM Peak Hour Turning Movement Count 105 Total Vehicles (PM)Total Vehicles (PM) SR-60 EB Ramps & Golden Springs Dr Thursday 01/11/2018 CONTROL WESTBOUND07:45 AM - 08:45 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 1100 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 04:45 PM - 05:45 PM 979 1091 0 Signalized Golden Springs DrEASTBOUNDSR-60 EB Ramps 49 0 SR-60 EB Ramps SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1135 0 Golden Springs Dr07:00 AM - 09:00 AM NONE 788 0 699 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-18 8.1.d Packet Pg. 546 Location:SR-60 EB Ramps & Golden Springs Dr City:City of Diamond Bar/Caltrans Project ID:18-05028-009 Control:Signalized Date: NS/EW Streets: 0 1 0 0 1.5 0 0.5 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 1 0 2 0 104 2 23 0 39 84 3 0 3 100 113 0 474 7:15 AM 1 0 2 0 131 0 11 0 46 77 1 0 4 109 97 0 479 7:30 AM 3 3 3 0 148 4 15 0 88 89 2 0 2 132 161 0 650 7:45 AM 3 6 10 0 140 2 28 0 70 110 1 0 7 153 191 0 721 8:00 AM 13 9 9 0 162 3 26 0 78 126 3 0 6 159 182 0 776 8:15 AM 7 8 3 0 154 9 28 0 84 120 7 0 0 176 128 0 724 8:30 AM 5 5 9 0 111 2 24 0 89 146 2 0 7 166 129 0 695 8:45 AM 3 3 5 0 163 4 34 0 48 91 4 0 7 187 117 0 666 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :36 34 43 0 1113 26 189 0 542 843 23 0 36 1182 1118 0 5185 APPROACH %'s :31.86%30.09%38.05%0.00%83.81%1.96%14.23%0.00%38.49%59.87%1.63%0.00%1.54%50.60%47.86%0.00% PEAK HR :07:45 AM 40 37 44 08:00 AM TOTAL PEAK HR VOL :28 28 31 0 567 16 106 0 321 502 13 0 20 654 630 0 2916 PEAK HR FACTOR :0.538 0.778 0.775 0.000 0.875 0.444 0.946 0.000 0.902 0.860 0.464 0.000 0.714 0.929 0.825 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 1 0 0 1.5 0 0.5 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 23 9 15 0 61 2 3 0 78 212 4 0 8 134 134 0 683 4:15 PM 14 11 12 0 85 1 11 0 66 191 1 0 7 118 143 0 660 4:30 PM 13 17 11 0 65 5 10 0 96 231 4 0 8 136 154 0 750 4:45 PM 11 24 10 0 56 6 4 0 81 224 15 0 11 145 142 0 729 5:00 PM 16 20 15 0 62 3 5 0 80 204 5 0 11 164 168 0 753 5:15 PM 16 22 14 0 61 8 11 0 81 197 6 0 10 156 187 0 769 5:30 PM 19 26 11 0 52 6 5 0 93 229 10 0 14 147 167 0 779 5:45 PM 19 19 12 0 81 8 10 0 84 187 13 0 4 127 164 0 728 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :131 148 100 0 523 39 59 0 659 1675 58 0 73 1127 1259 0 5851 APPROACH %'s :34.56%39.05%26.39%0.00%84.22%6.28%9.50%0.00%27.55%70.03%2.42%0.00%2.97%45.83%51.20%0.00% PEAK HR :04:45 PM 292 289 296 05:30 PM TOTAL PEAK HR VOL :62 92 50 0 231 23 25 0 335 854 36 0 46 612 664 0 3030 PEAK HR FACTOR :0.816 0.885 0.833 0.000 0.931 0.719 0.568 0.000 0.901 0.932 0.600 0.000 0.821 0.933 0.888 0.000 0.939 Total 0.9720.922 WESTBOUND 0.936 PM AM 07:45 AM - 08:45 AM NORTHBOUND 0.702 SOUTHBOUND 0.911 0.872 04:45 PM - 05:45 PM SOUTHBOUND 0.902 0.882 EASTBOUND EASTBOUND 1/11/2018 Golden Springs Dr NORTHBOUND Golden Springs Dr 0.929 WESTBOUND SR-60 EB Ramps SR-60 EB Ramps A-19 8.1.d Packet Pg. 547 ID:18-05028-010 Day: City:City of Diamond Bar Date: AM 163 122 241 0 AM NOON 0 0 0 0 NOON PM 383 37 475 3 PM AM NOON PM PM NOON AM 1 0.5 0.5 0 1 167 0 365 2 485 0 349 6 0 10 0 1 22 0 32 340 0 323 1 TEV 2369 0 2830 0 10 0 2 505 0 820 2 PHF 0.96 0.94 31 0 29 0 0 0 1 0 AM NOON PM PM NOON AM PM 0 18 29 19 PM NOON 0 0 0 0 NOON AM 0 31 127 55 AM Peak Hour Turning Movement Count 88 Total Vehicles (PM)Total Vehicles (PM) Lemon Ave & Golden Springs Dr Thursday 01/11/2018 CONTROL WESTBOUND07:45 AM - 08:45 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 803 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 832 522 0 Signalized Golden Springs DrEASTBOUNDLemon Ave 185 0 Lemon Ave SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1324 0 Golden Springs Dr07:00 AM - 09:00 AM NONE 549 0 896 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-20 8.1.d Packet Pg. 548 Location:Lemon Ave & Golden Springs Dr City:City of Diamond Bar Project ID:18-05028-010 Control:Signalized Date: NS/EW Streets: 0 1 0 0 0.5 0.5 1 0 1 2 0 0 1 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 5 21 7 0 33 9 26 0 60 68 4 1 13 63 34 0 344 7:15 AM 4 11 11 0 48 10 23 2 76 74 4 1 8 66 50 1 389 7:30 AM 5 24 10 0 56 11 37 0 77 98 3 0 6 77 65 0 469 7:45 AM 5 22 5 0 59 23 48 0 93 115 4 0 5 78 98 0 555 8:00 AM 7 22 16 0 60 30 51 0 85 138 3 1 9 85 95 1 603 8:15 AM 9 33 11 0 63 44 30 0 81 126 9 3 11 81 96 0 597 8:30 AM 10 50 23 0 59 25 34 0 81 126 15 2 7 105 76 1 614 8:45 AM 5 6 10 0 47 5 36 1 68 113 2 2 7 120 86 0 508 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :50 189 93 0 425 157 285 3 621 858 44 10 66 675 600 3 4079 APPROACH %'s :15.06%56.93%28.01%0.00%48.85%18.05%32.76%0.34%40.51%55.97%2.87%0.65%4.91%50.22%44.64%0.22% PEAK HR :07:45 AM 40 37 44 08:30 AM TOTAL PEAK HR VOL :31 127 55 0 241 122 163 0 340 505 31 6 32 349 365 2 2369 PEAK HR FACTOR :0.775 0.635 0.598 0.000 0.956 0.693 0.799 0.000 0.914 0.915 0.517 0.500 0.727 0.831 0.931 0.500 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 1 0 0 0.5 0.5 1 0 1 2 0 0 1 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 4 21 13 0 82 14 57 1 60 209 11 2 6 110 40 5 635 4:15 PM 9 25 17 0 85 11 53 0 61 194 6 4 4 97 32 0 598 4:30 PM 6 16 20 0 117 12 87 0 81 270 9 3 5 100 30 1 757 4:45 PM 4 10 10 0 78 8 74 0 45 157 7 2 3 111 38 1 548 5:00 PM 2 14 8 0 103 12 90 1 82 207 7 2 7 114 48 6 703 5:15 PM 6 3 7 0 135 7 87 2 52 189 10 2 1 128 46 1 676 5:30 PM 6 6 4 0 112 6 103 0 97 222 8 2 8 126 46 3 749 5:45 PM 4 6 0 0 125 12 103 0 92 202 4 4 6 117 27 0 702 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :41 101 79 0 837 82 654 4 570 1650 62 21 40 903 307 17 5368 APPROACH %'s :18.55%45.70%35.75%0.00%53.08%5.20%41.47%0.25%24.75%71.65%2.69%0.91%3.16%71.27%24.23%1.34% PEAK HR :05:00 PM 293 289 296 05:30 PM TOTAL PEAK HR VOL :18 29 19 0 475 37 383 3 323 820 29 10 22 485 167 10 2830 PEAK HR FACTOR :0.750 0.518 0.594 0.000 0.880 0.771 0.930 0.375 0.832 0.923 0.725 0.625 0.688 0.947 0.870 0.417 0.965 Total 0.9450.898 WESTBOUND 0.934 PM AM 07:45 AM - 08:45 AM NORTHBOUND 0.642 SOUTHBOUND 0.688 0.935 05:00 PM - 06:00 PM SOUTHBOUND 0.933 0.971 EASTBOUND EASTBOUND 1/11/2018 Golden Springs Dr NORTHBOUND Golden Springs Dr 0.984 WESTBOUND Lemon Ave Lemon Ave A-21 8.1.d Packet Pg. 549 ID:18-05126-001 Day: City:Diamond Bar Date: AM 0 564 275 0 AM NOON 0 0 0 0 NOON PM 0 1156 426 0 PM AM NOON PM PM NOON AM 0 3 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 614 0 131 2 TEV 2704 0 3136 0 0 0 0 1 0 1 0 PHF 0.92 0.93 215 0 184 1 0 0 2.5 0.5 AM NOON PM PM NOON AM PM 0 0 571 667 PM NOON 0 0 0 0 NOON AM 0 0 664 371 AM Peak Hour Turning Movement Count 1340 Total Vehicles (PM)Total Vehicles (PM) Grand Ave & SR-57/60 EB Ramps Wednesday 02/28/2018 CONTROL WESTBOUND07:30 AM - 08:30 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 647 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 1278 702 0 Sigalized SR-57/60 EB RampsEASTBOUNDGrand Ave 779 0 Grand Ave SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1094 0 SR-57/60 EB Ramps07:00 AM - 09:00 AM NONE 0 0 0 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-22 8.1.d Packet Pg. 550 Location:Grand Ave & SR-57/60 EB Ramps City:Diamond Bar Project ID:18-05126-001 Control:Sigalized Date: NS/EW Streets: 0 2.5 0.5 0 1 3 0 0 2 0 1 0 0 0 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 0 188 43 0 51 82 0 0 179 0 55 0 0 0 0 0 598 7:15 AM 0 192 61 0 60 96 0 0 204 0 44 0 0 0 0 0 657 7:30 AM 0 168 74 0 67 129 0 0 176 0 52 0 0 0 0 0 666 7:45 AM 0 181 103 0 65 176 0 0 164 1 48 0 0 0 0 0 738 8:00 AM 0 138 88 0 70 129 0 0 136 0 58 0 0 0 0 0 619 8:15 AM 0 177 106 0 73 130 0 0 138 0 57 0 0 0 0 0 681 8:30 AM 0 171 95 0 61 141 0 0 132 0 48 0 0 0 0 0 648 8:45 AM 0 187 81 0 65 125 0 0 158 0 70 0 0 0 0 0 686 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 1402 651 0 512 1008 0 0 1287 1 432 0 0 0 0 0 5293 APPROACH %'s :0.00%68.29%31.71%0.00%33.68%66.32%0.00%0.00%74.83%0.06%25.12%0.00% PEAK HR :07:30 AM 39 37 44 07:45 AM TOTAL PEAK HR VOL :0 664 371 0 275 564 0 0 614 1 215 0 0 0 0 0 2704 PEAK HR FACTOR :0.000 0.917 0.875 0.000 0.942 0.801 0.000 0.000 0.872 0.250 0.927 0.000 0.000 0.000 0.000 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 2.5 0.5 0 1 3 0 0 2 0 1 0 0 0 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 131 147 0 121 225 0 0 28 0 38 0 0 0 0 0 690 4:15 PM 0 129 159 0 113 253 0 1 33 1 29 0 0 0 0 0 718 4:30 PM 0 142 167 0 81 276 0 0 32 0 28 0 0 0 0 0 726 4:45 PM 0 153 159 0 83 313 0 0 27 0 35 0 0 0 0 0 770 5:00 PM 0 137 173 0 70 297 0 0 34 0 46 0 0 0 0 0 757 5:15 PM 0 144 186 0 92 259 0 0 26 0 43 0 0 0 0 0 750 5:30 PM 0 147 178 0 131 314 0 0 27 1 45 0 0 0 0 0 843 5:45 PM 0 143 130 0 133 286 0 0 44 0 50 0 0 0 0 0 786 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 1126 1299 0 824 2223 0 1 251 2 314 0 0 0 0 0 6040 APPROACH %'s :0.00%46.43%53.57%0.00%27.03%72.93%0.00%0.03%44.27%0.35%55.38%0.00% PEAK HR :05:00 PM 293 289 296 05:30 PM TOTAL PEAK HR VOL :0 571 667 0 426 1156 0 0 131 1 184 0 0 0 0 0 3136 PEAK HR FACTOR :0.000 0.971 0.897 0.000 0.801 0.920 0.000 0.000 0.744 0.250 0.920 0.000 0.000 0.000 0.000 0.000 0.916 Total 0.9300.840 WESTBOUNDPM AM 07:30 AM - 08:30 AM NORTHBOUND 0.911 SOUTHBOUND 0.938 0.889 05:00 PM - 06:00 PM SOUTHBOUND 0.870 0.910 EASTBOUND EASTBOUND 2/28/2018 SR-57/60 EB Ramps NORTHBOUND SR-57/60 EB Ramps WESTBOUND Grand Ave Grand Ave A-23 8.1.d Packet Pg. 551 ID:18-05126-002 Day: City:Diamond Bar Date: AM 210 0 609 0 AM NOON 0 0 0 0 NOON PM 215 0 933 0 PM AM NOON PM PM NOON AM 1 0 2 0 1.5 767 0 707 1.5 343 0 320 0 0 0 0 0 0 0 0 242 0 420 1 TEV 2456 0 3164 0 0 0 0 368 0 486 2 PHF 0.81 0.98 0 0 0 1 0 0 0 0 AM NOON PM PM NOON AM PM 0 0 0 0 PM NOON 0 0 0 0 NOON AM 0 0 0 0 AM Peak Hour Turning Movement Count 0 Total Vehicles (PM)Total Vehicles (PM) Brea Canyon Rd & Pathfinder Rd Wednesday 02/28/2018 CONTROL WESTBOUND07:15 AM - 08:15 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 977 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 949 1187 0 Sigalized Pathfinder RdEASTBOUNDBrea Canyon Rd 0 0 Brea Canyon Rd SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 1419 0 Pathfinder Rd07:00 AM - 09:00 AM NONE 530 0 558 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-24 8.1.d Packet Pg. 552 Location:Brea Canyon Rd & Pathfinder Rd City:Diamond Bar Project ID:18-05126-002 Control:Sigalized Date: NS/EW Streets: 0 0 0 0 2 0 1 0 1 2 1 0 0 1.5 1.5 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 0 0 0 0 143 0 35 0 41 46 0 0 0 63 111 0 439 7:15 AM 0 0 0 0 185 0 26 0 46 51 0 0 0 63 132 0 503 7:30 AM 0 0 0 0 162 0 45 0 63 102 0 0 0 83 168 0 623 7:45 AM 0 0 0 0 118 0 101 0 75 132 0 0 0 87 241 0 754 8:00 AM 0 0 0 0 144 0 38 0 58 83 0 0 0 87 166 0 576 8:15 AM 0 0 0 0 109 0 26 0 53 56 0 0 0 86 129 0 459 8:30 AM 0 0 0 0 98 0 17 0 47 41 0 0 0 93 123 0 419 8:45 AM 0 0 0 0 95 0 21 0 38 57 0 0 0 69 104 0 384 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 0 0 0 1054 0 309 0 421 568 0 0 0 631 1174 0 4157 APPROACH %'s :77.33%0.00%22.67%0.00%42.57%57.43%0.00%0.00%0.00%34.96%65.04%0.00% PEAK HR :07:15 AM 38 37 44 07:45 AM TOTAL PEAK HR VOL :0 0 0 0 609 0 210 0 242 368 0 0 0 320 707 0 2456 PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.823 0.000 0.520 0.000 0.807 0.697 0.000 0.000 0.000 0.920 0.733 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 0 0 0 2 0 1 0 1 2 1 0 0 1.5 1.5 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 198 0 34 0 100 91 0 0 0 68 181 0 672 4:15 PM 0 0 0 0 204 0 44 0 117 128 0 0 0 71 173 0 737 4:30 PM 0 0 0 0 215 0 43 0 104 120 0 0 0 82 151 0 715 4:45 PM 0 0 0 0 214 0 41 0 125 111 0 0 0 64 169 0 724 5:00 PM 0 0 0 0 227 0 40 0 113 132 0 0 0 91 186 0 789 5:15 PM 0 0 0 0 243 0 55 0 99 124 0 0 0 91 183 0 795 5:30 PM 0 0 0 0 234 0 69 0 103 117 0 0 0 71 175 0 769 5:45 PM 0 0 0 0 229 0 51 0 105 113 0 0 0 90 223 0 811 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 0 0 0 1764 0 377 0 866 936 0 0 0 628 1441 0 6012 APPROACH %'s :82.39%0.00%17.61%0.00%48.06%51.94%0.00%0.00%0.00%30.35%69.65%0.00% PEAK HR :05:00 PM 293 289 296 05:45 PM TOTAL PEAK HR VOL :0 0 0 0 933 0 215 0 420 486 0 0 0 343 767 0 3164 PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.960 0.000 0.779 0.000 0.929 0.920 0.000 0.000 0.000 0.942 0.860 0.000 0.814 Total 0.9750.924 WESTBOUND 0.887 PM AM 07:15 AM - 08:15 AM NORTHBOUND SOUTHBOUND 0.947 05:00 PM - 06:00 PM SOUTHBOUND 0.935 0.737 EASTBOUND EASTBOUND 2/28/2018 Pathfinder Rd NORTHBOUND Pathfinder Rd 0.783 WESTBOUND Brea Canyon Rd Brea Canyon Rd A-25 8.1.d Packet Pg. 553 ID:18-05126-003 Day: City:Diamond Bar Date: AM 96 1 447 0 AM NOON 0 0 0 0 NOON PM 122 2 194 0 PM AM NOON PM PM NOON AM 1 0.5 0.5 0 0 0 0 0 2 981 0 949 0 0 0 0 1 96 0 93 0 0 0 0 TEV 2565 0 2791 0 0 0 0 681 0 797 2 PHF 0.86 0.97 298 0 599 1 0 0 0 0 AM NOON PM PM NOON AM PM 0 0 0 0 PM NOON 0 0 0 0 NOON AM 0 0 0 0 AM Peak Hour Turning Movement Count 697 Total Vehicles (PM)Total Vehicles (PM) SR-57 SB Ramps & Pathfinder Rd Wednesday 02/28/2018 CONTROL WESTBOUND07:15 AM - 08:15 AM Total Vehicles (NOON) Pedestrians (Crosswalks) Total Vehicles (NOON) 1128 COUNT PERIODSTotal Vehicles (AM)PEAK HOURSTotal Vehicles (AM) NONE 05:00 PM - 06:00 PM 0 0 0 Sigalized Pathfinder RdEASTBOUNDSR-57 SB Ramps 392 0 SR-57 SB Ramps SOUTHBOUND 04:00 PM - 06:00 PM NORTHBOUND 991 0 Pathfinder Rd07:00 AM - 09:00 AM NONE 1045 0 1103 NOON AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM AM AM NOON PM PM NOON AM AM NOON PM NOON ` NOON PM AM NOON AM PM NOON AM PM NOON PM AM A-26 8.1.d Packet Pg. 554 Location:SR-57 SB Ramps & Pathfinder Rd City:Diamond Bar Project ID:18-05126-003 Control:Sigalized Date: NS/EW Streets: 0 0 0 0 0.5 0.5 1 0 0 2 1 0 1 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 7:00 AM 0 0 0 0 68 2 30 0 0 115 78 0 19 148 0 0 460 7:15 AM 0 0 0 0 106 0 20 0 0 145 94 0 19 178 0 0 562 7:30 AM 0 0 0 0 145 0 27 0 0 191 64 0 25 229 0 0 681 7:45 AM 0 0 0 0 128 1 30 0 0 183 67 0 27 310 0 0 746 8:00 AM 0 0 0 0 68 0 19 0 0 162 73 0 22 232 0 0 576 8:15 AM 0 0 0 0 29 0 29 0 0 94 69 0 21 203 0 0 445 8:30 AM 0 0 0 0 32 0 36 0 0 71 64 0 15 174 0 0 392 8:45 AM 0 0 0 0 40 1 20 0 0 84 69 0 19 155 0 1 389 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 0 0 0 616 4 211 0 0 1045 578 0 167 1629 0 1 4251 APPROACH %'s :74.13%0.48%25.39%0.00%0.00%64.39%35.61%0.00%9.29%90.65%0.00%0.06% PEAK HR :07:15 AM 38 37 44 07:45 AM TOTAL PEAK HR VOL :0 0 0 0 447 1 96 0 0 681 298 0 93 949 0 0 2565 PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.771 0.250 0.800 0.000 0.000 0.891 0.793 0.000 0.861 0.765 0.000 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 0 0 0 0.5 0.5 1 0 0 2 1 0 1 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 0 0 0 0 39 0 20 0 0 164 128 0 23 233 0 0 607 4:15 PM 0 0 0 0 35 0 25 0 0 188 152 0 29 204 0 0 633 4:30 PM 0 0 0 0 39 1 29 0 0 187 140 0 25 214 0 0 635 4:45 PM 0 0 0 0 34 0 27 0 0 207 118 0 25 221 0 0 632 5:00 PM 0 0 0 0 41 1 30 0 0 199 155 0 22 241 0 0 689 5:15 PM 0 0 0 0 46 0 38 0 0 199 170 0 22 238 0 0 713 5:30 PM 0 0 0 0 48 0 27 0 0 202 140 0 26 230 0 0 673 5:45 PM 0 0 0 0 59 1 27 0 0 197 134 0 26 272 0 0 716 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :0 0 0 0 341 3 223 0 0 1543 1137 0 198 1853 0 0 5298 APPROACH %'s :60.14%0.53%39.33%0.00%0.00%57.57%42.43%0.00%9.65%90.35%0.00%0.00% PEAK HR :05:00 PM 293 289 296 05:45 PM TOTAL PEAK HR VOL :0 0 0 0 194 2 122 0 0 797 599 0 96 981 0 0 2791 PEAK HR FACTOR :0.000 0.000 0.000 0.000 0.822 0.500 0.803 0.000 0.000 0.986 0.881 0.000 0.923 0.902 0.000 0.000 0.860 Total 0.9750.946 WESTBOUND 0.904 PM AM 07:15 AM - 08:15 AM NORTHBOUND SOUTHBOUND 0.914 05:00 PM - 06:00 PM SOUTHBOUND 0.791 0.960 EASTBOUND EASTBOUND 2/28/2018 Pathfinder Rd NORTHBOUND Pathfinder Rd 0.773 WESTBOUND SR-57 SB Ramps SR-57 SB Ramps A-27 8.1.d Packet Pg. 555 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX B INTERSECTION LEVEL OF SERVICE CALCULATION WORKSHEETS (ICU METHODOLOGY) B-1 8.1.d Packet Pg. 556 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-I EXISTING TRAFFIC CONDITIONS B-2 8.1.d Packet Pg. 557 0.702Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1281009126155669369520640244294857306Total Analysis Volume [veh/h] 32252323916792130160617421477Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1281009126155669369520640244294857306Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1281009126155669369520640244294857306Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-3 8.1.d Packet Pg. 558 0.702Intersection V/C CIntersection LOS 0.080.210.040.000.140.130.000.130.080.000.180.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-4 8.1.d Packet Pg. 559 0.668Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1159752337694569266Total Analysis Volume [veh/h] 2901888417414267Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1159752337694569266Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1159752337694569266Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-5 8.1.d Packet Pg. 560 0.668Intersection V/C BIntersection LOS 0.360.260.210.210.000.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-6 8.1.d Packet Pg. 561 0.674Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 417681701645656218365186128403127Total Analysis Volume [veh/h] 1019243411411646163223210132Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 417681701645656218365186128403127Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 417681701645656218365186128403127Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-7 8.1.d Packet Pg. 562 0.674Intersection V/C BIntersection LOS 0.250.250.060.150.150.040.080.200.050.170.170.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-8 8.1.d Packet Pg. 563 0.577Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 126118520148101640Total Analysis Volume [veh/h] 32301303725160Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 126118520148101640Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 126118520148101640Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-9 8.1.d Packet Pg. 564 0.577Intersection V/C AIntersection LOS 0.150.070.160.090.230.23V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-10 8.1.d Packet Pg. 565 0.902Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 156514226845737881710591430282Total Analysis Volume [veh/h] 416366711182020431535871Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 156514226845737881710591430282Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 156514226845737881710591430282Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-11 8.1.d Packet Pg. 566 0.902Intersection V/C EIntersection LOS 0.140.140.090.240.240.050.280.280.010.470.470.18V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-12 8.1.d Packet Pg. 567 0.852Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 13991315314420110828535613560652706Total Analysis Volume [veh/h] 352283836502771893415163177Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 13991315314420110828535613560652706Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 13991315314420110828535613560652706Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-13 8.1.d Packet Pg. 568 0.852Intersection V/C DIntersection LOS 0.330.330.100.000.060.040.140.110.050.220.220.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-14 8.1.d Packet Pg. 569 0.869Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 7840251000282946001040431Total Analysis Volume [veh/h] 1960630007123700260108Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 7840251000282946001040431Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7840251000282946001040431Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-15 8.1.d Packet Pg. 570 0.869Intersection V/C DIntersection LOS 0.320.000.160.000.000.000.180.300.000.000.330.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-16 8.1.d Packet Pg. 571 0.855Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 554527230103501408497419224366488221Total Analysis Volume [veh/h] 1391325826125102124105569212255Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 554527230103501408497419224366488221Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 554527230103501408497419224366488221Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-17 8.1.d Packet Pg. 572 0.855Intersection V/C DIntersection LOS 0.270.160.080.000.160.140.170.130.080.270.270.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-18 8.1.d Packet Pg. 573 0.982Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 63065420135023211060567312828Total Analysis Volume [veh/h] 1581645312680270142877Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 63065420135023211060567312828Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 63065420135023211060567312828Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-19 8.1.d Packet Pg. 574 0.982Intersection V/C EIntersection LOS 0.390.200.010.010.160.200.230.000.200.050.050.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead---Lead / Lag 2,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-20 8.1.d Packet Pg. 575 0.646Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 36534934315053461631222415512731Total Analysis Volume [veh/h] 9187981268741316014328Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 36534934315053461631222415512731Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 36534934315053461631222415512731Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-21 8.1.d Packet Pg. 576 0.646Intersection V/C BIntersection LOS 0.230.110.020.170.170.120.100.080.080.110.110.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-22 8.1.d Packet Pg. 577 0.717Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000215061405642753716640Total Analysis Volume [veh/h] 000540154014169931660Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000215061405642753716640Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000215061405642753716640Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-23 8.1.d Packet Pg. 578 0.717Intersection V/C CIntersection LOS 0.000.000.000.130.000.210.000.120.170.230.210.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-24 8.1.d Packet Pg. 579 0.663Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 707320368242210609Total Analysis Volume [veh/h] 17780926153152Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 707320368242210609Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 707320368242210609Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-25 8.1.d Packet Pg. 580 0.663Intersection V/C BIntersection LOS 0.010.200.080.150.130.21V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-26 8.1.d Packet Pg. 581 0.677Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0949932986810961447000Total Analysis Volume [veh/h] 023723751700240112000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0949932986810961447000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0949932986810961447000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-27 8.1.d Packet Pg. 582 0.677Intersection V/C BIntersection LOS 0.000.300.060.190.210.000.060.280.280.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with B-28 8.1.d Packet Pg. 583 0.765Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 2428182683221320521382787351146841297Total Analysis Volume [veh/h] 61205678133013096197883721074Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 2428182683221320521382787351146841297Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2428182683221320521382787351146841297Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-29 8.1.d Packet Pg. 584 0.765Intersection V/C CIntersection LOS 0.150.170.090.000.280.180.000.160.120.000.180.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-30 8.1.d Packet Pg. 585 0.796Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 10065561661547785421Total Analysis Volume [veh/h] 25213942387196105Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 10065561661547785421Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10065561661547785421Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-31 8.1.d Packet Pg. 586 0.796Intersection V/C CIntersection LOS 0.310.190.360.360.050.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-32 8.1.d Packet Pg. 587 0.807Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 867012602291175130121511121192604157Total Analysis Volume [veh/h] 2217565572943330128304815139Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 867012602291175130121511121192604157Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 867012602291175130121511121192604157Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-33 8.1.d Packet Pg. 588 0.807Intersection V/C DIntersection LOS 0.250.250.090.290.290.080.000.160.080.250.250.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-34 8.1.d Packet Pg. 589 0.547Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 9489833209101545Total Analysis Volume [veh/h] 24222085225136Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 9489833209101545Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 9489833209101545Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-35 8.1.d Packet Pg. 590 0.547Intersection V/C AIntersection LOS 0.110.060.260.130.200.20V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-36 8.1.d Packet Pg. 591 0.927Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 17349425336745413911982894143Total Analysis Volume [veh/h] 4924639191434852122436Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 17349425336745413911982894143Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 17349425336745413911982894143Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-37 8.1.d Packet Pg. 592 0.927Intersection V/C EIntersection LOS 0.090.090.060.230.230.050.450.450.010.310.310.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-38 8.1.d Packet Pg. 593 0.818Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 154372147482786626276790300118424258Total Analysis Volume [veh/h] 39933712119715769198753010665Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 154372147482786626276790300118424258Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 154372147482786626276790300118424258Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-39 8.1.d Packet Pg. 594 0.818Intersection V/C DIntersection LOS 0.160.160.090.060.250.220.000.250.100.170.170.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-40 8.1.d Packet Pg. 595 0.812Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 3600174000559121300808478Total Analysis Volume [veh/h] 9004400014030300202120Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3600174000559121300808478Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3600174000559121300808478Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-41 8.1.d Packet Pg. 596 0.812Intersection V/C DIntersection LOS 0.170.000.110.000.000.000.350.380.000.000.250.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-42 8.1.d Packet Pg. 597 0.891Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 525604468131768197460616264399550205Total Analysis Volume [veh/h] 13115111733192491151546610013851Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 525604468131768197460616264399550205Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 525604468131768197460616264399550205Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-43 8.1.d Packet Pg. 598 0.891Intersection V/C DIntersection LOS 0.240.190.160.000.240.070.220.190.090.300.300.13V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-44 8.1.d Packet Pg. 599 0.941Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 6646124636854335250231509262Total Analysis Volume [veh/h] 166153129214846058132316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 6646124636854335250231509262Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 6646124636854335250231509262Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-45 8.1.d Packet Pg. 600 0.941Intersection V/C EIntersection LOS 0.420.190.030.020.270.210.090.000.080.130.130.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead---Lead / Lag 2,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-46 8.1.d Packet Pg. 601 0.636Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 167485322982033338337478192918Total Analysis Volume [veh/h] 421218720583969120575Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 167485322982033338337478192918Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 167485322982033338337478192918Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-47 8.1.d Packet Pg. 602 0.636Intersection V/C BIntersection LOS 0.100.150.020.270.270.120.240.020.170.030.030.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-48 8.1.d Packet Pg. 603 0.898Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001840131011564266675710Total Analysis Volume [veh/h] 0004603302891071671430Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001840131011564266675710Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001840131011564266675710Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-49 8.1.d Packet Pg. 604 0.898Intersection V/C DIntersection LOS 0.000.000.000.120.000.050.000.240.270.420.180.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-50 8.1.d Packet Pg. 605 0.901Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 767343486420215933Total Analysis Volume [veh/h] 1928612210554233Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 767343486420215933Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 767343486420215933Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-51 8.1.d Packet Pg. 606 0.901Intersection V/C EIntersection LOS 0.000.210.100.260.130.32V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-52 8.1.d Packet Pg. 607 0.657Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 09819659979701222194000Total Analysis Volume [veh/h] 024524150199031149000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09819659979701222194000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09819659979701222194000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-53 8.1.d Packet Pg. 608 0.657Intersection V/C BIntersection LOS 0.000.310.060.370.250.000.080.120.120.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with B-54 8.1.d Packet Pg. 609 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-II EXISTING PLUS PROJECT TRAFFIC CONDITIONS B-55 8.1.d Packet Pg. 610 0.702Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1281009132155671371520646244294857306Total Analysis Volume [veh/h] 32252333916893130162617421477Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1281009132155671371520646244294857306Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1281009132155671371520646244294857306Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-56 8.1.d Packet Pg. 611 0.702Intersection V/C CIntersection LOS 0.080.210.050.000.140.130.000.130.080.000.180.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-57 8.1.d Packet Pg. 612 0.668Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1159752337694573266Total Analysis Volume [veh/h] 2901888417414367Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1159752337694573266Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1159752337694573266Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-58 8.1.d Packet Pg. 613 0.668Intersection V/C BIntersection LOS 0.360.260.210.210.000.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-59 8.1.d Packet Pg. 614 0.678Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 417681701705656218365786128405129Total Analysis Volume [veh/h] 1019243431411646164223210132Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 417681701705656218365786128405129Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 417681701705656218365786128405129Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-60 8.1.d Packet Pg. 615 0.678Intersection V/C BIntersection LOS 0.250.250.060.150.150.040.080.210.050.170.170.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-61 8.1.d Packet Pg. 616 0.579Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 130118532148101640Total Analysis Volume [veh/h] 33301333725160Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 130118532148101640Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 130118532148101640Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-62 8.1.d Packet Pg. 617 0.579Intersection V/C AIntersection LOS 0.160.070.170.090.230.23V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-63 8.1.d Packet Pg. 618 0.909Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 156514226845737881710591434319Total Analysis Volume [veh/h] 416366711182020431535980Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 156514226845737881710591434319Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 156514226845737881710591434319Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-64 8.1.d Packet Pg. 619 0.909Intersection V/C EIntersection LOS 0.140.140.090.240.240.050.280.280.010.470.470.20V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-65 8.1.d Packet Pg. 620 0.863Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 13991915314620310829735613560652712Total Analysis Volume [veh/h] 352303837512774893415163178Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 13991915314620310829735613560652712Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 13991915314620310829735613560652712Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-66 8.1.d Packet Pg. 621 0.863Intersection V/C DIntersection LOS 0.330.330.100.000.060.040.150.110.050.220.220.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-67 8.1.d Packet Pg. 622 0.891Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8300251000290971001110431Total Analysis Volume [veh/h] 2080630007324300278108Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8300251000290971001110431Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8300251000290971001110431Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-68 8.1.d Packet Pg. 623 0.891Intersection V/C DIntersection LOS 0.340.000.160.000.000.000.180.300.000.000.350.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-69 8.1.d Packet Pg. 624 0.885Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 577527230103501449515421228366494221Total Analysis Volume [veh/h] 1441325826125112129105579212455Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 577527230103501449515421228366494221Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 577527230103501449515421228366494221Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-70 8.1.d Packet Pg. 625 0.885Intersection V/C DIntersection LOS 0.280.160.080.000.160.160.170.130.080.270.270.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-71 8.1.d Packet Pg. 626 1.000Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 64665620135193211060590312828Total Analysis Volume [veh/h] 1621645313080270148877Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 64665620135193211060590312828Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 64665620135193211060590312828Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-72 8.1.d Packet Pg. 627 1.000Intersection V/C FIntersection LOS 0.400.210.010.010.160.200.240.000.200.050.050.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead---Lead / Lag 2,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-73 8.1.d Packet Pg. 628 0.650Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 36535134315113461631222535512731Total Analysis Volume [veh/h] 9188981288741316314328Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 36535134315113461631222535512731Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 36535134315113461631222535512731Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-74 8.1.d Packet Pg. 629 0.650Intersection V/C BIntersection LOS 0.230.110.020.170.170.120.100.080.090.110.110.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-75 8.1.d Packet Pg. 630 0.717Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000215061405762753716640Total Analysis Volume [veh/h] 000540154014469931660Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000215061405762753716640Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000215061405762753716640Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-76 8.1.d Packet Pg. 631 0.717Intersection V/C CIntersection LOS 0.000.000.000.130.000.210.000.120.170.230.210.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-77 8.1.d Packet Pg. 632 0.664Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 710320368244211610Total Analysis Volume [veh/h] 17880926153153Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 710320368244211610Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 710320368244211610Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-78 8.1.d Packet Pg. 633 0.664Intersection V/C BIntersection LOS 0.010.200.080.150.130.21V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-79 8.1.d Packet Pg. 634 0.678Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0952932986820961447000Total Analysis Volume [veh/h] 023823751710240112000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0952932986820961447000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0952932986820961447000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-80 8.1.d Packet Pg. 635 0.678Intersection V/C BIntersection LOS 0.000.300.060.190.210.000.060.280.280.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with B-81 8.1.d Packet Pg. 636 0.767Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 2428182713221326527382790351146841297Total Analysis Volume [veh/h] 61205688133213296198883721074Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 2428182713221326527382790351146841297Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2428182713221326527382790351146841297Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-82 8.1.d Packet Pg. 637 0.767Intersection V/C CIntersection LOS 0.150.170.090.000.280.180.000.160.120.000.180.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-83 8.1.d Packet Pg. 638 0.796Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 10065561661547798421Total Analysis Volume [veh/h] 25213942387200105Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 10065561661547798421Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10065561661547798421Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-84 8.1.d Packet Pg. 639 0.796Intersection V/C CIntersection LOS 0.310.190.360.360.060.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-85 8.1.d Packet Pg. 640 0.810Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 867012602321175130121514121192610163Total Analysis Volume [veh/h] 2217565582943330129304815341Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 867012602321175130121514121192610163Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 867012602321175130121514121192610163Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-86 8.1.d Packet Pg. 641 0.810Intersection V/C DIntersection LOS 0.250.250.090.290.290.080.000.160.080.250.250.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-87 8.1.d Packet Pg. 642 0.555Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 10789839209101545Total Analysis Volume [veh/h] 27222105225136Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 10789839209101545Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10789839209101545Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-88 8.1.d Packet Pg. 643 0.555Intersection V/C AIntersection LOS 0.120.060.260.130.200.20V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-89 8.1.d Packet Pg. 644 0.997Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 17349425336745413911982907256Total Analysis Volume [veh/h] 4924639191434852122764Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 17349425336745413911982907256Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 17349425336745413911982907256Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-90 8.1.d Packet Pg. 645 0.997Intersection V/C EIntersection LOS 0.090.090.060.230.230.050.450.450.010.310.310.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-91 8.1.d Packet Pg. 646 0.820Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 154375147488792626282790300118424261Total Analysis Volume [veh/h] 39943712219815771198753010665Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 154375147488792626282790300118424261Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 154375147488792626282790300118424261Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-92 8.1.d Packet Pg. 647 0.820Intersection V/C DIntersection LOS 0.170.170.090.060.250.220.000.250.100.170.170.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-93 8.1.d Packet Pg. 648 0.843Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 3850174000584128800846478Total Analysis Volume [veh/h] 9604400014632200212120Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3850174000584128800846478Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3850174000584128800846478Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-94 8.1.d Packet Pg. 649 0.843Intersection V/C DIntersection LOS 0.170.000.110.000.000.000.370.400.000.000.260.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-95 8.1.d Packet Pg. 650 0.896Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 538604468131768219516622277399553205Total Analysis Volume [veh/h] 13515111733192551291566910013851Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 538604468131768219516622277399553205Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 538604468131768219516622277399553205Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-96 8.1.d Packet Pg. 651 0.896Intersection V/C DIntersection LOS 0.240.190.160.000.240.080.250.190.100.300.300.13V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-97 8.1.d Packet Pg. 652 0.977Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 7146184636863335250244509262Total Analysis Volume [veh/h] 179155129216846061132316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 7146184636863335250244509262Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7146184636863335250244509262Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-98 8.1.d Packet Pg. 653 0.977Intersection V/C EIntersection LOS 0.450.190.030.020.270.210.090.000.080.130.130.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead---Lead / Lag 2,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-99 8.1.d Packet Pg. 654 0.637Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 167491322982333338337484192918Total Analysis Volume [veh/h] 421238720683969121575Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 167491322982333338337484192918Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 167491322982333338337484192918Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-100 8.1.d Packet Pg. 655 0.637Intersection V/C BIntersection LOS 0.100.150.020.270.270.120.240.020.170.030.030.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-101 8.1.d Packet Pg. 656 0.898Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001840131011624266675710Total Analysis Volume [veh/h] 0004603302911071671430Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001840131011624266675710Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001840131011624266675710Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-102 8.1.d Packet Pg. 657 0.898Intersection V/C DIntersection LOS 0.000.000.000.120.000.050.000.240.270.420.180.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-103 8.1.d Packet Pg. 658 0.903Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 769343486421218937Total Analysis Volume [veh/h] 1928612210555234Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 769343486421218937Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 769343486421218937Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-104 8.1.d Packet Pg. 659 0.903Intersection V/C EIntersection LOS 0.000.210.100.260.140.33V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-105 8.1.d Packet Pg. 660 0.657Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 09839659980101222194000Total Analysis Volume [veh/h] 024624150200031149000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09839659980101222194000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09839659980101222194000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-106 8.1.d Packet Pg. 661 0.657Intersection V/C BIntersection LOS 0.000.310.060.370.250.000.080.120.120.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with B-107 8.1.d Packet Pg. 662 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-III EXISTING PLUS PROJECT WITH IMPROVEMENTS TRAFFIC CONDITIONS B-108 8.1.d Packet Pg. 663 0.857Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 156514226845737881710591434319Total Analysis Volume [veh/h] 416366711182020431535980Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 156514226845737881710591434319Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 156514226845737881710591434319Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 17: 17 AM Existing Plus Project [MIT] Version 6.00-03 Generated with B-109 8.1.d Packet Pg. 664 0.857Intersection V/C DIntersection LOS 0.140.140.090.200.200.050.280.280.010.470.470.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 17: 17 AM Existing Plus Project [MIT] Version 6.00-03 Generated with B-110 8.1.d Packet Pg. 665 0.880Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 17349425336745413911982907256Total Analysis Volume [veh/h] 4924639191434852122764Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 17349425336745413911982907256Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 17349425336745413911982907256Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 18: 18 PM Existing Plus Project [MIT] Version 6.00-03 Generated with B-111 8.1.d Packet Pg. 666 0.880Intersection V/C DIntersection LOS 0.090.090.060.180.180.050.450.450.010.310.310.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 18: 18 PM Existing Plus Project [MIT] Version 6.00-03 Generated with B-112 8.1.d Packet Pg. 667 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-IV YEAR 2020 CUMULATIVE TRAFFIC CONDITIONS B-113 8.1.d Packet Pg. 668 0.715Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1311031129160688378531653249300875313Total Analysis Volume [veh/h] 33258324017295133163627521978Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1311031129160688378531653249300875313Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1311031129160688378531653249300875313Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-114 8.1.d Packet Pg. 669 0.715Intersection V/C CIntersection LOS 0.080.210.040.000.140.130.000.140.090.000.180.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-115 8.1.d Packet Pg. 670 0.684Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1185767344718580278Total Analysis Volume [veh/h] 2961928618014570Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1185767344718580278Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1185767344718580278Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-116 8.1.d Packet Pg. 671 0.684Intersection V/C BIntersection LOS 0.370.270.220.220.000.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-117 8.1.d Packet Pg. 672 0.689Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 427872061685776318766588138415132Total Analysis Volume [veh/h] 1119752421441647166223510433Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 427872061685776318766588138415132Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 427872061685776318766588138415132Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-118 8.1.d Packet Pg. 673 0.689Intersection V/C BIntersection LOS 0.260.260.070.160.160.040.080.210.060.170.170.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-119 8.1.d Packet Pg. 674 0.590Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 129120565151103665Total Analysis Volume [veh/h] 32301413826166Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 129120565151103665Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 129120565151103665Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-120 8.1.d Packet Pg. 675 0.590Intersection V/C AIntersection LOS 0.160.080.180.090.240.24V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-121 8.1.d Packet Pg. 676 0.919Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 156614527346748083310601466288Total Analysis Volume [veh/h] 417366812192020831536772Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 156614527346748083310601466288Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 156614527346748083310601466288Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-122 8.1.d Packet Pg. 677 0.919Intersection V/C EIntersection LOS 0.140.140.090.250.250.050.290.290.010.480.480.18V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-123 8.1.d Packet Pg. 678 0.868Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 14293115614920511029136513861667721Total Analysis Volume [veh/h] 362333937512873913515167180Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 14293115614920511029136513861667721Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 14293115614920511029136513861667721Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-124 8.1.d Packet Pg. 679 0.868Intersection V/C DIntersection LOS 0.340.340.100.000.060.040.140.110.050.230.230.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-125 8.1.d Packet Pg. 680 0.888Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8070260000288965001061440Total Analysis Volume [veh/h] 2020650007224100265110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8070260000288965001061440Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8070260000288965001061440Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-126 8.1.d Packet Pg. 681 0.888Intersection V/C DIntersection LOS 0.330.000.160.000.000.000.180.300.000.000.330.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-127 8.1.d Packet Pg. 682 0.870Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 565539235105513416511427228373498225Total Analysis Volume [veh/h] 1411355926128104128107579312556Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 565539235105513416511427228373498225Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 565539235105513416511427228373498225Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-128 8.1.d Packet Pg. 683 0.870Intersection V/C DIntersection LOS 0.270.170.080.000.160.140.170.130.080.270.270.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-129 8.1.d Packet Pg. 684 0.529Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1255201310033128Total Analysis Volume [veh/h] 3145325187Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1255201310033128Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1255201310033128Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-130 8.1.d Packet Pg. 685 0.529Intersection V/C AIntersection LOS 0.390.010.010.310.040.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-131 8.1.d Packet Pg. 686 0.972Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 57935640335155374241875045818036Total Analysis Volume [veh/h] 145891081291341064712615459Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 57935640335155374241875045818036Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 57935640335155374241875045818036Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-132 8.1.d Packet Pg. 687 0.972Intersection V/C EIntersection LOS 0.360.110.030.170.170.190.270.120.180.150.150.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-133 8.1.d Packet Pg. 688 0.729Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000219062605772813786790Total Analysis Volume [veh/h] 000550157014470951700Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000219062605772813786790Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000219062605772813786790Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-134 8.1.d Packet Pg. 689 0.729Intersection V/C CIntersection LOS 0.000.000.000.140.000.220.000.120.180.240.210.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-135 8.1.d Packet Pg. 690 0.674Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 721327375247214621Total Analysis Volume [veh/h] 18082946254155Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 721327375247214621Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 721327375247214621Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-136 8.1.d Packet Pg. 691 0.674Intersection V/C BIntersection LOS 0.010.200.080.150.130.22V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-137 8.1.d Packet Pg. 692 0.692Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 09691043046950981461000Total Analysis Volume [veh/h] 024226761740250115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09691043046950981461000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09691043046950981461000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-138 8.1.d Packet Pg. 693 0.692Intersection V/C BIntersection LOS 0.000.300.070.190.220.000.060.290.290.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-139 8.1.d Packet Pg. 694 0.037Volume to Capacity (v/c): ALevel Of Service: 9.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 008859876833Total Analysis Volume [veh/h] 00221501928Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 008859876833Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 008859876833Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-140 8.1.d Packet Pg. 695 AIntersection LOS 0.20d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.38d_A, Approach Delay [s/veh] 0.000.000.000.000.002.8495th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.1195th-Percentile Queue Length [veh/ln] AAAAMovement LOS 0.000.000.000.000.009.14d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-141 8.1.d Packet Pg. 696 0.777Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000665010504501496016950Total Analysis Volume [veh/h] 0001660260113371501740Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000665010504501496016950Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000665010504501496016950Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-142 8.1.d Packet Pg. 697 0.777Intersection V/C CIntersection LOS 0.000.000.000.160.000.030.000.140.090.380.220.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with B-143 8.1.d Packet Pg. 698 0.779Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 2478402733291349532392805358149859305Total Analysis Volume [veh/h] 62210688233713398201903721576Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 2478402733291349532392805358149859305Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2478402733291349532392805358149859305Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-144 8.1.d Packet Pg. 699 0.779Intersection V/C CIntersection LOS 0.150.180.090.000.280.180.000.170.120.000.180.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-145 8.1.d Packet Pg. 700 0.819Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 10375671691584801451Total Analysis Volume [veh/h] 25914242396200113Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 10375671691584801451Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10375671691584801451Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-146 8.1.d Packet Pg. 701 0.819Intersection V/C DIntersection LOS 0.320.200.370.370.050.