HomeMy WebLinkAbout3/23/2005 - STAFF REPORTS (3) DATE: March 23, 2005
TO: City Council
FROM: Director of Planning Services and Director of Public Works/City Engineer
SUBJECT: CONTRACT AMENDMENT WITH DUDEK & ASSOCIATES, INC. IN THE
AMOUNT OF $24,350.00 FOR THE PREPARATION OF AN INDEPENDENT PEER
REVIEW AND TRAFFIC IMPACT ANALYSIS BY ENDO ENGINEERING, AS PART OF
THE ENVIRONMENTAL IMPACT REPORT, AND TIME EXTENSION OF THE EIR
CONTRACT TO DECEMBER 31, 2005, FOR THE DEVELOPMENT OF A 371,000
SQUARE FOOT COMMERCIAL CENTER, LOCATED AT THE NORTH EAST CORNER
OF GENE AUTRY TRAIL (STATE HIGHWAY 111) AND RAMON ROAD, ZONE M-1-P,
SECTION 17.
RECOMMENDATION:
That the City Council approve a time extension and contract amendment with Dudek &
Associates, Inc. for the preparation of an Environmental Impact Report (EIR) for a
Disposition and Development Agreement between the Community Redevelopment Agency
of the City of Palm Springs (CRA) and Geiger, LLC., a Tentative Parcel Map for finance
purposes and a Preliminary Planned Development District to allow the development of a
371,000 square foot retail shopping center on approximately 36 acres, located at the
northeast corner of Gene Autry Trail and Ramon Road, in Section 17, with the final
amendment to be in a form approved by the City Attorney.
SUMMARY:
On July 30,2003,the City Council approved a contract with Dudek&Associates, Inc, in the
amount of$110,775,for the preparation and circulation of an Environmental Impact Report
(EIR)for the Springs project. A variety of technical studies were prepared by the applicant,
including: traffic/circulation; biological resources; cultural resources, air quality; and site
remediation program.
The one factor holding up processing the EIR is the traffic study. In order to save time at
the outset of the project, staff had recommended using the traffic study prepared by the
applicant. After multiple revisions to the traffic study, staff has determined that the traffic
study prepared by the applicant is insufficient for this project. The delay in completing the
traffic study has delayed finalization of the EIR. Rather than continue to work with the
applicant on completion of the traffic study, staff has commissioned Endo Engineering to
prepare a scope of work and contract to conduct an independent traffic study, in association
with Dudek. The study will use appropriate aspects of the original analysis but also
incorporate appropriate corrections and additional analyses necessary for accuracy and to
withstand possible legal challenges.
Staff believes that this step is necessary in order to expedite processing of the project.
The work will take approximately six weeks to accomplish, and will cost$24,350. All costs
associated with this study, including administrative costs, will be paid by the developer.
TIME EXTENSION
A time extension of the contract is also required. The contract was approved on July 30, np)�.0 � +
2003. Delays in completion of the traffic study have stalled the processing of the EIR. Staff
recommends extending the contract through December 31, 2005 to complete the EI,R. &O1.
MINUTE ORDER NO.
CONTRACT AMENDMENT WITH DUDEK &ASSOCIATES, INC. IN THE AMOUNT OF
$24,350.00 FORTHE PREPARATION OFATRAFFIC STUDY BY ENDO ENGINEERING,
AS PART OF THE ENVIRONMENTAL IMPACT REPORT, AND TIME EXTENSION OF
THE EIR CONTRACT WITH DUDEK INC., TO DECEMBER 31, 2005, FOR
DEVELOPMENT OF A 371,000 SQUARE FEET OF RETAIL COMMERCIAL CENTER,
LOCATEDATTHE NORTH EAST CORNER OF GENEAUTRYTRAIL(STATE HIGHWAY
111) AND RAMON ROAD, ZONE M-1-P, SECTION 17.
I HEREBY CERTIFY that this Minute Order approving an amendment of the contract with
Dudek & Associates, Inc., in the amount of $24,350 for preparation of a traffic study by
Endo Engineering, and a time extension to December 31, 2005j for environmental
consulting and documentation services necessary for the preparation of an Environmental
Impact Report (EIR) for a Disposition and Development Agreement between the
Community Redevelopment Agency of the City of Palm Springs (CRA) and Geiger, LLC.,
a Tentative Parcel Map for finance purposes and a Preliminary Planned Development
District,with the final agreement to be in a form approved by the City Attorney,was adopted
by the City Council of the City of-Patm—Springs, California in-a-meeting thereof held on the
6th of April, 2005.
JAMES THOMPSON
City Clerk
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Page 2 of 3
BACKGROUND:
The Disposition and Development Agreement between the Community Redevelopment
Agency of the City of Palm Springs (CRA) and Geiger, LLC., the Tentative Parcel Map for
finance purposes and the Preliminary Planned Development District are considered a
"Project" under the California Environmental Quality Act (Public Resources Code Section
21080(a) and California Code of Regulations Section 15378). CEQA applies to
discretionary projects proposed to be carried out or approved by a public agency, which
may cause either a direct physical change in the environment, or a reasonably foreseeable
indirect physical change in the environment, both within and beyond the project boundaries.
To identify the impacts that the project may have on the environment, an Environmental
Impact Report will be prepared to determine how significant the effects are, if any (Section
15060 d, Public Resources Code).
CEQA compliance must occur before a public agency approves a project. For public
agency projects, approval does not occur until the agency is legally committed to proceed
with the project.
A Request for Proposal (RFP) was circulated on June 3, 2003, to seven environmental
consulting firms, including four local firms. On June 20, 2003, four consulting firm(s)
submitted proposals. Dudek & Associates, Inc was selected based on its amount of
experience, professional qualifications, ability to complete, the project in the time frame
outlined in the RFP, and demonstration of clear understanding of the project.
In order to meet both CEQA requirements and the applicant's desired schedule for the
approval of the entitlements, the revised environmental contract service agreement would
conclude in December 2005, with the City Council taking action on the Environmental
Impact Report.
r
Di"fectort/o Planning Services Director of Public Works
City Manager
ATTACHMENTS:
1. Minute Order
2. Scope of work (draft)
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FIW 5
Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments
March 11, 2005
Mr. Jon Berg
Dudek&Associates Inc.
75-150 Sheryl Avenue-Suite C
Palm Desert,CA 92211
SUBJECT: The Springs Retail Center - Traffic Impact Study
Peer Review and Correction Proposal
Dear Mr.Berg;
Endo Engineering appreciates this opportunity to submit a proposal for professional traffic
engineering consulting services on a peer review of and corrections to the Traffic Study for
The Springs Retail Center (dated February 18, 2005) prepared by Katz, Okitsu and
Associates. Endo Engineering has reviewed two drafts of the Traffic Study for The
Springs Retail Center (including an earlier version dated November 18, 2004) as well as
correspondence drafted by the City of Palm Springs relaying comments on the traffic study
and alternatives analysis. We have reviewed the responses to the City of Palm Springs
comments in correspondence prepared by Katz, Okitsu and Associates and Latham &
Watkins LLP, the legal firm representing Home Depot, Incorporated. We have also
reviewed a letter prepared by Mr. David Barakian, the Palm Springs Director of Public
Works/City Engineer(dated March 1, 2005) documenting a coordination meeting held at
Cathedral City to clarify City concerns, and discuss potential site access alternatives and
comments received from Cathedral City in a letter issued in response to the Notice of
Preparation of an EIR for The Springs Retail Center.
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Endo Engineering is very familiar with circulation in the area surrounding the project site,
having prepared the approved traffic impact analyses for all but one of the cumulative
developments addressed in the Traffic Study for The Springs Retail Center. We have
worked closely with Dudek&Associates on major projects in the past and are familiar with
the City of Palm Springs required traffic study format,exhibits,and tables. Our extensive
experience on major traffic studies for projects in Palm Springs as well as similar retail
centers throughout southern California makes our firm uniquely qualified to assist you by
reviewing the traffic study and making necessary corrections. It includes impact
evaivations of retail centers with Home Depot stores in Lompoc,San Juan Capistrano,and
Glendora as well as retail centers with Wal-Mart stores in Palm Springs, Palm Desert,
Moreno Valley,Rosemead,and Lompoc(as detailed in Attachment A).
