DOGWOOD AT VILLA AVENUE PROJECT

TRANSPORTATION IMPACT ANALYSIS DOGWOOD AT VILLA AVENUE PROJECT El Centro, California September 4, 2018 LLG Ref. 3-17-2782

TABLE OF CONTENTS SECTION PAGE Appendices... ii List of Figures... i List of Tables... ii 1.0 Introduction... 1 2.0 Project Description... 2 3.0 Existing Conditions... 5 3.1 Existing Street Network... 5 3.2 Existing Traffic Volumes... 6 4.0 Analysis Approach and Methodology... 9 4.1 Intersections... 9 4.2 Street Segments... 9 4.3 Study Area... 9 5.0 Significance Criteria... 11 5.1 City of El Centro Facilities... 11 5.2 Caltrans Facilities... 11 6.0 Analysis of Existing Conditions... 12 6.1 Peak Hour Intersection Levels of Service... 12 6.2 Street Segment Levels of Service... 12 7.0 Trip Generation/Distribution/Assignment... 15 7.1 Trip Generation... 15 7.1.1 Project Phase 1 Trip Generation Forecast... 15 7.1.2 Project Phase 2 Trip Generation Forecast... 15 7.1.3 Project Phase 3 Trip Generation Forecast... 15 7.2 Trip Distribution / Assignment... 15 8.0 Cumulative Projects... 23 9.0 Analysis of Near-Term Scenarios... 25 9.1 Near-Term Without Project Intersection Analysis... 25 9.2 Near-Term Without Project Street Segment Operations... 25 9.3 Near-Term With Project Phase 1 Intersection Analysis... 25 9.4 Near-Term With Project Phase 1 Street Segment Operations... 25 i

9.5 Near-Term With Project Phase 2 Intersection Analysis... 26 9.6 Near-Term With Project Phase 2 Street Segment Operations... 26 9.7 Near-Term With Project Phase 3 Intersection Analysis... 26 9.8 Near-Term With Project Phase 3 Street Segment Operations... 27 10.0 Site Access... 34 11.0 Phasing Analysis Results... 35 12.0 Transportation Demand Management... 36 13.0 Significance of Impacts and Mitigation Measures... 37 13.1 Significant Impacts Prior to Mitigation... 37 13.1.1 Phase 1 Significant Impacts... 37 13.1.2 Phase 2 Significant Impacts... 37 13.1.3 Phase 3 Significant Impacts... 37 13.2 Mitigation Measures... 38 13.2.1 Phase 1 Mitigation Measures... 38 13.2.2 Phase 2 Mitigation Measures... 38 13.2.3 Phase 3 Mitigation Measures... 39 APPENDIX APPENDICES A. Intersection and Segment Manual Count Sheets B. Roadway Classification Table C. Peak Hour Intersection Analysis Worksheets ii

LIST OF FIGURES SECTION FIGURE # PAGE Figure 2 1 Vicinity Map... 3 Figure 2 2 Project Area Map... 4 Figure 3 1 Existing Conditions Diagram... 7 Figure 3 2 Existing Traffic Volumes... 8 Figure 7 1 Project Traffic Distribution (Villa Avenue Access Only)... 18 Figure 7 2 Project Traffic Distribution (Villa Avenue and Cooley Road Access)... 19 Figure 7 3 Project Phase 1 Traffic Volumes... 20 Figure 7 4 Project Phase 2 Traffic Volumes... 21 Figure 7 5 Project Phase 3 Traffic Volumes... 22 Figure 9 1 Near-Term Without Project Traffic Volumes... 30 Figure 9 2 Near-Term With Project Phase 1 Traffic Volumes... 31 Figure 9 3 Near-Term With Project Phase 2 Traffic Volumes... 32 Figure 9 4 Near-Term With Project Phase 3 Traffic Volumes... 33 i

LIST OF TABLES SECTION TABLE # PAGE Table 3 1 Existing Traffic Volumes... 6 Table 6 1 Existing Intersection Operations... 13 Table 6 2 Existing Street Segment Operations... 14 Table 7 1 Project Trip Generation... 17 Table 9 1 Near-Term Intersection Operations... 28 Table 9 2 Near-Term Street Segment Operations... 29 ii

TRANSPORTATION IMPACT ANALYSIS DOGWOOD AT VILLA AVENUE PROJECT El Centro, California September 4, 2018 1.0 INTRODUCTION Linscott, Law & Greenspan Engineers (LLG) has been retained to assess the potential traffic impacts to local roadway system due to the proposed Dogwood at Villa Avenue site project. The proposed property will require Annexation, Pre-Zone Change and a General Plan Amendment. The property is situated on approximately +/- 320 acres of agriculture land located within the County of Imperial. The property is located on the southeast corner of the intersection of N. Dogwood Road and East Villa Road intersection, adjacent to the Imperial Irrigation District s facility on N. Dogwood Road. The following items are included in this traffic analysis: Project Description Existing Conditions Description Analysis Approach and Methodology Significance Criteria Analysis of Existing Conditions Project Traffic Generation/Distribution/Assignment Cumulative Projects Discussion Analysis of Near-Term Scenarios Site Access Discussion Transportation Demand Management Significance of Impacts and Mitigation Measures 1

2.0 PROJECT DESCRIPTION The proposed property will be in line with the future vision and path stated in the General Plan once the Zone Change, Annexation and General Plan Amendment has taken place. The property is located on the southeast corner of the intersection of N. Dogwood Road and East Villa Road, adjacent to the Imperial Irrigation District s facility on N. Dogwood Road. Per the Imperial County Zoning Ordinance, once the proposed project is zone changed from A2U to MG upon Annexation, this zone change would allow for additional industrial zoned land in continuum with the adjacent land to the south of the proposed site which is currently zoned MBP Manufacturing Business Park. The majority of the project site s perimeter is lined with both County of Imperial roads and City of El Centro streets. To the west of the property lies N. Dogwood Road, to the north of the property lies East Villa Road and to the east of the property lies Cooley Road. The site is currently vacant farmland. Phase 1 of the project is proposed to be built out with approximately 1 million square feet (MSF) of industrial/manufacturing uses. This traffic study determines the impacts associated with 1 MSF, 2 MSF and 3 MSF of development and how much total development can be accommodated with: a) Access only from Villa Avenue east of Dogwood Road; and b) Access from Villa Avenue and from Cooley Road extended between Aten Road and the project site. Figure 2 1 shows the Project s Vicinity Map and Figure 2 2 shows a more detailed Project Area Map. 2

S a l t o n S e a City of Calipatria City of Westmorland City of Brawley City of Imperial City of Holtville City of El Centro Project Site City of Calexico M E X I C O N:\2782\Figures Date: 10/18/17 Figure 2-1 Vicinity Map

Project Site N:\2782\Figures Date: 10/18/17 Project Area Map Map data 2017 Google United States 2000 ft Figure 2-2