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-147 8.1.d Packet Pg. 702 0.835Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 887182892361203133123525123209618161Total Analysis Volume [veh/h] 2218072593013331131315215540Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 887182892361203133123525123209618161Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 887182892361203133123525123209618161Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-148 8.1.d Packet Pg. 703 0.835Intersection V/C DIntersection LOS 0.250.250.100.300.300.080.000.160.080.260.260.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-149 8.1.d Packet Pg. 704 0.561Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 9691879213103572Total Analysis Volume [veh/h] 24232205326143Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 9691879213103572Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 9691879213103572Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-150 8.1.d Packet Pg. 705 0.561Intersection V/C AIntersection LOS 0.120.060.270.130.210.21V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-151 8.1.d Packet Pg. 706 0.943Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 17359625837755514191984934146Total Analysis Volume [veh/h] 4924659191435552123437Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 17359625837755514191984934146Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 17359625837755514191984934146Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-152 8.1.d Packet Pg. 707 0.943Intersection V/C EIntersection LOS 0.090.090.060.230.230.050.460.460.010.320.320.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-153 8.1.d Packet Pg. 708 0.834Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 157379150493802639282809306120435265Total Analysis Volume [veh/h] 39953812320116071202773010966Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 157379150493802639282809306120435265Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 157379150493802639282809306120435265Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-154 8.1.d Packet Pg. 709 0.834Intersection V/C DIntersection LOS 0.170.170.090.060.250.220.000.250.110.170.170.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-155 8.1.d Packet Pg. 710 0.837Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 3890191000570123700824488Total Analysis Volume [veh/h] 9704800014330900206122Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3890191000570123700824488Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3890191000570123700824488Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-156 8.1.d Packet Pg. 711 0.837Intersection V/C DIntersection LOS 0.180.000.120.000.000.000.360.390.000.000.260.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-157 8.1.d Packet Pg. 712 0.907Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 536618477134784201483628269407561209Total Analysis Volume [veh/h] 13415511934196501211576710214052Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 536618477134784201483628269407561209Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 536618477134784201483628269407561209Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-158 8.1.d Packet Pg. 713 0.907Intersection V/C EIntersection LOS 0.240.190.170.000.250.070.230.200.090.300.300.13V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-159 8.1.d Packet Pg. 714 0.565Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1264463610695062Total Analysis Volume [veh/h] 3161292671316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1264463610695062Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1264463610695062Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-160 8.1.d Packet Pg. 715 0.565Intersection V/C AIntersection LOS 0.400.030.020.330.070.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-161 8.1.d Packet Pg. 716 0.972Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 588495493483671439154488208820Total Analysis Volume [veh/h] 14712412920917998141225225Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 588495493483671439154488208820Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 588495493483671439154488208820Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-162 8.1.d Packet Pg. 717 0.972Intersection V/C EIntersection LOS 0.370.150.030.270.270.250.240.030.170.070.070.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-163 8.1.d Packet Pg. 718 0.914Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001880134011824356805850Total Analysis Volume [veh/h] 0004703402961091701460Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001880134011824356805850Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001880134011824356805850Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-164 8.1.d Packet Pg. 719 0.914Intersection V/C EIntersection LOS 0.000.000.000.120.000.050.000.250.270.430.180.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-165 8.1.d Packet Pg. 720 0.917Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 782351498428219952Total Analysis Volume [veh/h] 1968812510755238Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 782351498428219952Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 782351498428219952Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-166 8.1.d Packet Pg. 721 0.917Intersection V/C EIntersection LOS 0.000.220.100.270.140.33V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-167 8.1.d Packet Pg. 722 0.681Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0100210461181501242213000Total Analysis Volume [veh/h] 025126153204031153000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0100210461181501242213000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0100210461181501242213000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-168 8.1.d Packet Pg. 723 0.681Intersection V/C BIntersection LOS 0.000.310.070.380.250.000.080.130.130.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-169 8.1.d Packet Pg. 724 0.078Volume to Capacity (v/c): BLevel Of Service: 10.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 0010986167555Total Analysis Volume [veh/h] 002721516914Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 0010986167555Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0010986167555Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-170 8.1.d Packet Pg. 725 BIntersection LOS 0.34d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.79d_A, Approach Delay [s/veh] 0.000.000.000.000.006.3195th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.2595th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0010.53d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-171 8.1.d Packet Pg. 726 0.706Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 00021106207201427226680Total Analysis Volume [veh/h] 000530160180361811670Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00021106207201427226680Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00021106207201427226680Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-172 8.1.d Packet Pg. 727 0.706Intersection V/C CIntersection LOS 0.000.000.000.060.000.020.000.230.090.450.210.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with B-173 8.1.d Packet Pg. 728 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-V YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS B-174 8.1.d Packet Pg. 729 0.715Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1311031135160690380531659249300875313Total Analysis Volume [veh/h] 33258344017395133165627521978Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1311031135160690380531659249300875313Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1311031135160690380531659249300875313Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-175 8.1.d Packet Pg. 730 0.715Intersection V/C CIntersection LOS 0.080.210.050.000.140.130.000.140.090.000.180.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-176 8.1.d Packet Pg. 731 0.684Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1185767344718584278Total Analysis Volume [veh/h] 2961928618014670Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1185767344718584278Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1185767344718584278Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-177 8.1.d Packet Pg. 732 0.684Intersection V/C BIntersection LOS 0.370.270.220.220.000.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-178 8.1.d Packet Pg. 733 0.692Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 427872061745776318767188138417134Total Analysis Volume [veh/h] 1119752441441647168223510434Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 427872061745776318767188138417134Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 427872061745776318767188138417134Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-179 8.1.d Packet Pg. 734 0.692Intersection V/C BIntersection LOS 0.260.260.070.160.160.040.080.210.060.170.170.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-180 8.1.d Packet Pg. 735 0.593Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 133120577151103665Total Analysis Volume [veh/h] 33301443826166Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 133120577151103665Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 133120577151103665Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-181 8.1.d Packet Pg. 736 0.593Intersection V/C AIntersection LOS 0.160.080.180.090.240.24V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-182 8.1.d Packet Pg. 737 0.925Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 156614527346748083310601470325Total Analysis Volume [veh/h] 417366812192020831536881Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 156614527346748083310601470325Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 156614527346748083310601470325Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-183 8.1.d Packet Pg. 738 0.925Intersection V/C EIntersection LOS 0.140.140.090.250.250.050.290.290.010.480.480.20V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-184 8.1.d Packet Pg. 739 0.879Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 14293715615120711830336513861667727Total Analysis Volume [veh/h] 362343938523076913515167182Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 14293715615120711830336513861667727Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 14293715615120711830336513861667727Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-185 8.1.d Packet Pg. 740 0.879Intersection V/C DIntersection LOS 0.340.340.100.000.060.040.150.110.050.230.230.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-186 8.1.d Packet Pg. 741 0.910Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8530260000296990001131440Total Analysis Volume [veh/h] 2130650007424800283110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8530260000296990001131440Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8530260000296990001131440Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-187 8.1.d Packet Pg. 742 0.910Intersection V/C EIntersection LOS 0.350.000.160.000.000.000.190.310.000.000.350.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-188 8.1.d Packet Pg. 743 0.900Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 588539235105513457513437240373504225Total Analysis Volume [veh/h] 1471355926128114128109609312656Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 588539235105513457513437240373504225Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 588539235105513457513437240373504225Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-189 8.1.d Packet Pg. 744 0.900Intersection V/C EIntersection LOS 0.280.170.080.000.160.160.160.140.080.270.270.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-190 8.1.d Packet Pg. 745 0.530Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1257201310433128Total Analysis Volume [veh/h] 3145326187Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1257201310433128Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1257201310433128Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-191 8.1.d Packet Pg. 746 0.530Intersection V/C AIntersection LOS 0.390.010.010.330.040.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-192 8.1.d Packet Pg. 747 0.984Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 57935840335215374241875395818036Total Analysis Volume [veh/h] 145901081301341064713515459Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 57935840335215374241875395818036Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 57935840335215374241875395818036Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-193 8.1.d Packet Pg. 748 0.984Intersection V/C EIntersection LOS 0.360.110.030.170.170.190.270.120.190.150.150.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-194 8.1.d Packet Pg. 749 0.734Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000219062605892813866790Total Analysis Volume [veh/h] 000550157014770971700Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000219062605892813866790Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000219062605892813866790Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-195 8.1.d Packet Pg. 750 0.734Intersection V/C CIntersection LOS 0.000.000.000.140.000.220.000.120.180.240.210.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-196 8.1.d Packet Pg. 751 0.679Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 724327375249215630Total Analysis Volume [veh/h] 18182946254158Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 724327375249215630Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 724327375249215630Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-197 8.1.d Packet Pg. 752 0.679Intersection V/C BIntersection LOS 0.010.200.080.160.130.22V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-198 8.1.d Packet Pg. 753 0.693Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 09721043126960981461000Total Analysis Volume [veh/h] 024326781740250115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09721043126960981461000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09721043126960981461000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-199 8.1.d Packet Pg. 754 0.693Intersection V/C BIntersection LOS 0.000.300.070.200.220.000.060.290.290.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-200 8.1.d Packet Pg. 755 0.037Volume to Capacity (v/c): ALevel Of Service: 9.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 008861076833Total Analysis Volume [veh/h] 00221531928Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 008861076833Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 008861076833Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-201 8.1.d Packet Pg. 756 AIntersection LOS 0.20d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.38d_A, Approach Delay [s/veh] 0.000.000.000.000.002.8795th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.1195th-Percentile Queue Length [veh/ln] AAAAMovement LOS 0.000.000.000.000.009.18d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-202 8.1.d Packet Pg. 757 0.784Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000688010504621496016950Total Analysis Volume [veh/h] 0001720260116371501740Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000688010504621496016950Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000688010504621496016950Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-203 8.1.d Packet Pg. 758 0.784Intersection V/C CIntersection LOS 0.000.000.000.170.000.030.000.140.090.380.220.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-204 8.1.d Packet Pg. 759 0.781Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 2478402763291355538392808358149859305Total Analysis Volume [veh/h] 62210698233913598202903721576Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 2478402763291355538392808358149859305Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 2478402763291355538392808358149859305Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-205 8.1.d Packet Pg. 760 0.781Intersection V/C CIntersection LOS 0.150.180.100.000.280.190.000.170.120.000.180.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-206 8.1.d Packet Pg. 761 0.819Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 10375671691584814451Total Analysis Volume [veh/h] 25914242396204113Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 10375671691584814451Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10375671691584814451Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-207 8.1.d Packet Pg. 762 0.819Intersection V/C DIntersection LOS 0.320.200.370.370.060.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-208 8.1.d Packet Pg. 763 0.838Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 887182892391203133123528123209624167Total Analysis Volume [veh/h] 2218072603013331132315215642Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 887182892391203133123528123209624167Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 887182892391203133123528123209624167Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-209 8.1.d Packet Pg. 764 0.838Intersection V/C DIntersection LOS 0.250.250.100.300.300.080.000.170.080.260.260.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-210 8.1.d Packet Pg. 765 0.569Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 10991885213103572Total Analysis Volume [veh/h] 27232215326143Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 10991885213103572Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 10991885213103572Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-211 8.1.d Packet Pg. 766 0.569Intersection V/C AIntersection LOS 0.130.060.280.130.210.21V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-212 8.1.d Packet Pg. 767 1.014Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 17359625837755514191984947259Total Analysis Volume [veh/h] 4924659191435552123765Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 17359625837755514191984947259Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 17359625837755514191984947259Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-213 8.1.d Packet Pg. 768 1.014Intersection V/C FIntersection LOS 0.090.090.060.230.230.050.460.460.010.320.320.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-214 8.1.d Packet Pg. 769 0.845Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 157382150499808664288809306120435268Total Analysis Volume [veh/h] 39963812520216672202773010967Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 157382150499808664288809306120435268Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 157382150499808664288809306120435268Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-215 8.1.d Packet Pg. 770 0.845Intersection V/C DIntersection LOS 0.170.170.090.060.250.230.000.250.110.170.170.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-216 8.1.d Packet Pg. 771 0.869Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 4140191000595131200862488Total Analysis Volume [veh/h] 10404800014932800216122Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 4140191000595131200862488Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 4140191000595131200862488Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-217 8.1.d Packet Pg. 772 0.869Intersection V/C DIntersection LOS 0.190.000.120.000.000.000.370.410.000.000.270.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-218 8.1.d Packet Pg. 773 0.921Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 549618477134784223489659307407564209Total Analysis Volume [veh/h] 13715511934196561221657710214152Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 549618477134784223489659307407564209Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 549618477134784223489659307407564209Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-219 8.1.d Packet Pg. 774 0.921Intersection V/C EIntersection LOS 0.240.190.170.000.250.080.230.210.110.300.300.13V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-220 8.1.d Packet Pg. 775 0.567Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1270463610915062Total Analysis Volume [veh/h] 3181292731316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1270463610915062Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1270463610915062Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-221 8.1.d Packet Pg. 776 0.567Intersection V/C AIntersection LOS 0.400.030.020.340.070.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-222 8.1.d Packet Pg. 777 0.972Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 588501493483971439154507208820Total Analysis Volume [veh/h] 14712512921017998141275225Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 588501493483971439154507208820Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 588501493483971439154507208820Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-223 8.1.d Packet Pg. 778 0.972Intersection V/C EIntersection LOS 0.370.160.030.270.270.250.240.030.180.070.070.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-224 8.1.d Packet Pg. 779 0.930Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001880134011884357055850Total Analysis Volume [veh/h] 0004703402971091761460Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001880134011884357055850Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001880134011884357055850Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-225 8.1.d Packet Pg. 780 0.930Intersection V/C EIntersection LOS 0.000.000.000.120.000.050.000.250.270.440.180.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-226 8.1.d Packet Pg. 781 0.928Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 784351498429222981Total Analysis Volume [veh/h] 1968812510756245Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 784351498429222981Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 784351498429222981Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-227 8.1.d Packet Pg. 782 0.928Intersection V/C EIntersection LOS 0.000.220.100.270.140.34V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-228 8.1.d Packet Pg. 783 0.697Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0100410463681901242213000Total Analysis Volume [veh/h] 025126159205031153000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0100410463681901242213000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0100410463681901242213000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-229 8.1.d Packet Pg. 784 0.697Intersection V/C BIntersection LOS 0.000.310.070.400.260.000.080.130.130.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-230 8.1.d Packet Pg. 785 0.078Volume to Capacity (v/c): BLevel Of Service: 10.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 0010986767555Total Analysis Volume [veh/h] 002721716914Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 0010986767555Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0010986767555Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-231 8.1.d Packet Pg. 786 BIntersection LOS 0.34d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.80d_A, Approach Delay [s/veh] 0.000.000.000.000.006.3595th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.2595th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0010.56d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-232 8.1.d Packet Pg. 787 0.710Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 00022406207261427226680Total Analysis Volume [veh/h] 000560160182361811670Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00022406207261427226680Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00022406207261427226680Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-233 8.1.d Packet Pg. 788 0.710Intersection V/C CIntersection LOS 0.000.000.000.060.000.020.000.230.090.450.210.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with B-234 8.1.d Packet Pg. 789 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-VI YEAR 2020 CUMULATIVE PLUS PROJECT WITH IMPROVEMENTS TRAFFIC CONDITIONS B-235 8.1.d Packet Pg. 790 0.874Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 156614527346748083310601470325Total Analysis Volume [veh/h] 417366812192020831536881Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 156614527346748083310601470325Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 156614527346748083310601470325Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-236 8.1.d Packet Pg. 791 0.874Intersection V/C DIntersection LOS 0.140.140.090.200.200.050.290.290.010.480.480.11V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-237 8.1.d Packet Pg. 792 0.829Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8530260000296990001131440Total Analysis Volume [veh/h] 2130650007424800283110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8530260000296990001131440Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8530260000296990001131440Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-238 8.1.d Packet Pg. 793 0.829Intersection V/C DIntersection LOS 0.270.000.160.000.000.000.190.310.000.000.350.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-239 8.1.d Packet Pg. 794 0.785Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 588539235105513457513437240373504225Total Analysis Volume [veh/h] 1471355926128114128109609312656Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 588539235105513457513437240373504225Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 588539235105513457513437240373504225Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-240 8.1.d Packet Pg. 795 0.785Intersection V/C CIntersection LOS 0.100.170.080.000.110.160.160.140.080.270.270.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-241 8.1.d Packet Pg. 796 0.797Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 57935840335215374241875395818036Total Analysis Volume [veh/h] 145901081301341064713515459Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 57935840335215374241875395818036Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 57935840335215374241875395818036Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-242 8.1.d Packet Pg. 797 0.797Intersection V/C CIntersection LOS 0.170.110.030.170.170.190.270.120.190.150.150.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,4Auxiliary Signal Groups 447083061025Signal group OverlapPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-243 8.1.d Packet Pg. 798 0.539Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 EB RampsGrand AveGrand AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 21962628158910650Total Analysis Volume [veh/h] 55157701472660Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 21962628158910650Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 21962628158910650Base Volume Input [veh/h] SR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-244 8.1.d Packet Pg. 799 0.539Intersection V/C AIntersection LOS 0.140.220.180.120.220.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead----Lead / Lag Auxiliary Signal Groups 030620Signal group PermissivePermissivePermissivePermissivePermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-245 8.1.d Packet Pg. 800 0.610Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 724327375249215630Total Analysis Volume [veh/h] 18182946254158Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 724327375249215630Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 724327375249215630Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-246 8.1.d Packet Pg. 801 0.610Intersection V/C BIntersection LOS 0.010.200.080.090.130.22V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-247 8.1.d Packet Pg. 802 0.895Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 17359625837755514191984947259Total Analysis Volume [veh/h] 4924659191435552123765Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 17359625837755514191984947259Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 17359625837755514191984947259Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-248 8.1.d Packet Pg. 803 0.895Intersection V/C DIntersection LOS 0.090.090.060.180.180.050.460.460.010.320.320.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-249 8.1.d Packet Pg. 804 0.809Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 4140191000595131200862488Total Analysis Volume [veh/h] 10404800014932800216122Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 4140191000595131200862488Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 4140191000595131200862488Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-250 8.1.d Packet Pg. 805 0.809Intersection V/C DIntersection LOS 0.130.000.120.000.000.000.370.410.000.000.270.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-251 8.1.d Packet Pg. 806 0.839Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 549618477134784223489659307407564209Total Analysis Volume [veh/h] 13715511934196561221657710214152Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 549618477134784223489659307407564209Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 549618477134784223489659307407564209Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-252 8.1.d Packet Pg. 807 0.839Intersection V/C DIntersection LOS 0.060.190.170.000.160.080.230.210.110.300.300.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-253 8.1.d Packet Pg. 808 0.796Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 588501493483971439154507208820Total Analysis Volume [veh/h] 14712512921017998141275225Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 588501493483971439154507208820Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 588501493483971439154507208820Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-254 8.1.d Packet Pg. 809 0.796Intersection V/C CIntersection LOS 0.190.160.030.270.270.250.240.030.180.070.070.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,4Auxiliary Signal Groups 447083061025Signal group OverlapPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-255 8.1.d Packet Pg. 810 0.489Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 EB RampsGrand AveGrand AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 188134435118812900Total Analysis Volume [veh/h] 47341092973230Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 188134435118812900Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 188134435118812900Base Volume Input [veh/h] SR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-256 8.1.d Packet Pg. 811 0.489Intersection V/C AIntersection LOS 0.120.050.270.250.270.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead----Lead / Lag Auxiliary Signal Groups 030620Signal group PermissivePermissivePermissivePermissivePermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-257 8.1.d Packet Pg. 812 0.809Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 784351498429222981Total Analysis Volume [veh/h] 1968812510756245Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 784351498429222981Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 784351498429222981Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-258 8.1.d Packet Pg. 813 0.809Intersection V/C DIntersection LOS 0.000.220.100.150.140.34V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2020 Cumulative Plus Project [MIT] Version 6.00-03 Generated with B-259 8.1.d Packet Pg. 814 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-VII YEAR 2040 BUILDOUT TRAFFIC CONDITIONS B-260 8.1.d Packet Pg. 815 0.918Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 144115755245976644565313352744311140417Total Analysis Volume [veh/h] 3628913811519211116333469108285104Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 144115755245976644565313352744311140417Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 144115755245976644565313352744311140417Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-261 8.1.d Packet Pg. 816 0.918Intersection V/C EIntersection LOS 0.090.240.190.000.160.150.000.280.100.000.240.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-262 8.1.d Packet Pg. 817 0.904Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 13619526271000749386Total Analysis Volume [veh/h] 34023815725018797Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 13619526271000749386Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 13619526271000749386Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-263 8.1.d Packet Pg. 818 0.904Intersection V/C EIntersection LOS 0.430.330.340.340.000.13V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-264 8.1.d Packet Pg. 819 0.805Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8096922719396169206732230152457146Total Analysis Volume [veh/h] 2024257482401752183583811437Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8096922719396169206732230152457146Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8096922719396169206732230152457146Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-265 8.1.d Packet Pg. 820 0.805Intersection V/C DIntersection LOS 0.330.330.080.240.240.040.090.230.140.190.190.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-266 8.1.d Packet Pg. 821 0.674Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1421321133166113845Total Analysis Volume [veh/h] 36332834228211Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1421321133166113845Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1421321133166113845Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-267 8.1.d Packet Pg. 822 0.674Intersection V/C BIntersection LOS 0.170.080.350.100.300.30V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-268 8.1.d Packet Pg. 823 1.262Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1773160300518188110811662447317Total Analysis Volume [veh/h] 418407513202227731761279Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1773160300518188110811662447317Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1773160300518188110811662447317Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-269 8.1.d Packet Pg. 824 1.262Intersection V/C FIntersection LOS 0.160.160.100.270.270.050.370.370.010.790.790.20V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-270 8.1.d Packet Pg. 825 1.153Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 5941024172164226147327521259671232793Total Analysis Volume [veh/h] 14925643415737821306517308198Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 5941024172164226147327521259671232793Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5941024172164226147327521259671232793Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-271 8.1.d Packet Pg. 826 1.153Intersection V/C FIntersection LOS 0.510.510.110.000.070.050.150.160.090.410.410.28V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-272 8.1.d Packet Pg. 827 1.092Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 116802860003961175001721484Total Analysis Volume [veh/h] 2920720009929400430121Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 116802860003961175001721484Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 116802860003961175001721484Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-273 8.1.d Packet Pg. 828 1.092Intersection V/C FIntersection LOS 0.450.000.180.000.000.000.250.370.000.000.540.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-274 8.1.d Packet Pg. 829 1.143Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 622594265116566898637508251434662248Total Analysis Volume [veh/h] 15614966291422251591276310916662Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 622594265116566898637508251434662248Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 622594265116566898637508251434662248Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-275 8.1.d Packet Pg. 830 1.143Intersection V/C FIntersection LOS 0.300.190.090.000.180.310.090.160.090.340.340.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-276 8.1.d Packet Pg. 831 0.633Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1459201315493128Total Analysis Volume [veh/h] 3655338787Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1459201315493128Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1459201315493128Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with B-277 8.1.d Packet Pg. 832 0.633Intersection V/C BIntersection LOS 0.460.010.010.480.040.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with B-278 8.1.d Packet Pg. 833 1.294Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 74439244365676247791979266419340Total Analysis Volume [veh/h] 1869811914215619549232164810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 74439244365676247791979266419340Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 74439244365676247791979266419340Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-279 8.1.d Packet Pg. 834 1.294Intersection V/C FIntersection LOS 0.470.120.030.190.190.220.490.120.320.160.160.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-280 8.1.d Packet Pg. 835 1.208Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0002410981086837341617090Total Analysis Volume [veh/h] 0006002450217931044270Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0002410981086837341617090Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0002410981086837341617090Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-281 8.1.d Packet Pg. 836 1.208Intersection V/C FIntersection LOS 0.000.000.000.150.000.340.000.180.230.260.530.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-282 8.1.d Packet Pg. 837 0.783Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 875370448328252710Total Analysis Volume [veh/h] 219931128263178Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 875370448328252710Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 875370448328252710Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-283 8.1.d Packet Pg. 838 0.783Intersection V/C CIntersection LOS 0.030.230.090.210.160.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-284 8.1.d Packet Pg. 839 0.779Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0115811434981201081507000Total Analysis Volume [veh/h] 029029872030270127000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0115811434981201081507000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0115811434981201081507000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-285 8.1.d Packet Pg. 840 0.779Intersection V/C CIntersection LOS 0.000.360.070.220.250.000.070.320.320.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with B-286 8.1.d Packet Pg. 841 0.136Volume to Capacity (v/c): BLevel Of Service: 12.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 00150110394875Total Analysis Volume [veh/h] 003827623719Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 00150110394875Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00150110394875Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with B-287 8.1.d Packet Pg. 842 BIntersection LOS 0.41d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.92d_A, Approach Delay [s/veh] 0.000.000.000.000.0011.7295th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.4795th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0012.56d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with B-288 8.1.d Packet Pg. 843 1.108Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001049030008532508387230Total Analysis Volume [veh/h] 0002620750213632101810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001049030008532508387230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001049030008532508387230Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with B-289 8.1.d Packet Pg. 844 1.108Intersection V/C FIntersection LOS 0.000.000.000.280.000.090.000.270.160.520.230.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with B-290 8.1.d Packet Pg. 845 1.092Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 272942513509151169952113103946261704651Total Analysis Volume [veh/h] 6823612812737817513032899157426163Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 272942513509151169952113103946261704651Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 272942513509151169952113103946261704651Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-291 8.1.d Packet Pg. 846 1.092Intersection V/C FIntersection LOS 0.170.200.180.000.310.240.000.270.140.000.360.23V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-292 8.1.d Packet Pg. 847 1.140Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 138480439918711040830Total Analysis Volume [veh/h] 346201100468260208Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 138480439918711040830Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 138480439918711040830Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-293 8.1.d Packet Pg. 848 1.140Intersection V/C FIntersection LOS 0.430.280.470.470.050.29V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-294 8.1.d Packet Pg. 849 1.062Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 24312213182611594146135578206230680184Total Analysis Volume [veh/h] 6130580653993734145525817046Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 24312213182611594146135578206230680184Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 24312213182611594146135578206230680184Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-295 8.1.d Packet Pg. 850 1.062Intersection V/C FIntersection LOS 0.460.460.110.390.390.090.000.180.130.280.280.12V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-296 8.1.d Packet Pg. 851 0.694Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 106100931234113908Total Analysis Volume [veh/h] 27252335928227Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 106100931234113908Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 106100931234113908Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-297 8.1.d Packet Pg. 852 0.694Intersection V/C BIntersection LOS 0.130.060.290.150.320.32V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-298 8.1.d Packet Pg. 853 1.314Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1939106284418361247321921433161Total Analysis Volume [veh/h] 510277110211561852335840Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1939106284418361247321921433161Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1939106284418361247321921433161Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-299 8.1.d Packet Pg. 854 1.314Intersection V/C FIntersection LOS 0.100.100.070.260.260.050.790.790.010.480.480.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-300 8.1.d Packet Pg. 855 1.151Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 3934171655428827163391425812132725292Total Analysis Volume [veh/h] 9810441136221179853562033318173Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3934171655428827163391425812132725292Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3934171655428827163391425812132725292Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-301 8.1.d Packet Pg. 856 1.151Intersection V/C FIntersection LOS 0.250.250.100.070.280.250.000.450.280.270.270.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-302 8.1.d Packet Pg. 857 1.154Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 525021000010211879001215537Total Analysis Volume [veh/h] 13105300025547000304134Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 525021000010211879001215537Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 525021000010211879001215537Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-303 8.1.d Packet Pg. 858 1.154Intersection V/C FIntersection LOS 0.230.000.130.000.000.000.640.590.000.000.380.19V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-304 8.1.d Packet Pg. 859 1.115Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 590686548147868428894846296455719230Total Analysis Volume [veh/h] 148172137372171072242127411418058Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 590686548147868428894846296455719230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 590686548147868428894846296455719230Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-305 8.1.d Packet Pg. 860 1.115Intersection V/C FIntersection LOS 0.270.210.190.000.270.150.410.260.100.370.370.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-306 8.1.d Packet Pg. 861 0.721Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1764463613935062Total Analysis Volume [veh/h] 4411293481316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1764463613935062Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1764463613935062Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with B-307 8.1.d Packet Pg. 862 0.721Intersection V/C CIntersection LOS 0.550.030.020.440.070.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with B-308 8.1.d Packet Pg. 863 1.246Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8995455437920870430595372211322Total Analysis Volume [veh/h] 225136149230218108151346286Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8995455437920870430595372211322Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8995455437920870430595372211322Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-309 8.1.d Packet Pg. 864 1.246Intersection V/C FIntersection LOS 0.560.170.030.300.300.300.270.040.190.080.080.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-310 8.1.d Packet Pg. 865 1.183Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 00020702640233877774811230Total Analysis Volume [veh/h] 0005206605851941872810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00020702640233877774811230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00020702640233877774811230Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-311 8.1.d Packet Pg. 866 1.183Intersection V/C FIntersection LOS 0.000.000.000.130.000.090.000.490.490.470.350.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-312 8.1.d Packet Pg. 867 1.093Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 9254325745153121154Total Analysis Volume [veh/h] 23110814412978289Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 9254325745153121154Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 9254325745153121154Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-313 8.1.d Packet Pg. 868 1.093Intersection V/C FIntersection LOS 0.000.270.120.320.200.40V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-314 8.1.d Packet Pg. 869 0.778Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0121311473596701362234000Total Analysis Volume [veh/h] 030329184242034159000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0121311473596701362234000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0121311473596701362234000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-315 8.1.d Packet Pg. 870 0.778Intersection V/C CIntersection LOS 0.000.380.070.460.300.000.090.150.150.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with B-316 8.1.d Packet Pg. 871 0.148Volume to Capacity (v/c): BLevel Of Service: 11.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 001758471011100Total Analysis Volume [veh/h] 004421225325Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 001758471011100Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 001758471011100Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with B-317 8.1.d Packet Pg. 872 BIntersection LOS 0.53d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.001.01d_A, Approach Delay [s/veh] 0.000.000.000.000.0012.9595th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.5295th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0011.26d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with B-318 8.1.d Packet Pg. 873 0.993Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000314015004973509219610Total Analysis Volume [veh/h] 000790380124882302400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000314015004973509219610Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000314015004973509219610Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with B-319 8.1.d Packet Pg. 874 0.993Intersection V/C EIntersection LOS 0.000.000.000.100.000.050.000.160.220.580.300.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with B-320 8.1.d Packet Pg. 875 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-VIII YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS B-321 8.1.d Packet Pg. 876 0.920Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 144115755845976844765313412744311140417Total Analysis Volume [veh/h] 3628914011519211216333569108285104Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 144115755845976844765313412744311140417Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 144115755845976844765313412744311140417Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-322 8.1.d Packet Pg. 877 0.920Intersection V/C EIntersection LOS 0.090.240.190.000.160.160.000.280.100.000.240.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-323 8.1.d Packet Pg. 878 0.904Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 13619526271000753386Total Analysis Volume [veh/h] 34023815725018897Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 13619526271000753386Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 13619526271000753386Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-324 8.1.d Packet Pg. 879 0.904Intersection V/C EIntersection LOS 0.430.330.340.340.000.13V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-325 8.1.d Packet Pg. 880 0.806Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8096922719996169206738230152459148Total Analysis Volume [veh/h] 2024257502401752185583811537Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8096922719996169206738230152459148Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8096922719996169206738230152459148Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-326 8.1.d Packet Pg. 881 0.806Intersection V/C DIntersection LOS 0.330.330.080.240.240.040.090.230.140.190.190.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-327 8.1.d Packet Pg. 882 0.677Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1461321145166113845Total Analysis Volume [veh/h] 37332864228211Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1461321145166113845Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1461321145166113845Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-328 8.1.d Packet Pg. 883 0.677Intersection V/C BIntersection LOS 0.170.080.360.100.300.30V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-329 8.1.d Packet Pg. 884 1.263Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1773160300518188110811662451354Total Analysis Volume [veh/h] 418407513202227731761389Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1773160300518188110811662451354Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1773160300518188110811662451354Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-330 8.1.d Packet Pg. 885 1.263Intersection V/C FIntersection LOS 0.160.160.100.270.270.050.370.370.010.790.790.22V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-331 8.1.d Packet Pg. 886 1.157Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 5941030172166228155339521259671232799Total Analysis Volume [veh/h] 14925843425739851306517308200Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 5941030172166228155339521259671232799Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5941030172166228155339521259671232799Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-332 8.1.d Packet Pg. 887 1.157Intersection V/C FIntersection LOS 0.510.510.110.000.070.050.160.160.090.410.410.28V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-333 8.1.d Packet Pg. 888 1.128Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 121402860004041200001791484Total Analysis Volume [veh/h] 30407200010130000448121Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 121402860004041200001791484Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 121402860004041200001791484Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-334 8.1.d Packet Pg. 889 1.128Intersection V/C FIntersection LOS 0.470.000.180.000.000.000.250.380.000.000.560.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-335 8.1.d Packet Pg. 890 1.174Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 645594265116566939639518263434668248Total Analysis Volume [veh/h] 16114966291422351601306610916762Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 645594265116566939639518263434668248Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 645594265116566939639518263434668248Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-336 8.1.d Packet Pg. 891 1.174Intersection V/C FIntersection LOS 0.310.190.090.000.180.330.070.160.090.340.340.16V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-337 8.1.d Packet Pg. 892 0.646Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1461201315903128Total Analysis Volume [veh/h] 3655339887Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1461201315903128Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1461201315903128Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-338 8.1.d Packet Pg. 893 0.646Intersection V/C BIntersection LOS 0.460.010.010.500.040.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-339 8.1.d Packet Pg. 894 1.294Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 74439444365736247791979616419340Total Analysis Volume [veh/h] 1869911914315619549240164810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 74439444365736247791979616419340Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 74439444365736247791979616419340Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-340 8.1.d Packet Pg. 895 1.294Intersection V/C FIntersection LOS 0.470.120.030.190.190.220.490.120.330.160.160.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-341 8.1.d Packet Pg. 896 1.208Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0002410981088037342417090Total Analysis Volume [veh/h] 0006002450220931064270Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0002410981088037342417090Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0002410981088037342417090Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-342 8.1.d Packet Pg. 897 1.208Intersection V/C FIntersection LOS 0.000.000.000.150.000.340.000.180.230.270.530.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-343 8.1.d Packet Pg. 898 0.787Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 878370448330253719Total Analysis Volume [veh/h] 220931128363180Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 878370448330253719Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 878370448330253719Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-344 8.1.d Packet Pg. 899 0.787Intersection V/C CIntersection LOS 0.020.230.090.210.160.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-345 8.1.d Packet Pg. 900 0.780Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0116111435781301081507000Total Analysis Volume [veh/h] 029029892030270127000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0116111435781301081507000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0116111435781301081507000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-346 8.1.d Packet Pg. 901 0.780Intersection V/C CIntersection LOS 0.000.360.070.220.250.000.070.320.320.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-347 8.1.d Packet Pg. 902 0.138Volume to Capacity (v/c): BLevel Of Service: 12.