Historical Perspective
The Springs Shopping Center application was filed by Larry Reeves and Associates on
October 30, 2003. The Notice of Preparation (NOP) was mailed on November 19, 2003
and.received by the State Clearinghouse on December 1, 2003. The NOP review peVd
ended on December 30,2003.
28811 Woodcock Drive, Laguna Niguel, CA 92677-1330
Phone: (949) 362-0020 FAX. (949) 362-0015
ua.ii.cuu❑ ao:sa y4`J.ib2F.7615 ENDO ENGINEERING PAGE 03/24
At that time, a traffic analysis was needed to evaluate the potential impacts and identify
required mitigation associated with a retail/commercial center with 360,000 square feet of
floor area proposed on the northeast corner of the intersection of Gene Autry Trail and
Ramon Road. The analysis was expected to provide information for use in the
development of an EIR as well as the conditions of approval associated with the proposed
development. A traffic impact study was initiated by Katz,Okitsu and Associates in 2003,
following verbal coordination with Mr.David Barakian regarding the scope of the analysis
and the key issues to be addressed,
The initial submittal of the Gene Autry TraillRamon Road Intersection(NEC)Retail Center
Traffic Study (dated July 23,2003)was reviewed by the City of Palm Springs and a letter
was issued by the City (dated August 21, 2003) with comments on the study. The City
noted that the study was deficient in several respects including: (1) the key intersections
addressed;(2)the project-related and cumulative impact analysis; (3)the local circulation
and site access analysis; (4) documentation regarding signal warrants; and (5) the
identification of specific mitigation and a determination of the project's fair share
contribution to the cost of required improvements.
Four key intersections that were addressed in the Palm Springs Wal-Mart Traffic Study and
should have been included in the analysis were not evaluated therein. The description of
the intersection of Vella Road and Ramon Road was outdated as were the approach lanes
addressed. The trip generation associated with two cumulative projects (Indian Oasis and
Palm Springs Classic) was not addressed accurately. The project-related trip generation
table included two errors in the size of The Springs Retail Center development and omitted
one proposed retail building.
Although the report suggested that signalized access to the project from both Gene Autry
Trail and Ramon Road should be considered, no traffic signal warrant analysis was
included and the driveways where left-turn egress was proposed were not identified
clearly. Left-turn demand and queuing lengths were not provided for any proposed full-
turn site driveways on Ramon Road or Gene Autry Trail. Three full-turn access points
were shown on Gene Autry Trail,one of which required a median break within the existing
southbound left-turn storage lanes. No analysis was included or recommendations made
regarding the three site driveways shown on San Luis Rey Drive in the Site Plan. Required
signal placement and left-turn phasing recommendations were not included. The project's
fair-share percentage of the cost of area improvements was not identified. The regional
roads participating in the TUNE program were not identified.
The adequacy of the service and delivery truck access and internal circulation became an
important issue. The design of service and delivery vehicular ingress and egress should
result in minimal interaction between other vehicles and service vehicles so that internal
truck circulation patterns will not interfere with automobile and pedestrian movements or
with parking near the buildings. Several site access alternatives were identified in an effort
to: (1)minimize the potential impacts on San Luis Rey Drive and Mission Drive(the two
access routes to the Dream Homes neighborhood), and (2) develop a safe and efficient
delivery truck routing plan that would not adversely impact internal circulation or Ramon
Road. The scope of the traffic analysis evolved as the proposed project and site access
alternatives were refined and legitimate concerns identified in the NOP response from
Cathedral City were addressed.
To reflect potential changes in the truck access plan that included direct site access to
Mission Drive, east of Gene Autry Trail, a new key intersection (Gene Autry Trail at
Mission Drive) was added to the analysis. This allowed potential local circulation and
delivery truck impacts to be addressed and provided additional data for a signal warrartt
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analysis. It also highlighted the need to address the adequacy of signal spacing and
operational issues related to the potential for three closely spaced signals on Gene Autry
Trail from Ramon Road to Mission Drive.
Changes to the Site Development Plan related to refinements in the gross floor area, site
access restrictions,and truck access and internal circulation were subsequently reflected in
revisions to The Springs Retail Center Traffic Impact Study. The number, design, and
location of the proposed site access points on San Luis Rey Drive changed. The applicant
was informed that the proposed full-access on Ramon Road would not be allowed left-turn
egress by the City of Palm Springs. The new median break and signalized full-turn
driveway proposed on Gene Autry Trail was considered at several different locations
between Mission Drive and a point 400 feet north of Ramon Road.
Review and approval is required for new signalized median breaks on Gene Autry Trail
(State Highway 111)by the Caltrans Development Review Division and viewed by the City
of Palm Springs as highly unlikely to occur for the proposed full-access site driveway on
Gene Autry Trail. Consequently, the City requested that the traffic study include full
documentation of: (1)traffic signal warrants for Gene Autry Trail(at Mission Drive and at
the new full-access site driveway) for year 2006 and year 2025 conditions, and (2)
operational issues related to three traffic signals on Gene Autry Trail from Ramon Road to
Mission Drive. The City of Palm Springs also asked that a detailed analysis be included of
four access alternatives identified to permit conclusions to be made and substantiated
regarding which alternative provides the most efficient site access for project-related truck
traffic while minimizing impacts on Ramon Road,the access routes to the Dream Homes,
and Cathedral City streets.
Current Situation
As more and more modifications to the proposed development and the scope of the traffic
analysis were incorporated in the traffic study, discrepancies and errors have inevitably
appeared. After several revisions, the most recent version of the Traffic Study for The
Springs Retail Center (dated February 18, 2005) was reviewed by City staff in a letter
dated March 1, 2005. The City concluded that"...it continues to lack the information we
believe is vital to the successful analysis of this projects impacts."
The City and the traffic consultant that prepared the Traffic Study for The Springs Retail
Center appear to have reached an impasse. The City has been unsuccessful in its efforts to
have the Traffic Study for The Springs Retail Center corrected and revised(as indicated in
the letters documenting staff reviews between August 21, 2003 and March 1, 2005) to
include an adequate analysis of the proposed project and the four circulation alternatives
identified in a meeting and documented in a letter by Marcus Fuller, Senior Civil Engineer
at the City of Palm Springs (dated January 5, 2005). Since a legally defensible document
is required for project approval and the preparation of the EIR, the City has elected to retain
an independent traffic engineering firm familiar with the project vicinity to review the most
recent version of the traffic study as well as related City correspondence documenting
previous staff review comments.
Proposed Scope of Work
An independent peer review and traffic impact analysis shall be performed using, where
appropriate, aspects of the traffic impact analysis submitted by Katz, Okitsu and
Associates,including project assumptions and traffic volumes(or supplemental volumes,if
more current volumes are available). As directed by City staff, the independent traffic
impact study shall be consistent with all reasonable assumptions that appear in Traffic
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03/11/2005 1.5:35 9493620015 ENDD ENGINEERING PAGE 05l24
Study for The Springs Retail Center but also incorporate appropriate corrections and
additional analyses that are prudent to include in the EIR.
The independent traffic study shall be accurate and able to withstand legal challenges, as it
will be used for project approval by the reviewing agencies, as well as the preparation of
the EIR for The Springs Planned Development District by Dudek&Associates. Any items
identified by Endo Engineering that are technically incorrect and therefore legally
indefensible shall be corrected, even if they do not result in a substantial change in the
findings or mitigation.
All revisions and omissions identified by the City of Palm Springs and Endo Engineering
(see Attachments B and C,respectively) shall be corrected. Current and future year 2006
and 2025 daily traffic volumes(for conditions with and without the proposed project)will
be provided for use in the preparation of the noise impact analysis. All inconsistencies
between the projected volumes shown in various tables and those depicted in the graphics
and Appendix worksheets shall be eliminated. Similarly, all of discrepancies noted
between the key intersection approach lane geometries depicted graphically,those assumed
for the delay calculations,and those discussed in the narrative portion of the report shall be
resolved.
