HomeMy WebLinkAboutAMEND 2021-0004; DISTRIBUTE LOTS 13-15 SHELL BUILDING; TRAFFIC IMPACT ANALYSIS; 2021-10-01Executive Summary
The proposed project will reconfigure an existing Industrial building to operate as a last mile delivery
station at 3266 Uonshead Avenue In Carlsbad, California. The existing building is approximately
176,360 square feet and includes a 17,820 square foot mezzanine, the project proposes to reduce
the building area to 161,240 square feet by reducing the size of the mezzanine to 6,700 square
feet. The existing zoning for the site will remain as planned industrial.
The proposed project is anticipated to generate 7 42 daily vehlcle trips. Site access Is provided by two
existing driveways on the northside of Lionshead Avenue. The driveways are anticipated to operate
efficiently as side street stop-controlled intersections. Most of the traffic occurs outside of the AM
(7:00-9:00) and PM (4:00-6:00) peak periods. The site will generate 24 trips during the traffic AM
peak hour (20 in, 4 out) and 42 trips during the PM peak hour (20 in, 22 out). The project is
anticipated to be complete by 2022.
A Level I analysis was conducted in accordance with Table 1 of the City of Garlsbad Transportation
Impact Analysis (TIA) Guidelines, 2018 and in coordination with City staff. An approved scoping
document is provided in Appendix A. The Level I analysis Includes the following information:
• Multi-modal level of service (MMLOS) analysis for pedestrians, bicyclists, and transit users,
• a study area map, and
• a trip generation table.
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TABLE OF CONTENTS
Executive Summary ........................................................................................................................ i
A. Introduction ............................................................................................................................. 1
A.1. Multimodal Level of Service Analysis Methodology ...................................................... 2
A.2. Project Anal'jSiS Requirements ...................................................................................... 3
A.3. Site Location & Study Area Boundaries ......................................................................... 5
A.4. Site Access and Circulation ............................................................................................ 6
A.5. Existing Conditions ........................................................................................................ 1O
A.6. Multi·mobility Level of Service ..................................................................................... 14
A.7. Project TDM Plan ........................................................................................................... 16
A.8. Mobility Element 3·P.11 Consistency .......................................................................... 16
B. Project Site Traffic ................................................................................................................ 17
B.1. Trip Generation ............................................................................................................. 17
B.2. Adjustments to Trip Generation Rates ........................................................................ 17
C. Conclusions and Recommendations ................................................................................... 19
C.1. Key Findings .................................................................................................................. 19
LIST OF TABLES
Table 1: Carlsbad TIA Reporting Requirements ........................................................................... 4
Table 2: Intersection Pedestrian lnfrastructure ......................................................................... 11
Table 3: Transit Stop Amenities .................................................................................................. 12
Table 4: Multimodal LOS Analysis Summary .............................................................................. 14
Table 5: Multimodal LOS Analysis Summary· Mitigated ........................................................... 15
Table 6: Project Trip Generation ................................................................................................. 17
LIST OF FIGURES
Figure 1. Vicinity Map .................................................................................................................... 7
Figure 2. Study Area ....................................................................................................................... 8
Figure 3. Minimum Stopping Sight Distance Requirements ....................................................... 9
Figure 4: Existing Multi-Mobility Infrastructure .......................................................................... 13
Figure 5: Project Trip Assignment ............................................................................................... 18
Transportation Impact Analysis for
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A. Introduction
The industrial property located at 3266 Lionhead Avenue in Carlsbad, California is proposed to be
reconfigured as a delivery station. The proposed project is consistent with the 1,476,000 SF of
industrial uses approved as part of the Carlsbad Raceway Business Park Subdivision Mitigated
Negative Declaration (MND). Approximately 176,360 square feet of an existing industrial building will
operate as a distribution warehouse where goods are robotically sorted and transferred from large
tractor trailers to smaller van sized vehicles for delivery to final users. An existing 17,820 square feet
mezzanine will be reduced to 6,700 square feet. The total building area is 161,240 square feet.
Figure 1 indicates the approximate location of the project site. The project's site plan is provided in
Appendix B.
NV5 Inc., has been retained to prepare this transportation impact analysis (TIA) report to determine
the amount of traffic expected to be added to the adjacent roadway network due to the project and
identify any improvements necessary to mitigate the impacts of said additional traffic. Based on
Table 1 of the City of Carlsbad TIA Guidelines, 2018, a Level I analysis is required.
To complete this determination, NV5 has undertaken the following taskS:
• Conducted field inspections of the site and surrounding roadway network to obtain an
existing inventory of the roadway geometry, traffic control, and surrounding land uses.
• Estimated the amount of traffic to be generated by the proposed development utilizing a land
use specific White Paper.
• Conducted multi-mobility level of service (MMLOS) analysis in accordance with City
guidelines.
This report represents a summary of findings and recommendations regarding the proposed project.
A Transportation Demand Management (TOM) Plan was prepared separate from this report in
coordination with City Staff.
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A.1. Multi modal Level of Service Analysis Methodology
The City of Garlsbad's Multimodal Level of Service {MM LOS) methodology provides a qualitative
grade assigned to travel modes, ranging from Level of Service (LOS) A to F. LOS A reflects a high
service standard for a travel mode, while LOS F reflects a poor service standard for a travel mode.
The City's General Plan established an acceptable LOS standard of Dor better only for the travel
mode(s) subject to MMLOS analysis. Each non-auto travel mode (pedestrian, bicycle, and transit)
receives its own LOS score and corresponding letter grade. As part of the City's Mobility Element,
streets were classified into typologies. The typology of the roadway section determines which
multimodal analyses that roadway section Is subject to. The Intent is to provide a balanced mobility
system that emphasizes primary users as opposed to always providing ideal level of service for all
modes on every facility.
The MM LOS methodology describes the subject modes of travel for a roadway segment using a
range of LOS from A to F, based on the corresponding ranges as shown In the table below:
MMLOS Level of Service Thresholds
LOS Point Score
A 90-100
B 80-89
C 70-79
D 60-69
E 50-59
F 0-49
The City of Carlsbad has developed an MM LOS Tool to aid in the analysis methodology described
above. Below is a description of each mode's respective methodology and criteria outlined in the
City's MMLOS Tool:
Pedestrian MM LOS for pedestrian priority streets, the MMLOS criteria evaluates the quality of the
pedestrian system (e.g. number of vehicle lanes that need to be crossed and the speed of adjacent
traffic) and the friendliness of the infrastructure at intersections (e.g. pedestrian countdown heads,
dedicated pedestrian phases [e.g. a scramble phase], curb extensions, refuge median). In addition,
the connectivity and contiguity of the pedestrian system along street sections (particularly ADA-
compliant connectivity/contiguity) is a critical component of pedestrian priority streets.