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 00150111594875Total Analysis Volume [veh/h] 003827923719Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 00150111594875Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00150111594875Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-348 8.1.d Packet Pg. 903 BIntersection LOS 0.41d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.93d_A, Approach Delay [s/veh] 0.000.000.000.000.0011.8795th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.4795th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0012.65d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-349 8.1.d Packet Pg. 904 1.115Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001072030008652508387230Total Analysis Volume [veh/h] 0002680750216632101810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001072030008652508387230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001072030008652508387230Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-350 8.1.d Packet Pg. 905 1.115Intersection V/C FIntersection LOS 0.000.000.000.290.000.090.000.270.160.520.230.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-351 8.1.d Packet Pg. 906 1.095Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 1: Grand Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 272942516509151770552113133946261704651Total Analysis Volume [veh/h] 6823612912737917613032899157426163Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 272942516509151770552113133946261704651Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 272942516509151770552113133946261704651Base Volume Input [veh/h] Valley BlvdValley BlvdGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-352 8.1.d Packet Pg. 907 1.095Intersection V/C FIntersection LOS 0.170.200.180.000.320.240.000.270.140.000.360.23V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteUnsignaPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-353 8.1.d Packet Pg. 908 1.140Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 2: Brea Canyon Road at Valley Boulevard Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Valley BlvdValley BlvdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 138480439918711053830Total Analysis Volume [veh/h] 346201100468263208Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 138480439918711053830Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 138480439918711053830Base Volume Input [veh/h] Valley BlvdValley BlvdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-354 8.1.d Packet Pg. 909 1.140Intersection V/C FIntersection LOS 0.430.280.470.470.050.29V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag 2,7Auxiliary Signal Groups 470825Signal group PermissiveProtectedPermissivePermissiveOverlapPermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-355 8.1.d Packet Pg. 910 1.064Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 3: Lemon Avenue at Valley Boulevard Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Valley BlvdValley BlvdLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 24312213182641594146135581206230686190Total Analysis Volume [veh/h] 6130580663993734145525817248Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 24312213182641594146135581206230686190Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 24312213182641594146135581206230686190Base Volume Input [veh/h] Valley BlvdValley BlvdLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-356 8.1.d Packet Pg. 911 1.064Intersection V/C FIntersection LOS 0.460.460.110.390.390.090.000.180.130.290.290.12V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 3,6Auxiliary Signal Groups 047083661025Signal group PermissPermissProtectePermissPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-357 8.1.d Packet Pg. 912 0.702Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 4: Lemon Avenue at Lycoming Street Intersection Level Of Service Report YesYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Lycoming StLemon AveLemon AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 119100937234113908Total Analysis Volume [veh/h] 30252345928227Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 119100937234113908Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 119100937234113908Base Volume Input [veh/h] Lycoming StLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-358 8.1.d Packet Pg. 913 0.702Intersection V/C CIntersection LOS 0.140.060.290.150.320.32V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead-Lead--Lead / Lag Auxiliary Signal Groups 076102Signal group PermissivePermissivePermissiveProtPermPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-359 8.1.d Packet Pg. 914 1.384Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1939106284418361247321921446274Total Analysis Volume [veh/h] 510277110211561852336269Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1939106284418361247321921446274Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1939106284418361247321921446274Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-360 8.1.d Packet Pg. 915 1.384Intersection V/C FIntersection LOS 0.100.100.070.260.260.050.790.790.010.480.480.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-361 8.1.d Packet Pg. 916 1.161Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 3934201655488887413451425812132725295Total Analysis Volume [veh/h] 9810541137222185863562033318174Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3934201655488887413451425812132725295Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3934201655488887413451425812132725295Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-362 8.1.d Packet Pg. 917 1.161Intersection V/C FIntersection LOS 0.250.250.100.070.280.260.000.450.280.270.270.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,83,6Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-363 8.1.d Packet Pg. 918 1.178Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 550021000010461954001253537Total Analysis Volume [veh/h] 13805300026248900313134Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 550021000010461954001253537Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 550021000010461954001253537Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-364 8.1.d Packet Pg. 919 1.178Intersection V/C FIntersection LOS 0.240.000.130.000.000.000.650.610.000.000.390.19V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-365 8.1.d Packet Pg. 920 1.112Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 603686548147868450900877334455722230Total Analysis Volume [veh/h] 151172137372171132252198411418158Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 603686548147868450900877334455722230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 603686548147868450900877334455722230Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-366 8.1.d Packet Pg. 921 1.112Intersection V/C FIntersection LOS 0.260.210.190.000.270.160.410.270.120.370.370.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-367 8.1.d Packet Pg. 922 0.723Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 9: Driveway at Golden Springs Drive Intersection Level Of Service Report NoNoYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] ThruLeftRightThruRightLeftTurning Movement Lane Configuration WestboundEastboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 1770463614155062Total Analysis Volume [veh/h] 4431293541316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 1770463614155062Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1770463614155062Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-368 8.1.d Packet Pg. 923 0.723Intersection V/C CIntersection LOS 0.550.030.020.440.070.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead---LeadLead / Lag Auxiliary Signal Groups 470805Signal group PermissiveProtectedPermissivePermissiveSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-369 8.1.d Packet Pg. 924 1.246Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8995515437923870430595562211322Total Analysis Volume [veh/h] 225138149231218108151396286Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8995515437923870430595562211322Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8995515437923870430595562211322Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-370 8.1.d Packet Pg. 925 1.246Intersection V/C FIntersection LOS 0.560.170.030.300.300.300.270.040.190.080.080.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag Auxiliary Signal Groups 047083061025Signal group PermissPermissProtectePermissPermissProtectePermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-371 8.1.d Packet Pg. 926 1.198Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 00020702640234477777311230Total Analysis Volume [veh/h] 0005206605861941932810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00020702640234477777311230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00020702640234477777311230Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-372 8.1.d Packet Pg. 927 1.198Intersection V/C FIntersection LOS 0.000.000.000.130.000.090.000.490.490.480.350.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-373 8.1.d Packet Pg. 928 1.103Volume to Capacity (v/c): FLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 9274325745163151183Total Analysis Volume [veh/h] 23210814412979296Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 9274325745163151183Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 9274325745163151183Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-374 8.1.d Packet Pg. 929 1.103Intersection V/C FIntersection LOS 0.000.270.120.320.200.41V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-375 8.1.d Packet Pg. 930 0.794Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0121511476097101362234000Total Analysis Volume [veh/h] 030429190243034159000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0121511476097101362234000Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0121511476097101362234000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-376 8.1.d Packet Pg. 931 0.794Intersection V/C CIntersection LOS 0.000.380.070.480.300.000.090.150.150.000.000.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-377 8.1.d Packet Pg. 932 0.149Volume to Capacity (v/c): BLevel Of Service: 11.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 001758531011100Total Analysis Volume [veh/h] 004421325325Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 001758531011100Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 001758531011100Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-378 8.1.d Packet Pg. 933 BIntersection LOS 0.53d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.001.02d_A, Approach Delay [s/veh] 0.000.000.000.000.0013.0395th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.5295th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0011.30d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-379 8.1.d Packet Pg. 934 0.997Volume to Capacity (v/c): ELevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000327015005033509219610Total Analysis Volume [veh/h] 000820380126882302400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000327015005033509219610Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000327015005033509219610Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-380 8.1.d Packet Pg. 935 0.997Intersection V/C EIntersection LOS 0.000.000.000.100.000.050.000.160.220.580.300.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with B-381 8.1.d Packet Pg. 936 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix B Sub.doc APPENDIX B-IX YEAR 2040 BUILDOUT PLUS PROJECT WITH IMPROVEMENTS TRAFFIC CONDITIONS B-382 8.1.d Packet Pg. 937 0.861Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1773160300518188110811662451354Total Analysis Volume [veh/h] 418407513202227731761389Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1773160300518188110811662451354Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1773160300518188110811662451354Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-383 8.1.d Packet Pg. 938 0.861Intersection V/C DIntersection LOS 0.060.060.060.190.030.050.190.190.010.040.510.12V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-384 8.1.d Packet Pg. 939 0.698Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 5941030172166228155339521259671232799Total Analysis Volume [veh/h] 14925843425739851306517308200Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 5941030172166228155339521259671232799Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 5941030172166228155339521259671232799Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-385 8.1.d Packet Pg. 940 0.698Intersection V/C BIntersection LOS 0.190.160.060.000.050.050.000.080.090.040.190.28V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,8Auxiliary Signal Groups 447883661025Signal group PermissPermissProtecteOverlapPermissProtecteUnsignaPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-386 8.1.d Packet Pg. 941 0.897Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 121402860004041200001791484Total Analysis Volume [veh/h] 30407200010130000448121Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 121402860004041200001791484Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 121402860004041200001791484Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-387 8.1.d Packet Pg. 942 0.897Intersection V/C DIntersection LOS 0.380.000.180.000.000.000.000.250.000.000.370.17V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissUnsignaPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-388 8.1.d Packet Pg. 943 0.804Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 645594265116566939639518263434668248Total Analysis Volume [veh/h] 16114966291422351601306610916762Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 645594265116566939639518263434668248Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 645594265116566939639518263434668248Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-389 8.1.d Packet Pg. 944 0.804Intersection V/C DIntersection LOS 0.110.120.090.000.120.220.000.160.090.270.210.09V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-390 8.1.d Packet Pg. 945 0.868Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 74439444365736247791979616419340Total Analysis Volume [veh/h] 1869911914315619549240164810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 74439444365736247791979616419340Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 74439444365736247791979616419340Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-391 8.1.d Packet Pg. 946 0.868Intersection V/C DIntersection LOS 0.010.120.030.020.180.220.030.270.220.160.160.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead------Lead / Lag 4,63,6Auxiliary Signal Groups 447083661025Signal group OverlapPermissProtectePermissPermissProtecteOverlapSplitSplitSplitSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-392 8.1.d Packet Pg. 947 0.660Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 EB RampsGrand AveGrand AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 24198137388021330Total Analysis Volume [veh/h] 60245932205330Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 24198137388021330Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 24198137388021330Base Volume Input [veh/h] SR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-393 8.1.d Packet Pg. 948 0.660Intersection V/C BIntersection LOS 0.150.230.160.160.330.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead----Lead / Lag Auxiliary Signal Groups 030620Signal group PermissivePermissivePermissivePermissivePermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-394 8.1.d Packet Pg. 949 0.580Volume to Capacity (v/c): ALevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 878370448330253719Total Analysis Volume [veh/h] 220931128363180Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 878370448330253719Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 878370448330253719Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-395 8.1.d Packet Pg. 950 0.580Intersection V/C AIntersection LOS 0.020.120.090.110.160.25V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-396 8.1.d Packet Pg. 951 0.847Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 0001072030008652508387230Total Analysis Volume [veh/h] 0002680750216632101810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001072030008652508387230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001072030008652508387230Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 19: 19 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-397 8.1.d Packet Pg. 952 0.847Intersection V/C DIntersection LOS 0.000.000.000.290.000.090.000.270.090.330.330.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 19: 19 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-398 8.1.d Packet Pg. 953 0.805Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 5: Brea Canyon Road at Lycoming Street Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 1939106284418361247321921446274Total Analysis Volume [veh/h] 510277110211561852336269Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 1939106284418361247321921446274Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 1939106284418361247321921446274Base Volume Input [veh/h] Lycoming StLycoming StBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-399 8.1.d Packet Pg. 954 0.805Intersection V/C DIntersection LOS 0.040.040.040.180.030.050.400.400.010.060.300.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead--LeadLead / Lag Auxiliary Signal Groups 040080061025Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-400 8.1.d Packet Pg. 955 0.875Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 6: Grand Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 3934201655488887413451425812132725295Total Analysis Volume [veh/h] 9810541137222185863562033318174Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3934201655488887413451425812132725295Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3934201655488887413451425812132725295Base Volume Input [veh/h] Golden Springs DrGolden Springs DrGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-401 8.1.d Packet Pg. 956 0.875Intersection V/C DIntersection LOS 0.120.070.060.070.190.260.000.220.280.080.110.10V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 5,8Auxiliary Signal Groups 047883661025Signal group PermissPermissProtecteOverlapPermissProtecteUnsignaPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-402 8.1.d Packet Pg. 957 0.865Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 550021000010461954001253537Total Analysis Volume [veh/h] 13805300026248900313134Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 550021000010461954001253537Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 550021000010461954001253537Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-403 8.1.d Packet Pg. 958 0.865Intersection V/C DIntersection LOS 0.170.000.130.000.000.000.000.410.000.000.260.19V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissUnsignaPermissPermissPermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-404 8.1.d Packet Pg. 959 0.871Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 8: Brea Canyon Road at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 603686548147868450900877334455722230Total Analysis Volume [veh/h] 151172137372171132252198411418158Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 603686548147868450900877334455722230Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 603686548147868450900877334455722230Base Volume Input [veh/h] Golden Springs DrGolden Springs DrBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-405 8.1.d Packet Pg. 960 0.871Intersection V/C DIntersection LOS 0.070.140.190.010.180.100.180.270.120.280.230.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead--Lead--LeadLead / Lag 1,45,83,6Auxiliary Signal Groups 447883661025Signal group OverlapPermissProtecteOverlapPermissProtecteOverlapPermissProtectePermissPermissProtecteControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-406 8.1.d Packet Pg. 961 0.801Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 10: Lemon Avenue at Golden Springs Drive Intersection Level Of Service Report YesYesYesYesCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrLemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 8995515437923870430595562211322Total Analysis Volume [veh/h] 225138149231218108151396286Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8995515437923870430595562211322Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8995515437923870430595562211322Base Volume Input [veh/h] Golden Springs DrGolden Springs DrLemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-407 8.1.d Packet Pg. 962 0.801Intersection V/C DIntersection LOS 0.150.170.030.020.290.300.000.140.130.080.080.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --Lead--Lead------Lead / Lag 4,63,6Auxiliary Signal Groups 447083660020Signal group OverlapPermissProtectePermissPermissProtecteOverlapSplitSplitSplitSplitSplitControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-408 8.1.d Packet Pg. 963 0.620Volume to Capacity (v/c): BLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 EB RampsGrand AveGrand AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 207264777234418960Total Analysis Volume [veh/h] 52661945864740Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 207264777234418960Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 207264777234418960Base Volume Input [veh/h] SR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-409 8.1.d Packet Pg. 964 0.620Intersection V/C BIntersection LOS 0.130.060.390.390.300.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results -Lead----Lead / Lag Auxiliary Signal Groups 030620Signal group PermissivePermissivePermissivePermissivePermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-410 8.1.d Packet Pg. 965 0.825Volume to Capacity (v/c): DLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 12: Brea Canyon Road at Pathfinder Road Intersection Level Of Service Report NoYesYesCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruThruLeftRightLeftTurning Movement Lane Configuration WestboundEastboundSouthboundApproach Pathfinder RdPathfinder RdBrea Canyon RdName Intersection Setup 000Bicycle Volume [bicycles/h] 000Pedestrian Volume [ped/h] 9274325745163151183Total Analysis Volume [veh/h] 23210814412979296Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 9274325745163151183Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 9274325745163151183Base Volume Input [veh/h] Pathfinder RdPathfinder RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-411 8.1.d Packet Pg. 966 0.825Intersection V/C DIntersection LOS 0.000.140.120.180.200.41V/C, Movement V/C Ratio Movement, Approach, & Intersection Results ---Lead-LeadLead / Lag 1,4Auxiliary Signal Groups 448301Signal group OverlapPermissivePermissiveProtectedPermissivePermissiveControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 6: 6 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-412 8.1.d Packet Pg. 967 0.716Volume to Capacity (v/c): CLevel Of Service: -Delay (sec / veh): 15 minutesAnalysis Period: ICU 1Analysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000Pedestrian Volume [ped/h] 000327015005033509219610Total Analysis Volume [veh/h] 000820380126882302400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000327015005033509219610Total Hourly Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000327015005033509219610Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 20: 20 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-413 8.1.d Packet Pg. 968 0.716Intersection V/C CIntersection LOS 0.000.000.000.100.000.050.000.160.120.390.390.00V/C, Movement V/C Ratio Movement, Approach, & Intersection Results --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 10.00Lost time [s] 100Cycle Length [s] Intersection Settings 3842 - Brea Canyon Business Center Scenario 20: 20 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with B-414 8.1.d Packet Pg. 969 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX C CALTRANS LEVEL OF SERVICE CALCULATION WORKSHEETS (HCM METHODOLOGY) C-1 8.1.d Packet Pg. 970 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-I EXISTING TRAFFIC CONDITIONS C-2 8.1.d Packet Pg. 971 0.865Volume to Capacity (v/c): CLevel Of Service: 30.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 7840251000282946001040431Total Analysis Volume [veh/h] 1960630007123700260108Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 7840251000282946001040431Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7840251000282946001040431Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-3 8.1.d Packet Pg. 972 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0055000018004022Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-4 8.1.d Packet Pg. 973 442.81418.93239.14396.81277.15224.4895th-Percentile Queue Length [ft/ln] 17.7116.769.5715.8711.098.9895th-Percentile Queue Length [veh/ln] 300.63281.38141.57263.66170.18130.7250th-Percentile Queue Length [ft/ln] 12.0311.265.6610.556.815.2350th-Percentile Queue Length [veh/ln] YesNoNoYesNoYesCritical Lane Group DCCDBDLane Group LOS 36.9132.7730.0335.2814.3744.11d, Delay for Lane Group [s/veh] 0.900.850.540.810.530.90X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 8.234.793.986.091.016.19d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.170.150.500.500.500.11k, delay calibration 28.6827.9826.0629.1913.3637.92d1, Uniform Delay [s] 57560752211691972481c, Capacity [veh/h] 158916771589356035602621s, saturation flow rate [veh/h] 0.330.310.180.270.290.16(v / s)_i Volume / Saturation Flow Rate 0.360.360.330.330.550.18g / C, Green / Cycle 343431315317g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-5 8.1.d Packet Pg. 974 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]44.11 14.37 0.00 0.00 35.28 30.03 0.00 0.00 0.00 32.77 0.00 35.50 Movement LOS D B D C C D d_A, Approach Delay [s/veh]23.09 34.08 0.00 34.84 Approach LOS C C A C d_I, Intersection Delay [s/veh]29.96 Intersection LOS C Intersection V/C 0.865 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.065 2.222 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]758 295 0 0 d_b, Bicycle Delay [s]18.32 34.53 47.50 47.50 I_b,int, Bicycle LOS Score for Intersection 2.773 2.573 4.132 5.840 Bicycle LOS C B D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-6 8.1.d Packet Pg. 975 0.935Volume to Capacity (v/c): CLevel Of Service: 29.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 63065420135023211060567312828Total Analysis Volume [veh/h] 1581645312680270142877Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 63065420135023211060567312828Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 63065420135023211060567312828Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-7 8.1.d Packet Pg. 976 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoNoMinimum Recall 2.02.02.00.02.02.00.00.02.00.02.00.0l2, Clearance Lost Time [s] 2.02.02.00.02.02.00.00.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 14140070000000Pedestrian Clearance [s] 770070000000Walk [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Vehicle Extension [s] 2525100372200330100Split [s] 1.01.01.00.01.01.00.00.01.00.01.00.0All red [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Amber [s] 3030300303000300300Maximum Green [s] 666066006060Minimum Green [s] --Lead--Lead--Lead---Lead / Lag 1,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 16.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-8 8.1.d Packet Pg. 977 223.32274.9122.806.98151.47300.28326.22331.2392.1495th-Percentile Queue Length [ft/ln] 8.9311.000.910.286.0612.0113.0513.253.6995th-Percentile Queue Length [veh/ln] 129.87168.4712.673.8884.15187.88207.97211.8751.1950th-Percentile Queue Length [ft/ln] 5.196.740.510.163.377.528.328.472.0550th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoYesCritical Lane Group ACDBBDDDDLane Group LOS 8.3033.7648.4114.2616.9543.2647.0945.9545.52d, Delay for Lane Group [s/veh] 0.560.690.410.020.320.890.890.880.58X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.004.075.290.050.548.2116.2915.213.58d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.110.500.500.110.280.280.11k, delay calibration 6.3029.6943.1114.2116.4135.0530.8030.7541.94d1, Uniform Delay [s] 1128950497011570359372387149c, Capacity [veh/h] 158935601781158935601781130013501427s, saturation flow rate [veh/h] 0.400.180.010.010.140.180.250.250.06(v / s)_i Volume / Saturation Flow Rate 0.710.270.030.440.440.200.290.290.07g / C, Green / Cycle 6424240401826266g_i, Effective Green Time [s] 0.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090909090C, Cycle Length [s] RCLRCLCLCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-9 8.1.d Packet Pg. 978 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]45.52 45.52 45.52 46.41 0.00 47.09 43.26 16.95 14.26 48.41 33.76 8.30 Movement LOS D D D D D D B B D C A d_A, Approach Delay [s/veh]45.52 46.51 27.01 21.68 Approach LOS D D C C d_I, Intersection Delay [s/veh]29.70 Intersection LOS C Intersection V/C 0.935 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.773 2.477 0.000 0.000 Crosswalk LOS A B F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]133 0 733 467 d_b, Bicycle Delay [s]39.20 45.00 18.05 26.45 I_b,int, Bicycle LOS Score for Intersection 1.703 5.243 2.249 2.635 Bicycle LOS A F B B ----------------Ring 4 ----------------Ring 3 ------------87--Ring 2 ------------4312Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-10 8.1.d Packet Pg. 979 0.718Volume to Capacity (v/c): CLevel Of Service: 23.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000215061405642753716640Total Analysis Volume [veh/h] 000540154014169931660Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000215061405642753716640Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000215061405642753716640Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-11 8.1.d Packet Pg. 980 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000039051330180Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-12 8.1.d Packet Pg. 981 176.71266.6659.59262.59259.40215.4095th-Percentile Queue Length [ft/ln] 7.0710.672.3810.5010.388.6295th-Percentile Queue Length [veh/ln] 98.17162.2233.11159.15156.74124.0750th-Percentile Queue Length [ft/ln] 3.936.491.326.376.274.9650th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoCritical Lane Group CCADCBLane Group LOS 28.6134.646.6542.9723.2919.74d, Delay for Lane Group [s/veh] 0.500.870.170.870.560.45X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.903.350.127.033.380.97d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.110.500.50k, delay calibration 27.7131.296.5435.9319.9118.76d1, Uniform Delay [s] 43070932633186641487c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.140.230.110.150.230.19(v / s)_i Volume / Saturation Flow Rate 0.270.270.640.180.420.42g / C, Green / Cycle 242458163838g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-13 8.1.d Packet Pg. 982 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 19.74 23.29 42.97 6.65 0.00 34.64 0.00 28.61 0.00 0.00 0.00 Movement LOS B C D A C C d_A, Approach Delay [s/veh]21.01 18.56 33.07 0.00 Approach LOS C B C A d_I, Intersection Delay [s/veh]23.95 Intersection LOS C Intersection V/C 0.718 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.209 2.053 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]311 1044 0 0 d_b, Bicycle Delay [s]32.09 10.27 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.413 2.021 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-14 8.1.d Packet Pg. 983 0.598Volume to Capacity (v/c): CLevel Of Service: 27.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0949932986810961447000Total Analysis Volume [veh/h] 023723751700240112000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0949932986810961447000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0949932986810961447000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-15 8.1.d Packet Pg. 984 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0803504500100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-16 8.1.d Packet Pg. 985 344.12103.47263.48286.5939.55223.4395th-Percentile Queue Length [ft/ln] 13.764.1410.5411.461.588.9495th-Percentile Queue Length [veh/ln] 221.9557.48159.82177.3821.97129.9550th-Percentile Queue Length [ft/ln] 8.882.306.397.100.885.2050th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesCritical Lane Group CDDCABLane Group LOS 27.1249.7236.6034.759.3912.93d, Delay for Lane Group [s/veh] 0.770.750.800.820.110.45X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 1.028.604.052.050.241.44d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 26.1041.1232.5532.709.1511.49d1, Uniform Delay [s] 12391243728328951003c, Capacity [veh/h] 356017811589356015891781s, saturation flow rate [veh/h] 0.270.050.190.190.060.25(v / s)_i Volume / Saturation Flow Rate 0.350.070.230.230.560.56g / C, Green / Cycle 31621215151g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-17 8.1.d Packet Pg. 986 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 12.93 12.93 9.39 0.00 34.75 36.60 49.72 27.12 0.00 Movement LOS B B A C D D C d_A, Approach Delay [s/veh]0.00 12.30 35.32 29.14 Approach LOS A B D C d_I, Intersection Delay [s/veh]27.93 Intersection LOS C Intersection V/C 0.598 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.805 1.980 0.000 0.000 Crosswalk LOS A A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 911 1689 d_b, Bicycle Delay [s]45.00 39.20 13.34 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.457 2.367 2.419 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 7: 7 AM Existing Version 6.00-03 Generated with C-18 8.1.d Packet Pg. 987 0.803Volume to Capacity (v/c): CLevel Of Service: 24.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 3600174000559121300808478Total Analysis Volume [veh/h] 9004400014030300202120Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3600174000559121300808478Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3600174000559121300808478Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-19 8.1.d Packet Pg. 988 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0028000018006244Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-20 8.1.d Packet Pg. 989 247.18260.01397.87391.73101.50223.5895th-Percentile Queue Length [ft/ln] 9.8910.4015.9115.674.068.9495th-Percentile Queue Length [veh/ln] 147.57157.20264.51259.6156.39130.0750th-Percentile Queue Length [ft/ln] 5.906.2910.5810.382.265.2050th-Percentile Queue Length [veh/ln] YesNoYesNoNoYesCritical Lane Group DDCCADLane Group LOS 41.8941.4527.3422.714.8737.86d, Delay for Lane Group [s/veh] 0.850.850.760.740.310.85X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 6.686.247.282.980.323.82d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.11k, delay calibration 35.2135.2120.0619.734.5434.04d1, Uniform Delay [s] 30332573516472566560c, Capacity [veh/h] 158917051589356035602621s, saturation flow rate [veh/h] 0.160.160.350.340.230.18(v / s)_i Volume / Saturation Flow Rate 0.190.190.460.460.720.21g / C, Green / Cycle 171742426519g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-21 8.1.d Packet Pg. 990 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]37.86 4.87 0.00 0.00 22.71 27.34 0.00 0.00 0.00 41.45 0.00 41.77 Movement LOS D A C C D D d_A, Approach Delay [s/veh]17.13 24.17 0.00 41.66 Approach LOS B C A D d_I, Intersection Delay [s/veh]24.25 Intersection LOS C Intersection V/C 0.803 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.220 1.975 Crosswalk LOS F F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1289 311 0 0 d_b, Bicycle Delay [s]5.69 32.09 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.621 3.022 4.132 5.014 Bicycle LOS B C D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-22 8.1.d Packet Pg. 991 0.942Volume to Capacity (v/c): CLevel Of Service: 23.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 6646124636854335250231509262Total Analysis Volume [veh/h] 166153129214846058132316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 6646124636854335250231509262Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 6646124636854335250231509262Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-23 8.1.d Packet Pg. 992 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoNoMinimum Recall 2.02.02.00.02.02.00.00.02.00.02.00.0l2, Clearance Lost Time [s] 2.02.02.00.02.02.00.00.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 14140070000000Pedestrian Clearance [s] 770070000000Walk [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Vehicle Extension [s] 2525100513600140150Split [s] 1.01.01.00.01.01.00.00.01.00.01.00.0All red [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Amber [s] 3030300303000300300Maximum Green [s] 666066006060Minimum Green [s] --Lead--Lead--Lead---Lead / Lag 1,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 16.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-24 8.1.d Packet Pg. 993 251.67213.0650.6415.09215.98305.27150.03151.60214.1795th-Percentile Queue Length [ft/ln] 10.078.522.030.608.6412.216.006.068.5795th-Percentile Queue Length [veh/ln] 150.93122.3628.138.38124.49191.7283.3584.22123.1750th-Percentile Queue Length [ft/ln] 6.044.891.130.344.987.673.333.374.9350th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoYesCritical Lane Group ACDABDDDDLane Group LOS 9.4022.1448.009.6413.0141.3654.9154.1946.61d, Delay for Lane Group [s/veh] 0.600.450.560.040.440.890.880.880.82X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.381.115.930.090.736.9715.3914.696.78d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.110.500.500.110.110.110.11k, delay calibration 7.0221.0342.079.5512.2834.3939.5239.5039.83d1, Uniform Delay [s] 11101346828661939379144148248c, Capacity [veh/h] 158935601781158935601781131813501597s, saturation flow rate [veh/h] 0.420.170.030.020.240.190.100.100.13(v / s)_i Volume / Saturation Flow Rate 0.700.380.050.540.540.210.110.110.12g / C, Green / Cycle 63344494919101011g_i, Effective Green Time [s] 0.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090909090C, Cycle Length [s] RCLRCLCLCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-25 8.1.d Packet Pg. 994 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]46.61 46.61 46.61 54.51 0.00 54.91 41.36 13.01 9.64 48.00 22.14 9.40 Movement LOS D D D D D D B A D C A d_A, Approach Delay [s/veh]46.61 54.55 20.66 16.64 Approach LOS D D C B d_I, Intersection Delay [s/veh]23.54 Intersection LOS C Intersection V/C 0.942 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.854 2.377 0.000 0.000 Crosswalk LOS A B F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]244 0 1044 467 d_b, Bicycle Delay [s]34.67 45.00 10.27 26.45 I_b,int, Bicycle LOS Score for Intersection 1.896 4.555 2.570 2.650 Bicycle LOS A E B B ----------------Ring 4 ----------------Ring 3 ------------87--Ring 2 ------------4312Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-26 8.1.d Packet Pg. 995 0.887Volume to Capacity (v/c): CLevel Of Service: 22.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001840131011564266675710Total Analysis Volume [veh/h] 0004603302891071671430Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001840131011564266675710Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001840131011564266675710Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-27 8.1.d Packet Pg. 996 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000016079350440Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-28 8.1.d Packet Pg. 997 217.0464.1463.17420.63530.95168.8695th-Percentile Queue Length [ft/ln] 8.682.572.5316.8321.246.7595th-Percentile Queue Length [veh/ln] 125.2635.6335.09282.75372.6693.8150th-Percentile Queue Length [ft/ln] 5.011.431.4011.3114.913.7550th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoCritical Lane Group EDADCBLane Group LOS 55.4738.872.9249.6233.9415.47d, Delay for Lane Group [s/veh] 0.910.390.290.920.860.33X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 14.520.760.1815.5012.300.51d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.260.500.50k, delay calibration 40.9538.112.7434.1221.6414.96d1, Uniform Delay [s] 20233340184657721730c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.120.050.230.240.420.16(v / s)_i Volume / Saturation Flow Rate 0.130.130.790.260.490.49g / C, Green / Cycle 121275254646g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-29 8.1.d Packet Pg. 998 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 15.47 33.94 49.62 2.92 0.00 38.87 0.00 55.47 0.00 0.00 0.00 Movement LOS B C D A D E d_A, Approach Delay [s/veh]25.42 15.50 48.57 0.00 Approach LOS C B D A d_I, Intersection Delay [s/veh]22.74 Intersection LOS C Intersection V/C 0.887 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.045 2.491 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]842 1579 0 0 d_b, Bicycle Delay [s]15.92 2.11 47.50 47.50 I_b,int, Bicycle LOS Score for Intersection 2.581 2.430 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-30 8.1.d Packet Pg. 999 0.624Volume to Capacity (v/c): CLevel Of Service: 20.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 09819659979701222194000Total Analysis Volume [veh/h] 024524150199031149000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09819659979701222194000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09819659979701222194000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-31 8.1.d Packet Pg. 1000 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0802105900100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-32 8.1.d Packet Pg. 1001 248.72106.95441.09250.5581.71135.8695th-Percentile Queue Length [ft/ln] 9.954.2817.6410.023.275.4395th-Percentile Queue Length [veh/ln] 148.7259.42299.24150.0945.4075.4850th-Percentile Queue Length [ft/ln] 5.952.3811.976.001.823.0250th-Percentile Queue Length [veh/ln] NoYesYesNoNoYesCritical Lane Group BDCBBCLane Group LOS 13.4949.8628.6619.6719.9421.00d, Delay for Lane Group [s/veh] 0.510.760.890.530.210.29X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.218.794.530.290.781.13d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 13.2841.0724.1419.3819.1619.88d1, Uniform Delay [s] 19151276711503593665c, Capacity [veh/h] 356017811589356015891782s, saturation flow rate [veh/h] 0.280.050.380.220.080.11(v / s)_i Volume / Saturation Flow Rate 0.540.070.420.420.370.37g / C, Green / Cycle 48638383434g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-33 8.1.d Packet Pg. 1002 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 21.00 21.00 19.94 0.00 19.67 28.66 49.86 13.49 0.00 Movement LOS C C B B C D B d_A, Approach Delay [s/veh]0.00 20.60 23.53 16.73 Approach LOS A C C B d_I, Intersection Delay [s/veh]20.57 Intersection LOS C Intersection V/C 0.624 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.102 1.869 0.000 0.000 Crosswalk LOS B A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 1222 1689 d_b, Bicycle Delay [s]45.00 39.20 6.81 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.084 2.711 2.448 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 8: 8 PM Existing Version 6.00-03 Generated with C-34 8.1.d Packet Pg. 1003 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-II EXISTING PLUS PROJECT TRAFFIC CONDITIONS C-35 8.1.d Packet Pg. 1004 0.897Volume to Capacity (v/c): CLevel Of Service: 31.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 8300251000290971001110431Total Analysis Volume [veh/h] 2080630007324300278108Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8300251000290971001110431Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8300251000290971001110431Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-36 8.1.d Packet Pg. 1005 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0051000018003921Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-37 8.1.d Packet Pg. 1006 439.21414.08246.12423.80297.74213.8295th-Percentile Queue Length [ft/ln] 17.5716.569.8416.9511.918.5595th-Percentile Queue Length [veh/ln] 297.72277.49146.78285.30185.93122.9150th-Percentile Queue Length [ft/ln] 11.9111.105.8711.417.444.9250th-Percentile Queue Length [veh/ln] YesNoNoYesNoYesCritical Lane Group DCCDBDLane Group LOS 35.5631.3132.0641.4515.5941.79d, Delay for Lane Group [s/veh] 0.900.850.600.900.580.89X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 9.175.595.4111.501.335.93d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.210.180.500.500.500.11k, delay calibration 26.3925.7326.6529.9614.2635.85d1, Uniform Delay [s] 60163348410841898483c, Capacity [veh/h] 158916731589356035602621s, saturation flow rate [veh/h] 0.340.320.180.270.310.16(v / s)_i Volume / Saturation Flow Rate 0.380.380.300.300.530.18g / C, Green / Cycle 343427274817g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-38 8.1.d Packet Pg. 1007 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]41.79 15.59 0.00 0.00 41.45 32.06 0.00 0.00 0.00 31.31 0.00 34.08 Movement LOS D B D C C C d_A, Approach Delay [s/veh]22.92 39.29 0.00 33.44 Approach LOS C D A C d_I, Intersection Delay [s/veh]31.16 Intersection LOS C Intersection V/C 0.897 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.066 2.241 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]778 311 0 0 d_b, Bicycle Delay [s]16.81 32.09 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.831 2.600 4.132 5.916 Bicycle LOS C B D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-39 8.1.d Packet Pg. 1008 0.943Volume to Capacity (v/c): CLevel Of Service: 31.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 64665620135193211060590312828Total Analysis Volume [veh/h] 1621645313080270148877Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 64665620135193211060590312828Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 64665620135193211060590312828Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-40 8.1.d Packet Pg. 1009 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoNoMinimum Recall 2.02.02.00.02.02.00.00.02.00.02.00.0l2, Clearance Lost Time [s] 2.02.02.00.02.02.00.00.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 14140070000000Pedestrian Clearance [s] 770070000000Walk [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Vehicle Extension [s] 2525100402500350100Split [s] 1.01.01.00.01.01.00.00.01.00.01.00.0All red [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Amber [s] 3030300303000300300Maximum Green [s] 666066006060Minimum Green [s] --Lead--Lead--Lead---Lead / Lag 1,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 16.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-41 8.1.d Packet Pg. 1010 240.61286.0024.257.33165.66319.22355.31359.6099.4395th-Percentile Queue Length [ft/ln] 9.6211.440.970.296.6312.7714.2114.383.9895th-Percentile Queue Length [veh/ln] 142.67176.9313.474.0792.03202.53230.75234.1355.2450th-Percentile Queue Length [ft/ln] 5.717.080.540.163.688.109.239.372.2150th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoYesCritical Lane Group ACDBBDDDDLane Group LOS 8.5834.6451.4414.7117.5746.7750.0848.7249.39d, Delay for Lane Group [s/veh] 0.570.680.420.020.330.900.890.890.63X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.073.785.880.050.559.7617.9716.684.67d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.110.500.500.140.310.310.11k, delay calibration 6.5230.8645.5614.6617.0337.0132.1132.0444.72d1, Uniform Delay [s] 1136970477101591358383398138c, Capacity [veh/h] 158935601781158935601781130113501384s, saturation flow rate [veh/h] 0.410.180.010.010.150.180.260.260.06(v / s)_i Volume / Saturation Flow Rate 0.710.270.030.450.450.200.300.300.06g / C, Green / Cycle 6826242421928286g_i, Effective Green Time [s] 0.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595959595C, Cycle Length [s] RCLRCLCLCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-42 8.1.d Packet Pg. 1011 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]49.39 49.39 49.39 49.27 0.00 50.08 46.77 17.57 14.71 51.44 34.64 8.58 Movement LOS D D D D D D B B D C A d_A, Approach Delay [s/veh]49.39 49.39 28.52 22.16 Approach LOS D D C C d_I, Intersection Delay [s/veh]31.20 Intersection LOS C Intersection V/C 0.943 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]37.14 37.14 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.776 2.492 0.000 0.000 Crosswalk LOS A B F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]126 0 758 442 d_b, Bicycle Delay [s]41.69 47.50 18.32 28.82 I_b,int, Bicycle LOS Score for Intersection 1.703 5.281 2.263 2.650 Bicycle LOS A F B B ----------------Ring 4 ----------------Ring 3 ------------87--Ring 2 ------------4312Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-43 8.1.d Packet Pg. 1012 0.718Volume to Capacity (v/c): CLevel Of Service: 23.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000215061405762753716640Total Analysis Volume [veh/h] 000540154014469931660Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000215061405762753716640Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000215061405762753716640Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-44 8.1.d Packet Pg. 1013 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000039051330180Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-45 8.1.d Packet Pg. 1014 176.71266.6661.02262.59259.40215.4095th-Percentile Queue Length [ft/ln] 7.0710.672.4410.5010.388.6295th-Percentile Queue Length [veh/ln] 98.17162.2233.90159.15156.74124.0750th-Percentile Queue Length [ft/ln] 3.936.491.366.376.274.9650th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoCritical Lane Group CCADCBLane Group LOS 28.6134.646.6742.9723.2919.74d, Delay for Lane Group [s/veh] 0.500.870.180.870.560.45X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.903.350.127.033.380.97d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.110.500.50k, delay calibration 27.7131.296.5635.9319.9118.76d1, Uniform Delay [s] 43070932633186641487c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.140.230.110.150.230.19(v / s)_i Volume / Saturation Flow Rate 0.270.270.640.180.420.42g / C, Green / Cycle 242458163838g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-46 8.1.d Packet Pg. 1015 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 19.74 23.29 42.97 6.67 0.00 34.64 0.00 28.61 0.00 0.00 0.00 Movement LOS B C D A C C d_A, Approach Delay [s/veh]21.01 18.40 33.07 0.00 Approach LOS C B C A d_I, Intersection Delay [s/veh]23.88 Intersection LOS C Intersection V/C 0.718 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.209 2.053 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]311 1044 0 0 d_b, Bicycle Delay [s]32.09 10.27 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.413 2.028 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-47 8.1.d Packet Pg. 1016 0.599Volume to Capacity (v/c): CLevel Of Service: 27.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0952932986820961447000Total Analysis Volume [veh/h] 023823751710240112000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0952932986820961447000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0952932986820961447000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-48 8.1.d Packet Pg. 1017 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0803504500100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-49 8.1.d Packet Pg. 1018 345.21103.47263.30286.9039.58223.5995th-Percentile Queue Length [ft/ln] 13.814.1410.5311.481.588.9495th-Percentile Queue Length [veh/ln] 222.8157.48159.68177.6221.99130.0750th-Percentile Queue Length [ft/ln] 8.912.306.397.100.885.2050th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesCritical Lane Group CDDCABLane Group LOS 27.1449.7236.5534.749.4012.94d, Delay for Lane Group [s/veh] 0.770.750.800.820.110.45X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 1.038.604.022.050.241.44d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 26.1141.1232.5232.699.1611.50d1, Uniform Delay [s] 12401243728338951003c, Capacity [veh/h] 356017811589356015891781s, saturation flow rate [veh/h] 0.270.050.190.190.060.25(v / s)_i Volume / Saturation Flow Rate 0.350.070.230.230.560.56g / C, Green / Cycle 31621215151g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-50 8.1.d Packet Pg. 1019 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 12.94 12.94 9.40 0.00 34.74 36.55 49.72 27.14 0.00 Movement LOS B B A C D D C d_A, Approach Delay [s/veh]0.00 12.32 35.29 29.15 Approach LOS A B D C d_I, Intersection Delay [s/veh]27.93 Intersection LOS C Intersection V/C 0.599 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.805 1.980 0.000 0.000 Crosswalk LOS A A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 911 1689 d_b, Bicycle Delay [s]45.00 39.20 13.34 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.457 2.368 2.422 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with C-51 8.1.d Packet Pg. 1020 0.818Volume to Capacity (v/c): CLevel Of Service: 26.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 3850174000584128800846478Total Analysis Volume [veh/h] 9604400014632200212120Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3850174000584128800846478Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3850174000584128800846478Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-52 8.1.d Packet Pg. 1021 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0032000018006850Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 100Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-53 8.1.d Packet Pg. 1022 286.13299.97456.38461.96125.16246.8795th-Percentile Queue Length [ft/ln] 11.4512.0018.2618.485.019.8795th-Percentile Queue Length [veh/ln] 177.02187.65311.63316.1569.54147.3450th-Percentile Queue Length [ft/ln] 7.087.5112.4712.652.785.8950th-Percentile Queue Length [veh/ln] YesNoYesNoNoYesCritical Lane Group DDCCADLane Group LOS 47.5446.9429.6925.135.3542.37d, Delay for Lane Group [s/veh] 0.870.860.780.760.330.87X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 8.648.047.743.370.344.25d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.130.130.500.500.500.11k, delay calibration 38.9038.8921.9521.765.0138.11d1, Uniform Delay [s] 31233475216842576552c, Capacity [veh/h] 158917001589356035602621s, saturation flow rate [veh/h] 0.170.170.370.360.240.18(v / s)_i Volume / Saturation Flow Rate 0.200.200.470.470.720.21g / C, Green / Cycle 202047477221g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 100100100100100100C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-54 8.1.d Packet Pg. 1023 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]42.37 5.35 0.00 0.00 25.13 29.69 0.00 0.00 0.00 46.94 0.00 47.37 Movement LOS D A C C D D d_A, Approach Delay [s/veh]18.72 26.55 0.00 47.23 Approach LOS B C A D d_I, Intersection Delay [s/veh]26.87 Intersection LOS C Intersection V/C 0.818 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 39.61 39.61 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.237 1.992 Crosswalk LOS F F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1280 280 0 0 d_b, Bicycle Delay [s]6.48 36.98 50.00 50.00 I_b,int, Bicycle LOS Score for Intersection 2.652 3.104 4.132 5.055 Bicycle LOS B C D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-55 8.1.d Packet Pg. 1024 0.957Volume to Capacity (v/c): CLevel Of Service: 24.