Peer Review
A formal peer review letter shall be prepared and submitted for City review and approval
detailing those reasonable assumptions that will be retained and incorporated in the
independent traffic study and those assumptions and analyses that will be changed,with the
rationale for the recommended change clearly documented. For example,the current traffic
study does not appear to incorporate an adjustment for the number of trucks and buses on
adjacent roadways, which has been documented by vehicle classification counts to
represent 6.3 percent of the daily volume. Consequently, the independent traffic study
shall incorporate as a truck adjustment factor the Riverside County average (8 percent
trucks and buses)in the peak hour delay and level of service analysis.
More Accurate Available Baseline Data
If more current or better information is currently available, items that do not represent
errors in the current traffic study shall be recommended for change. For example, the
current study relies on traffic counts made in October of 2004 that were"factored up"by
fifteen percent to reflect peak season conditions. Since new traffic count data is available
from the peak season of 2005 which shows a 19 percent increase in the total number of
vehicles in the evening peak hour at all of the key intersections combined(with substantial
variations at individual intersections)the new data shall be incorporated in the independent
traffic study. Since the City intersection level of service performance standards are based
upon peak season volumes,it is important to incorporate the most recent traffic count data
collected in the peak season,where available,rather than older off-peak data that has been
"adjusted".
Trip Generation Forecast
The project-related trip generation forecast in the Traffic Study for The Springs Retail
Center includes several errors that,when corrected, would result in an increase in the trip
generation during the evening peak hour by 6.8 percent in the year 2006 and 5.4 percent by
the year 2025 (see Attachment Q. Although this change reflects only 96 peak hour trip-
ends in 2006 and 80 peak hour trip-ends in 2025, without correction, the project-related
trip generation forecast would be vulnerable to legal challenge.
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Pass-By Trips
Although the City of Palm Springs previously approved a pass-by trip rate of 25 percent
for the Destination Ramon(Wal-Mart)Shopping Center,the Springs Traffic Study ignored
pass-by trips. The rationale given for deeming pass-by trip adjustments inappropriate was
"..,so much of the land around the project is currently undeveloped." This assumption in
the Springs Traffic Study is not supportable, given the fact that 60,000 vehicles per day
currently pass the site on adjacent roadways. The project is being proposed adjacent to
busy streets in order to attract motorists already using these streets.
The independent traffic study will evaluate the project as described in Attachment D and
incorporate a pass-by trip adjustment of 25 percent, consistent with both the approved
Lowe's Home Improvement Center Traffic Impact Study and Destination Ramon Traffic
Impact Study. This change will be implemented to insure that all mitigation reflects the
most accurate traffic projections possible rather than reflecting unrealistic projections
developed through an accumulation of"worst case"assumptions.
Delivery Truck Impacts
It is interesting to note in Figures 13 and 14 (at Intersection#5) that no project-related
entering traffic has been assigned to the southbound left-tum movement from Gene Autry
Trail onto Ramon Road or the eastbound left-turn movement from Ramon Road onto
northbound San Luis Rey Drive, In addition, no project-related exiting traffic has been
assigned to the southbound right-turn movement from San Luis Rey Drive onto westbound
Ramon Road. It appears unreasonable to assume that these taming movements will be
zero,especially since this is the proposed heavy vehicle delivery route shown in Figure 27,
A comprehensive evaluation of service and delivery vehicle access and circulation shall be
conducted. Since delivery truck maneuvers in and near the travel area of roadways can
result in safety concerns, the most efficient way to relate the service and delivery facilities
near the northern site boundary to the adjacent arterial roadways shall be identified.
Consideration shall be given to commercial vehicle characteristics, delivery vehicle
operating patterns, the proposed loading positions, the loading area design, and the
potential impact of truck traffic on left-turn bay queue storage requirements on the
roadways adjacent to the site. Various truck circulation alternatives shall be reviewed to
identify and minimize potential internal and off-site impacts by minimizing potential conflict
points where service and delivery trucks could interfere with automobile, pedestrian and
bicycle circulation patterns.
Delay and LOS Determinations
The latest update of the Highway Capacity Manual (RCM 2000)presents the best available
techniques for determining capacity,delay and LOS for transportation facilities.' The peak
hour delay and levels of service will be determined at the key intersections with the
methodology outlined in the Highway Capacity Manual (HCM 2000). The Highway
Capacity Software (HCS 2000) package is a direct computerized implementation of the
HCM 2000 procedures, prepared under FHWA sponsorship and maintained by the
McTrans Center at the University of Florida Transportation Research Center. HCS 2000
Version 4.1e will be employed to assess the key intersections in the project vicinity,
evaluate appropriate mitigation strategies, and identify the 95th-percentile back-of-queue
lengths for use in recommending minimum left-turn bay queue storage lengths. The
1. Highway Capacity Manual, Fourth Edition,TRB Report 209,Transportation Research Board,National
Research Council, Washington,D.C.,2000,
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current 90-second signal cycle length currently in use at the coordinated signals along
Ramon Road will be assumed, were feasible, rather than the 100-second cycle lengths
assumed in the Traffic Study for The Springs Retail Center.
Cumulative Impact Analysis
The cumulative traffic impact assessment included in the Traffic Study for The Springs
Retail Center was based on future cumulative traffic volumes at the key intersections
developed with a relatively simplistic process employed by the TRAFFIX software. The
trips generated by all of the cumulative projects appear to have been lumped together and
assigned to the surrounding street system, assuming upon a single traffic distribution in
each direction (derived from the traffic distribution included in the Destination Ramon
Traffic Study). While it is not possible to determine if the traffic assignment associated
with each single cumulative project was handled properly (as all cumulative traffic was
commingled)it is possible to look at specific key intersections to determine whether or not
the resulting traffic projections are consistent with the approved traffic studies for the
cumulative projects. The cumulative traffic volumes are important as they may affect the
mitigation required of The Springs project.
The cumulative traffic volume projections in Figures S and 9 of the Traffic Study for The
Springs Retail Center are clearly open to challenge if the sum of all cumulative project
traffic volumes at the key intersections is substantially less than the volume associated with
any one of the cumulative developments. Take, for example,Figure 9 in which the sum of
all cumulative project traffic volumes at the key intersection of San Luis Rey Drive and
Ramon Road (adjacent to The Springs Retail Center) are provided. During the evening
peak hour, the sum of all cumulative project traffic volumes is identified as totaling: 251
northbound left-turning vehicles (when the Destination Ramon project alone will generate
363 vehicles making this move) and no northbound right-turning or westbound left-turning
vehicles (compared to 30 northbound right and 65.wostbound left-turning vehicles
generated by the Destination Ramon project).
The independent traffic analysis will include a more rigorous cumulative traffic analysis
algorithm to ensure that the cumulative traffic projections are consistent with all of the
approved cumulative traffic studies. The Wessman Gene Autry Trail Mixed-Use
Development shall be removed from the cumulative impact assessment. Since no formal
application has been made to date, the City of Palm Springs has stated that this project
should not be included in the cumulative impact analysis.
Potential Adverse Impacts on Cathedral City Streets
There are existing residences along Mission Drive(east of San Joaquin and along San Luis
Rey Drive(north of the project site). Potentially significant circulation and access concerns
raised by Cathedral City related to the two access routes to the adjacent Dream Homes
neighborhood(Mission Drive and San Luis Rey Drive)have not been fully addressed.
Channelization (to permit left-turn entry and right-turn exit only) may be proposed at the
service and delivery truck access to discourage delivery trucks from using San Luis Rey
Drive north of the project driveway. The traffic study shall discuss the likely effect of
channelization at the northern site driveway on San Luis Rey Drive. Other traffic calming
strategies shall be identified(such as posting truck weight restrictions,pavement markings,
street narrowing,chokers,median barriers, traffic circles,private streets, etc.) that may be
more effective in minimizing the potential for truck traffic to utilize Mission Drive and San
Luis Rey Drive (north of the project site) to avoid the delay associated with using Gene
Autry Trail(south of Mission Drive)and Ramon Road for site access.