Bicycle MMLOS for bicycle priority streets, the MM LOS criteria evaluates the quality of the bicycle
system (e.g. bicycle route, bicycle lanes, or bicycle pathway; presence of bicycle buffers from the
vehicle travel way), the amenities of the system (e.g. presence of bicycle parking), and the
friendliness of the infrastructure (e.g. bicycle detection at intersections, pavement conditions,
presence of vehicle parking). In addition, the connectivity and contiguity of the bicycle system along
street sections is a critical component of pedestrian priority streets.
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Transit MM LOS for transit priority streets, the MM LOS criteria evaluates the transit vehicle right-of-
way, hOurs of operation and frequency of service (e.g. weekday/weekend hours, peak period
highway); performance (e.g. on-time or late); amenities and safety (e.g. lighting, covered stop, bench,
on-board bike/surfboard storage); and connectivity (e.g. to other transit routes, employment areas,
schools, visitor attractions, and other major destinations).
A.2. Project Analysis Requirements
The project proposes tenant improvements for a warehouse/distribution facility. Approximately
176,360 square feet of an existing industrlal building will operate as a distribution warehouse where
goods are robotically sorted and transferred from large tractor trailers to smaller van sized vehicles
for delivery to final users. An existing 17,820 square feet mezzanine will be reduced to 6,700 square
feet. The total building area is 161,240 square feet for the delivery station. The targeted build-out
date for the new facility is early 2022.
The project has been found to be consistent with the 1,476,000 SF of industrial uses approved as
part of the Carlsbad Raceway Business Park MND. Additionally, the project is consistent with the
approved Carlsbad Raceway Specific Plan {SP2018-0001) land uses. The Carlsbad Raceway Specific
Plan identifies the property as zoned for planned industrial use, which allows industrial and
warehouse/distribution uses.
The project utilizes an existing building and requires no change in land use. The project size is less
than the 1,476,000 SF of Industrial uses approved as part of the Carlsbad Raceway Business Park
MND and therefore has been determined to qualify for a Level I Traffic Impact Analysls per Table 1 of
the Carlsbad TIA Guidelines, 2018. Additionally, the project complies and conforms with the
previously approved Carlsbad Raceway Specific Plan. Table 1 identifies reporting requirements.
As Level I Traffic Impact Analysis is required for the proposed project consisting of evaluation of the
following elements:
• Multimodal Level of Service (MMLOS)
• Study Area Map;
• Trip generation table; and
• Project Traffic Volumes/Assignment Exhibit.
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Table 1: Carlsbad TIA Reporting Requirements
< 110 AOT
Foreca_,t Project Generated Au_to Tnps
111 to 499 AOT 500 to 1,000 AOT l ,000 to 2,400 AOT >2AOO AOT
or or or or 01
< 11 pc-.1!.. hour trip'> 12 ,a 49 pC',lk hour SO to 100 peak hour 100 10 200 prak hour >200 PC'.31,, hour tripe,
Land Use trip\ trtp\ tt1p\
Conforms lo App,oved Level I SP<CiflC Plano, Manu P1.m
Conforms to ~~I Plan or
Zonrrc TIA Not Requir~ Level I Level 111 Level V Level VII
~ not Confo,m to General Level II Plan or Zoning level IV Level VI Level VIII
\.::l'~Jh,""I, t t>,.• (~.I UJ'("('I
':'ftJ] P.--, ~"-'
W1,~l0\ iup 0.\•11~!1N'1P.. \\j-"l'!.1!..11--cl Ur-H,:r-JI :.•d Eu,•,,-., (L.rr.,!J'r....-l--~•11:,:,r 1-... ,
(p.-,d b,L,, 1:,fuO'\ ~ .... (11'1°'f"f.l'I-Of' C..\\.lc.""'j"f'l' 1,-11""r\.f'<tt0f' tr,•,-,-,, .... ,,., ... (1:,rCr!W"'f"'• Cor d •10,-, \lr.1• fl,. -.1~.~ v•,•~
t,.u-.,1?) M,p T.ibk• F,tur1• Ar:.dv\1\ Ar.it-;'\n Ar"olt<,,-.1\ Ar.J'f'.I' Ar.tl'f'" •,• .0,1 R .. " ~(•'<Tl-'
Lewll • • • level II • • • • • • • •
level Ill • • • • • • •
Level IV • • • • • • • • •
Levelv • • • • • • • •
Level VI • • • • • • • • • •
Level VII • • • • • • • • • •
level VIII • • • • • • • • • • •
...... '. r '•"~• r r, .. •, r \f• '1 r ~,t-• r ',,' < .. '1, ' '• '. r
.:;j•", ... ,,~. ,. '. ' \ '" I,, " '. . ' . '
Noce pJI TlA'\ wiU r.-qutt~ MMLOS ANlty\K-T~ modf'\ f'Yifu,Ued fo, Hth 1.tudy WIii be-ch~ttt""mined by \UN1 rypolocy ind pn,jf<t loc,t~ not tot.at 'll"thk:uLl.r tnpi Reff!' to SKI on 3 2
fo( Mid11,on.,f lnfortNtton
General Plan Mobility Element Policies
The Mobility Element identifies the following policies for project compliance:
Mobility Element Polley 3-P.9 requires the city to develop and maintain a list of street facilities where
specified modes of travel are exempt from the LOS standard (LOS-exempt street facilities), as
approved by the City Council. Regarding vehicular LOS standards, the City Council has the authority
to exempt a street facility from the vehicular LOS standard if the street facility meets one or more of
the following criteria from General Plan Mobility Element Policy 3-P.9:
a) Acquiring the rights of way is not feasible; or
b) The proposed improvements would significantly Impact the environment in an
unacceptable way and mitigation would not contribute to the nine core values of the
Carlsbad Community Vision; or
c) The proposed improvements would result in unacceptable impacts to other
community values or General Plan policies; or
d) The proposed improvements would require more than three through travel lanes in
each direction.
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Moblllty Element 3-P.11 requires new development that adds vehicle trips to street facilities exempt
from the vehicle LOS standard (based on criteria identified in 3-P.09) to implement transportation
demand management strategies or transportation system management (TSM) strategies that
improve traffic signal coordination and improve transit service.
