REVISED TRAFFIC IMPACT ANALYSIS
LA HABRA TOWNE CENTER MODERNIZATION PROJECT
La Habra, California
April 25, 2016
Prepared for:
LOS ALTOS XIX, LLP
1201 N. Magnolia Avenue
Anaheim, California 92801
LLG Ref. 2-15-3649-1
Prepared by:
Angela Besa
Transportation Engineer I
and
Shane S. Green, P.E.
Transportation Engineer III
Under the Supervision of:
Richard E. Barretto, P.E.
Principal
TABLE OF CONTENTS
SECTION
PAGE
1.0
Introduction .............................................................................................................................. 1
1.1 Study Area .............................................................................................................................. 2
2.0
Project Description .................................................................................................................. 4
2.1 Site Access ............................................................................................................................. 5
2.2 Pedestrian Circulation ............................................................................................................ 5
3.0
Existing Conditions .................................................................................................................. 7
3.1 Existing Street System ........................................................................................................... 7
3.1.1
Public Transit .................................................................................................................. 8
3.2 Existing Traffic Volumes ....................................................................................................... 9
3.3 Existing Intersection Conditions ............................................................................................ 9
3.3.1
Intersection Capacity Utilization (ICU) ...........................................................................
Method of Analysis (Signalized Intersections) ............................................................... 9
3.3.2
Highway Capacity Manual (HCM) ..................................................................................
Method of Analysis (Unsignalized Intersections)......................................................... 10
3.3.3
Level of Service Criteria ............................................................................................... 10
3.4 Existing Level of Service Results ........................................................................................ 13
4.0
Traffic Forecasting Methodology ......................................................................................... 15
Project Traffic Characteristics ............................................................................................. 16
5.0
5.1 Project Traffic Generation.................................................................................................... 16
5.2 Project Traffic Distribution and Assignment ....................................................................... 17
5.3 Existing Plus Project Traffic Conditions.............................................................................. 17
Future Traffic Conditions ..................................................................................................... 20
6.0
6.1 Ambient Traffic Growth....................................................................................................... 20
6.2 Cumulative Projects Description and Location .................................................................... 20
6.3 Cumulative Projects Trip Generation and Assignment ........................................................ 21
6.4 Year 2018 Cumulative Traffic Volumes .............................................................................. 21
7.0
Traffic Impact Analysis Methodology ................................................................................. 27
7.1 Impact Criteria and Thresholds ............................................................................................ 27
7.2 Traffic Impact Analysis Scenarios ....................................................................................... 28
8.0
Peak Hour Intersection Capacity Analysis .......................................................................... 29
8.1 Existing Plus Project Traffic Conditions.............................................................................. 29
8.1.1
Existing Traffic Conditions........................................................................................... 29
8.1.2
Existing Plus Project Traffic Conditions ...................................................................... 29
8.2 Year 2018 Cumulative Traffic Analysis .............................................................................. 33
8.2.1
Year 2018 Cumulative Traffic Conditions ................................................................... 33
8.2.2
Year 2018 Cumulative Plus Project Traffic Conditions ............................................... 33
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TABLE OF CONTENTS (CONTINUED)
SECTION
PAGE
9.0
State of California (Caltrans) Methodology ........................................................................ 37
9.1 Highway Capacity Manual (HCM) Method of Analysis (Signalized Intersections) ........... 37
9.2 Existing Plus Project Traffic Conditions.............................................................................. 38
9.2.1
Existing Traffic Conditions........................................................................................... 38
9.2.2
Existing Plus Project Traffic Conditions ...................................................................... 38
9.3 Year 2018 Plus Project Traffic Conditions .......................................................................... 39
9.3.1
Year 2018 Cumulative Traffic Conditions ................................................................... 39
9.3.2
Year 2018 Cumulative Plus Project Traffic Conditions ............................................... 43
10.0 Site Access and Internal Circulation .................................................................................... 44
10.1 Level of Service Analysis For Project Access Locations .................................................... 44
10.2 Traffic Signal Warrant Results ............................................................................................. 46
10.3 Queuing Analysis For Project Access Locations ................................................................. 48
10.4 Internal Circulation Evaluation ............................................................................................ 49
10.5 Sight Distance Evaluation .................................................................................................... 51
11.0 Area-Wide Traffic Improvements ........................................................................................ 52
11.1 Project-Specific Improvements ............................................................................................ 52
11.2 Planned Improvements ......................................................................................................... 53
12.0
Congestion Management Program (CMP) .......................................................................... 55
13.0
Parking Requirements ........................................................................................................... 57
14.0
Summary Of Findings And Conclusions ............................................................................. 59
APPENDICES
APPENDIX
A.
Traffic Study Scope of Work
B.
Existing Traffic Count Data
C.
Intersection Level of Service Calculation Worksheets
D.
Caltrans Intersection Level of Service Calculation Worksheets
E.
Project Site Driveways HCM/LOS Calculation Worksheets
F.
Traffic Signal Warrants
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LIST OF FIGURES
SECTION—FIGURE #
FOLLOWING PAGE
1–1
Vicinity Map .................................................................................................................... 3
2–1
Existing Aerial Site Plan .................................................................................................. 4
2–2
Proposed Site Plan ............................................................................................................ 4
3–1
Existing Roadway Conditions and Intersection Controls ........................................... 8
3–2
Existing Transit Map................................................................................................... 8
3–3
Existing AM Peak Hour Traffic Volumes ...................................................................... 9
3–4
Existing PM Peak Hour Traffic Volumes ...................................................................... 9
5–1
Existing Northgate Market Trip Distribution ............................................................... 19
5–2
Existing Northgate Market AM Peak Hour Traffic Volumes ...................................... 19
5–3
Existing Northgate Market PM Peak Hour Traffic Volumes ....................................... 19
5–4
Proposed Project Trip Distribution ................................................................................. 19
5–5
AM Peak Hour Project Traffic Volumes ...................................................................... 19
5–6
PM Peak Hour Project Traffic Volumes ....................................................................... 19
5–7
Existing Plus Project AM Peak Hour Traffic Volumes ................................................ 19
5–8
Existing Plus Project PM Peak Hour Traffic Volumes................................................. 19
6–1
Cumulative Project Location Map..................................................................................26
6–2
AM Peak Hour Cumulative Project Traffic Volumes .................................................... 26
6–3
PM Peak Hour Cumulative Project Traffic Volumes..................................................... 26
6–4
Year 2018 Cumulative AM Peak Hour Traffic Volumes ............................................ 26
6–5
Year 2018 Cumulative PM Peak Hour Traffic Volumes ............................................ 26
6–6
Year 2018 Cumulative Plus Project AM Peak Hour Traffic Volumes ....................... 26
6–7
Year 2018 Cumulative Plus Project PM Peak Hour Traffic Volumes ....................... 26
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LIST OF FIGURES (CONTINUED)
SECTION—FIGURE #
FOLLOWING PAGE
10–1
Car Queuing Assessment ................................................................................................ 50
10–2
WB-65 Truck Turning Movement Analysis .................................................................. 50
10–3
Trash Truck Turning Analysis ........................................................................................ 50
10–4
Sight Line Analysis on Hacienda Road at Project Driveway A..................................... 51
10–5
Sight Line Analysis on Whittier Boulevard Road at Project Driveway B ..................... 51
10–6
Sight Line Analysis on Whittier Boulevard Road at Project Driveway C ..................... 51
10–7
Sight Line Analysis on Whittier Boulevard Road at Project Driveway D..................... 51
10–8
Sight Line Analysis on Whittier Boulevard Road at Project Driveway D..................... 51
10–9
Sight Line Analysis on Idaho Road at Project Driveway F ........................................... 51
11-1
Recommended Intersection Improvements ................................................................... 54
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LIST OF TABLES
SECTION—TABLE #
PAGE
2-1
Project Development Summary........................................................................................ 6
3–1
Level of Service Criteria for Signalized Intersections (ICU Methodology) .................. 11
3–2
Level of Service Criteria for Unsignalized Intersections ............................................... 12
3–3
Existing Peak Hour Levels of Service ............................................................................ 14
5–1
Project Traffic Generation Forecast................................................................................ 18
5–2
Existing Northgate Market Project Traffic Generation .................................................. 19
6–1
Location and Description of Cumulative Projects.................................................... 22-24
6–2
Cumulative Projects Traffic Generation Forecast .................................................... 25-26
8–1
Existing Plus Project Peak Hour Intersection Capacity Analysis ............................ 31-32
8–2
Year 2018 Peak Hour Intersection Capacity Analysis ............................................. 35-36
9–1
Level of Service Criteria for Signalized Intersections (HCM Methodology)................ 40
9–2
Existing Plus Project Peak Hour Intersection Capacity Analysis – Caltrans ................. 41
9–3
Year 2018 Peak Hour Intersection Capacity Analysis – Caltrans.................................. 42
10–1
Year 2018 Peak Hour Levels of Service Summary at the Project Driveways ............... 45
10–2
Traffic Signal Warrant Analysis Summary .................................................................... 47
10–3
Year 2018 Peak Hour Project Driveway Queuing Analysis .......................................... 50
11–1
Area Traffic Improvement Measures ............................................................................. 54
12–1
Project Percentage Radius of Influence CMP Analysis ................................................. 56
13–1
City Code Parking Requirements ...................................................................................58
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REVISED TRAFFIC IMPACT ANALYSIS
LA HABRA TOWNE CENTER MODERNIZATION PROJECT
La Habra, California
April 25, 2016
1.0
INTRODUCTION
This traffic impact analysis addresses the potential traffic impacts and circulation needs associated
with the proposed La Habra Towne Center Modernization Project (hereinafter referred to as Project)
located in the City of La Habra, California. La Habra Towne Center is an existing neighborhood
retail center with a total floor area of 104,747 square-feet (SF) that is bounded by Whittier
Boulevard on the south and Idaho Street on the east; the La Habra Gateway retail center is located
west of the subject property.
The proposed Project includes the re-occupancy and modernization of the existing 36,389 squarefeet (SF) vacant grocery store with a new Northgate Market, which will also absorb 3,860 SF of
retail shop space and expand by 8,352 SF, bringing the total floor area of the new Northgate Market
to 48,593 SF. The new market will replace the existing 18,487 Northgate Market located at 580 W.
La Habra Boulevard, which will be closed upon completion of the Project. The Project also includes
the potential remodel of the existing 2,071 SF Original Tommy’s fast-food restaurant or the
demolition and then construction of a new fast-food with drive-through restaurant with a total floor
area of 2,540 SF in its place. Further, the existing CVS Pharmacy, which currently has a total floor
area of 26,756 SF and is under separate ownership, will also undergo modernization with the
existing floor area for CVS reduced to 13,830 SF (plus 2,173 SF of mezzanine storage/office space);
the remaining 12,514 SF will be converted to new retail shop space. The Project will also involve
building façade upgrades, including the existing Jack-in-the-Box. When the above improvements are
combined, the floor area at La Habra Towne Center will have a proposed floor area of 115,329 SF
(includes 2,173 SF of mezzanine space) of commercial/retail and restaurant uses within eight (8)
buildings. The proposed Project is expected to be completed over the next couple of years or so by
2017, but is dependent on several factors, including the project funding and market conditions.
Hence, to provide a conservative assessment and account for potential delays, Year 2018 has been
utilized to assess the Project’s potential opening year.
This report documents the findings and recommendations of a traffic impact analysis conducted by
Linscott, Law & Greenspan, Engineers (LLG) to determine the potential impacts associated with the
proposed Project. The traffic analysis evaluates the existing operating conditions at thirteen (13) key
study intersections within the project vicinity and four (4) additional project driveways, estimates the
trip generation potential of the proposed Project, and forecasts future operating conditions without
and with the proposed Project. Where necessary, intersection improvements/mitigation measures are
identified. This traffic report satisfies the traffic impact requirements of the City of La Habra and is
consistent with the most current Congestion Management Program (CMP) for Orange County. The
LINSCOTT, LAW & GREENSPAN, engineers
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Scope of Work for this traffic study, which is included in Appendix A, was developed in conjunction
with City of La Habra Engineering Division staff.
The project site has been visited and an inventory of adjacent area roadways and intersections was
performed. Existing peak hour traffic information has been collected at thirteen (13) key study
intersections for use in the preparation of intersection level of service calculations. Information
concerning cumulative projects (planned and/or approved) in the vicinity of the proposed Project has
been researched at the City of La Habra, City of La Habra Heights, City of Fullerton, City of
Whittier, City of Brea, City of Buena Park, and City of La Mirada. Based on our research, there are
fourteen (14) cumulative projects in the City of La Habra, one (1) cumulative project in the City of
La Habra Heights, one (1) cumulative project in the City of Fullerton, eight (8) cumulative projects
in the City of Whitter, five (5) cumulative projects in the City of Brea, four (4) cumulative projects
in the City of Buena Park, and eight (8) cumulative projects in the City of La Mirada within the
vicinity of the subject site that have either been built, but not yet fully occupied, or are being processed
for approval. These forty-one (41) planned and/or approved cumulative projects were considered in
the cumulative traffic analysis for this project.
This traffic report analyzes existing and future weekday AM peak hour and PM peak hour traffic
conditions for a near-term (Year 2018) traffic setting upon completion of the proposed Project. Peak
hour traffic forecasts for the Year 2018 horizon year have been projected by increasing existing
traffic volumes by an annual growth rate of 1.0% per year and adding traffic volumes generated by
forty-one (41) cumulative projects.
1.1
Study Area
The thirteen (13) key study intersections selected for evaluation were based on discussions with City
of La Habra Engineering Division staff. The thirteen (13) key study intersections listed below
provide local access to the study area and define the extent of the boundaries for this traffic impact
investigation.
Key Study Intersections
1. Hacienda Road at Laguna Drive/Project Driveway A
(La Habra)
2. Beach Boulevard at Whittier Boulevard**
(La Habra/Caltrans)
3. Hacienda Road at Whittier Boulevard
(La Habra/Caltrans)
4. Corto Way/Project Driveway B at Whittier Boulevard
(La Habra/Caltrans)
5. Idaho Street at Whittier Boulevard
(La Habra/Caltrans)
6. Monte Vista Street at Whittier Boulevard
(La Habra/Caltrans)
7. Walnut Street at Whitter Boulevard
(La Habra/Caltrans)
8. Euclid Street at Whittier Boulevard
(La Habra/Caltrans)
9. Beach Boulevard at La Habra Boulevard
(La Habra/Caltrans)
10. Idaho Street at La Habra Boulevard
(La Habra)
11. Monte Vista Street at La Habra Boulevard
(La Habra)
12. Walnut Street at La Habra Boulevard
(La Habra)
13. Euclid Street at La Habra Boulevard
(La Habra)
** = denotes Orange County CMP intersection
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Figure 1-1 presents a Vicinity Map, which illustrates the general location of the proposed Project
and depicts the study locations and surrounding street system. The Level of Service (LOS)
investigations at these key locations were used to evaluate the potential traffic impacts associated
with area growth, cumulative projects and the proposed Project. When necessary, this report
recommends intersection improvements that may be required to accommodate future traffic volumes
and restore/maintain an acceptable Level of Service and/or mitigate the impact of the project.
Included in this Traffic Impact Analysis are:











Existing traffic counts,
Estimated project traffic generation/distribution/assignment,
Estimated cumulative project traffic generation/distribution/assignment,
AM and PM peak hour capacity analyses for existing conditions,
AM and PM peak hour capacity analyses for existing plus project conditions,
AM and PM peak hour capacity analyses for future (Year 2018) conditions without and with
project traffic,
Caltrans Analysis,
Site Access Evaluation and Internal Circulation Assessment,
Recommended Improvements,
Congestion Management Program (CMP) Analysis, and
Parking Requirements.
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2.0
PROJECT DESCRIPTION
La Habra Towne Center is an existing neighborhood retail center with a total floor area of 104,747
SF that is bounded by Whittier Boulevard on the south and Idaho Street on the east; the La Habra
Gateway retail center is located west of the subject property. Figure 2-1 presents an aerial depiction
of the existing site. As shown, access to the Project site is provided via six unsignalized driveways
on Hacienda Road, Whittier Boulevard, and Idaho Street.
The proposed La Habra Towne Center Modernization Project includes the re-occupancy and
modernization of the existing 36,389 SF vacant grocery store (former Ralphs Market) with a new
Northgate Market. The new Northgate Market will absorb 3,852 SF of retail shop space (Shops D)
and be expanded by 8,352 SF along the buildings northeast portion bringing the total floor area of
the new Northgate Market to 48,593 SF.
The new market will replace the existing 18,487 SF Northgate Market that is located at 580 W. La
Habra Boulevard, between Hillcrest Street and Walnut Street. Upon completion of the new facility,
the existing Northgate Markets store will be closed; there are no plans to reuse or continue to operate
the existing site once the new store is operational.
In addition, the Project includes the potential remodel of the existing 2,071 SF Original Tommy’s
fast-food restaurant or the demolition and construction of a new fast-food with drive-through
restaurant with a total floor area of 2,540 SF in its place. Further, the existing CVS Pharmacy, which
currently has a total floor area of 26,756 SF and is under separate ownership, will also undergo
modernization with the existing floor area for CVS reduced to 13,830 SF (include addition of 2,173
SF of mezzanine storage/office) and the remaining 12,514 SF will be a new retail space. The Project
will also involve building façade upgrades, including the existing Jack-in-the-Box (no squaref0otage changes to Jack-in-the-box are proposed). Figure 2-2 presents the proposed site plan for the
Project. The proposed Project is expected to be completed over the next couple of years or so by
2017, but is dependent on several factors including the project funding and market conditions.
Hence, to provide a conservative assessment and account for potential delays, Year 2018 has been
utilized to assess the Project’s potential opening year..
When the above reference tenant improvements are combined, the floor area at La Habra Towne
Center will be increased by 11,288 SF (includes mezzanine). Hence, upon completion of the
proposed Project, La Habra Towne Center will have a proposed floor area of 115,329 SF of
commercial/retail and restaurant uses within eight (8) buildings. Upon completion of the Project, a
total of 466 parking spaces will be provided. Please note that Petco is not a part of the site and
provides 50 spaces for their use, bringing the overall parking supply at La Habra Towne Center to
516 spaces. Table 2-1 presents a summary of existing and proposed floor area for the La Habra
Towne Center.
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2.1
Site Access
As shown in Figures 2-1 and 2-2, access to the subject property is provided via one unsignalized
driveway on Hacienda Road, referred to as Driveway A; four unsignalized full access driveways on
Whittier Boulevard, referred to as Driveways B, C, D, and E; and one unsignalized driveway on
Idaho Street, referred to as Driveway F. It should be noted that Driveway E is a right-turn in/out only
driveway. No change in site access is proposed as a part of the Project.
Primary vehicular access to the Project site is provided via Driveways B, C and D on Whittier
Boulevard and Driveway F on Idaho Street. Driveway E, which is also located on Whittier
Boulevard serves as secondary access to the site and provides direct vehicular access to the existing
Petco. Large truck access to the existing CVS Pharmacy and the proposed Northgate Market
loading/unloading docks located at the rear of these buildings will be provided via Driveway A on
Hacienda Road and Driveway B on Whittier Boulevard.
2.2
Pedestrian Circulation
Pedestrian circulation would be provided via existing public sidewalks along Hacienda Road,
Imperial Highway and Idaho Street bordering the project site, which will connect to the project’s
internal walkway. The proposed Project will protect the existing sidewalk along project frontage and
if necessary repair or reconstruct sidewalks along the project frontage per the City’s request.
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TABLE 2-1
PROJECT DEVELOPMENT SUMMARY 1
Land Use / Project Description
Existing Building
Square-Footage (SF)
Proposed Building
Square-Footage (SF)
Net Change in Building
Square-Footage (SF)
La Habra Towne Center

Shops A
8,187 SF
8,187 SF
--

Shops B
11,000 SF
11,000 SF
--

Shops C
4,035 SF
4,035 SF
--

CVS Pharmacy
26,756 SF
13,830 SF
-12,926 SF

CVS Pharmacy - Mezzanine
--
2,173 SF
+2,173 SF

New CVS Retail Shops
--
12,514 SF
+12,514 SF

Grocery Market (vacant)
36,389 SF
--
-36,389 SF

Shops D
3,852 SF
--
-3,852 SF

Proposed Northgate Market
--
48,593 SF
+48,593 SF

Pad D – Original Tommy’s
2,071 SF
--
-2,071 SF

Future Pad D
--
2,540 SF
+2,540 SF

Jack-in-the-Box
2,152 SF
2,152 SF
--

Petco
10,305 SF
10,305 SF
--
104,747 SF
115,329 SF
+10,582 SF
Total Building Floor Area
1
Source: Courtney + Le Architects and Bristol Development Partners.
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3.0
EXISTING CONDITIONS
3.1
Existing Street System
The principal local network of streets serving the proposed Project includes Whittier Boulevard, La
Habra Boulevard, Beach Boulevard, Idaho Street and Hacienda Road. The following discussion
provides a brief synopsis of these key area streets. The descriptions are based on an inventory of
existing roadway conditions.
Whittier Boulevard (State Route 72/39) is a four-lane, divided roadway west of Harbor Boulevard,
oriented in the east-west direction. On-street parking is only permitted along certain sections on the
north side of the street between Idaho Street and Euclid Street. The posted speed limit on Whittier
Boulevard is 40 miles per hour (mph). Traffic signals control the study intersections of Whittier
Boulevard at Beach Boulevard, Hacienda Road, Idaho Street, Monte Vista Street, Walnut Street, and
Euclid Street.
La Habra Boulevard is a four-lane, divided roadway, oriented in the east-west direction. Parking is
generally not permitted along this roadway in the vicinity of the proposed project. The posted speed
limit on La Habra Boulevard is 40 miles per hour (mph) west of Idaho Street, 35 mph between Idaho
Street and Monte Vista Street, and 35 mph east of Monte Vista Street. Traffic signals control the
study intersections of La Habra Boulevard at Beach Boulevard, Idaho Street, Monte Vista Street,
Walnut Street, and Euclid Street.
Beach Boulevard (State Route 39) is generally a six-lane, divided roadway oriented in the northsouth direction. The posted speed limit on Beach Boulevard is 45 mph within the vicinity of the
proposed Project. Parking is not permitted along this roadway, between Whittier Boulevard and La
Habra Boulevard, in the vicinity of the proposed project. Traffic signals control the study
intersections of Beach Boulevard at Whittier Boulevard and La Habra Boulevard.
Idaho Street is a four-lane, divided roadway south of La Habra Boulevard, a two-lane undivided
roadway between La Habra Boulevard and Whittier Boulevard, and a two-lane undivided roadway
north of Whittier Boulevard, oriented in the north-south direction. The posted speed limit on Idaho
Street is generally 40 mph south of La Habra Boulevard and 30 mph north of La Habra Boulevard.
Parking is generally permitted along this roadway in the vicinity of the proposed project. Traffic
signals control the study intersections of Idaho Street at Whittier Boulevard and La Habra
Boulevard.
Hacienda Road is a four-lane, undivided roadway oriented in the north-south direction. The posted
speed limit on Hacienda Road is 40 mph in the vicinity of the proposed Project. Parking is not
permitted along this roadway. A two-way stop controls the study intersection at Laguna
Drive/Project Driveway A and a traffic signal controls the study intersection at Whittier Boulevard.
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Figure 3-1 presents an inventory of the existing roadway conditions for the arterials and
intersections evaluated in this report. This figure identifies the number of travel lanes for key
arterials, as well as intersection configurations and controls for the key area study intersections.
3.1.1 Public Transit
Public transit bus service is provided in the project area by the Orange County Transportation
Authority (OCTA), Foothill Transit and Norwalk Transit. Four (4) OCTA bus routes operate within
the vicinity of the Project site on Beach Boulevard, Whittier Boulevard, and La Habra Boulevard.
Figure 3-2 graphically illustrates the public transit bus service in the vicinity of the proposed
Project. The following provides brief descriptions of each transit route serving the City:

OCTA Route 20 provides service between La Habra and Yorba Linda via Imperial Highway
from Beach Boulevard/Imperial Highway to Imperial Highway/Yorba Linda Boulevard. This
route operates Monday to Friday with an average headway of 100 minutes.

OCTA Route 29 provides service between Huntington Beach and La Habra via Beach Boulevard
from 1st Street/Pacific Coast Highway to Beach Boulevard/Whittier Boulevard. This bus route
also provides a connection to the Metrolink in Buena Park. This route operates 7 days a week
approximately every 20 minutes.

OCTA Route 37 provides service between Santa Ana and La Habra via Euclid Street from
MacArthur Boulevard/Hyland Avenue to Euclid Street/La Habra Boulevard. This route operates
7 days a week with an average headway of 40 minutes

OCTA Route 129 provides service between La Habra and Anaheim via La Habra Boulevard,
Brea Boulevard, Birch Street, and Kraemer Boulevard from Beach Boulevard/La Habra
Boulevard and Kraemer Boulevard/La Palma Avenue. This route operates 7 days a week
approximately every 60 minutes.

OCTA Route 143 provides service between La Habra and Brea via Whittier Boulevard, Harbor
Boulevard, and Brea Boulevard from Beach Boulevard/Whittier Boulevard to Brea Mall. This
bus route also provides a connection to Amtrak and Metrolink in Fullerton. This route operates 7
days a week with an average headway of 75 minutes.

Foothill Transit Route 285 provides a connection between La Habra and La Puente via Gale
Avenue, Hacienda Boulevard, and Colima Road. This route operates 7 days a week
approximately every 60 minutes. The buses travel along Whittier Boulevard, between the west
City Limit and Beach Boulevard, along Beach Boulevard between Whittier Boulevard and
Lambert Road, along Lambert Road between Beach Boulevard and Idaho Street, along Idaho
Street between Lambert Road and La Habra Boulevard, and along La Habra Boulevard between
Idaho Street and Beach Boulevard.

Norwalk Transit Route 4 provides service along Imperial Highway, from Imperial
Highway/Idaho Street to the Norwalk Metro Green Line Station. This route operates 7 days a
week with an average headway of 40 minutes.
Bus stops within close proximity to the Project site are located at the intersections of Whittier
Boulevard at Hacienda Road and Whittier Boulevard at Idaho Street.
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3.2
Existing Traffic Volumes
Thirteen (13) key study intersections have been identified as the locations at which to evaluate
existing and future traffic operating conditions. Some portion of potential project-related traffic will
pass through each of these intersections, and their analysis will reveal the expected relative impacts
of the project. These key intersections were selected for evaluation based on discussions with City
of La Habra Engineering Division Department staff.
Existing AM and PM peak hour traffic volumes for the thirteen (13) key study intersections as well
as the site driveways evaluated in this report were obtained from manual peak hour turning
movement counts conducted by AimTD LLC in January and February 2016, respectively. Please
note that during the time that traffic counts were collected, there was 9,989 SF of vacant retail space
which will remain and is expected to be fully operational prior to development of the site. Therefore,
the existing counts were adjusted to reflect the occupancy of 9,989 SF of vacant retail. Appendix A
provides more details as it pertains to this adjustment.
Figures 3-3 and 3-4 illustrate the existing AM and PM peak hour traffic volumes at the thirteen (13)
key study intersections and four (4) additional driveways evaluated in this report, respectively.
Appendix B contains the detailed peak hour count sheets for the key intersections evaluated in this
report.
3.3
Existing Intersection Conditions
Existing AM and PM peak hour operating conditions for the thirteen (13) key study intersections
were evaluated using the Intersection Capacity Utilization (ICU) methodology for signalized
intersections and the methodology outlined in the Highway Capacity Manual (HCM for
unsignalized intersections (i.e. proposed project driveways).
3.3.1 Intersection Capacity Utilization (ICU) Method of Analysis (Signalized Intersections)
In conformance with the City of La Habra General Plan and the City’s traffic study requirements,
existing AM and PM peak hour operating conditions for the key signalized study intersections were
evaluated using the Intersection Capacity Utilization (ICU) method. The ICU technique is intended
for signalized intersection analysis and estimates the volume to capacity (V/C) relationship for an
intersection based on the individual V/C ratios for key conflicting traffic movements.
The ICU numerical value represents the percent signal (green) time, and thus capacity, required by
existing and/or future traffic. It should be noted that the ICU methodology assumes uniform traffic
distribution per intersection approach lane and optimal signal timing.
Per City of La Habra requirements, the ICU calculations use a lane capacity of 1,700 vehicles per
hour (vph) for through and all turn lanes. A clearance adjustment factor of 0.05 was added to each
Level of Service calculation.
The ICU value translates to a Level of Service (LOS) estimate, which is a relative measure of the
intersection performance. The ICU value is the sum of the critical volume to capacity ratios at an
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intersection; it is not intended to be indicative of the LOS of each of the individual turning
movements. The six qualitative categories of Level of Service have been defined along with the
corresponding ICU value range and are shown in Table 3-1.
3.3.2 Highway Capacity Manual (HCM) Method of Analysis (Unsignalized Intersections)
The HCM unsignalized methodology for stop-controlled intersections was utilized for the analysis of
the unsignalized intersections (i.e. proposed project driveways). This methodology estimates the
average control delay for each of the subject movements and determines the level of service for each
movement. For all-way stop controlled intersections, the overall average control delay measured in
seconds per vehicle, and level of service is then calculated for the entire intersection. For one-way
and two-way stop-controlled (minor street stop-controlled) intersections, this methodology estimates
the worst side street delay, measured in seconds per vehicle and determines the level of service for
that approach. The HCM control delay value translates to a Level of Service (LOS) estimate, which
is a relative measure of the intersection performance. The six qualitative categories of Level of
Service have been defined along with the corresponding HCM control delay value range, as shown
in Table 3-2.
3.3.3 Level of Service Criteria
The City of La Habra has established LOS D as its criterion for acceptable level of service at all
intersections within the City, except those on the CMPHS of Orange County, where LOS E is
defined in the CMP for Orange County as the acceptable limit and is acceptable for State Highway
intersections.
The following summarizes the LOS required for each key study intersection:
LOS “E” Requirements
2. Beach Blvd at Whittier Blvd
2
6. Monte Vista St at Whittier Blvd
3. Hacienda Rd at Whittier Blvd
7. Walnut St at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
5. Idaho St at Whittier Blvd
9. Beach Blvd at La Habra Blvd
LOS “D” Requirements
1. Hacienda Rd at Laguna Dr/Project Dwy A
12. Walnut St at La Habra Blvd
10. Idaho St at La Habra Blvd
13. Euclid St at La Habra Blvd
11. Monte Vista St at La Habra Blvd
2
Orange County CMP intersection.
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TABLE 3-1
LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS 3
Level of Service
(LOS)
Intersection Capacity
Utilization Value (V/C)
A
≤ 0.60
B
C
D
E
F
3
Level of Service Description
EXCELLENT. No vehicle waits longer
than one red light, and no approach phase is
fully used.
0.61 – 0.70
VERY GOOD. An occasional approach
phase is fully utilized; many drivers begin
to feel somewhat restricted within groups
of vehicles.
0.71 – 0.80
GOOD. Occasionally drivers may have to
wait through more than one red light;
backups may develop behind turning
vehicles.
0.81 – 0.90
FAIR. Delays may be substantial during
portions of the rush hours, but enough
lower volume periods occur to permit
clearing of developing lines, preventing
excessive backups.
0.91 – 1.00
POOR. Represents the most vehicles
intersection approaches can accommodate;
may be long lines of waiting vehicles
through several signal cycles.
> 1.00
FAILURE. Backups from nearby locations
or on cross streets may restrict or prevent
movement of vehicles out of the
intersection approaches. Potentially very
long delays with continuously increasing
queue lengths.
Source: Transportation Research Board Circular 212 – Interim Materials on Highway Capacity.
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TABLE 3-2
LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS 4
4
Level of Service
(LOS)
Highway Capacity Manual
Delay Value (sec/veh)
Level of Service Description
A
≤ 10.0
Little or no delay
B
> 10.0 and ≤ 15.0
Short traffic delays
C
> 15.0 and ≤ 25.0
Average traffic delays
D
> 25.0 and ≤ 35.0
Long traffic delays
E
> 35.0 and ≤ 50.0
Very long traffic delays
F
> 50.0
Severe congestion
Source: Highway Capacity Manual, (Unsignalized Intersections).
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3.4
Existing Level of Service Results
Table 3-3 summarizes the existing peak hour service level calculations for the thirteen (13) key
study intersections based on existing traffic volumes and current street geometry. Review of Table
3-3 indicates that twelve (12) of the thirteen (13) key study intersections currently operate at an
acceptable level of service during the AM and PM peak hours. The intersection of Corto
Way/Project Driveway B at Whittier Boulevard, an unsignalized intersection, currently operates at
LOS F during the PM peak hour.
Appendix C presents the ICU/LOS calculations for the thirteen (13) key study intersections for the AM
peak hour and PM peak hour.
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TABLE 3-3
EXISTING PEAK HOUR LEVELS OF SERVICE
Key Intersections
Jurisdiction
Minimum
Acceptable
LOS
Time
Period
Control
Type
ICU/HCM
LOS
1.
Hacienda Road at
Laguna Drive/Project Driveway A
La Habra
D
AM
PM
Two-Way
Stop Control
20.7 s/v
27.5 s/v
C
D
2.
Beach Boulevard at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
6∅ Traffic
Signal
0.597
0.664
A
B
3.
Hacienda Road at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
5∅ Traffic
Signal
0.817
0.802
D
D
4.
Corto Way/Project Driveway B at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
Two-Way
Stop Control
39.2 s/v
155.1 s/v
E
F
5.
Idaho Street at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
5∅ Traffic
Signal
0.681
0.857
B
D
6.
Monte Vista Street at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
3∅ Traffic
Signal
0.561
0.607
A
B
7.
Walnut Street at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
2∅ Traffic
Signal
0.688
0.711
B
C
8.
Euclid Street at
Whittier Boulevard
La Habra/
Caltrans
E
AM
PM
5∅ Traffic
Signal
0.639
0.884
B
D
9.
Beach Boulevard at
La Habra Boulevard
La Habra/
Caltrans
E
AM
PM
8∅ Traffic
Signal
0.691
0.742
B
C
10.
Idaho Street at
La Habra Boulevard
La Habra
D
AM
PM
5∅ Traffic
Signal
0.576
0.689
A
B
11.
Monte Vista Street at
La Habra Boulevard
La Habra
D
AM
PM
2∅ Traffic
Signal
0.546
0.508
A
A
12.
Walnut Street at
La Habra Boulevard
La Habra
D
AM
PM
2∅ Traffic
Signal
0.501
0.587
A
A
13.
Euclid Street at
La Habra Boulevard
La Habra
D
AM
PM
2∅ Traffic
Signal
0.515
0.645
A
B
Notes:




ICU = Intersection Capacity Utilization, HCM = Highway Capacity Manual
LOS = Level of Service, please refer to Tables 3-1 and 3-2 for the LOS definitions
∅ = Phase, s/v = seconds/vehicle
BOLD ICU/LOS indicates unacceptable service level
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4.0
TRAFFIC FORECASTING METHODOLOGY
In order to estimate the traffic impact characteristics of the proposed Project, a multi-step process
has been utilized. The first step is trip generation, which estimates the total arriving and departing
traffic on a peak hour and daily basis. The traffic generation potential is forecast by applying the
appropriate vehicle trip generation equations or rates to the project development tabulation.
The second step of the forecasting process is trip distribution, which identifies the origins and
destinations of inbound and outbound project traffic. These origins and destinations are typically
based on demographics and existing/anticipated travel patterns in the study area.
The third step is traffic assignment, which involves the allocation of project traffic to study area
streets and intersections. Traffic assignment is typically based on minimization of travel time, which
may or may not involve the shortest route, depending on prevailing operating conditions and travel
speeds. Traffic distribution patterns are indicated by general percentage orientation, while traffic
assignment allocates specific volume forecasts to individual roadway links and intersection turning
movements throughout the study area.
With the forecasting process complete and project traffic assignments developed, the impact of the
proposed Project is isolated by comparing operational (LOS) conditions at selected key intersections
using expected future traffic volumes with and without forecast project traffic. The need for sitespecific and/or cumulative local area traffic improvements can then be evaluated and the
significance of the project’s impacts identified.
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5.0
PROJECT TRAFFIC CHARACTERISTICS
5.1
Project Traffic Generation
Traffic generation is expressed in vehicle trip ends, defined as one-way vehicular movements, either
entering or exiting the generating land use. Generation equations and/or rates used in the traffic
forecasting procedure are found in the 9th Edition of Trip Generation, published by the Institute of
Transportation Engineers (ITE) [Washington D.C., 2012].
Table 5-1 summarizes the trip generation rates used in forecasting the vehicular trips generated by
the proposed Project and also presents the project’s forecast peak hour and daily traffic volumes.
As shown, the trip generation potential of the Project was estimated using trip rates for ITE Land
Use 826: Specialty Retail Center, ITE Land Use 850: Supermarket, ITE Land Use 881:
Pharmacy/Drugstore without Drive Through Window and ITE Land Use 934: Fast-Food Restaurant
with Drive-Through Window. The trip generation potential of the existing Northgate Market located
at 580 W. La Habra Boulevard, which will be closed upon completion of the Project, was forecast
using trip rates for ITE Land Use 850: Supermarket as shown in Table 5-2.
A review of the top portion of Table 5-1 shows the existing occupied development that is a part of
the proposed Project, has a trip generation potential of 3,093 daily trips, with 119 trips (70 inbound,
49 outbound) produced in the AM peak hour and 140 trips (69 inbound, 71 outbound) produced in
the PM peak hour. The trip generation potential of the existing occupied development represents the
existing “trip budget” for the existing land uses against which the proposed Project can be compared.
The lower portion of Table 5-1 presents the proposed Project generation which is forecast to generate
7,401 daily trips, with 260 trips (156 inbound, 104 outbound) produced in the AM peak hour and
430 trips (215 inbound, 215 outbound) produced in the PM peak hour. Note, this trip generation
forecast assumes that the existing 2,071 SF fast-food with drive-through restaurant will be replaced
with a new 2,540 SF fast-food restaurant with drive-through.
When the proposed Project is compared to the existing uses at the subject property, the Project is
forecast to result in 4,308 additional daily trips, 141 more AM peak hour trips and 290 additional
PM peak hour trips at the project site.
Relative to the Northgate Market located at 580 W. La Habra Boulevard, which will be closed upon
completion of the Project, the existing supermarket has a trip generation potential of 1,734 daily
trips, with 58 trips (36 inbound, 22 outbound) produced in the AM peak hour and 115 trips (58
inbound, 57 outbound) produced in the PM peak hour (See Table 5-2). When the trips from the
existing supermarket are considered, the Project is forecast to result in 2,574 additional daily trips,
83 more AM peak hour trips and 175 additional PM peak hour trips within the project study
area/study intersections. The potential impacts of these net trips, which include the re-distribution of
the traffic volumes generated by the existing Northgate Market that will be re-routed from the
current site to the proposed project site, are assessed in this report.
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5.2
Project Traffic Distribution and Assignment
Project traffic volumes both entering and exiting the project site have been distributed and assigned
to the adjacent street system based on the following considerations:





the site's proximity to major traffic carriers (i.e. Whittier Blvd, Beach Blvd, Hacienda Rd, Idaho
St, etc.),
expected localized traffic flow patterns based on adjacent street channelization and presence of
traffic signals,
existing intersection traffic volumes,
ingress/egress availability at the project site, and
input from City staff.
Figure 5-1 illustrates the existing traffic pattern for the Northgate Market located at 580 W. La
Habra Boulevard which is expected to be closed. The anticipated AM and PM peak hour traffic
volumes associated with the closing of this facility are presented in Figures 5-2 and 5-3,
respectively. The traffic volume assignments presented in Figures 5-2 and 5-3 reflect the traffic
distribution characteristics shown in Figure 5-1 and the traffic generation forecast of the existing
Northgate Market presented in Table 5-2.
Figure 5-4 illustrates the general, directional traffic distribution pattern for the proposed Project.
The anticipated AM and PM peak hour traffic volumes associated with the proposed Project are
presented in Figures 5-5 and 5-6, respectively. The traffic volume assignments presented in Figures
5-5 and 5-6 reflect the traffic distribution characteristics shown in Figure 5-4 and the traffic
generation forecast of the proposed Project presented in Table 5-1.
5.3
Existing Plus Project Traffic Conditions
The existing plus project traffic conditions have been generated based upon existing conditions and
the estimated project traffic. These forecast traffic conditions have been prepared pursuant to the
California Environmental Quality Act (CEQA) guidelines, which require that the potential impacts
of a Project be evaluated upon the circulation system as it currently exists. This traffic volume
scenario and the related intersection capacity analyses will identify the roadway improvements
necessary to mitigate the direct traffic impacts of the Project, if any.
Figures 5-7 and 5-8 present projected AM and PM peak hour traffic volumes at the thirteen (13) key
study intersections with the addition of the trips generated by the proposed Project and the re-routing
of the existing Northgate Market to existing traffic volumes, respectively.
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TABLE 5-1
PROJECT TRAFFIC GENERATION FORECAST 5
ITE Land Use Code /
Project Description
AM Peak Hour
Enter
Exit
Total
Daily
2-Way
Enter
PM Peak Hour
Exit
Total
Generation Factors:




826: Specialty Retail Center (TE/1000 SF)
850: Supermarket (TE/1000 SF)
880: Pharmacy/Drugstore without DriveThrough Window (TE/1000 SF)
934: Fast Food with Drive-Thru
(TE/1000 SF)
44.32
102.24
62%
62%
38%
38%
0.96
3.40
44%
51%
56%
49%
2.71
9.48
90.06
65%
35%
2.94
49%
51%
8.40
496.12
51%
49%
45.42
52%
48%
32.65
2,410
-241
2,169
51
-5
46
28
-3
25
79
-8
71
110
-58
52
115
-61
54
225
-119
106
1,027
48
46
94
35
33
68
-103
924
3,093
-24
24
70
-22
24
49
-46
48
119
-18
17
69
-16
17
71
-34
34
140
CVS Pharmacy (13,830+2,173 SF)
Less Pass-by Trips
Subtotal
New CVS Retail Shops (12,514 SF)
Less Pass-by Trips
Subtotal
Fast-Food with Drive-Thru (2,540 SF)
Less Pass-by Trips
Subtotal
Northgate Market (48,593 SF)
Less Pass-by Trips
Subtotal
Total Project “Net” Trip Generation (B)
1,441
-144
1,297
555
-56
499
1,260
-126
1,134
4,968
-497
4,471
7,401
31
-3
28
7
-1
6
59
-29
30
102
-10
92
156
16
-2
14
5
0
5
56
-27
29
63
-7
56
104
47
-5
42
12
-1
11
115
-56
59
165
-17
148
260
66
-35
31
15
-2
13
43
-22
21
235
-85
150
215
68
-36
32
19
-1
18
40
-20
20
226
-81
145
215
134
-71
63
34
-3
31
83
-42
41
461
-166
295
430
Net Project Trip Generation (C)
Proposed (B) - Existing (A)
+4,308
+86
+55
+141
+146
+144
+290
Less Existing Northgate Market Trips
(see Table 5-2) (D)
-1,734
-36
-22
-58
-58
-57
-115
Net Total Trip Generation (E) = (D) –( C)
+2,574
+50
+33
+83
+88
+87
+175
Existing Development:


CVS Pharmacy (26,756 SF)
Less Pass-by Trips 6
Subtotal
Original Tommy’s with Drive-Thru
(2,071 SF)
Less Pass-by Trips
Subtotal
Total Existing “Net” Trip Generation (A)
Proposed Project:




5
6
Source: Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), Washington, D.C. (2012).
Pass-By Trips are trips made as intermediate stops on the way from an origin to a primary trip destination. Pass-by trips are attracted from traffic
passing the site on adjacent streets (i.e. existing traffic on Whittier Boulevard), which contain direct access to the generator. For this analysis, the
following pass-by reduction factors were used (Source: Trip Generation Handbook, 3rd Edition, Institute of Transportation Engineers, (ITE)
[Washington, D.C. (2014):
 Pharmacy:
PM Peak Hour – 53%, Daily and AM Peak Hour – estimated to be 10%
 Fast-Food w/drive thru:
AM Peak Hour – 49%, PM Peak Hour- 53%, Daily– estimated to be 10%
 Supermarket:
PM Peak Hour – 36%, Daily and AM Peak Hour – estimated to be 10%
 Specialty Retail Center:
Daily, AM Peak Hour and PM Peak Hour – estimated to be 10%
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TABLE 5-2
EXISTING NORTHGATE MARKET PROJECT TRAFFIC GENERATION 7
ITE Land Use Code /
Project Description
AM Peak Hour
Enter
Exit
Total
Daily
2-Way
Enter
PM Peak Hour
Exit
Total
Generation Factors:

850: Supermarket (TE/1000 SF)
102.24
62%
38%
3.40
51%
49%
9.48
1,927
40
24
64
91
88
179
-193
-4
-2
-6
-33
-31
-64
1,734
36
22
58
58
57
115
Existing Development:

Existing Northgate Market
580 W. La Habra Blvd (18,487 SF)
Less Pass-by Trips 8
Total Existing “Net” Trip Generation
7
8
Source: Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), Washington, D.C. (2012).
Pass-By Trips are trips made as intermediate stops on the way from an origin to a primary trip destination. Pass-by trips are attracted from traffic
passing the site on adjacent streets (i.e. existing traffic on La Habra Boulevard), which contain direct access to the generator. For this analysis, the
following pass-by reduction factors were used (Source: Trip Generation Handbook, 3rd Edition, Institute of Transportation Engineers, (ITE)
[Washington, D.C. (2014):
 Supermarket:
PM Peak Hour – 36%, Daily and AM Peak Hour – estimated to be 10%
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6.0
FUTURE TRAFFIC CONDITIONS
6.1
Ambient Traffic Growth
Horizon year, background traffic growth estimates have been calculated using an ambient growth
factor. The ambient traffic growth factor is intended to include unknown and future cumulative
projects in the study area, as well as account for regular growth in traffic volumes due to the
development of projects outside the study area. The future growth in traffic volumes has been
calculated at one percent (1.0%) per year. Applied to the Year 2016 existing traffic volumes, this
factor results in a 2.0% growth in existing volumes to the near-term horizon year 2018.
6.2
Cumulative Projects Description and Location
In order to make a realistic estimate of future on-street conditions prior to implementation of the
proposed Project, the status of other known development projects (cumulative projects) in the
vicinity of the proposed Project has been researched at the City of La Habra, City of La Habra
Heights, City of Fullerton, City of Whittier, City of Brea, City of Buena Park, and City of La
Mirada. With this information, the potential impact of the proposed Project can be evaluated within
the context of the cumulative impact of all ongoing development. Based on our research, there are
fourteen (14) cumulative projects in the City of La Habra, one (1) cumulative project in the City of
La Habra Heights, one (1) cumulative project in the City of Fullerton, eight (8) cumulative projects
in the City of Whitter, five (5) cumulative projects in the City of Brea, four (4) cumulative projects
in the City of Buena Park, and eight (8) cumulative projects in the City of La Mirada within the
vicinity of the subject site that have either been built, but not yet fully occupied, or are being processed
for approval. These forty-one (41) cumulative projects have been included as part of the cumulative
background setting.
Table 6-1 provides the location and a brief description for each of the forty-one (41) cumulative
projects. Figure 6-1 graphically illustrates the location of the cumulative projects. These
cumulative projects are expected to generate vehicular traffic, which may affect the operating
conditions of the key study intersections.
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6.3
Cumulative Projects Trip Generation and Assignment
Table 6-2 summarizes the trip generation potential for all forty-one (41) cumulative projects. As
shown, the cumulative projects are forecast to generate a total of 69,973 daily trips, with 4,739 trips
(2,323 inbound and 2,416 outbound) forecast during the AM peak hour and 5,787 trips (2,895
inbound and 2,892 outbound) forecast during the PM peak hour.
Distribution patterns for each of the cumulative projects were developed based on the location of the
trip attractors, type of land use, the site's proximity to major traffic carriers and freeways and
previously completed traffic studies. The AM and PM peak hour traffic volumes of the forty-one
(41) cumulative projects in the Year 2018 are presented in Figures 6-2 and 6-3, respectively.
6.4
Year 2018 Cumulative Traffic Volumes
Figures 6-4 and 6-5 present the Year 2018 AM and PM peak hour cumulative traffic volumes at the
thirteen (13) key study intersections, respectively. Please note that the cumulative traffic volumes
represent the accumulation of existing traffic, ambient growth traffic and cumulative projects traffic.
Figures 6-6 and 6-7 illustrate the Year 2018 forecast AM and PM peak hour traffic volumes with the
inclusion of the trips generated by the proposed Project, respectively.
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TABLE 6-1
LOCATION AND DESCRIPTION OF CUMULATIVE PROJECTS 9
No.
Description
Location/Address
Size
City of La Habra
1.
Kaiser Permanente MOB
601 E. Imperial Highway
28,257 SF MOB
2.
951 S. Beach Blvd Residential
951 South Beach Boulevard
335 DU apartments
3.
Whittier Boulevard/Hacienda
Road Commercial
1701-1901 W. Whittier Boulevard
22,945 SF commercial
4.
City Hall Relocation/Residential
Northeast corner of Euclid Street and La Habra
Boulevard
9 DU SFDR
62 DU condos/ townhomes
5.
Self-Storage
999 East Lambert Road
133,512 SF self-storage
6.
Urban Village
1220-1240 W. La Habra Boulevard
32 DU condominiums
7.
701 E. Imperial Highway MixedUse Development
North of Imperial Highway at Village Drive, east
of Leslie Street
104 room hotel, 2,250 SF
fast-food with drive-thru, 2,228
SF fast food with drive-thru and
10,000 SF day care center
8.
Cervetto Village Project
1001 E. Whittier Boulevard
32 DU SFDR
9.
Aldi Grocery Store
North of Imperial Highway at Walmart/
Alberto’s Driveway
18,557 SF supermarket
10.
Condominiums
306 South Monte Vista Street
12 DU condominiums
11.
G&M Oil
110 South Harbor Boulevard
12.
La Habra Memory Care
121 E. Whittier Boulevard
13.
Pinnacle Residential
1101 N. Harbor Boulevard
8 DU SFDR
14.
Condominiums
601 North Walnut Street
8 DU condominiums
NW Part of the City of La Habra Heights
18 acre oil field
4150 N. Palm Street
181,069 SF warehouse
1,000 SF convenience store and
pump islands
17,330 SF care facility with 25
units
City of La Habra Heights
15.
Sempra Oil Field Phase 3
City of Fullerton
16.
4150 N. Palm Street Warehouse
9
Source: City of La Habra, La Habra Heights, Fullerton, Whittier, Brea, Buena Park and La Mirada Planning Departments.
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TABLE 6-1 (CONTINUED)
LOCATION AND DESCRIPTION OF CUMULATIVE PROJECTS 10
No.
Description
Location/Address
Size
City of Whittier
17.
Morningstar Christian Chapel
16233 Leffingwell Road
13,791 SF church expansion
18.
Training School
15915 Russell Street
10 Students
st
19.
Candlelight Residential
NEC of 1 Street at Candlelight Drive
91 DU SFDR
20.
Condominiums
14640-14660 Whittier Boulevard
50 DU condominiums
21.
Warmington Condos
12423 Whittier Boulevard
60 DU condominiums
22.
S. Chen Condos Project
7941 Greenleaf Avenue
12 DU condominiums
23.
Popeye’s Project
12505 Washington Boulevard
3,800 SF fast-food/with drive-thru
11850 Whittier Boulevard (at Whittier
Boulevard and Sorensen Avenue)
750 residential DU consisting of 187 DU
single family, 296 DU apartments, 267
DU condos, with up to 208,350 SF of
retail/comm. consisting of 8,000 SF
medical office, 127,850 SF shopping
center, 38,000 SF supermarket, 4,500 SF
drive-in bank, 9,000 SF quality restaurant,
14,000 SF high-turnover rest. and 7,000
SF fast-food restaurant with drive-thru
Lincoln Specific Plan (former
Fred C. Nelles Youth
Correctional Facility)
24.
City of Brea
25.
Central Park Village
340-420 W. Central Avenue
83 DU townhomes, 369 DU apartments,
31,000 SF retail and
35,000 SF MOB
26.
South Brea Lofts
500 S. Brea Boulevard
37 DU live/work,10 DU condos and
7,500 SF commercial
27.
Townhomes
146,148, 150 Orange Avenue
13 DU townhomes
28.
Benfield Pet Hospital
715 E. Birch Street
3,368 SF veterinarian clinic
29.
Albertsons Warehouse &
Distribution Center
200 N. Puente Street
54,946 SF warehouse expansion
Los Coyotes Country Club
125 DU Condominiums
4,000 SF management/office space
1,000 SF private meeting space
5,000 SF gathering/event space
NEC of Beach Blvd and Orangethorpe
Avenue
300 room hotel
823 DU condominiums
195,000 SF office
355,000 SF retail
City of Buena Park
Los Coyotes Country Club
Development Plan
30.
The Source, Beach/Orangethorpe
Mixed-Use Development
31.
10
Source: City of La Habra, La Habra Heights, Fullerton, Whittier, Brea, Buena Park and La Mirada Planning Departments.
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TABLE 6-1 (CONTINUED)
LOCATION AND DESCRIPTION OF CUMULATIVE PROJECTS 11
No.
Description
Location/Address
32
7301 Artesia Blvd/Nabisco Site
7301 Artesia Blvd
149 DU condominium/townhomes
100 room hotel
45,000 SF automobile sales
5742 Beach Boulevard
60 DU senior apartment
6,000 SF restaurant
2,200 SF retail and 36,000 SF MOB
33.
On Beach Mixed-Use
Size
City of La Mirada
34.
Alondra Boulevard Business
Center
14445 Alondra Boulevard
200,369 SF warehouse
35.
Condominiums
12000 La Mirada Boulevard
33 DU condominiums
36.
Industrial
14930 Alondra Boulevard
80,000 SF industrial
37.
Apartments
La Mirada Boulevard/Leffingwell Road
28 DU Apartments
38.
Single Family Homes
13400 Biola Avenue
6DU SFDR
39.
Industrial
13811 Valley View Avenue
60,000 SF industrial
40.
McDonald’s
14871 Imperial Highway
4,300 SF fast-food restaurant with
drive-thru
41.
Commercial
14447 Firestone Boulevard
28,000 SF commercial
11
Source: City of La Habra, La Habra Heights, Fullerton, Whittier, Brea, Buena Park and La Mirada Planning Departments.
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TABLE 6-2
CUMULATIVE PROJECTS TRAFFIC GENERATION FORECAST 12
Daily
Two-Way
AM Peak Hour
PM Peak Hour
No.
Cumulative Project Description
1.
Kaiser Permanente MOB
1,021
54
14
68
28
73
101
2.
951 South Beach Boulevard Residential
2,228
34
137
171
135
73
208
3.
Whittier Blvd/Hacienda Rd Commercial
1,690
44
37
81
92
96
188
4.
City Hall Relocation/Residential
673
10
42
52
42
21
63
5.
Self-Storage
334
10
9
19
18
17
35
6.
Urban Village
186
2
12
14
11
6
17
7.
701 E. Imperial Highway Mixed-Use
3,428
158
134
292
134
135
269
8.
Cervetto Village Project
305
6
18
24
20
12
32
9.
Aldi Grocery Store
591
5
-6
-1
37
35
72
10.
Condominiums
70
1
4
5
4
2
6
11.
G&M Oil
215
16
15
31
22
21
43
12.
La Habra Memory Care
67
3
1
4
3
3
6
13.
Pinnacle Residential
76
2
4
6
5
3
8
14.
Condominiums
46
1
3
4
3
1
4
15.
Sempra Oil Field Phase 3
31
10
1
11
0
5
5
16.
4150 N. Palm Street Warehouse
645
43
11
54
14
44
58
17.
Morningstar Christian Chapel
126
5
3
8
4
4
8
18.
Training School
10
2
1
3
1
1
2
19.
Candlelight Residential
866
17
51
68
57
34
91
20.
14640-14660 Whittier Boulevard
Condominiums
291
4
18
22
17
9
26
21.
Warmington Condos
349
4
22
26
21
10
31
22.
S. Chen Condos Project
70
1
4
5
4
2
6
23.
Popeye’s Project
1,414
45
43
88
32
30
62
24.
Lincoln Specific Plan
20,330
557
723
1,280
729
581
1,310
25.
Central Park Village
4,179
76
227
303
262
154
416
26.
South Brea Lofts
771
34
24
58
30
41
71
27.
146, 148, 150 Orange Ave Townhomes
76
1
5
6
5
2
7
12
In
Out
Total
In
Out
Total
Source: Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), Washington, D.C. (2012).
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TABLE 6-2 (CONTINUED)
CUMULATIVE PROJECTS TRAFFIC GENERATION FORECAST 13
Daily
Two-Way
AM Peak Hour
PM Peak Hour
No.
Cumulative Project Description
28.
Benfield Pet Hospital
160
10
4
14
6
10
16
29.
Albertsons Warehouse & Distribution
Center
158
7
4
11
4
8
12
30.
Los Coyotes Country Club Development
1,790
62
93
155
93
70
163
31.
The Source, Beach/Orangethorpe MixedUse Development
17,562
655
493
1,148
738
895
1,633
32.
7301 Artesia Boulevard/Nabisco Site
3,137
107
98
205
130
126
256
33.
OnBeach Mixed-Use
2,278
105
53
158
67
116
183
34.
Alondra Boulevard Business Center
713
47
13
60
16
48
64
35.
12000 La Mirada Blvd Condominiums
192
3
12
15
11
6
17
36.
14930 Alondra Blvd Industrial
558
65
9
74
9
69
78
37.
La Mirada Blvd/Leffingwell Rd
Apartments
186
3
11
14
11
6
17
38.
13400 Biola Ave Single Family Homes
57
1
4
5
4
2
6
39.
13811 Valley View Ave Industrial
418
48
7
55
7
51
58
40.
McDonald’s
1,600
50
49
99
36
34
70
41.
14447 Firestone Blvd Commercial
1,076
15
9
24
33
36
69
69,973
2,323
2,416
4,739
2,895
2,892
5,787
Total Cumulative Projects
Trip Generation Potential
13
In
Out
Total
In
Out
Total
Source: Trip Generation, 9th Edition, Institute of Transportation Engineers (ITE), Washington, D.C. (2012).
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7.0
TRAFFIC IMPACT ANALYSIS METHODOLOGY
The relative impact of the proposed Project during the AM peak hour/PM peak hour was evaluated
based on analysis of future operating conditions at the thirteen (13) key study intersections without,
then with the proposed Project. The previously discussed capacity analysis procedures were utilized
to investigate the future volume-to-capacity relationships and service level characteristics at each
study intersection. The significance of the potential impacts of the Project at each key intersection
was then evaluated using the following traffic impact criteria.
7.1
Impact Criteria and Thresholds
Impacts to local and regional transportation systems are considered significant if:

For signalized intersections, an unacceptable peak hour Level of Service (LOS) at any of the key
intersections is projected. LOS D has been established by the City of La Habra as the criterion
for acceptable level of service condition during the morning and evening peak commute hours on
all intersections within the City of La Habra, except those on the CMPHS of Orange County,
where LOS E is defined in the CMP for Orange County as the acceptable limit and is acceptable
for State Highway intersections.
Based on the above, the following summarizes the LOS required for each key study intersection:
LOS “E” Requirements
2. Beach Blvd at Whittier Blvd
14
6. Monte Vista St at Whittier Blvd
3. Hacienda Rd at Whittier Blvd
7. Walnut St at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
5. Idaho St at Whittier Blvd
9. Beach Blvd at La Habra Blvd
LOS “D” Requirements
1. Hacienda Rd at Laguna Dr/Project Dwy A
12. Walnut St at La Habra Blvd
10. Idaho St at La Habra Blvd
13. Euclid St at La Habra Blvd
11. Monte Vista St at La Habra Blvd

A Project’s impact is considered significant if the Project increases traffic demand at a key
signalized study intersection by 0.010 or greater, where the final (future) LOS is unacceptable.

For unsignalized intersections, impact is considered to be significant if the project causes an
intersection at LOS D or better to degrade to LOS E or F, and the traffic signal warrant analysis
determines that a signal is justified.

Note, any incremental traffic impact (ICU increase) at intersections that are a part of the planned
Citywide Improvements within the City of La Habra are considered and addressed through the
City’s Citywide Fee and Phasing Ordinances 15. “Fair Share” contributions can be required, even
14
Orange County CMP intersection.
15
Source: City of La Habra Traffic Improvement Fee Resolution No. 4193, passed, approved, and adopted on June 3, 1993, City of La Habra
Traffic Improvement Fee Ordinance No. 1452, and Traffic Phasing Plan Ordinance No. 1453 passed, approved and adopted on June 17, 1993.
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if the impacts are less than significant (0.010). These fair share contributions are based on the
recommended methodology contained in the Orange County CMP TIA procedures.
7.2
Traffic Impact Analysis Scenarios
Per the requirements of the City of La Habra, the following scenarios are those for which
volume/capacity calculations have been performed at the thirteen (13) key study intersections for
existing plus project and near-term (Year 2018) traffic conditions:
(a)
(b)
(c)
(d)
(e)
(f)
Existing Traffic Conditions;
Existing Plus Project Traffic Conditions;
Scenario (B) with Improvements, if necessary;
Near-Term (Year 2018) Cumulative Traffic Conditions,
Near-Term (Year 2018) Cumulative plus Project Traffic Conditions; and
Scenario (E) with Improvements, if necessary.
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8.0
PEAK HOUR INTERSECTION CAPACITY ANALYSIS
8.1
Existing Plus Project Traffic Conditions
Table 8-1 summarizes the peak hour level of service results at the thirteen (13) key study
intersections for Existing plus Project traffic conditions. The first column (1) of ICU/LOS values in
Table 8-1 presents a summary of existing AM and PM peak hour traffic conditions (which were also
presented in Table 3-3). The second column (2) lists existing plus project traffic conditions. The
third column (3) shows the increase in ICU value due to the added peak hour project trips and
indicates whether the traffic associated with the Project will have a significant impact based on the
LOS standards and significant impact criteria defined in this report. The fourth column (4) indicates
the anticipated level of service with planned City improvements.
8.1.1 Existing Traffic Conditions
As previously presented in Table 3-3, twelve (12) of the thirteen (13) key study intersections
currently operate at an acceptable level of service during the AM and PM peak hours. The
intersection of Corto Way/Project Driveway B at Whittier Boulevard currently operates at LOS F
during the PM peak hours.
8.1.2 Existing Plus Project Traffic Conditions
Review of columns 2 and 3 of Table 8-1 indicates that traffic associated with the proposed Project
will not significantly impact any of the thirteen (13) key study intersections, when compared to the
LOS standards and significant impact criteria specified in this report. Twelve (12) of the thirteen
(13) key study intersections are forecast to operate at acceptable level of service during the AM and
PM peak hours. The intersections forecast to operate at an adverse level of service in the Exiting
Plus Project Traffic Conditions during the AM and PM peak hour are as follows:
AM Peak Hour
Delay
LOS
Key Intersection
4. Corto Way/Project Dwy B at Whittier Blvd
--
--
PM Peak Hour
Delay
LOS
343.8 s/v
F
Please note that the delay reported for the intersection of Corto Way/Project Driveway B at Whittier
Boulevard represents the minor street approaches of each intersection. It is not uncommon that
unsignalized public street intersections and/or private driveways that have direct access to primary
arterials, such as Whittier Boulevard, operate at an unacceptable LOS due to the limited gaps in
traffic and the high volume of traffic that utilizes these streets as commuter routes. In addition, based
on the traffic signal warrant analysis that was conducted as part of this study, these intersections do
not warrant signalization under Existing plus Project conditions. Based on these considerations, and
the application of the significant traffic impact criteria established for this study, LOS F reported in
Table 8-1 may be adverse, but not significant. Hence, the Project’s impact is considered
insignificant.
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As shown in column 4 of Table 8-1, the implementation of improvements 17 planned by the City of
La Habra at the intersection of Hacienda Road at Whittier Boulevard improves the level of service at
this key study location. Even though the proposed Project does not have a significant impact under
the “Existing Plus Project Peak Hour Intersection Capacity Analysis” at the key study intersection of
Hacienda Road at Whittier Boulevard, the proposed Project would be required to pay a Citywide
Traffic Improvement Fee and a proportional “fair-share” traffic impact fee towards the planned
improvements at the aforementioned key study intersection through the City of La Habra Phasing
Ordinance.
Appendix C presents the existing plus project ICU/LOS calculations for the thirteen (13) key study
intersections for the AM peak hour and PM peak hour.
17
Planned improvements by the City of La Habra are discussed in Section 11.0 of this report.
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TABLE 8-1
EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS
Key Intersections
Minimum
Acceptable
LOS
(1)
Existing
Traffic Conditions
Time
Period
ICU/
HCM
(2)
Existing
Plus Project
Traffic Conditions
(3)
Project Significant
Impact
LOS
ICU/
HCM
LOS
Increase
(4)
With
Improvements
Yes/No
ICU/
HCM
LOS
1.
Hacienda Road at
Laguna Drive/Project Driveway A
D
AM
PM
20.7 s/v
27.5 s/v
C
D
20.9 s/v
28.2 s/v
C
D
0.2 s/v
0.7 s/v
No
No
---
---
2.
Beach Boulevard at
Whittier Boulevard
E
AM
PM
0.597
0.664
A
B
0.602
0.674
B
B
0.005
0.010
No
No
---
---
3.
Hacienda Road at
Whittier Boulevard
E
AM
PM
0.817
0.802
D
D
0.826
0.819
D
D
0.009
0.017
No
No
0.731
0.730
C 18
C
4.
Corto Way/Project Driveway B
Whittier Boulevard
E
AM
PM
39.2 s/v
155.1 s/v
E
F
44.4 s/v
343.8 s/v
E
F
5.2 s/v
188.7 s/v
No
No
---
---
5.
Idaho Street at
Whittier Boulevard
E
AM
PM
0.681
0.857
B
D
0.689
0.876
B
D
0.008
0.019
No
No
---
---
6.
Monte Vista Street at
Whittier Boulevard
E
AM
PM
0.561
0.607
A
B
0.565
0.617
A
B
0.004
0.010
No
No
---
---
7.
Walnut Street at
Whittier Boulevard
E
AM
PM
0.688
0.711
B
C
0.693
0.715
B
C
0.005
0.004
No
No
---
---
8.
Euclid Street at
Whittier Boulevard
E
AM
PM
0.639
0.884
B
D
0.637
0.882
B
D
-0.002
-0.002
No
No
---
---
Notes:

BOLD ICU/LOS indicates unacceptable service level

s/v = seconds per vehicle
18
Source: City of La Habra Engineering Division Department staff. Widen the northbound approach of Hacienda Road to provide an exclusive left-turn lane. Widen the
southbound approach of Hacienda Road to provide an exclusive left-turn lane, a shared left/through lane and dual right-turn lanes. Modify the existing
traffic signal for split-phase operation in the north-south directions.
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TABLE 8-1 (CONTINUED)
EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS
Key Intersections
Minimum
Acceptable
LOS
(1)
Existing
Traffic Conditions
(2)
Existing
Plus Project
Traffic Conditions
(3)
Project Significant
Impact
(4)
With
Improvements
LOS
Increase
Yes/No
ICU
LOS
Time
Period
ICU/
HCM
LOS
ICU/
HCM
9.
Beach Boulevard at
La Habra Boulevard
E
AM
PM
0.691
0.742
B
C
0.690
0.741
B
C
-0.001
-0.001
No
No
---
---
10.
Idaho Street at
La Habra Boulevard
D
AM
PM
0.576
0.689
A
B
0.579
0.694
A
B
0.003
0.005
No
No
---
---
11.
Monte Vista Street at
La Habra Boulevard
D
AM
PM
0.546
0.508
A
A
0.542
0.496
A
A
-0.004
-0.012
No
No
---
---
12.
Walnut Street at
La Habra Boulevard
D
AM
PM
0.501
0.587
A
A
0.498
0.585
A
A
-0.003
-0.002
No
No
---
---
13.
Euclid Street at
La Habra Boulevard
D
AM
PM
0.515
0.645
A
B
0.514
0.642
A
B
-0.001
-0.003
No
No
---
---
Notes:

BOLD ICU/LOS indicates unacceptable service level
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8.2
Year 2018 Cumulative Traffic Analysis
Table 8-2 summarizes the peak hour level of service results at the thirteen (13) key study
intersections for the Year 2018. The first column (1) of ICU/LOS values in Table 8-2 presents a
summary of existing AM and PM peak hour traffic conditions (which were also presented in Table
3-3). The second column (2) lists forecast 2018 cumulative conditions (existing traffic plus ambient
growth traffic plus cumulative project traffic) based on existing intersection geometry, but without
any traffic generated from the proposed Project. The third column (3) presents future forecast traffic
conditions with the addition of traffic generated by the proposed Project. The fourth column (4)
shows the increase in ICU value due to the added peak hour project trips and indicates whether the
traffic associated with the Project will have a significant impact based on the LOS standards and
significant impact criteria defined in this report. The fifth column (5) indicates the anticipated level
of service with improvements.
8.2.1
Year 2018 Cumulative Traffic Conditions
An analysis of future (Year 2018) cumulative traffic conditions indicates that one (1) of the thirteen
(13) key study intersections is forecast to operate with adverse service levels. The intersection
forecasted to operate at an adverse level of service in the Year 2018 Cumulative Traffic Conditions
during the AM peak hour and PM peak hour is as follows:
Key Intersection
4. Corto Way/Project Dwy B at Whittier Blvd
AM Peak Hour
Delay
LOS
62.2 s/v
F
PM Peak Hour
Delay
LOS
320.4 s/v
F
The remaining twelve (12) key study intersections are forecast to continue to operate at acceptable
service levels during the weekday AM peak hour and PM peak hour with the addition of ambient
traffic grown and cumulative project traffic.
8.2.2 Year 2018 Cumulative Plus Project Traffic Conditions
Review of columns 2 and 3 of Table 8-2 indicates that traffic associated with the proposed Project
will not significantly impact any of the thirteen (13) key study intersections, when compared to the
LOS standards and significant impact criteria specified in this report. Twelve (12) of the thirteen
(13) key study intersections are expected to operate at an acceptable LOS with the addition of
Project generated traffic in the Year 2018. The intersection forecasted to operate at an adverse level
of service in the Year 2018 Cumulative Traffic Conditions during the AM peak hour and PM peak
hour is as follows:
Key Intersection
4. Corto Way/Project Dwy B at Whittier Blvd
AM Peak Hour
Delay
LOS
71.2 s/v
F
PM Peak Hour
Delay
LOS
712.4 s/v
F
Please note that the delay reported for the intersection of Corto Way/Project Driveway B at Whittier
Boulevard represents the minor street approaches of each intersection. It is not uncommon that
unsignalized public street intersections and/or private driveways that have direct access to primary
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arterials, such as Whittier Boulevard, operate at an unacceptable LOS due to the limited gaps in
traffic and the high volume of traffic that utilizes these streets as commuter routes. In addition, based
on the traffic signal warrant analysis that was conducted as part of this study, these intersections do
not warrant signalization under Year 2018 Cumulative plus Project conditions. Based on these
considerations, and the application of the significant traffic impact criteria established for this study,
LOS F reported in Table 8-2 may be adverse, but not significant. Hence, the Project’s impact is
considered insignificant.
As shown in column 5 of Table 8-2, the implementation of improvements 19 planned by the City of
La Habra at the intersection of Hacienda Road at Whittier Boulevard improves the level of service at
this key study location. Even though the proposed Project does not have a significant impact under
the “Year 2018 Cumulative Plus Project Peak Hour Intersection Capacity Analysis” at the key study
intersection of Hacienda Road at Whittier Boulevard, the proposed Project would be required to pay
a Citywide Traffic Improvement Fee and a proportional “fair-share” traffic impact fee towards the
planned improvements at the aforementioned key study intersection through the City of La Habra
Phasing Ordinance.
Appendix C presents the Year 2018 plus project ICU/LOS calculations for the thirteen (13) key study
intersections for the AM peak hour and PM peak hour.
19
Planned improvements by the City of La Habra are discussed in Section 11.0 of this report.
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TABLE 8-2
YEAR 2018 PEAK HOUR INTERSECTION CAPACITY ANALYSIS
Key Intersections
Minimum
Acceptable
LOS
(1)
Existing
Traffic Conditions
(2)
Year 2018
Cumulative
Traffic Conditions
(3)
Year 2018
Cumulative
Plus Project
Traffic Conditions
(4)
Project Significant
Impact
(5)
With
Improvements
Time
Period
ICU/
HCM
LOS
ICU/
HCM
LOS
ICU/
HCM
LOS
Increase
Yes/No
ICU/
HCM
LOS
1.
Hacienda Road at
Laguna Drive/Project Driveway A
D
AM
PM
20.7 s/v
27.5 s/v
C
D
22.6 s/v
33.2 s/v
C
D
22.8 s/v
34.3 s/v
C
D
0.2 s/v
1.1 s/v
No
No
---
---
2.
Beach Boulevard at
Whittier Boulevard
E
AM
PM
0.597
0.664
A
B
0.668
0.740
B
C
0.672
0.750
B
C
0.004
0.010
No
No
---
---
3.
Hacienda Road at
Whittier Boulevard
E
AM
PM
0.817
0.802
D
D
0.882
0.884
D
D
0.891
0.904
D
E
0.009
0.020
No
No
0.794
0.812
C 20
D
4.
Corto Way/Project Driveway B
Whittier Boulevard
E
AM
PM
39.2 s/v
155.1 s/v
E
F
62.2 s/v
320.4 s/v
F
F
71.2 s/v
712.4 s/v
F
F
9.0 s/v
392.0 s/v
No
No
---
---
5.
Idaho Street at
Whittier Boulevard
E
AM
PM
0.681
0.857
B
D
0.747
0.929
C
E
0.754
0.947
C
E
0.007
0.018
No
No
---
---
6.
Monte Vista Street at
Whittier Boulevard
E
AM
PM
0.561
0.607
A
B
0.619
0.666
B
B
0.624
0.676
B
B
0.005
0.010
No
No
---
---
7.
Walnut Street at
Whittier Boulevard
E
AM
PM
0.688
0.711
B
C
0.741
0.773
C
C
0.746
0.777
C
C
0.005
0.004
No
No
---
---
8.
Euclid Street at
Whittier Boulevard
E
AM
PM
0.639
0.884
B
D
0.717
0.971
C
E
0.715
0.969
C
E
-0.002
-0.002
No
No
---
---
Notes:

BOLD ICU/LOS indicates unacceptable service level

s/v = seconds per vehicle
20
Source: City of La Habra Engineering Division Department staff. Widen the northbound approach of Hacienda Road to provide an exclusive left-turn lane. Widen the southbound approach of
Hacienda Road to provide an exclusive left-turn lane, a shared left/through lane and dual right-turn lanes. Modify the existing traffic signal for split-phase operation in the north-south directions.
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TABLE 8-2 (CONTINUED)
YEAR 2018 PEAK HOUR INTERSECTION CAPACITY ANALYSIS
Key Intersections
Minimum
Acceptable
LOS
(1)
Existing
Traffic Conditions
(2)
Year 2018
Cumulative
Traffic Conditions
(3)
Year 2018
Cumulative
Plus Project
Traffic Conditions
(4)
Project Significant
Impact
(5)
With
Improvements
Time
Period
ICU/
HCM
LOS
ICU/
HCM
LOS
ICU/
HCM
LOS
Increase
Yes/No
ICU/
HCM
LOS
9.
Beach Boulevard at
La Habra Boulevard
E
AM
PM
0.691
0.742
B
C
0.726
0.786
C
C
0.726
0.785
C
C
0.000
-0.001
No
No
---
---
10.
Idaho Street at
La Habra Boulevard
D
AM
PM
0.576
0.689
A
B
0.596
0.714
A
C
0.599
0.719
A
C
0.003
0.005
No
No
---
---
11.
Monte Vista Street at
La Habra Boulevard
D
AM
PM
0.546
0.508
A
A
0.563
0.526
A
A
0.559
0.514
A
A
-0.004
-0.012
No
No
---
---
12.
Walnut Street at
La Habra Boulevard
D
AM
PM
0.501
0.587
A
A
0.519
0.607
A
B
0.516
0.605
A
B
-0.003
-0.002
No
No
---
---
13.
Euclid Street at
La Habra Boulevard
D
AM
PM
0.515
0.645
A
B
0.554
0.677
A
B
0.553
0.674
A
B
-0.001
-0.003
No
No
---
---
Notes:

BOLD ICU/LOS indicates unacceptable service level
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9.0
STATE OF CALIFORNIA (CALTRANS) METHODOLOGY
In conformance with the current Caltrans Guide for the Preparation of Traffic Impact Studies,
existing and projected peak hour operating conditions at the eight (8) state-controlled study
intersections within the study area have been evaluated using the Highway Capacity Manual (HCM
for signalized intersections) operations method of analysis. These state-controlled locations include
the following eight of thirteen study intersections:
2. Beach Blvd at Whittier Blvd
6. Monte Vista St at Whittier Blvd
3. Hacienda Rd at Whittier Blvd
7. Walnut St at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
5. Idaho St at Whittier Blvd
9. Beach Blvd at La Habra Blvd
Caltrans “endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on
State highway facilities”; it does not require that LOS “D” (shall) be maintained. However, Caltrans
acknowledges that this may not always be feasible and recommends that the lead agency consult
with Caltrans to determine the appropriate target LOS. Since the intersections within Caltrans rightof-way are under the jurisdiction of the City of La Habra, the City is the lead agency and the City’s
level of service standard should be used. The City acknowledges that it may be difficult and
expensive to maintain LOS “D” on State facilities, such as Beach Boulevard and Whittier Boulevard,
since their primary function is to serve regional traffic due to the lack of nearby freeways. Please
note that the City of La Habra General Plan designates Beach Boulevard and Whittier Boulevard as
Caltrans jurisdiction and LOS E is acceptable for intersections along these roads.
According to City of La Habra criteria, LOS D is the level of service goal that has been established
for the morning and evening peak commute hours on all City intersections, except those on the
Congestion Management Program Highway System (CMPHS) of Orange County, where LOS E is
defined in the CMP for Orange County as the acceptable limit and is acceptable for State Highway
intersections. Based on the above-stated LOS standard, LOS E is considered acceptable at the eight
(8) state-controlled intersections.
9.1
Highway Capacity Manual (HCM) Method of Analysis (Signalized Intersections)
Based on the HCM operations method of analysis, level of service for signalized intersections is
defined in terms of control delay, which is a measure of driver discomfort, frustration, fuel
consumption, and lost travel time. The delay experienced by a motorist is made up of a number of
factors that relate to control, geometries, traffic, and incidents. Total delay is the difference between
the travel time actually experienced and the reference travel time that would result during ideal
conditions: in the absence of traffic control, in the absence of geometric delay, in the absence of any
incidents, and when there are no other vehicles on the road.
In the HCM, only the portion of total delay attributed to the control facility is quantified. This delay
is called control delay. Control delay includes initial deceleration delay, queue move-up time,
stopped delay, and final acceleration delay. Specifically, LOS criteria for traffic signals are stated in
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terms of the average control delay per vehicle. The six qualitative categories of Level of Service that
have been defined along with the corresponding HCM control delay value range for signalized
intersections are shown in Table 9-1.
9.2
Existing Plus Project Traffic Conditions
Table 9-2 summarizes the peak hour Highway Capacity Manual level of service results at the eight
(8) state-controlled study intersections within the study area for Existing plus Project traffic
conditions. The first column (1) of HCM/LOS values in Table 9-2 presents a summary of existing
traffic conditions. The second column (2) presents existing plus project traffic conditions based on
existing intersection geometry. The third column (3) indicates whether added peak hour Project trips
will have a significant impact based on the significant impact criteria defined in this report. The
fourth column (4) indicates the anticipated level of service with planned City improvements.
9.2.1 Existing Traffic Conditions
Review of Table 9-2 indicates that six (6) of the eight (8) state-controlled study intersections
currently operate at an acceptable LOS during the AM and PM peak hours. The intersections of
Hacienda Road at Whittier Boulevard and Corto Way/Project Driveway B at Whittier Boulevard
currently operate at LOS F during both the AM and/or PM peak hours.
9.2.2 Existing Plus Project Traffic Conditions
Review of Columns 2 and 3 of Table 9-2 indicates that two (2) of the eight (8) state-controlled study
intersections will operate at adverse LOS. The remaining six (6) state-controlled study intersections
are forecast to continue to operate at an acceptable LOS with the addition of Project generated traffic
to existing traffic. The intersections forecast to operate at an adverse LOS in the Existing Plus
Project Traffic Conditions during the AM and PM peak hours are as follows:
Key Intersection
3. Hacienda Rd at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
AM Peak Hour
Delay
LOS
285.2 s/v
--
F
--
PM Peak Hour
Delay
LOS
103.3 s/v
343.8 s/v
F
F
As can be seen from column (4), planned improvements will fully mitigate the intersection of
Hacienda Road at Whittier Boulevard.
Please note that the delay reported for the intersections of Corto Way/Project Driveway B at Whittier
Boulevard represents the minor street approaches. It is not uncommon that unsignalized public street
intersections and/or private driveways that have direct access to primary arterials, such as Whittier
Boulevard, operate at an unacceptable LOS due to the limited gaps in traffic and the high volume of
traffic that utilizes these streets as commuter routes. In addition, based on the traffic signal warrant
analysis that was conducted as part of this study, this intersection does not warrant signalization
under Existing plus Project conditions. Based on these considerations, and the application of the
significant traffic impact criteria established for this study, LOS F reported in Table 9-2 may be
adverse, but not significant. Hence, the Project’s impact is considered insignificant.
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9.3
Year 2018 Plus Project Traffic Conditions
Table 9-3 summarizes the peak hour Highway Capacity Manual level of service results at the seven
state-controlled study intersections within the study area for the 2018 horizon year. The first column
(1) of HCM/LOS values in Table 9-3 presents a summary of existing traffic conditions. The second
column (2) presents Year 2018 cumulative traffic conditions based on existing intersection
geometry, but without any Project generated traffic. The third column (3) presents future forecast
traffic conditions with the addition of project traffic. The fourth column (4) indicates whether added
peak hour Project trips will have a significant impact based on the significant impact criteria defined
in this report. The fifth column (5) indicates the level of service with improvements.
9.3.1 Year 2018 Cumulative Traffic Conditions
An analysis of future (Year 2018) cumulative traffic conditions indicates that the addition of ambient
traffic growth and cumulative project traffic results in three intersections operating with adverse
service levels. The intersections forecast to operate at an adverse level of service in the Year 2018
Cumulative Traffic Conditions during the AM peak hour and PM peak hour are as follows:
Key Intersection
3. Hacienda Rd at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
AM Peak Hour
Delay
LOS
330.3 s/v
62.2 s/v
--
F
F
--
PM Peak Hour
Delay
LOS
134.1 s/v
320.4 s/v
55.8 s/v
F
F
F 21
The remaining five (5) key study intersections are forecast to continue to operate at acceptable
service levels during the weekday AM peak hour and PM peak hour with the addition of ambient
traffic grown and cumulative project traffic.
21
With a V/C ratio above 1.0, the LOS value is reported as F.
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TABLE 9-1
LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS (HCM METHODOLOGY) 22
Level of Service
(LOS)
A
B
C
D
E
F
22
Control Delay Per Vehicle
(seconds/vehicle)
Level of Service Description
< 10.0
This level of service occurs when progression
is extremely favorable and most vehicles arrive
during the green phase. Most vehicles do not
stop at all. Short cycle lengths may also
contribute to low delay.
> 10.0 and < 20.0
This level generally occurs with good
progression, short cycle lengths, or both. More
vehicles stop than with LOS A, causing higher
levels of average delay.
> 20.0 and < 35.0
Average traffic delays. These higher delays
may result from fair progression, longer cycle
lengths, or both. Individual cycle failures may
begin to appear at this level. The number of
vehicles stopping is significant at this level,
though many still pass through the intersection
without stopping.
> 35.0 and < 55.0
Long traffic delays. At level D, the influence
of congestion becomes more noticeable.
Longer delays may result from some
combination of unfavorable progression, long
cycle lengths, or high v/c ratios. Many vehicles
stop, and the proportion of vehicles not
stopping declines. Individual cycle failures are
noticeable.
> 55.0 and < 80.0
Very long traffic delays. This level is
considered by many agencies (i.e. SANBAG)
to be the limit of acceptable delay. These high
delay values generally indicate poor
progression, long cycle lengths, and high v/c
ratios. Individual cycle failures are frequent
occurrences.
≥ 80.0
Severe congestion. This level, considered to be
unacceptable to most drivers, often occurs with
over saturation, that is, when arrival flow rates
exceed the capacity of the intersection. It may
also occur at high v/c ratios below 1.0 with
many individual cycle failures. Poor
progression and long cycle lengths may also be
major contributing factors to such delay levels.
Source: Highway Capacity Manual (Signalized Intersections).
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TABLE 9-2
EXISTING PLUS PROJECT PEAK HOUR INTERSECTION CAPACITY ANALYSIS – CALTRANS
Key Intersections
Minimum
Acceptable
LOS
Time
Period
(1)
Existing
Traffic Conditions
(2)
Existing
Plus Project
Traffic Conditions
(3)
Impact
HCM
LOS
HCM
LOS
Yes/No
HCM
LOS
(4)
With
Improvements
2.
Beach Boulevard at
Whittier Boulevard
E
AM
PM
30.9 s/v
35.4 s/v
C
D
30.9 s/v
36.5 s/v
C
D
No
No
---
---
3.
Hacienda Road at
Whittier Boulevard
E
AM
PM
275.3 s/v
84.6 s/v
F
F
285.2 s/v
103.3 s/v
F
F
Yes
Yes
30.5 s/v
36.5 s/v
C 23
D
4.
Corto Way/Project Driveway B at
Whittier Boulevard
E
AM
PM
39.2 s/v
155.1 s/v
E
F
44.4 s/v
343.8 s/v
E
F
No
No
---
---
5.
Idaho Street at
Whittier Boulevard
E
AM
PM
30.6 s/v
33.6 s/v
C
C
30.7 s/v
34.3 s/v
C
C
No
No
---
---
6.
Monte Vista Street at
Whittier Boulevard
E
AM
PM
14.4 s/v
8.3 s/v
B
A
14.4 s/v
8.4 s/v
B
A
No
No
---
---
7.
Walnut Street at
Whittier Boulevard
E
AM
PM
20.2 s/v
20.3 s/v
C
C
18.8 s/v
20.5 s/v
B
C
No
No
---
---
8.
Euclid Street at
Whittier Boulevard
E
AM
PM
17.1 s/v
42.1 s/v
B
D
17.0 s/v
41.5 s/v
B
D
No
No
---
---
9.
Beach Boulevard at
La Habra Boulevard
E
AM
PM
35.6 s/v
43.4 s/v
D
D
33.7 s/v
43.8 s/v
C
D
No
No
---
---
Notes:
 BOLD ICU/LOS indicates unacceptable service level
 s/v = seconds per vehicle
23
Source: City of La Habra Engineering Division Department staff. Widen the northbound approach of Hacienda Road to provide an exclusive left-turn lane. Widen the southbound approach of
Hacienda Road to provide an exclusive left-turn lane, a shared left/through lane and dual right-turn lanes. Modify the existing traffic signal for split-phase operation in the north-south directions.
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TABLE 9-3
YEAR 2018 PEAK HOUR INTERSECTION CAPACITY ANALYSIS – CALTRANS
Key Intersections
Minimum
Acceptable
LOS
Time
Period
(1)
Existing
Traffic Conditions
(2)
Year 2018
Cumulative
Traffic Conditions
(3)
Year 2018 Cumulative
Plus Project
Traffic Conditions
(4)
Impact
(5)
With Improvements
HCM
LOS
HCM
LOS
HCM
LOS
Yes/No
HCM
LOS
2.
Beach Boulevard at
Whittier Boulevard
E
AM
PM
30.9 s/v
35.4 s/v
C
D
33.4 s/v
47.7 s/v
C
D
33.5 s/v
49.6 s/v
C
D
No
No
---
---
3.
Hacienda Road at
Whittier Boulevard
E
AM
PM
275.3 s/v
84.6 s/v
F
F
330.3 s/v
134.1 s/v
F
F
358.4 s/v
143.2 s/v
F
F
Yes
Yes
31.9 s/v
36.1 s/v
C 24
D
4.
Corto Way/Project Driveway B at
Whittier Boulevard
E
AM
PM
39.2 s/v
155.1 s/v
E
F
62.2 s/v
320.4 s/v
F
F
71.2 s/v
712.4 s/v
F
F
No
No
---
---
5.
Idaho Street at
Whittier Boulevard
E
AM
PM
30.6 s/v
33.6 s/v
C
C
31.9 s/v
38.5 s/v
C
D
31.9 s/v
42.7 s/v
C
D
No
No
---
---
6.
Monte Vista Street at
Whittier Boulevard
E
AM
PM
14.4 s/v
8.3 s/v
B
A
15.3 s/v
9.1 s/v
B
A
15.4 s/v
9.2 s/v
B
A
No
No
---
---
7.
Walnut Street at
Whittier Boulevard
E
AM
PM
20.2 s/v
20.3 s/v
C
C
17.9 s/v
18.5 s/v
B
B
18.2 s/v
20.4 s/v
B
C
No
No
---
---
8.
Euclid Street at
Whittier Boulevard
E
AM
PM
17.1 s/v
42.1 s/v
B
D
20.5 s/v
55.8 s/v
C
F
20.4 s/v
54.5 s/v
C
F
No
No
---
---
9.
Beach Boulevard at
La Habra Boulevard
E
AM
PM
35.6 s/v
43.4 s/v
D
D
36.2 s/v
45.9 s/v
D
D
36.0 s/v
48.0 s/v
D
D
No
No
---
---
Notes:
 BOLD ICU/LOS indicates unacceptable service level, s/v = seconds per vehicle
24
Source: City of La Habra Engineering Division Department staff. Widen the northbound approach of Hacienda Road to provide an exclusive left-turn lane. Widen the southbound approach of
Hacienda Road to provide an exclusive left-turn lane, a shared left/through lane and dual right-turn lanes. Modify the existing traffic signal for split-phase operation in the north-south directions.
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9.3.2 Year 2018 Cumulative Plus Project Traffic Conditions
Review of Columns 4 and 5 of Table 9-3 indicates that three (3) of the eight (8) state-controlled
study intersections will operate at adverse LOS. The remaining five (5) state-controlled study
intersections are forecast to continue to operate at an acceptable LOS with the addition of Project
generated traffic to existing traffic. The intersections forecast to operate at an adverse LOS in the
Year 2018 Cumulative Plus Project Traffic Conditions during the AM and PM peak hours are as
follows:
Key Intersection
3. Hacienda Rd at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
AM Peak Hour
Delay
LOS
358.4 s/v
71.2 s/v
--
F
F
--
PM Peak Hour
Delay
LOS
143.2 s/v
712.4 s/v
54.5 s/v
F
F
F 25
The intersection of Euclid Street at Whittier Boulevard is not considered impacted since the addition
of the project, removal of the existing Northgate Market plus the addition of Project trips, resulted in
a decrease in intersection delay. Therefore, the Project’s impact at this intersection is less than
significant and no mitigation is required to offset the project trips.
As can be seen from column (5), planned improvements will fully mitigate the intersections of
Hacienda Road at Whittier Boulevard and Euclid Street at Whittier Boulevard.
Please note that the delay reported for the intersection of Corto Way/Project Driveway B at Whittier
Boulevard represents the minor street approaches. It is not uncommon that unsignalized public street
intersections and/or private driveways that have direct access to primary arterials, such as Whittier
Boulevard, operate at an unacceptable LOS due to the limited gaps in traffic and the high volume of
traffic that utilizes these streets as commuter routes. In addition, based on the traffic signal warrant
analysis that was conducted as part of this study, this intersection do not warrant signalization under
Year 2018 Cumulative plus Project conditions. Based on these considerations, and the application of
the significant traffic impact criteria established for this study, LOS F reported in Table 9-3 may be
adverse, but not significant. Hence, the Project’s impact is considered insignificant.
Appendix D presents the existing plus project and Year 2018 plus project HCM/LOS calculations for
the eight (8) state-controlled study intersections.
25
With a V/C ratio above 1.0, the LOS value is reported as F.
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10.0 SITE ACCESS AND INTERNAL CIRCULATION
10.1
Level of Service Analysis For Project Access Locations
As previously shown in Figure 2-2, access to the subject property is provided via one unsignalized
driveway on Hacienda Road, referred to as Driveway A; four unsignalized driveways on Whittier
Boulevard, referred to as Driveways B, C, D, and E; and one unsignalized driveway on Idaho Street,
referred to as Driveway F. It should be noted that Driveway E is a right-turn in/out only driveway.
No change in site access is proposed as a part of the Project.
As noted earlier, primary vehicular access to the Project site is provided via Driveways B, C and D
on Whittier Boulevard and Driveway F on Idaho Street. Driveway E, which is also located on
Whittier Boulevard serves as secondary access to the site and provides direct vehicular access to the
existing Petco. Large truck access to the existing CVS Pharmacy and the proposed Northgate
Market loading/unloading docks will be provided via Driveway A on Hacienda Road and Driveway
B on Whittier Boulevard.
Table 10-1 summarizes the intersection operations for the six project driveways for Year 2018 traffic
conditions with the proposed Project. Review of Table 10-1 shows that three (3) of the six (6)
project driveways are forecast to operate at an unacceptable during the AM and PM peak hours in
the Year 2018. The remaining three (3) project driveways are forecast to operate at LOS D or better
during the AM and PM peak hours.
Please note that the delay reported for the intersections of Hacienda Road at Laguna Drive/Project
Driveway A, Corto Way/Project Driveway B, Project Driveway C at Whittier Boulevard, and Project
Driveway D at Whittier Boulevard represents the minor street approaches of each intersection,
respectively. It is not uncommon that unsignalized driveways that have direct access to primary and
secondary arterials, such as Whittier Boulevard and Hacienda Road, operate at an unacceptable LOS
due to the limited gaps in traffic and the high volume of traffic that utilizes these streets as commuter
routes. In addition, based on the traffic signal warrant analysis that was conducted as part of this
study, these intersections do not warrant signalization under Year 2018 Cumulative plus Project
conditions. Based on these considerations, and the application of the significant traffic impact
criteria established for this study, LOS F reported in Table 8-2 may be adverse, but not significant.
Appendix E contains the detailed level of service calculation worksheets for the Project site
driveways.
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TABLE 10-1
YEAR 2018 PEAK HOUR LEVELS OF SERVICE SUMMARY AT THE PROJECT DRIVEWAYS
Project Driveways
Time
Period
Control
Type
HCM
LOS
1.
Hacienda Road at
Laguna Drive/Project Driveway A
AM
PM
Two – Way
Stop
22.8 s/v
34.3 s/v
C
D
4.
Corto Way/Project Driveway B at
Whittier Boulevard
AM
PM
Two – Way
Stop
71.2 s/v
712.4 s/v
F
F
C.
Project Driveway C at
Whittier Boulevard
AM
PM
One – Way
Stop
30.2 s/v
62.0 s/v
D
F
D.
Project Driveway D at
Whittier Boulevard
AM
PM
Two – Way
Stop
37.2 s/v
93.3 s/v
E
F
E.
Project Driveway E at
Whittier Boulevard
AM
PM
One – Way
Stop
17.3 s/v
18.6 s/v
C
C
F.
Idaho Street at
Project Driveway F
AM
PM
One – Way
Stop
8.7 s/v
9.3 s/v
A
A
Notes:
 BOLD ICU/LOS indicates unacceptable service level
 s/v = seconds per vehicle
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10.2
Traffic Signal Warrant Results
A signal warrant analysis has been conducted at the six (6) project driveways under existing and
Year 2018 with Project conditions. For this study, the need for signalization is assessed on the basis
of the peak-hour traffic signal warrant (Warrant #3) described in the California Manual on Uniform
Traffic Control Devices (MUTCD). Warrant #3 has two parts: 1) Part A evaluates peak hour vehicle
delay for traffic on the minor street approach with the highest delay and 2) Part B evaluates peakhour traffic volumes on the major and minor streets. This method provides an indication of whether
peak-hour traffic conditions or peak-hour traffic volume levels are, or would be, sufficient to justify
installation of a traffic signal.
Table 10-2 summarizes the results of the peak-hour traffic signal warrant analysis conducted for the
six (6) project driveways which are currently unsignalized. As shown, the peak hour traffic signal
warrants were not met; therefore, development of the Project alone would not trigger the need for the
installation of traffic signals at these locations. Appendix F contains the traffic signal warrant
worksheets.
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TABLE 10-2
TRAFFIC SIGNAL WARRANT ANALYSIS SUMMARY 26
Existing Plus Project
Traffic Conditions
Time
Period
Part A of
Warrant 3
Satisfied?
Part B of
Warrant 3
Satisfied?
Part A of
Warrant 3
Satisfied?
Part B of
Warrant 3
Satisfied?
Hacienda Road at
Laguna Drive/Project Driveway A
AM
No
No
No
No
PM
No
No
No
No
Corto Way/Project Driveway B at
Whittier Boulevard
AM
No
No
No
No
PM
No
No
No
No
Project Driveway C at
Whittier Boulevard
AM
No
No
No
No
PM
No
No
No
No
Project Driveway D at
Whittier Boulevard
AM
No
No
No
No
PM
No
No
No
No
Project Driveway E at
Whittier Boulevard
AM
No
No
No
No
PM
No
No
No
No
Idaho Street at
Project Driveway F
AM
No
No
No
No
PM
No
No
No
No
Key Intersection
1.
4.
C.
D.
E.
F.
Year 2018 Cumulative
Plus Project
Traffic Conditions
26
Signal warrant checks based on Warrant 3, Part A - Peak-Hour Delay Warrant and Part B - Peak-Hour Volume Warrant are contained in the
California MUTCD.
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10.3
Queuing Analysis For Project Access Locations
Stacking/storage requirements at the Project driveways was conducted based on Year 2018 plus Project
peak hour driveway traffic volumes and the Highway Capacity Manual (HCM) 2010 unsignalized
methodology. For this evaluation, an average vehicle length of 22 feet is utilized.
Hacienda Road at Laguna Drive/Project Driveway A: Based on the LOS worksheets, which calculates a
critical (95th percentile) queue value in feet, the AM peak hour and PM peak hour queue length is not
more than 22 feet for the westbound (outbound) movement. Review of the proposed site plan indicates
that Project Driveway A provides one outbound lane with 45 feet of storage up to the truck access road.
There is adequate stacking to accommodate the proposed queue.
Corto Way/Project Driveway B at Whittier Boulevard: The AM peak hour and PM peak hour queue
length is not more than 93 feet and 22 feet for the southbound (outbound) left-turn and right-turn
movements, respectively, at Driveway B. Review of the proposed site plan indicates that Driveway B
provides two outbound lanes with 90 feet of storage provided for both lanes until the first east/west drive
aisle. It should be noted that an additional 300 feet is available for storage. There is stacking sufficient
enough to accommodate the forecast queue.
Project Driveway C at Whittier Blvd: The AM peak hour and PM peak hour queue length is not more
than 78 feet for the southbound (outbound) movement at Driveway C. Review of the proposed site plan
indicates that Driveway C provides one outbound lane with 35 feet of storage provided until the
east/west drive aisle. It should be noted that an additional 210 feet is available for storage. There is
stacking sufficient enough to accommodate the forecast queue.
Project Driveway D at Whittier Blvd: The AM peak hour and PM peak hour queue length is not more
than 88 feet for the southbound (outbound) movement at Driveway D. Review of the proposed site plan
indicates that Driveway D provides one outbound lane with 30 feet of storage provided until the
east/west drive aisle. It should be noted that an additional 190 feet is available for storage. There is
stacking sufficient enough to accommodate the forecast queue.
Project Driveway E at Whittier Blvd: The AM peak hour and PM peak hour queue length is not more
than 22 feet for the southbound (outbound) movement at Driveway E. Review of the proposed site plan
indicates that Driveway E provides one outbound lane with 100 feet of storage provided until the
east/west drive aisle. There is stacking sufficient enough to accommodate the forecast queue.
Idaho Street at Project Driveway F: The AM peak hour and PM peak hour queue length is not more than
22 foot and 22 feet for the eastbound (outbound) left-turn and right-turn movements, respectively, at
Driveway F. Review of the proposed site plan indicates that Driveway F provides two outbound lanes
with 30 feet of storage for both lanes until the north/south drive aisle. There is stacking sufficient enough
to accommodate the forecast queue.
Table 10-3 identifies the minimum required stacking/storage lengths for the outbound lanes at the six (6)
project driveways for Year 2018 Cumulative Plus Project Traffic conditions. Figure 10-1 presents a
detailed queuing diagram at the six (6) project driveways based on the results of the LOS calculations
and queuing assessment.
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10.4
Internal Circulation Evaluation
The on-site circulation layout of the proposed Project, based upon review of the Project site plan prepared by
Courtney + Le Architects, on an overall basis is generally adequate. Our evaluation of the on-site circulation
shown on the site plan was performed using the Turning Vehicle Templates, developed by Jack E. Leisch &
Associates and AutoTURN for AutoCAD computer software that simulates turning maneuvers for various
types of vehicles. The turning templates were utilized to ensure that full-sized trucks and trash trucks could
properly access and circulate through the Project site. A large truck (WB-67) turning template and trash truck
(Refuse) turning template was utilized in this evaluation. Figure 10-2 and Figure 10-3 present the turning
movements required of a large delivery (WB-67) truck and a trash truck to circulate throughout the site to
access the loading/delivery area at the rear of the buildings and the building pads in the front.
Based on our evaluation, the internal circulation layout for the proposed Project is adequate to accommodate
the large trucks (WB-67) that would service the proposed Project provided that recommended modifications
to Project Driveway A on Hacienda Road are implemented. The recommended improvement options, which
are shown in Figures 10-2, consists of widening the driveway to the north by 20-feet or modifying the south
side of the Project Driveway A to provide a 30-foot curb return or equivalent per City driveway design
standards. A review of Figure 10-2 indicates that large trucks would enter the site via Project Driveway A and
exit the site via project Driveway A or Project Driveway B. A review of Figure 10-3 indicates that site access
and internal circulation for a trash truck (Refuse) is adequate.
It should be noted that large truck (WB-67) access at the Project Driveways on Whittier Boulevard, in
particular Project Driveway B, for trucks that may originate from the east (i.e. SR-57 Freeway) that are
traveling westbound on Whittier Boulevard is recommended to be restricted by the Project given large truck
turning requirements at these driveways cannot be accommodated based on assessment of these driveways.
Further yet, since the turning movements of large (WB-67) trucks cannot be accommodated for westbound
right-turn and southbound right-turn at Whittier Boulevard and Hacienda Road (even with completion of the
City’s planned intersection improvement for this location), it is recommended that Northgate trucks be
directed to approach/access from the west via Beach Boulevard. Given the Northgate distribution center is
located in Anaheim off the I-5 Freeway and Magnolia Avenue, Northgate trucks would travel north on Beach
Boulevard, east on Whittier Boulevard, and then proceed north on Hacienda Road to access the site via
Project Driveway A off of Hacienda Road. To minimize truck traffic on Hacienda Road, truck traffic would
be directed to exit to westbound Whittier Boulevard via Project Driveway B, then proceed to Beach
Boulevard or continue on Whittier Boulevard. It should be noted that full-sized (WB-67) trucks accessing the
site from Hacienda Road will likely infringe on the outbound travel lanes.
Therefore, it is recommended that the project applicant coordinate with the City of La Habra to determine the
time period when full-size truck deliveries are to be permitted (e.g. 8:00 PM to 6:00 AM, Monday through
Sunday). Further, it is recommended that Northgate Markets and CVS Pharmacy provide written instructions
that require truck deliveries utilize Project Driveway A on Hacienda Road as the primary access to the given
large truck access for the driveways on Whittier Boulevard is recommended to be restricted, and exit the site
via Project Driveway B at Whittier Boulevard. No delivery restrictions are recommended for small delivery
trucks (i.e. SU-30 or equivalent) from vendors of Project as these vehicles can maneuver adequately without
impacting traffic flow on Whittier Boulevard.
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TABLE 10-3
YEAR 2018 PEAK HOUR PROJECT DRIVEWAY QUEUING ANALYSIS
(1)
Year 2018 Cumulative Plus Project Traffic Conditions
AM Peak Hour
Estimated
Storage
Provided
(feet)
Max. Queue/
Min. Storage
Required
Adequate
Storage
(Yes / No)
Max. Queue/
Min. Storage
Required
Adequate
Storage
(Yes / No)
45’
22’
Yes
22’
Yes
Southbound Left/Thru
390’
22’
Yes
93’
Yes
Southbound Right
390’
22’
Yes
22’
Yes
245’
22’
Yes
78’
Yes
220’
22’
Yes
88’
Yes
100’
22’
Yes
22’
Yes
Eastbound Left
30’
22’
Yes
22’
Yes
Eastbound Right
30’
22’
Yes
22’
Yes
Key Ramp Intersection
1.
Hacienda Road at
Laguna Drive/Project Driveway A
Westbound Left/Thru/Right
4.
C.
Corto Way/Project Driveway B at
Whittier Boulevard
Project Driveway C at
Whittier Boulevard
Southbound Left/Right
D.
Project Driveway D at
Whittier Boulevard
Southbound Left/Thru/Right
E.
Project Driveway E at
Whittier Boulevard
Southbound Right
F.
PM Peak Hour
Project Driveway F at
Idaho Street
Note: minimum stacking requirement is one (1) vehicle, assumed to be 22 feet
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10.5
Sight Distance Evaluation
At intersections and/or project driveways, a substantially clear line of sight should be maintained
between the driver of a vehicle waiting at the crossroad and the driver of an approaching vehicle.
Adequate time must be provided for the waiting vehicle to either cross all lanes of through traffic,
cross the near lanes and turn left, or turn right, without requiring through traffic to radically alter
their speed. A sight distance evaluation has been performed for the unsignalized driveways along
Hacienda Road (Project Driveway A), Whittier Boulevard (Project Driveways B, C, D and E) and
Idaho Street (Project Driveway F).
The Sight Distance Evaluation prepared for the proposed Projects is based on the criteria and
procedures set forth by the California Department of Transportation (Caltrans) in the State’s
Highway Design Manual (HDM). Per the direction of City staff, corner sight distance was utilized
for the evaluation. Corner sight distance is defined in the Caltrans HDM to be the distance required
by the driver of a vehicle, traveling at a given speed, to maneuver their vehicle and avoid an object
without radically altering their speed. Line of sight for corner sight distance is to be determined
from a 3½ foot height at the location of the driver of a vehicle on a minor road to a 4¼ foot object
height in the center of the approaching lane of the major road. Based on the criteria set forth in
Table 405.1A - Corner Sight Distance (7½ Second Criteria) of the Caltrans HDM and a posted speed
limit of 40 mph along both Hacienda Boulevard and Whittier Boulevard and 30 mph along Idaho
Street, a corner sight distance of 440 feet and 330 feet is required for the Project driveways,
respectively.
Figures 10-4 through 10-9 presents a schematic of the sight distance evaluation performed at the six
Project Driveways which illustrates the actual sight distances and corresponding limited use areas. A
review of Figures 10-4 through 10-8 indicates that the sight lines at Project Driveway A on
Hacienda Road and Project Driveways B, C, D and E on Whittier Boulevard are expected to be
adequate provided obstructions within the sight triangles are minimized. A field review of existing
conditions on Hacienda Road and Whittier Boulevard along project frontage indicates that
obstructions, with the exception of landscaping/street trees, along the sidewalks are minimal.
Therefore, any additional landscaping and/or hardscapes (i.e. monument signs) should be designed
such that a driver’s clear line of sight is not obstructed.
As shown in Figure 10-9, the sight lines at the Project Driveway F on Idaho Street are expected to be
adequate provided there are no permanent obstructions (i.e. monument sign, landscaping, etc.) to the
north and south of this Project driveway. However, since on-street parking is allowed on Idaho
Street, vehicles parked curbside may temporarily obstruct a motorist’s line of sight. Therefore,
subject to the review and approval of the City Traffic Engineer, on-street parking along the Project
frontage on Idaho Street may need to be restricted via signage or require the installation of red curb
to ensure adequate sights lines are maintained at all times. As shown in Figure 10-9, approximately
50 feet of red curb on either side of this driveway is required to ensure vehicles parked on-street do
not obstruct the line of sight for traffic exiting the Project site.
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11.0 AREA-WIDE TRAFFIC IMPROVEMENTS
For those intersections where projected traffic volumes are expected to result in poor operating
conditions, this report identifies roadway improvements that change the intersection geometry to
increase capacity. These capacity improvements involve roadway widening and/or restriping to
reconfigure (add lanes) to specific approaches of a key intersection. The identified improvements
are expected to mitigate the impact of area-wide deficiencies and/or improve Levels of Service to an
acceptable range.
11.1
Project-Specific Improvements
Subject to the review and approval of the City of La Habra Engineering Division, the following
improvements are recommended in conjunction with the development of the proposed Project to
ensure that adequate ingress and egress to the project site is provided:








Install a “STOP” sign, stop bar at all Project Driveways.
Maintain adequate sight distance for the Project driveways by minimizing obstructions (i.e.
landscaping and/or hardscape/monument signs) within the “limited use area” on either side of the
proposed project driveways. Landscaping and/or hardscapes should be designed such that a
driver’s clear line of sight is not obstructed and does not threaten vehicular or pedestrian safety,
as determined by the City Traffic Engineer.
Since on-street parking is allowed on Idaho Street, vehicles parked curbside may temporarily
obstruct a motorist’s line of sight. Therefore, subject to the review and approval of the City
Traffic Engineer, on-street parking on either side of the Project Driveway F on Idaho Street may
need to be restricted via signage or require the installation of 50 feet of red curb to ensure
adequate sights lines are maintained at all times.
As noted earlier, on-site vehicular and truck circulation is adequate. However, in recognition
that full-sized trucks entering/exiting the site will infringe on the outbound lane on the Project
Driveway A on Hacienda Road while accessing the delivery area, it is recommended that truck
deliveries be limited to non-peak business hours to minimize any possible conflicts.
However, to ensure that adequate access for full-sized trucks is provided, it is recommended that
Project Driveway A be widened and/or the curb return be modified to provide a 30-foot curb
return or equivalent per City driveway design standards.
It is recommended that the project applicant coordinate with the City of La Habra to determine
the time period when full-size truck deliveries are to be permitted (e.g. 8:00 PM to 6:00 AM,
Monday through Sunday). No delivery restrictions are recommended for small delivery trucks
(i.e. SU-30 or equivalent) from vendors of Project as these vehicles can maneuver adequately
without impacting traffic flow on Whittier Boulevard.
It is recommended that Northgate Markets and CVS Pharmacy provide written instructions that
require truck deliveries utilize Project Driveway A on Hacienda Boulevard as the primary entry
to the loading dock and Project Driveway B on Whittier Boulevard at the primary exit (no truck
exit on Hacienda Road). Further, it is recommended that large trucks be instructed to access the
site from the west via Beach Boulevard and/or Whittier Boulevard.
It is recommended that Project Driveway B, C, D, E and F be signed appropriately with “No
Truck Access” signs given the design of these Project driveways (i.e. curb return and/or width)
cannot accommodate the turning requirements of large trucks (WB-67 or equivalent).
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11.2
Planned Improvements
Table 11-1 summarizes the future planned intersection improvements at the key study intersection of
Hacienda Road/Whittier Boulevard to improve levels of service. The intersection enhancements at
the intersection of Hacienda Road/Whittier Boulevard are consistent with the improvements planned
as part of the City of La Habra Long Range Improvement Program. The planned improvement
consists of the following:

No. 3 – Hacienda Road at Whittier Boulevard: Widen the northbound approach of Hacienda
Road to provide an exclusive left-turn lane. Widen the southbound approach of Hacienda Road
to provide an exclusive left-turn lane, a shared left/through lane and dual right-turn lanes.
Modify the existing traffic signal for split-phase operation in the north-south directions. The
installation of these improvements, which are planned by the City of La Habra/Caltrans as part of
the Hacienda Road/Whittier Boulevard Intersection Improvement Project are subject to the
approval of Caltrans and the City of La Habra. Design plans for the intersection have been
prepared and submitted for review/approval to both the City of La Habra and Caltrans.
Subject to the City’s review and fair-share assessment, the proposed Project would be required to
pay a Citywide Traffic Improvement Fee and a proportional “fair-share” traffic impact fee towards
the planned improvements at the intersection of Hacienda Road/Whitter Boulevard. The proposed
Project will also be required to pay a “fair-share” traffic impact fee towards the planned
improvements at other intersections (not evaluated in this report) through the City of La Habra
Phasing Ordinance.
Figure 11-1 illustrates the planned/recommended Year 2018 Cumulative Plus Project
improvements.
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TABLE 11-1
AREA TRAFFIC IMPROVEMENT MEASURES 28
Key Intersection
3.
Hacienda Road at
Whittier Boulevard
Description of Future Intersection Improvements
Hacienda Road:
-
Widen and/or restripe Hacienda Road to provide northbound
left-turn lane.
-
Widen and/or restripe Hacienda Road to provide southbound
left-turn lane, a shared left-through lane and dual right-turn
lanes.
Modify existing traffic signal for split-phase operation in the
north-south directions.
28
Source: City of La Habra Engineering Division staff.
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12.0 CONGESTION MANAGEMENT PROGRAM (CMP)
This analysis is consistent with the requirements and procedures outlined in the current Orange
County Congestion Management Program (CMP). The CMP requires that a traffic impact analysis
be conducted for any project generating 2,400 or more daily trips, or 1,600 or more daily trips for
projects that directly access the CMP Highway System (HS). Per the CMP guidelines, this number
is based on the desire to analyze any impacts that will be 3.0% or more of the existing CMP highway
system facilities’ capacity. As noted in Section 5.0 of this traffic study, the proposed Project is
forecast to generate approximately 2,593 daily trip-ends and thus meets the criteria requiring a CMP
TIA.
The CMPHS includes specific roadways, which include State Highways and Super Streets, which
are now known as Smart Streets. Therefore, the CMP TIA analysis requirements relate to the
potential impacts only on the specified CMPHS, which in this case is Beach Boulevard and Whittier
Boulevard (west of Beach Boulevard). As described in the "Radius of Development Influence"
section of the CMP TIA, the study area (i.e. CMP intersections) is recommended to be defined by
the CMP links which have a project impact of three percent, or more, of their daily LOS "E"
capacity.
Table 12-1 summarizes the Project percentage impact CMP analysis for three (3) key roadway
segments in the vicinity of the proposed Project along Whittier Boulevard and Beach Boulevard.
Column one (1) of Table 13-1 shows the CMP LOS “E” Capacity for each roadway segment,
column two (2) shows the Project ADT for each roadway segment, column three (3) shows the
Project ADT LOS "E" capacity percentages for each roadway segment and column (4) shows
whether or not added project traffic meets or exceeds the “three percent” limit.
Review of Table 12-1 shows that the three percent limit is not exceeded on any of the three (3) key
roadway segments; therefore a CMP TIA analysis is not required for the proposed Project and any
further analysis beyond that which is summarized in Section 8.0 of this report is not necessary.
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TABLE 12-1
PROJECT PERCENTAGE RADIUS OF INFLUENCE CMP ANALYSIS
Roadway Segment
(1)
CMP
LOS “E”
Capacity
(2)
Project
ADT
(3) = (2) ÷ (1)
(4)
Radius of
Influence
(Yes/No)
(3)
Percentage
1.
Whittier Boulevard west of
Beach Boulevard
37,500
389
1.0%
No
2.
Beach Boulevard north of
La Habra Boulevard
56,300
778
1.4%
No
3.
Beach Boulevard south of
La Habra Boulevard
56,300
778
1.4%
No
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13.0 PARKING REQUIREMENTS
To determine the number of parking spaces required for the proposed Project, the parking demand
was calculated using the parking codes per Title 18 – Zoning, Chapter 18.14 – Off-Street Parking
Requirements in the City of La Habra Municipal Code. The following parking ratios were utilized:



Grocery Store = 3.3 spaces per 1,000 SF GFA
Integrated Retail Commercial Center (at least five storefronts) = 3.3 spaces per 1,000 SF GFA
Restaurant with drive thru = 8 spaces per 1,000 SF GFA
Table 13-1 summarizes the parking requirements for the proposed Project. As shown, direct
application of the City’s code to the Project results in a parking requirement of 506 parking spaces.
With a total proposed on-site parking supply of 516 spaces, a surplus of 10 parking spaces is
calculated when compared to City code requirements.
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TABLE 13-1
CITY CODE PARKING REQUIREMENTS29
Project Description
Size
City of La Habra
Code Parking Ratio
Spaces
Required
Parking Requirement
29

Proposed Northgate Market
44,593 SF
3.3 spaces per 1,000 SF GFA
147 spaces

Proposed Northgate Market Café
4,000 SF
10.0 spaces per 1,000 SF GFA
40 spaces

Retail/CVS
37,846 SF
3.3 spaces per 1,000 SF GFA
125 spaces

Proposed Restaurant/Food Uses
12,189 SF
10.0 spaces per 1,000 SF GFA
122 spaces

Petco
10,305 SF
3.3 spaces per 1000 SF GFA
34 spaces

Fast Food with Drive Thru
4,692 SF
8 spaces per 1,000 SF GFA
38 spaces
A. Parking Requirement:
506 spaces
B. Total Proposed Parking Supply:
516 spaces
C. Parking Surplus/Deficiency (+/-) Based on Full Occupancy (B-A):
+10 spaces
Source: City of La Habra Municipal Code.
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14.0 SUMMARY OF FINDINGS AND CONCLUSIONS

Project Description – The proposed Project includes modernization of the La Habra Towne
Center, an existing neighborhood retail center with a total floor area of 104,747 SF that is
bounded by Whittier Boulevard on the south and Idaho Street on the east; the La Habra Gateway
retail center is located west of the subject property.
The modernization of the existing retail center includes the re-occupancy/improvement of the
existing 36,389 SF vacant grocery store with a new Northgate Market, which will also absorb
3,852 SF of retail shop space and expand by 8,352 SF, bringing the total floor area of the new
Northgate Market to 48,593 SF. The new market will replace the existing 18,487 Northgate
Market at 580 W. La Habra Boulevard will be closed. The Project also includes the potential
remodel of the existing 2,071 SF Original Tommy’s fast-food restaurant or the demolition and
then construction of a new fast-food with drive-through restaurant with a total floor area of
2,540 SF. Further, the existing CVS Pharmacy, which currently has a total floor area of 26,756
SF and is under separate ownership, will also undergo modernization with the existing floor area
reduced to 13,830 SF (plus 2,173 SF of mezzanine) and the remaining 12,514 SF will be a new
retail space. The Project will also involve building façade upgrades, including the existing Jackin-the-Box. When the above improvements are combined, the floor area at La Habra Towne
Center will have a proposed floor area of 115,329 SF of commercial/retail and restaurant uses
within eight (8) buildings.
Access to the subject property is expected to continue to be provided via one unsignalized
driveway on Hacienda Road, referred to as Driveway A; four unsignalized driveways on Whittier
Boulevard, referred to as Driveways B, C, D, and E; and one unsignalized driveway on Idaho
Street, referred to as Driveway F. It should be noted that Driveway E is a right-turn in/out only
driveway. No change in site access is proposed as a part of the Project.

Study Scope – The thirteen (13) key study intersections listed below were selected for detailed
peak hour level of service analyses under Existing Traffic Conditions, Existing plus Project
Traffic Conditions, Year 2018 Cumulative Traffic Conditions and Year 2018 Cumulative plus
Project Traffic Conditions.
LOS “E” Requirements
2. Beach Blvd at Whittier Blvd
30
6. Monte Vista St at Whittier Blvd
3. Hacienda Rd at Whittier Blvd
7. Walnut St at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
5. Idaho St at Whittier Blvd
9. Beach Blvd at La Habra Blvd
LOS “D” Requirements
1. Hacienda Rd at Laguna Dr/Project Dwy A
12. Walnut St at La Habra Blvd
10. Idaho St at La Habra Blvd
13. Euclid St at La Habra Blvd
11. Monte Vista St at La Habra Blvd
30
Orange County CMP intersection.
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The analysis is focused on assessing potential traffic impacts during the morning and evening
commute peak hours (between 7:00-9:00 AM, and 4:00-6:00 PM) on a typical weekday.
Per the City’s criteria, LOS D is the minimum acceptable condition that should be maintained
during the morning and evening peak commute hours on all intersections within the City, except
those on the CMPHS of Orange County, where LOS E is defined in the CMP for Orange County
as the acceptable limit and acceptable for State Highway intersections.

Existing Traffic Conditions – Twelve (12) of the thirteen (13) key study intersections currently
operate at an acceptable level of service during the AM and PM peak hours. The intersection of
Corto Way/Project Driveway B at Whittier Boulevard currently operates at LOS F during the PM
peak hour.

Project Trip Generation – When the proposed Project is compared to the existing uses at the
subject property, the Project is forecast to result in 4,308 additional daily trips, 141 more AM peak
hour trips and 141 additional PM peak hour trips. The closure of the existing Northgate Market
located at 580 W. La Habra Boulevard with the completion of the proposed Project indicates the
Project effectively results in a net 2,574 additional daily trips, 83 more AM peak hour trips and
175 additional PM peak hour trips within the project study area/study intersections.

Cumulative Projects Traffic Characteristics – The forty-one (41) cumulative projects are
forecast to generate a total of 69,973 daily trips, with 4,739 trips (2,323 inbound and 2,416
outbound) forecast during the AM peak hour and 5,787 trips (2,895 inbound and 2,892
outbound) forecast during the PM peak hour.

Existing Plus Project Traffic Conditions – Although one (1) of the key study intersections is
forecast to operate at unacceptable LOS F, the proposed Project will not significantly impact any
of the thirteen (13) key study intersections, when compared to the LOS standards and significant
impact criteria specified in this report. The remaining twelve (12) key study intersections are
expected to operate at an acceptable LOS with the addition of Project generated traffic.
The implementation of improvements planned by the City of La Habra at the intersection of
Hacienda Road at Whittier Boulevard improves the level of service at this key study location.

Year 2018 Cumulative Plus Project Traffic Conditions – Although one (1) of the key study
intersections are forecast to operate at unacceptable LOS F, traffic associated with the proposed
Project will not significantly impact any of the thirteen (13) key study intersections, when
compared to the LOS standards and significant impact criteria specified in this report. The
remaining twelve (12) key study intersections are expected to operate at an acceptable LOS with
the addition of Project generated traffic in the Year 2018.
The implementation of improvements planned by the City of La Habra at the intersection of
Harbor Boulevard and Lambert Road improves the level of service at this key study location.

State of California (Caltrans) Methodology Existing Plus Project Traffic Conditions– The
results of the Existing Plus Project traffic analysis using the State of California (Caltrans)
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Methodology indicates that traffic associated with the proposed Project will significantly impact
one (1) of the eight (8) state-controlled study intersections, when compared to the LOS standards
and significant impact criteria specified in this report. The location projected to operate at an
adverse LOS is as follows:
Key Intersection
3. Hacienda Rd at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
AM Peak Hour
Delay
LOS
285.2 s/v
--
F
--
PM Peak Hour
Delay
LOS
103.3 s/v
343.8 s/v
F
F
Please note that the delay reported for the intersection of Corto Way/Project Driveway B at
Whittier Boulevard represents the minor street approaches. It is not uncommon that unsignalized
public street intersections and/or private driveways that have direct access to primary arterials,
such as Whittier Boulevard, operate at an unacceptable LOS due to the limited gaps in traffic and
the high volume of traffic that utilizes these streets as commuter routes. In addition, based on the
traffic signal warrant analysis that was conducted as part of this study, this intersection do not
warrant signalization under Existing plus Project conditions. Based on these considerations, and
the application of the significant traffic impact criteria established for this study, LOS F reported
in Table 9-2 may be adverse, but not significant. Hence, the Project’s impact is considered
insignificant.

State of California (Caltrans) Methodology Year 2018 Cumulative Plus Project Traffic
Conditions– The results of the Year 2018 Cumulative Plus Project traffic analysis using the State
of California (Caltrans) Methodology indicates that traffic associated with the proposed Project
will significantly impact one (1) of the eight (8) state-controlled study intersections, when
compared to the LOS standards and significant impact criteria specified in this report. The
locations projected to operate at an adverse LOS are as follows:
Key Intersection
3. Hacienda Rd at Whittier Blvd
4. Corto Way/Project Dwy B at Whittier Blvd
8. Euclid St at Whittier Blvd
AM Peak Hour
Delay
LOS
330.3 s/v
62.2 s/v
--
F
F
--
PM Peak Hour
Delay
LOS
134.1 s/v
320.4 s/v
55.8 s/v
F
F
F
The intersection of Euclid Street at Whittier Boulevard is not considered impacted since the
addition of the project, removal of the existing Northgate Market plus the addition of Project
trips, resulted in a decrease in intersection delay. Therefore, no mitigation is required to offset
the project trips.
Please note that the delay reported for the intersections of Corto Way/Project Driveway B at
Whittier Boulevard represents the minor street approaches. It is not uncommon that unsignalized
public street intersections and/or private driveways that have direct access to primary arterials,
such as Whittier Boulevard, operate at an unacceptable LOS due to the limited gaps in traffic and
the high volume of traffic that utilizes these streets as commuter routes. In addition, based on the
traffic signal warrant analysis that was conducted as part of this study, this intersection do not
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warrant signalization under Year 2018 Cumulative plus Project conditions. Based on these
considerations, and the application of the significant traffic impact criteria established for this
study, LOS F reported in Table 9-3 may be adverse, but not significant. Hence, the Project’s
impact is considered insignificant.

Site Access and Internal Circulation Evaluation – For Year 2018 Cumulative Plus Project
traffic conditions, three (3) of the six (6) project driveways are forecast to operate at
unacceptable LOS during the AM and PM peak hours. However, it should be noted that none of
the six (6) driveways meet traffic signal warrant. Adequate stacking is available for the projected
queues at each driveway.
The internal circulation layout for the proposed Project has been reviewed and is adequate to
accommodate the large trucks and trash trucks that would service the proposed Project.
However, to ensure that adequate access for full-sized trucks is provided, it is recommended that
Project Driveway A be widened to the north by up to 20-feet or the curb return in the south be
modified to provide a 30-foot curb return or equivalent per City driveway design standards.

Year 2018 Planned Improvements – The following improvements listed below have been
identified by the City of La Habra:
o

No. 3 – Hacienda Road at Whittier Boulevard: Widen the northbound approach of
Hacienda Road to provide an exclusive left-turn lane. Widen the southbound approach of
Hacienda Road to provide an exclusive left-turn lane, a shared left/through lane and dual
right-turn lanes. Modify the existing traffic signal for split-phase operation in the northsouth directions. The installation of these improvements, which are planned by the City of
La Habra/Caltrans as part of the Hacienda Road/Whittier Boulevard Intersection
Improvement Project are subject to the approval of Caltrans and the City of La Habra.
Project-Related Fair Share Contribution – Subject to the City’s review and fair-share
assessment, the proposed Project would be required to pay a Citywide Traffic Improvement Fee
and a proportional “fair-share” traffic impact fee towards the planned improvements at the
intersection of Hacienda Road/Whitter Boulevard. The proposed Project will also be required to
pay a “fair-share” traffic impact fee towards the planned improvements at other intersections (not
evaluated in this report) through the City of La Habra Phasing Ordinance.
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
Project Specific Improvements – The following improvements are recommended to ensure that
adequate ingress and egress to the project site is provided:
 Install a “STOP” sign, stop bar at all Project Driveways.
 Maintain adequate sight distance for the Project driveways by minimizing obstructions (i.e.
landscaping and/or hardscape/monument signs) within the “limited use area” on either side of
the proposed project driveways. Landscaping and/or hardscapes should be designed such that
a driver’s clear line of sight is not obstructed and does not threaten vehicular or pedestrian
safety, as determined by the City Traffic Engineer.
Since on-street parking is allowed on Idaho Street, vehicles parked curbside may temporarily
obstruct a motorist’s line of sight. Therefore, subject to the review and approval of the City
Traffic Engineer, on-street parking on either side of Project Driveway F on Idaho Street may
need to be restricted via signage or require the installation of 50 feet of red curb to ensure
adequate sights lines are maintained at all times.
 As noted earlier, on-site vehicular and truck circulation is adequate. However, in recognition
that full-sized trucks entering/exiting the site will infringe on the outbound lane on the Project
Driveway A on Hacienda Road while accessing the delivery area, it is recommended that
truck deliveries be limited to non-peak business hours to minimize any possible conflicts.
 However, to ensure that adequate access for full-sized trucks is provided, it is recommended
that Project Driveway A be widened to the north by up to 20 feet /or the curb return on the
south side be modified to provide a 30-foot curb return or equivalent per City driveway
design standards.
 It is recommended that the project applicant coordinate with the City of La Habra to
determine the time period when full-size truck deliveries are to be permitted (e.g. 8:00 PM to
6:00 AM, Monday through Sunday). No delivery restrictions are recommended for small
delivery trucks (i.e. SU-30 or equivalent) from vendors of Project as these vehicles can
maneuver adequately without impacting traffic flow on Whittier Boulevard.
 It is recommended that Northgate Markets and CVS Pharmacy provide written instructions
that require truck deliveries utilize Project Driveway A on Hacienda Boulevard as the
primary entry to the loading dock and Project Driveway B on Whittier Boulevard at the
primary exit (no truck exit on Hacienda Road). Further, it is recommended that large trucks
be instructed to access the site from the west via Beach Boulevard and/or Whittier
Boulevard.
 It is recommended that Project Driveway B, C, D, E and F be signed appropriately with “No
Truck Access” signs given the design of these Project driveways (i.e. curb return and/or
width) cannot accommodate the turning requirements of large trucks (WB-67 or equivalent).

Congestion Management Program (CMP) – The proposed Project will not have any significant
traffic impacts on the Congestion Management Program Highway System.

Parking Requirements – Direct application of the City’s code to the proposed Project results in a
total parking requirement of 506 spaces. Review of the proposed site plan indicates that La
Habra Towne Center will provide a total 516 spaces, thus providing a surplus of 10 parking
spaces when compared to City code parking requirements.
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