The document summarizes the existing traffic conditions and assesses the potential traffic impacts of the proposed Vista Calvary Church project. It finds that under existing conditions, with the addition of project traffic and a right-turn only driveway, two intersections would operate at an unacceptable level of service on Sundays. However, with signalization of the driveway, all intersections would operate acceptably. The analysis considers different traffic scenarios to determine if the project would cause traffic to exceed established standards.

1. Calvary Chapel Church and School Draft EIR 4.8 Land Use
4.11 TRAFFIC
The information provided in this EIR section is summarized form the project-specific traffic impact analysis
prepared by Wilson & Company on September 20, 2006. This report describes the existing traffic and
circulation conditions in the project area and assesses the impacts anticipated to result from implementation of
the Vista Calvary Church project.
4.11.1 EXISTING CONDITIONS
The project site is located in the northwestern portion of the City of Vista on the west side of North Melrose
Drive, between North Avenue and Oceanside Boulevard.
STUDY AREA
The Traffic Impact Studies Guidelines in the 2002 CMP Update states that the defined study area must
include all roadways and freeways where the proposed project will add 50 or more peak hour trips. The Select
Zone Assignment predicts the project trip assignments on the street network using a computer model. Figure
4.11-1 shows the locations and existing conditions of the intersections within the study area. They are also
listed below.
Roadway Segments
1. North Santa Fe Avenue
2. North Melrose Drive
3. Oceanside Boulevard
4. Bobier Drive
5. North Avenue
6. Olive Avenue
7. Cooper Drive
Intersections
1. North Melrose Drive/ North Santa Fe Avenue;
2. North Melrose Drive/ Oceanside Boulevard/Bobier Drive;
3. North Melrose Drive/ North Avenue;
4. North Melrose Drive/ Oliver Avenue;
5. North Melrose Drive/ Copper Drive;
6. Temple Heights Drive/ Oceanside Boulevard;
7. North Santa Fe Avenue/ Bobier Drive;
8. Maryland Drive/ North Avenue;
9. Project Driveway @ North Melrose Drive (with project scenarios); and
10. Project Driveway @ North Avenue (with project scenarios).
EXISTING HIGHWAY AND STREET NETWORK
The following is a brief description of the existing roadway system in the project area.
North Santa Fe Avenue is currently a 4-lane roadway with a raised median or a continuous left-turn lane,
with the exception of the segment between North Melrose Drive and Taylor Street which is a 2-lane roadway
with a continuous left-turn lane. The posted speed limits range between 35mph and 50 mph. The roadway is
classified as a 4-lane Major Arterial in the City of Vista General Plan Circulation Element.
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2. 4.8 Land Use Calvary Chapel Church and School Draft EIR
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Figure 4.11.1
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3. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Figure 4.11.1
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4. 4.8 Land Use Calvary Chapel Church and School Draft EIR
North Melrose Drive is classified as a 6-lane Prime Arterial in the City of Vista General Plan Circulation
Element, providing access to SR-78 and linking northern and southern areas of Vista. North Melrose Drive is
currently a 4-lane roadway with a continuous left-turn lane, on-street parking and bicycle lanes on both ides
between West Vista Way and Oceanside Boulevard/Bobier Drive, and narrows to 2-lane undivided roadway
as it approaches North Santa Fe Avenue. The posted speed limits along this facility range between 40 mph
and 45 mph. The City of Oceanside plans to extent North Melrose Drive north of North Santa Fe Avenue to
connect with SR-76, which is included in the future (Year 2030) roadway network assumptions. North
Melrose Drive will provide direct access to the proposed Vista Calvary Chapel project.
Oceanside Boulevard is currently a 4-lane roadway with a raised median and bicycle lanes on both sides of
the roadway. The posted speed limit is 50 mph. Oceanside Boulevard is classified as a 4-lane Major Arterial
in the City of Oceanside General Plan Circulation Element.
Bobier Drive is currently a 4-lane roadway with a continuous left-turn lane and parking and bicycle lanes on
both sides. The posted speed limit is 40 mph. This facility is classified as a 4-lane Major Arterial in the City
of Vista General Plan Circulation Element.
North Avenue is currently a 2-lane roadway with a posted speed limit of 30 mph in the City of Vista. It is
classified as a 4-lane Collector from the western City (Vista) limit to North Melrose Drive and a 2-lane Light
Collector, east of North Melrose Drive. In the City of Oceanside, this facility is currently a 2-lane roadway
with a continuous left-turn lane and is classified as a 4-lane Secondary Arterial. North Avenue will provide
direct access to the proposed Vista Calvary Chapel project.
Olive Avenue, east of North Melrose Drive is currently a 2-lane roadway with a posted speed limit of 25
mph. West of North Melrose Drive, this facility is a 3-lane (1-westbound and 2-eastbound) with a continuous
left-turn lane. Olive Avenue is classified as a 4-lane Collector in the City of Vista Circulation Element with
the exception of the segment between Melrose Drive and Plymouth Drive which is classified as a 4-lane
Major Arterial.
Copper Drive is currently a 2-lane roadway with a posted speed of 25 mph. This facility provides access to
local residential neighborhoods. Copper Drive is not a designated Circulation Element roadway.