Per City of Carlsbad Mobility Element policy (3-P.11), if the project adds 110 ADT or 11 peak hour
trips in a single direction of travel to a street segment exempt from LOS standards, it is required to
implement TSM strategies. Trip distribution was prepared to assess the need for TSM measures.
Based on the distribution, it is anticipated the project will add more than 110 ADT to Palomar Airport
Road west of Melrose Drive. In order to meet the requirements of the Mobility Element policy, the
project will pay for the installation of one traffic signal controller.
Carlsbad TDM Ordinance
In 2019, the City approved the TDM ordinance to establish regulatory development requirements for
TDM in the City of Garlsbad. The TDM ordinance places requirements on non-residential
development that is anticipated to generate 110 or more average daily employee trips to design and
implement a TDM plan specific to their site. The City of Carlsbad has developed the Carlsbad TDM
Handbook to assist non-residential developments in developing a TDM Plan. The Handbook requires
a point assessment of both mandated improvements in addition to voluntary improvements towards
existing site conditions, adhering to the local TDM Ordinance. Projects must meet the minimum
points required to be considered a viable TDM plan. In general, the point value is relative to the level
of effort and applicability of a strategy based on the development context. Since the project is a
tenant improvement, this project was determined to be subject to a Tier 2 plan, requiring 9 points.
The proJect's TOM Plan is discussed in later sections of thls report.
Climate Action Goals and Livable Streets
The California Complete Streets Act (2008) requires cities in Galifornia to plan for a balanced, multi-
modal transportation system that meets the needs of all travel modes. Accomplishing this state
mandate requires a fundamental shift in how the city plans and designs the street system -
recognizing the street as a public space that serves all roadway users. The Mobility Element is
consistent with and further enhances the state and federal requirements for complete streets by
Implementing a "livable streets~ strategy and identifies street typology.
A.3. Site Location & Study Area Boundaries
The proposed site is located in the City of Carlsbad on the northside of Lionshead Avenue,
approximately 200 feet east of the City of Vista border. The site is located approximately four miles
east of McClellan Palomar Airport. Land use in the area is a mix of commercial, industrial, and
residential properties. Figure 1 illustrates the site's location within the City of Garlsbad.
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A.4. Site Access and Circulation
Lionshead Avenue has one lane in the eastbound and westbound direction with a continuous two-
way left-turn lane. Vehicular access to the project site will be via two full ingress/egress access
driveways along the north side of Uonshead Avenue. Driveway 1 will serve as full ingress/egress for
trucks and delivery van drivers to access the parking and queuing areas located to the north and
east of the building as well as inside the building. Ample van and truck parking is provided onsite.
Driveway 2 will be utilized by employees to access the front parking area provided south of the
building. Driveway gates will remain open while the facility is in operation.
The building layout is intentional and provides for ample parking and a designated queuing area.
Shift schedules are staggard throughout the day and crafted intentionally to avoid on-street queuing
on local roadways. Adequate site distance at both project driveways is provided in accordance with
Table A in the City of Carlsbad Engineering Standards, 2016.
The scope of this study was based on the City of Carlsbad TIA Guidelines, 2018, which recommends
a study area of 0.25 to 0.50 miles from the project access points. The project study area is
illustrated in Figure 2.
The City of Garlsbad Engineering Standards were referenced to determine the minimum required
stopping sight distance. Table A in the guidelines require a minimum sight distance of 430 feet for
the posted 50 MPH speed limit. Minimum stopping sight distance requirements are illustrated in
Figure 3. Both project driveways meet the minimum stopping sight distance requirements per the
City of Carlsbad Engineering Standards. The curvature of the roadway does not impact visibility of
Driveway 1. There are no sight distance issues providing the sight triangle remains clear.
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A.5. Existing Conditions
This section provides context for the roadway segments within a half mile of the project site and
identifies existing pedestrian, bicycle, and transit infrastructure that will help encourage multi-
mobility; It is provided for informational use only. The roadway segments are not subject to
pedestrian and bicycle MMLOS analysis per the City's TIA Guidelines, but provide context for the
pedestrian, bicycle, and transit environment. Existing transit stops as well as bike lanes and
sldewalks are illustrated on Figure 4. Table 2 provides an overview of existing intersection
infrastructure supportive of pedestrian connectivity.
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LIONSHEAD AVENUE has a typology designation of an Industrial Street per the General Plan Mobility
Element that is subject to auto and transit analysis. The study segment have the characteristics of a
two-lane east-west collector with a continuous two-way left turn lane within the project study area
and provides access to the site via two driveways. The road begins at Business Park Drive to the east
and continues west until it ends at Melrose Drive outside the study area. Its land uses consist of light
commercial to the east and industrial parks to the west. The posted speed limit is 50 MPH.
Sidewalks are available along both sides of the roadway with ADA compliant curb ramps at the
project driveways and signalized intersections within the study area. Class II Buffered Bike Lanes are
present along both sides of the roadway segment. Transit routes are not available.
EAGLE DRIVE has a typology designation of an Industrial Street per the General Plan Mobility
Element that is subject to auto and transit analysis. The study segments have the characteristics of a
two-lane north-south collector with a continuous two-way left-turn lane west of the project site. The
posted speed limit is 35 MPH. The road begins at Uonshead Avenue to the north and ends at
Palomar Airport Road before turning into Paseo Valindo. Its land uses consist of light commercial to
the east and industrial parks to the west. Continuous sidewalk is present on both sides of the street.
Class ti Bike Lanes are present along both sides of the roadway segment between Palomar Airport
Road and Uonshead Avenue.
PALOMAR AIRPORT ROAD has a typology designation of an Arterial Street per the General Plan
Mobility Element that is subject to auto and transit analysis. The study segments have the
characteristics of a six-lane east-west arterial with a raised landscaped median that separates the
vehicle travel lanes. The posted speed limit within the project area is 55 MPH. Continuous sidewalk
is present on both sides of the street. Class 11 Bike Lanes are present along bOth sides of the
roadway segment between Eagle Drive and Business Park Drive. Two bus stops are present along
Palomar Airport Road granting access to NCTD's Route 445 that connects to Palomar College and
the Carlsbad Poinsettia Coaster Station.
BUSINESS PARK DRIVE is a four-lane north-south Secondary Arterial with a posted speed limit of 45
MPH. The segment limits are located within the City of Vista and is not subject to MM LOS analysis.