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Alternative Access Analysis
The most recent Traffic Study for The Springs Retail Center briefly analyzed four
alternative site access plans,but not the alternatives identified by the City of Palm Springs.
A detailed analysis of the four alternative site access plans identified by the City in a letter
dated January 5, 2005 shall be performed, based on sound engineering principles and
professional engineering judgment. The supplemental analysis of the project access
alternatives will permit the most efficient means of providing site access for project-related
truck traffic while minimizing the potential for adverse impacts on Ramon Road,the Dream
Homes residents, and Cathedral City streets to be identified. Careful consideration shall be
given to the use of Mission Drive for truck access. Peak hour traffic signal warrants shall
be checked and carefully documented for year 2006 and year 2025 conditions at the
intersection of Gene Autry Trail with Mission Drive and at the proposed full-tum central
site driveway. Operational issues related to all three traffic signals on Gene Autry Trail
from Ramon Road to Mission Drive shall be reviewed and discussed.
Site Access Considerations
Accessibility to traffic is,of course,a very important factor to most businesses. Adequate
site access and circulation will be critical to the success of the retail center. However, to
ensure that Gene Autry Trail and Ramon Road will be able to efficiently and safely satisfy
the growing demands of through and local traffic,control of access must be exercised on
both roadways so that the degree of access permitted is consistent with the function of these
major thoroughfares. Intersection spacing capable of providing acceptable speeds of
progression with reasonable cycle lengths is critical. Median openings must be carefully
spaced and designed to provide protected left-turn lanes of sufficient length to allow an
acceptable deceleration and store all turning vehicles out of through traffic lanes.
The applicant has indicated that the proposed project will not be viable without the
proposed median break allowing left-turn ingress at the eastern site driveway on Ramon
Road. Since the shopping center on the opposite side of Ramon Road was granted a
channelized median break which permits left-turn ingress from Ramon Road,it appears that
the City has established a precedent that would make it difficult for the City to deny left-
turn ingress from Ramon Road to The Springs development, However, unlike the median
break currently proposed at the eastern site driveway, the westbound median break that
permits left-turns into the Lowe's Shopping Center from Ramon Road is located
downstream from the intersection and therefore can not be blocked by the queue of vehicles
on Ramon Road approaching the intersection of Gene Autry Trail. Furthermore, the
median break was necessary for vehicles entering the Lowe's Center because westbound
motorists would pass the left-turn pocket at San Luis Rey Drive before the Lowe's store
was visible(and once the store was seen,it would difficult to enter the site without a left-
turn pocket allowing entry east of Gene Autry Trail). Conversely, the eastbound left-turn
pocket on Ramon Road at San Luis Rey Drive is located on the far side of the Springs
Retail Center.
Since the level of service for vehicles turning left from Ramon into the site at the eastern
driveway is projected to be LOS F in the year 2025 with the proposed site access plan and
all site access alternatives,the design and projected operation of the median break proposed
at the eastern site driveway on Ramon Road will be carefully reviewed. The length of the
future westbound queue of vehicles on Ramon Road(approaching the intersection of Gene
Autry Trail) will be reviewed (based upon the HCM 2000 procedures for estimating the
95th percentile back-of-queue)to determine if it will block access to one or both of the site
driveways proposed on Ramon Road. In addition the length of the eastbound left-turn
bays proposed on Ramon Road opposite the site will be reviewed for adequacy (based
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upon the HCM 2000 procedures for estimating the 95th percentile back-of-queue)to ensure
that sufficient storage space will be provided to prevent the queue of vehicles entering the
project from extending into the through travel lanes. It is our understanding that the City
will support left-turn bay lengths that incorporate adequate queue storage plus taper(with
deceleration permitted in the adjacent through lane),
Mitigation Measures
Mitigation on a fair-share contribution basis has been required of all projects with
potentially significant impacts that are approved by the City of Palm Springs. All
appropriate project mitigation required to ensure that site traffic does not significantly
impact the Vocal or regional circulation system in the year 2006 or the horizon year 2025
shall be identified(including both a narrative list describing the mitigation required as well
as a graphic depiction).The project's fair share percentage contribution to the cost of each
required improvement shall be determined and included in the report. Those facilities
where the cost of required improvements will be covered by the applicant's participation in
the TUMF program shall be identified
Coordination and Response To Comments
Endo Engineering shall prepare a draft traffic impact report detailing the study
methodology, assumptions and findings in the format approved by the City of Palm
Springs. The work envisioned will require approximately five to six weeks to complete
and require a budget of$24,350.00 (as discussed in Attachment E). Two bound copies of
the draft report and a portable document format (PDF) file shall be sent to Dudek &
Associates. Our firm shall respond to City comments on the Draft report and incorporate
recommended changes in a Final Report for City review and approval within ten working
days. Four bound copies of the final report, an unbound"photo ready" copy,plus a PDF
file shall be sent to Dudek&Associates.
Endo Engineering will coordinate with Dudek & Associates Inc. regarding written
comments received from governmental reviewing agencies. Endo Engineering will
respond in a timely and efficient manner to written comments from responsible
governmental agencies (up to 4 man-hours).
We appreciate the opportunity to submit this proposal and look forward to working with
you on this interesting project. If the proposed scope of services meets your needs,please
execute below and return a copy of this proposal by facsimile and mail to initiate work on
the independent peer review and traffic impact study. Your signature below will indicate
approval of this proposal, which will thus serve as a binding contract.
We anticipate close coordination with Dudek & Associates Inc. and the City of Palm
Springs throughout the proposed activities to insure a successful work product. Should
you have questions or comments,please do not hesitate to contact our offices by telephone
at(949)362-0020,by facsimile at(949)362-0015,or via e-mail (at endoengr@cox.net).
Cordially, Approved;
ENDO ENGINEERING DUDEK&ASSOCIATES INC.
Greg E do% By:
Principal
Data:
Attachments
QUIZ
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ATTACHMENT A
RELEVANT EXPERIENCE
Company Overview
Endo Engineering is a professional engineering consulting firm specializing in the modeling
and assessment of the air quality and circulation impacts of development. Our staff has
worked extensively in the Coachella Valley over the last twenty years and has completed
traffic studies for all stages of the planning and development process, from circulation
opportunities and constraints studies and development feasibility studies to General Plan
Amendments, Master Development Plans, Specific Plans and tract maps. The firm's
strength and versatility stem from the staffs multi-disciplinary approach and extensive
experience with planning, environmental and engineering firms as well as governmental
entities and computer applications. We are proud of our achievements and our history of
identifying innovative solutions and mitigation strategies that address planning and
engineering challenges that are constantly increasing in complexity.
Endo Engineering is experienced in providing technical support that facilitates a better
understanding of potential circulation, noise and air quality problems and their solutions.
Our goal is to provide perspective and expertise in the selection of those strategies that will
best achieve the ends desired and provide the technical means to develop comprehensive
plans which incorporate design features that minimize the potential for adverse impacts.
Endo Engineering has earned a reputation for preparing technical studies that meet the
specific needs of each project and are easily understandable, innovative, and economical,
Most importantly,they are practical tools that are meaningful both to the professional and
the public. Our reports provide a comprehensive framework which incorporates
information from a variety of sources in a manner that clearly addresses the specific issues
faced by each project. Information is provided in graphic form where possible, and the
graphics and text are fully computerized to facilitate updates as conditions change.
Endo Engineering has prepared numerous traffic assessments in the project vicinity, as
summarized in an attachment. Many of these technical studies were similar in scope and
complexity to that required for this project, In the immediate vicinity of the project site,our
firm has completed technical studies for the Wal-Mart Shopping Center (Destination
Ramon), the Lowe's Home Improvement Center, the Indian Oasis project(the MidValley
Center P.D.D.),and the Palm Springs Classic Planned Development District. In addition,
our firm has completed numerous traffic impact studies throughout Palm Springs
evaluating: the Mesquite Avenue Traffic Calming, the Palm Springs International Airport
Access and Internal Circulation Modifications, the Palm Springs Section 14 Master
Development Plan and Specific Plan,and the Palm Springs Convention Center Expansion.