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 9: SR-60 EB Ramps at Golden Springs Drive Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoNoNoPresence of On-Street Parking 7146184636863335250244509262Total Analysis Volume [veh/h] 179155129216846061132316Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 7146184636863335250244509262Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 7146184636863335250244509262Base Volume Input [veh/h] Golden Springs DrGolden Springs DrSR-60 EB RampsSR-60 EB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-56 8.1.d Packet Pg. 1025 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoNoNoNoPedestrian Recall NoNoNoNoNoNoNoMaximum Recall NoNoNoNoNoNoNoMinimum Recall 2.02.02.00.02.02.00.00.02.00.02.00.0l2, Clearance Lost Time [s] 2.02.02.00.02.02.00.00.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoNoRest In Walk 14140070000000Pedestrian Clearance [s] 770070000000Walk [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Vehicle Extension [s] 2525100513600180160Split [s] 1.01.01.00.01.01.00.00.01.00.01.00.0All red [s] 3.03.03.00.03.03.00.00.03.00.03.00.0Amber [s] 3030300303000300300Maximum Green [s] 666066006060Minimum Green [s] --Lead--Lead--Lead---Lead / Lag 1,4Auxiliary Signal Groups 447083001020Signal group OverlapPermissProtectePermissPermissProtecteSplitPermissSplitSplitSplitSplitControl Type Phasing & Timing 16.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-57 8.1.d Packet Pg. 1026 291.15230.9053.7916.74237.56321.50150.37152.50220.5695th-Percentile Queue Length [ft/ln] 11.659.242.150.679.5012.866.016.108.8295th-Percentile Queue Length [veh/ln] 180.87135.4629.889.30140.40204.3083.5484.72127.8550th-Percentile Queue Length [ft/ln] 7.235.421.200.375.628.173.343.395.1150th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesYesNoYesCritical Lane Group BCDBBDDDDLane Group LOS 10.3124.4450.8210.7914.5943.8047.7647.4647.23d, Delay for Lane Group [s/veh] 0.640.480.570.040.460.890.780.780.80X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 2.781.256.310.090.807.377.647.365.73d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.110.500.500.110.110.110.11k, delay calibration 7.5323.2044.5010.6913.7936.4440.1240.1041.50d1, Uniform Delay [s] 11201300808441891376170174255c, Capacity [veh/h] 158935601781158935601781132013501625s, saturation flow rate [veh/h] 0.450.170.030.020.240.190.100.100.13(v / s)_i Volume / Saturation Flow Rate 0.700.360.040.530.530.210.130.130.13g / C, Green / Cycle 67354505020121212g_i, Effective Green Time [s] 0.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.002.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595959595C, Cycle Length [s] RCLRCLCLCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-58 8.1.d Packet Pg. 1027 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]47.23 47.23 47.23 47.60 0.00 47.76 43.80 14.59 10.79 50.82 24.44 10.31 Movement LOS D D D D D D B B D C B d_A, Approach Delay [s/veh]47.23 47.61 22.41 18.00 Approach LOS D D C B d_I, Intersection Delay [s/veh]24.28 Intersection LOS C Intersection V/C 0.957 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]37.14 37.14 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.857 2.401 0.000 0.000 Crosswalk LOS A B F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]253 0 989 442 d_b, Bicycle Delay [s]36.26 47.50 12.13 28.82 I_b,int, Bicycle LOS Score for Intersection 1.896 4.576 2.578 2.696 Bicycle LOS A E B B ----------------Ring 4 ----------------Ring 3 ------------87--Ring 2 ------------4312Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-59 8.1.d Packet Pg. 1028 0.887Volume to Capacity (v/c): CLevel Of Service: 22.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001840131011624266675710Total Analysis Volume [veh/h] 0004603302911071671430Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001840131011624266675710Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001840131011624266675710Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-60 8.1.d Packet Pg. 1029 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000016079350440Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-61 8.1.d Packet Pg. 1030 217.0464.1463.59420.63530.95168.8695th-Percentile Queue Length [ft/ln] 8.682.572.5416.8321.246.7595th-Percentile Queue Length [veh/ln] 125.2635.6335.33282.75372.6693.8150th-Percentile Queue Length [ft/ln] 5.011.431.4111.3114.913.7550th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoCritical Lane Group EDADCBLane Group LOS 55.4738.872.9349.6233.9415.47d, Delay for Lane Group [s/veh] 0.910.390.290.920.860.33X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 14.520.760.1815.5012.300.51d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.260.500.50k, delay calibration 40.9538.112.7534.1221.6414.96d1, Uniform Delay [s] 20233340184657721730c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.120.050.230.240.420.16(v / s)_i Volume / Saturation Flow Rate 0.130.130.790.260.490.49g / C, Green / Cycle 121275254646g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-62 8.1.d Packet Pg. 1031 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 15.47 33.94 49.62 2.93 0.00 38.87 0.00 55.47 0.00 0.00 0.00 Movement LOS B C D A D E d_A, Approach Delay [s/veh]25.42 15.45 48.57 0.00 Approach LOS C B D A d_I, Intersection Delay [s/veh]22.70 Intersection LOS C Intersection V/C 0.887 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.045 2.491 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]842 1579 0 0 d_b, Bicycle Delay [s]15.92 2.11 47.50 47.50 I_b,int, Bicycle LOS Score for Intersection 2.581 2.433 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-63 8.1.d Packet Pg. 1032 0.624Volume to Capacity (v/c): CLevel Of Service: 20.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 09839659980101222194000Total Analysis Volume [veh/h] 024624150200031149000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09839659980101222194000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09839659980101222194000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-64 8.1.d Packet Pg. 1033 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0802105900100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-65 8.1.d Packet Pg. 1034 249.20106.95440.91251.7981.74135.9095th-Percentile Queue Length [ft/ln] 9.974.2817.6410.073.275.4495th-Percentile Queue Length [veh/ln] 149.0859.42299.10151.0245.4175.5050th-Percentile Queue Length [ft/ln] 5.962.3811.966.041.823.0250th-Percentile Queue Length [veh/ln] NoYesYesNoNoYesCritical Lane Group BDCBBCLane Group LOS 13.5049.8628.6419.6919.9521.01d, Delay for Lane Group [s/veh] 0.510.760.890.530.210.29X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.218.794.510.290.781.13d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 13.2841.0724.1219.4019.1719.89d1, Uniform Delay [s] 19161276711504593665c, Capacity [veh/h] 356017811589356015891782s, saturation flow rate [veh/h] 0.280.050.380.220.080.11(v / s)_i Volume / Saturation Flow Rate 0.540.070.420.420.370.37g / C, Green / Cycle 48638383434g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-66 8.1.d Packet Pg. 1035 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 21.01 21.01 19.95 0.00 19.69 28.64 49.86 13.50 0.00 Movement LOS C C B B C D B d_A, Approach Delay [s/veh]0.00 20.61 23.52 16.73 Approach LOS A C C B d_I, Intersection Delay [s/veh]20.57 Intersection LOS C Intersection V/C 0.624 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.102 1.869 0.000 0.000 Crosswalk LOS B A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 1222 1689 d_b, Bicycle Delay [s]45.00 39.20 6.81 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.084 2.715 2.450 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with C-67 8.1.d Packet Pg. 1036 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-III YEAR 2020 CUMULATIVE TRAFFIC CONDITIONS C-68 8.1.d Packet Pg. 1037 0.880Volume to Capacity (v/c): CLevel Of Service: 32.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 8070260000288965001061440Total Analysis Volume [veh/h] 2020650007224100265110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8070260000288965001061440Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8070260000288965001061440Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-69 8.1.d Packet Pg. 1038 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0059000018004123Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 100Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-70 8.1.d Packet Pg. 1039 477.07450.73257.50432.38302.24239.2395th-Percentile Queue Length [ft/ln] 19.0818.0310.3017.3012.099.5795th-Percentile Queue Length [veh/ln] 328.46307.04155.31292.21189.39141.6450th-Percentile Queue Length [ft/ln] 13.1412.286.2111.697.585.6750th-Percentile Queue Length [veh/ln] YesNoNoYesNoYesCritical Lane Group DCCDBDLane Group LOS 38.4634.0332.2638.6515.5546.46d, Delay for Lane Group [s/veh] 0.910.860.560.840.540.90X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 8.654.994.357.291.096.60d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.180.150.500.500.500.11k, delay calibration 29.8129.0427.9231.3614.4739.87d1, Uniform Delay [s] 58962251511531956486c, Capacity [veh/h] 158916771589356035602621s, saturation flow rate [veh/h] 0.340.320.180.270.300.17(v / s)_i Volume / Saturation Flow Rate 0.370.370.320.320.550.19g / C, Green / Cycle 373732325519g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 100100100100100100C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-71 8.1.d Packet Pg. 1040 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]46.46 15.55 0.00 0.00 38.65 32.26 0.00 0.00 0.00 34.03 0.00 36.96 Movement LOS D B D C C D d_A, Approach Delay [s/veh]24.61 37.18 0.00 36.24 Approach LOS C D A D d_I, Intersection Delay [s/veh]31.98 Intersection LOS C Intersection V/C 0.880 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 39.61 39.61 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.075 2.240 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]740 280 0 0 d_b, Bicycle Delay [s]19.85 36.98 50.00 50.00 I_b,int, Bicycle LOS Score for Intersection 2.798 2.593 4.132 5.893 Bicycle LOS C B D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-72 8.1.d Packet Pg. 1041 0.732Volume to Capacity (v/c): CLevel Of Service: 24.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000219062605772813786790Total Analysis Volume [veh/h] 000550157014470951700Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000219062605772813786790Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000219062605772813786790Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-73 8.1.d Packet Pg. 1042 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000039051330180Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-74 8.1.d Packet Pg. 1043 179.13270.5362.27266.98269.13223.3395th-Percentile Queue Length [ft/ln] 7.1710.822.4910.6810.778.9395th-Percentile Queue Length [veh/ln] 99.51165.1534.60162.46164.09129.8850th-Percentile Queue Length [ft/ln] 3.986.611.386.506.565.2050th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoCritical Lane Group CCADCCLane Group LOS 28.3334.446.8542.8224.3320.45d, Delay for Lane Group [s/veh] 0.500.870.180.870.580.47X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.893.360.127.043.751.07d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.110.500.50k, delay calibration 27.4431.086.7335.7820.5819.38d1, Uniform Delay [s] 43772132403246511459c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.140.240.110.160.240.19(v / s)_i Volume / Saturation Flow Rate 0.270.270.640.180.410.41g / C, Green / Cycle 252557163737g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-75 8.1.d Packet Pg. 1044 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 20.45 24.33 42.82 6.85 0.00 34.44 0.00 28.33 0.00 0.00 0.00 Movement LOS C C D A C C d_A, Approach Delay [s/veh]21.84 18.63 32.86 0.00 Approach LOS C B C A d_I, Intersection Delay [s/veh]24.21 Intersection LOS C Intersection V/C 0.732 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.214 2.065 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]311 1044 0 0 d_b, Bicycle Delay [s]32.09 10.27 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.432 2.032 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-76 8.1.d Packet Pg. 1045 0.613Volume to Capacity (v/c): CLevel Of Service: 27.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 09691043046950981461000Total Analysis Volume [veh/h] 024226761740250115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09691043046950981461000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09691043046950981461000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-77 8.1.d Packet Pg. 1046 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0803804200100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-78 8.1.d Packet Pg. 1047 345.49114.40267.11290.8241.91237.9695th-Percentile Queue Length [ft/ln] 13.824.5810.6811.631.689.5295th-Percentile Queue Length [veh/ln] 223.0363.56162.56180.6223.28140.7050th-Percentile Queue Length [ft/ln] 8.922.546.507.220.935.6350th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesCritical Lane Group CDDCABLane Group LOS 26.2848.8136.3334.519.9313.87d, Delay for Lane Group [s/veh] 0.760.750.800.820.110.47X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.938.094.002.030.261.62d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 25.3540.7232.3232.489.6712.25d1, Uniform Delay [s] 1282138379848876982c, Capacity [veh/h] 356017811589356015891781s, saturation flow rate [veh/h] 0.270.060.190.200.060.26(v / s)_i Volume / Saturation Flow Rate 0.360.080.240.240.550.55g / C, Green / Cycle 32721215050g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-79 8.1.d Packet Pg. 1048 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 13.87 13.87 9.93 0.00 34.51 36.33 48.81 26.28 0.00 Movement LOS B B A C D D C d_A, Approach Delay [s/veh]0.00 13.18 35.06 28.47 Approach LOS A B D C d_I, Intersection Delay [s/veh]27.72 Intersection LOS C Intersection V/C 0.613 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.822 1.987 0.000 0.000 Crosswalk LOS A A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 844 1689 d_b, Bicycle Delay [s]45.00 39.20 15.02 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.484 2.384 2.445 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-80 8.1.d Packet Pg. 1049 0.037Volume to Capacity (v/c): ALevel Of Service: 9.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 008859876833Total Analysis Volume [veh/h] 00221501928Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 008859876833Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 008859876833Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-81 8.1.d Packet Pg. 1050 AIntersection LOS 0.20d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.38d_A, Approach Delay [s/veh] 0.000.000.000.000.002.8495th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.1195th-Percentile Queue Length [veh/ln] AAAAMovement LOS 0.000.000.000.000.009.14d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-82 8.1.d Packet Pg. 1051 0.774Volume to Capacity (v/c): CLevel Of Service: 23.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000665010504501496016950Total Analysis Volume [veh/h] 0001660260113371501740Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000665010504501496016950Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000665010504501496016950Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-83 8.1.d Packet Pg. 1052 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000360054130410Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-84 8.1.d Packet Pg. 1053 301.72301.7282.0765.49164.59379.61182.4895th-Percentile Queue Length [ft/ln] 12.0712.073.282.626.5815.187.3095th-Percentile Queue Length [veh/ln] 188.99188.9945.5936.3891.44249.96101.3850th-Percentile Queue Length [ft/ln] 7.567.561.821.463.6610.004.0650th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group DDCADCBLane Group LOS 40.1840.1827.665.8749.1221.9613.34d, Delay for Lane Group [s/veh] 0.860.860.240.190.830.720.37X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 7.607.600.290.189.395.450.58d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.150.150.110.500.110.500.50k, delay calibration 32.5832.5827.385.6939.7216.5212.76d1, Uniform Delay [s] 38738743423771808301860c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.210.210.060.130.080.380.20(v / s)_i Volume / Saturation Flow Rate 0.240.240.240.670.100.520.52g / C, Green / Cycle 2222226094747g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 90909090909090C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-85 8.1.d Packet Pg. 1054 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 13.34 21.96 49.12 5.87 0.00 27.66 40.18 40.18 0.00 0.00 0.00 Movement LOS B C D A C D D d_A, Approach Delay [s/veh]17.34 16.63 38.47 0.00 Approach LOS B B D A d_I, Intersection Delay [s/veh]23.29 Intersection LOS C Intersection V/C 0.774 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.190 2.154 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]822 1111 711 0 d_b, Bicycle Delay [s]15.61 8.89 18.69 45.00 I_b,int, Bicycle LOS Score for Intersection 2.629 2.054 2.830 4.132 Bicycle LOS B B C D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 11: 11 AM Year 2020 Cumulative Version 6.00-03 Generated with C-86 8.1.d Packet Pg. 1055 0.832Volume to Capacity (v/c): CLevel Of Service: 25.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 3890191000570123700824488Total Analysis Volume [veh/h] 9704800014330900206122Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 3890191000570123700824488Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 3890191000570123700824488Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-87 8.1.d Packet Pg. 1056 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0031000018005941Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-88 8.1.d Packet Pg. 1057 262.09275.36432.77420.99113.72227.2195th-Percentile Queue Length [ft/ln] 10.4811.0117.3116.844.559.0995th-Percentile Queue Length [veh/ln] 158.76168.82292.53283.0463.18132.7450th-Percentile Queue Length [ft/ln] 6.356.7511.7011.322.535.3150th-Percentile Queue Length [veh/ln] YesNoYesNoNoYesCritical Lane Group DDCCADLane Group LOS 40.8340.3231.4625.355.4537.74d, Delay for Lane Group [s/veh] 0.850.850.810.780.330.86X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 6.385.899.713.970.353.85d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.11k, delay calibration 34.4534.4321.7521.385.1033.89d1, Uniform Delay [s] 32835270515792510570c, Capacity [veh/h] 158917061589356035602621s, saturation flow rate [veh/h] 0.180.180.360.350.230.19(v / s)_i Volume / Saturation Flow Rate 0.210.210.440.440.710.22g / C, Green / Cycle 191940406320g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-89 8.1.d Packet Pg. 1058 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]37.74 5.45 0.00 0.00 25.35 31.46 0.00 0.00 0.00 40.32 0.00 40.69 Movement LOS D A C C D D d_A, Approach Delay [s/veh]17.46 27.28 0.00 40.57 Approach LOS B C A D d_I, Intersection Delay [s/veh]25.88 Intersection LOS C Intersection V/C 0.832 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.230 1.997 Crosswalk LOS F F B A s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1222 311 0 0 d_b, Bicycle Delay [s]6.81 32.09 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.642 3.050 4.132 5.089 Bicycle LOS B C D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-90 8.1.d Packet Pg. 1059 0.905Volume to Capacity (v/c): CLevel Of Service: 23.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001880134011824356805850Total Analysis Volume [veh/h] 0004703402961091701460Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001880134011824356805850Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001880134011824356805850Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-91 8.1.d Packet Pg. 1060 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000017078410370Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-92 8.1.d Packet Pg. 1061 210.6964.6571.39409.35589.25181.3395th-Percentile Queue Length [ft/ln] 8.432.592.8616.3723.577.2595th-Percentile Queue Length [veh/ln] 120.6335.9139.66273.70421.00100.7450th-Percentile Queue Length [ft/ln] 4.831.441.5910.9516.844.0350th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoCritical Lane Group DDADDBLane Group LOS 49.7437.913.2344.9040.9016.62d, Delay for Lane Group [s/veh] 0.860.370.300.910.910.35X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 9.630.640.1911.1917.470.58d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.180.500.50k, delay calibration 40.1137.273.0333.7123.4316.04d1, Uniform Delay [s] 21836039664777451669c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.120.050.230.240.430.16(v / s)_i Volume / Saturation Flow Rate 0.140.140.780.270.470.47g / C, Green / Cycle 131374254545g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-93 8.1.d Packet Pg. 1062 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 16.62 40.90 44.90 3.23 0.00 37.91 0.00 49.74 0.00 0.00 0.00 Movement LOS B D D A D D d_A, Approach Delay [s/veh]29.67 14.44 44.82 0.00 Approach LOS C B D A d_I, Intersection Delay [s/veh]23.51 Intersection LOS C Intersection V/C 0.905 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.047 2.513 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]695 1558 0 0 d_b, Bicycle Delay [s]20.23 2.32 47.50 47.50 I_b,int, Bicycle LOS Score for Intersection 2.603 2.449 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-94 8.1.d Packet Pg. 1063 0.650Volume to Capacity (v/c): CLevel Of Service: 20.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0100210461181501242213000Total Analysis Volume [veh/h] 025126153204031153000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0100210461181501242213000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0100210461181501242213000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-95 8.1.d Packet Pg. 1064 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0802105900100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-96 8.1.d Packet Pg. 1065 246.76115.00448.70252.8385.49155.4295th-Percentile Queue Length [ft/ln] 9.874.6017.9510.113.426.2295th-Percentile Queue Length [veh/ln] 147.2663.89305.40151.8047.4986.3450th-Percentile Queue Length [ft/ln] 5.892.5612.226.071.903.4550th-Percentile Queue Length [veh/ln] NoYesYesNoNoYesCritical Lane Group BDCBCCLane Group LOS 12.8349.2528.6419.2620.8822.39d, Delay for Lane Group [s/veh] 0.510.760.890.530.220.34X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.218.464.880.290.871.41d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.120.110.500.50k, delay calibration 12.6340.7923.7618.9720.0120.98d1, Uniform Delay [s] 19631366841532572641c, Capacity [veh/h] 356017811589356015891782s, saturation flow rate [veh/h] 0.280.060.380.230.080.12(v / s)_i Volume / Saturation Flow Rate 0.550.080.430.430.360.36g / C, Green / Cycle 50739393333g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-97 8.1.d Packet Pg. 1066 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 22.39 22.39 20.88 0.00 19.26 28.64 49.25 12.83 0.00 Movement LOS C C C B C D B d_A, Approach Delay [s/veh]0.00 21.84 23.28 16.26 Approach LOS A C C B d_I, Intersection Delay [s/veh]20.40 Intersection LOS C Intersection V/C 0.650 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.122 1.880 0.000 0.000 Crosswalk LOS B A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 1222 1689 d_b, Bicycle Delay [s]45.00 39.20 6.81 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.119 2.736 2.472 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-98 8.1.d Packet Pg. 1067 0.078Volume to Capacity (v/c): BLevel Of Service: 10.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 0010986167555Total Analysis Volume [veh/h] 002721516914Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 0010986167555Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0010986167555Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-99 8.1.d Packet Pg. 1068 BIntersection LOS 0.34d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.79d_A, Approach Delay [s/veh] 0.000.000.000.000.006.3195th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.2595th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0010.53d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-100 8.1.d Packet Pg. 1069 0.693Volume to Capacity (v/c): BLevel Of Service: 13.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 00021106207201427226680Total Analysis Volume [veh/h] 000530160180361811670Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00021106207201427226680Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00021106207201427226680Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-101 8.1.d Packet Pg. 1070 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000130077260510Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-102 8.1.d Packet Pg. 1071 114.77114.7760.6835.09153.52310.2399.7995th-Percentile Queue Length [ft/ln] 4.594.592.431.406.1412.413.9995th-Percentile Queue Length [veh/ln] 63.7663.7633.7119.4985.29195.5655.4450th-Percentile Queue Length [ft/ln] 2.552.551.350.783.417.822.2250th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group DDDADBALane Group LOS 47.7147.7140.321.9847.3211.906.05d, Delay for Lane Group [s/veh] 0.750.750.390.250.790.670.28X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 7.677.671.580.207.733.320.29d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.110.500.50k, delay calibration 40.0540.0538.741.7839.598.585.76d1, Uniform Delay [s] 141141158292817910772412c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.070.070.030.200.080.450.19(v / s)_i Volume / Saturation Flow Rate 0.090.090.090.820.100.680.68g / C, Green / Cycle 8887496161g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 90909090909090C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-103 8.1.d Packet Pg. 1072 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 6.05 11.90 47.32 1.98 0.00 40.32 47.71 47.71 0.00 0.00 0.00 Movement LOS A B D A D D D d_A, Approach Delay [s/veh]9.09 9.45 46.03 0.00 Approach LOS A A D A d_I, Intersection Delay [s/veh]13.21 Intersection LOS B Intersection V/C 0.693 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.028 2.265 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1044 1622 200 0 d_b, Bicycle Delay [s]10.27 1.61 36.45 45.00 I_b,int, Bicycle LOS Score for Intersection 2.706 2.271 2.010 4.132 Bicycle LOS B B B D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 12: 12 PM Year 2020 Cumulative Version 6.00-03 Generated with C-104 8.1.d Packet Pg. 1073 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-IV YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS C-105 8.1.d Packet Pg. 1074 0.911Volume to Capacity (v/c): CLevel Of Service: 34.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 8530260000296990001131440Total Analysis Volume [veh/h] 2130650007424800283110Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 8530260000296990001131440Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 8530260000296990001131440Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-106 8.1.d Packet Pg. 1075 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0048000025004722Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-107 8.1.d Packet Pg. 1076 494.72461.86263.41460.01322.25228.4795th-Percentile Queue Length [ft/ln] 19.7918.4710.5418.4012.899.1495th-Percentile Queue Length [veh/ln] 342.88316.07159.76314.57204.88133.6750th-Percentile Queue Length [ft/ln] 13.7212.646.3912.588.205.3550th-Percentile Queue Length [veh/ln] YesNoNoYesNoYesCritical Lane Group DDCDBDLane Group LOS 41.0735.3533.9444.9816.5944.15d, Delay for Lane Group [s/veh] 0.910.870.610.910.600.90X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 13.258.265.6813.131.396.35d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.280.250.500.500.500.11k, delay calibration 27.8327.0928.2531.8515.2037.81d1, Uniform Delay [s] 60964148410841897488c, Capacity [veh/h] 158916741589356035602621s, saturation flow rate [veh/h] 0.350.330.190.280.320.17(v / s)_i Volume / Saturation Flow Rate 0.380.380.300.300.530.19g / C, Green / Cycle 363629295118g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-108 8.1.d Packet Pg. 1077 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]44.15 16.59 0.00 0.00 44.98 33.94 0.00 0.00 0.00 35.35 0.00 39.08 Movement LOS D B D C D D d_A, Approach Delay [s/veh]24.31 42.44 0.00 38.21 Approach LOS C D A D d_I, Intersection Delay [s/veh]34.08 Intersection LOS C Intersection V/C 0.911 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.076 2.260 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]905 442 0 0 d_b, Bicycle Delay [s]14.23 28.82 47.50 47.50 I_b,int, Bicycle LOS Score for Intersection 2.856 2.621 4.132 5.969 Bicycle LOS C B D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-109 8.1.d Packet Pg. 1078 0.738Volume to Capacity (v/c): CLevel Of Service: 24.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000219062605892813866790Total Analysis Volume [veh/h] 000550157014770971700Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000219062605892813866790Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000219062605892813866790Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-110 8.1.d Packet Pg. 1079 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000039051330180Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-111 8.1.d Packet Pg. 1080 179.13270.5363.74266.98275.67223.3395th-Percentile Queue Length [ft/ln] 7.1710.822.5510.6811.038.9395th-Percentile Queue Length [veh/ln] 99.51165.1535.41162.46169.05129.8850th-Percentile Queue Length [ft/ln] 3.986.611.426.506.765.2050th-Percentile Queue Length [veh/ln] NoYesNoYesYesNoCritical Lane Group CCADCCLane Group LOS 28.3334.446.8742.8224.6520.45d, Delay for Lane Group [s/veh] 0.500.870.180.870.590.47X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.893.360.127.043.941.07d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.110.500.50k, delay calibration 27.4431.086.7435.7820.7219.38d1, Uniform Delay [s] 43772132403246511459c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.140.240.120.160.240.19(v / s)_i Volume / Saturation Flow Rate 0.270.270.640.180.410.41g / C, Green / Cycle 252557163737g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-112 8.1.d Packet Pg. 1081 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 20.45 24.65 42.82 6.87 0.00 34.44 0.00 28.33 0.00 0.00 0.00 Movement LOS C C D A C C d_A, Approach Delay [s/veh]21.97 18.48 32.86 0.00 Approach LOS C B C A d_I, Intersection Delay [s/veh]24.19 Intersection LOS C Intersection V/C 0.738 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.214 2.073 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]311 1044 0 0 d_b, Bicycle Delay [s]32.09 10.27 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 2.438 2.038 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-113 8.1.d Packet Pg. 1082 0.614Volume to Capacity (v/c): CLevel Of Service: 27.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 09721043126960981461000Total Analysis Volume [veh/h] 024326781740250115000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 09721043126960981461000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 09721043126960981461000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-114 8.1.d Packet Pg. 1083 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0803804200100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-115 8.1.d Packet Pg. 1084 345.96114.40274.70290.5942.07238.7295th-Percentile Queue Length [ft/ln] 13.844.5810.9911.621.689.5595th-Percentile Queue Length [veh/ln] 223.4063.56168.32180.4423.37141.2650th-Percentile Queue Length [ft/ln] 8.942.546.737.220.935.6550th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesCritical Lane Group CDDCABLane Group LOS 26.2048.8136.8134.369.9913.95d, Delay for Lane Group [s/veh] 0.760.750.820.820.110.47X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.938.094.401.980.261.63d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 25.2840.7232.4132.389.7312.32d1, Uniform Delay [s] 1286138381853874979c, Capacity [veh/h] 356017811589356015891781s, saturation flow rate [veh/h] 0.270.060.200.200.060.26(v / s)_i Volume / Saturation Flow Rate 0.360.080.240.240.550.55g / C, Green / Cycle 32722225050g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-116 8.1.d Packet Pg. 1085 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 13.95 13.95 9.99 0.00 34.36 36.81 48.81 26.20 0.00 Movement LOS B B A C D D C d_A, Approach Delay [s/veh]0.00 13.26 35.12 28.39 Approach LOS A B D C d_I, Intersection Delay [s/veh]27.75 Intersection LOS C Intersection V/C 0.614 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.829 1.987 0.000 0.000 Crosswalk LOS A A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 844 1689 d_b, Bicycle Delay [s]45.00 39.20 15.02 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.484 2.391 2.447 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-117 8.1.d Packet Pg. 1086 0.037Volume to Capacity (v/c): ALevel Of Service: 9.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 008861076833Total Analysis Volume [veh/h] 00221531928Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 008861076833Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 008861076833Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-118 8.1.d Packet Pg. 1087 AIntersection LOS 0.20d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.38d_A, Approach Delay [s/veh] 0.000.000.000.000.002.8795th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.1195th-Percentile Queue Length [veh/ln] AAAAMovement LOS 0.000.000.000.000.009.18d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.04V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-119 8.1.d Packet Pg. 1088 0.783Volume to Capacity (v/c): CLevel Of Service: 23.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000688010504621496016950Total Analysis Volume [veh/h] 0001720260116371501740Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000688010504621496016950Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000688010504621496016950Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-120 8.1.d Packet Pg. 1089 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000360054130410Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-121 8.1.d Packet Pg. 1090 312.10312.1081.1169.69164.59386.96186.1295th-Percentile Queue Length [ft/ln] 12.4812.483.242.796.5815.487.4495th-Percentile Queue Length [veh/ln] 197.00197.0045.0638.7291.44255.81103.4050th-Percentile Queue Length [ft/ln] 7.887.881.801.553.6610.234.1450th-Percentile Queue Length [veh/ln] YesNoNoNoYesYesNoCritical Lane Group DDCADCBLane Group LOS 40.5640.5627.136.1549.1222.8113.75d, Delay for Lane Group [s/veh] 0.860.860.240.200.830.730.38X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 8.308.300.270.199.395.790.60d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.170.170.110.500.110.500.50k, delay calibration 32.2632.2626.865.9739.7217.0213.15d1, Uniform Delay [s] 39939944723511808191834c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.220.220.060.130.080.380.20(v / s)_i Volume / Saturation Flow Rate 0.250.250.250.660.100.520.52g / C, Green / Cycle 2323235994646g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 90909090909090C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-122 8.1.d Packet Pg. 1091 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 13.75 22.81 49.12 6.15 0.00 27.13 40.56 40.56 0.00 0.00 0.00 Movement LOS B C D A C D D d_A, Approach Delay [s/veh]17.95 16.63 38.78 0.00 Approach LOS B B D A d_I, Intersection Delay [s/veh]23.77 Intersection LOS C Intersection V/C 0.783 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.197 2.154 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]822 1111 711 0 d_b, Bicycle Delay [s]15.61 8.89 18.69 45.00 I_b,int, Bicycle LOS Score for Intersection 2.629 2.064 2.868 4.132 Bicycle LOS B B C D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-123 8.1.d Packet Pg. 1092 0.852Volume to Capacity (v/c): CLevel Of Service: 28.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 4140191000595131200862488Total Analysis Volume [veh/h] 10404800014932800216122Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 4140191000595131200862488Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 4140191000595131200862488Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-124 8.1.d Packet Pg. 1093 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0034000018006143Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-125 8.1.d Packet Pg. 1094 290.73303.84487.30483.65132.94239.1295th-Percentile Queue Length [ft/ln] 11.6312.1519.4919.355.329.5695th-Percentile Queue Length [veh/ln] 180.54190.62336.81333.8373.86141.5650th-Percentile Queue Length [ft/ln] 7.227.6213.4713.352.955.6650th-Percentile Queue Length [veh/ln] YesNoYesNoNoYesCritical Lane Group DDDCADLane Group LOS 44.5943.8235.0428.345.9339.99d, Delay for Lane Group [s/veh] 0.860.860.840.830.340.86X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 8.547.8011.635.150.384.07d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.140.140.500.500.500.11k, delay calibration 36.0536.0223.4123.195.5535.92d1, Uniform Delay [s] 33936370715842501565c, Capacity [veh/h] 158917011589356035602621s, saturation flow rate [veh/h] 0.180.180.370.370.240.19(v / s)_i Volume / Saturation Flow Rate 0.210.210.440.440.700.22g / C, Green / Cycle 202042426720g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 959595959595C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-126 8.1.d Packet Pg. 1095 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]39.99 5.93 0.00 0.00 28.34 35.04 0.00 0.00 0.00 43.82 0.00 44.37 Movement LOS D A C D D D d_A, Approach Delay [s/veh]18.24 30.43 0.00 44.19 Approach LOS B C A D d_I, Intersection Delay [s/veh]28.33 Intersection LOS C Intersection V/C 0.852 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.245 2.012 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1200 295 0 0 d_b, Bicycle Delay [s]7.60 34.53 47.50 47.50 I_b,int, Bicycle LOS Score for Intersection 2.673 3.133 4.132 5.131 Bicycle LOS B C D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-127 8.1.d Packet Pg. 1096 0.905Volume to Capacity (v/c): CLevel Of Service: 25.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001880134011884357055850Total Analysis Volume [veh/h] 0004703402971091761460Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001880134011884357055850Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001880134011884357055850Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-128 8.1.d Packet Pg. 1097 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000018092390530Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 110Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-129 8.1.d Packet Pg. 1098 250.0577.1778.17494.22645.56197.7695th-Percentile Queue Length [ft/ln] 10.003.093.1319.7725.827.9195th-Percentile Queue Length [veh/ln] 149.7242.8743.43342.47468.14111.2750th-Percentile Queue Length [ft/ln] 5.991.711.7413.7018.734.4550th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoCritical Lane Group EDAEDBLane Group LOS 63.8044.893.0657.9838.4616.90d, Delay for Lane Group [s/veh] 0.930.400.290.930.890.33X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 16.320.780.1818.4113.830.49d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.290.500.50k, delay calibration 47.4744.112.8839.5624.6416.40d1, Uniform Delay [s] 20333440744687961783c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.120.050.230.240.440.16(v / s)_i Volume / Saturation Flow Rate 0.130.130.800.260.500.50g / C, Green / Cycle 141488295555g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 110110110110110110C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-130 8.1.d Packet Pg. 1099 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 16.90 38.46 57.98 3.06 0.00 44.89 0.00 63.80 0.00 0.00 0.00 Movement LOS B D E A D E d_A, Approach Delay [s/veh]28.68 17.78 55.93 0.00 Approach LOS C B E A d_I, Intersection Delay [s/veh]25.92 Intersection LOS C Intersection V/C 0.905 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 44.55 44.55 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.054 2.544 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]891 1600 0 0 d_b, Bicycle Delay [s]16.91 2.20 55.00 55.00 I_b,int, Bicycle LOS Score for Intersection 2.624 2.452 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-131 8.1.d Packet Pg. 1100 0.668Volume to Capacity (v/c): CLevel Of Service: 20.0Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0100410463681901242213000Total Analysis Volume [veh/h] 025126159205031153000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0100410463681901242213000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0100410463681901242213000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-132 8.1.d Packet Pg. 1101 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0802105900100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-133 8.1.d Packet Pg. 1102 238.11115.00464.58247.0988.20160.4695th-Percentile Queue Length [ft/ln] 9.524.6018.589.883.536.4295th-Percentile Queue Length [veh/ln] 140.8163.89318.29147.5049.0089.1550th-Percentile Queue Length [ft/ln] 5.632.5612.735.901.963.5750th-Percentile Queue Length [veh/ln] NoYesYesNoNoYesCritical Lane Group BDCBCCLane Group LOS 11.9749.2528.5818.2421.9623.59d, Delay for Lane Group [s/veh] 0.500.760.900.520.230.35X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.198.465.510.260.961.57d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.140.110.500.50k, delay calibration 11.7840.7923.0717.9721.0022.01d1, Uniform Delay [s] 20181367081587548614c, Capacity [veh/h] 356017811589356015891782s, saturation flow rate [veh/h] 0.280.060.400.230.080.12(v / s)_i Volume / Saturation Flow Rate 0.570.080.450.450.350.35g / C, Green / Cycle 51740403131g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-134 8.1.d Packet Pg. 1103 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 23.59 23.59 21.96 0.00 18.24 28.58 49.25 11.97 0.00 Movement LOS C C C B C D B d_A, Approach Delay [s/veh]0.00 22.99 22.76 15.47 Approach LOS A C C B d_I, Intersection Delay [s/veh]20.00 Intersection LOS C Intersection V/C 0.668 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.146 1.880 0.000 0.000 Crosswalk LOS B A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 1222 1689 d_b, Bicycle Delay [s]45.00 39.20 6.81 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.119 2.760 2.474 Bicycle LOS D B C B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-135 8.1.d Packet Pg. 1104 0.078Volume to Capacity (v/c): BLevel Of Service: 10.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 0010986767555Total Analysis Volume [veh/h] 002721716914Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 0010986767555Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0010986767555Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-136 8.1.d Packet Pg. 1105 BIntersection LOS 0.34d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.80d_A, Approach Delay [s/veh] 0.000.000.000.000.006.3595th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.2595th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0010.56d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.08V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-137 8.1.d Packet Pg. 1106 0.697Volume to Capacity (v/c): BLevel Of Service: 13.5Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 00022406207261427226680Total Analysis Volume [veh/h] 000560160182361811670Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00022406207261427226680Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00022406207261427226680Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-138 8.1.d Packet Pg. 1107 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000120078280500Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-139 8.1.d Packet Pg. 1108 124.04124.0460.5535.97153.38311.63100.3395th-Percentile Queue Length [ft/ln] 4.964.962.421.446.1412.474.0195th-Percentile Queue Length [veh/ln] 68.9168.9133.6419.9885.21196.6455.7450th-Percentile Queue Length [ft/ln] 2.762.761.350.803.417.872.2350th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group DDDADBALane Group LOS 49.2249.2240.182.0147.2511.996.09d, Delay for Lane Group [s/veh] 0.780.780.390.250.790.670.28X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 9.099.091.530.207.673.350.29d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.110.500.50k, delay calibration 40.1340.1338.651.8039.588.645.80d1, Uniform Delay [s] 143143160292417910752408c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.070.070.030.200.080.450.19(v / s)_i Volume / Saturation Flow Rate 0.090.090.090.820.100.680.68g / C, Green / Cycle 8887496161g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 90909090909090C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-140 8.1.d Packet Pg. 1109 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 6.09 11.99 47.25 2.01 0.00 40.18 49.22 49.22 0.00 0.00 0.00 Movement LOS A B D A D D D d_A, Approach Delay [s/veh]9.15 9.41 47.26 0.00 Approach LOS A A D A d_I, Intersection Delay [s/veh]13.52 Intersection LOS B Intersection V/C 0.697 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.033 2.265 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1022 1644 178 0 d_b, Bicycle Delay [s]10.76 1.42 37.36 45.00 I_b,int, Bicycle LOS Score for Intersection 2.706 2.276 2.032 4.132 Bicycle LOS B B B D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with C-141 8.1.d Packet Pg. 1110 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-V YEAR 2040 BUILDOUT TRAFFIC CONDITIONS C-142 8.1.d Packet Pg. 1111 1.080Volume to Capacity (v/c): ELevel Of Service: 71.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 116802860003961175001721484Total Analysis Volume [veh/h] 2920720009929400430121Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 116802860003961175001721484Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 116802860003961175001721484Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-143 8.1.d Packet Pg. 1112 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0055000040006525Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-144 8.1.d Packet Pg. 1113 1026.78946.05466.52858.07844.98360.6595th-Percentile Queue Length [ft/ln] 41.0737.8418.6634.3233.8014.4395th-Percentile Queue Length [veh/ln] 747.28705.35319.86607.17637.88227.9750th-Percentile Queue Length [ft/ln] 29.8928.2112.7924.2925.529.1250th-Percentile Queue Length [veh/ln] YesNoNoYesNoYesCritical Lane Group FFDFDFLane Group LOS 92.3477.0154.26100.0740.0885.04d, Delay for Lane Group [s/veh] 1.081.030.831.100.951.05X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 57.7942.4615.2058.1312.1235.56d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.490.500.500.500.11k, delay calibration 34.5534.5539.0641.9427.9649.47d1, Uniform Delay [s] 67470447810711813459c, Capacity [veh/h] 158916601589356035602621s, saturation flow rate [veh/h] 0.460.440.250.330.480.18(v / s)_i Volume / Saturation Flow Rate 0.420.420.300.300.510.18g / C, Green / Cycle 515136366121g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-145 8.1.d Packet Pg. 1114 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]85.04 40.08 0.00 0.00 100.07 54.26 0.00 0.00 0.00 77.01 0.00 86.55 Movement LOS F D F D E F d_A, Approach Delay [s/veh]49.95 88.52 0.00 84.67 Approach LOS D F A F d_I, Intersection Delay [s/veh]71.19 Intersection LOS E Intersection V/C 1.080 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.158 2.437 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1017 600 0 0 d_b, Bicycle Delay [s]14.50 29.40 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.379 2.856 4.132 6.532 Bicycle LOS C C D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-146 8.1.d Packet Pg. 1115 1.182Volume to Capacity (v/c): FLevel Of Service: 92.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0002410981086837341617090Total Analysis Volume [veh/h] 0006002450217931044270Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0002410981086837341617090Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0002410981086837341617090Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-147 8.1.d Packet Pg. 1116 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000042078250530Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-148 8.1.d Packet Pg. 1117 242.04820.48158.04697.68390.831350.9095th-Percentile Queue Length [ft/ln] 9.6832.826.3227.9115.6354.0495th-Percentile Queue Length [veh/ln] 143.73550.3387.80464.22258.89954.8750th-Percentile Queue Length [ft/ln] 5.7522.013.5118.5710.3638.1950th-Percentile Queue Length [veh/ln] NoYesNoYesNoYesCritical Lane Group CFBFCFLane Group LOS 33.73127.2810.83156.0533.28122.39d, Delay for Lane Group [s/veh] 0.481.180.281.190.641.18X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.7186.290.22106.604.8286.89d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.160.500.330.500.50k, delay calibration 33.0240.9910.6149.4528.4635.50d1, Uniform Delay [s] 50383031423126491453c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.150.370.170.210.260.48(v / s)_i Volume / Saturation Flow Rate 0.320.320.620.180.410.41g / C, Green / Cycle 383874214949g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-149 8.1.d Packet Pg. 1118 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 122.39 33.28 156.05 10.83 0.00 127.28 0.00 33.73 0.00 0.00 0.00 Movement LOS F C F B F C d_A, Approach Delay [s/veh]104.94 54.48 108.83 0.00 Approach LOS F D F A d_I, Intersection Delay [s/veh]92.33 Intersection LOS F Intersection V/C 1.182 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.351 2.206 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]817 1233 0 0 d_b, Bicycle Delay [s]21.00 8.82 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.313 2.242 4.132 4.132 Bicycle LOS C B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-150 8.1.d Packet Pg. 1119 0.704Volume to Capacity (v/c): CLevel Of Service: 27.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0115811434981201081507000Total Analysis Volume [veh/h] 029029872030270127000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0115811434981201081507000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0115811434981201081507000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-151 8.1.d Packet Pg. 1120 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0803304700100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-152 8.1.d Packet Pg. 1121 397.63124.52291.02324.8552.51293.8195th-Percentile Queue Length [ft/ln] 15.914.9811.6412.992.1011.7595th-Percentile Queue Length [veh/ln] 264.3169.18180.77206.9029.17182.9150th-Percentile Queue Length [ft/ln] 10.572.777.238.281.177.3250th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesCritical Lane Group CDCCBBLane Group LOS 24.8748.2333.7032.5212.0617.79d, Delay for Lane Group [s/veh] 0.810.760.800.830.130.56X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 1.117.833.381.870.342.52d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 23.7540.4030.3230.6511.7115.27d1, Uniform Delay [s] 1437149438980807904c, Capacity [veh/h] 356017811589356015891781s, saturation flow rate [veh/h] 0.330.060.220.230.070.29(v / s)_i Volume / Saturation Flow Rate 0.400.080.270.270.510.51g / C, Green / Cycle 36725254646g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-153 8.1.d Packet Pg. 1122 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 17.79 17.79 12.06 0.00 32.52 33.70 48.23 24.87 0.00 Movement LOS B B B C C D C d_A, Approach Delay [s/veh]0.00 16.79 32.88 26.96 Approach LOS A B C C d_I, Intersection Delay [s/veh]27.16 Intersection LOS C Intersection V/C 0.704 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.875 2.015 0.000 0.000 Crosswalk LOS A B F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 956 1689 d_b, Bicycle Delay [s]45.00 39.20 12.27 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.576 2.517 2.609 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 3: 3 AM Year 2040 Buildout Version 6.00-03 Generated with C-154 8.1.d Packet Pg. 1123 0.136Volume to Capacity (v/c): BLevel Of Service: 12.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 00150110394875Total Analysis Volume [veh/h] 003827623719Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 00150110394875Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00150110394875Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with C-155 8.1.d Packet Pg. 1124 BIntersection LOS 0.41d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.92d_A, Approach Delay [s/veh] 0.000.000.000.000.0011.7295th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.4795th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0012.56d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with C-156 8.1.d Packet Pg. 1125 1.108Volume to Capacity (v/c): ELevel Of Service: 66.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001049030008532508387230Total Analysis Volume [veh/h] 0002620750213632101810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001049030008532508387230Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001049030008532508387230Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with C-157 8.1.d Packet Pg. 1126 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000400080190610Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with C-158 8.1.d Packet Pg. 1127 830.35830.35301.23229.84429.361214.73277.5295th-Percentile Queue Length [ft/ln] 33.2133.2112.059.1917.1748.5911.1095th-Percentile Queue Length [veh/ln] 584.05584.05188.61134.68274.01878.96170.4650th-Percentile Queue Length [ft/ln] 23.3623.367.545.3910.9635.166.8250th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group FFDBFFCLane Group LOS 113.25113.2536.4811.09120.7699.2221.58d, Delay for Lane Group [s/veh] 1.101.100.560.381.121.110.43X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 71.2871.281.140.4868.3267.700.79d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.130.500.130.500.50k, delay calibration 41.9841.9835.3410.6052.4431.5220.78d1, Uniform Delay [s] 47747753422552247541689c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.330.330.170.240.140.530.20(v / s)_i Volume / Saturation Flow Rate 0.300.300.300.630.130.470.47g / C, Green / Cycle 36363676155757g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120120C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with C-159 8.1.d Packet Pg. 1128 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 21.58 99.22 120.76 11.09 0.00 36.48 113.25 113.25 0.00 0.00 0.00 Movement LOS C F F B D F F d_A, Approach Delay [s/veh]63.26 35.94 96.18 0.00 Approach LOS E D F A d_I, Intersection Delay [s/veh]66.82 Intersection LOS E Intersection V/C 1.108 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.392 2.498 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]950 1267 600 0 d_b, Bicycle Delay [s]16.54 8.07 29.40 60.00 I_b,int, Bicycle LOS Score for Intersection 2.847 2.470 3.785 4.132 Bicycle LOS C B D D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 15: 15 AM Year 2040 Buildout Version 6.00-03 Generated with C-160 8.1.d Packet Pg. 1129 1.192Volume to Capacity (v/c): ELevel Of Service: 75.