Land uses along the facility are a mix of commercial and industrial uses. Sidewalk is Inconsistent on
both sides of the roadway segment. Gaps in sidewalk exist where vacant land parcels and several
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businesses are located. A large gap is present on the west side of Business Park Drive north of the
Business Park Drive / uonshead intersection. Class Ill Bike Routes exist from Palomar Airport Road
to Llonshead Avenue before becoming Class II Bike Lanes north of Llonshead Avenue. Bus route 332
serves Business Park Drive north of Lionshead Avenue with a bus stop on either side of the roadway.
Table 2: Intersection Pedestrian Infrastructure
Intersection Push ADA Compliant Pedestrian Pedestrian
Button Curb Ramp Crossing Crossing
(All Legs) (Three Legs)
Lionshead Ave / Driveway 1 <11 □ 181 □ □
Lionshead Ave/ Driveway 2 c11 □ 181 D D
Llonshead Ave / Eagle Drive C1) □ □ □ □
Business Park Dr/ Scott St c2) 181 181 D 181
Business Park Dr/ Liberty 181 181 181 181 Way
Business Park Dr/ Lionshead 181 181 □ 181 Ave -Poinsettia Ave c31
Palomar Airport Rd / Business 181 181 181 □ Park Dr c41
Palomar Airport Rd/ Eagle Dr 181 181 181 □
Notes:
(1) Unsignalized intersection with side street stop control.
(2) Missing a marked pedestrian crossing on the north leg of the intersection and missing two ADA compliant curb ramps.
(3) Missing a marked pedestrian crossing on the south leg of the intersection.
(4) Missing a marked pedestrian crossing on the east leg of the intersection.
Transit Environment
The MM LOS criteria outlined in Section A.6 evaluates the transit vehicle right-of-way, hours and
frequency of service, performance, amenities and safety, and connectivity for transit stops located
within the City of carlsbad. The following Information is provided for additional context for stops
located in the City of Carlsbad and City of Vista. Table 3 documents the available transit amenities
for stops near the project site.
Route 332: BREEZE bus Route 332 Is operated by North County Transit District (NCTD) In the City of
Vista. The Route 332 bus provides service to 39 stops between the Vista Transit Center and the
Buena Creek Station. This route operates Monday through Saturday between 4:32 AM and 9:02 PM
and is nonoperation on Sunday. Stops within the project study area are located along Business Park
Drive near the intersection of Liberty Way and east of the Business Park Drive/ Llonshead Avenue -
Poinsettia Avenue Intersection. The stop located east of Business Park Drive is within a ¼ mlle walk
to the project site. Buses operate in the shared vehicle right-of-way with no signal priority. The route
is served twice during the morning and twice during the evening with stops. Individual bus route on-
time performance Is not available, based on Fiscal Year 2018 data, BREEZE performance was
88.74% on time In the second quarter. Route 332 connects to various employment and commercial
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A.6. Multi-mobility Level of Service
The Mobility Element utilizes a livable streets approach to provide a balanced mobility system that
identifies, based on the location and street typology, the travel modes for which service levels should
be enhanced and maintained per the multi-modal level of service (MM LOS) standard. Based on the
criteria identified in Table 1 of the City of Carlsbad TIA Guidelines, 2018, this project is subjected to
MMLOS evaluation for pedestrian, bicycle, and transit modes within the project study area. Note that
this project Is required to complete a Level I analysis; as a result, auto analysis is not required.
The following study roadway segments have been evaluated for the following types of MMLOS
analyses, In accordance with the City of Carlsbad Transportation Impact Analysis Guidelines:
• Lionshead Avenue -Eagle Drive to Business Park Drive
o Transit LOS
• Eagle Drive -Lionshead Avenue to Palomar Airport Road
o Transit LOS
• Palomar Airport Road -Eagles Drive to Business Park Drive
o Transit LOS
Table 4: Multi modal LOS Analysis Summary
Stop ID MMLOS Score
Route Segment Type EB WB
22552 Palomar Airport
445 (WB) Rd from Melrose Transit N/A 57
Dr to Eagle Dr
Palomar Airport
445 22551(EB)/ Rd from Eagle Dr Transit 57 62 22533 (WB) to Business Park
Dr
Note:
N/A: Transit stop is not available for the direction.
Level of Service
EB WB
N/A E
E D
No transit stops are present along Eagle Drive or Lionshead Avenue. The transit stops located on Palomar Airport Road are
within a ½ mile of the project site and neighboring study segments. Scores derived from the transit detail worksheet.
Table 4 summarizes the results of the MMLOS analysis. Based on the analysis results, Stop ID
22552 and Stop ID 22551 operate at LOS E and require stop improvements In order to achieve
acceptable LOS Dor better. The provision of a concrete pad, a bench and trash receptacle are
required for each bus stop to obtain an acceptable LOS D. Stop ID 22533 operates at an acceptable
LOS D and does not require Improvements.
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Table 5: Multi modal LOS Analysis Summary -Mitigated
MMLOS Score Level of Service
Route Stop ID Segment Type EB WB EB WB
22552 Palomar Airport
445 (WB) Rd from Melrose Transit N/A 69 N/A D
Dr to Eagle Dr
Palomar Airport
445 22551 (EB)/ Rd from Eagle Dr Transit 69 62 D D 22533 (WB) to Business Park
Dr
Note: Improvements are not needed for Stop ID 22533_
Table 5 summarizes the results of the MMLOS analysis with the bus stop Improvements.
Improvements include a concrete pad, a bench and trash receptacle for Stop ID 22552 and Stop ID
22551. With the Improvements, the bus stops operate at an acceptable LOS D. Additional
information regarding Route 445 is provided in Section A.5. Transit MM LOS worksheets are provided
in Appendix C.
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A. 7. Project TDM Plan
As mentioned In Section A.1, the proposed project is subject to the City of Carlsbad Transportation
Demand Management (TOM) Ordinance. The project has submitted a preliminary TDM Plan to the
City for review as a separate document. The TOM Plan is subject to change.
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A TDM Plan is required for non-residential developments generating over 110 average daily trips
(ADT). The project generates 742 ADT and Is categorized as a tenant improvement project. Based on
City's TDM Handbook, a tenant improvement project is required to submit a Tier 2 TDM Plan and
achieve a minimum of 9 points.
The following elements are included in the preliminary TOM Plan for thls site:
• TOM coordinator
• 8 new public bike parking spaces in addition to 12 existing spaces
• 10 secure bike lockers
• Bicycle repair station
• Preferential parking for car/vanpools
• Participation in the City's rideshare program
Bike parking provided adheres to the standards outlined in the Essentials of Bike Parking
(2015) and Bicycle Parking Guidelines handbook produced by the Association of Pedestrian and
Bicycle Professionals (APBP). The project meets the minimum 9 points required for the Tier 2 TDM
Plan.