Endo Engineering is committed to providing the best traffic impact assessments available in
an efficient,cost-effective and professional manner. We utilize available documentation to
the maximum extent feasible to minimize duplication of effort and reduce costs. Endo
Engineering generates the specific traffic information required for comprehensive noise and
air quality impact studies. By providing analyses in inter-related technical disciplines, we
minimize coordination costs, the time spent in meetings and the delays inherent in
developing noise and air quality impact studies separately,based upon the completed traffic
study. As a result, answers to technical questions are available faster and at lower cost than
possible when retaining separate consulting firms to prepare separate technical studies.
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Our experience analyzing hundreds of private developments throughout Southern
California makes our staff cognizant of how safe and efficient access to the arterial street
system can be critical to the success of a project. We provide progressive and technically
superior products that are individually tailored to meet the specific needs of each project.
Our reports provide the facts and perspective necessary to make logical and well informed
planning and development decisions related to circulation,noise and air quality issues.
Experience in the Project Vicinity
Destination Ramon Shopping Center- a traffic, air quality and noise impact analysis
addressing the impacts associated with the Wal-Mart Shopping Center in the City of Palm
Springs. The 30-acre project site is located south of Ramon Road and north of Sunny
Dunes Road, between San Luis Rey Drive and Crossley Road. The proposed project
would include approximately 278,153 square feet of commercial uses including a Wal-
Mart,a Wal Mart gas station,and free standing commercial pads.
Lowe's Home Improvement Warehouse - a traffic and air quality analysis of a
proposed big box retail store located south of Ramon Road and east of Gene Autry Trail in
the City of Palm Springs. The project would consist of 162,000 square feet of commercial
uses at buildout.
Indian Oasis Resort Planned Development District - a traffic, air quality and noise
impact analysis addressing 280 acres located east of San Luis Rey Drive,between Ramon
Road and 34th Avenue where 400 hotel rooms; 290 vacation timeshare units; and 10
private casitas; an 18-hole golf course; 50,000 square feet of commercial space in a retail
village;and 315,000 square feet of office space in a corporate office plaza are planned.
Palm Springs Classic Planned Development District - a traffic, air quality and
noise impact analysis addressing the development of a mix of residential product types with
a maximum of 1,450 dwelling units; a resort hotel with 400 rooms; restaurants/meeting/
banquet areas (15,000 square feet); a pool and spa (5,000 square feet) area; health
club/retail/office areas(15,000 square feet); an 18-hole golf course with a clubhouse, golf
practice area, and maintenance facility;. The 451-acre project site is located south of Vista
Chino,west of the Palm Springs City Limit,and east of Gene Autry Trail.
Palm Springs International Airport Access and Internal Circulation
Modifications Study - an evaluation of the traffic impacts associated with access and
internal circulation modifications proposed at the Palm Springs International Airport in
response to new security requirements. The Mid-Valley Parkway airport extension is being
modified to include a security inspection station that will stop all westbound traffic. The
Mid-Valley Parkway serves airport traffic, but also provides an alternate route for Palm
Springs commuters bypassing the intersection of El Cielo Road and Ramon Road during
congested periods. The proposed changes to the airport access and internal circulation
system will result in non-airport through traffic being rerouted off airport property.
Palm Springs Regional Airport Master Plan Update - a traffic, air quality and
noise impact analysis addressing the future use and role of the 925-acre airport including
recommended development actions related to the airfield facilities,the passenger terminal
complex,the general aviation complex, and airport support facilities needed to accommo-
date future demands over a twenty-year development period.
Mesquite Avenue Traffic Calming Study - a traffic impact analysis of Mesquite
Avenue, between El Cielo Road and Gene Autry Trail, in Palm Springs to identify
strategies to minimize traffic impacts on the residents in the study area, while providing
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sufficient capacity to serve projected future year 2020 traffic demands, and maintaining
access to the community and Demuth Park.
Palm Springs Convention Center Expansion - a traffic, air quality and noise
impact analysis addressing the impacts associated with the expansion of the existing
convention center to increase the exhibit area from 66,000 to 98,300 square feet and
increase the meeting space from 12,000 to 24,500 square feet. This will be accomplished
by expanding the convention center on the existing grounds and will not include the closure
of any roadways in the City of Palm Springs.
Palm Springs Section 14 - a traffic, air quality and noise analysis addressing the
Master Development Plan/Specific Plan for 640 acres in Section 14 of the Agua Caliente
Reservation in downtown Palm Springs. The project site is bounded by Alejo Road to the
north, Sunrise Way to the east,Ramon Road to the south, and Indian Canyon Drive to the
west. The proposed development comprises a total of 215.3 acres of commerciallmixed
use which may include a recreational sports complex, casinos, cinemas, or an indoor-
outdoor festival marketplace as well as a maximum of 9,468 primarily high density
residential dwelling units for renters,second homes and permanent seniors.
New Spa Casino - an update of the 1994 LSA Associates, Inc. "Agua Caliente Gaming
Facility Traffic Study" for use in the preparation of an Addendum to the previously certified
Environmental Assessment (EA). The 10.5-acre project site is located north of Andreas
Road, between Calle El Segundo and Calle Encilia, in downtown Palm Springs. The
updated traffic study addressed the incremental increase in site traffic that would
accompany the relocation of the gaming activities from the interim tent to the new Spa
Casino structure.
Palm Springs Village Planned Development District - a traffic, air quality and
noise impact analysis addressing the impacts associated with the development of a mix of
residential product types with a maximum of 1,237 dwelling units in a gated community.
Proposed amenities include a public 18-hole executive golf course with a driving range and
a 5,000 square foot clubhouse, a small private park, and a 10-acre public park. The 309.5-
acre project site is located east of Indian Canyon Drive,north of San Rafael Drive,west of
the northern terminus of Sunrise Way,and south of the Whitewater Wash Levee.
Experience on Similar Projects
Westar/Home Depot Retail Center (LOM 522) - a traffic impact study evaluating a
17-acre site adjacent to Highway 1, in Lompoc, The proposed development included a
139,895 square-foot Home Depot home improvement store on 11.02 acres, and the
relocation of an existing hospital with 150,000 square feet of building area onto the
remaining 6.00 acres. The analysis received an unsolicited letter from Caltrans
commending the traffic analysis which was based on the methodologies outlined in the
Highway Capacity Manual (HCM 2000) as implemented by the McTrans Highway
Capacity Software(HCS 2000). Site access onto Highway 1 and the location and phasing
of a new traffic signal were issues addressed.
Rosemead Commercial Retail Center - a traffic impact analysis of a Wal-Mart
Superstore (general merchandise and grocery sales), three smaller free-standing
retailfrestaurant buildings, the smallest of which may be a restaurant with a drive-through
and outdoor play area, and an associated gasoline refueling station (with a small
office/convenience kiosk)proposed on 23.65+acres located south of Rush Street,between
Walnut Grove Avenue and Delta Street. The format and content of this report were
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consistent with the requirements set forth by the City of Rosemead, the 2002 Congestion
Management Program forLos Angeles County TIA Guidelines,and Caltrans.
Moreno Valley Wal-Mart - an evaluation of the traffic, noise and air quality impacts
associated with Amendment Number 4 to the Moreno Valley Auto Mall Specific Plan 209
addressing 72±acres located south of State Route 60 and west of Moreno Beach Drive,in
the City of Moreno Valley. The proposed project revised the land use designations,access
provisions, design standards, and conditions of approval for the Phase 3 area of approved
Specific Plan 209 to permit the development of 352,648 square feet of commercial uses
including a Wal-Mart, several smaller commercial/retail stores, three full-service
restaurants,five fast-food outlets,two free-standing gasoline service stations, an accessory
car wash and 300 multi-family dwellings.
The Price Club and Home Depot in San Juan Capistrano - a traffic, air quality
and noise impact assessment of a 22.5-acre project located adjacent to Camino Capistrano
and Doheny Park Road, in San Juan Capistrano. The development plan depicted a
105,260 S.F. Price Club, a 75,000 S.F. Home Depot, and eight small retail shops plus a
restaurant.