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 525021000010211879001215537Total Analysis Volume [veh/h] 13105300025547000304134Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 525021000010211879001215537Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 525021000010211879001215537Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-161 8.1.d Packet Pg. 1130 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0027000068009325Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-162 8.1.d Packet Pg. 1131 668.92677.701684.64977.10233.51476.7995th-Percentile Queue Length [ft/ln] 26.7627.1167.3939.089.3419.0795th-Percentile Queue Length [veh/ln] 444.26454.281183.69752.21137.39301.4850th-Percentile Queue Length [ft/ln] 17.7718.1747.3530.095.5012.0650th-Percentile Queue Length [veh/ln] YesNoYesNoNoYesCritical Lane Group FFFDAFLane Group LOS 151.13142.99131.5346.196.67131.13d, Delay for Lane Group [s/veh] 1.181.161.210.990.461.17X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 102.6594.51103.5218.480.5881.66d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.380.370.500.500.500.11k, delay calibration 48.4848.4828.0227.716.0949.47d1, Uniform Delay [s] 30532484718972640459c, Capacity [veh/h] 158916911589356035602621s, saturation flow rate [veh/h] 0.230.220.640.530.340.20(v / s)_i Volume / Saturation Flow Rate 0.190.190.530.530.740.18g / C, Green / Cycle 232364648921g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-163 8.1.d Packet Pg. 1132 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]131.13 6.67 0.00 0.00 46.19 131.53 0.00 0.00 0.00 142.99 0.00 148.61 Movement LOS F A D F F F d_A, Approach Delay [s/veh]44.82 76.24 0.00 146.96 Approach LOS D E A F d_I, Intersection Delay [s/veh]75.67 Intersection LOS E Intersection V/C 1.192 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.488 2.087 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1483 1067 0 0 d_b, Bicycle Delay [s]4.00 13.07 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.005 3.952 4.132 5.345 Bicycle LOS C D D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-164 8.1.d Packet Pg. 1133 1.152Volume to Capacity (v/c): DLevel Of Service: 51.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 00020702640233877774811230Total Analysis Volume [veh/h] 0005206605851941872810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00020702640233877774811230Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00020702640233877774811230Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-165 8.1.d Packet Pg. 1134 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 00000180102490530Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-166 8.1.d Packet Pg. 1135 364.44188.92212.161265.671194.68522.0695th-Percentile Queue Length [ft/ln] 14.587.568.4950.6347.7920.8895th-Percentile Queue Length [veh/ln] 225.93104.95121.70896.39845.43365.3350th-Percentile Queue Length [ft/ln] 9.044.204.8735.8633.8214.6150th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoCritical Lane Group FEAFFCLane Group LOS 119.7259.084.29127.94120.3234.64d, Delay for Lane Group [s/veh] 1.110.860.561.171.150.77X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 66.767.070.5590.4084.864.02d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.50k, delay calibration 52.9752.013.7437.5435.4630.62d1, Uniform Delay [s] 18630741586666501456c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.130.100.460.440.470.32(v / s)_i Volume / Saturation Flow Rate 0.120.120.820.370.410.41g / C, Green / Cycle 141498454949g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-167 8.1.d Packet Pg. 1136 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 34.64 120.32 127.94 4.29 0.00 59.08 0.00 119.72 0.00 0.00 0.00 Movement LOS C F F A E F d_A, Approach Delay [s/veh]68.89 35.14 85.73 0.00 Approach LOS E D F A d_I, Intersection Delay [s/veh]51.08 Intersection LOS D Intersection V/C 1.152 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.107 2.924 Crosswalk LOS F F B C s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]817 1633 0 0 d_b, Bicycle Delay [s]21.00 2.02 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.103 3.273 4.132 4.132 Bicycle LOS C C D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-168 8.1.d Packet Pg. 1137 0.760Volume to Capacity (v/c): BLevel Of Service: 18.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0121311473596701362234000Total Analysis Volume [veh/h] 030329184242034159000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0121311473596701362234000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0121311473596701362234000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-169 8.1.d Packet Pg. 1138 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0801806200100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-170 8.1.d Packet Pg. 1139 241.99125.34517.15259.18112.53203.7695th-Percentile Queue Length [ft/ln] 9.685.0120.6910.374.508.1595th-Percentile Queue Length [veh/ln] 143.6969.63361.29156.5762.52115.5950th-Percentile Queue Length [ft/ln] 5.752.7914.456.262.504.6250th-Percentile Queue Length [veh/ln] NoYesYesNoNoYesCritical Lane Group ADCBCCLane Group LOS 9.1248.7827.4415.0127.9530.92d, Delay for Lane Group [s/veh] 0.530.770.900.530.310.49X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.208.307.430.241.893.45d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.210.110.500.50k, delay calibration 8.9340.4920.0114.7726.0627.47d1, Uniform Delay [s] 22741488131821433486c, Capacity [veh/h] 356017811589356015891782s, saturation flow rate [veh/h] 0.340.060.460.270.090.13(v / s)_i Volume / Saturation Flow Rate 0.640.080.510.510.270.27g / C, Green / Cycle 57746462525g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-171 8.1.d Packet Pg. 1140 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 30.92 30.92 27.95 0.00 15.01 27.44 48.78 9.12 0.00 Movement LOS C C C B C D A d_A, Approach Delay [s/veh]0.00 29.83 20.38 12.53 Approach LOS A C C B d_I, Intersection Delay [s/veh]18.35 Intersection LOS B Intersection V/C 0.760 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.253 1.896 0.000 0.000 Crosswalk LOS B A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 1289 1689 d_b, Bicycle Delay [s]45.00 39.20 5.69 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.173 2.964 2.654 Bicycle LOS D B C B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 4: 4 PM Year 2040 Buildout Version 6.00-03 Generated with C-172 8.1.d Packet Pg. 1141 0.148Volume to Capacity (v/c): BLevel Of Service: 11.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 001758471011100Total Analysis Volume [veh/h] 004421225325Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 001758471011100Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 001758471011100Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with C-173 8.1.d Packet Pg. 1142 BIntersection LOS 0.53d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.001.01d_A, Approach Delay [s/veh] 0.000.000.000.000.0012.9595th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.5295th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0011.26d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with C-174 8.1.d Packet Pg. 1143 0.977Volume to Capacity (v/c): DLevel Of Service: 36.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000314015004973509219610Total Analysis Volume [veh/h] 000790380124882302400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000314015004973509219610Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000314015004973509219610Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with C-175 8.1.d Packet Pg. 1144 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000160099270720Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 115Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with C-176 8.1.d Packet Pg. 1145 232.45232.45203.6637.07470.68940.80280.4695th-Percentile Queue Length [ft/ln] 9.309.308.151.4818.8337.6311.2295th-Percentile Queue Length [veh/ln] 136.61136.61115.5320.59323.25720.67172.7050th-Percentile Queue Length [ft/ln] 5.465.464.620.8212.9328.836.9150th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group EEEAEDBLane Group LOS 72.4372.4358.212.1576.6447.9513.90d, Delay for Lane Group [s/veh] 0.940.940.800.170.980.980.46X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 21.2921.297.890.1230.8725.070.72d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.270.500.50k, delay calibration 51.1351.1350.322.0345.7822.8813.18d1, Uniform Delay [s] 16616618629403569392104c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.100.100.080.140.200.580.27(v / s)_i Volume / Saturation Flow Rate 0.100.100.100.830.200.590.59g / C, Green / Cycle 12121295236868g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 115115115115115115115C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with C-177 8.1.d Packet Pg. 1146 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 13.90 47.95 76.64 2.15 0.00 58.21 72.43 72.43 0.00 0.00 0.00 Movement LOS B D E A E E E d_A, Approach Delay [s/veh]30.56 32.93 67.83 0.00 Approach LOS C C E A d_I, Intersection Delay [s/veh]36.61 Intersection LOS D Intersection V/C 0.977 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 47.03 47.03 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.103 2.674 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1183 1652 209 0 d_b, Bicycle Delay [s]9.60 1.74 46.13 57.50 I_b,int, Bicycle LOS Score for Intersection 3.112 2.258 2.325 4.132 Bicycle LOS C B B D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 16: 16 PM Year 2040 Buildout Version 6.00-03 Generated with C-178 8.1.d Packet Pg. 1147 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-VI YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS C-179 8.1.d Packet Pg. 1148 1.104Volume to Capacity (v/c): ELevel Of Service: 77.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 121402860004041200001791484Total Analysis Volume [veh/h] 30407200010130000448121Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 121402860004041200001791484Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 121402860004041200001791484Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-180 8.1.d Packet Pg. 1149 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0055000041006524Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-181 8.1.d Packet Pg. 1150 1118.591031.01469.24862.21944.38395.1295th-Percentile Queue Length [ft/ln] 44.7441.2418.7734.4937.7815.8095th-Percentile Queue Length [veh/ln] 803.63757.06322.08612.62723.78248.1450th-Percentile Queue Length [ft/ln] 32.1530.2812.8824.5028.959.9350th-Percentile Queue Length [veh/ln] YesNoNoYesNoYesCritical Lane Group FFDFDFLane Group LOS 104.3587.7752.8096.8147.53105.81d, Delay for Lane Group [s/veh] 1.111.070.821.090.991.11X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 69.8153.2314.4055.3718.4655.84d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.500.500.500.11k, delay calibration 34.5434.5438.4041.4529.0749.97d1, Uniform Delay [s] 67470349111001813437c, Capacity [veh/h] 158916571589356035602621s, saturation flow rate [veh/h] 0.470.450.250.340.500.18(v / s)_i Volume / Saturation Flow Rate 0.420.420.310.310.510.17g / C, Green / Cycle 515137376120g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-182 8.1.d Packet Pg. 1151 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]105.81 47.53 0.00 0.00 96.81 52.80 0.00 0.00 0.00 87.77 0.00 98.01 Movement LOS F D F D F F d_A, Approach Delay [s/veh]59.93 85.73 0.00 96.06 Approach LOS E F A F d_I, Intersection Delay [s/veh]77.70 Intersection LOS E Intersection V/C 1.104 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.162 2.460 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1017 617 0 0 d_b, Bicycle Delay [s]14.50 28.70 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.436 2.883 4.132 6.607 Bicycle LOS C C D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-183 8.1.d Packet Pg. 1152 1.182Volume to Capacity (v/c): FLevel Of Service: 93.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0002410981088037342417090Total Analysis Volume [veh/h] 0006002450220931064270Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0002410981088037342417090Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0002410981088037342417090Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-184 8.1.d Packet Pg. 1153 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000043077250520Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-185 8.1.d Packet Pg. 1154 239.24776.78165.16697.68406.711409.1095th-Percentile Queue Length [ft/ln] 9.5731.076.6127.9116.2756.3695th-Percentile Queue Length [veh/ln] 141.65524.6891.75464.22271.58988.2350th-Percentile Queue Length [ft/ln] 5.6720.993.6718.5710.8639.5350th-Percentile Queue Length [veh/ln] NoYesNoYesNoYesCritical Lane Group CFBFCFLane Group LOS 32.89113.4411.34156.0534.94133.30d, Delay for Lane Group [s/veh] 0.471.150.281.190.671.20X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.6672.940.23106.605.4897.30d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.150.500.330.500.50k, delay calibration 32.2340.4911.1149.4529.4635.99d1, Uniform Delay [s] 51685131003126351423c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.150.370.170.210.270.48(v / s)_i Volume / Saturation Flow Rate 0.320.320.610.180.400.40g / C, Green / Cycle 393973214848g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-186 8.1.d Packet Pg. 1155 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 133.30 34.94 156.05 11.34 0.00 113.44 0.00 32.89 0.00 0.00 0.00 Movement LOS F C F B F C d_A, Approach Delay [s/veh]113.74 54.42 97.55 0.00 Approach LOS F D F A d_I, Intersection Delay [s/veh]93.32 Intersection LOS F Intersection V/C 1.182 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.351 2.214 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]800 1217 0 0 d_b, Bicycle Delay [s]21.60 9.20 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.319 2.249 4.132 4.132 Bicycle LOS C B D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-187 8.1.d Packet Pg. 1156 0.705Volume to Capacity (v/c): CLevel Of Service: 27.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0116111435781301081507000Total Analysis Volume [veh/h] 029029892030270127000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0116111435781301081507000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0116111435781301081507000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-188 8.1.d Packet Pg. 1157 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0803304700100000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-189 8.1.d Packet Pg. 1158 398.52124.52298.75324.9852.59294.2095th-Percentile Queue Length [ft/ln] 15.944.9811.9513.002.1011.7795th-Percentile Queue Length [veh/ln] 265.0369.18186.71207.0029.22183.2150th-Percentile Queue Length [ft/ln] 10.602.777.478.281.177.3350th-Percentile Queue Length [veh/ln] YesNoNoNoNoYesCritical Lane Group CDCCBBLane Group LOS 24.8548.2334.1932.4712.0917.84d, Delay for Lane Group [s/veh] 0.810.760.810.830.130.56X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 1.127.833.721.860.352.53d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.110.500.50k, delay calibration 23.7440.4030.4730.6111.7415.31d1, Uniform Delay [s] 1439149438982806903c, Capacity [veh/h] 356017811589356015891781s, saturation flow rate [veh/h] 0.330.060.220.230.070.29(v / s)_i Volume / Saturation Flow Rate 0.400.080.280.280.510.51g / C, Green / Cycle 36725254646g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-190 8.1.d Packet Pg. 1159 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 17.84 17.84 12.09 0.00 32.47 34.19 48.23 24.85 0.00 Movement LOS B B B C C D C d_A, Approach Delay [s/veh]0.00 16.83 33.00 26.94 Approach LOS A B C C d_I, Intersection Delay [s/veh]27.22 Intersection LOS C Intersection V/C 0.705 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 1.883 2.015 0.000 0.000 Crosswalk LOS A B F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 133 956 1689 d_b, Bicycle Delay [s]45.00 39.20 12.27 1.09 I_b,int, Bicycle LOS Score for Intersection 4.132 2.576 2.525 2.611 Bicycle LOS D B B B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-191 8.1.d Packet Pg. 1160 0.138Volume to Capacity (v/c): BLevel Of Service: 12.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 00150111594875Total Analysis Volume [veh/h] 003827923719Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 00150111594875Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00150111594875Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-192 8.1.d Packet Pg. 1161 BIntersection LOS 0.41d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.000.93d_A, Approach Delay [s/veh] 0.000.000.000.000.0011.8795th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.4795th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0012.65d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.14V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-193 8.1.d Packet Pg. 1162 1.116Volume to Capacity (v/c): ELevel Of Service: 69.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001072030008652508387230Total Analysis Volume [veh/h] 0002680750216632101810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001072030008652508387230Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001072030008652508387230Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-194 8.1.d Packet Pg. 1163 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000400080190610Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-195 8.1.d Packet Pg. 1164 876.48876.48301.23233.25429.361214.73277.5295th-Percentile Queue Length [ft/ln] 35.0635.0612.059.3317.1748.5911.1095th-Percentile Queue Length [veh/ln] 612.38612.38188.61137.20274.01878.96170.4650th-Percentile Queue Length [ft/ln] 24.5024.507.545.4910.9635.166.8250th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group FFDBFFCLane Group LOS 121.81121.8136.4811.14120.7699.2221.58d, Delay for Lane Group [s/veh] 1.121.120.560.381.121.110.43X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 79.8379.831.140.5068.3267.700.79d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.500.500.130.500.130.500.50k, delay calibration 41.9841.9835.3410.6552.4431.5220.78d1, Uniform Delay [s] 47747753422552247541689c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.340.340.170.240.140.530.20(v / s)_i Volume / Saturation Flow Rate 0.300.300.300.630.130.470.47g / C, Green / Cycle 36363676155757g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120120C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-196 8.1.d Packet Pg. 1165 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 21.58 99.22 120.76 11.14 0.00 36.48 121.81 121.81 0.00 0.00 0.00 Movement LOS C F F B D F F d_A, Approach Delay [s/veh]63.26 35.72 103.15 0.00 Approach LOS E D F A d_I, Intersection Delay [s/veh]69.19 Intersection LOS E Intersection V/C 1.116 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.400 2.498 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]950 1267 600 0 d_b, Bicycle Delay [s]16.54 8.07 29.40 60.00 I_b,int, Bicycle LOS Score for Intersection 2.847 2.479 3.823 4.132 Bicycle LOS C B D D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 17: 17 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-197 8.1.d Packet Pg. 1166 1.219Volume to Capacity (v/c): FLevel Of Service: 82.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 550021000010461954001253537Total Analysis Volume [veh/h] 13805300026248900313134Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 550021000010461954001253537Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 550021000010461954001253537Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-198 8.1.d Packet Pg. 1167 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 000000070070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0027000069009324Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissPermissPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-199 8.1.d Packet Pg. 1168 729.33734.151748.991057.73242.51518.5095th-Percentile Queue Length [ft/ln] 29.1729.3769.9642.319.7020.7495th-Percentile Queue Length [veh/ln] 482.13489.751225.01811.77144.08325.8850th-Percentile Queue Length [ft/ln] 19.2919.5949.0032.475.7613.0450th-Percentile Queue Length [veh/ln] YesNoYesNoNoYesCritical Lane Group FFFFAFLane Group LOS 169.02159.16135.2651.546.80157.00d, Delay for Lane Group [s/veh] 1.221.201.221.010.471.23X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 120.54110.68107.7524.020.61107.02d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.400.390.500.500.500.11k, delay calibration 48.4848.4827.5227.526.1949.97d1, Uniform Delay [s] 30532486019272640437c, Capacity [veh/h] 158916881589356035602621s, saturation flow rate [veh/h] 0.230.230.660.550.350.20(v / s)_i Volume / Saturation Flow Rate 0.190.190.540.540.740.17g / C, Green / Cycle 232365658920g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120C, Cycle Length [s] RCRCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-200 8.1.d Packet Pg. 1169 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]157.00 6.80 0.00 0.00 51.54 135.26 0.00 0.00 0.00 159.16 0.00 165.88 Movement LOS F A F F F F d_A, Approach Delay [s/veh]51.86 80.73 0.00 163.98 Approach LOS D F A F d_I, Intersection Delay [s/veh]82.82 Intersection LOS F Intersection V/C 1.219 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.500 2.099 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1483 1083 0 0 d_b, Bicycle Delay [s]4.00 12.60 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 3.036 4.035 4.132 5.386 Bicycle LOS C D D F ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-201 8.1.d Packet Pg. 1170 1.176Volume to Capacity (v/c): DLevel Of Service: 53.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 00020702640234477777311230Total Analysis Volume [veh/h] 0005206605861941932810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 00020702640234477777311230Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 00020702640234477777311230Base Volume Input [veh/h] SR-60 EB RampsSR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-202 8.1.d Packet Pg. 1171 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.00.02.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.00.02.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Vehicle Extension [s] 0000017098470510Split [s] 0.00.00.00.00.01.00.01.01.00.01.00.0All red [s] 0.00.00.00.00.03.00.03.03.00.03.00.0Amber [s] 0000030030300300Maximum Green [s] 000006066060Minimum Green [s] -----Lead--Lead---Lead / Lag Auxiliary Signal Groups 000003061020Signal group PermissPermissPermissPermissPermissPermissPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 115Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-203 8.1.d Packet Pg. 1172 374.32184.50199.111241.701277.12501.3895th-Percentile Queue Length [ft/ln] 14.977.387.9649.6751.0820.0695th-Percentile Queue Length [veh/ln] 230.35102.50112.24876.44891.12348.3450th-Percentile Queue Length [ft/ln] 9.214.104.4935.0635.6413.9350th-Percentile Queue Length [veh/ln] YesNoNoYesYesNoCritical Lane Group FEAFFCLane Group LOS 131.7759.124.12127.48133.9533.35d, Delay for Lane Group [s/veh] 1.150.890.561.171.190.77X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 80.808.860.5691.4699.974.01d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.50k, delay calibration 50.9750.253.5636.0333.9829.34d1, Uniform Delay [s] 18029741626656501456c, Capacity [veh/h] 158926215094178115893560s, saturation flow rate [veh/h] 0.130.100.460.440.490.32(v / s)_i Volume / Saturation Flow Rate 0.110.110.820.370.410.41g / C, Green / Cycle 131394434747g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 115115115115115115C, Cycle Length [s] RLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-204 8.1.d Packet Pg. 1173 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 33.35 133.95 127.48 4.12 0.00 59.12 0.00 131.77 0.00 0.00 0.00 Movement LOS C F F A E F d_A, Approach Delay [s/veh]74.36 34.83 91.05 0.00 Approach LOS E C F A d_I, Intersection Delay [s/veh]53.31 Intersection LOS D Intersection V/C 1.176 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 47.03 47.03 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.105 2.946 Crosswalk LOS F F B C s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]817 1635 0 0 d_b, Bicycle Delay [s]20.10 1.92 57.50 57.50 I_b,int, Bicycle LOS Score for Intersection 3.124 3.276 4.132 4.132 Bicycle LOS C C D D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------321Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-205 8.1.d Packet Pg. 1174 0.778Volume to Capacity (v/c): BLevel Of Service: 18.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 13: SR-57 SB Ramps at Pathfinder Road Intersection Level Of Service Report NoNoYesYesCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0121511476097101362234000Total Analysis Volume [veh/h] 030429190243034159000Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0121511476097101362234000Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0121511476097101362234000Base Volume Input [veh/h] Pathfinder RdPathfinder RdSR-57 SB RampsSR-57 SB RampsName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-206 8.1.d Packet Pg. 1175 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.02.02.00.02.00.00.02.00.00.00.00.0l2, Clearance Lost Time [s] 0.02.02.00.02.00.00.02.00.00.00.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 070040000000Pedestrian Clearance [s] 070070000000Walk [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Vehicle Extension [s] 0741805600160000Split [s] 0.01.01.00.01.00.00.01.00.00.00.00.0All red [s] 0.03.03.00.03.00.00.03.00.00.00.00.0Amber [s] 0303003000300000Maximum Green [s] 066060060000Minimum Green [s] --Lead---------Lead / Lag Auxiliary Signal Groups 047080060000Signal group PermissPermissProtectePermissPermissPermissPermissPermissPermissPermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-207 8.1.d Packet Pg. 1176 233.19125.34548.90253.69115.19207.9695th-Percentile Queue Length [ft/ln] 9.335.0121.9610.154.618.3295th-Percentile Queue Length [veh/ln] 137.1669.63387.49152.4563.99118.6450th-Percentile Queue Length [ft/ln] 5.492.7915.506.102.564.7550th-Percentile Queue Length [veh/ln] NoYesYesNoNoYesCritical Lane Group ADCBCCLane Group LOS 8.5548.7829.7014.3129.0132.29d, Delay for Lane Group [s/veh] 0.520.770.910.520.330.51X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.198.3010.060.232.103.92d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.280.110.500.50k, delay calibration 8.3640.4919.6314.0926.9128.37d1, Uniform Delay [s] 23151488311862415465c, Capacity [veh/h] 356017811589356015891782s, saturation flow rate [veh/h] 0.340.060.480.270.090.13(v / s)_i Volume / Saturation Flow Rate 0.650.080.520.520.260.26g / C, Green / Cycle 58747472424g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] CLRCRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-208 8.1.d Packet Pg. 1177 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 0.00 0.00 32.29 32.29 29.01 0.00 14.31 29.70 48.78 8.55 0.00 Movement LOS C C C B C D A d_A, Approach Delay [s/veh]0.00 31.09 21.07 12.00 Approach LOS A C C B d_I, Intersection Delay [s/veh]18.64 Intersection LOS B Intersection V/C 0.778 Other Modes g_Walk,mi, Effective Walk Time [s]11.0 11.0 0.0 0.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]34.67 34.67 0.00 0.00 I_p,int, Pedestrian LOS Score for Intersection 2.277 1.896 0.000 0.000 Crosswalk LOS B A F F s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 267 1156 1556 d_b, Bicycle Delay [s]45.00 33.80 8.02 2.22 I_b,int, Bicycle LOS Score for Intersection 4.132 2.173 2.988 2.656 Bicycle LOS D B C B ----------------Ring 4 ----------------Ring 3 -------------876Ring 2 -------------4--Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-209 8.1.d Packet Pg. 1178 0.149Volume to Capacity (v/c): BLevel Of Service: 11.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 14: Lemon Avenue at SR-60 WB Ramps (Future) Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 WB Ramps (Future)Lemon AveLemon AveName Intersection Setup 000Pedestrian Volume [ped/h] 001758531011100Total Analysis Volume [veh/h] 004421325325Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 001758531011100Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 001758531011100Base Volume Input [veh/h] SR-60 WB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-210 8.1.d Packet Pg. 1179 BIntersection LOS 0.53d_I, Intersection Delay [s/veh] AAAApproach LOS 0.000.001.02d_A, Approach Delay [s/veh] 0.000.000.000.000.0013.0395th-Percentile Queue Length [ft/ln] 0.000.000.000.000.000.5295th-Percentile Queue Length [veh/ln] AAABMovement LOS 0.000.000.000.000.0011.30d_M, Delay for Movement [s/veh] 0.000.000.000.010.010.15V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median Two-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-211 8.1.d Packet Pg. 1180 0.976Volume to Capacity (v/c): DLevel Of Service: 37.7Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000327015005033509219610Total Analysis Volume [veh/h] 000820380126882302400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000327015005033509219610Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000327015005033509219610Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-212 8.1.d Packet Pg. 1181 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 00001700103280750Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-213 8.1.d Packet Pg. 1182 247.41247.41207.9341.25490.11974.77292.3895th-Percentile Queue Length [ft/ln] 9.909.908.321.6519.6038.9911.7095th-Percentile Queue Length [veh/ln] 147.74147.74118.6222.92339.11750.18181.8250th-Percentile Queue Length [ft/ln] 5.915.914.740.9213.5630.017.2750th-Percentile Queue Length [veh/ln] NoYesNoNoYesYesNoCritical Lane Group EEEAFDBLane Group LOS 74.4074.4058.562.2780.1648.7514.44d, Delay for Lane Group [s/veh] 0.950.950.780.170.980.980.46X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 21.2721.276.520.1332.4024.920.72d2, Incremental Delay [s] 1.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.290.500.50k, delay calibration 53.1253.1252.042.1547.7623.8313.73d1, Uniform Delay [s] 17317319329363569402105c, Capacity [veh/h] 1589158917813560178115893560s, saturation flow rate [veh/h] 0.100.100.080.140.200.580.27(v / s)_i Volume / Saturation Flow Rate 0.110.110.110.820.200.590.59g / C, Green / Cycle 13131399247171g_i, Effective Green Time [s] 2.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120120120C, Cycle Length [s] RCLCLRCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-214 8.1.d Packet Pg. 1183 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 14.44 48.75 80.16 2.27 0.00 58.56 74.40 74.40 0.00 0.00 0.00 Movement LOS B D F A E E E d_A, Approach Delay [s/veh]31.23 34.23 69.42 0.00 Approach LOS C C E A d_I, Intersection Delay [s/veh]37.70 Intersection LOS D Intersection V/C 0.976 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.109 2.676 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1183 1650 217 0 d_b, Bicycle Delay [s]10.00 1.84 47.70 60.00 I_b,int, Bicycle LOS Score for Intersection 3.112 2.263 2.347 4.132 Bicycle LOS C B B D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 18: 18 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with C-215 8.1.d Packet Pg. 1184 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix C Sub.doc APPENDIX C-VII YEAR 2040 BUILDOUT PLUS PROJECT WITH IMPROVEMENTS TRAFFIC CONDITIONS C-216 8.1.d Packet Pg. 1185 0.946Volume to Capacity (v/c): DLevel Of Service: 39.6Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 121402860004041200001791484Total Analysis Volume [veh/h] 30407200010130000448121Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 121402860004041200001791484Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 121402860004041200001791484Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-217 8.1.d Packet Pg. 1186 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000700110Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0060000032006028Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissUnsignaPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 120Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-218 8.1.d Packet Pg. 1187 602.86226.60483.93494.99304.7795th-Percentile Queue Length [ft/ln] 24.119.0619.3619.8012.1995th-Percentile Queue Length [veh/ln] 432.36132.29334.06343.10191.3450th-Percentile Queue Length [ft/ln] 17.295.2913.3613.727.6550th-Percentile Queue Length [veh/ln] YesNoYesNoYesCritical Lane Group DCECELane Group LOS 36.7221.6959.3026.8855.32d, Delay for Lane Group [s/veh] 0.950.360.940.730.93X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 5.080.2715.101.978.05d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.11k, delay calibration 31.6421.4344.2024.9247.27d1, Uniform Delay [s] 127380612702450520c, Capacity [veh/h] 28131781509450942621s, saturation flow rate [veh/h] 0.430.160.240.350.18(v / s)_i Volume / Saturation Flow Rate 0.450.450.250.480.20g / C, Green / Cycle 5454305824g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 120120120120120C, Cycle Length [s] RLCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-219 8.1.d Packet Pg. 1188 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]55.32 26.88 0.00 0.00 59.30 0.00 0.00 0.00 0.00 21.69 0.00 36.72 Movement LOS E C E C D d_A, Approach Delay [s/veh]32.93 59.30 0.00 33.85 Approach LOS C E A C d_I, Intersection Delay [s/veh]39.57 Intersection LOS D Intersection V/C 0.946 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 49.50 49.50 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 1.965 2.441 Crosswalk LOS F F A B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]933 467 0 0 d_b, Bicycle Delay [s]17.07 35.27 60.00 60.00 I_b,int, Bicycle LOS Score for Intersection 2.811 2.220 4.132 4.132 Bicycle LOS C B D D ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-220 8.1.d Packet Pg. 1189 0.650Volume to Capacity (v/c): BLevel Of Service: 15.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesNoNoCrosswalk NoNoNoCurb Present 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 EB RampsGrand AveGrand AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000v_ab, Corner Pedestrian Volume [ped/h] 000v_ci, Inbound Pedestrian Volume crossing mi 000v_co, Outbound Pedestrian Volume crossing 000v_di, Inbound Pedestrian Volume crossing m 000v_do, Outbound Pedestrian Volume crossing 000000Local Bus Stopping Rate [/h] 000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 24198137388021330Total Analysis Volume [veh/h] 60245932205330Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 24198137388021330Total Hourly Volume [veh/h] 000000Right-Turn on Red Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 24198137388021330Base Volume Input [veh/h] SR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-221 8.1.d Packet Pg. 1190 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.0Detector Location [ft] NoNoNoPedestrian Recall NoNoNoMaximum Recall NoNoNoMinimum Recall 0.02.00.02.02.00.0l2, Clearance Lost Time [s] 0.02.00.02.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0001400Pedestrian Clearance [s] 000700Walk [s] 0.03.00.03.03.00.0Vehicle Extension [s] 065025250Split [s] 0.01.00.01.01.00.0All red [s] 0.03.00.03.03.00.0Amber [s] 030030300Maximum Green [s] 060660Minimum Green [s] -Lead----Lead / Lag Auxiliary Signal Groups 030620Signal group PermissivePermissivePermissivePermissivePermissivePermissiveControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-222 8.1.d Packet Pg. 1191 190.48267.3099.9799.9793.44233.0795th-Percentile Queue Length [ft/ln] 7.6210.694.004.003.749.3295th-Percentile Queue Length [veh/ln] 106.04162.7155.5455.5451.91137.0750th-Percentile Queue Length [ft/ln] 4.246.512.222.222.085.4850th-Percentile Queue Length [veh/ln] NoYesNoNoNoYesCritical Lane Group CCAAABLane Group LOS 26.6530.758.788.788.2210.45d, Delay for Lane Group [s/veh] 0.500.830.260.260.240.52X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 0.821.550.650.650.190.46d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.50k, delay calibration 25.8329.208.138.138.049.99d1, Uniform Delay [s] 479118596996931054140c, Capacity [veh/h] 158939321589158950946792s, saturation flow rate [veh/h] 0.150.250.160.160.150.31(v / s)_i Volume / Saturation Flow Rate 0.300.300.610.610.610.61g / C, Green / Cycle 272755555555g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RLRCCCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-223 8.1.d Packet Pg. 1192 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 10.45 8.22 8.78 30.75 26.65 Movement LOS B A A C C d_A, Approach Delay [s/veh]10.45 8.44 29.94 Approach LOS B A C d_I, Intersection Delay [s/veh]15.07 Intersection LOS B Intersection V/C 0.650 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.712 Crosswalk LOS F F B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 0 0 d_b, Bicycle Delay [s]45.00 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 5.012 4.649 4.132 Bicycle LOS F E D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------32-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 5: 5 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-224 8.1.d Packet Pg. 1193 0.837Volume to Capacity (v/c): CLevel Of Service: 30.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 0001072030008652508387230Total Analysis Volume [veh/h] 0002680750216632101810Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 0001072030008652508387230Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 0001072030008652508387230Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 19: 19 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-225 8.1.d Packet Pg. 1194 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000520048120360Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 100Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 19: 19 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-226 8.1.d Packet Pg. 1195 485.51485.51226.85243.49154.42433.95433.95392.3295th-Percentile Queue Length [ft/ln] 19.4219.429.079.746.1817.3617.3615.6995th-Percentile Queue Length [veh/ln] 335.35335.35132.47144.8285.79293.48293.48260.0850th-Percentile Queue Length [ft/ln] 13.4113.415.305.793.4311.7411.7410.4050th-Percentile Queue Length [veh/ln] NoYesNoNoYesNoYesNoCritical Lane Group DDCBECCCLane Group LOS 39.7939.7923.8714.4955.2833.2133.2127.32d, Delay for Lane Group [s/veh] 0.900.900.450.450.890.770.770.66X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 10.4310.430.470.759.748.468.464.26d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.240.240.110.500.110.500.500.50k, delay calibration 29.3629.3623.4013.7445.5424.7524.7523.07d1, Uniform Delay [s] 5985986701936280672672791c, Capacity [veh/h] 15891589178135603459158915891870s, saturation flow rate [veh/h] 0.340.340.170.240.070.330.330.28(v / s)_i Volume / Saturation Flow Rate 0.380.380.380.540.080.420.420.42g / C, Green / Cycle 383838548424242g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 100100100100100100100100C, Cycle Length [s] RCLCLRCCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 19: 19 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-227 8.1.d Packet Pg. 1196 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 27.32 33.21 55.28 14.49 0.00 23.87 39.79 39.79 0.00 0.00 0.00 Movement LOS C C E B C D D d_A, Approach Delay [s/veh]31.25 23.64 36.31 0.00 Approach LOS C C D A d_I, Intersection Delay [s/veh]30.87 Intersection LOS C Intersection V/C 0.837 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 39.61 39.61 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.391 2.250 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]640 880 960 0 d_b, Bicycle Delay [s]23.12 15.68 13.52 50.00 I_b,int, Bicycle LOS Score for Intersection 2.847 2.479 3.823 4.132 Bicycle LOS C B D D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 19: 19 AM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-228 8.1.d Packet Pg. 1197 0.885Volume to Capacity (v/c): CLevel Of Service: 28.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 7: Brea Canyon Road at SR-60 WB Ramps Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 550021000010461954001253537Total Analysis Volume [veh/h] 13805300026248900313134Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 550021000010461954001253537Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 550021000010461954001253537Base Volume Input [veh/h] SR-60 WB RampsSR-60 WB RampsBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-229 8.1.d Packet Pg. 1198 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.02.00.00.00.00.02.00.00.02.02.0l2, Clearance Lost Time [s] 0.00.02.00.00.00.00.02.00.00.02.02.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000700110Pedestrian Clearance [s] 000000070070Walk [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Vehicle Extension [s] 0032000030007343Split [s] 0.00.01.00.00.00.00.01.00.00.01.01.0All red [s] 0.00.03.00.00.00.00.03.00.00.03.03.0Amber [s] 0030000030003030Maximum Green [s] 006000060066Minimum Green [s] --Lead--------LeadLead / Lag Auxiliary Signal Groups 007000060025Signal group SplitPermissSplitPermissPermissPermissUnsignaPermissPermissPermissPermissProtecteControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 105Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-230 8.1.d Packet Pg. 1199 288.79211.39551.17148.17282.7895th-Percentile Queue Length [ft/ln] 11.558.4622.055.9311.3195th-Percentile Queue Length [veh/ln] 179.06121.14389.3682.32174.4750th-Percentile Queue Length [ft/ln] 7.164.8515.573.296.9850th-Percentile Queue Length [veh/ln] YesNoYesNoYesCritical Lane Group DDCADLane Group LOS 44.0337.2433.016.4243.55d, Delay for Lane Group [s/veh] 0.880.530.890.350.89X, volume / capacity Lane Group Results 1.001.001.001.001.00PF, progression factor 1.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.00d3, Initial Queue Delay [s] 4.421.125.670.274.55d2, Incremental Delay [s] 1.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.11k, delay calibration 39.6036.1227.356.1539.00d1, Uniform Delay [s] 62239422073580607c, Capacity [veh/h] 28131781509450942621s, saturation flow rate [veh/h] 0.200.120.380.250.20(v / s)_i Volume / Saturation Flow Rate 0.220.220.430.700.23g / C, Green / Cycle 2323457424g_i, Effective Green Time [s] 2.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.00L, Total Lost Time per Cycle [s] 105105105105105C, Cycle Length [s] RLCCLLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-231 8.1.d Packet Pg. 1200 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]43.55 6.42 0.00 0.00 33.01 0.00 0.00 0.00 0.00 37.24 0.00 44.03 Movement LOS D A C D D d_A, Approach Delay [s/veh]17.56 33.01 0.00 42.15 Approach LOS B C A D d_I, Intersection Delay [s/veh]28.41 Intersection LOS C Intersection V/C 0.885 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 42.08 42.08 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 1.984 2.194 Crosswalk LOS F F A B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]1314 495 0 0 d_b, Bicycle Delay [s]6.17 29.72 52.50 52.50 I_b,int, Bicycle LOS Score for Intersection 2.544 2.634 4.132 4.132 Bicycle LOS B B D D ----------------Ring 4 ----------------Ring 3 -------------765Ring 2 --------------2-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-232 8.1.d Packet Pg. 1201 0.603Volume to Capacity (v/c): ALevel Of Service: 7.8Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 11: Grand Avenue at SR-60 EB Ramps Intersection Level Of Service Report YesNoNoCrosswalk NoNoNoCurb Present 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftRightThruThruLeftTurning Movement Lane Configuration EastboundSouthboundNorthboundApproach SR-60 EB RampsGrand AveGrand AveName Intersection Setup 000Bicycle Volume [bicycles/h] 000v_ab, Corner Pedestrian Volume [ped/h] 000v_ci, Inbound Pedestrian Volume crossing mi 000v_co, Outbound Pedestrian Volume crossing 000v_di, Inbound Pedestrian Volume crossing m 000v_do, Outbound Pedestrian Volume crossing 000000Local Bus Stopping Rate [/h] 000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 207264777234418960Total Analysis Volume [veh/h] 52661945864740Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 207264777234418960Total Hourly Volume [veh/h] 000000Right-Turn on Red Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 207264777234418960Base Volume Input [veh/h] SR-60 EB RampsGrand AveGrand AveName Volumes 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-233 8.1.d Packet Pg. 1202 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.0Detector Location [ft] NoNoNoPedestrian Recall NoNoNoMaximum Recall NoNoNoMinimum Recall 0.02.00.02.02.00.0l2, Clearance Lost Time [s] 0.02.00.02.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0001400Pedestrian Clearance [s] 000700Walk [s] 0.03.00.03.03.00.0Vehicle Extension [s] 060030300Split [s] 0.01.00.01.01.00.0All red [s] 0.03.00.03.03.00.0Amber [s] 030030300Maximum Green [s] 060660Minimum Green [s] -Lead----Lead / Lag Auxiliary Signal Groups 030620Signal group PermissivePermissivePermissivePermissivePermissivePermissiveControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 90Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-234 8.1.d Packet Pg. 1203 206.2477.64182.33182.24158.64104.2195th-Percentile Queue Length [ft/ln] 8.253.117.297.296.354.1795th-Percentile Queue Length [veh/ln] 117.3943.13101.30101.2488.1457.9050th-Percentile Queue Length [ft/ln] 4.701.734.054.053.532.3250th-Percentile Queue Length [veh/ln] YesNoYesNoNoNoCritical Lane Group DCAAAALane Group LOS 41.8634.176.356.344.964.16d, Delay for Lane Group [s/veh] 0.800.410.520.520.490.37X, volume / capacity Lane Group Results 1.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.00d3, Initial Queue Delay [s] 5.660.431.661.660.460.21d2, Incremental Delay [s] 1.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.500.500.500.50k, delay calibration 36.2033.754.694.694.503.95d1, Uniform Delay [s] 2596401189119038115081c, Capacity [veh/h] 158939321589159050946792s, saturation flow rate [veh/h] 0.130.070.390.390.370.28(v / s)_i Volume / Saturation Flow Rate 0.160.160.750.750.750.75g / C, Green / Cycle 151567676767g_i, Effective Green Time [s] 2.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 909090909090C, Cycle Length [s] RLRCCCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-235 8.1.d Packet Pg. 1204 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 4.16 4.96 6.35 34.17 41.86 Movement LOS A A A C D d_A, Approach Delay [s/veh]4.16 5.51 37.55 Approach LOS A A D d_I, Intersection Delay [s/veh]7.80 Intersection LOS A Intersection V/C 0.603 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 34.67 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.655 Crosswalk LOS F F B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]0 0 0 d_b, Bicycle Delay [s]45.00 45.00 45.00 I_b,int, Bicycle LOS Score for Intersection 4.915 5.420 4.132 Bicycle LOS E F D ----------------Ring 4 ----------------Ring 3 --------------6-Ring 2 -------------32-Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 15: 15 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-236 8.1.d Packet Pg. 1205 0.685Volume to Capacity (v/c): CLevel Of Service: 20.1Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: SignalizedControl Type: Intersection 15: Lemon Avenue at SR-60 EB Ramps (Future) Intersection Level Of Service Report YesYesNoNoCrosswalk NoNoNoCurb Present 0.000.000.000.00Grade [%] 30.0030.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft] RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement Lane Configuration WestboundEastboundSouthboundNorthboundApproach SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Intersection Setup 0000Bicycle Volume [bicycles/h] 0000v_ab, Corner Pedestrian Volume [ped/h] 0000v_ci, Inbound Pedestrian Volume crossing mi 0000v_co, Outbound Pedestrian Volume crossing 0000v_di, Inbound Pedestrian Volume crossing m 0000v_do, Outbound Pedestrian Volume crossing 000000000000Local Bus Stopping Rate [/h] 000000000000On-Street Parking Maneuver Rate [/h] NoNoNoNoNoNoPresence of On-Street Parking 000327015005033509219610Total Analysis Volume [veh/h] 000820380126882302400Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor 000327015005033509219610Total Hourly Volume [veh/h] 000000000000Right-Turn on Red Volume [veh/h] 000000000000Other Volume [veh/h] 000000000000Existing Site Adjustment Volume [veh/h] 000000000000Pass-by Trips [veh/h] 000000000000Diverted Trips [veh/h] 000000000000Site-Generated Trips [veh/h] 000000000000In-Process Volume [veh/h] 1.001.001.001.001.001.001.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 000327015005033509219610Base Volume Input [veh/h] SR-60 EB Ramps (Future)SR-60 EB Ramps (Future)Lemon AveLemon AveName Volumes 3842 - Brea Canyon Business Center Scenario 20: 20 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-237 8.1.d Packet Pg. 1206 0Pedestrian Clearance [s] 0Pedestrian Walk [s] 0Pedestrian Signal Group Exclusive Pedestrian Phase 1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft] 0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft] NoNoNoNoPedestrian Recall NoNoNoNoMaximum Recall NoNoNoNoMinimum Recall 0.00.00.00.02.00.00.02.02.00.02.00.0l2, Clearance Lost Time [s] 0.00.00.00.02.00.00.02.02.00.02.00.0l1, Start-Up Lost Time [s] NoNoNoRest In Walk 0000000110070Pedestrian Clearance [s] 000000070070Walk [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Vehicle Extension [s] 0000290066480180Split [s] 0.00.00.00.01.00.00.01.01.00.01.00.0All red [s] 0.00.00.00.03.00.00.03.03.00.03.00.0Amber [s] 0000300030300300Maximum Green [s] 000060066060Minimum Green [s] --------Lead---Lead / Lag Auxiliary Signal Groups 000080061020Signal group PermissPermissPermissSplitSplitSplitPermissPermissProtectePermissPermissPermissControl Type Phasing & Timing 12.00Lost time [s] SingleBandPermissive Mode LeadGreenOffset Reference 0.0Offset [s] Fully actuatedActuation Type Time of Day Pattern CoordinatedCoordination Type 95Cycle Length [s] -Signal Coordination Group NoLocated in CBD Intersection Settings 3842 - Brea Canyon Business Center Scenario 20: 20 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-238 8.1.d Packet Pg. 1207 180.17180.17155.9339.72184.18332.90332.15301.6395th-Percentile Queue Length [ft/ln] 7.217.216.241.597.3713.3213.2912.0795th-Percentile Queue Length [veh/ln] 100.10100.1086.6322.06102.32213.18212.59188.9250th-Percentile Queue Length [ft/ln] 4.004.003.470.884.098.538.507.5650th-Percentile Queue Length [veh/ln] YesNoNoNoYesYesNoNoCritical Lane Group DDDADBBBLane Group LOS 45.9545.9541.892.7442.9315.1715.1112.71d, Delay for Lane Group [s/veh] 0.780.780.640.180.780.650.640.55X, volume / capacity Lane Group Results 1.001.001.001.001.001.001.001.00PF, progression factor 1.001.001.001.001.001.001.001.00Rp, platoon ratio 0.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s] 6.086.082.840.142.943.313.271.90d2, Incremental Delay [s] 1.001.001.001.001.001.001.001.00I, Upstream Filtering Factor 0.110.110.110.500.110.500.500.50k, delay calibration 39.8739.8739.062.5940.0011.8611.8410.81d1, Uniform Delay [s] 21021023627894509729751143c, Capacity [veh/h] 15891589178135603459158915951870s, saturation flow rate [veh/h] 0.100.100.080.140.100.390.390.34(v / s)_i Volume / Saturation Flow Rate 0.130.130.130.780.130.610.610.61g / C, Green / Cycle 1313137412585858g_i, Effective Green Time [s] 2.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s] 0.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s] 4.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s] 9595959595959595C, Cycle Length [s] RCLCLRCCLane Group Lane Group Calculations 3842 - Brea Canyon Business Center Scenario 20: 20 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-239 8.1.d Packet Pg. 1208 Movement, Approach, & Intersection Results d_M, Delay for Movement [s/veh]0.00 12.76 15.15 42.93 2.74 0.00 41.89 45.95 45.95 0.00 0.00 0.00 Movement LOS B B D A D D D d_A, Approach Delay [s/veh]14.33 19.23 44.67 0.00 Approach LOS B B D A d_I, Intersection Delay [s/veh]20.14 Intersection LOS C Intersection V/C 0.685 Other Modes g_Walk,mi, Effective Walk Time [s]0.0 0.0 11.0 11.0 M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00 d_p, Pedestrian Delay [s]0.00 0.00 37.14 37.14 I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 2.097 2.337 Crosswalk LOS F F B B s_b, Saturation Flow Rate of the bicycle lane 2000 2000 2000 2000 c_b, Capacity of the bicycle lane [bicycles/h]295 1305 526 0 d_b, Bicycle Delay [s]34.53 5.73 25.79 47.50 I_b,int, Bicycle LOS Score for Intersection 3.112 2.263 2.347 4.132 Bicycle LOS C B B D ----------------Ring 4 ----------------Ring 3 -------------86-Ring 2 --------------21Ring 1 Sequence 3842 - Brea Canyon Business Center Scenario 20: 20 PM Year 2040 Buildout Plus Project [MIT] Version 6.00-03 Generated with C-240 8.1.d Packet Pg. 1209 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX D PROJECT DRIVEWAY LEVEL OF SERVICE CALCULATION WORKSHEETS D-1 8.1.d Packet Pg. 1210 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix D Sub.doc APPENDIX D-I EXISTING PLUS PROJECT TRAFFIC CONDITIONS D-2 8.1.d Packet Pg. 1211 0.148Volume to Capacity (v/c): CLevel Of Service: 20.3Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 16: Brea Canyon Road at Project Driveway Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Project DwyBrea Canyon RdBrea Canyon RdName Intersection Setup 000Pedestrian Volume [ped/h] 410126101161824Total Analysis Volume [veh/h] 100315029456Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 410126101161824Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 410126101161824Base Volume Input [veh/h] Project DwyBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with D-3 8.1.d Packet Pg. 1212 CIntersection LOS 0.26d_I, Intersection Delay [s/veh] CAAApproach LOS 20.280.000.00d_A, Approach Delay [s/veh] 12.840.000.000.000.000.0095th-Percentile Queue Length [ft/ln] 0.510.000.000.000.000.0095th-Percentile Queue Length [veh/ln] CAAAMovement LOS 20.280.000.000.000.000.00d_M, Delay for Movement [s/veh] 0.150.000.010.000.000.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 9: 9 AM Existing Plus Project Version 6.00-03 Generated with D-4 8.1.d Packet Pg. 1213 0.275Volume to Capacity (v/c): CLevel Of Service: 15.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 16: Brea Canyon Road at Project Driveway Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Project DwyBrea Canyon RdBrea Canyon RdName Intersection Setup 000Pedestrian Volume [ped/h] 125018720631168Total Analysis Volume [veh/h] 310468016292Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 125018720631168Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 125018720631168Base Volume Input [veh/h] Project DwyBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with D-5 8.1.d Packet Pg. 1214 CIntersection LOS 0.62d_I, Intersection Delay [s/veh] CAAApproach LOS 15.880.000.00d_A, Approach Delay [s/veh] 27.670.000.000.000.000.0095th-Percentile Queue Length [ft/ln] 1.110.000.000.000.000.0095th-Percentile Queue Length [veh/ln] CAAAMovement LOS 15.880.000.000.000.000.00d_M, Delay for Movement [s/veh] 0.270.000.020.000.000.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 10: 10 PM Existing Plus Project Version 6.00-03 Generated with D-6 8.1.d Packet Pg. 1215 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix D Sub.doc APPENDIX D-II YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS D-7 8.1.d Packet Pg. 1216 0.153Volume to Capacity (v/c): CLevel Of Service: 20.