3.0 EXISTING CONDITIONS Effective evaluation of the traffic impacts associated with the proposed Project requires an understanding of the existing transportation system within the project area. Figure 3 1 shows an existing conditions diagram, including the study intersection and street segment lane configurations. 3.1 Existing Street Network The following is a description of the existing street network in the study area. State Route 111 (SR-111) is classified as a State Highway/Expressway on the Imperial County General Plan Circulation Element. SR-111 is a north-south highway that runs from I-10 in Riverside County to the international border. Within the study area, SR-111 is constructed as a four-lane divided north-south roadway, providing two lanes of travel per direction and the posted speed limit is generally 65 mph. Bike lanes are not provided, though the roadway is generally built with 8-foot shoulders. No bus stops are provided, and parking is not permitted along either side of the roadway. Aten Road is classified as a 6-Lane Prime Arterial circulation element road on the County of Imperial Circulation Element. It is currently constructed as a four-lane undivided roadway, providing two travel lanes per direction. This facility runs east-west and curbside parking is not permitted, the posted speed limit is 55mph and no bike lanes, bus stops, or paved shoulders are provided within the study area. E. Villa Avenue/East Villa Road is classified as a 4-Lane Arterial on the City of El Centro Circulation Element. It is currently constructed as a two-lane undivided roadway, providing one travel lane per direction. The facility runs west-east and transitions to an unpaved two-lane road halfway between N. Dogwood Road and Cooley Road. E. Villa Avenue changes name to East Villa Road east of N. Dogwood Road. No posted speed limit, bike lanes, bus stops, or paved shoulders are provided along E. Villa Avenue or East Villa Road within the study area. E. Commercial Avenue is classified as a Two-Lane Collector on the City of El Centro Circulation Element. It is currently constructed as a two-lane undivided roadway, providing one travel lane per direction. The facility runs west-east and curbside parking is intermittently permitted. A speed limit is not posted. Main Street / E. Evan Hewes Highway is classified as a Four-Lane Arterial element road on the City of El Centro Circulation Element. It is currently constructed as a four-lane undivided roadway with a Two-Way Left-Turn median (TWLTL) and providing two travel lanes per direction. The facility runs west-east. A posted speed limit of 40 mph was observed along with curbside parking permitted intermittently along both sides of the roadway. Main Street changes name to E. Evan Hewes Highway east of reet. N. Dogwood Road is classified as a Six-Lane Arterial on the City of El Centro Circulation Element. It is currently constructed as a two-lane undivided roadway, providing one travel lane per direction. 5

The facility runs north-south. A posted speed limit of 45 mph with no bike lanes or paved shoulders provided within the study area. reet is a non-circulation element road on the City of El Centro Circulation Element. It is currently constructed as a two-lane undivided roadway, providing one travel lane per direction. The facility runs north-south for approximately 1,200 feet before terminating. A speed limit is not posted. Cooley Road is classified as a 4-Lane Arterial on the City of El Centro Circulation Element. It is currently constructed as a two-lane undivided roadway south of E. Evan Hewes Highway, providing one travel lane per direction. 3.2 Existing Traffic Volumes Peak Hour Volumes Existing weekday AM and PM peak hour (7:00-9:00 AM and 4:00-6:00 PM) traffic volumes were commissioned at all the study area intersections. AM and PM peak hour manual turning movement counts were taken on Thursday, June 22, 2017. Daily Volumes Existing weekday street segment Average Daily Traffic (ADT) volumes were taken the week of June 19 th, 2017. Table 3 1 is a summary of the existing street segment average daily traffic within the project study area. Figure 3 2 shows the Existing Traffic Volumes. Appendix A contains the manual count sheets. TABLE 3 1 EXISTING TRAFFIC VOLUMES Street Segment ADT a Date Source N. Dogwood Road Aten Road to East Villa Road 5,430 June 2017 LLG East Villa Road to E. Commercial Avenue 5,060 June 2017 LLG South of Main Street 6,140 June 2017 LLG reet / E. Evan Hewes Highway N. Dogwood Road to reet 5,960 June 2017 LLG reet to Cooley Road 5,800 June 2017 LLG Cooley Road to Old Highway 111 5,300 June 2017 LLG East Villa Road N. Dogwood Road to Cooley Road 500E N/A LLG Footnotes: a. Average Daily Traffic Volumes. General Notes: E Estimated ADT assumes the AM peak hour, comprises 10% of the ADT. 6

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd (Dirt Rd) East Villa Rd Cooley Rd 55 55 55 1 2 2U 45 2U 4U 55 4U 55 4U 55 2U } 111 3 Project Site 4 5 6 8 9 2U 2U 4U 2U 7 4U 2U 4U 40 4U 55 Study Intersections Turn Lane Configurations 2U 4D 2U 2U 4D 4D 45 4D 55 45 55 Intersection Control # Number of Travel Lanes D / U Divided / Undivided Roadway Two-Way Left Turn Lane XX Posted Speed Limit Figure 3-1 Existing Conditions Diagram 1 2 3 E. Villa Ave East Villa Rd SR-111 4 5 E. Commercial St Dirt 6 7 SR-111 Cooley Rd 8 9 Old Hwy 111 N:\2782\Figures Date: 10/18/17

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd (Dirt Rd) East Villa Rd 6,100 1 2 5,430 } 111 500 3 Project Site 8 9 5,060 5,300 Study Intersections!# 7 5,800 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 5,960 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 6,140 [ Figure 3-2 Existing Traffic Volumes 1 2 3 28 / 27 0 / 2 6 / 9 7 / 10 272 / 298 15 / 35 3 / 1 6 / 3 4 / 1 36 / 38 445 / 639 0 / 2 8 / 6 200 / 228 17 / 48 21 / 38 160 / 188 18 / 7 E. Villa Ave East Villa Rd 1 / 3 220 / 292 5 / 5 14 / 7 0 / 0 2 / 3 359 / 217 388 / 439 4 / 3 32 / 24 5 / 1 126 / 207 SR-111 53 / 49 266 / 291 59 / 69 52 / 70 207 / 234 62 / 89 E. Commercial St 17 / 25 63 / 100 102 / 128 169 / 250 71 / 76 30 / 49 145 / 251 67 / 91 62 / 73 60 / 87 190 / 275 149 / 201 40 / 38 22 / 22 274 / 247 117 / 107 4 5 30 / 17 238 / 293 6 7 392 / 281 5 / 5 4 / 1 388 / 280 1 / 5 2 / 8 5 / 5 5 / 5 247 / 387 5 / 5 3 / 4 245 / 379 1 / 28 4 / 1 200 / 157 78 / 93 SR-111 Cooley Rd 8 9 40 / 49 489 / 727 46 / 71 17 / 13 344 / 290 8 / 13 Old Hwy 111 16 / 18 3 / 28 10 / 22 110 / 96 701 / 616 52 / 46 9 / 7 27 / 7 0 / 7 46 / 42 92 / 220 58 / 116 26 / 32 186 / 349 2 / 7 N:\2782\Figures Date: 10/18/17