Canyon Crest Village- A traffic and noise impact study of a controversial 11.44-acre
commercial center with 90,245 square feet of retail uses proposed in the City of Riverside.
The traffic study addressed several issues of concern including: truck trips, traffic safety
considerations, and traffic intrusion into nearby residential areas. Mitigation strategies
were identified to improve access and safety and alter traffic demand (TDM measures).
Compliance with the City of Riverside Noise Ordinance was demonstrated.
Glendora Commercial Center- an air quality and noise impact study addressing a 50±
acre commercial center with 474,000 square feet of net building area in the City of
Glendora located west of Lone Hill Avenue and north of Gladstone Street. The proposed
uses were consistent with the on-site zoning designations,but the project included a zone
change request to permit the development of major anchor retail stores totaling 270,000
square feet(including a Home Depot store),four smaller commercial/retail stores totaling
152,000 square feet, an auto dealership with 30,000 square feet, and a total of 22,000
square feet of mixed small retail, restaurant/fast food establishments. The project was
designed to focus traffic toward the freeway interchanges along Lone Hill Avenue and Auto
Center Drive and away from noise sensitive residential and school uses located immediately
south of the project site,
Lompoc Wal-Mart and Refueling Station - a circulation, air quality, and noise
impact assessment of 263,845 gross square feet of commercial development proposed as
the Diversified Shopping Center in Lompoc including a Wal-Mart, a food market, a drug
store, small retail shops, drive-through restaurants, and a service station with 8 fueling
positions. The study included a full analysis of four alternative sites as well as two
different densities on the preferred site.
Palm Desert Wal-Mart Shopping Center- a noise impact analysis of approximately
300,547 square feet of commercial uses and three restaurants in the City of Palm Desert,on
the northeast comer of the intersection of Monterey Avenue and Country Club Drive.
California Commerce Center South Technical Master Plan - a detailed
circulation component analyzing street alignments, mid-block cross-sections, lane config-
urations at intersections and the phasing of circulation improvements to accommodate
ultimate peak hour traffic demands in the City of Ontario. The project site is comprised of
505 acres of industrial, business park and commercial/office land uses.
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Cathedral City Downtown Precise Plan - A traffic impact study addressing the
impacts associated with future redevelopment in the Downtown Precise Plan Area of
Cathedral City. The preferred plan included the redevelopment of the Downtown study
area into a City Neighborhood that included a commercial Downtown Core,surrounded by
a Mixed-Use Corridor and a higher density Neighborhood Residential District,
Cathedral City General Plan Update - The Coachella Valley Area Transportation
Study (CVATS) model was utilized to update the Circulation Element and maintain
consistency with regional circulation modeling. The computer modeling addressed four
land use and circulation network alternatives.
Ontario Town Centre -a traffic and circulation impact study addressing a General Plan
Amendment and Specific Plan including three Conceptual Master Plan alternatives for a
505-acre site located southeast of Ontario International Airport. The project will allow a
1.2 million square foot regional shopping center,mid-rise and high-rise offices(2.0 million
square feet), two hotels (900 rooms), neighborhood commercial uses and high density
residential uses(5,000±dwellings)and generate up to 100,210 trips.
Rialto Gateway Specific Plan - traffic, air quality, and noise impact studies
addressing 1,451,910 square feet of commercial uses, 1,601,060 square feet of industrial
uses, and 812,940 square feet of office and R&D uses located north of Interstate 10 and
south of San Bernardino Avenue,between Sycamore Avenue and Spruce Avenue.
Wonder Palms Commercial Center - a traffic impact study addressing development
alternatives for 270 acres located south of Interstate 10, on either side of the future Cook
Street interchange, in the City of Palm Desert including commercial/retail uses, freeway-
oriented businesses,industrial/office uses, and residential uses.
South Coast Air Quality Management CEQA Handbook Review - a peer review
of Chapters 6, 9 and 11 as well as Appendices 6, 9 and 11 of the "Final Draft CEQA Air
Quality Handbook". The goal was to provide an independent review of the mathematical
and technical procedures outlined therein., in accordance with generally accepted
engineering and scientific practices.
El Toro Materials Access Evaluation - examining current road conditions and the
impacts associated with large haul trucks at the El Toro Materials driveway on a two-lane
state highway. The traffic study documented: (1) the number and type of vehicles
accessing the El Toro Materials site;(2)which land use on-site generated each trip;(3)the
increase in traffic by vehicle type associated with the construction of a new asphalt batch
plant on-site; (4) the temporal distribution at the driveway on El Toro Road; (5) the
adequacy of the left-tum pocket and the acceleration and deceleration lanes at the driveway
to serve current and future truck traffic.
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ATTACHMENT B
REVISIONS AND CORRECTIONS
IDENTIFIED BY CITY STAFF
Project Description Section
1. Explain the proposed operation of the service vehicle access on San Luis Rey Drive,
Baseline Conditions
2. Update the text regarding the Ramon Road/Vella Road intersection.
3. If 618 vph are making westbound right turns onto El Cielo Road from Ramon Road,
how cart the LOS be C?Is a right-tum lane needed?
4. Add a discussion of the narrow bridge on Ramon Road and the deficient capacity of
the I-10 Interchange at Gene Autry Trail.
5. Provide current daily traffic volumes and the truck mix assumed for use in the noise
analysis.
Impact Section
6. Delete the Wessman project from the cumulative analysis.
7. Correct the trip generation associated with the Destination Ramon Project.
8. Identify truck delivery routes and locations for site access; analyze and propose
mitigation for internal truck deiveries to alleviate impacts to adjacent off-site streets.
9. Address in detail all potentially significant circulation and access concerns raised by
Cathedral City related to project-related traffic on Mission Drive and San Luis Rey
Drive. Access to Mission Drive requires analysis and a reconfiguration of the Site
Plan to accommodate the concern of truck traffic using Mission Drive and San Luis
Rey Drive should be considered. The development team should consider a
reconfiguration of access into the project site from•Gene Autry Trail such as a new
median break at the northerly driveway access or some other option that would
provide easier truck access into the site from Gene Autry Trail. Coordination with
Caltrans is required and should be underway or implemented immediately.
10. Provide a traffic signal warrant analysis for the full access driveway on Gene Autry
Trail where a signal is proposed.
11. Provide an evaluation of the LOS associated with no median break and a right-turn-
only driveway design at the central driveway on Gene Autry Trail(so that in the event
a signal is denied by Caltrans at the new central driveway on Gene Autry Trail, the
impacts of a right-turn-only central access are known).
12. Evaluate the peak hour levels of service at all affected key intersections with each of
the four alternative site access plans.
13. Document traffic signal warrants for Gene Autry Trail at Mission Drive and at the
new full-turn site access for near-term and long-term scenarios.
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14. Discuss operational issues related to all three traffic signals on Gene Autry Trail from
Ramon Road to Mission Drive.
15. Determine how many ingress and egress lanes are necessary for each new project
driveway.
16. Identify which access alternative provides the most efficient means of providing site
access for project-related truck traffic while minimizing impacts on Ramon Road,the
residents of the Dream Homes, and Cathedral City streets.
17. Provide future daily traffic volumes with each development scenario and access
alternative for use in the noise impact analysis.
Mitigation Section
18. Identify all mitigation required to ensure that no significant impact will occur on local
. or regional circulation.
19. Since the year 2006 peak hour LOS at the intersection of Gene Autry Trail and Sunny
Dunes and at the intersection of San Luis Rey Drive and Mesquite are shown as LOS
E or worse, the intersections should be identified as requiring signalization.
20. A full traffic signal warrant analysis will need to be submitted to Caltrans for review
and approval of the median break and signalized full turn access proposed on Gene
Autry Trail less than 400 feet north of Ramon Road.
21. Interconnect the traffic signals along Gene Autry Trail.
22. The median on Ranson Road adjacent to the project site will require modification to
restrict egress onto Ramon Road from the eastern site driveway.