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 16: Brea Canyon Road at Project Driveway Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Project DwyBrea Canyon RdBrea Canyon RdName Intersection Setup 000Pedestrian Volume [ped/h] 410128601161867Total Analysis Volume [veh/h] 100322029467Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 410128601161867Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 410128601161867Base Volume Input [veh/h] Project DwyBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with D-8 8.1.d Packet Pg. 1217 CIntersection LOS 0.26d_I, Intersection Delay [s/veh] CAAApproach LOS 20.880.000.00d_A, Approach Delay [s/veh] 13.330.000.000.000.000.0095th-Percentile Queue Length [ft/ln] 0.530.000.000.000.000.0095th-Percentile Queue Length [veh/ln] CAAAMovement LOS 20.880.000.000.000.000.00d_M, Delay for Movement [s/veh] 0.150.000.010.000.000.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 13: 13 AM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with D-9 8.1.d Packet Pg. 1218 0.284Volume to Capacity (v/c): CLevel Of Service: 16.4Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 16: Brea Canyon Road at Project Driveway Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Project DwyBrea Canyon RdBrea Canyon RdName Intersection Setup 000Pedestrian Volume [ped/h] 125019070631213Total Analysis Volume [veh/h] 310477016303Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 125019070631213Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 125019070631213Base Volume Input [veh/h] Project DwyBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with D-10 8.1.d Packet Pg. 1219 CIntersection LOS 0.62d_I, Intersection Delay [s/veh] CAAApproach LOS 16.410.000.00d_A, Approach Delay [s/veh] 28.940.000.000.000.000.0095th-Percentile Queue Length [ft/ln] 1.160.000.000.000.000.0095th-Percentile Queue Length [veh/ln] CAAAMovement LOS 16.410.000.000.000.000.00d_M, Delay for Movement [s/veh] 0.280.000.020.000.000.01V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 14: 14 PM Year 2020 Cumulative Plus Project Version 6.00-03 Generated with D-11 8.1.d Packet Pg. 1220 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix D Sub.doc APPENDIX D-III YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS D-12 8.1.d Packet Pg. 1221 0.338Volume to Capacity (v/c): ELevel Of Service: 49.2Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 16: Brea Canyon Road at Project Driveway Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Project DwyBrea Canyon RdBrea Canyon RdName Intersection Setup 000Pedestrian Volume [ped/h] 410160301162889Total Analysis Volume [veh/h] 100401029722Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 410160301162889Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 410160301162889Base Volume Input [veh/h] Project DwyBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with D-13 8.1.d Packet Pg. 1222 EIntersection LOS 0.43d_I, Intersection Delay [s/veh] EAAApproach LOS 49.200.000.00d_A, Approach Delay [s/veh] 33.790.000.000.000.000.0095th-Percentile Queue Length [ft/ln] 1.350.000.000.000.000.0095th-Percentile Queue Length [veh/ln] EAAAMovement LOS 49.200.000.000.000.000.00d_M, Delay for Movement [s/veh] 0.340.000.020.000.000.03V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 1: 1 AM Year 2040 Buildout Plus Project Version 6.00-03 Generated with D-14 8.1.d Packet Pg. 1223 0.424Volume to Capacity (v/c): DLevel Of Service: 25.9Delay (sec / veh): 15 minutesAnalysis Period: HCM 6th EditionAnalysis Method: Two-way stopControl Type: Intersection 16: Brea Canyon Road at Project Driveway Intersection Level Of Service Report YesNoNoCrosswalk 0.000.000.00Grade [%] 30.0030.0030.00Speed [mph] 100.00100.00100.00100.00100.00100.00Pocket Length [ft] 000000No. of Lanes in Pocket 12.0012.0012.0012.0012.0012.00Lane Width [ft] RightLeftThruLeftRightThruTurning Movement Lane Configuration WestboundSouthboundNorthboundApproach Project DwyBrea Canyon RdBrea Canyon RdName Intersection Setup 000Pedestrian Volume [ped/h] 125030000631740Total Analysis Volume [veh/h] 310750016435Total 15-Minute Volume [veh/h] 1.00001.00001.00001.00001.00001.0000Other Adjustment Factor 1.00001.00001.00001.00001.00001.0000Peak Hour Factor 125030000631740Total Hourly Volume [veh/h] 000000Other Volume [veh/h] 000000Existing Site Adjustment Volume [veh/h] 000000Pass-by Trips [veh/h] 000000Diverted Trips [veh/h] 000000Site-Generated Trips [veh/h] 000000In-Process Volume [veh/h] 1.001.001.001.001.001.00Growth Factor 2.002.002.002.002.002.00Heavy Vehicles Percentage [%] 1.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor 125030000631740Base Volume Input [veh/h] Project DwyBrea Canyon RdBrea Canyon RdName Volumes 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with D-15 8.1.d Packet Pg. 1224 DIntersection LOS 0.66d_I, Intersection Delay [s/veh] DAAApproach LOS 25.920.000.00d_A, Approach Delay [s/veh] 50.440.000.000.000.000.0095th-Percentile Queue Length [ft/ln] 2.020.000.000.000.000.0095th-Percentile Queue Length [veh/ln] DAAAMovement LOS 25.920.000.000.000.000.00d_M, Delay for Movement [s/veh] 0.420.000.030.000.000.02V/C, Movement V/C Ratio Movement, Approach, & Intersection Results 000Number of Storage Spaces in Median NoTwo-Stage Gap Acceptance 000Storage Area [veh] Flared Lane StopFreeFreePriority Scheme Intersection Settings 3842 - Brea Canyon Business Center Scenario 2: 2 PM Year 2040 Buildout Plus Project Version 6.00-03 Generated with D-16 8.1.d Packet Pg. 1225 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX E QUEUING CALCULATION WORKSHEETS E-1 8.1.d Packet Pg. 1226 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix E Sub.doc APPENDIX E-I EXISTING PLUS PROJECT TRAFFIC CONDITIONS E-2 8.1.d Packet Pg. 1227 E-38.1.dPacket Pg. 1228 E-48.1.dPacket Pg. 1229 E-58.1.dPacket Pg. 1230 E-68.1.dPacket Pg. 1231 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix E Sub.doc APPENDIX E-II YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS E-7 8.1.d Packet Pg. 1232 E-88.1.dPacket Pg. 1233 E-98.1.dPacket Pg. 1234 E-108.1.dPacket Pg. 1235 E-118.1.dPacket Pg. 1236 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix E Sub.doc APPENDIX E-III YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS E-12 8.1.d Packet Pg. 1237 E-138.1.dPacket Pg. 1238 E-148.1.dPacket Pg. 1239 E-158.1.dPacket Pg. 1240 E-168.1.dPacket Pg. 1241 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX F COST ESTIMATE CALCULATIONS 8.1.d Packet Pg. 1242 APPENDIX F-1 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #5: Brea Canyon Road at Lycoming Street Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 0 LF $8.00 $0.00 Remove PCC Sidewalk 0 LF $8.00 $0.00 Construct Curb and Gutter 0 LF $25.00 $0.00 Construct PCC Sidewalk 0 SF $10.00 $0.00 Construct AC Pavement 0 SF $6.00 $0.00 Construct Wheelchair Ramp 0 EA $2,700.00 $0.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 0 SF $25.00 $0.00 3 Traffic Signal Modification 0 LS $80,000.00 $0.00 4 Signing and Striping Modification 2.0 LS $10,000.00 $20,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $20,000.00 Contingency [a]:20%$4,000.00 Approximate: $24,000.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Existing plus Project and Year 2020 plus Project Quantity 8.1.d Packet Pg. 1243 APPENDIX F-2 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #5: Brea Canyon Road at Lycoming Street Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 1,800 LF $8.00 $14,400.00 Remove PCC Sidewalk 1,800 LF $8.00 $14,400.00 Construct Curb and Gutter 1,800 LF $25.00 $45,000.00 Construct PCC Sidewalk 9,000 SF $10.00 $90,000.00 Construct AC Pavement 24,600 SF $6.00 $147,600.00 Construct Wheelchair Ramp 3 EA $2,700.00 $8,100.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 24,600 SF $25.00 $615,000.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 3.0 LS $10,000.00 $30,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $1,044,500.00 Contingency [a]:20%$85,900.00 Approximate: $1,130,400.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1244 APPENDIX F-3 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #6: Grand Avenue at Golden Springs Drive Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 4,200 LF $8.00 $33,600.00 Remove PCC Sidewalk 4,200 LF $8.00 $33,600.00 Construct Curb and Gutter 4,200 LF $25.00 $105,000.00 Construct PCC Sidewalk 21,000 SF $10.00 $210,000.00 Construct AC Pavement 95,700 SF $6.00 $574,200.00 Construct Wheelchair Ramp 4 EA $2,700.00 $10,800.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 95,700 SF $25.00 $2,392,500.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 4.0 LS $10,000.00 $40,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $3,479,700.00 Contingency [a]:20%$217,440.00 Approximate: $3,697,140.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1245 APPENDIX F-4 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #7: Brea Canyon Road at SR-60 WB Ramps Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 300 LF $8.00 $2,400.00 Remove PCC Sidewalk 0 LF $8.00 $0.00 Construct Curb and Gutter 300 LF $25.00 $7,500.00 Construct PCC Sidewalk 0 SF $10.00 $0.00 Construct AC Pavement 3,600 SF $6.00 $21,600.00 Construct Wheelchair Ramp 1 EA $2,700.00 $2,700.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 3,600 SF $25.00 $90,000.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 1.0 LS $10,000.00 $10,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $214,200.00 Contingency [a]:20%$24,840.00 Approximate: $239,040.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2020 plus Project Quantity 8.1.d Packet Pg. 1246 APPENDIX F-5 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #7: Brea Canyon Road at SR-60 WB Ramps Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 1,800 LF $8.00 $14,400.00 Remove PCC Sidewalk 1,800 LF $8.00 $14,400.00 Construct Curb and Gutter 1,800 LF $25.00 $45,000.00 Construct PCC Sidewalk 9,000 SF $10.00 $90,000.00 Construct AC Pavement 28,800 SF $6.00 $172,800.00 Construct Wheelchair Ramp 3 EA $2,700.00 $8,100.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 28,800 SF $25.00 $720,000.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 2.0 LS $10,000.00 $20,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $1,164,700.00 Contingency [a]:20%$88,940.00 Approximate: $1,253,640.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1247 APPENDIX F-6 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #8: Brea Canyon Road at Golden Springs Drive Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 1,500 LF $8.00 $12,000.00 Remove PCC Sidewalk 1,500 LF $8.00 $12,000.00 Construct Curb and Gutter 1,500 LF $25.00 $37,500.00 Construct PCC Sidewalk 7,500 SF $10.00 $75,000.00 Construct AC Pavement 16,500 SF $6.00 $99,000.00 Construct Wheelchair Ramp 3 EA $2,700.00 $8,100.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 16,500 SF $25.00 $412,500.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 2.0 LS $10,000.00 $20,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $756,100.00 Contingency [a]:20%$68,720.00 Approximate: $824,820.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2020 plus Project Quantity 8.1.d Packet Pg. 1248 APPENDIX F-7 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #8: Brea Canyon Road at Golden Springs Drive Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 2,100 LF $8.00 $16,800.00 Remove PCC Sidewalk 2,100 LF $8.00 $16,800.00 Construct Curb and Gutter 2,100 LF $25.00 $52,500.00 Construct PCC Sidewalk 10,500 SF $10.00 $105,000.00 Construct AC Pavement 23,100 SF $6.00 $138,600.00 Construct Wheelchair Ramp 3 EA $2,700.00 $8,100.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 23,100 SF $25.00 $577,500.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 4.0 LS $10,000.00 $40,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $1,035,300.00 Contingency [a]:20%$91,560.00 Approximate: $1,126,860.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1249 APPENDIX F-8 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #10: Lemon Avenue at Golden Springs Drive Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 0 LF $8.00 $0.00 Remove PCC Sidewalk 0 LF $8.00 $0.00 Construct Curb and Gutter 0 LF $25.00 $0.00 Construct PCC Sidewalk 0 SF $10.00 $0.00 Construct AC Pavement 0 SF $6.00 $0.00 Construct Wheelchair Ramp 0 EA $2,700.00 $0.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 0 SF $25.00 $0.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 0.0 LS $10,000.00 $0.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $80,000.00 Contingency [a]:20%$16,000.00 Approximate: $96,000.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2020 plus Project Quantity 8.1.d Packet Pg. 1250 APPENDIX F-9 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #10: Lemon Avenue at Golden Springs Drive Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 600 LF $8.00 $4,800.00 Remove PCC Sidewalk 600 LF $8.00 $4,800.00 Construct Curb and Gutter 600 LF $25.00 $15,000.00 Construct PCC Sidewalk 3,000 SF $10.00 $30,000.00 Construct AC Pavement 6,600 SF $6.00 $39,600.00 Construct Wheelchair Ramp 2 EA $2,700.00 $5,400.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 6,600 SF $25.00 $165,000.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 3.0 LS $10,000.00 $30,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $374,600.00 Contingency [a]:20%$41,920.00 Approximate: $416,520.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1251 APPENDIX F-10 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #11: Grand Avenue at SR-60 EB Ramps Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 0 LF $8.00 $0.00 Remove PCC Sidewalk 0 LF $8.00 $0.00 Construct Curb and Gutter 0 LF $25.00 $0.00 Construct PCC Sidewalk 0 SF $10.00 $0.00 Construct AC Pavement 0 SF $6.00 $0.00 Construct Wheelchair Ramp 0 EA $2,700.00 $0.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 0 SF $25.00 $0.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 2.0 LS $10,000.00 $20,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $100,000.00 Contingency [a]:20%$20,000.00 Approximate: $120,000.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2020 plus Project Quantity 8.1.d Packet Pg. 1252 APPENDIX F-11 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #11: Grand Avenue at SR-60 EB Ramps Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 2,700 LF $8.00 $21,600.00 Remove PCC Sidewalk 2,700 LF $8.00 $21,600.00 Construct Curb and Gutter 2,700 LF $25.00 $67,500.00 Construct PCC Sidewalk 13,500 SF $10.00 $135,000.00 Construct AC Pavement 32,400 SF $6.00 $194,400.00 Construct Wheelchair Ramp 4 EA $2,700.00 $10,800.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 32,400 SF $25.00 $810,000.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 3.0 LS $10,000.00 $30,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $1,370,900.00 Contingency [a]:20%$112,180.00 Approximate: $1,483,080.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1253 APPENDIX F-12 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #12: Brea Canyon Road at Pathfinder Road Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 0 LF $8.00 $0.00 Remove PCC Sidewalk 0 LF $8.00 $0.00 Construct Curb and Gutter 0 LF $25.00 $0.00 Construct PCC Sidewalk 0 SF $10.00 $0.00 Construct AC Pavement 0 SF $6.00 $0.00 Construct Wheelchair Ramp 0 EA $2,700.00 $0.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 0 SF $25.00 $0.00 3 Traffic Signal Modification 0 LS $80,000.00 $0.00 4 Signing and Striping Modification 1.0 LS $10,000.00 $10,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $10,000.00 Contingency [a]:20%$2,000.00 Approximate: $12,000.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2020 plus Project Quantity 8.1.d Packet Pg. 1254 APPENDIX F-13 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #12: Brea Canyon Road at Pathfinder Road Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 300 LF $8.00 $2,400.00 Remove PCC Sidewalk 300 LF $8.00 $2,400.00 Construct Curb and Gutter 300 LF $25.00 $7,500.00 Construct PCC Sidewalk 1,500 SF $10.00 $15,000.00 Construct AC Pavement 3,600 SF $6.00 $21,600.00 Construct Wheelchair Ramp 1 EA $2,700.00 $2,700.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 3,600 SF $25.00 $90,000.00 3 Traffic Signal Modification 1 LS $80,000.00 $80,000.00 4 Signing and Striping Modification 1.0 LS $10,000.00 $10,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $231,600.00 Contingency [a]:20%$28,320.00 Approximate: $259,920.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1255 APPENDIX F-14 PRELIMINARY ENGINEER'S ESTIMATE OF PROBABLE COST (TYPICAL) Brea Canyon Business Center, Diamond Bar Intersection #15: Lemon Avenue at SR-60 EB Ramps (Future) Item Unit Item No. Description Cost Cost 1 Street Widening Remove Curb and Gutter 0 LF $8.00 $0.00 Remove PCC Sidewalk 0 LF $8.00 $0.00 Construct Curb and Gutter 0 LF $25.00 $0.00 Construct PCC Sidewalk 0 SF $10.00 $0.00 Construct AC Pavement 0 SF $6.00 $0.00 Construct Wheelchair Ramp 0 EA $2,700.00 $0.00 Remove Median 0 SF $2.50 $0.00 Construct Median 0 SF $2.35 $0.00 2 Right-of-Way Acquisition 0 SF $25.00 $0.00 3 Traffic Signal Modification 0 LS $80,000.00 $0.00 4 Signing and Striping Modification 2.0 LS $10,000.00 $20,000.00 5 Traffic Control 0 LS $6,500.00 $0.00 Sub-Total: $20,000.00 Contingency [a]:20%$4,000.00 Approximate: $24,000.00 Estimated Lengths: Left-turn lane = 300 feet Through lane = 1,200 feet (approach = 600 feet, departure = 600 feet) Right-turn lane = 300 feet Notes: LF= Linear Feet, SF = Square Feet, EA= Each, LS = Lump Sum [a] Contingency includes mobilization, temporary facilities, unknown utilities, contractor overhead, etc. Year 2040 plus Project Quantity 8.1.d Packet Pg. 1256 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX G FREEWAY MAINLINE LEVEL OF SERVICE CALCULATION WORKSHEETS G-1 8.1.d Packet Pg. 1257 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix G Sub.doc APPENDIX G-I EXISTING TRAFFIC CONDITIONS G-2 8.1.d Packet Pg. 1258 G-38.1.dPacket Pg. 1259 G-48.1.dPacket Pg. 1260 G-58.1.dPacket Pg. 1261 G-68.1.dPacket Pg. 1262 G-78.1.dPacket Pg. 1263 G-88.1.dPacket Pg. 1264 G-98.1.dPacket Pg. 1265 G-108.1.dPacket Pg. 1266 G-118.1.dPacket Pg. 1267 G-128.1.dPacket Pg. 1268 G-138.1.dPacket Pg. 1269 G-148.1.dPacket Pg. 1270 G-158.1.dPacket Pg. 1271 G-168.1.dPacket Pg. 1272 G-178.1.dPacket Pg. 1273 G-188.1.dPacket Pg. 1274 G-198.1.dPacket Pg. 1275 G-208.1.dPacket Pg. 1276 G-218.1.dPacket Pg. 1277 G-228.1.dPacket Pg. 1278 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix G Sub.doc APPENDIX G-II EXISTING PLUS PROJECT TRAFFIC CONDITIONS G-23 8.1.d Packet Pg. 1279 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB, west of Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14740 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3958 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.68 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 13:56:21 AM 1.xuf G-24 8.1.d Packet Pg. 1280 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB, west of Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 12402 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3330 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.42 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:00:08 AM 2.xuf G-25 8.1.d Packet Pg. 1281 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB, west of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13826 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2122 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.90 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 57.6 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 36.8 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:00:59 AM 3.xuf G-26 8.1.d Packet Pg. 1282 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB, west of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 11605 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1781 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.76 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 62.9 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 28.3 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:01:24 AM 4.xuf G-27 8.1.d Packet Pg. 1283 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB, east of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 12759 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2284 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.97 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 53.9 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 42.4 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:01:56 AM 5.xuf G-28 8.1.d Packet Pg. 1284 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB, east of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 11422 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2045 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.87 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 59.1 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 34.6 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:02:17 AM 6.xuf G-29 8.1.d Packet Pg. 1285 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 NB, north of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 3090 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 664 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.28 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 10.2 Total Ramp Density Adjustment -Level of Service (LOS)A Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:03:02 AM 7.xuf G-30 8.1.d Packet Pg. 1286 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB, north of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7846 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1685 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.72 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 63.8 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 26.4 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:03:23 AM 8.xuf G-31 8.1.d Packet Pg. 1287 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 NB, south of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 3046 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 818 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.35 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 12.6 Total Ramp Density Adjustment -Level of Service (LOS)B Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:04:00 AM 9.xuf G-32 8.1.d Packet Pg. 1288 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB, south of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7694 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2066 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.88 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 58.7 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 35.2 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:04:30 AM 10.xuf G-33 8.1.d Packet Pg. 1289 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB, west of Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 10614 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2850 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.21 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:04:57 PM 1.xuf G-34 8.1.d Packet Pg. 1290 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB, west of Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14439 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3877 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.65 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:05:18 PM 2.xuf G-35 8.1.d Packet Pg. 1291 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB, west of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 9934 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1524 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.65 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 64.8 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 23.5 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:07:05 PM 3.xuf G-36 8.1.d Packet Pg. 1292 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB, west of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13541 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2078 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.88 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 58.5 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 35.5 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:07:31 PM 4.xuf G-37 8.1.d Packet Pg. 1293 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB, east of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 9166 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1641 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.70 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 64.2 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 25.6 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:07:59 PM 5.xuf G-38 8.1.d Packet Pg. 1294 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB, east of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14319 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2563 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.09 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:08:39 PM 6.xuf G-39 8.1.d Packet Pg. 1295 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 NB, north of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 5911 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1270 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.54 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 19.5 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:09:20 PM 7.xuf G-40 8.1.d Packet Pg. 1296 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB, north of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7812 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1678 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.71 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 63.9 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 26.3 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:09:43 PM 8.xuf G-41 8.1.d Packet Pg. 1297 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 NB, south of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 5826 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1564 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.67 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 64.6 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 24.2 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:10:12 PM 9.xuf G-42 8.1.d Packet Pg. 1298 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB, south of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 8191 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2200 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.94 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 55.9 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 39.4 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:10:44 PM 10.xuf G-43 8.1.d Packet Pg. 1299 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix G Sub.doc APPENDIX G-III YEAR 2020 CUMULATIVE TRAFFIC CONDITIONS G-44 8.1.d Packet Pg. 1300 G-458.1.dPacket Pg. 1301 G-468.1.dPacket Pg. 1302 G-478.1.dPacket Pg. 1303 G-488.1.dPacket Pg. 1304 G-498.1.dPacket Pg. 1305 G-508.1.dPacket Pg. 1306 G-518.1.dPacket Pg. 1307 G-528.1.dPacket Pg. 1308 G-538.1.dPacket Pg. 1309 G-548.1.dPacket Pg. 1310 G-558.1.dPacket Pg. 1311 G-568.1.dPacket Pg. 1312 G-578.1.dPacket Pg. 1313 G-588.1.dPacket Pg. 1314 G-598.1.dPacket Pg. 1315 G-608.1.dPacket Pg. 1316 G-618.1.dPacket Pg. 1317 G-628.1.dPacket Pg. 1318 G-638.1.dPacket Pg. 1319 G-648.1.dPacket Pg. 1320 G-658.1.dPacket Pg. 1321 G-668.1.dPacket Pg. 1322 G-678.1.dPacket Pg. 1323 G-688.1.dPacket Pg. 1324 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix G Sub.doc APPENDIX G-IV YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS G-69 8.1.d Packet Pg. 1325 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, west of Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 15164 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4072 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.73 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:23:10 AM 11.xuf G-70 8.1.d Packet Pg. 1326 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, west of Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 12719 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3416 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.45 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:23:43 AM 12.xuf G-71 8.1.d Packet Pg. 1327 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, west of Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 15043 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4040 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.72 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:16:15 AM 1.xuf G-72 8.1.d Packet Pg. 1328 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, west of Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 12676 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3404 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.45 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:17:38 AM 2.xuf G-73 8.1.d Packet Pg. 1329 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, west of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14109 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2165 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.92 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 56.7 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 38.2 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:18:11 AM 3.xuf G-74 8.1.d Packet Pg. 1330 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, west of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 11852 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1819 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.77 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 62.5 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 29.1 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:18:31 AM 4.xuf G-75 8.1.d Packet Pg. 1331 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, east of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13021 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2331 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.99 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 52.7 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 44.2 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:19:03 AM 5.xuf G-76 8.1.d Packet Pg. 1332 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, east of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 11674 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2090 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.89 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 58.3 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 35.8 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:19:24 AM 6.xuf G-77 8.1.d Packet Pg. 1333 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 NB, north of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 3170 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 681 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.29 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 10.5 Total Ramp Density Adjustment -Level of Service (LOS)A Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:19:54 AM 7.xuf G-78 8.1.d Packet Pg. 1334 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB, north of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 8018 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1722 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.73 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 63.5 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 27.1 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:20:13 AM 8.xuf G-79 8.1.d Packet Pg. 1335 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 NB, south of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 3114 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 836 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.36 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 12.9 Total Ramp Density Adjustment -Level of Service (LOS)B Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:21:44 AM 9.xuf G-80 8.1.d Packet Pg. 1336 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB, south of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7875 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2115 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.90 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 57.8 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 36.6 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:22:30 AM 10.xuf G-81 8.1.d Packet Pg. 1337 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, west of Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 10995 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2952 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.26 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:29:27 PM 11.xuf G-82 8.1.d Packet Pg. 1338 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, west of Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14724 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3954 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.68 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:29:53 PM 12.xuf G-83 8.1.d Packet Pg. 1339 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, west of Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 10831 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2908 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.24 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:24:20 PM 1.xuf G-84 8.1.d Packet Pg. 1340 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, west of Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 15302 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4109 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.75 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:24:43 PM 2.xuf G-85 8.1.d Packet Pg. 1341 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, west of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 10156 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1558 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.66 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW )-Average Speed (S), mi/h 64.6 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 24.1 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/29/2019 16:55:00 PM 3.xuf G-86 8.1.d Packet Pg. 1342 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, west of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13801 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2118 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.90 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 57.7 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 36.7 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:26:01 PM 4.xuf G-87 8.1.d Packet Pg. 1343 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB, east of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 9373 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1678 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.71 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 63.9 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 26.3 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:26:24 PM 5.xuf G-88 8.1.d Packet Pg. 1344 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB, east of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14619 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2617 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.11 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:27:14 PM 6.xuf G-89 8.1.d Packet Pg. 1345 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 NB, north of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 6056 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1301 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.55 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 20.0 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:27:36 PM 7.xuf G-90 8.1.d Packet Pg. 1346 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB, north of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7969 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1712 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.73 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 63.6 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 26.9 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:27:59 PM 8.xuf G-91 8.1.d Packet Pg. 1347 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 NB, south of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 5971 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1604 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.68 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 64.4 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 24.9 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:28:29 PM 9.xuf G-92 8.1.d Packet Pg. 1348 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB, south of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 8372 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2248 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.96 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 54.8 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 41.0 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:29:03 PM 10.xuf G-93 8.1.d Packet Pg. 1349 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix G Sub.doc APPENDIX G-V YEAR 2040 BUILDOUT TRAFFIC CONDITIONS G-94 8.1.d Packet Pg. 1350 G-958.1.dPacket Pg. 1351 G-968.1.dPacket Pg. 1352 G-978.1.dPacket Pg. 1353 G-988.1.dPacket Pg. 1354 G-998.1.dPacket Pg. 1355 G-1008.1.dPacket Pg. 1356 G-1018.1.dPacket Pg. 1357 G-1028.1.dPacket Pg. 1358 G-1038.1.dPacket Pg. 1359 G-1048.1.dPacket Pg. 1360 G-1058.1.dPacket Pg. 1361 G-1068.1.dPacket Pg. 1362 G-1078.1.dPacket Pg. 1363 G-1088.1.dPacket Pg. 1364 G-1098.1.dPacket Pg. 1365 G-1108.1.dPacket Pg. 1366 G-1118.1.dPacket Pg. 1367 G-1128.1.dPacket Pg. 1368 G-1138.1.dPacket Pg. 1369 G-1148.1.dPacket Pg. 1370 G-1158.1.dPacket Pg. 1371 G-1168.1.dPacket Pg. 1372 G-1178.1.dPacket Pg. 1373 G-1188.1.dPacket Pg. 1374 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix G Sub.doc APPENDIX G-VI YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS G-119 8.1.d Packet Pg. 1375 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, west of Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 18361 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4930 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)2.10 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:37:21 AM 11.xuf G-120 8.1.d Packet Pg. 1376 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, west of Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 16094 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4322 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.84 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:37:48 AM 12.xuf G-121 8.1.d Packet Pg. 1377 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, west of Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 18136 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4870 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)2.07 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:31:13 AM 1.xuf G-122 8.1.d Packet Pg. 1378 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, west of Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 15810 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4246 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.81 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:31:40 AM 2.xuf G-123 8.1.d Packet Pg. 1379 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, west of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 17099 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2624 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.12 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:32:13 AM 3.xuf G-124 8.1.d Packet Pg. 1380 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, west of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 15216 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2335 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.99 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 52.6 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 44.4 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:32:43 AM 4.xuf G-125 8.1.d Packet Pg. 1381 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, east of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 16132 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2888 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.23 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:34:01 AM 5.xuf G-126 8.1.d Packet Pg. 1382 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, east of Grand Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 14791 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2648 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.13 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:34:25 AM 6.xuf G-127 8.1.d Packet Pg. 1383 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 NB, north of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 4173 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 896 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.38 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 13.8 Total Ramp Density Adjustment -Level of Service (LOS)B Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:34:57 AM 7.xuf G-128 8.1.d Packet Pg. 1384 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB, north of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 9667 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2077 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.88 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 58.5 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 35.5 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:35:29 AM 8.xuf G-129 8.1.d Packet Pg. 1385 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 NB, south of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 4108 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1103 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.47 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 65.0 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 17.0 Total Ramp Density Adjustment -Level of Service (LOS)B Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:36:05 AM 9.xuf G-130 8.1.d Packet Pg. 1386 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB, south of Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 9523 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2557 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.09 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:36:29 AM 10.xuf G-131 8.1.d Packet Pg. 1387 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, west of Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13912 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3736 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.59 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:44:23 PM 11.xuf G-132 8.1.d Packet Pg. 1388 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, west of Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 17787 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4776 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)2.03 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:44:47 PM 12.xuf G-133 8.1.d Packet Pg. 1389 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, west of Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13637 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3662 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.56 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:38:27 PM 1.xuf G-134 8.1.d Packet Pg. 1390 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, west of Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 18581 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 4990 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)2.12 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:38:58 PM 2.xuf G-135 8.1.d Packet Pg. 1391 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, west of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 13225 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2029 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.86 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 59.4 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 34.2 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:39:25 PM 3.xuf G-136 8.1.d Packet Pg. 1392 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, west of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 7 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 16944 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2600 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.11 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:39:58 PM 4.xuf G-137 8.1.d Packet Pg. 1393 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB, east of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 11398 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2040 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.87 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 59.2 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 34.5 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:40:29 PM 5.xuf G-138 8.1.d Packet Pg. 1394 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB, east of Grand Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 6 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 18023 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 3226 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.37 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:41:27 PM 6.xuf G-139 8.1.d Packet Pg. 1395 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 NB, north of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7391 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1588 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.68 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 64.5 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 24.6 Total Ramp Density Adjustment -Level of Service (LOS)C Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:41:58 PM 7.xuf G-140 8.1.d Packet Pg. 1396 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB, north of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 5 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 9922 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2131 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.91 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 57.4 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 37.1 Total Ramp Density Adjustment -Level of Service (LOS)E Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:42:42 PM 8.xuf G-141 8.1.d Packet Pg. 1397 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 NB, south of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 7289 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 1957 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)0.83 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h 60.6 Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln 32.3 Total Ramp Density Adjustment -Level of Service (LOS)D Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:43:11 PM 9.xuf G-142 8.1.d Packet Pg. 1398 HCS7 Basic Freeway Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB, south of Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Number of Lanes, ln 4 Terrain Type Level Segment Length (L), ft -Percent Grade, %- Measured or Base Free-Flow Speed Measured Grade Length, mi - Base Free-Flow Speed (BFFS), mi/h 65.0 Total Ramp Density (TRD), ramps/mi - Lane Width, ft -Free-Flow Speed (FFS), mi/h 65.0 Right-Side Lateral Clearance, ft - Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity Demand Volume veh/h 10426 Heavy Vehicle Adjustment Factor (fHV)0.980 Peak Hour Factor 0.95 Flow Rate (Vp), pc/h/ln 2800 Total Trucks, %2.00 Capacity (c), pc/h/ln 2350 Single-Unit Trucks (SUT), %-Adjusted Capacity (cadj), pc/h/ln 2350 Tractor-Trailers (TT), %-Volume-to-Capacity Ratio (v/c)1.19 Passenger Car Equivalent (ET)2.000 Speed and Density Lane Width Adjustment (fLW)-Average Speed (S), mi/h - Right-Side Lateral Clearance Adj. (fRLC)-Density (D), pc/mi/ln - Total Ramp Density Adjustment -Level of Service (LOS)F Adjusted Free-Flow Speed (FFSadj), mi/h 65.0 Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:43:44 PM 10.xuf G-143 8.1.d Packet Pg. 1399 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX H FREEWAY WEAVING LEVEL OF SERVICE CALCULATION WORKSHEETS H-1 8.1.d Packet Pg. 1400 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix H Sub.doc APPENDIX H-I EXISTING TRAFFIC CONDITIONS H-2 8.1.d Packet Pg. 1401 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Existing (Year 2018) Jurisdiction SR-60 EB weaving between Golden Springs Drive and SR-57 SB Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 560 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 10863 734 245 827 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 11668 788 263 888 Weaving Flow Rate (vw), pc/h 1676 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 11931 Density-Based Capacity (cIWL), pc/h/ln 2105 Total Flow Rate (v), pc/h 13607 Demand Flow-Based Capacity (cIW), pc/h 19512 Volume Ratio (VR)0.123 Weaving Segment Capacity (cW), veh/h 8252 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8420 Maximum Weaving Length (LMAX), ft 3764 Volume-to-Capacity Ratio (v/c)1.62 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)FH-3 8.1.d Packet Pg. 1402 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Existing (Year 2018) Jurisdiction SR-60 EB weaving between Golden Springs Drive and SR-57 SB Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 560 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 12698 818 273 1449 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 13639 879 293 1556 Weaving Flow Rate (vw), pc/h 2435 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 13932 Density-Based Capacity (cIWL), pc/h/ln 2085 Total Flow Rate (v), pc/h 16367 Demand Flow-Based Capacity (cIW), pc/h 16107 Volume Ratio (VR)0.149 Weaving Segment Capacity (cW), veh/h 8173 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8340 Maximum Weaving Length (LMAX), ft 4021 Volume-to-Capacity Ratio (v/c)1.96 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)FH-4 8.1.d Packet Pg. 1403 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix H Sub.doc APPENDIX H-II EXISTING PLUS PROJECT TRAFFIC CONDITIONS H-5 8.1.d Packet Pg. 1404 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB weaving between Golden Springs Drive and SR-57 SB Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 560 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 10863 742 253 827 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 11668 797 272 888 Weaving Flow Rate (vw), pc/h 1685 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 11940 Density-Based Capacity (cIWL), pc/h/ln 2104 Total Flow Rate (v), pc/h 13625 Demand Flow-Based Capacity (cIW), pc/h 19355 Volume Ratio (VR)0.124 Weaving Segment Capacity (cW), veh/h 8248 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8416 Maximum Weaving Length (LMAX), ft 3774 Volume-to-Capacity Ratio (v/c)1.62 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln -H-6 8.1.d Packet Pg. 1405 Weaving Intensity Factor (W)-Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/31/2019 09:51:43 AM 1.xuf H-7 8.1.d Packet Pg. 1406 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB weaving between Golden Springs Drive and SR-57 SB Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 560 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 12698 843 298 1449 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 13639 905 320 1556 Weaving Flow Rate (vw), pc/h 2461 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 13959 Density-Based Capacity (cIWL), pc/h/ln 2084 Total Flow Rate (v), pc/h 16420 Demand Flow-Based Capacity (cIW), pc/h 16000 Volume Ratio (VR)0.150 Weaving Segment Capacity (cW), veh/h 8169 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8336 Maximum Weaving Length (LMAX), ft 4031 Volume-to-Capacity Ratio (v/c)1.97 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln -H-8 8.1.d Packet Pg. 1407 Weaving Intensity Factor (W)-Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/31/2019 09:52:48 PM 1.xuf H-9 8.1.d Packet Pg. 1408 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix H Sub.doc APPENDIX H-III YEAR 2020 CUMULATIVE TRAFFIC CONDITIONS H-10 8.1.d Packet Pg. 1409 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2020 Cumulative Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 11290 562 188 1386 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 12127 604 202 1489 Weaving Flow Rate (vw), pc/h 2093 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 12329 Density-Based Capacity (cIWL), pc/h/ln 2198 Total Flow Rate (v), pc/h 14422 Demand Flow-Based Capacity (cIW), pc/h 16552 Volume Ratio (VR)0.145 Weaving Segment Capacity (cW), veh/h 8616 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8792 Maximum Weaving Length (LMAX), ft 3982 Volume-to-Capacity Ratio (v/c)1.64 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/31/2019 11:18:25 H-11 8.1.d Packet Pg. 1410 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2020 Cumulative Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 13153 648 216 2149 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 14128 696 232 2308 Weaving Flow Rate (vw), pc/h 3004 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 14360 Density-Based Capacity (cIWL), pc/h/ln 2177 Total Flow Rate (v), pc/h 17364 Demand Flow-Based Capacity (cIW), pc/h 13873 Volume Ratio (VR)0.173 Weaving Segment Capacity (cW), veh/h 8534 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8708 Maximum Weaving Length (LMAX), ft 4262 Volume-to-Capacity Ratio (v/c)1.99 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/31/2019 11:21:34 H-12 8.1.d Packet Pg. 1411 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix H Sub.doc APPENDIX H-IV YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS H-13 8.1.d Packet Pg. 1412 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2020 Cumulative plus Project Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 11290 562 188 1386 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 12127 604 202 1489 Weaving Flow Rate (vw), pc/h 2093 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 12329 Density-Based Capacity (cIWL), pc/h/ln 2198 Total Flow Rate (v), pc/h 14422 Demand Flow-Based Capacity (cIW), pc/h 16552 Volume Ratio (VR)0.145 Weaving Segment Capacity (cW), veh/h 8616 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8792 