4.0 ANALYSIS APPROACH AND METHODOLOGY Level of service (LOS) is the term used to denote the different operating conditions which occur on a given roadway segment under various traffic volume loads. It is a qualitative measure used to describe a quantitative analysis taking into account factors such as roadway geometries, signal phasing, speed, travel delay, freedom to maneuver, and safety. Level of service provides an index to the operational qualities of a roadway segment or an intersection. Level of service designations range from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions. Level of service designation is reported differently for signalized and unsignalized intersections, as well as for roadway segments. 4.1 Intersections Signalized intersections were analyzed under AM and PM peak hour conditions. Average vehicle delay was determined utilizing the methodology found in Chapter 18 of the 2010 Highway Capacity Manual (HCM), with the assistance of the Synchro (version 9) computer software. The delay values (represented in seconds) were qualified with a corresponding intersection Level of Service (LOS). Unsignalized intersections were analyzed under AM and PM peak hour conditions. Average vehicle delay and Levels of Service (LOS) was determined based upon the procedures found in Chapter 19 of the 2010 Highway Capacity Manual (HCM), with the assistance of the Synchro (version 9) computer software. The delay values (represented in seconds) were qualified with a corresponding intersection Level of Service (LOS). 4.2 Street Segments Street segment analysis is based upon the comparison of daily traffic volumes (ADTs) to the City of El Centro s and County of Imperial s Roadway Classification, Level of Service, and ADT Table. This table provides segment capacities for different street classifications, based on traffic volumes and roadway characteristics. The City of El Centro s and County of Imperial s Roadway Classification, Level of Service, and ADT Table is attached in Appendix B. 4.3 Study Area The following study area was analyzed based on discussions with City staff. Intersections: 1. N. Dogwood Road / Aten Road 2. SR-111 / Aten Road 3. N. Dogwood Road / East Villa Road 4. N. Dogwood Road / E. Commercial Avenue 5. N. Dogwood Road / reet 6. E. Evan Hewes Highway / reet 7. E. Evan Hewes Highway / Cooley Road 8. E. Evan Hewes Highway / Old Highway 111 9. E. Evan Hewes Highway / SR-111 9

Street Segments: 1. N. Dogwood Road: Aten Road to East Villa Road 2. N. Dogwood Road: East Villa Road to E. Commercial Avenue 3. N. Dogwood Road: Commercial Avenue to reet 4. N. Dogwood Road: South of reet 5. reet/e. Evan Hewes Highway: N. Dogwood Road to reet 6. reet/e. Evan Hewes Highway: reet to Cooley Road 7. reet/e. Evan Hewes Highway: Cooley Road to Old Highway 111 8. East Villa Road: N. Dogwood Road to Cooley Road 9. Cooley Road: Aten Road to East Villa Road (future) The intersection of Aten Road and Imperial Valley College was not included in the study area since it currently operates at a very good level of service and is expected to continue to operate well with the addition of project traffic. 10

5.0 SIGNIFICANCE CRITERIA 5.1 City of El Centro Facilities The significance criteria summarized in Table 5 1 developed by Linscott, Law and Greenspan, Engineers is based upon the City of El Centro s goal to operate at LOS C or better with LOS D acceptable during peak hours. 5.2 Caltrans Facilities SR-111 intersects Aten Road to the north and E. Evan Hewes Highway to the south within the study area within the Caltrans right-of-way (ROW). Therefore, identification of impacts at these locations were evaluated based on Caltrans significance criteria. Caltrans Guide for the Preparation of Traffic Impact Studies, December 2002, outlines recommended procedures for traffic study contents but does not identify specific traffic impact thresholds. Caltrans staff has indicated that there is a desire to maintain facility operations between LOS C and D levels, however, Caltrans acknowledges that this may not always be feasible. Specific traffic impact thresholds are typically identified by local Caltrans staff. For the purposes of this study, LOS D or better is considered acceptable and the City of El Centro s significance criteria, outlined above, was used for the determination of the significance of impacts for Caltrans maintained facilities where LOS E and F operations are calculated. 11

6.0 ANALYSIS OF EXISTING CONDITIONS 6.1 Peak Hour Intersection Levels of Service Table 6 1 summarizes the existing peak hour operations at the study area intersections. As seen in Table 6 1, all study intersections are calculated to operate at LOS C or better during both the AM and PM peak hours. Appendix C provides the intersection analysis worksheets for all scenarios. 6.2 Street Segment Levels of Service As seen in Table 6 2, all study area segments are calculated to currently operate at LOS B or better operations on a daily basis. 12

TABLE 6 1 EXISTING INTERSECTION OPERATIONS Intersection Control Type Peak Hour Delay a Existing LOS b 1. / Signal AM 10.2 B PM 11.3 B 2. SR-111 / Signal AM 15.0 B PM 15.6 B AM 13.9 B 3. / East Villa Road MSSC c PM 15.1 C 4. / E. Commercial Ave MSSC AM 11.4 B PM 13.1 B 5. / Signal AM 26.3 C PM 28.5 C 6. / MSSC AM 12.4 B PM 11.8 B 7. / Cooley Rd MSSC AM 11.1 B PM 12.0 B 8. / Old Hwy 111 MSSC AM 15.4 C PM 16.5 C 9. / SR-111 Signal AM 19.8 B PM 23.5 C Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service. c. Minor Street Stop Controlled intersection. Minor street left turn delay is reported. SIGNALIZED UNSIGNALIZED Delay LOS Delay LOS 0.0 10.0 A 0.0 10.0 A 10.1 to 20.0 B 10.1 to 15.0 B 20.1 to 35.0 C 15.1 to 25.0 C 35.1 to 45.0 D 25.1 to 35.0 D 45.1 to 80.0 E 35.1 to 50.0 E 80.1 F 50.1 F 13

N. Dogwood Road Street Segment TABLE 6 2 EXISTING STREET SEGMENT OPERATIONS Roadway Classification Capacity at LOS E a Existing ADT b LOS c V/C d Aten Road to East Villa Road 2-Lane Collector 12,000 5,430 A 0.453 East Villa Road to E. Commercial Avenue 2-Lane Collector 12,000 5,060 A 0.422 South of reet 2-Lane Arterial 18,000 6,140 A 0.341 reet / E. Evan Hewes Highway N. Dogwood Road to reet 4-Lane (U) Arterial 27,000 5,960 A 0.221 reet to Cooley Road 4-Lane (U) Arterial 27,000 5,800 A 0.215 Cooley Road to Old Highway 111 4-Lane (U) Arterial 27,000 5,300 A 0.196 East Villa Road N. Dogwood Road to Cooley Road 2-Lane Local 2,000 500 A 0.250 Footnotes: a. Capacities based on City of El Centro & County of Imperial Roadway Classification tables. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. 14