A.8. Mobility Element 3-P.11 Consistency
Mobility Element 3-P.11 requires new development that adds vehicle trips to street facilities exempt
from the vehicle LOS standard (based on criteria identified in 3-P.09) to implement transportation
demand management strategies or transportation system management (TSM) strategies that
improve traffic signal coordination and improve transit service. The threshold is 110 ADT or 11 peak
trips added to an exempt street segment to require TDM and TSM improvements. The project
exceeds the threshold and has developed a TDM Plan under a separate cover and will be
conditioned to pay for the installation of one traffic signal controller meeting the TOM and TSM
requirements of Mobility Element 3-P.11.
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B. Project Site Traffic
8.1. Trip Generation
Delivery stations are the last mile connection between the tenant's fulfillment process and their
customers. Packages are transported to delivery stations via line-haul (tractor trailer) trucks from
nearby fulfillment and sortation centers and are further sorted, organized, and loaded Into delivery
vehicles. The delivery stations operate 24/7 to support dellvery of packages to customer locations
between 9:00 AM and 9:00 PM. Due to the unique operations of the site, trip generation data was
extracted using a delivery station specific White Paper that compares similar use sites and bases the
trip generation on total operational area of the building. A project comparison with neighboring sites
is provided in Appendix D. The White Paper is delivery station specific and provided in Appendix E.
Table 6 shows the anticipated traffic volume by vehicle type and the expected traffic generated
during the peak periods of the roadway network. The project is anticipated to generate 7 42 daily
trips, 24 AM peak hour trips, and 42 PM peak hour trips. Project trip assignment Is illustrated in
Figure 5.
Table 6: Project Trip Generation
Land Use Size Unit Daily AM Peak Hour PM Peak Hour
Trips Total Inbound Outbound Total Inbound Outbound
Delivery
Station 76,800 KSF 742 24 20 4 42 20 22
(Prooosec:1)1
Autos 520 24 20 4 32 15 17
Vehicle Type Vans 208 0 0 0 10 5 5
Trucks 14 0 0 0 0 0 0
Total Trips 742 24 20 4 42 20 22
1 Delivery Station -Based on California: Delivery Station Trip Generation Study White Paper (2021).
B.2. Adjustments to Trip Generation Rates
Due to the nature of the development, no adjustments for pass-by or Internal capture were considered
for trips generated by the site.
Transportation Impact Analysis for
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Figure 5: Project Trip Assignment
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Transportation Impact Analysis for
Carlsbad, CA Delivery Station
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NIVl5
19
C. Conclusions and Recommendations
The property located at 3266 Lionshead Avenue in Garlsbad, California is proposed to be
redeveloped as a delivery station. The project proposes to reduce the building area to 161,240
square feet by reducing the size of the mezzanine to 6,700 square feet. The existing zoning for the
site will remain as planned industrial. The proposed facility Is expected to generate 7 42 daily trips,
24 AM peak hour trips, and 42 PM peak hour trips. MM LOS analysis results indicate no
improvements to the roadway are required. Additionally, the MMLOS results indicate transit
improvements for two bus stops within the study area are required. The surrounding transportation
network provides adequate pedestrian and bicycle accommodations that wm complement the site's
TDM Plan.
C.1. Key Findings
The proposed site is supported by existing infrastructure and is consistent with local General Plan
and Specific Plan zoning.
• The project adds more than 110 ADT/11 peak trips to Palomar Airport Road between El
Camino Real and Melrose Drive and southbaund Melrose Drive between Palomar Airport
Road and the northern City limit which are exempt roadways from vehicular LOS standards.
The Project will Implement TSM measures to the satisfaction of the satisfaction of the City
Traffic Engineer.
• A TOM Plan has been developed and will be implemented following project completion.
• The project is required to contribute funds to the installation of one (1) new traffic signal
controller to meet the requirements of the Mobility Element.
• With project conditions the TOM and TSM requirements of Mobility Element 3-P.11 are
satisfied.
• Transit stop 22552, westbound Palomar Airport Road/ Eagle Drive and transit stop 22551,
eastbound Palomar Airport Road/ Eagle Drive lack amenities to meet Transit LOS standards.
The provision of a bench, concrete pad, and trash can at both the eastbound and westbound
stops are required to provide an acceptable Transit LOS. The Project will provide a concrete
pad, a bench and a trash can at both the eastbound and westbound stops.
• The project access driveways have adequate sight distance.
Transportation Impact Analysis for
Gar1sbad, CA Delivery Station NIVIS
Transportation Impact Analysis for
Carlsbad, CA Delivery Station
APPENDIX
NIVl5
Appendix A -Approved Scope
Transportation Impact Analysis for
Carlsbad, CA Delivery Station NIVIS
{°city of
TRANSPORTATION IMPACT ANALYSIS GUIDELINES Carlsbad ------'="-===-""'="-=====---------c,1,ro,01,
APPENDIX A
SCOPING AGREEMENT
(city of
TRANSPORTATION IMPACT ANALYSIS GUIDELINES Carlsbad ----'""CC'.c"--""-'-"-"-'"-'-"'"'-"'"-"'"''-'""'--''-""'-"-'"'-SC--------------------C • I , 1 o , n ; •
Apr,12018
D. Study Intersections: (NOTE: Subject lo revision after other projects, trip generation and di~rlbutlon are
determined, or comments) See Figure 1: Study Area (Page 3)
1. Based on Level I criteria intersection s. _______________ _
2. analysis is not needed 6. _______________ _
3. ------------'·--------------
•• ---------------'·----------------
E. Study Roadway Segments: (NOTE: Subject to revision after other projects, trip generation and
distribution are determined, or comments)