Maximum Weaving Length (LMAX), ft 3982 Volume-to-Capacity Ratio (v/c)1.64 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)FH-14 8.1.d Packet Pg. 1413 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2020 Cumulative plus Project Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 13153 648 216 2149 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 14128 696 232 2308 Weaving Flow Rate (vw), pc/h 3004 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 14360 Density-Based Capacity (cIWL), pc/h/ln 2177 Total Flow Rate (v), pc/h 17364 Demand Flow-Based Capacity (cIW), pc/h 13873 Volume Ratio (VR)0.173 Weaving Segment Capacity (cW), veh/h 8534 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8708 Maximum Weaving Length (LMAX), ft 4262 Volume-to-Capacity Ratio (v/c)1.99 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)FH-15 8.1.d Packet Pg. 1414 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix H Sub.doc APPENDIX H-V YEAR 2040 BUILDOUT TRAFFIC CONDITIONS H-16 8.1.d Packet Pg. 1415 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2040 Buildout Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 14400 816 272 1410 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 15467 876 292 1515 Weaving Flow Rate (vw), pc/h 2391 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 15759 Density-Based Capacity (cIWL), pc/h/ln 2208 Total Flow Rate (v), pc/h 18150 Demand Flow-Based Capacity (cIW), pc/h 18182 Volume Ratio (VR)0.132 Weaving Segment Capacity (cW), veh/h 8655 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8832 Maximum Weaving Length (LMAX), ft 3853 Volume-to-Capacity Ratio (v/c)2.06 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/31/2019 11:30:54 H-17 8.1.d Packet Pg. 1416 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2040 Buildout Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 15991 953 318 2590 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 17176 1024 342 2782 Weaving Flow Rate (vw), pc/h 3806 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 17518 Density-Based Capacity (cIWL), pc/h/ln 2173 Total Flow Rate (v), pc/h 21324 Demand Flow-Based Capacity (cIW), pc/h 13483 Volume Ratio (VR)0.178 Weaving Segment Capacity (cW), veh/h 8518 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8692 Maximum Weaving Length (LMAX), ft 4312 Volume-to-Capacity Ratio (v/c)2.45 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™Freeways Version 7.8 Generated: 07/31/2019 11:32:04 H-18 8.1.d Packet Pg. 1417 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix H Sub.doc APPENDIX H-VI YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS H-19 8.1.d Packet Pg. 1418 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2040 Buildout plus Project Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 14400 816 272 1410 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 15467 876 292 1515 Weaving Flow Rate (vw), pc/h 2391 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 15759 Density-Based Capacity (cIWL), pc/h/ln 2208 Total Flow Rate (v), pc/h 18150 Demand Flow-Based Capacity (cIW), pc/h 18182 Volume Ratio (VR)0.132 Weaving Segment Capacity (cW), veh/h 8655 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8832 Maximum Weaving Length (LMAX), ft 3853 Volume-to-Capacity Ratio (v/c)2.06 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)FH-20 8.1.d Packet Pg. 1419 HCS7 Freeway Weaving Report Project Information Analyst JM Date 7/31/2019 Agency LLG Engineers Analysis Year Year 2040 Buildout plus Project Jurisdiction SR-60 EB weaving between Lemon Avenue and SR-57 SB Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Number of Lanes (N), ln 4 Segment Type Freeway Segment Length (Ls), ft 2000 Number of Maneuver Lanes (NWL), ln 2 Weaving Configuration One-Sided Ramp-to-Freeway Lane Changes (LCRF), lc 1 Terrain Type Level Freeway-to-Ramp Lane Changes (LCFR), lc 1 Percent Grade, %-Ramp-to-Ramp Lane Changes (LCRR), lc 0 Interchange Density (ID), int/mi 0.80 Cross Weaving Managed Lane No Adjustment Factors Driver Population All Familiar Final Speed Adjustment Factor (SAF)1.000 Weather Type Non-Severe Weather Final Capacity Adjustment Factor (CAF)1.000 Incident Type No Incident Demand Adjustment Factor (DAF)1.000 Demand and Capacity FF RF RR FR Demand Volume (Vi), veh/h 15991 953 318 2590 Peak Hour Factor (PHF)0.95 0.95 0.95 0.95 Total Trucks, %2.00 2.00 2.00 2.00 Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 0.980 0.980 Flow Rate (vi), pc/h 17176 1024 342 2782 Weaving Flow Rate (vw), pc/h 3806 Freeway Max Capacity (cIFL), pc/h/ln 2350 Non-Weaving Flow Rate (vNW), pc/h 17518 Density-Based Capacity (cIWL), pc/h/ln 2173 Total Flow Rate (v), pc/h 21324 Demand Flow-Based Capacity (cIW), pc/h 13483 Volume Ratio (VR)0.178 Weaving Segment Capacity (cW), veh/h 8518 Minimum Lane Change Rate (LCMIN), lc/h 0 Adjusted Weaving Area Capacity, pc/h 8692 Maximum Weaving Length (LMAX), ft 4312 Volume-to-Capacity Ratio (v/c)2.45 Speed and Density Non-Weaving Vehicle Index (INW)-Average Weaving Speed (SW), mi/h - Non-Weaving Lane Change Rate (LCNW), lc/h -Average Non-Weaving Speed (SNW), mi/h - Weaving Lane Change Rate (LCW), lc/h -Average Speed (S), mi/h - Weaving Lane Change Rate (LCAll), lc/h -Density (D), pc/mi/ln - Weaving Intensity Factor (W)-Level of Service (LOS)FH-21 8.1.d Packet Pg. 1420 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-17-3842 Brea Canyon Business Center, Diamond Bar N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\3842 Dividers.doc APPENDIX I FREEWAY RAMPS LEVEL OF SERVICE CALCULATION WORKSHEETS I-1 8.1.d Packet Pg. 1421 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix I Sub.doc APPENDIX I-I EXISTING TRAFFIC CONDITIONS I-2 8.1.d Packet Pg. 1422 I-38.1.dPacket Pg. 1423 I-48.1.dPacket Pg. 1424 I-58.1.dPacket Pg. 1425 I-68.1.dPacket Pg. 1426 I-78.1.dPacket Pg. 1427 I-88.1.dPacket Pg. 1428 I-98.1.dPacket Pg. 1429 I-108.1.dPacket Pg. 1430 I-118.1.dPacket Pg. 1431 I-128.1.dPacket Pg. 1432 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix I Sub.doc APPENDIX I-II EXISTING PLUS PROJECT TRAFFIC CONDITIONS I-13 8.1.d Packet Pg. 1433 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB merge from Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 660 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14018 722 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15057 776 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.68 0.39 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 82.4 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.121 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 9657 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 10433 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:53:31 I-14 8.1.d Packet Pg. 1434 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57/60 WB diverge to Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 230 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14018 1082 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15057 1162 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.60 0.58 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 85.2 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 52.7 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 9657 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:54:12 I-15 8.1.d Packet Pg. 1435 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB diverge to Golden Springs Drive Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 180 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)11690 712 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 12556 765 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.34 0.38 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 64.2 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.6 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 7156 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:55:19 I-16 8.1.d Packet Pg. 1436 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7302 544 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 7843 584 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.67 0.29 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 29.3 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.481 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 1605 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.9 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 68.9 Flow in Lanes 1 and 2 (v12), pc/h 3065 Ramp Junction Speed (S), mi/h 60.7 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 25.8 Level of Service (LOS)D Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:58:13 I-17 8.1.d Packet Pg. 1437 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB merge from Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 690 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7302 392 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 7843 421 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)0.88 0.21 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 28.8 Distance to Upstream Ramp (LUP), ft -Speed Index (M)0.410 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2353 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 55.6 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.165 Outer Lanes Freeway Speed (SO), mi/h 58.2 Flow in Lanes 1 and 2 (v12), pc/h 3137 Ramp Junction Speed (S), mi/h 57.1 Flow Entering Ramp-Infl. Area (vR12), pc/h 3558 Average Density (D), pc/mi/ln 36.2 Level of Service (LOS)D Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:58:42 I-18 8.1.d Packet Pg. 1438 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 WB merge from Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 660 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9550 1064 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10258 1143 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.21 0.57 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 47.7 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 22.4 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.075 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 4858 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 6001 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 14:59:37 I-19 8.1.d Packet Pg. 1439 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57/60 WB diverge to Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 230 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9550 561 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10258 603 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.09 0.30 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 44.0 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.9 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 4858 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:00:15 I-20 8.1.d Packet Pg. 1440 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-60 EB diverge to Golden Springs Drive Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 180 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14147 292 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15195 314 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.62 0.16 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 86.9 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.5 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 9795 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:00:52 I-21 8.1.d Packet Pg. 1441 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7494 318 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8049 342 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.69 0.17 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 28.7 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.459 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 1720 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.4 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 68.5 Flow in Lanes 1 and 2 (v12), pc/h 3000 Ramp Junction Speed (S), mi/h 61.1 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 26.3 Level of Service (LOS)D Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:03:50 I-22 8.1.d Packet Pg. 1442 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Existing (Year 2018) Plus Project Jurisdiction SR-57 SB merge from Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 690 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7494 697 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8049 749 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)0.94 0.37 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 31.8 Distance to Upstream Ramp (LUP), ft -Speed Index (M)0.479 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2415 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 54.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.124 Outer Lanes Freeway Speed (SO), mi/h 57.8 Flow in Lanes 1 and 2 (v12), pc/h 3220 Ramp Junction Speed (S), mi/h 56.0 Flow Entering Ramp-Infl. Area (vR12), pc/h 3969 Average Density (D), pc/mi/ln 39.3 Level of Service (LOS)D Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:04:26 I-23 8.1.d Packet Pg. 1443 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix I Sub.doc APPENDIX I-III YEAR 2020 CUMULATIVE TRAFFIC CONDITIONS I-24 8.1.d Packet Pg. 1444 I-258.1.dPacket Pg. 1445 I-268.1.dPacket Pg. 1446 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7458 560 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8011 602 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.68 0.30 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 29.9 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.482 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 1637 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.9 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 68.8 Flow in Lanes 1 and 2 (v12), pc/h 3134 Ramp Junction Speed (S), mi/h 60.6 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 26.4 Level of Service (LOS)D Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 17:22:33 I-27 8.1.d Packet Pg. 1447 I-288.1.dPacket Pg. 1448 I-298.1.dPacket Pg. 1449 I-308.1.dPacket Pg. 1450 I-318.1.dPacket Pg. 1451 I-328.1.dPacket Pg. 1452 I-338.1.dPacket Pg. 1453 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7630 339 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8195 364 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.70 0.18 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 29.3 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.461 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 1746 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.4 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 68.4 Flow in Lanes 1 and 2 (v12), pc/h 3064 Ramp Junction Speed (S), mi/h 61.1 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 26.8 Level of Service (LOS)D Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 17:23:01 I-34 8.1.d Packet Pg. 1454 I-358.1.dPacket Pg. 1455 I-368.1.dPacket Pg. 1456 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Jurisdiction SR-60 EB diverge to Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 400 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14438 273 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15508 293 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.65 0.15 Speed and Density Upstream Equilibrium Distance (LEQ), ft 0.0 Number of Outer Lanes on Freeway (NO)2 Distance to Upstream Ramp (LUP), ft -Speed Index (DS)- Downstream Equilibrium Distance (LEQ), ft 0.0 Flow Outer Lanes (vOA), pc/h/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influence Area Speed (SR), mi/h 54.6 Prop. Freeway Vehicles in Lane 1 and 2 (PFD)0.436 Outer Lanes Freeway Speed (SO), mi/h - Flow in Lanes 1 and 2 (v12), pc/h 10108 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 10108 Average Density (D), pc/mi/ln - Level of Service (LOS)F Density in Ramp Influence Area (DR), pc/mi/ln 87.6I-37 8.1.d Packet Pg. 1457 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Jurisdiction SR-60 EB merge from Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Unit United States Customary Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14438 864 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15508 928 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.75 0.46 Speed and Density Upstream Equilibrium Distance (LEQ), ft 3300.7 Number of Outer Lanes on Freeway (NO)2 Distance to Upstream Ramp (LUP), ft -Speed Index (MS)- Downstream Equilibrium Distance (LEQ), ft 0.0 Flow Outer Lanes (vOA), pc/h/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influence Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PFM)0.102 Outer Lanes Freeway Speed (SO), mi/h - Flow in Lanes 1 and 2 (v12), pc/h 10108 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 11036 Average Density (D), pc/mi/ln - Level of Service (LOS)F Density in Ramp Influence Area (DR), pc/mi/ln 86.2I-38 8.1.d Packet Pg. 1458 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix I Sub.doc APPENDIX I-IV YEAR 2020 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS I-39 8.1.d Packet Pg. 1459 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB merge from Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 660 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14306 737 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15366 792 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.72 0.40 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 85.0 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.119 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 9966 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 10758 Average Density (D), pc/mi/ln - Level of Service (LOS)F I-40 8.1.d Packet Pg. 1460 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57/60 WB diverge to Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 230 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14306 1114 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15366 1197 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.63 0.60 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 87.9 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 52.7 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 9966 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F I-41 8.1.d Packet Pg. 1461 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7458 560 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8011 602 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.68 0.30 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 29.9 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.482 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 1637 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.9 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 68.8 Flow in Lanes 1 and 2 (v12), pc/h 3134 Ramp Junction Speed (S), mi/h 60.6 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 26.4 Level of Service (LOS)D I-42 8.1.d Packet Pg. 1462 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB merge from Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 690 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7458 417 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8011 448 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)0.90 0.22 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 29.5 Distance to Upstream Ramp (LUP), ft -Speed Index (M)0.423 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2404 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 55.3 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.162 Outer Lanes Freeway Speed (SO), mi/h 57.8 Flow in Lanes 1 and 2 (v12), pc/h 3204 Ramp Junction Speed (S), mi/h 56.7 Flow Entering Ramp-Infl. Area (vR12), pc/h 3652 Average Density (D), pc/mi/ln 37.3 Level of Service (LOS)D I-43 8.1.d Packet Pg. 1463 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB merge from Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)15043 121 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 16158 130 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.73 0.07 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 85.4 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.202 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 10758 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 10888 Average Density (D), pc/mi/ln - Level of Service (LOS)F I-44 8.1.d Packet Pg. 1464 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB diverge to Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 400 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)11926 793 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 12810 852 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.36 0.43 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 64.4 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.4 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 7410 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F I-45 8.1.d Packet Pg. 1465 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB merge from Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)11926 750 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 12810 806 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.45 0.40 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 64.2 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.117 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 7410 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 8216 Average Density (D), pc/mi/ln - Level of Service (LOS)F I-46 8.1.d Packet Pg. 1466 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB merge from Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 660 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9746 1085 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10468 1165 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.24 0.58 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 49.5 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 13.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.072 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 5068 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 6233 Average Density (D), pc/mi/ln - Level of Service (LOS)F I-47 8.1.d Packet Pg. 1467 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57/60 WB diverge to Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 230 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9746 607 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10468 652 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.11 0.33 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 45.8 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.8 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 5068 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F I-48 8.1.d Packet Pg. 1468 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7630 339 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8195 364 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.70 0.18 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 29.3 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.461 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 1746 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.4 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 68.4 Flow in Lanes 1 and 2 (v12), pc/h 3064 Ramp Junction Speed (S), mi/h 61.1 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 26.8 Level of Service (LOS)D I-49 8.1.d Packet Pg. 1469 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-57 SB merge from Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 690 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)7630 742 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 8195 797 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)0.96 0.40 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 32.6 Distance to Upstream Ramp (LUP), ft -Speed Index (M)0.502 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2459 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 53.5 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.118 Outer Lanes Freeway Speed (SO), mi/h 57.5 Flow in Lanes 1 and 2 (v12), pc/h 3278 Ramp Junction Speed (S), mi/h 55.6 Flow Entering Ramp-Infl. Area (vR12), pc/h 4075 Average Density (D), pc/mi/ln 40.4 Level of Service (LOS)D I-50 8.1.d Packet Pg. 1470 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 WB merge from Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)10831 164 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 11634 176 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.26 0.09 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 50.4 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 4.4 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.196 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 6234 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 6410 Average Density (D), pc/mi/ln - Level of Service (LOS)F I-51 8.1.d Packet Pg. 1471 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB diverge to Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 400 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14438 286 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15508 307 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.65 0.15 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 87.6 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.5 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 10108 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F I-52 8.1.d Packet Pg. 1472 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2020 Cumulative Plus Project Jurisdiction SR-60 EB merge from Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14438 864 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15508 928 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.75 0.46 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 86.2 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.102 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 10108 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 11036 Average Density (D), pc/mi/ln - Level of Service (LOS)F I-53 8.1.d Packet Pg. 1473 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix I Sub.doc APPENDIX I-V YEAR 2040 BUILDOUT TRAFFIC CONDITIONS I-54 8.1.d Packet Pg. 1474 I-558.1.dPacket Pg. 1475 I-568.1.dPacket Pg. 1476 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9051 616 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 9722 662 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.83 0.33 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 35.3 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.488 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2007 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.8 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 67.4 Flow in Lanes 1 and 2 (v12), pc/h 3764 Ramp Junction Speed (S), mi/h 60.1 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 32.4 Level of Service (LOS)E Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 17:23:45 I-57 8.1.d Packet Pg. 1477 I-588.1.dPacket Pg. 1478 I-598.1.dPacket Pg. 1479 I-608.1.dPacket Pg. 1480 I-618.1.dPacket Pg. 1481 I-628.1.dPacket Pg. 1482 I-638.1.dPacket Pg. 1483 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9550 372 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10258 400 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.87 0.20 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 35.6 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.464 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2201 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.3 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 66.6 Flow in Lanes 1 and 2 (v12), pc/h 3804 Ramp Junction Speed (S), mi/h 60.3 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 34.0 Level of Service (LOS)E Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 17:24:18 I-64 8.1.d Packet Pg. 1484 I-658.1.dPacket Pg. 1485 I-668.1.dPacket Pg. 1486 I-678.1.dPacket Pg. 1487 I-688.1.dPacket Pg. 1488 LINSCOTT, LAW & GREENSPAN, engineers LLG Ref. 2-16-3695-1 Kendall-Palm Commercial, San Bernardino N:\3800\2173842 - Brea Canyon Business Center TIA, Diamond Bar\Report\Appendix Subdividers\Appendix I Sub.doc APPENDIX I-VI YEAR 2040 BUILDOUT PLUS PROJECT TRAFFIC CONDITIONS I-69 8.1.d Packet Pg. 1489 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB merge from Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 660 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)17247 889 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 18525 955 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)2.07 0.48 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 110.8 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.098 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 13125 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 14080 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:29:25 I-70 8.1.d Packet Pg. 1490 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57/60 WB diverge to Brea Canyon Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 230 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)17247 1501 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 18525 1612 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.97 0.81 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 115.1 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 51.8 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 13125 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:30:07 I-71 8.1.d Packet Pg. 1491 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9051 616 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 9722 662 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.83 0.33 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 35.3 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.488 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2007 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.8 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 67.4 Flow in Lanes 1 and 2 (v12), pc/h 3764 Ramp Junction Speed (S), mi/h 60.1 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 32.4 Level of Service (LOS)E Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:30:30 I-72 8.1.d Packet Pg. 1492 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB merge from Pathfinder Road Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 690 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9051 472 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 9722 507 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.09 0.25 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 38.7 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 47.5 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.154 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 4322 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 4829 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:36:39 I-73 8.1.d Packet Pg. 1493 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB merge from Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)18136 225 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 19480 242 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)2.10 0.12 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 112.1 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.188 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 14080 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 14322 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:37:10 I-74 8.1.d Packet Pg. 1494 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB diverge to Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 400 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14722 1372 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15813 1474 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.68 0.74 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 90.2 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 52.1 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 10413 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:38:57 I-75 8.1.d Packet Pg. 1495 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB merge from Lemon Avenue Time Period Analyzed AM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)14722 1088 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 15813 1169 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.81 0.58 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 90.3 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.072 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 10413 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 11582 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:40:00 I-76 8.1.d Packet Pg. 1496 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB merge from Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 660 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)12052 1585 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 12945 1702 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.56 0.85 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 72.8 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.005 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 7545 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 9247 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:40:42 I-77 8.1.d Packet Pg. 1497 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57/60 WB diverge to Brea Canyon Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 230 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)12052 762 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 12945 818 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.38 0.41 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 67.1 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 53.5 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 7545 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:41:18 I-78 8.1.d Packet Pg. 1498 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB diverge to Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 5 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 150 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9550 372 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10258 400 Capacity (c), pc/h 11750 2000 Volume-to-Capacity Ratio (v/c)0.87 0.20 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 35.6 Distance to Upstream Ramp (LUP), ft -Speed Index (D)0.464 Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2201 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.3 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 66.6 Flow in Lanes 1 and 2 (v12), pc/h 3804 Ramp Junction Speed (S), mi/h 60.3 Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln 34.0 Level of Service (LOS)E Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:41:52 I-79 8.1.d Packet Pg. 1499 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-57 SB merge from Pathfinder Road Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 690 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)9550 876 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 10258 941 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.19 0.47 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 46.0 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 29.1 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.100 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 4858 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 5799 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:42:20 I-80 8.1.d Packet Pg. 1500 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 WB merge from Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)13637 275 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 14648 295 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.59 0.15 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 74.8 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.181 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 9248 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 9543 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:42:58 I-81 8.1.d Packet Pg. 1501 HCS7 Freeway Diverge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB diverge to Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Deceleration Length (LA),ft 1500 400 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)17310 477 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 18593 512 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)1.98 0.26 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 114.1 Distance to Upstream Ramp (LUP), ft -Speed Index (D)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -Off-Ramp Influenece Area Speed (SR), mi/h 54.1 Prop. Freeway Vehicles in Lane 1 and 2 (PD)0.436 Outer Lanes Freeway Speed (SO), mi/h 64.7 Flow in Lanes 1 and 2 (v12), pc/h 13193 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h -Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:43:26 I-82 8.1.d Packet Pg. 1502 HCS7 Freeway Merge Report Project Information Analyst ML Date 4/20/2018 Agency LLG Engineers Analysis Year Year 2040 Buildout Plus Project Jurisdiction SR-60 EB merge from Lemon Avenue Time Period Analyzed PM Peak Hour Project Description 2-17-3842 Brea Canyon Business Center, Diamond Bar Geometric Data Freeway Ramp Number of Lanes (N), ln 4 1 Free-Flow Speed (FFS), mi/h 65.0 35.0 Segment Length (L) / Acceleration Length (LA),ft 1500 800 Terrain Type Level Level Percent Grade, %-- Segment Type / Ramp Side Freeway Right Adjustment Factors Driver Population All Familiar All Familiar Weather Type Non-Severe Weather Non-Severe Weather Incident Type No Incident - Final Speed Adjustment Factor (SAF)1.000 1.000 Final Capacity Adjustment Factor (CAF)1.000 1.000 Demand Adjustment Factor (DAF)1.000 1.000 Demand and Capacity Demand Volume (Vi)17310 1271 Peak Hour Factor (PHF)0.95 0.95 Total Trucks, %2.00 2.00 Single-Unit Trucks (SUT), %-- Tractor-Trailers (TT), %-- Heavy Vehicle Adjustment Factor (fHV)0.980 0.980 Flow Rate (vi),pc/h 18593 1365 Capacity (c), pc/h 9400 2000 Volume-to-Capacity Ratio (v/c)2.12 0.68 Speed and Density Upstream Equilibrium Distance (LEQ), ft -Density in Ramp Influence Area (DR), pc/mi/ln 113.5 Distance to Upstream Ramp (LUP), ft -Speed Index (M)- Downstream Equilibrium Distance (LEQ), ft -Flow Outer Lanes (vOA), pc/mi/ln 2700 Distance to Downstream Ramp (LDOWN), ft -On-Ramp Influenece Area Speed (SR), mi/h 0.0 Prop. Freeway Vehicles in Lane 1 and 2 (PM)0.047 Outer Lanes Freeway Speed (SO), mi/h 56.1 Flow in Lanes 1 and 2 (v12), pc/h 13193 Ramp Junction Speed (S), mi/h - Flow Entering Ramp-Infl. Area (vR12), pc/h 14558 Average Density (D), pc/mi/ln - Level of Service (LOS)F Copyright © 2019 University of Florida. All Rights Reserved.HCS™ Freeways Version 7.6 Generated: 01/28/2019 15:43:54 I-83 8.1.d Packet Pg. 1503 1 PUBLIC WORKS DEPARTMENT COMMENTS USE PERMITS, COMMERCIAL AND RESIDENTIAL NEW AND REMODELED STRUCTURES PROJECT #: SUBJECT: Redevelopment of Existing Site Into New Commercial Center PROPERTY OWNER: APPLICANT: LOCATION: 850 S Brea Canyon Rd REVIEWER: Fabian Aoun, Assistant Engineer DATE: March 13, 2019 ALL OF THE FOLLOWING COMMENTS APPLY TO YOUR PROJECT. APPLICANT SHALL CONTACT THE PUBLIC WORKS DEPARTMENT, (909) 839- 7040, FOR QUESTIONS REGARDING THE FOLLOWING COMMENTS: There are no further comments on the parking demand analysis. END 8.1.e Packet Pg. 1504 January 25, 2019 Mr. Philip Lee Executive Development LLC 17777 Center Court Dr. #725 Cerritos, CA 90703 LLG Reference No. 2.17.3843.1 Subject: Revised Parking Demand Analysis for Brea Canyon Business Park Diamond Bar, California Dear Mr. Lee: As requested, Linscott, Law, & Greenspan, Engineers (LLG) is pleased to submit this Revised Parking Demand Analysis associated with the Brea Canyon Business Park (herein referred to as Project). The Project site is a 5.73-acre triangular shaped parcel of land located along the eastside of Brea Canyon Road north of the SR-60 freeway in the City of Diamond Bar, California. The Project site is currently developed and is utilized as a RV and boat storage facility. Access to the subject property is provided via an existing driveway on Brea Canyon Road, located approximately 125-feet north of the SR-60 WB Ramps. The parking study has been updated to reflect the current Project site plan and development totals, as well as address applicable parking-related comments from the City of Diamond Bar, as summarized in a comment letter dated October 11, 2018. Brea Canyon Business Park is a proposed mixed-use center with a total floor area of 118,471 square-feet (SF) within three (3) buildings. The proposed tenant mix includes a limited-services business hotel, a mixed-use office/medical office building, and a standalone medical office building. Pursuant to the City of Diamond Bar requirements, a parking study is required to evaluate the parking requirements of the Project and to ensure that adequate parking is provided for the proposed mix of uses. The parking analysis evaluates the Project’s parking requirements based on the City of Diamond Bar Municipal Code as well as the methodology outlined in the Urban Land Institute’s (ULI) Shared Parking, 2nd Edition, consistent with Section 22.30.050 – Reduction of off-street parking requirements for shared use of the City’s Municipal Code. 8.1.e Packet Pg. 1505 Mr. Philip Lee January 25, 2019 Page 2 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc The study focuses on the following: Calculates the Code-based parking requirements for Project based on the application of City Code parking ratios. Estimates parking demand through the application of the Shared Parking concept. Our method of analysis, findings, and recommendations are detailed in the following sections of this report. Briefly, we find the following: The proposed parking supply on the site totals 289 spaces. A “code” calculation for the proposed center requires 299 spaces, resulting in a parking shortfall of 10 spaces. A shared parking analysis using city code ratios along with ULI parking profiles yields a peak weekday parking demand of 261 spaces that when compared to the 289 provided spaces results in a surplus of 28 spaces; the weekend peak parking demand totals 178 spaces, which results in a surplus of 111 spaces. Based on an alternative assessment which utilizes empirical parking profiles and ratios from survey data collected at a similar hotel site results in a surplus of 62 spaces and 144 spaces when compared against the parking supply of 289 spaces. PROJECT LOCATION AND DESCRIPTION Brea Canyon Business Park is a 5.73-acre triangular shaped parcel of land located along the eastside of Brea Canyon Road north of the SR-60 freeway in the City of Diamond Bar, California. Access to the subject property is provided via an existing driveway on Brea Canyon Road, located approximately 125-feet north of the SR-60 WB Ramps. Figure 1, located at the rear of this letter report, presents a Vicinity Map, which illustrates the general location of the Project site in the context of the surrounding street system. The proposed Project is a mixed-use center with a total floor area of 118,471 square- feet (SF) within three (3) buildings. Access to the Project site will be provided via one (1) “right-turn in/right-turn out” unsignalized driveway on Brea Canyon Road. The proposed mix of uses consists of a 109-room, 61,743 SF, four-story limited services business hotel (H1) to be occupied by Hilton Hampton Inn & Suites, a three- 8.1.e Packet Pg. 1506 Mr. Philip Lee January 25, 2019 Page 3 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc story, 47,828 SF office/medical office building (O1) with 31,998 SF of office use and 15,830 SF of medical office use, and a 8,900 SF medical office building (O2). The proposed Hilton Hampton Inn & Suites hotel will provide limited services as no restaurant and limited to no meeting/conference space is available for use in this hotel, thus reducing the occupancy of the guests during the day. It is an extended stay product with built in kitchenettes with very low turnover rate. The staff will be minimal for an extended stay product as the rooms will not have to be cleaned as frequently. Based on ULI Shared Parking, the peak number of employees for a 109- room business hotel is estimated to total 22 employees. Table 1, located at the end of this letter report, following the figures, summarizes the proposed uses and associated floor areas for Brea Canyon Business Park. Figure 2 presents the proposed site plan which highlights the proposed buildings and parking areas prepared by GAA Architects dated January 15, 2019 (Site Plan – Option 1B). Parking Supply The proposed on-site parking supply for the Project totals 289 spaces, consisting of 210 standards stalls, 47 compact spaces, 8 handicap accessible spaces, and 24 EV/CA/CP stalls. Review of the Project site plan indicates that the handicap accessible stalls as well as the EV/CA/CP stalls are distributed evenly throughout the site and are located near the front entrance of Buildings O1 and O2 as well as Building H1. Relative to the proposed compact spaces, approximately 44 of these spaces are located in the site’s easterly parking lot, east of Building O1. PARKING SUPPLY-DEMAND ANALYSIS This parking analysis for the Project involves determining the expected parking needs, based on the size and type of proposed development components, versus the parking supply. Typically, there are two methods that can be used to estimate the site’s peak parking needs. These methods have been used in this analysis and include: Application of City code requirements (which typically treats each tenancy type as a “stand alone” use at maximum demand). Application of shared parking usage patterns by time-of-day (which recognizes that the parking demand for each tenancy type varies by time of 8.1.e Packet Pg. 1507 Mr. Philip Lee January 25, 2019 Page 4 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc day and day of week). The shared parking analysis starts with a code calculation for each tenancy type. The shared parking methodology is concluded to be applicable to a development such as Brea Canyon Business Park because the individual land use types (i.e., hotel, office, etc.) experience peak demands at different times of the day. CODE PARKING REQUIREMENTS The code parking calculation for proposed Project is based on the City’s requirements as outlined in Chapter 22.30 – Off-Street Parking and Loading Standards of the City of Diamond Bar Municipal Code. The City’s Municipal Code specifies the following parking requirements for the Project: Hotels and Motels: 1 space/guest room, plus 1 space for each 2 employees on largest shift, plus required spaces for accessory uses. Offices, Administrative, Corporate: 1 space per 400 square-feet (SF) of gross floor area (GFA) Clinics, Medical/Dental Offices: 1 space per 250 SF of GFA. Table 2 summarizes the parking requirements for the proposed development project using the above-referenced City code parking ratios. As shown, direct application of City code parking ratios to the Project results in a total parking requirement of 299 parking spaces. With a proposed on-site parking supply of 289 spaces, a theoretical parking deficiency of 10 spaces is forecast. However, as previously mentioned, there is an opportunity to share parking spaces based on the utilization profile of each land use component. Consistent with Section 22.30.050 – Reduction of off-street parking requirements for shared use of the Municipal Code, the following section calculates the parking requirements for the proposed Project based on the shared parking methodology approach. 8.1.e Packet Pg. 1508 Mr. Philip Lee January 25, 2019 Page 5 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc SHARED PARKING ANALYSIS Shared Parking Methodology Accumulated experience in parking demand characteristics indicates that a mixing of land uses results in an overall parking need that is less than the sum of the individual peak requirements for each land use. Due to the proposed mixed-use characteristics of the Project, opportunities to share parking can be expected. The objective of this shared parking analysis is to project the peak parking requirements for the project based on the combined demand patterns of different land uses at the site. Shared Parking calculations recognize that different uses often experience individual peak parking demands at different times of day, or days of the week, or even months of the year. When uses share a common parking footprint, the total number of spaces needed to support the collective whole is determined by adding parking profiles (by time of day, week, and year), rather than individual peak ratios as represented in Chapter 22.30 – Off-Street Parking and Loading Standards of the City of Diamond Bar Municipal Code. There is an important common element between the traditional "code" and the Shared Parking calculation methodologies; the peak parking ratios, or "highpoint" for each land use's parking profile, typically equals the "code" parking ratio for that use. The analytical procedures for Shared Parking Analyses are well documented in the Shared Parking, 2nd Edition publication by the Urban Land Institute (ULI). Shared parking calculations for the Project utilize hourly parking accumulations developed from field studies of single developments in free-standing settings, where travel by private auto is maximized. These characteristics permit the means for calculating peak parking needs when land use types are combined. Further, the shared parking approach will result, at other than peak parking demand times, in an excess amount of spaces that will service the overall needs of the project. Key inputs in the shared parking analysis for each land use include: Peak parking demand by land use for visitors and employees. Adjustments for alternative modes of transportation, if applicable. Adjustment for internal capture (captive versus non-captive parking demand), if applicable. Hourly variations of parking demand. Weekday versus weekend adjustment factors 8.1.e Packet Pg. 1509 Mr. Philip Lee January 25, 2019 Page 6 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc Monthly adjustment factors to account for variations of parking demand over the year. Applicable parking ratios per Section 22.30. – Chapter 22.30 – Off-Street Parking and Loading Standards in the City of Diamond Bar Municipal Code Please note that for this analysis, no monthly adjustment factors to account for variations of parking demand over the year and no internal capture adjustments were applied to provide a conservative parking demand forecast. Shared Parking Ratios and Profiles The hourly parking demand profiles (expressed in percent of peak demand) utilized in this analysis and applied to the Project are based on profiles developed by the Urban Land Institute (ULI) and published in Shared Parking, 2nd Edition. For the Project’s hotel component, the ULI business hotel profiles are applied directly. Based on ULI, business hotel uses peak demand occurs between 8:00AM and 9:00AM, as well as 11:00PM and 12:00AM during the weekdays. Business hotel demand for a weekend peaks between 11:00PM and 12:00AM. The peak-parking ratio for hotel uses was based on the City’s Parking Code requirement and applied directly to the ULI business hotel profiles. For the office component, profiles were also directly derived from ULI. For office uses peak demand occurs between 10:00 AM and 11:00 AM on weekdays, and again between 2:00 PM and 3:00 PM. Office demand for a weekend peaks between 11:00AM and 12:00PM. The peak-parking ratio for office uses exactly equals the City’s Parking Code requirement of 1 space per 400 SF of floor area. For medical office uses, the parking profile in the ULI publication was used and applied to the City’s Parking Code ratio of 1 space 250 SF of floor area to forecast weekday and weekend hourly demand. Peak demand for medical office uses occurs between 10:00 AM–12:00 PM and 2:00 PM–4:00 PM on weekdays, and 10:00 AM– 12:00 PM on weekends. Application of Shared Parking Methodology Tables 3 and 4 present the weekday and weekend parking demand for Brea Canyon Business Park based on the shared parking methodology. Columns (1) through (3) of these tables present the parking accumulation characteristics and parking demand of Brea Canyon Business Park for the hours of 6:00 AM to midnight. Column (4) presents the expected joint-use parking demand for the entire site on an hourly basis, 8.1.e Packet Pg. 1510 Mr. Philip Lee January 25, 2019 Page 7 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc while Column (5) summarizes the hourly parking surplus/deficiency for the proposed project compared to a parking supply of 289 spaces. Based on our experience, the shared parking approach summarized in Tables 3 and 4 are believed to be the most appropriate in evaluating the parking supply-demand relationships for Brea Canyon Business Park. The results in these tables are the focus of this parking investigation and recommendations. As noted earlier, for this parking analysis, no monthly adjustment factors to account for variations of parking demand over the year and no internal capture adjustments were applied to provide a conservative parking demand forecast. Shared Parking Analysis Results Review of Table 3 shows that the peak-parking requirement for Brea Canyon Business Park during a weekday occurs at 10:00 AM and 2:00 PM and totals 260 spaces. On a weekend day, the peak parking requirements for the project occurs at 11:00 AM, when a parking demand of 178 spaces is forecast (see Table 4). Based on the proposed shared parking supply of 289 spaces, a surplus of 29 spaces and 111 spaces would result during the weekday and weekend peak hours, respectively. Appendix A contains the shared parking analysis calculation worksheets for this weekday and weekend day parking scenarios. Figures 3 and 4 graphically illustrate the weekday and weekend hourly parking demand forecast for the Project, respectively. Each land use component and its corresponding hourly Shared Parking demand for various mixes of uses, which were presented in Tables 3 and 4, are depicted in these two figures relative to a shared parking supply of 289 spaces. A review of these figures indicate that the mix-use center’s available parking supply of 289 spaces will adequately accommodate Brea Canyon Business Park’s weekday and weekend hourly shared parking demand. Given these results, we conclude that there is adequate parking on site to accommodate the proposed tenant mix for Brea Canyon Business Center. Furthermore, an alternative shared parking assessment was conducted which applied parking utilization data/surveys conducted by LLG at similar type facilities for the hotel component of the Project. This alternative assessment provides justification that the peak demand experienced at business hotels are much less when compared to the application of City Code requirement to the ULI hotel parking profiles. 