7.0 TRIP GENERATION/DISTRIBUTION/ASSIGNMENT The following is a discussion of the project trip generation calculations and the project traffic distribution and assignment through the local network. For the purposes of this report, three project generation forecasts were calculated: Phase 1 was assumed to develop 1 MSF, Phase II with a total of 2 MSF, and Phase 3 with a total of 3 MSF. 7.1 Trip Generation Traffic generation is expressed in vehicle trip ends, defined as one-way vehicular movements, either entering or exiting the generating land use. Generation rates used in the traffic forecasting procedure are found in the Ninth Edition of Trip Generation, published by the Institute of Transportation Engineers (ITE) [Washington D.C., 2012]. The trip generation potential for the proposed Project was forecast using ITE Land Use Code 140, Manufacturing. Table 7 1 summarizes the trip generation rates used in forecasting the vehicular trips generated by the proposed project and the project s peak hour and ADT trip generation amounts. A worse case assumption of no employees arriving via transit was assumed. 7.1.1 Project Phase 1 Trip Generation Forecast As shown in Table 7 1, the Project Phase 1 (1 MSF) is expected to generate a total of 3,820 daily trips (one half arriving, one half departing), with 730 trips in the AM peak hour (569 inbound, 161 outbound) and 730 trips in the PM peak hour (263 inbound, 467 outbound). 7.1.2 Project Phase 2 Trip Generation Forecast As shown in Table 7 1, the Project Phase 2 (2 MSF) is expected to generate a total of 7,640 daily trips (one half arriving, one half departing), with 1,460 trips in the AM peak hour (1,139 inbound, 321 outbound) and 1,460 trips in the PM peak hour (526 inbound, 934 outbound). 7.1.3 Project Phase 3 Trip Generation Forecast As shown in Table 7 1, the Project Phase 3 (3 MSF) is expected to generate a total of 11,460 daily trips (one half arriving, one half departing), with 2,190 trips in the AM peak hour (1,708 inbound, 482 outbound) and 2,190 trips in the PM peak hour (788 inbound, 1,402 outbound). 7.2 Trip Distribution / Assignment The project traffic was distributed and assigned to the roadway network based on existing travel patterns, the proposed improvements to East Villa Road and Cooley Road, the project s proximity to state highways and arterials, transit centers/stops, and residential neighborhoods. Figure 7 1 shows the Project traffic distribution with access provided only to Villa Avenue. Figure 7 2 shows the Project traffic distribution with access provided to Villa Avenue and Cooley Road extended between Aten Road and the Project site. Figure 7 3 shows the Project Phase 1 traffic volumes with access provided only to Villa Avenue. Figure 7 4 shows the Project Phase 2 traffic volumes with access provided to Villa Avenue and Cooley Road extended between Aten Road and 15

the Project site. Figure 7 5 shows the Project Phase 3 traffic volumes with access provided to Villa Avenue and Cooley Road extended between Aten Road and the Project site. 16

Land Use Size TABLE 7 1 PROJECT TRIP GENERATION Daily Trip Ends (ADTs) a AM Peak Hour PM Peak Hour Rate b Volume Rate In:Out Volume In:Out Volume Rate b Split% In Out Total Split% In Out Total Manufacturing 1 MSF 3.82/KSF 3,820 0.73/KSF 78:22 569 161 730 0.73/KSF 36:64 263 467 730 Manufacturing 2 MSF 3.82/KSF 7,640 0.73/KSF 78:22 1,139 321 1,460 0.73/KSF 36:64 526 934 1,460 Manufacturing 3 MSF 3.82/KSF 11,460 0.73/KSF 78:22 1,708 482 2,190 0.73/KSF 36:64 788 1,402 2,190 Footnotes: a. Trip-ends are one-way traffic movements, either entering or leaving. b. Rate is based on ITE Trip Generation Manual (9 th Ed.), rate for Manufacturing (Code 140). General Notes: 1. MSF = million square feet. KSF = thousand square feet. 17

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd (Dirt Rd) 3% East Villa Rd 3% 10% 100% 40% Cooley Rd 8% 23% 1 2 26% 26% 3% 34% } 111 3 10% 8 9 40% Project Site 63% 7 40% 4 5 6 33% Study Intersections 10% Inbound Local Trip Distribution Outbound Local Trip Distribution Local Trip Distribution X% X% XX% 1 2 3 E. Villa Ave East Villa Rd E. Commercial St 6 7 XX% Regional Trip Distribution SR-111 Cooley Rd Old Hwy 111 SR-111 4 5 8 9 Figure 7-1 Project Traffic Distribution (Villa Avenue Access Only - Phase 1) Dirt 8% 26% 8% 26% 63% N:\2782\Figures Date: 8/15/18 23% 34% 23% 3% 3% 34% 3% 63% 3% 60% 3% 60% 10% 10% 40% 10% 10% 40% 31% 3% 40% 40% 40% 40% 40% 2% 1% 40% 9% 31% 1% 9% 2%

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd 3% East Villa Rd 3% 10% 60% 30% 40% Cooley Rd 8% 23% 1 2 36% 4% 13% 4% 40% } 111 3 10% 8 9 30% Project Site 53% 7 30% 4 5 6 33% Study Intersections 10% Inbound Local Trip Distribution Outbound Local Trip Distribution Local Trip Distribution 1 2 3 E. Villa Ave East Villa Rd X% X% E. Commercial St 6 7 SR-111 Cooley Rd Old Hwy 111 SR-111 4 5 8 9 XX% XX% Regional Trip Distribution Figure 7-2 Project Traffic Distribution (Villa Avenue & Cooley Road Access - Phases 2 & 3) Dirt 4% 4% 4% 4% 53% 4% N:\2782\Figures Date: 8/15/18 23% 23% 3% 13% 4% 3% 53% 3% 50% 3% 50% 10% 10% 30% 10% 10% 30% 23% 13% 30% 30% 30% 30% 30% 10% 3% 30% 7% 23% 3% 7% 10%

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd (Dirt Rd) East Villa Rd 2,290 1 2 1,300 } 111 3,820 3 Project Site 8 9 2,410 1,530 Study Intersections!# 7 1,530 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 1,530 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 380 [ Figure 7-3 Project Phase 1 Volumes 1 2 3 55 / 159 5 / 14 101 / 294 194 / 90 131 / 61 46 / 21 148 / 69 E. Villa Ave East Villa Rd 17 / 8 358 / 165 57 / 26 17 / 8 37 / 108 5 / 14 13 / 37 42 / 122 SR-111 4 5 16 / 46 16 / 47 64 / 187 5 / 14 96 / 280 227 / 105 57 / 26 E. Commercial St 17 / 8 341 / 157 6 7 227 / 105 227 / 105 64 / 187 64 / 187 SR-111 Cooley Rd 8 9 Old Hwy 111 6 / 3 51 / 23 3 / 9 2 / 5 227 / 105 14 / 42 50 / 145 64 / 187 176 / 82 11 / 5 N:\2782\Figures Date: 10/18/17

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd East Villa Rd 3,820 1 2 10 3,060 310 } 111 3,060 4,580 3 Project Site 8 9 4,050 2,290 Study Intersections!# 7 2,290 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 2,290 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 760 [ Figure 7-4 Project Phase 2 Traffic Volumes 1 2 3 13 / 37 10 / 28 170 / 495 46 / 21 262 / 121 46 / 21 45 / 21 13 / 37 E. Villa Ave East Villa Rd 34 / 16 604 / 279 148 / 68 74 / 215 41 / 121 13 / 37 SR-111 4 5 E. Commercial St 6 7 SR-111 Cooley Rd 32 / 93 32 / 93 32 / 94 9 / 28 96 / 280 10 / 28 160 / 467 342 / 158 114 / 53 34 / 16 114 / 52 570 / 263 342 / 158 342 / 158 96 / 280 96 / 280 10 8 9 Old Hwy 111 410 / 189 34 / 16 80 / 37 342 / 158 45 / 21 22 / 65 74 / 215 96 / 280 Cooley Rd 13 / 37 115 / 336 262 / 121 114 / 52 N:\2782\Figures Date: 08/31/18