1. Based on Level I criteria roadway segment.
2. analysis is not needed
3. ------------
•. ------------
f. Other Jurlsdlctlonal Impacts
---------------,. ______________ _
'·--------------
·-------------
Is this project within any other Agency's Sphere of Influence or one-mile radius of boundaries? [&]Yes D No
If so, name of Jurisdiction,, _ _,ve;sctaa"2SaaeocM"'.!;aececoes,_ ____________________ _
G. Site Plan {Attach a legible 11'X17' copy) See figure 2: Overall Traffic Flow and Slte Plan (Page 4)
H. Specific Issues to be adres.sed in the Study (in addition to the standard analysis described in the
Guidelines) (To be filled out by Engineering Devlslon)
Recommended by:
CA 8/9/2021
Consultant's Representative Date
Scoping Agreement Submitted on
Date
Scoping Agreement Resubmitted on
Date
Approved Scoplns Agreement:
::.t ~'. ,v 8/31/21
City of Carlsbad Date
Traffic Engineering Division
2 I Page
Table 1 -Trip Generation
Land Use Size I Unit Daily AM Peek Hour PM Peak Hour
Tri-Total Inbound OUtbound Total Inbound OUtbound
Proiect Trio Generation -3266 Lionshead Avenue
Delivery Station (Proposed) 1 76,800 I KSF 742 24 20 4 42 20 22
Autos 520 24 20 4 32 15 17
Vehicle Type Vans 208 0 0 0 10 5 5
Trucks 14 0 0 0 0 0 0
Total Trips 742 24 20 4 42 20 22
1 Delivery Station -Based on the California: Delivery Station Trip Generation Study White Paper (2021).
The proposed project is consistent with the 1,476.000 SF of industrial uses approved as part of the Carlsbad Raceway MND.
SI Page
Transportation Impact Analysis for
Carlsbad, CA Delivery Station
Appendix B -Site Plan
NIVIS
Appendix C -Transit MM LOS Results
Transportation Impact Analysis for
Carlsbad, CA Delivery Station NIVl5
MMLOS WITH TRANSIT IMPROVEMENTS
Transportation Impact Analysis for
Carlsbad, CA Delivery Station
Appendix D -Site Comparison
NIVIS
24
Local Site Comparison
Within the City of Carlsbad there are two sites that are classified as last mile delivery stations,
however, they differ in operations from the subject project. conversely, the White Papers summarizes
trip generation of delivery stations throughout California including Poway within the San Diego
region. This provides more data points and reduces the probability of outliers in data vs. collecting
data from an individual site.
Lionshead Avenue
This is a last-mile delivery station that functions similarly to a US Post Office. Trucks arriving
overnight bring packages to the site where the packages are loaded to vans and delivered to
customers. This site includes three different trip types: personal vehicle (employee), trucks, and
vans. The site will be reliant on van drivers that operate within a designated shift that begins at 9am
and ends atter the PM peak period to maximize operations. These delivery drivers operate within a
contracting agency and are not independent. There are no other supporting operations proposed on-
site.
The sites located on Loker Avenue and Business Park Drive operate differently than the proposed
site.
Below are a few key differences in these facilities:
Loker Avenue
This site includes an the functions of the subject project as well as ~Flex" operations. Flex operations
relies on independent contractors in personal vehicles to deliver packages to customers. These
drivers use an app to schedule pick-up of packages. Once packages are delivered, these drivers do
not return to the site like the typical vans. Flex operations are used to facllitate orders placed late in
the evening the previous day that otherwise would not have been delivered by van. The flex
operations fluctuate daily depending on the local demand. The majority of trips associated with flex
operation occur during adjacent street PM peak hours. counting the trips associated with this site
would result in an analysis that does not precisely represent the project site due to the differing
operations.
Business Park Drive
This site is not currently in operation and includes additional staffing needs and public access to
enter the site to make returns or pick up at package lockers. counting the driveway trips now or in
the near future would not be an accurate representation of the proposed site.
Due to the varying design creativity, operational capacity, size of land/property, etc. that each
delivery station contends with to complete their site-specific operational project plans The White
Paper came to fruition to showcase a trip validation methodology, via the Operational Area ratio
utilization (see White Paper), that can be applied as the most accurate apples to apples comparison
for similar last mile delivery stations.
Transportation Impact Analysis for
Carlsbad, CA Delivery Station NIVIS
Appendix E -
California: Delivery Station Trip Generation Study White Paper (2021)
Transportation Impact Analysis for
Carlsbad, CA Delivery Station NIVIS
Executive Summary
CALIFORNIA: DELIVERY STATION
TRIP GENERATION STUDY
WHITE PAPER
CONTACT: JOHN KARNOWSKI, P.E., PTOE, AICP
NVS
There is a national trend towards on-line shopping and delivery of goods in North America. None of the
current ITE Trip Generation land uses represent the trips of delivery stations with a 24-hour schedule.
This study presents data from four California delivery stations. Rates were based on 7-day averages
for daily, AM/PM of the commuter peak hour, and AM/PM of the generator peak hour trip ends. Trip
generation rates were calculated trip per 1,000 square foot of operational area.
The data confirms that 24-hour Delivery Stations exhibit trip generation characteristics that are
significantly different from other potentially comparable land uses included in ITE's Trip Generation
Manual, specifically land use codes (LU) 150, 154, 155, and 156. The results of the study support the
need for a delivery station land use category.
The evaluation of four sites across the state of Galifornia yielded operational area (excluding all
interior loading, queuing, and parking areas) as a functional metric. Total daily, AM and PM peaks of
the adjacent street (typical commuting hours) and AM and PM peak of the generator average trip rates
and best fit equations were developed and are documented within the report. Graphs similar to those
included in ITE's Trip Generation Manual are included in the Appendix. The recommended weighted
average trip rates are shown below.
Peak Hour of the Peak Hour of the
Land Use Independent Variable Daily Adjacent Street Generator
AM PM AM PM ------Delivery Station 9.66 1,000SF of
Operational Area
Since Delivery Stations often designate driveways for specific purposes, such as delivery vehicle exits,
the typical mix of vehicle types throughout the day and during peak periods are also provided.
Peak Hour of the Peak Hour of the
Vehicle Independent Daily AdJacent Street Generator
Variable AM PM AM PM
Passenger Vehicles 6.78 0.30 0.42 0.55 0.44
Delivery Vans 1,000SF of 2.71 -0.13 0.65 0.36
Line-Haul Trucks
Operational Area 0.17 0.01 0.01 0.01 -
Key Conclusions
• 24-Hour Delivery Stations exhibit trip generation characteristics that are significantly different
from other potentially comparable land uses included in ITE's Trip Generation Manual.
• Operational Area. tl1e minimal building size requirement to process packages and support
onsite workers. provides potential trip generation rates.