8.1.e Packet Pg. 1511 Mr. Philip Lee January 25, 2019 Page 8 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc Shared Parking Alternative Assessment In order to develop empirical parking ratios and parking profiles for a similar type hotel-use, weekday and weekend hourly parking demand counts were collected at an existing Hilton Hampton Inn. The parking ratio and hourly parking profiles utilized for the proposed hotel component of the Project was derived using empirical data from actual observed parking demand counts conducted by National Data and Surveying Services (NDS) on Thursday, November 8, 2018 and Saturday, November 10, 2018. These parking demand counts were collected at a Hilton Hampton Inn located in the City of Chino Hills, north of Chino Avenue and west of the SR-71 in the Crossroads Shopping Center, between 8:00 AM and 10:00 PM. During these count days, the occupancy of the Hampton Inn was 84% during the Thursday count and 90% during the Saturday count. Based on an observed peak parking demand of 56 spaces (which occurred at 9:00 PM on Thursday), an empirical peak parking demand rate of 0.64 spaces per occupied room was calculated. In order to reflect peak-June hotel characteristics, per ULI Shared Parking, a seasonal adjustment factor was applied which translates to a “design” ratio of 0.79 spaces per occupied room. Appendix B contains the empirical parking demand data for the Chino Hills Hilton Hampton Inn Hotel. Tables 5 and 6 presents the shared parking alternative assessment results based on the aforementioned utilization of empirical parking ratio and hourly profiles for the hotel component of the proposed Project. As presented in Tables 5 and 6, the weekday and weekend shared parking tables forecast a peak parking demand of 227 and 145 spaces, respectively. Based on the proposed parking supply of 289 spaces, the peak “design level” demand on a weekday and weekend will be satisfied with a forecast surplus of 62 spaces and 144 spaces, respectively. Further, a review of these two tables indicates that there would also be parking surpluses during all other hours of a weekday and weekend. Shared Parking Analysis Conclusions Given these results, the proposed parking supply of 289 spaces for Brea Canyon Business Center would be adequate in meeting the overall future parking demand based on direct application of the ULI Shared Parking Methodology for all proposed land uses. Furthermore, an alternative assessment justifies that the utilization of empirical parking ratio and profiles for the hotel component of the Project would yield an even greater surplus when compared to the proposed parking supply of 289 spaces. 8.1.e Packet Pg. 1512 Mr. Philip Lee January 25, 2019 Page 9 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc INTERNAL CIRCULATION EVALUATION Brea Canyon Road will provide access for fire trucks and small service/delivery trucks (i.e. UPS, FedEx, and trash trucks) and passenger vehicles for the Project site. Our evaluation of the on-site circulation shown on the Project site plan was performed using the Turning Vehicle Templates, developed by Jack E. Leisch & Associates and AutoTURN for AutoCAD computer software that simulates turning maneuvers for various types of vehicles. Figures 5 and 6 illustrate the turning movements required of a trash truck and an SU- 30 as it accesses the site from Brea Canyon Road, respectively. Review of Figures 5 and 6 shows that access to and from the site via a trash truck or delivery truck is considered adequate. Figure 7 illustrates a fire truck as it accesses the site from Brea Canyon Road. Review of Figure 7 shows that access to and from the site via a fire truck is considered adequate. Figure 8 illustrates a passenger vehicle as it maneuvers through specific points of interests throughout the Project site where entering/exiting a parking space may be difficult. Review of Figure 8 shows that on-site circulation via a passenger vehicle is considered adequate. PARKING MANAGEMENT PLAN To ensure that adequate parking is available for customers and employees of Brea Canyon Business Center, as well as hotel guests and employees, it is recommended that a Parking Management Plan (PMP) be developed that outlines the proposed allocation of parking supply on site and key parking management strategies to maximize the availability of parking for customers and employees of the Center. As noted above, the results of the shared parking analysis for the Brea Canyon Business Center indicates that the proposed parking supply of 289 spaces will be sufficient to accommodate the peak parking demand of following mix of uses/tenants and associated floor areas: 61,743 SF Hotel with 109 rooms 31,998 SF of office space 24,730 SF of medical office space PMP Measures Specific PMP measures relative to the employee parking operation parking for customers are described below, and were developed based on the following objectives: 8.1.e Packet Pg. 1513 Mr. Philip Lee January 25, 2019 Page 10 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc The PMP should identify where the employees park within the site. Between 60 and 130 spaces will be required to accommodate the weekend and weekday parking demand of employees of the Project. 1. Executive Development LLC and/or the center management company will work with tenants of the center to implement an employee parking program, with the goal of providing convenient and accessible customers parking. The location of designated employee parking spaces will be developed in collaboration between Executive Development LLC and the tenants. The employee parking spaces will be identified with a white or yellow circle. It is noted that these spaces will be open for customer use. 2. Executive Development LLC and/or the center management company will work with tenants of the center to identify the need for “short term/time restricted spaces” on an as need basis. The short-term spaces may be used for “curbside pickup”, hotel guest check-in or patient parking. The number and location of spaces will be determined by Executive Development LLC and the potential tenants. 3. Executive Development, LLC will work closely with the tenants to insure that both employees and property management work together to provide the best experience for the customers, as well as allowing the most desirable parking spaces to be accessed by the customers rather than the employees. 4. To ensure adequate parking is provided for each of the three (3) and the parking associated with each building is shared among the various tenants/land uses, the Project would implement the following: CC&Rs will include a provision for reciprocal access and parking between the three buildings and provide for the maintenance of the parking areas. A reciprocal parking easement or agreement will be recorded which will run with the land. For consideration by the Project, Figure 9 identifies the potential locations within the Project’s surface parking lot that could be allocated for employee parking. The number and location of designated employee parking spaces should be developed in collaboration between Executive Development LLC and the tenants as a part of the Project’s PMP. 8.1.e Packet Pg. 1514 Mr. Philip Lee January 25, 2019 Page 11 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc SUMMARY OF FINDINGS AND CONCLUSIONS 1. Brea Canyon Business Park is a mixed-use business center with a total floor area of 118,471 square-feet (SF) located in Diamond Bar, California and has a proposed supply of 289 spaces. The proposed tenant mix includes a business hotel, office and medical office. 2. Direct application of City parking codes to the proposed uses at Brea Canyon Business Park results in a total parking requirement of 299 parking spaces. With a proposed parking supply of 289 spaces, a code shortfall of 10 spaces is calculated. 3. Given the mix of center tenancies, a shared parking analysis has been prepared and indicates that the proposed parking supply at Brea Canyon Business Park will be sufficient to meet the projected peak parking demands for the center. The weekday and weekend scenario results in a minimum surplus of 29 spaces. 4. In addition, based on an alternative assessment which looks at the application of empirical parking ratio and hourly profiles for the hotel component of the proposed Project blended with the ULI shared parking methodology for office/medical-office uses, would result in a minimum surplus of 62 spaces. Given these results, the proposed parking supply of 289 spaces for Brea Canyon Business Center would be adequate in meeting the overall future parking demand. 5. Based on an internal circulation evaluation, the turning movements required of an SU-30 truck, fire truck and passenger vehicles are considered adequate. * * * * * * * * * * 8.1.e Packet Pg. 1515 Mr. Philip Lee January 25, 2019 Page 12 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc We appreciate the opportunity to prepare this analysis for Brea Canyon Business Park at Diamond Bar. Should you have any questions or need additional assistance, please do not hesitate to call us at (949) 825-6175. Very truly yours, Linscott, Law & Greenspan, Engineers Richard E. Barretto, P.E. Principal cc: Shane S. Green, P.E., Transportation Engineer III Attachments 8.1.e Packet Pg. 1516 8.1.ePacket Pg. 1517 8.1.ePacket Pg. 1518 8.1.ePacket Pg. 1519 8.1.ePacket Pg. 1520 8.1.ePacket Pg. 1521 8.1.ePacket Pg. 1522 8.1.ePacket Pg. 1523 8.1.ePacket Pg. 1524 8.1.ePacket Pg. 1525 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc TABLE 1 PROJECT DEVELOPMENT SUMMARY1 BREA CANYON BUSINESS CENTER SHARED PARKING, DIAMOND BAR Building / Land Use Building Floor Area (SF-GFA) H1: Hotel (109 rooms) 61,743 SF O1: Office 31,998 SF O1: Medical Office 15,830 SF O1 Office Subtotal: 47,828 SF O2: Medical Office 8,900 SF Total Building Floor Area with Outdoor Dining Area 118,471 SF Parking Provided Total Spaces Total Parking Supply 289 spaces Notes: SF-GFA = square feet of gross floor area 1 Source: Brea Canyon Business Park, Diamond Bar Conceptual Site Plan, prepared by GAA Architects. 8.1.e Packet Pg. 1526 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc TABLE 2 CITY CODE PARKING REQUIREMENTS2 BREA CANYON BUSINESS CENTER SHARED PARKING, DIAMOND BAR Project Description Square-feet of Gross Floor Area (SF – GFA) City of Diamond Bar Code Parking Ratio Spaces Required Hotel (109 rooms) 61,743 SF 1 space per guest room plus 1 space for each 2 employees on largest shift 1203 Office 31,998 SF 1 spaces per 400 SF of GFA 80 Medical Office 24,730 SF 1 spaces per 250 SF of GFA 99 Total Floor Area: 118,471 SF Total Code Parking Requirement: 299 Proposed Parking Supply: 289 Parking Surplus/Deficiency (+/-): -10 2 Source: City of Diamond Bar Municipal Code, Chapter 22.30 – Off-Street Parking and Loading Standards. 3 Based on ULI the peak number of employees is 22 for a business hotel. Which translates to a parking requirement of 11 employee spaces and 109 visitor spaces for a total parking requirement of 120 spaces, per City Code. 8.1.e Packet Pg. 1527 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc TABLE 3 WEEKDAY SHARED PARKING DEMAND ANALYSIS4 Brea Canyon Business Center Shared Parking, Diamond Bar Land Use Business Hotel Office Medical/Dental Office Size 109 Rms 31.998 KSF 24.730 KSF Total Pkg Rate[1]2.5 /KSF 4 /KSF Spaces = Comparison w/ Gross 120 Spc. 80 Spc. 99 Spc. 299 Parking Supply Spaces Shared 289 Spaces Number of Number of Number of Parking Surplus Time of Day Spaces Spaces Spaces Demand (Deficiency) 6:00 AM 96 3 0 99 190 7:00 AM 96 24 0 120 169 8:00 AM 99 58 80 237 52 9:00 AM 89 75 93 257 32 10:00 AM 81 80 99 260 29 11:00 AM 81 77 99 257 32 12:00 PM 76 68 53 197 92 1:00 PM 76 70 93 239 50 2:00 PM 81 80 99 260 29 3:00 PM 81 77 99 257 32 4:00 PM 84 68 93 245 44 5:00 PM 85 38 86 209 80 6:00 PM 83 20 68 171 118 7:00 PM 79 9 30 118 171 8:00 PM 84 7 15 106 183 9:00 PM 89 3 0 92 197 10:00 PM 99 1 0 100 189 11:00 PM 101 0 0 101 188 12:00 AM 100 0 0 100 189 Notes: [1] Parking rates for all land uses based on City Code. 4 Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. 8.1.e Packet Pg. 1528 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc TABLE 4 WEEKEND SHARED PARKING DEMAND ANALYSIS5 Brea Canyon Business Center Shared Parking, Diamond Bar Land Use Business Hotel Office Medical/Dental Office Size 109 Rms 31.998 KSF 24.730 KSF Total Pkg Rate[1] 2.5 /KSF 4 /KSF Spaces = Comparison w/ Gross 120 Spc. 80 Spc. 99 Spc. 299 Parking Supply Spaces Shared 289 Spaces Number of Number of Number of Parking Surplus Time of Day Spaces Spaces Spaces Demand (Deficiency) 6:00 AM 82 0 0 82 207 7:00 AM 83 3 0 86 203 8:00 AM 86 6 80 172 117 9:00 AM 77 7 93 177 112 10:00 AM 70 8 99 177 112 11:00 AM 70 9 99 178 111 12:00 PM 67 8 53 128 161 1:00 PM 67 7 0 74 215 2:00 PM 70 6 0 76 213 3:00 PM 70 4 0 74 215 4:00 PM 73 3 0 76 213 5:00 PM 74 2 0 76 213 6:00 PM 76 2 0 78 211 7:00 PM 75 0 0 75 214 8:00 PM 79 0 0 79 210 9:00 PM 83 0 0 83 206 10:00 PM 90 0 0 90 199 11:00 PM 94 0 0 94 195 12:00 AM 91 0 0 91 198 Notes: [1] Parking rates for all land uses based on City Code. 5 Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. 8.1.e Packet Pg. 1529 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc TABLE 5 WEEKDAY SHARED PARKING DEMAND ANALYSIS6 - ALTERNATIVE ASSESSMENT Brea Canyon Business Center Shared Parking, Diamond Bar Land Use Hilton Hampton Inn and Suites Hotel Office Medical/Dental Office Size 109 Rms 31.998 KSF 24.730 KSF Total Pkg Rate[1] 0.79 /Occupied Room 2.50 /KSF 4 /KSF Spaces = Comparison w/ Gross 86Spc. [2] 80Spc. 99Spc. 265 Parking Supply Spaces Shared 289 Spaces Number of Number of Number of Parking Surplus Time of Day Spaces Spaces Spaces Demand (Deficiency) 8:00 AM 31 58 80 169 120 9:00 AM 37 75 93 205 84 10:00 AM 24 80 99 203 86 11:00 AM 31 77 99 207 82 12:00 PM 37 68 53 158 131 1:00 PM 39 70 93 202 87 2:00 PM 48 80 99 227 62 3:00 PM 50 77 99 226 63 4:00 PM 51 68 93 212 77 5:00 PM 56 38 86 180 109 6:00 PM 63 20 68 151 138 7:00 PM 80 9 30 119 170 8:00 PM 74 7 15 96 193 9:00 PM 86 3 0 89 200 10:00 PM 76 1 0 77 212 Notes: [1] Parking rates for all land uses based on City Code. [2] Parking ratio for Hotel is based on emperically derived data. 6 Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. 8.1.e Packet Pg. 1530 N:\3800\2173843 - Brea Canyon Business Center Shared Parking, Diamond Bar\Report\3843 Brea Canyon Business Center Shared Parking, Diamond Bar 1-25-19.doc TABLE 6 WEEKEND SHARED PARKING DEMAND ANALYSIS7 - ALTERNATIVE ASSESSMENT Brea Canyon Business Center Shared Parking, Diamond Bar Land Use Hilton Hampton Inn and Suites Hotel Office Medical/Dental Office Size 109 Rms 31.998 KSF 24.730 KSF Total Pkg Rate[1] 0.79 /Occupied Room 2.50 /KSF 4 /KSF Spaces = Comparison w/ Gross 86Spc. [2] 80Spc. 99Spc. 265 Parking Supply Spaces Shared 289 Spaces Number of Number of Number of Parking Surplus Time of Day Spaces Spaces Spaces Demand (Deficiency) 8:00 AM 51 6 80 137 152 9:00 AM 45 7 93 145 144 10:00 AM 37 8 99 144 145 11:00 AM 31 9 99 139 150 12:00 PM 16 8 53 77 212 1:00 PM 22 7 0 29 260 2:00 PM 19 6 0 25 264 3:00 PM 28 4 0 32 257 4:00 PM 28 3 0 31 258 5:00 PM 28 2 0 30 259 6:00 PM 25 2 0 27 262 7:00 PM 33 0 0 33 256 8:00 PM 45 0 0 45 244 9:00 PM 48 0 0 48 241 10:00 PM 31 0 0 31 258 Notes: [1] Parking rates for all land uses based on City Code. [2] Parking ratio for Hotel is based on emperically derived data. 7 Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. 8.1.e Packet Pg. 1531 LINSCOTT, LAW & GREENSPAN, engineers APPENDIX A SHARED PARKING WORKSHEETS 8.1.e Packet Pg. 1532 Land Use Business Hotel Size 109 Rooms Pkg Rate[2] Gross 120 Spaces [3] Spaces 98 Guest Spc. 22 Emp. Spc.Shared Time % Of # Of % Of # Of Parking of Day Peak [4] Spaces Peak [4] Spaces Demand 6:00 AM 95% 94 5% 2 96 7:00 AM 90% 89 30% 7 96 8:00 AM 80% 79 90% 20 99 9:00 AM 70% 69 90% 20 89 10:00 AM 60% 59 100% 22 81 11:00 AM 60% 59 100% 22 81 12:00 PM 55% 54 100% 22 76 1:00 PM 55% 54 100% 22 76 2:00 PM 60% 59 100% 22 81 3:00 PM 60% 59 100% 22 81 4:00 PM 65% 64 90% 20 84 5:00 PM 70% 69 70% 16 85 6:00 PM 75% 74 40% 9 83 7:00 PM 75% 74 20% 5 79 8:00 PM 80% 79 20% 5 84 9:00 PM 85% 84 20% 5 89 10:00 PM 95% 94 20% 5 99 11:00 PM 100% 98 10% 3 101 12:00 AM 100% 98 5% 2 100 Notes: [1] Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. [2] Parking rates for all land uses based on City Code. Appendix Table A-1 BUSINESS HOTEL WEEKDAY SHARED PARKING DEMAND ANALYSIS [1] Brea Canyon Business Center Shared Parking, Diamond Bar [4] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. [3] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. 8.1.e Packet Pg. 1533 Land Use Business Hotel Size 109 Rooms Pkg Rate[2] Gross 120 Spaces [3] Spaces 98 Guest Spc. 22 Emp. Spc.Shared Time % Of # Of % Of # Of Parking of Day Peak [4] Spaces Peak [4] Spaces Demand 6:00 AM 82% 81 4% 1 82 7:00 AM 78% 77 26% 6 83 8:00 AM 69% 68 78% 18 86 9:00 AM 60% 59 78% 18 77 10:00 AM 52% 51 86% 19 70 11:00 AM 52% 51 86% 19 70 12:00 PM 48% 48 86% 19 67 1:00 PM 48% 48 86% 19 67 2:00 PM 52% 51 86% 19 70 3:00 PM 52% 51 86% 19 70 4:00 PM 56% 55 78% 18 73 5:00 PM 60% 59 65% 15 74 6:00 PM 65% 64 52% 12 76 7:00 PM 65% 64 48% 11 75 8:00 PM 69% 68 48% 11 79 9:00 PM 73% 72 48% 11 83 10:00 PM 82% 81 39% 9 90 11:00 PM 86% 85 39% 9 94 12:00 AM 86% 85 26% 6 91 Notes: [1] Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. [2] Parking rates for all land uses based on City Code. WEEKEND SHARED PARKING DEMAND ANALYSIS [1] BUSINESS HOTEL Appendix Table A-2 [4] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. [3] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. Brea Canyon Business Center Shared Parking, Diamond Bar 8.1.e Packet Pg. 1534 Appendix Table A-3 OFFICE WEEKDAY SHARED PARKING DEMAND ANALYSIS [1] Brea Canyon Business Center Shared Parking, Diamond Bar Month: Land Use Office Size 31.998 KSF Pkg Rate[2] 3 /KSF Gross 80 Spaces Spaces 6 Visitor Spc. 74 Emp. Spc.Shared Time % Of # Of % Of # Of Parking of Day Peak [3] Spaces Peak [3] Spaces Demand 6:00 AM 0% 0 3% 3 3 7:00 AM 1% 1 30% 23 24 8:00 AM 20% 2 75% 56 58 9:00 AM 60% 4 95% 71 75 10:00 AM 100% 6 100% 74 80 11:00 AM 45% 3 100% 74 77 12:00 PM 15% 1 90% 67 68 1:00 PM 45% 3 90% 67 70 2:00 PM 100% 6 100% 74 80 3:00 PM 45% 3 100% 74 77 4:00 PM 15% 1 90% 67 68 5:00 PM 10% 1 50% 37 38 6:00 PM 5% 1 25% 19 20 7:00 PM 2% 1 10% 8 9 8:00 PM 1% 1 7% 6 7 9:00 PM 0% 0 3% 3 3 10:00 PM 0% 0 1% 1 1 11:00 PM 0% 0 0% 0 0 12:00 AM 0% 0 0% 0 0 Notes: [1] Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. [3] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. [2] Parking rates for all land uses based on City Code. 8.1.e Packet Pg. 1535 Appendix Table A-4 OFFICE WEEKEND SHARED PARKING DEMAND ANALYSIS [1] Brea Canyon Business Center Shared Parking, Diamond Bar Month: Land Use Office Size 31.998 KSF Pkg Rate[2] 3 /KSF Gross 80 Spaces Spaces 6 Visitor Spc. 74 Emp. Spc.Shared Time % Of # Of % Of # Of Parking of Day Peak [3] Spaces Peak [3] Spaces Demand 6:00 AM 0% 0 0% 0 0 7:00 AM 2% 1 2% 2 3 8:00 AM 6% 1 6% 5 6 9:00 AM 8% 1 8% 6 7 10:00 AM 9% 1 9% 7 8 11:00 AM 10% 1 10% 8 9 12:00 PM 9% 1 9% 7 8 1:00 PM 8% 1 8% 6 7 2:00 PM 6% 1 6% 5 6 3:00 PM 4% 1 4% 3 4 4:00 PM 2% 1 2% 2 3 5:00 PM 1% 1 1% 1 2 6:00 PM 1% 1 1% 1 2 7:00 PM 0% 0 0% 0 0 8:00 PM 0% 0 0% 0 0 9:00 PM 0% 0 0% 0 0 10:00 PM 0% 0 0% 0 0 11:00 PM 0% 0 0% 0 0 12:00 AM 0% 0 0% 0 0 Notes: [3] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. [1] Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. [2] Parking rates for all land uses based on City Code. 8.1.e Packet Pg. 1536 Appendix Table A-5 MEDICAL/DENTAL OFFICE WEEKDAY SHARED PARKING DEMAND ANALYSIS [1] Brea Canyon Business Center Shared Parking, Diamond Bar Month: Land Use Medical/Dental Office Size 24.730 KSF Pkg Rate[2] 4 /KSF Gross 99 Spaces Spaces 66 Visitor Spc. 33 Emp. Spc.Shared Time % Of # Of % Of # Of Parking of Day Peak [3] Spaces Peak [3] Spaces Demand 6:00 AM 0% 0 0% 0 0 7:00 AM 0% 0 0% 0 0 8:00 AM 90% 60 60% 20 80 9:00 AM 90% 60 100% 33 93 10:00 AM 100% 66 100% 33 99 11:00 AM 100% 66 100% 33 99 12:00 PM 30% 20 100% 33 53 1:00 PM 90% 60 100% 33 93 2:00 PM 100% 66 100% 33 99 3:00 PM 100% 66 100% 33 99 4:00 PM 90% 60 100% 33 93 5:00 PM 80% 53 100% 33 86 6:00 PM 67% 45 67% 23 68 7:00 PM 30% 20 30% 10 30 8:00 PM 15% 10 15% 5 15 9:00 PM 0% 0 0% 0 0 10:00 PM 0% 0 0% 0 0 11:00 PM 0% 0 0% 0 0 12:00 AM 0% 0 0% 0 0 Notes: [1] Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. [3] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. [2] Parking rates for all land uses based on City Code. 8.1.e Packet Pg. 1537 Appendix Table A-6 MEDICAL/DENTAL OFFICE WEEKEND SHARED PARKING DEMAND ANALYSIS [1] Brea Canyon Business Center Shared Parking, Diamond Bar Month: Land Use Medical/Dental Office Size 24.730 KSF Pkg Rate[2] 4 /KSF Gross 99 Spaces Spaces 66 Visitor Spc. 33 Emp. Spc.Shared Time % Of # Of % Of # Of Parking of Day Peak [3] Spaces Peak [3] Spaces Demand 6:00 AM 0% 0 0% 0 0 7:00 AM 0% 0 0% 0 0 8:00 AM 90% 60 60% 20 80 9:00 AM 90% 60 100% 33 93 10:00 AM 100% 66 100% 33 99 11:00 AM 100% 66 100% 33 99 12:00 PM 30% 20 100% 33 53 1:00 PM 0% 0 0% 0 0 2:00 PM 0% 0 0% 0 0 3:00 PM 0% 0 0% 0 0 4:00 PM 0% 0 0% 0 0 5:00 PM 0% 0 0% 0 0 6:00 PM 0% 0 0% 0 0 7:00 PM 0% 0 0% 0 0 8:00 PM 0% 0 0% 0 0 9:00 PM 0% 0 0% 0 0 10:00 PM 0% 0 0% 0 0 11:00 PM 0% 0 0% 0 0 12:00 AM 0% 0 0% 0 0 Notes: [3] Percentage of peak parking demand factors reflect relationships between weekday parking demand ratios and peak parking demand ratios, as summarized in Table 2-2 of the "Shared Parking" manual. [1] Source: ULI - Urban Land Institute "Shared Parking," Second Edition, 2005. [2] Parking rates for all land uses based on City Code. 8.1.e Packet Pg. 1538 LINSCOTT, LAW & GREENSPAN, engineers APPENDIX B HOTEL EMPIRICAL PARKING DEMAND DATA 8.1.e Packet Pg. 1539 8.1.e Packet Pg. 1540 Parking Demand % of Peak Parking Demand % of Peak 8:00 AM 20 36% 33 59% 9:00 AM 24 43% 29 52% 10:00 AM 15 27% 24 43% 11:00 AM 20 36% 20 36% 12:00 PM 24 43% 10 18% 1:00 PM 25 45% 14 25% 2:00 PM 31 55% 12 21% 3:00 PM 32 57% 18 32% 4:00 PM 33 59% 18 32% 5:00 PM 36 64% 18 32% 6:00 PM 41 73% 16 29% 7:00 PM 52 93% 21 38% 8:00 PM 48 86% 29 52% 9:00 PM 56 100% 31 55% 10:00 PM 49 88% 20 36% Notes: November Parking rate per Occupied Room (87 rooms) Weekday (Thursday 11/8/18) Weekend (Saturday 11/10/18) Time of Day Parking rate per Room (104 rooms) Adjusted Seasonal Peak Parking Rate per Occupied Room (87 rooms) 0.54 0.79 Counts were collected in November on a Thursday and Saturday by National Data and Surveying Services (NDS) at Hilton Hampton Inn in the City of Chino Hills which is located north of Chino Avenue west of the SR- 71 in the Crossroads Shopping Center. During those counts days the occupancy of the Hampton Inn was 84% during the Thursday count and 90% during the Saturday count. 0.64 TABLE B (1) (2) CHINO HILLS HAMPTON INN PARKING PROFILES AND RATES 8.1.e Packet Pg. 1541 PLANNED SIGN PROGRAM FOR BREA CANYON BUSINESS PARK DIAMOND BAR June 6, 2019 LANDLORD LYCOMING, LLC PROJECT ADDRESS 850 SOUTH BREA CANYON ROAD DIAMOND BAR, CA 91789 8.1.f Packet Pg. 1542 PLANNED SIGN PROGRAM FOR BREA CANYON BUSINESS PARK DIAMOND BAR, CA A. PURPOSE AND INTENT The following criteria has been established for the purpose of assuring a consistent sign design program for the mutual benefit of all occupants. Flexibility of design is encouraged to create visual interest. Conformity with this criteria will be enforced by the Landlord and the City of Diamond Bar. Any sign non-conforming or unapproved sign shall be removed and replaced at Landlord’s direction at Tenant’s cost. B. APPROVALS To obtain Landlords approval, submit four (4) copies as outlined in Section B of this criteria, to the Landlord. 1. Prior to manufacture of any sign in the center, the Tenant shall submit to Landlord for approval, four (4) copies of detailed drawings for each proposed sign. These drawings shall include the building elevation to which the signs are to be attached, sign dimensions, graphics, location, colors, and method of attachment. This approval must be obtained prior to submittal to the City of Diamond Bar. 2. All signs shall be reviewed for conformance with this criteria and overall design quality. Approval or disapproval of sign submittals based on aesthetics of design shall be at landlord’s sole discretion. 3. Prior to the installation and manufacture of any sign, the Tenant shall obtain a sign permit from the City of Diamond Bar. Upon approval, a letter shall be provided to Tenant by Landlord. This letter must be presented to the City of Diamond Bar to obtain the Tenant's sign permit. 8.1.f Packet Pg. 1543 C. GENERAL CRITERIA AND SIGN DESIGN 1. Tenant of 02 Building to have, fabricated, halo-lit aluminum channel letters with cool-white, LED illumination. Base mounted to fabricated painted aluminum accent (see Figure 4) on the fascia. Tenant of Hotel Building to have fabricated, halo-lit aluminum channel letters with cool-white/red, LED illumination. Pin mounted to wall surface (see Figure 5). Location of all signs shall be as directed by Landlord and as approved by the City of Diamond Bar. 2. Signs shall be designed in a manner that is not only imaginative but also of high graphic quality. In addition, signs should be compatible with and complimentary to adjacent facades. 3. Logo and letter heights, where specified, shall be determined by measuring the normal capital letter of type font exclusive of swashes, ascenders and descenders. 4. Not withstanding the maximum square footages specified for copy area allowances, signs and topography in all cases shall appear balanced and in scale within the context of the sign space and the building as a whole. 5. Tenant shall pay all costs for sign including manufacture, installation, maintenance, and City permits. 6. Tenant shall be responsible for and repair any damage to any surface caused by the signage or its installation. 7. Landlord reserves the right to periodically hire an independent electrical contractor, at Tenant's sole expense, to inspect the installation of all Tenant's signs. Tenants will be required to correct discrepancies and/or code violations at Tenant's expense. Any code violations, requests for sign removals, or discrepancies not corrected within fifteen (15) days of notice, may be corrected by the Landlord at Tenant's expense. 8. Tenant's sign contractor shall carry workman's compensation and public liability insurance against all damage by any and all persons and/or property while engaged in the construction or erection of signs in the amount of $1,000,000 per occurrence. Evidence of this insurance must be provided to Landlord prior to installation. 9. Upon vacancy, Tenant shall remove sign and restore fascia to original condition at Tenant's sole cost and expense within fifteen (15) days of expiration of term or earlier termination of Tenant's lease. 10. Owner will install and pay for the Building Address Signs. Numerals to be twelve (12) inches high, located and installed by Landlord. 8.1.f Packet Pg. 1544 D. PROHIBITED SIGNS 1. Temporary signs, window signs, placards, flags, pennants, and banners of any type shall be prohibited, except as otherwise approved by the Landlord and the City of Diamond Bar prior to installation. 2. No animated, foam, flashing, audible, off-premise, or vehicle signs are allowed. 3. No exposed raceways, crossovers, conduits, neon tube conductors, transformers are allowed. E. SIGN CONSTRUCTION 1. All signs and their installation shall comply with all applicable City building and electrical codes, and bear UL label. 2. Tenant's sign contractor shall completely install and connect sign display and primary wiring at sign location per Landlord’s approval. Signs are to be connected to the J-box provided by the Landlord, which is connected to Tenant’s electrical panel. 3. All penetrations of exterior fascia to be sealed watertight, and finish to match adjacent material, subject to Landlord's approval. 4. All signs shall be kept in good condition, be legible, adequately repaired and maintained by the Tenant at all times. All repairs shall be equal in quality and design to the original signs. The standards for maintenance and repair of signs shall maintain highest visual quality. 5. All exterior signs shall be secured by concealed fasteners, stainless steel, nickel or cadmium plated. 6. Plastic surfaces to be 3/16" (3/16 inch) as manufactured for outdoor advertising. 7. All exterior signs shall be mounted 1/2" (1/2 inch) from the surface of the building for proper drainage. 8. Internal illumination to be 60-milli-amp neon installation labeled in accordance with the "National Board of Fire Underwriters Specifications". No other labels or identification will be permitted on the exposed surfaces of the sign except those required by local ordinances. 9. All exposed letter sheet metal returns shall be of 24 gauge, painted with one coat of primer and two coats enamel to match color of face or as approved by Landlord. All trim cap to match the face and returns, 3/4" (3/4 inch) in thickness. 8.1.f Packet Pg. 1545 F. SIGN TYPES AND SIZES: The purpose and intent of these criteria is established for the purpose of assuring a consistent sign design program for the mutual benefit of all occupants, and maintain a high graphic quality for the overall center. Conformity with these criteria will be enforced by the Landlord and the City of Diamond Bar. Any sign non-conforming or unapproved sign shall be removed and replaced at Landlord’s direction at Tenant’s cost. Landlord, at Landlord’s discretion, will review all proposed sign design logo, font/letter style, and color. In cases where Tenant is part of a national or regional chain (4 or more stores) whose graphics are a part of a registered trademark, in which case, said Tenant would be allowed a letter color in accordance with their corporate specifications. Also, in registered trademark cases, said Tenant will be allowed the letter style(s) in accordance with their corporate specifications. No can or cabinet signs will be allowed except logos not to exceed 10% (10 percent) of allowed area. Letter height on wall signs shall be in accordance with the following schedule: 1. Type 1 - Project Identification Monument Sign Quantity: A quantity of (1) Double-faced monument sign (See Figure 2) will be located as shown on the site plan (See Figure 1). 2. Type 2 - Primary Office Tenant Identification Monument Sign Quantity: A quantity of (1) Double-faced monument sign (See Figure 3) will be located as shown on the site plan (See Figure 1). 3. Type 3 - Secondary Office Tenant Identification Monument Sign (Option) Quantity: A quantity of (1) Double-faced monument sign (See Figure 3) will be located as shown on the site plan (See Figure 1). 4. Type 4 - Office Tenant Identification Wall Sign (Option) Quantity: A quantity of (1) Tenant I.D. sign may be located on the 02 Med/Office building front elevation. Maximum Sign Length: 20’-0” (see figure 5). Maximum Sign Area: Total sign area shall not exceed 52.00 square feet (see figure 5). 8.1.f Packet Pg. 1546 Maximum Sign Height: 2’-2” or less. Maximum of one line copy permitted. Letter Style: Nationally recognized corporate logo style (trademark) or custom design as approved by landlord. Colors: Nationally recognized corporate logo style (trademark) or custom design as approved by landlord. 5. Type 5 - Hotel Identification Wall Sign Quantity: A quantity of (1) Tenant I.D. sign may be located on the building front elevation, one (1) sign on the building rear elevation, one (1) sign on each side elevation, for a total of four (4) signs. Maximum Sign Length: 17’-9 1/2” for front elevation, 15’-3“ for rear elevation, 12’-8 1/2” for each side elevation (see figure 6). Maximum Sign Area: Total sign area shall not exceed 124.75 square feet for front elevation, 124.75 square feet for rear elevation, 63.75 for each side elevation (see figure 6). Maximum Sign Height: 3’-10” for front elevation, 3’-3“ for rear elevation, 2’-9” for each side elevation (see figure 6). Maximum of two lines copy permitted. Letter Style: Nationally recognized corporate logo style (trademark) or custom design as approved by landlord. Colors: Nationally recognized corporate logo style (trademark) or custom design as approved by landlord. 8.1.f Packet Pg. 1547 NORTH FIGURE 1 FREESTANDING SIGN LOCATION PLAN Project Identification Monument Sign Primary Office Tenant Identification Monument Sign Secondary Office Tenant Identification Monument Sign 8.1.f Packet Pg. 1548 TENANT SIGNAGE TENANT SIGNAGE TENANT SIGNAGE FIGURE 2 Project Identification Monument Sign 10'-0"1'-6" 10'-0" 4 3/4" 1'-0" 7 1/2" 4 3/4" 1.1 70.5 Square Feet (72.0 Allowed by code) Project Name & Address - Brandon Grotesque (Medium) Tenant - (Tenants discretion with landlord approval) Sign Area Calculations Fonts Project Identification Monument Sign Double sided fabricated sign structure with stone cladded base, painted aluminum body cabinet and internal illumination. Graphics to be push-thru translucent acrylic with translucent vinyl face overlays. front side Accents - Metallic Silver Cabinet - Benjamin Moore Cheating Heart 1617 Copy - Translucent White Hotel Tenant Cabinet - Paint to match PMS 2758C Base - To match project stone Colors 8.1.f Packet Pg. 1549 OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT OFFICE TENANT FIGURE 3 Primary Office Tenant Identification Monument Sign Project Address - Brandon Grotesque (Medium) Tenant - (Tenants discretion with landlord approval) Fonts 2.1 20.0 Square Feet (20.0 Allowed by code) Sign Area Calculations 6'-9"9" 4'-6" 2 1/2" 3" Primary Office Tenant Identification Monument Sign Double sided fabricated sign structure with stone cladded base, painted aluminum body cabinet and internal illumination. Graphics to be push-thru translucent acrylic with translucent vinyl face overlays. front side Accents - Metallic Silver Cabinet - Benjamin Moore Cheating Heart 1617 Copy - Translucent White Base - To match project stone Colors 8.1.f Packet Pg. 1550 OFFICE TENANT OFFICE TENANT FIGURE 4 Secondary Office Tenant Identification Monument Sign (Option) Project Address - Brandon Grotesque (Medium) Tenant - (Tenants discretion with landlord approval) Fonts 3.1 7.0 Square Feet (20.0 Allowed by code) Sign Area Calculations Secondary Office Tenant Identification Monument Sign (Option) Double sided fabricated sign structure with stone cladded base, painted aluminum body cabinet and internal illumination. Graphics to be push-thru translucent acrylic with translucent vinyl face overlays. 4'-7"9" 3'-6" 3 3/8" 3" front side Accents - Metallic Silver Cabinet - Benjamin Moore Cheating Heart 1617 Copy - Translucent White Base - To match project stone Colors 8.1.f Packet Pg. 1551 FIGURE 5 Office Tenant Identification Wall Sign (Option) Tenant - (Tenants discretion with landlord approval) Fonts Copy - Benjamin Moore Cheating Heart 1617 Accent Bar - Metallic Silver Colors Office Tenant Identification Wall Sign (Option) 02 MED/OFFICE BUILDING 3” deep, fabricated, 1/8” wall, halo-lit aluminum channel letters with cool-white, LED illumination. Base mounted to fabricated painted aluminum accent. Side View Detail Scale: n.t.s. 3 4.1 4.1 4.1 52.0 Square Feet (125.0 Allowed by code) Sign Area Calculations 2'-2" 5" 3"2 1/2" 6" 02 Med/Office Building - East Elevation Scale: 1/16" = 1'-0" 1 Front View Detail Scale: n.t.s. 2 105'-0" 24'-4" 20'-0" 2'-7" 8.1.f Packet Pg. 1552 FIGURE 6 Hotel Identification Wall Sign Nationally recognized corporate logo style (trademark) or custom design as approved by landlord. Colors varies 4"2"Hotel Identification Wall Sign 4” deep, fabricated, 1/8” wall, halo-lit aluminum channel letters with red or white, LED illumination. Pin mounted to wall surface. Hotel Building North Elevation (Front) Scale: n.t.s. 4 Hotel Building South Elevation (Rear) Scale: n.t.s. 1 Hotel Building West Elevation (Side) Scale: n.t.s. 2 Hotel Building East Elevation (Side) Scale: n.t.s. 3 Side View Detail Scale: n.t.s. 5 5.1 5.4 5.2 5.3 15'-3" 6'-0" 14'-3" 5'-8" 20'-2" 8'-0" 20'-2" 8'-0" 5.1 161.5 Square Feet (125.0 Allowed by code) Sign Area Calculations 5.2 80.75 Square Feet (66.0 Allowed by code) 5.3 124.75 Square Feet (125.0 Allowed by code) 5.4 161.5 Square Feet (66.0 Allowed by code) 8.1.f Packet Pg. 1553 NORTH FIGURE 7 PROPERTY DIMENSIONS & LINE OF SIGHT EXHIBIT Project Identification Monument Sign (Located 10’ back of property line) Primary Office Tenant Identification Monument Sign Secondary Office Tenant Identification Monument Sign 8.1.f Packet Pg. 1554 8.1.gPacket Pg. 1555 8.1.gPacket Pg. 1556 8.1.gPacket Pg. 1557 8.1.gPacket Pg. 1558 8.1.gPacket Pg. 1559 8.1.gPacket Pg. 1560 8.1.gPacket Pg. 1561 8.1.gPacket Pg. 1562 8.1.gPacket Pg. 1563 I2AEL.K HCMILULS N 482AV o. N Signature Date L A N D S CAPE A R C H I TECTLICENSEDS T A T E C A L IF RNIAOF O Renewal Date 10 / 31 / 180 EAST MAIN ST., STE. 208 Ph: 714.426.0248 Fax: 714.426.0255 TUSTIN, CA 92780 Cercidium ‘Desert Musuem’- Desert Museum Palo Verde Plantanus x. acerfolia - London Plane Tree Prosopis chilensis- Thornless Mesquite Lagerstroemia i. ‘Muskogee’- Crape Myrtle Pinus eldarica- Mondell Pine Agave perryi- Perry’s Agave Aloe striata- Coral Aloe Trachelospermum jasminoides- Star Jasmine Dianella ‘Cassa Blue’- Cassa Blue Flax Lily Carex divulsa- Berkeley Sedge Hesperaloe parviflora- Red Yucca Rosa f. ‘Livin Easy’- Livin Easy Rose Westringia ‘Wynabbie Gem’ Tacoma stans ‘Solar Flare’- Yellow Bells Festuca mairei- Atlas Fescue Geijera parviflora- Australian Willow Lophostemon confertus- Brisbane Box Arbutus ‘Marina’ - Marina Strawberry Tree Quercus virginiana - Southern Oak Cupressus s. ‘Tiny Towers’ - Tiny Tower Cypress Lantana ‘New Gold’- Gold Spreading Lantana L-3 PLANT IMAGERY Salvia leucantha- Mexican Sage 8.1.g Packet Pg. 1564 I2AEL.K HCMILULS N 482AV o. N Signature Date L A N D S CAPE A R C H I TECTLICENSEDS T A T E C A L IF RNIAOF O Renewal Date 10 / 31 / 180 EAST MAIN ST., STE. 208 Ph: 714.426.0248 Fax: 714.426.0255 TUSTIN, CA 92780 Belgard ‘Urbana’ Interlocking Pavers OPTION B INTEGRAL COLOR CONCRETE OPTION A L-4 SITE FURNITURE / ENHANCED PAVINGBOULDERS/ COBBLESOPTION C INTERLOCKING PAVERS Belgard‘Eco Dublin’ (PERMEABLE) Building 2 Employee Area Sierra Cobble Cresta Boulders Davis Color ‘Mesa Buff’ SRI 43 SITE FURNITURE 8.1.g Packet Pg. 1565 I 2A E L .KHCM ILULSN482AVo.NSignatureDateLANDSCAPEARCHITECTLICEN S E DSTATECALIFRNI AOFO Renewal Date10 / 31 / 180 EAST MAIN ST., STE. 208Ph: 714.426.0248Fax: 714.426.0255TUSTIN, CA 927808.1.gPacket Pg. 1566 I 2A E L .KHCM ILULSN482AVo.NSignatureDateLANDSCAPEARCHITECTLICEN S E DSTATECALIFRNI AOFO Renewal Date10 / 31 / 180 EAST MAIN ST., STE. 208Ph: 714.426.0248Fax: 714.426.0255TUSTIN, CA 927808.1.gPacket Pg. 1567 I 2A E L .KHCM ILULSN482AVo.NSignatureDateLANDSCAPEARCHITECTLICEN S E DSTATECALIFRNI AOFO Renewal Date10 / 31 / 180 EAST MAIN ST., STE. 208Ph: 714.426.0248Fax: 714.426.0255TUSTIN, CA 92780FOR PLANTING DETAILS REFER TO SHEET LP-38.1.gPacket Pg. 1568 I 2A E L .KHCM ILULSN482AVo.NSignatureDateLANDSCAPEARCHITECTLICEN S E DSTATECALIFRNI AOFO Renewal Date10 / 31 / 180 EAST MAIN ST., STE. 208Ph: 714.426.0248Fax: 714.426.0255TUSTIN, CA 927808.1.gPacket Pg. 1569 I 2A E L .KHCM ILULSN482AVo.NSignatureDateLANDSCAPEARCHITECTLICEN S E DSTATECALIFRNI AOFO Renewal Date10 / 31 / 180 EAST MAIN ST., STE. 208Ph: 714.426.0248Fax: 714.426.0255TUSTIN, CA 927808.1.gPacket Pg. 1570 I 2A E L .KHCM ILULSN482AVo.NSignatureDateLANDSCAPEARCHITECTLICEN S EDSTATECALIFRNI AOFO Renewal Date10 / 31 / 180 EAST MAIN ST., STE. 208Ph: 714.426.0248Fax: 714.426.0255TUSTIN, CA 927808.1.gPacket Pg. 1571 8.1.gPacket Pg. 1572 8.1.gPacket Pg. 1573 8.1.gPacket Pg. 1574 8.1.gPacket Pg. 1575 8.1.gPacket Pg. 1576 EMPLOYEE PARKING. TYP.EMPLOYEE PARKING. TYP.EMPLOYEE PARKING. TYP.8.1.gPacket Pg. 1577 8.1.gPacket Pg. 1578 LPEXISTING TREES EXISTING TREES BREA CANYON ROAD EXISTING TREES BREA CANYON ROAD DRIVEWAYLPLPEXISTING OVERPASS EXISTING TREES EXISTING TREES EXISTING RESIDENTIAL EASEMENT LA COUNTY FLOOD CONTROL CHANNEL BRIDGE EXISTING OFF-RAMP 6' H SCREEN WALL EXISTING TREES 8.1.gPacket Pg. 1579 8.1.gPacket Pg. 1580 8.1.gPacket Pg. 1581 8.1.gPacket Pg. 1582 FX-5BMH: 19.5FX-5BMH: 19.5FX-3MH: 12FX-5BMH: 19.5FX-5BMH: 19.5FX-5BMH: 19.5FX-5AMH: 19.5FX-5BMH: 19.5FX-5BMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-3MH: 12FX-3MH: 12FX-3MH: 12FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5BMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-5BMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-3MH: 12FX-3MH: 12FX-5BMH: 19.5FX-5AMH: 19.5FX-5AMH: 19.5FX-3MH: 12FX-3MH: 12FX-5AMH: 19.5FX-5BMH: 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Pg. 1585 8.1.gPacket Pg. 1586 8.1.gPacket Pg. 1587 8811 Research Drive,Suite 200,Irvine, CA 92618T: 949 474 1775F: 949 553 9133DESIGN REVIEW SUBMITTAL 12/04/17BREA CANYONDIAMOND BAR, CA 91789DEVELOPED FOR:850 S. BREA CANYON ROADLYCOMING, LLCBUSINESS PARKDESIGN REVIEW SUBMITTAL 3/21/18DESIGN REVIEW SUBMITTAL 6/18/18DESIGN REVIEW RESUBMITTAL 8/08/18DESIGN REVIEW RESUBMITTAL 9/26/18DESIGN REVIEW RESUBMITTAL 3/18/19DESIGN REVIEW RESUBMITTAL 6/6/19ALL DRAWINGS AND WRITTEN MATERIAL APPEARING HEREINCONSTITUTE THE ORIGINAL AND UNPUBLISHED WORK OF THEARCHITECT AND THE SAME MAY NOT BE DUPLICATED, USED ORDISCLOSED WITHOUT THE EXPRESS WRITTEN CONSENT OF THE ARCHITECT.c GAA ARCHITECTS. ALL RIGHTS RESERVED.NO. DESCRIPTION DATEJOB NO:DATE:DRAWN:FILE NAME:SHEET NO:SCD002.01GAA12/04/17UPUPCA/VPEV/CA/VPEV/CA/VPEV/CA/VPEV/CA/VPEV/CA/VPEV/CA/VPCA/VPCA/VPSHOWERPANDNDNUPUPSHOWERPANFITNESSCENTER040STAIR 2181KING STUDIOEXTENDED100KING STUDIO102KING104KING106KING107KING105KING STUDIO103KING STUDIOWIDE130KING128KING STUDIOEXTENDED132MAIN LOBBY001ELEVATORLOBBY008BREAKFASTAREA004CORRIDOR007TREATS SHOP003PANTRY005MEN018STORAGE023BREAKROOM033FOOD PREPSTORAGE011FOOD PREP010EMPLOYEERESTROOM034SALES022WORK AREA020MANAGER021LINENSTORAGE013CORRIDOR171KING129KING STUDIOW/ MOBILITYFEATURES131KING STUDIO133WATERHEATER051CORRIDOR170STAIR 1180STOR.024STOR.035LINENSTORAGE031LAUNDRY030COMPUTER/PBX032CART STOR.036FRONT DESK002ENG./MAINT.014MTG. RM.STOR.016GUESTLAUNDRY012JANITOR017MEETINGROOM015PERS. NOOK006ELEC.050CART STOR.037PORTECOCHEREWOMEN019LINEN CHUTE0383' - 0"5' - 2"19' - 5"6' - 0"22' - 5"2' - 2"3' - 0"54' - 5"29' - 6"121' - 6"52' - 2"36' - 6"294' - 1"VESTIBULE134COFFEE BARSTAIR 1280KING STUDIOEXTENDED200KING STUDIO202KING STUDIO201KING STUDIO203KING205KING207DOUBLEQUEEN209DOUBLEQUEEN211KING204KING206DOUBLEQUEEN208DOUBLEQUEEN210CORRIDOR297DOUBLEQUEEN213DOUBLEQUEEN215KING STUDIO233KING226DOUBLEQUEEN219DOUBLEQUEENEXTENDED &WIDE224LINEN CHUTEROOM295KING STUDIOWIDE231KING228KING STUDIOWIDE230STAIR 2281KING229KING STUDIOEXTENDED232KING227KING W/MOBILITYFEATURES225DOUBLEQUEEN223DOUBLEQUEEN221DBL QUEENW/ MOBILITYFEATURES216DOUBLEQUEEN214DOUBLEQUEEN212HYDRATIONSTATION293LINENSTORAGE294ELEVATORLOBBY291ELEC / DATA290LINENSTORAGE292OPEN TOBELOWROOF BELOW1/4" / 12"ROOF BELOW3' - 0"5' - 2"2' - 2"3' - 0"4' - 2"51' - 5"29' - 6"291' - 1"47' - 10"65' - 4"121' - 6"29' - 6"59' - 2"PATIOSTORAGE044POOLEQUIP043POOLRESTROOM 2042POOLRESTROOM 104133' - 0"8' - 11"TRUE NORTHPROJECT NORTH 1" = 10'-0"FIRST FLOOR PLAN (13 ROOMS)1TRUE NORTHPROJECT NORTH 1" = 10'-0"SECOND FLOOR PLAN (30 ROOMS)2H1HOTEL FLOOR PLANSA2.1TRUE NORTHPROJECT NORTH 1" = 10'-0"POOL EQUIPMENT BUILDING FLOOR PLAN1A12435678.1.gPacket Pg. 1588 8811 Research Drive, Suite 200, Irvine, CA 92618 T: 949 474 1775 F: 949 553 9133 DESIGN REVIEW SUBMITTAL 12/04/17BREA CANYONDIAMOND BAR, CA 91789DEVELOPED FOR:850 S. BREA CANYON ROADLYCOMING, LLCBUSINESS PARKDESIGN REVIEW SUBMITTAL 3/21/18 DESIGN REVIEW SUBMITTAL 6/18/18 DESIGN REVIEW RESUBMITTAL 8/08/18 DESIGN REVIEW RESUBMITTAL 9/26/18 DESIGN REVIEW RESUBMITTAL 3/18/19 ALL DRAWINGS AND WRITTEN MATERIAL APPEARING HEREIN CONSTITUTE THE ORIGINAL AND UNPUBLISHED WORK OF THE ARCHITECT AND THE SAME MAY NOT BE DUPLICATED, USED OR DISCLOSED WITHOUT THE EXPRESS WRITTEN CONSENT OF THE ARCHITECT. c GAA ARCHITECTS. ALL RIGHTS RESERVED. NO. DESCRIPTION DATE JOB NO: DATE: DRAWN: FILE NAME: SHEET NO:SCD002.01 GAA 12/04/17 UP DN DN UP DN DN DOUBLE QUEEN 308 DOUBLE QUEEN 310 DBL QUEEN W/ MOBILITY FEATURES 316 DOUBLE QUEEN 314 DOUBLE QUEEN 312 STAIR 1 380 KING STUDIO EXTENDED 300 KING STUDIO 302 KING STUDIO 301 KING STUDIO 303 KING 305 KING 307 KING 304 KING 306 LINEN STORAGE 394 DOUBLE QUEEN 309 DOUBLE QUEEN 311 CORRIDOR 397 DOUBLE QUEEN 313 DOUBLE QUEEN 315 DOUBLE QUEEN 319 LINEN CHUTE ROOM 395 DOUBLE QUEEN 323 DOUBLE QUEEN 321 HYDRATION STATION 393 ELEVATOR LOBBY 391 KING STUDIO 333 KING 326 KING STUDIO WIDE 331 KING 328 KING STUDIO WIDE 330 STAIR 2 381 KING 329 KING STUDIO EXTENDED 332 KING 327 ELEC / DATA 390 LINEN STORAGE 392 DOUBLE QUEEN EXTENDED & WIDE 324 KING W/ MOBILITY FEATURES 325 DOUBLE QUEEN EXTENDED 318 DOUBLE QUEEN EXTENDED 320 DOUBLE QUEEN EXTENDED 322 3' - 0"2' - 2"3' - 0"4' - 2"51' - 5"29' - 6" 291' - 1"65' - 4"121' - 6"59' - 2"29' - 6"47' - 10"5' - 2"STAIR 1 480 KING STUDIO EXTENDED 400 KING STUDIO 402 KING STUDIO 401 KING STUDIO 403 KING 405 KING 407 KING 404 KING 406 LINEN STORAGE 494 DOUBLE QUEEN 408 DOUBLE QUEEN 410 DBL QUEEN W/ MOBILITY FEATURES 416 DOUBLE QUEEN 414 DOUBLE QUEEN 412 DOUBLE QUEEN 409 DOUBLE QUEEN 411 CORRIDOR 497 DOUBLE QUEEN 413 DOUBLE QUEEN 415 DOUBLE QUEEN 419 LINEN CHUTE ROOM 495 DOUBLE QUEEN 423 DOUBLE QUEEN 421 HYDRATION STATION 493 ELEVATOR LOBBY 491 KING STUDIO 433 KING 426 KING STUDIO WIDE 431 KING 428 KING STUDIO WIDE 430 STAIR 2 481 KING 429 KING STUDIO EXTENDED 432 KING 427 ELEC / DATA 490 LINEN STORAGE 492 DOUBLE QUEEN EXTENDED & WIDE 424 KING W/ MOBILITY FEATURES 425 DOUBLE QUEEN EXTENDED 418 DOUBLE QUEEN EXTENDED 420 DOUBLE QUEEN EXTENDED 422 3' - 0"2' - 2"3' - 0"4' - 2"51' - 5"29' - 6" 291' - 1"65' - 4"121' - 6"59' - 2"29' - 6"47' - 10"5' - 2"DETAIL: FENCE @ POOL DECK 1/2" THK. TEMPERED, TRANSLUCENT GLASS, 60" MAX. PANEL WIDTH -INSTALL PER MFR'S REQUIREMENTS ALUMINUM BOTTOM SHOE - ATTACH TO CMU PER MFR'S REQUIREMENTS POOL DECK CMU SOLID GROUTED CONCRETE FOOTING6'-0" MAX.3'-6" MAX.7/8" (3) COAT CEMENT PLASTER FINISH O/ (2) LAYERS 60 MIN. GRADE "D" BUILDING PAPER, EA SIDE WEEP SCREED 4" MIN.2" MIN.A2.2TRUE NORTH PROJECT NORTH 1" = 10'-0" THIRD FLOOR PLAN (33 ROOMS)1 TRUE NORTH PROJECT NORTH 1" = 10'-0" FOURTH FLOOR PLAN (33 ROOMS)2 1 1/2" = 1'-0" FENCE @ POOL DECK3 H1 HOTEL FLOOR PLANS 1 2 4 3 5 6 8.1.g Packet Pg. 1589 8.1.gPacket Pg. 1590 8.1.gPacket Pg. 1591 8.1.gPacket Pg. 1592 8.1.gPacket Pg. 1593 E7A4.01E12A5.0044A.5A.51122C.1C.1C.2C.2K12A5.014.5K12A5.001.14.34.14.1A.2A.11.32.12.1A.4A.4A.3CC553BBB.24.41/4" / 12"1/4" / 12"1/4" / 12" 1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12" 1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12"1/4" / 12" 1/4" / 12"1/4" / 12"RIDGE RIDGE RIDGE 3.13.319'-8"5'-7"1/4" / 12"2A4.13'-0" TYP.11'-9 1/8"8.1.gPacket Pg. 1594 FIRST FLOOR - T.O. SLAB 571.00' T.O. PLATE 621.00' SECOND FLR - T.O. PLY 586.00' THIRD FLR - T.O. PLY 598.00' FOURTH FLR - T.O. PLY 610.00' T.O. PARAPET 5 635.00' T.O. PARAPET 1 626.50' T.O. PARAPET 2 628.50' T.O. PARAPET 3 630.00' B.O. CANOPY 583.00' T.O. PARAPET 4 631.50'64' - 0"T.O. PLATE14' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"626 259 554 551 550260 P-1 L-1 P-3 L-2 P-2 P-4 L-1 P-2 P-1 L-2 P-1 P-2 P-4 P-2 262 260 259259 491 TYP. TYP. TYP. 259 640 267 TYP. 259259259 461 TYP. 461 TYP. P-1 139 FIRST FLOOR - T.O. SLAB 571.00' T.O. PLATE 621.00' SECOND FLR - T.O. PLY 586.00' THIRD FLR - T.O. PLY 598.00' FOURTH FLR - T.O. PLY 610.00' T.O. PARAPET 5 635.00' T.O. PARAPET 1 626.50' T.O. PARAPET 2 628.50' T.O. PARAPET 3 630.00' B.O. CANOPY 583.00' T.O. PARAPET 4 631.50'T.O. PLATE14' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"P-3 P-1 P-4 L-1 P-3 P-1 P-1 P-2 P-1 L-1 L-1 P-2 L-2 P-4 P-1 P-2 P-3 L-1 P-1P-3 P-2 626 550260275554 259 259 259 550554 P-3 P-3 P-3 P-3 M-3 P-3 P-3 P-3 P-3 P-3 P-3 M-3 259 262 263 259 262 262 263263 263 259 259 275 259 259 126 TYP. 491 491 TYP.TYP.TYP.TYP. 260 260 260 259 259 491 TYP. 260 461 TYP. 461 260267 TYP.267 TYP. 263263 223 TYP.223 TYP. 263275275275275 FIRST FLOOR - T.O. SLAB 571.00' T.O. PLATE 621.00' SECOND FLR - T.O. PLY 586.00' THIRD FLR - T.O. PLY 598.00' FOURTH FLR - T.O. PLY 610.00' T.O. PARAPET 5 635.00' T.O. PARAPET 1 626.50' T.O. PARAPET 2 628.50' T.O. PARAPET 3 630.00' B.O. CANOPY 583.00' T.O. PARAPET 4 631.50'64' - 0"T.O. PLATE14' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"P-4 P-1 P-4 L-2 P-1 P-2 P-1 L-1 P-3 P-2 P-1 P-1 P-3 P-1 P-3 P-1 626 554 550459 259 554 259 259 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 P-3 259 259 262 262 263 263 259 263 263 260 259 491 P-1 259 TYP. 551 P-2 TYP. 259 TYP. 259 259 259 259 260 P-2 461 TYP.TYP. 262 262267 TYP. 461 P-1P-1 P-1 P-1 P-1P-1 P-1 P-1 263 263 263 263 P-1 P-1 P-1 P-1 263 263 263 263 P-1 P-1 P-1 P-1 P-1 P-1 P-1 P-1 263 263 263 263 263 263 263 263 223 TYP.223 TYP. 139 FIRST FLOOR - T.O. SLAB 571.00' T.O. PLATE 621.00' SECOND FLR - T.O. PLY 586.00' THIRD FLR - T.O. PLY 598.00' FOURTH FLR - T.O. PLY 610.00' T.O. PARAPET 5 635.00' T.O. PARAPET 1 626.50' T.O. PARAPET 2 628.50' T.O. PARAPET 3 630.00' B.O. CANOPY 583.00' T.O. PARAPET 4 631.50'64' - 0"T.O. PLATE14' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"T.O. PLATE11' - 0"P-2 P-4P-2 P-2 P-2 P-1 P-4 L-2 L-1 P-1 P-3 626 550 551 259260 260 259 259 554 L-1 262 126 491 TYP. TYP. 259259 259 259 259 TYP. welcome 640 639 267 TYP. 461 TYP. 461 TYP. 260 P-3 P-1 P-3 260 139 STUCCO:3 COAT 20/30 FINE SAND COAT ROOF TOPPING:60 MIL TPO LOWER ROOFS: TAN COLOR GLASS/WINDOWS:CLEAR ANODIZED ALUMINUM WINDOW WITH INSULATED GLASS MANUF: WOJAN; STYLE: M85 w/FINS ALUMINUM STOREFRONT:CLEAR ANODIZED ALUMINUM STOREFRONT MANUF: ARCADIA; STYLE: AFG451 WITH 1" VIRACON VNE30-59 OPTIGRAY INSULATED GLASS PAINT COLORS:BENJAMIN MOORE NOTE: PAINT COLOR, CHANGES SHALL ONLY OCCUR AT INSI DE CORNERS. IF THERE ARE ANY DISCREPANCIES, CONTACT ARCHITECT. PAINT COLORS OVER STUCCO SURFACES, SEE FLOOR PLANS & WALL ASSEMBLIES. P-1 BENJAMIN MOORE: 1616 "STORMY SKY" P-2 BENJAMIN MOORE: 2151-60 "LINEN SAND" P-3 BENJAMIN MOORE: 1536 "NORTHERN CLIFFS" L-1 TRESPA PURA: MATT FINISH "ROMANTIC WALNUT" LAMINATE PANELS P-4 BENJAMIN MOORE: 879 "WHITE OPULENCE" M-3 CORONADO STONE: PRO-LEDGE "BLACK FOREST" STONE VENEER L-2 EQUITONE: TECTIVA "TE90" 1" = 10'-0" EAST ELEVATION3 1" = 10'-0" NORTH ELEVATION4 1" = 10'-0" SOUTH ELEVATION1 1" = 10'-0" WEST ELEVATION2 GENERAL NOTES REFERENCE NOTES COLORS AND MATERIALS 1. ALL ROOF TOP EQUIPMENT, PLUMBING, VENTS, CONDENSING UNITS, EXHAUST FANS, BOILER FLUES, ETC. ARE TO BE CONCEALED FROM VIEW BEHIND PARAPET WALLS. 2. DO NOT EXCEED (5) STRUCTURAL BAYS WITHOUT INTRODUCI NG A VERTICAL ELEMENT (I.E. BUILDING OFFSET, PLASTER, ETC.) 126 30' FLAGPOLE, ILLUMINATED W/ GROUND-MOUNTED DUSK TO DAWN LIGHT, S.E.D. 139 MINIMUM 48" POOL AREA FENCE, PER HILTON STANDARDS. 223 CANTILEVERED CANOPY ABOVE WINDOW, S.S.D. 259 7/8" CEMENT PLASTER STUCCO, SMOOTH STUCCO. SEE COLORS & MATERIALS. 260 HIGH PRESSURE LAMINATE (HPL) PANELS. SEE COLORS & MATERIALS. 262 TRIM BAND. 263 RECESSED WALL AREA. 267 CONTROL JOINT. 275 STONE VENEER. SEE COLORS & MATERIALS. 459 WALL EXHAUST FAN, S.M.D. 461 EXTERIOR GRILLE AT VTAC UNIT, PAINT TO MATCH ADJACENT SURFACE , S.M.D. 491 EXTERIOR LED STRIP LIGHT EQUIVALENT TO ACCLAIM MODEL FLEXPE3 WITH FLKEXL TRACK RATED AT 3000k AND 5.5 W/FT, S.E.D. 550 ALUMINUM STOREFRONT. SEE STOREFRONT SCHEDULE AND TYPES. 551 EXTERIOR DOOR. SEE DOOR SCHEDULE AND TYPES. 554 ALUMINUM WINDOW. SEE WINDOW SCHEDULE AND TYPES. 626 HOTEL WALL SIGNAGE, UNDER SEPARATE PERMIT. 639 WELCOME SIGNAGE, UNDER SEPARATE PERMIT. 640 CLEARANCE SIGN, UNDER SEPARATE PERMIT. BUILDING SIGNAGE 1. ALL SIGNAGE INDICATED FOR ILLUSTRATIVE PURPOSES ONLY. LOCATION, SIZE, ETC. TO BE DETERMINED ON AN INDIVIDUAL PROJECT BASI S. 2. MINIMUM 3/4" PLYWOOD BACKERBOARD REQUIRED AT SIGN LOCATIONS. AREA SHOULD COVER ENTIRE LENGTH AND HEIGHT OF FASCI A OR SPACE AVAILABLE FOR SIGN. 3. ELECTRICAL AND FINAL CONNECTION BY CONTRACTOR. ELECTRICAL REQUIREMENTS MAY BE OBTAINED FROM SIGN COMPANY. TY PICAL 120V REQUIREMENT. 4. RACEWAYS / WIREWAYS ARE NOT ALLOWED 5. PERMANENT ACCESS DOORS TO INTERIOR OF ALL PARAPETS WHERE SIGNS ARE LOCATED TO BE PROVIDED BY CONTRACTOR. CONTRACTOR TO FURNISH AND CONNECT PRIMARY ELECTRICAL SERVICE INSIDE PARAPET WALL. 6. GUESTROOMS OR PUBLIC SPACES WITH SIGNAGE ON EXTERIOR WALLS MUST HAVE ELECTRICAL PENETRATIONS AND/OR REMOTE TRANSFORMERS COORDINATED AND/OR INSTALLED PRIOR TO CLOSING UP THE WALL. PENETRATION LAYOUT MAY BE OBTAINED FROM SIGN COMPANY. A4.1 H1 HOTEL FLOOR PLANS 1 2 4 3 5 6 8.1.g Packet Pg. 1595 8.1.g Packet Pg. 1596 8.1.gPacket Pg. 1597 8.1.g Packet Pg. 1598 8.1.gPacket Pg. 1599 8.1.g Packet Pg. 1600 Project Status Report CITY OF DIAMOND BAR October 30, 2019 COMMUNITY DEVELOPMENT DEPARTMENT LEGEND PH = PUBLIC HEARING X = NON PUBLIC HEARING AP = ASSIGNED PLANNER PC = PLANNING COMMISSION AR = ADMINISTRATIVE REVIEW CC = CITY COUNCIL PROPERTY LOCATION PLANNING COMMISSION REVIEW File # AP Applicant PC 10/30/19 CC 11/5/19 PC 11/12/19 CC 10/19/19 PC 11/26/19 CC 12/3/19 750 N. Diamond Bar Blvd. (Convert to medical office) CUP PL2017-139 MN Howard Zelefsky Cont. PH 850 Brea Cyn Road (Hotel, office/medical buildings) GPA/ZC/DR PL2017-169 GL Philip Lee PH ADMINISTRATIVE REVIEW Property Location AP Applicant NONE PENDING ITEMS Property Location File # AP Applicant Status 237 S. Diamond Bar Blvd. Massage at Phenix Salon) CUP PL2019-158 MN Anita Ortega Under review 800 N.Diamond Bar Blvd. (Sign program) CSP PL2019-164 MN Raj Panchal Under review 900 N. Diamond Bar Blvd. (Sign program) CSP PL2019-165 NTE Raj Panchal Under review 1111 N. Diamond Bar Blvd. (New Single family residence) GPA/ZC/DR PL2015-253 GL JWL Associates Third incomplete letter sent 5/29/19 – waiting for additional information 2825 S. Diamond Bar Blvd. (New gym) CUP PL2019-103 NTE Chase Villafana Incomplete letter sent 7/12/19 – waiting for additional information 20515 Flintgate DR PL2019-143 NTE Patricio Culqui Under review 21130 Golden Springs MCUP PL2019-122 NTE Marwan Almannini Incomplete letter sent 8/7/19 – waiting for additional information 2244 Indian Creek (New single family residence) DR PL2019-42 MN Pete Volbeda Under review 2432 Indian Creek (New single family residence) DR PL2018-226 MN Jeffrey Sun Third incomplete letter sent 8/27/19 – waiting for additional information 23135 Ridge Line Rd. (New single family residence) DR PL2018-233 MN Faiz Ennabe Incomplete letter sent 1/8/19 - waiting for additional information 9.1 Packet Pg. 1601 Project Status Report CITY OF DIAMOND BAR Page 2 October 30, 2019 COMMUNITY DEVELOPMENT DEPARTMENT PENDING ITEMS (continued) Property Location File # AP Applicant Status 2137 Rocky View (Additon and remodel to single family residence) DR PL2019-138 MN Walt Patroske Incomplete letter sent 9/2/19 - waiting for additional information 22438 Steeplechase (Additon to single family residence) DR PL2019-162 NTE Under review Various locations in public right-of-way (wireless facilities) CUP PL2017-69 MN Anthony Serpa Second incomplete letter sent 2/28/18 - waiting for additional information 9.1 Packet Pg. 1602