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd East Villa Rd 5,730 1 2 10 4,580 460 } 111 4,580 6,880 3 Project Site 8 9 6,070 3,440 Study Intersections!# 7 3,440 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 3,440 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 1,150 [ Figure 7-5 Project Phase 3 Traffic Volumes 1 2 3 19 / 56 15 / 42 255 / 743 68 / 32 393 / 181 68 / 32 69 / 31 19 / 56 E. Villa Ave East Villa Rd 51 / 24 905 / 418 222 / 102 111 / 323 63 / 182 19 / 56 SR-111 4 5 48 / 140 48 / 140 145 / 421 14 / 42 241 / 701 512 / 236 E. Commercial St 171 / 79 51 / 24 171 / 79 854 / 394 6 7 512 / 236 512 / 236 145 / 421 145 / 421 10 SR-111 Cooley Rd 8 9 48 / 140 15 / 42 Old Hwy 111 615 / 283 51 / 23 119 / 55 512 / 236 69 / 31 34 / 98 111 / 323 145 / 421 Cooley Rd 19 / 56 174 / 414 393 / 181 171 / 79 N:\2782\Figures Date: 08/31/18

8.0 CUMULATIVE PROJECTS Cumulative projects are other projects in the study area that will add traffic to the nearby circulation system in the near future. LLG reviewed potential projects in the City of El Centro, City of Imperial, and County of Imperial. Cumulative projects, as defined by Section 15355 of the CEQA Guidelines, are closely related past, present and reasonably foreseeable probable future projects. Following are brief descriptions of each of them: 1. Rosswood includes 148 single family units located south of Ross Road and ½ mile east of Dogwood Road. 2. Imperial Valley Commons includes 575,000 sf of Retail commercial along the north side of Danenberg Avenue and 1/3 mile east of Dogwood Road. 3. Palmilla Assisted Living Facility includes 422 bed assisted living facility located at 1402 W. Pico Avenue. 4. 4 th Street Properties includes three buildings totaling 12,000 sf, northeast corner of 4 th Street and Wake Avenue. 5. Stonefield includes 240 condominium units located east of Imperial Valley Mall. 6. Town Center Village Apartments includes 247 multifamily units located at 2100 N. 10 th Street. 7. El Centro Town Center Commercial/Manufacturing project includes 200,000 sf of light manufacturing and 240,000 sf of general commercial located on the west side of 8 th Street between Bradshaw Drive and Northern City limits. 8. Victoria Ranch Subdivision 5A includes 40 single family units located on the southwest corner of Aten Road and Legakes Avenue in the City of Imperial. 9. Willowbend includes 131 single family units located at the southwest corner of McCabe Road and SR-86. 10. Citrus Grove includes 120 single family units located at the southwest corner of McCabe Road and SR-86. 11. Linda Vista includes 232 single family units located north of McCabe Road and ¼ mile west of Clark Road. 12. PMB Medical Building includes 63,000 sf of medical office located at 852 E. Danenberg Drive. 23

13. El Centro Aquatic Center includes an eight-lane competition pool, a 2,025 square foot warm-up pool, a 1,605 square foot activity pool, and a 5,400 square foot lazy river. In addition a 4,350 square foot building is proposed to provide locker rooms, staff offices, a snack bar, storage, and a party room. The project is proposed to be located at the existing Adams Park, which is situated south of Adams Avenue, west of SR 86, north of Park Avenue and east of 6 th Street. 24

9.0 ANALYSIS OF NEAR-TERM SCENARIOS Traffic volumes from the thirteen identified cumulative projects were added to existing traffic volumes. In addition, a growth rate of 2% per year (3 years) was added to existing + cumulative projects traffic volumes traffic volumes to forecast the Near-Term Without Project traffic volumes. Figure 9 1 shows the Near-Term Without Project traffic volumes and Figure 9 2 shows the Near- Term With Phase 1 Project traffic volumes. Figure 9 3 shows the Near-Term With Phase 2 Project traffic volumes. Figure 9 4 shows the Near-Term With Phase 3 Project traffic volumes. Appendix C provides the intersection analysis worksheets for all scenarios. 9.1 Near-Term Without Project Intersection Analysis Table 9 1 summarizes the Near-Term peak hour intersection operations. As seen in Table 9 1, all study intersections are calculated to operate at LOS C or better in the near-term without project scenarios. 9.2 Near-Term Without Project Street Segment Operations Table 9 2 summarizes the Near-Term street segment operations. As seen in Table 9 2, all study area segments are calculated to operate at LOS B or better on a daily basis. 9.3 Near-Term With Project Phase 1 Intersection Analysis Table 9 1 summarizes the Near-Term peak hour intersection operations with the addition of project Phase 1 traffic. As seen in Table 9 1, all study intersections are calculated to operate at LOS D or better, with the exception of the following: Intersection #3. N. Dogwood Road / East Villa Road LOS F (AM and PM Peak Hours) Intersection #4. N. Dogwood Road / E. Commercial Avenue LOS E (PM Peak Hour) Based on the established significance criteria, significant impacts are calculated at these intersections. 9.4 Near-Term With Project Phase 1 Street Segment Operations Table 9 2 summarizes the Near-Term street segment operations with the addition of project Phase 1 traffic. As seen in Table 9 2, all study area segments are calculated to operate at LOS B or better on a daily basis, with the exception of the following: N. Dogwood Road: E. Commercial Avenue to reet LOS D East Villa Road: N. Dogwood Road to Cooley Road (Project Frontage) LOS F Based on the significance criteria, a significant impact is calculated along these segments. 25

9.5 Near-Term With Project Phase 2 Intersection Analysis Table 9 1 summarizes the Near-Term peak hour intersection operations with the addition of project Phase 2 traffic. As seen in Table 9 1, all study intersections are calculated to operate at LOS D or better, with the exception of the following: Intersection #8. E. Evan Hewes Highway / Old Highway 111 LOS E (PM Peak Hour) Based on the established significance criteria, significant impacts are calculated at this intersection. 9.6 Near-Term With Project Phase 2 Street Segment Operations Table 9 2 summarizes the Near-Term street segment operations with the addition of project Phase 2 traffic. As seen in Table 9 2, all study area segments are calculated to operate at LOS B or better on a daily basis, with the exception of the following: N. Dogwood Road: East Villa Avenue to E. Commercial Avenue LOS D N. Dogwood Road: E. Commercial Avenue to reet LOS E East Villa Road: N. Dogwood Road to Cooley Road (Project Frontage) LOS F Based on the significance criteria, a significant impact is calculated along these segments. 9.7 Near-Term With Project Phase 3 Intersection Analysis Table 9 1 summarizes the Near-Term peak hour intersection operations with the addition of project Phase 3 traffic. As seen in Table 9 1, all study intersections are calculated to operate at LOS D or better, with the exception of the following: Intersection #3. N. Dogwood Road / East Villa Road LOS F (AM and PM Peak Hours) Intersection #5. N. Dogwood Road / reet LOS F (AM Peak Hour) and LOS E (PM Peak Hour) Intersection #9. E. Evan Hewes Highway / SR-111 LOS E (PM Peak Hour) Based on the established significance criteria, significant impacts are calculated at these intersections. 26

9.8 Near-Term With Project Phase 3 Street Segment Operations Table 9 2 summarizes the Near-Term street segment operations with the addition of project Phase 3 traffic. As seen in Table 9 2, all study area segments are calculated to operate at LOS B or better on a daily basis, with the exception of the following: N. Dogwood Road: East Villa Avenue to E. Commercial Avenue LOS F N. Dogwood Road: E. Commercial Avenue to reet LOS F East Villa Road: N. Dogwood Road to Cooley Road (Project Frontage) LOS F Based on the significance criteria, a significant impact is calculated along these segments. 27