23. Provide a fair share calculation of the required circulation improvements.
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ATTACHMENT C
REVISIONS AND CORRECTIONS
IDENTIFIED BY FiNDO ENGINEERING
Baseline
1. The October 2004 traffic count data that was increased by 15 percent to estimate the
peak season volumes should be replaced with available peak season traffic count data
collected in January of 2005. The 2005 traffic count data is higher on average by 14
to 19 percent than the October 1004 data. It should be utilized because it is newer and
reflects peak season conditions at the key intersections without adjustments.
2. Any unsignalized key intersections that currently meet traffic signal warrants should
be identified.
3. The truck mix assumed on the adjacent streets for the peak hour LOS analysis should
be specified. The TRAFFIX output appears to indicate that no truck adjustment was
made despite the existing 6.3 percent truck and bus mix on Ramon Road, An 8
percent truck mix is typically assumed throughout Riverside County and has been
approved for use by the City of Palm Springs in the past. This change alone could
decrease the LOS at some key intersections by one level of service.
4. Current daily traffic volumes should be included for use in the noise analysis needed
for the EIR.
5. The peak hour delay and LOS at the key intersections should be determined with the
latest version of the Highway Capacity Software (HCS 2000) rather than the
proprietary TRAFFIX software. The HCS 2000 was developed under FHWA
sponsorship as a direct implementation of the Highway Capacity Manual (HCM
2000). Although the current intersection delay and LOS detemrinations developed
with TRAFFIX appear to closely match the HCS 2000 findings,the future TRAFFIX
delay and LOS determinations varied greatly from the HCS 2000 findings.
Project Impacts
Project-Related Trip Generation
6. The project-related trip generation forecast provided in Table 6 reflects 378,222 S.F.
rather than the currently proposed Phase 1 square footage(378,155 square feet). It
also ignores the Phase 2 retail space (14,808 square feet) entirely. The proposed
square footage of retail uses should be revised to reflect the initial development area
(378,144 S.F.) and the ultimate 392,952 S.F. proposed.
7. The trip generation section should discuss why it is not appropriate to utilize the fast
food restaurant trip generation rates for the restaurant space,the Home Improvement
Superstore trip generation rates for the Home Depot,and shopping center rates for the
remaining retail space.
S. The 7th Edition of the ITE Trip Generation-An Informational Handbook(December,
2003) should be used rather than the outdated 6th Edition. The argument that the 6th
Edition Trip Generation rates match the cumulative project rates is irrelevant. The 7th
Generation ITE Trip Generation manual(December 2003)trip generation rates should
be utilized as they have been available for 15 months and reflect more data and less
statistical variation than the 6th Edition rates.
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9. Regardless of whether the 6th Edition or the 7th Edition of Trip Generation is used,
the ITE specifies in Trip Generation Handbook (ITE, March 2001) as a guiding
principle that the correct procedure to follow,where data from more than 20 studies is
provided for a particular ITE land use code, is to use the regression equations to
estimate the trip generation not the weighted average trip generation rates assumed in
the traffic study) as long as the floor area proposed falls within the range of floor
areas studied.
10, The midday peak hour trip generation forecast in Table 6 should be developed by
assuming that it includes 9.5% of the daily inbound volume and 7.9% of the daily
outbound volume(per Table 2 in the ITE Trip Generation Handbook)rather than the
incorrect 50150 midday in/out split assumed.
Had the correct procedure been followed, the project-related trip generation would
have been larger, as shown in Table A. Table A compares the project-related trip
generation forecast based on the weighted average rates to that obtained with the
regression equations (assuming the correct retail square footage). The weighted
average rate projections below apply the incorrect assumptions made in the traffic
study regarding the midday percentage of the daily trip generation and the 50/50
in/out directional split. These erroneous assumptions resulted in a project-related trip
generation forecast that is low in the midday (inbound) and evening (inbound and
outbound)peak hour used for analysis purposes.
Table A
Site Traffic Generation Comparisona
Land Use(Quantity) Midday Peak Hour PM Peak Hour Daily
In Out Total In Out Total 2-Way
ITE Weighted Average Ratesa
Shopping Center(378,144 S.F.) 771 771 1,542 679 736, 1,415 16,233
Shopping Center(392,952 S.F.) 80I 801 1,602 707 762 1,470 16,866
ITE Regression Equation Ratesb
Shopping Center(378,144 S.F.) 830 653 1,483 725 786 1,511 16,120
Shopping Center(392,952 S.F.) 851 670 1,521 744 806 1,550 16,530
a. Based upon an incorrect application of the shopping center(1TE land use code 820)weighted average trip
generation rates published by the ITE Trip Generation(Sixth Edition). This forecast incorrectly assumes
that 9.5%of the ADT occurs in the midday peak hour and that the in/out directional split in the midday
peak hour is 50150.
b. Based upon the correct application of the shopping renter (ITE land use code 820) trip generation
regression equations for weekday and weekday PM peak hours published by the ITE in Trip Generation
(Sixth and Seventh Edition). The midday forecast was developed from the evening peak hour estimates,
based upon the hourly variation in shopping center traffic provided in Table 2 on page 1449 of Trip
Generation. As shown therein, 9.5% of the daily inbound traffic occurs in the midday peak hour
between 12 pm to 1 pm and 7.9%of the daily outbound volume occurs in the midday peak hour between
12 pm to I pm.By comparison, 8.3%of the daily inbound traffic occurs in the PM peak hour between
5 pm to 6 pin and 9.5% of the daily outbound volume occurs in the PM peak hour between 5 pm to 6
pnt.Therefore, the ratio of 9.5/8.3 times the PM inbound trip forecast allows the number of midday
inbound trips to he estimated. Similarly, the ratio of 7.919.5 times the PM outbound trip forecast
allows the number of midday outbound trips to be estimated.
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Site Driveway Volumes
11. The driveway volumes used to perform the queue analysis do not appear to reflect the
land uses shown in the current Site Plan. The project-related driveway volumes
entering and exiting the site do not add up to the project-related trip generation shown
in Table 6. Figure 23 entering plus exiting volumes differ from the 2006 midday
project-related trip generation by 78 vehicles per hour(VPH).Figure 24 entering plus
exiting volumes differ from the 2006 PM site trip generation by 71 VPH. The
project-related 2025 midday trip generation (assuming the same methodology as
Table 2) differs from the sum of the driveway volumes shown in Figure 25 by 76
VPH. The project-related 2025 PM peak hour trip generation (assuming the same
methodology as Table 2) differs from the sum of the driveway volumes shown in
Figure 26 by 75 VPH.
12. The Highway Capacity Software (HCS 2000) should bo used to estimate the 95th
percentile back-of-queue for the queuing analysis at the site driveways and to estimate
left-turn pocket queue storage requirements once the project-related traffic projections
are corrected and the appropriate truck mix correction is incorporated.
Passby Trip Adjustment
13. The report should explain the effect of ignoring passby trip adjustments on the impact
analysis. Given the traffic volumes currently passing the project site on three sides,
ignoring passby trip adjustments simplifies the traffic assignment analysis but may
not be prudent because it can substantially overestimate the traffic volume on the
adjacent streets that will conflict with the turning movements at the site driveways.
Site Access Plan
14, Since the level of service for vehicles turning left from Ramon into the site at the
eastern driveway is projected to be LOS F in the year 2025 with the proposed site
access plan and all site access alternatives,the design and projected operation of the
median break proposed at the eastern site driveway on Ramon Road should be
carefully reviewed.The length of the future westbound queue of vehicles on Ramon
Road(extending east of the intersection at Irene Autry Trail) should be estimated
(based upon the HCM 2000 procedures for estimating the 95th percentile back-of-
queue) to determine if it will block access to one or both of the site driveways
proposed on Ramon Road. In addition the length of the eastbound left-turn bays
proposed on Ramon Road opposite the site should be reviewed for adequacy (based
upon the HCM 2000 procedures for estimating the 95th percentile back-of-queue)to
ensure that sufficient storage space will be provided to prevent the queue of vehicles
entering the project from extending into the through travel lanes,
Cumulative Analysis
15. The project description assumed for the Destination Ramon cumulative project should
include 277,000 square feet of retail uses and 10 gasoline refueling positions. The
trip generation and traffic assignment should also be revised to reflect the approved
Destination Ramon Traffic Impact Study (Endo Engineering; August 4, 2003).