1255 Canton St Suite G I Roswell. GA 30075 I www.NV5.com I Office 678-795-3600
CONSTRUCTION QUALITY ASSURANCE -INFRASTRUCTURE -ENERGY • PROGRAM MANAGEMENT -ENVIRONMENTAL
CALIFORNIA: DELIVERY STATION
TRIP GENERATION STUDY
WHITE PAPER
CONTACT: JOHN KARNOWSKI, P.E., PTOE, AICP
NVS
There is a national trend toward on-lfne shopping and delivery of goods in North America. The
current /TE Trip Generation Land use Codes do not represent the trips of delivery stations operating
with 24-hour schedules. This study summarizes trip characteristics of four delivery stations in
California, develops trip generation rates for an independent varfable with the best possible
correlation among the collected data, and compares the results to the existing trip rates tor specific
/TE Land Use Codes.
INTRODUCTION AND BACKGROUND
ITE does not have a standard for e-commerce delivery station operations. Traffic studies for these
facilities frequently use warehousing, high-cube transload warehousing, fulfillment center, high-cube
parcel hub warehousing (land use codes 154-156), or possibly another land use category to
estimate trips for the stations. Consultants and local traffic agencies do not universally apply the
land use codes for delivery stations. The inconsistent use of trip rates can result in confusion on the
part of reviewing agencies, a distrust of the numbers provided by developers, delays in preparing
traffic studies, and possibly unnecessary mitigation measures.
The purpose of this paper is to present delivery station trip characteristics, evaluate trip generation
rates using independent variables, and develop a standard metric for delivery stations in CaUfornia.
S1UDYDESIGN
This trip generation study was designed to establish a method to generate delivery station trip ends
based on actual trip counts from multiple delivery stations of various sizes In California.
• Sites were selected where trips into and out of a facility could be isolated from other trip
generators, provided all necessary parking onsite (no off-site parking), were located where
there were minimal or no multi-modal transportation options, and had been in operation long
enough to establfsh routine schedules (30 days minimum).
• Trip counts were collected for 24-hour periods for seven consecutive days.
• Site operators provided employee numbers (onsite workers, not including delivery drivers).
• Site operators provided site plans, including the interior layouts for buildings.
Data Collection Methodology
Trip data was collected by National Data & Surveying Services (NDS) for all sites to ensure
consistency. Data for three of the sites was collected Thursday, November 5 through Wednesday,
November 11, 2020. Data for the fourth site was collected Thursday January 14 through Wednesday
January 20, 2021. Data was recorded by video and tabulated as entering or exiting trips for each
discrete driveway by vehicle type: automobiles (cars and pickup trucks), vans (26' cargo vans), box
trucks, tractor-trailers, and others (motorcycles, garbage pickup vehicles, etc.). A 24-hour bi-
directional tube count was also taken at each site on an adjacent roadway with the highest daily
traffic volume to establish the adjacent street AM and PM peak hours. Raw data is provided in a
separate technical appendix, available upon request.
1255CantonStSuiteG I Roswell,GA30075 I www.NV5.com I Office 678-795-3600
CONSTRUCTION QUALITY ASSURANCE -INFRASTRUCTURE -ENERGY -PROGRAM MANAGEMENT ENVIRONMENTAL
California Delivery Station
Trip Generation Study
Page 3 of 8
The data was collected during the COVID-19 pandemic and may be conservatively high due to an
Increase in on-line shopping due to stay-at-home orders issued to reduce the spread of the virus.
Raw data was summarized combining counts from all driveways to obtain total trip volumes and total
trip volumes by vehicle type for each site. The peak hours of the adjacent street were determined by
the highest volumes between 7:00 -9:00 am and 4:00 -6:00 pm from the 24-hour tube counts.
The peak hours of the generator (the delivery station's highest volume in the morning and afternoon
or evening) was determined by the highest volume between midnight and noon and between noon
and midnight from the total trip counts at each site.
Trip data was summarized into vehicle types for passenger vehicle, delivery van and trucks (line-
haul) for this study. Other unidentified vehicle types were added to the passenger vehicle type since
they would be using the same driveways and there was Insufficient data to categorize them
otherwise. Box trucks were manually assigned as either delivery vans or line-haul trucks depending
on their individual trip characters (e.g., Entering and exiting at the same times as vans vs. arriving
and departing like line-haul trucks). Depending on the site, some packages are delivered to the
station with box trucks when a line-haul truck is not necessary. At other locations, box trucks are
used for some special delivery routes. A separate rate for heavy vehicles was not calculated since
the presence of box trucks are atypical and the raw data did not specify if any of the other vehicle
types were heavy vehicles.
Site Address Average Daily Average Building Size Operational
Trips Employees (SF) Area (S.F.)
A 1757 Tapo Canyon, Simi Valley, 385 25 204,680 96,200 CA93063
B 400 Littlefield Ave 850 124 166,640 56,970 S. San Francisco CA 94080
C 600 W Technology Dr Palmdale, 1,545 134 128,192 128,192 CA93551
D Vantage Point 1,609 220 533,950 173,170 Poway, CA 92064
Independent variables
A comparison of site plans for delivery stations (not just these four sites) exposes a wide variety of
layouts, including site sizes, building sizes, and numbers of parking spaces. A preliminary
assessment of dally trips to employees and total building size revealed very poor correlation of data
among the sites. While the poor correlation between number of employees and total trip ends could
not be explained, the differences between the sites in terms of total building size and how the
buildings were being used was apparent. Delivery stations frequently occupy buildings that are larger
than necessary for sorting packages for delivery routes. At many sites, vans are loaded inside the
building. Others also have enough interior space for the next wave of delivery vehicles to queue
before moving into the loading area. Still others have enough excess interior space to park delivery
vehicles overnight, and In rare cases employees and delivery drivers also park inside buildings. Other
sites do not have sufficient space to accommodate all parking needs.
Each delivery station has a minimal building size requirement to process packages and support
onsite workers. This is termed ·operational area· and is the initial requirement for site selection for
new delivery stations. Existing and proposed buildings available for lease are often larger than this
California Delivery Station
Trip Generation Study
Page 6 of 8
The data confirms delivery stations generate more trips during a different evening hour than the
typical peak hour of the adjacent street.