TABLE 9 1 NEAR-TERM INTERSECTION OPERATIONS Intersection Control Type 1. / Signal 2. SR-111 / Signal 3. / East Villa Rd 4. / E. Commercial Ave MSSC c / Signal MSSC / Signal 5. / Signal 6. / 7. / Cooley Rd 8. / Old Hwy 111 9. / SR-111 MSSC MSSC MSSC / Signal Signal Peak Hour Existing Near-Term Without Project Near-Term With Project Phase I Delay a LOS b Delay a LOS b Delay a LOS b Δ d Sig Impact? Near-Term With Project Phase II e Delay a LOS b Δ d Sig Impact? Near-Term With Project Phase III f Delay a LOS b Δ d Sig Impact? AM 10.2 B 10.5 B 14.0 B 3.5 None 10.9 B 0.4 None 11.3 B 0.8 None PM 11.3 B 12.0 B 16.0 B 4.0 None 12.4 B 0.4 None 12.6 B 0.6 None AM 15.0 B 16.2 B 17.6 B 1.4 None 42.9 D 26.7 None 26.7 C 10.5 None PM 15.6 B 16.6 B 17.8 B 1.2 None 28.1 C 11.5 None 39.2 D 22.6 None AM 13.9 B 14.7 B 269.8 F 255.1 Yes 34.8 C 20.1 None 111.7 F 97 Yes PM 15.1 C 17.0 C 805.6 F 788.6 Yes 43.6 D 26.6 None 117.5 F 100.5 Yes AM 11.4 B 11.8 B 19.3 C 7.5 None 8.8 A -3.0 None 14.4 B 2.6 None PM 13.1 B 15.0 B 35.9 E 20.9 Yes 16.3 B 1.3 None 43.4 D 28.4 None AM 26.3 C 27.2 C 36.3 D 9.1 None 38.4 D 11.2 None 112.4 F 85.2 Yes PM 28.5 C 32.2 C 36.8 D 4.6 None 41.6 D 9.4 None 68.9 E 36.7 Yes AM 12.4 B 13.0 B 17.2 C 4.2 None 20.2 C 7.2 None 26.2 D 13.2 None PM 11.8 B 12.4 B 15.1 C 2.7 None 17.0 C 4.6 None 20.5 C 8.1 None AM 11.1 B 11.4 B 13.2 B 1.8 None 14.3 B 2.9 None 16.4 C 5.0 None PM 12.0 B 12.6 B 15.9 C 3.3 None 18.2 C 5.6 None 22.8 C 10.2 None AM 15.4 C 16.4 C 23.5 C 7.1 None 29.0 D 12.6 None 13.5 B -2.9 None PM 16.5 C 18.3 C 27.5 D 9.2 None 35.6 E 17.3 Yes 13.2 B -5.1 None AM 19.8 B 21.6 C 26.3 C 4.7 None 39.7 D 18.1 None 36.0 D 14.4 None PM 23.5 C 25.9 C 32.2 C 6.3 None 42.7 D 16.8 None 63.4 E 37.5 Yes Footnotes: a. Average delay expressed in seconds per vehicle. b. Level of Service. c. MSSC Minor Street Stop Controlled Intersection. Minor street left turn delay is reported. d. Δ denotes an increase in delay due to Project. e. Phase 1 mitigation assumed in place. f. Phase 1 and 2 mitigation assumed in place. SIGNALIZED UNSIGNALIZED Delay LOS Delay LOS 0.0 10.0 A 0.0 10.0 A 10.1 to 20.0 B 10.1 to 15.0 B 20.1 to 35.0 C 15.1 to 25.0 C 35.1 to 55.0 D 25.1 to 35.0 D 55.1 to 80.0 E 35.1 to 50.0 E 80.1 F 50.1 F 28

Street Segment N. Dogwood Road Aten Road to East Villa Road East Villa Road to E. Commercial Avenue Commercial Avenue to Main Street Roadway Classification Capacity at LOS E a Existing Near-Term Without Project TABLE 9 2 NEAR-TERM STREET SEGMENT OPERATIONS Near-Term With Project Phase I ADT b LOS c V/C d ADT LOS V/C ADT LOS V/C Δ e Sig Impact? Near-Term With Project Phase II ADT LOS V/C Δ e Sig Impact? Near-Term With Project Phase III ADT LOS V/C Δ e Sig Impact? 2-Lane Collector 12,000 5,430 A 0.453 6,360 B 0.530 7,660 C 0.638 0.108 None 6,670 B 0.556 0.026 None 6,820 B 0.568 0.038 None 2-Lane Collector 12,000 5,060 A 0.422 5,960 A 0.497 8,370 C 0.698 0.201 None 10,010 D 0.834 0.338 Yes 12,030 F 1.003 0.506 Yes 2-Lane Collector 12,000 6,100 B 0.508 7,000 B 0.583 9,290 D 0.774 0.191 Yes 10,820 E 0.902 0.318 Yes 12,730 F 1.061 0.478 Yes South of reet 2-Lane Arterial 18,000 6,140 A 0.341 6,520 A 0.632 6,900 A 0.383 0.021 None 7,280 A 0.404 0.042 None 7,670 A 0.426 0.064 None reet / E. Evan Hewes Highway N. Dogwood Road to N. Earls Street reet to Cooley Road Cooley Road to Old Highway 111 4-Lane (U) Arterial 4-Lane (U) Arterial 4-Lane (U) Arterial 27,000 5,960 A 0.221 6,770 A 0.251 8,300 A 0.307 0.057 None 9,060 A 0.336 0.085 None 10,210 A 0.378 0.127 None 27,000 5,800 A 0.215 6,450 A 0.239 7,980 A 0.296 0.057 None 8,740 A 0.324 0.085 None 9,890 A 0.366 0.127 None 27,000 5,300 A 0.196 5,770 A 0.214 7,300 A 0.270 0.057 None 8,060 A 0.299 0.085 None 9,210 A 0.341 0.127 None East Villa Road N. Dogwood Road to Cooley Road Cooley Road Aten Road to East Villa Road 2-Lane Local 2,000 500 A 0.250 500 A 0.250 4,320 F 2.160 1.910 Yes 5,080 F 2.540 2.290 Yes 7,380 F 3.690 3.440 Yes 2-Lane Collector 10,000 3,060 A.306 None 4,580 B 0.458 0.152 None Footnotes: a. Capacities based on City of El Centro & County of Imperial Roadway Classification tables. b. Average Daily Traffic. c. Level of Service. d. Volume to Capacity ratio. e. Δ denotes an increase in V/C due to Project. f. Cooley Road estimated to operate with a capacity of 10,000 ADT due to little to no side street friction. 29