16. The trip generation assumed in Table 3 for the Destination Ramon (WaI-Mart)
cumulative development incorrectly applied a specialty retail trip generation rate to
20,000 square feet of retail space which resulted in a midday peak hour trip
generation forecast of zero inbound and zero outbound trips. 10
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17. The trip generation assumed in Table 3 for the Destination Ramon Wal-Mart store
incorrectly applied the free standing discount superstore rates even though the
building size does not fall within the range of retail building areas studied to develop
the ITE rates.
18, The project description for the Palm Springs Classic cumulative project ignored the
15,000 square feet of healthclub/retail/office uses. The traffic assignment assumed
four site access points incorrectly. Six site access points should be assumed and the
traffic assignment shown in the approved Palm Springs Classic P.D.D. Traffic
Impact Study (Endo Engineering; March, 2003 ) or the update currently being
prepared which assumes a less intense land use and modified access plan.
19. The cumulative traffic volume projections in Figures 8 and 9 of the Traffic Study for
The Springs Retail Center are cicarly open to challenge since the sum of all
cumulative project traffic volumes at some of the key intersections is substantially less
than the volume associated with even one of the cumulative developments.
Mitigation
20. The conclusions in the mitigation section are difficult to identify. The City Traffic
Study Guidelines specify that required intersection improvements be shown in tabular
and graphic form.
21. Compliance with City policies and standards was not addressed.
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ATTACHMENT D
CURRENT PROJECT DESCRIPTION
Proposed Development
It is our understanding that The Springs project,as currently envisioned,includes a total of
392,952 square feet of commercial/retail space and 1,753 off-street parking spaces. Of that
total, 378,144 square feet of retail space is proposed for completion in the year 2006 and
14,808 square feet of retail space represents a future expansion area proposed for
construction after the year 2006 but before the year 2025. The commercial area proposed is
expected to include: a Home Depot with 151,951 square feet(that includes a garden center
with 34,757 square feet); retail uses totalling 199,727 square feet; and 26,466 square feet
of restaurant uses(in four separate buildings),
Project access is planned via eight driveways on three master planned roadways including:
four full-access driveways, three right-tum only driveways, and one driveway where left-
turn egress is prohibited. The access points proposed for each adjacent roadway include:
• Gene Autry Trail-one signalized full access driveway, and two right-turn-
only driveways;
• Ramon Road-one right-turn-only driveway and one driveway that allows
left-turn ingress but does not permit left-turn egress;
• San Luis Rey Drive-three full-access driveways.
Project-related delivery truck traffic is expected to utilize the northernmost driveway on
Gene Autry Trail (which will not permit left-tam egress)and the northernmost driveway on
San]Luis Rey Drive. As a result, a significant fraction of the project-related truck traffic is
expected to utilize Gene Autry Trail and Ramon Road for access to and from the project
site,
Four Project Access Alternatives
Alterninive A
The Pebruary 18,2005 Alternatives Analysis in"The Traffic Study for The Springs Retail
Center" assumed three full-access driveways on San Luis Rey Drive with this alternative.
As specified by the City of Palm Springs, the site access on San Luis Rey Drive with this
alternative will include a full access southern driveway and a northern driveway for
delivery and service vehicles that is channelized to permit left-turn only entry and right-turn
only exit. The northern access design will prevent trucks from traversing Mission Drive
(east of Gene Autry Trail through Cathedral City) and proceeding south along San Luis
Rey Drive to the service driveway on-site.
Alternative B
The Pebruaty 18,2005 Alternatives Analysis in"The Traffic Study for The Springs Retail
Center" assumed three full-access driveways on San Luis Rey Drive with this alternative.
As specified by the City of Palm Springs,the site access on San Luis Rey Drive with this
alternative will include a full-access southern driveway for patrons and a full-access
northern driveway for delivery and service vehicles. The northern access will permit trucks
to traverse Mission Drive (east of Gene Autry Trail through Cathedral City) and proceed
south along San Luis Rey Drive to the service driveway on-site.
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Alternative C
The February 18,2005 Alternatives Analysis in"The Traffic Study for The Springs Retail
Center" assumed three full-access driveways on San Luis Rey Drive with this alternative.
As specified by the City of Palm Springs, the site access on San Luis Rey Drive with this
alternative will include a full access southern driveway for patrons and a northern driveway
for delivery and service vehicles that is charmelized to permit left-tum only entry and right-
turn only exit. The northern access design will prevent trucks from traversing Mission
Drive (east of Gene Autry Trail through Cathedral City) and proceeding south along San
Luis Rey Drive to the service driveway on-site.
Alternative D
The February 18, 2005 Alternatives Analysis in "The Traffic Study for The Springs Retail
Center" assumed three full-access driveways on San Luis Rey Drive with this alternative.
As specified by the City of Palm Springs, the site access on San Luis Rey Drive with this
alternative will include a full access southern driveway for partons and a northern driveway
for delivery and service vehicles that is channelized to permit left-turn only entry and right-
turn only exit. The northern access design will prevent trucks from traversing Mission
Drive (east of Gene Autry Trail through Cathedral City) and proceeding south along San
Luis Rey Drive to the service driveway on-site.
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ATTACHMENT E
SCHEDULE AND COMPENSATION
Proposed Schedule
The work outlined above will require approximately five to six weeks to complete and will
begin immediately upon receipt of the signed authorization to proceed, Additional
information needed to complete the study includes a blueprint of the proposed Site Plan
depicting the proposed land use quantities, site access and internal circulation plan, as well
as any channelization proposed at the site access driveways. If the delivery truck routing
plan or delivery hours have changed,a description of the changes will be required.
Required Budget
The work anticipated will be performed on a "time and materials"basis not exceeding the
sum of$24,350.00. This fee estimate shall be valid for a period of 60 days. The budget
shall include the available 2-hour midday peak and 2-hour evening peak turning movement
traffic counts made in the peak season of 2005 at the key intersections,reproduction, and
telephone communications with appropriate agencies. The fee estimate does not include:
•attendance at meetings,workshops,or public hearings2;
•detailed cost estimates(in dollars)related to required circulation improvements;
• analyses of the feasibility of the delivery truck access proposal with truck
turning templates;or
•the development of TSM/IDM or mitigation monitoring programs.
Invoices shall be submitted on a monthly basis in proportion to the time spent on the
project, per our normal hourly rates as noted on the Compensation Schedule(Attachment
1). Unless prearranged, all invoices are due and payable within thirty days of their
submittal date, as a condition of the proposal acceptance. Services beyond the scope of
work herein shall be performed only when requested and approved in writing. Our staff
will be available for meetings or public hearings at our standard hourly rates plus mileage.
2. For your budgetary purposes, you may assume a cost of approximately$750.00 per meeting or public
hearing in Palm Springs. r
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7
Endo Engineering Traffic Engineering Air Quality Studies Noise Assessments
ATTACHMENT F
COMPENSATION SCHEDULE
Classification Hourly Rate
Principal/Professional Engineer $90.00
Director/Associate Engineer $75.00
Project Manager $60.00
Associate Project Manager $40.00
Technician $25,00
General Notes:
1. Reproduction, telephone and supply costs are non-billable.
2. Hourly rates apply to travel time related to site investigations and
meetings. Mileage will be invoiced at$0.40 per mile.
3. Statements will be submitted monthly for work in progress and upon
completion of the work.
4. Statements are payable within 30 days of receipt.
5. Any invoice unpaid after 30 days shall be subject to interest at the
maximum rate permitted by law.
6. Any controversy or claim arising out of or relating to this contract,or
the breach thereof, shall be settled by arbitration in accordance with
the rules of the American Arbitration Association, and judgement
upon the award rendered by and entered in any court having
jurisdiction thereof.
28811 Woodcock Drive, Laguna Niguel, CA 92677-1330
Phone: (949) 362-0020 FAX: (949)362-0015
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