Trio Rates bv vehicle Type
Trip Rates by Vehicle Type
I 7 Day Weighted Average)
Time of Day Passenger Vehicles Delivery Vans Line-Haul Trucks
Dally 6.78 2.71 0.17
AM Peak Hour of the Adjacent Street 0.30 -0.01
AM Peak Hour of the Generator 0.55 0.65 0.01
PM Peak Hour of the Adjacent Street 0.42 0.13 -
PM Peak Hour of the Generator 0.44 0.36 0.01
Comparison to ITE Rates
The ITE Trip Generation land use descriptions for Warehousing (LU 150), High-Cube Transload and
Short-Term Storage Warehouse (LU 154), High-Cube Fulfillment Center Warehouse (LU 155 non-
sort), and High-Cube Parcel Hub Warehouse (LU 156) are the most comparable to the description of
a delivery station. The sort version of the High-Cube Fulfillment Center Warehouse (LU 155) Is not
comparable but Is included In these comparisons to so demonstrate.
comparison 1: Published Trip Rates vs. This study
The table below summarizes trip rates for square-footage-based size for these land uses and this
study. Since the studies use different size types, this comparison is of little use, other than possibly
to note that the standard deviation in the rates from this study are generally within the range of the
standard deviations from the studies used in the Trip Generation Manual.
Trip Generation Rate Comparison1
Average Day Peak Hour of the
Source AdJacent Street
Rate SD AM SD PM
ITE 150 -Warehousing 1.74 1.55 0.17 0.20 0.19
ITE 154 -High-Cube
Transload & Short-Term 1.40 0.86 0.08 0.05 0.10
Storasi:e Warehouse
ITE 155 -High Cube
Fulfillment Center 1.81 0.76 0.15 0.15 0.16
Warehouse (Non-Sort)
ITE 155 -High Cube
Fulfillment Center 6.443 **** 0.874 0.51 1.204
Warehouse (Sort)
ITE 156 -High-Cube 4.635 5.06 0.706 0.21 0.646
Parcel Hub Warehouse
lhlsStudy7 9.66 4.68 0.3 0.26 0.55
'Gross floor area/1.000 used for ITE rates. This study uses operational area/1.000
2Based on a single study
3Based on two studies
'Based on three studies
•eased on eight studies
•eased on four studies
7Per 1.000 SF of operational area. Based on four studies
SD
0.18
0.06
0.15
0.77
0.27
0.26
Peak Hour of the
Generator
AM SD PM SD
0.22 0.28 0.24 0.24
0.12 0.06 0.16 0.06
0.222 NA 0.272 NA
NA -NA -
0.883 NA 0.713 NA
1.21 0.40 0.81 0.28
•
California Delivery Station
Trip Generation Study
Page 7 of 8
Comparison 2: Studies used in Published ITE Rates vs. This Study
A comparison using the average sizes of the buildings included In the trip generation studies for the
ITE published land uses demonstrates the variability of results using these rates. The average size of
the buildings included in the ITE land uses are much larger than the average operational size of the
delivery stations yet depending on the type of activity the buildings house, the typical delivery station
may produce much less or much more traffic than a particular comparable land use.
Trips Generated using Average Size of Sites Included in Various Studies1
Trip Rate Source
ITE 150 -Warehousing
ITE 154 -High-Cube Transload & Short-
Term Stora e Warehouse
ITE 155 -High Cube Fulfillment Center
Warehouse Non-Sort
ITE 155 -High Cube Fulfillment Center
Warehouse Sort
ITE 156 -High-Cube Parcel Hub
Warehouse
This Study
Average
Size or
Area1
285,000
798,000
886,000
1,360,000
543,000
113,555
Average
Day
496
1,117
1,604
8,758
2,516
1,097
Trip Ends
Peak Hour of the
Adjacent Street
AM PM
48 54
64 80
133 142
1,183 1,632
382 350
36 63
•Gross floor area/1.000 used tor published ITE Land Uses. This study uses operational area/1.000
Peak Hour of
the Generator
AM PM
63 68
96 128
197 241
481 388
138 92
Comparison 3: Published [E Rates Applied to This Study's Average Building Size vs. This Study
An additional comparison was developed based on the average building size (258,366 SF) and the
average operational area (100,110 SF) from this study. ITE land uses were applied to generate the
trip ends and compared to trip ends from this study. The results using the trip rates developed in this
study are quite different from the results using the ITE rates.
Trips Generated using Average Size of Sites Included in this Study1
Trip Rate Source
ITE 150 -Warehousing
ITE 154 -High-Cube Transload & Short-
Term Stora e Warehouse
ITE 155 -High Cube Fulfillment Center
Warehouse Non-Sort
ITE 155 -High Cube Fulfillment Center
Warehouse Sort
ITE 156 -High-Cube Parcel Hub Warehouse
This Study
Average
Size or
Area 1
214,456
214,456
214,456
214,456
214,456
113,555
Average
Day
373
300
388
1,381
994
1,097
Trip Ends
Peak Hour of the
Adjacent Street
AM PM
36 41
17 21
32 34
187 257
151 138
36 63
•Gross noor area/1.000 ot this study used for published ITE land uses. This study uses operational area/1.000
Peak Hour of
the Generator
I\M PM
47 51
26 34
48 58
190 153
138 92
These comparisons confirms that delivery station trip characteristics are different from other
industrial land uses currently Included in the ITE Trip Generation Manual.
•
•
California Delivery Station
Trip Generation Study
Page a ofB
Special Circumstances
All four sites in this study had on~site parking only. In situations where off-site parking is required, it
is typically limited to delivery vans and employee parking remains on-site. When van parking is off-
site, drivers park at the off-site location and drive the vans to the site. There ls no reduction in trips
to the site as it is a one-for-one swap of trips.
Trips are reduced when employees or delivery drivers use transit, ride sharing, or other non-single
occupant vehicle transportation opt_ions are available. Employee and delivery driver trips can be
reduced, but delivery vehicle trips cannot.
Conclusions and Recommendations
The data confirms that 24-hour Delivery Station trip generation characteristics are significantly
different from those documented in the ITE Trip Generation for comparable land uses (land use
codes 150, 154, 155 non-sort, 155 sort, and 156).
Key Conclusions:
• 24-Hour Delivery Stations exhibit trip generation characteristics that are significantly
different from other potentially comparable land uses included in ITE's Trip Generation
Manual.
• Operational area, as defined by that interior area necessary to the parcel sorting and delivery
preparation activities (excluding all interior loading, queuing, and parking areas), provides
promising trip generation rates. While operational area is not a conventional trip rate metric,
ITE does include trip rates based on atypical metrics, such as fueling spots for gasoline
stations and full-time doctors for medical clinics, when such metrics provide the best
relationships between trip data.
The authors note that the goal of this study is to Improve the traffic engineer's ability to select the
proper land use trip generation rates specific to a project when working with delivery stations that
operate off-peak hour employee and delivery schedules. The results are not Intended to replace
current trip generation rates or their application where operational characteristics are unknown.