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd (Dirt Rd) East Villa Rd 7,000 1 2 6,360 } 111 500 3 Project Site 8 9 5,960 5,770 7 6,450 4 5 6 Study Intersections!# 6,770 AM / PM Intersection Peak Hour Volumes AM / PM Average Daily Traffic Volumes X,XXX 6,520 [ Figure 9-1 Near-Term Without Project Phase 1 Project Traffic Volumes 1 2 3 30 / 29 0 / 2 6 / 10 7 / 11 295 / 339 16 / 37 3 / 1 6 / 3 4 / 1 45 / 49 488 / 694 0 / 2 8 / 6 221 / 253 18 / 51 27 / 47 178 / 223 19 / 7 E. Villa Ave East Villa Rd 1 / 3 240 / 349 5 / 5 15 / 7 0 / 0 2 / 3 383 / 232 429 / 482 4 / 3 36 / 33 5 / 1 137 / 222 64 / 92 166 / 253 42 / 40 24 / 27 295 / 273 124 / 113 SR-111 4 5 57 / 53 285 / 309 71 / 95 55 / 74 234 / 298 67 / 95 32 / 18 259 / 334 E. Commercial St 18 / 27 76 / 134 73 / 95 208 / 331 6 7 1 / 5 2 / 8 268 / 426 5 / 5 3 / 4 268 / 420 1 / 30 4 / 1 216 / 179 83 / 99 120 / 103 5 / 5 125 / 180 764 / 673 5 / 5 192 / 321 55 / 49 84 / 108 32 / 52 156 / 270 86 / 133 423 / 312 5 / 5 4 / 1 420 / 313 SR-111 Cooley Rd 8 9 42 / 52 538 / 792 49 / 75 18 / 14 372 / 321 8 / 14 Old Hwy 111 17 / 19 3 / 30 11 / 23 10 / 7 29 / 7 0 / 7 49 / 45 102 / 245 63 / 127 28 / 34 203 / 386 2 / 7 N:\2782\Figures Date: 10/18/17

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd (Dirt Rd) East Villa Rd 9,290 1 2 7,660 } 111 4,320 3 Project Site 8 9 8,370 7,300 Study Intersections!# 7 7,980 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 8,300 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 6,900 [ Figure 9-2 Near-Term + Project Phase 1 Traffic Volumes 1 2 3 85 / 188 5 / 16 107 / 304 7 / 11 295 / 339 210 / 127 176 / 110 488 / 694 0 / 2 3 / 1 6 / 3 4 / 1 8 / 6 221 / 253 166 / 120 27 / 47 224 / 244 19 / 7 E. Villa Ave East Villa Rd 15 / 7 17 / 8 1 / 3 240 / 349 363 / 170 2 / 3 400 / 240 429 / 482 4 / 3 73 / 141 5 / 1 142 / 236 64 / 92 179 / 290 84 / 162 24 / 27 295 / 273 124 / 113 SR-111 4 5 284 / 158 285 / 309 71 / 120 250 / 345 131 / 282 37 / 32 355 / 614 71 / 95 E. Commercial St 89 / 78 156 / 270 86 / 133 35 / 35 76 / 134 125 / 180 249 / 347 84 / 108 73 / 95 549 / 488 6 7 650 / 417 5 / 5 4 / 1 647 / 418 1 / 5 2 / 8 332 / 613 5 / 5 3 / 4 332 / 607 1 / 30 10 / 4 267 / 202 83 / 99 296 / 185 5 / 5 775 / 678 5 / 5 55 / 49 SR-111 Cooley Rd 8 9 42 / 52 541 / 801 51 / 80 18 / 14 599 / 426 8 / 14 Old Hwy 111 17 / 19 3 / 30 11 / 23 49 / 45 10 / 7 29 / 7 0 / 7 116 / 287 113 / 272 28 / 34 267 / 573 2 / 7 N:\2782\Figures Date: 10/18/17

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd East Villa Rd 10,820 1 2 3,060 6,670 } 111 5,080 3 Project Site 8 9 10,010 8,060 Study Intersections!# 7 8,740 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 9,060 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 7,280 [ Figure 9-3 Near-Term + Project Phase 2 Traffic Volumes 1 2 3 43 / 66 10 / 30 176 / 505 7 / 11 295 / 339 62 / 58 307 / 170 488 / 694 0 / 2 3 / 1 6 / 3 4 / 1 21 / 43 221 / 253 18 / 51 27 / 47 224 / 244 64 / 28 E. Villa Ave East Villa Rd 1 / 3 240 / 349 609 / 284 15 / 7 34 / 16 2 / 3 531 / 300 429 / 482 4 / 3 110 / 248 5 / 1 178 / 343 64 / 92 179 / 290 42 / 40 24 / 27 295 / 273 124 / 113 SR-111 4 5 399 / 211 285 / 309 71 / 95 87 / 167 266 / 392 163 / 375 42 / 46 419 / 801 E. Commercial St 146 / 105 156 / 270 52 / 43 76 / 134 125 / 180 306 / 373 84 / 108 86 / 133 73 / 95 778 / 594 6 7 765 / 470 5 / 5 4 / 1 762 / 471 1 / 5 2 / 8 364 / 706 5 / 5 3 / 4 364 / 700 1 / 30 38 / 17 296 / 216 83 / 99 382 / 224 5 / 5 878 / 725 5 / 5 55 / 49 SR-111 Cooley Rd 8 9 42 / 52 570 / 885 58 / 103 18 / 14 714 / 479 8 / 14 Old Hwy 111 17 / 19 3 / 30 11 / 23 10 / 7 29 / 7 0 / 7 49 / 45 124 / 310 137 / 342 28 / 34 299 / 666 2 / 7 N:\2782\Figures Date: 08/31/18

Old Hwy 111 E. Villa Ave Commercial St Cooley Rd Cooley Rd East Villa Rd 12,730 1 2 4,580 6,820 } 111 7,380 3 Project Site 8 9 12,030 9,210 Study Intersections!# 7 9,890 4 5 6 AM / PM Intersection Peak Hour Volumes AM / PM 10,210 Estimated Average Daily Traffic Volumes based on AM peak hour volumes X,XXX 7,670 [ Figure 9-4 Near-Term + Project Phase 3 Traffic Volumes 1 2 3 49 / 85 15 / 44 261 / 753 7 / 11 295 / 339 84 / 69 438 / 230 488 / 694 0 / 2 3 / 1 6 / 3 4 / 1 27 / 62 221 / 253 18 / 51 27 / 47 246 / 255 88 / 38 E. Villa Ave East Villa Rd 1 / 3 240 / 349 910 / 423 15 / 7 51 / 24 2 / 3 605 / 334 429 / 482 4 / 3 147 / 356 5 / 1 200 / 404 64 / 92 185 / 309 42 / 40 24 / 27 295 / 273 124 / 113 SR-111 4 5 569 / 289 285 / 309 71 / 95 103 / 214 282 / 438 212 / 516 46 / 60 500 / 1035 E. Commercial St 203 / 131 156 / 270 86 / 133 73 / 95 1062 / 725 69 / 51 76 / 134 125 / 180 363 / 400 84 / 108 6 7 935 / 548 5 / 5 4 / 1 932 / 549 1 / 5 2 / 8 5 / 5 5 / 5 413 / 847 5 / 5 3 / 4 413 / 841 1 / 30 55 / 24 335 / 234 83 / 99 SR-111 Cooley Rd 8 9 42 / 52 586 / 932 64 / 117 18 / 14 884 / 557 8 / 14 Old Hwy 111 17 / 19 3 / 30 11 / 23 513 / 284 935 / 752 55 / 49 10 / 7 29 / 7 0 / 7 49 / 45 136 / 343 174 / 450 28 / 34 348 / 807 2 / 7 N:\2782\Figures Date: 08/31/18

10.0 SITE ACCESS Access is proposed to initially be from East Villa Road and then subsequently via the extension of Cooley Road as a 2-lane road between Aten Road and East Villa Road. Dedicated left-turn pockets should be provided at each access point on East Villa Road. Also, access should be provided to the site via Cooley Road south of Villa Avenue along the project frontage once this roadway is extended. A two-lane East Villa Road is sufficient to accommodate project traffic but the project should dedicate right-of-way along the project frontage to 4-Lane Arterial standards. Two lanes is also sufficient along the Cooley Road frontage (until Cooley Road is extended between the site and Evan Hewes Highway), but dedication to Four-Lane Arterial standard should occur. 34

11.0 PHASING ANALYSIS RESULTS The analysis shows that the access can be provided only to East Villa Road up until about 1.5 MSF of development. At this point, Cooley Road would need to be extended between Aten Road and the project site as a 2-lane roadway. The analysis also shows that access would need to be provided via an extension of Cooley Road between East Villa Road and E. Evan Hewes Highway (or Dogwood Road would need to be widened to 4 lanes between Villa Road and reet) once the site development reaches about 3 MSF. 35

12.0 TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) plans are comprised of features, practices and incentives to encourage employees and visitors to use alternate forms of transportation other than single occupancy vehicles. The goal of these plans is to reduce and/or remove vehicle trips out of the peak hours, thereby relieving congestion. The project should provide a comprehensive TDM plan. Features of the plan should include. 1. Provide subsidized transit passes to all employees. 2. Provide a shuttle from heavier populated areas to the project site. 3. Provide preferred parking spaces for employees who carpool. 4. Allow annual monitoring of the TDM program by City staff. 5. Stagger work shift times to avoid the hours of 7-8AM and 4-6PM in terms of start and end times. 36

13.0 SIGNIFICANCE OF IMPACTS AND MITIGATION MEASURES Following is a description of the calculated significant impacts based on the established significance criteria along with recommendations for mitigation measures. 13.1 Significant Impacts Prior to Mitigation Per the established significance thresholds and the analysis methodology presented in this report, Project-related traffic is calculated to result in the following significant impacts. The following section identifies the significance of impacts and recommended mitigation to address the identified cumulative impacts. 13.1.1 Phase 1 Significant Impacts INTERSECTIONS: TRA-1. TRA-2. STREET SEGMENTS: Intersection. #3. N. Dogwood Road / E. Villa Road Intersection. #4. N. Dogwood Road / E. Commercial Avenue TRA-3. TRA-4. N. Dogwood Road between E. Commercial Avenue and reet E. Villa Road between N. Dogwood Road to Cooley Road 13.1.2 Phase 2 Significant Impacts INTERSECTIONS: TRA-5. Intersection #8. E. Evan Hewes Highway / Old Highway 111 STREET SEGMENTS: TRA-6. TRA-7. TRA-8. N. Dogwood Road between East Villa Road and E. Commercial Avenue N. Dogwood Road between E. Commercial Avenue and reet E. Villa Road between N. Dogwood Road to Cooley Road 13.1.3 Phase 3 Significant Impacts INTERSECTIONS: TRA-9. Intersection. #3. N. Dogwood Road / E. Villa Road TRA-10. Intersection #5. N. Dogwood Road / reet TRA-11. Intersection #9. E. Evan Hewes Highway / SR-111 STREET SEGMENTS: TRA-12. N. Dogwood Road between East Villa Road and E. Commercial Avenue TRA-13. N. Dogwood Road between E. Commercial Avenue and reet TRA-14. E. Villa Road between N. Dogwood Road to Cooley Road 37

13.2 Mitigation Measures The project is calculated to have significant impacts at several study area intersections. The following summarizes the recommended mitigation measures. A trial and error exercise was conducted to determine the approximate square footage (sf) which could be built before the Phase I mitigation would be necessary. The results are indicated within each mitigation measure. 13.2.1 Phase 1 Mitigation Measures INTERSECTIONS: TRA-1. TRA-2. STREET SEGMENTS: Intersection #3. N. Dogwood Road / E. Villa Road Prior to the construction of 300,000 sf of development, install a traffic signal and restripe the intersection to the following: - Southbound provide a dedicated left-turn lane and shared thru / right-turn lane. - Northbound provide a dedicated left-turn lane, thru, and right-turn lane. - Westbound provide a dedicated left-turn lane, thru, and right-turn lane (with overlap phase). - Eastbound provide a dedicated left-turn lane and shared thru / right-turn lane. Intersection #4. N. Dogwood Road / E. Commercial Street Prior to the construction of 900,000 sf of development, provide a traffic signal. TRA-3. N. Dogwood Road between East Villa Road and E. Commercial Avenue The intersection improvements at Dogwood Road / East Villa Road and Dogwood / E. Commercial Street would mitigate the segment impact TRA-4. E. Villa Road between N. Dogwood Road and Cooley Road Segment Widen E. Villa Road to 2-lane Arterial standards between N. Dogwood Road and the furthest east project driveway. The extension to Cooley Road would not be needed until Cooley Road is built. 13.2.2 Phase 2 Mitigation Measures INTERSECTIONS: TRA-5. Intersection #8. E. Evan Hewes Highway / Old Highway SR-111 Two options are available. The first is to signalize and the second is to install a raised median to limit the northbound and southbound approaches to right-turn out (northbound and southbound) movements. 38

STREET SEGMENTS: TRA-6. N. Dogwood Road between East Villa Road and E. Commercial Avenue Extend Cooley Road between Aten Road and the project site as a 2-lane roadway. Signalize the Cooley Road / Aten Road intersection and provide a dedicated westbound left-turn lane and two northbound lanes, one left-turn and one rightturn lane. Northbound Right-Turn Overlap (RTOL) Phasing should be provided. TRA-7. E. Villa Road between N. Dogwood Road and Cooley Road Segment Phase 1 mitigation will mitigate this impact. TRA-8. N. Dogwood Road between E. Commercial Avenue and reet Extend Cooley Road between Aten Road and the project site as a 2-lane roadway. 13.2.3 Phase 3 Mitigation Measures INTERSECTIONS: TRA-9. Intersection #3. N. Dogwood Road / E. Villa Road Provide the following: - Southbound provide a dedicated left-turn lane and shared thru / right-turn lane. - Northbound provide a dedicated left-turn lane, thru lane, and dual right-turn lanes. - Westbound provide a dedicated left-turn lane, a shared thru / left-turn lane, and a dedicated right-turn lane (with overlap phase). - Eastbound provide a dedicated left-turn lane and shared thru / right-turn lane. A second southbound lane on Dogwood Road between East Villa Avenue and E. Commercial Street and a second eastbound lane on East Villa Avenue would be necessary. If Cooley Road was built between the site and E. Evan Hewes Highway, the second westbound left-turn lane at the Dogwood East Villa Road intersection and the second southbound lane on Dogwood Road would not be necessary. TRA-10. Intersection #5. N. Dogwood Road / reet Modify the signal timing to change the north/south approach to protected left-turn phasing. The north/south phasing at this intersection is currently split phase. Split phasing is less efficient that protected left-turn phasing and is typically used where one reciprocal approach has a heavy left-turn movement and the opposing approach does not, thus providing additional green time to that greater movement and increasing the delay at the minor approach. The left-turns at the north/south approaches are fairly balanced. Thus, changing this phase to protected left-turn phasing would improve operations at this location. 39