LEVEL OF SERVICE STANDARDS
Roadway Segments
Roadway system operating conditions are typically described in terms of “Level of Service” (LOS). LOS is a
measure of a roadway or intersection operating performance and the motorists’ perception of roadway
performance. Roadway segment LOS is based on functional classification of the roadway, the maximum
capacity, roadway geometrics, and existing or forecast average daily traffic volumes (ADT). LOS is
expressed as a letter designation from A to F, with A representing the best operating condition, and F
representing the worst. Table 4.11-1 shows the City of Vista’s roadway segment LOS standards and Table
4.11-2 shows the City of Oceanside’s roadway segment LOS standards.
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5. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Table 4.11-1. City of Vista Roadway Segment LOS Standards
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Table 4.11-2. City of Vista Roadway Segment LOS Standards
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Intersections
Intersection performance is also expressed in terms of LOS with grades of performance from A to F. Different
criteria are used for signalized and unsignalized intersections. The definitions are generally based on delays
experienced by motorists. Definitions of signalized intersection LOS are shown in Table 4.11-3, and
definitions of unsignalized intersection LOS are shown in Table 4.11-4.
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6. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Table 4.11-3 Signalized Intersection Levels of Service
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Table 4.11-4 Unsignalized Intersection Levels of Service
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7. Calvary Chapel Church and School Draft EIR 4.8 Land Use
EXISTING TRAFFIC CONDITIONS
Roadway Segments
Table 4.11-7 shows the existing traffic volumes and LOS for the roadway segments serving the project area.
The study area roadway segments are calculated to operate at an acceptable LOS C or better, with the
following exceptions:
• North Santa Fe Avenue from North Melrose Drive to Taylor Street (LOS F)
• North Melrose Drive from Copper Drive to West Vista Way (LOS D)
• North Avenue from Maryland Drive to North Melrose Drive (LOS E)
• North Avenue from North Melrose Drive to East Drive (LOS E)
Intersections
The signalized and unsignalized intersections in the project study area were analyzed under AM and PM peak
hour conditions. Table 4.11-8 shows intersection LOS and average vehicle delay results for these intersections
as calculated in the Wilson & Company report. As shown in this table, all intersections in the project area are
anticipated to operate at acceptable LOS D or better during AM and PM peak hours (the times of day
experiencing the heaviest traffic), as well as during Sunday AM peak hour under existing conditions.
CONGESTION MANAGEMENT program COMpLIANCE
The Congestion Management program (CMP), adopted on November 22, 1991, is intended to link land use,
transportation, and air quality through LOS performance. The CMP requires an Enhanced CEQA Review for
projects that are expected to generate more than 2,400 ADT or more than 200 peak hour trips. As the project
trip generation exceeds the CMP thresholds, a CMP analysis is triggered.
In 1993, the Institute of Transportation Engineers California Border Section and the San Diego Region Traffic
Engineer’s Council established a set of guidelines to be used in the preparation of traffic impact studies that
are subject to the Enhanced CEQA review process. These guidelines were updated in January 2003. This
published document is titled 2002 Congestion Management Pogramn Update. The guidelines require that a
project study area be established for:
• All streets and intersections on CMP arterials where the project will add 50 or more peak hour trips in
either direction.
• Mainline freeway locations where the project will add 150 or more peak hour trips in either direction.
4.11.2 IMPACT SIGNIFICANCE CRITERIA
Implementation of the proposed project would result in a significant direct impact on traffic or circulation if
the proposed project would:
• Cause an increase in traffic that is substantial in relation to the existing traffic load and capacity of the
street system;
• Exceed, either individually or cumulatively, a level of service standard established for designated
roadways;
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8. 4.8 Land Use Calvary Chapel Church and School Draft EIR
• Substantially increase hazards due to a design feature or incompatible uses;
• Result in inadequate emergency access; and/or
• Result in inadequate parking capacity.
The first two impacts above shall be assessed using the criteria described below.
• Intersections – At signalized intersections operating at LOS E or F, an increase in delay of more than
2.0 seconds would be significant. For unsignalized intersections, these thresholds do not apply.
Significance at unsignalized intersections is determined for intersections operating at LOS E or F,
based on the increase of delay that a project would have compared to the total delay, and whether the
increase associated with project traffic would be perceptible to a driver.
• Street Segments – On street segments operating at LOS E or F on a daily (24-hour) basis, an increase
of more than 0.02 in the V/C ratio and/or decrease in the speed of more than one mile per hour would
be significant.
• Cumulative Analysis – In the longer-range cumulative condition (2030), if the addition of project
traffic would result in an LOS dropping from LOS D or better to LOS E or F, or the addition of
project traffic would contribute to the average vehicle delay at an intersection operating at LOS E or
F, the project would result in a cumulatively significant impact. Under this condition, the project
applicant would be responsible for contributing a fairshare toward mitigation of the intersection LOS
to pre-development conditions or better.
Impacts would be less than significant if implementation of the proposed project would result in an LOS
of D or better, regardless of change in V/C ration or delay.
4.11.3 ISSUES 1 AND 2 – INCREASES IN TRAFFIC AND
EXCEEDANCE OF LOS STANDARDS
Would the proposed project cause an increase in traffic which is substantial in relation to the existing
traffic load and capacity of the street system?
Would the proposed project exceed, either individually or cumulatively, a level of service standard
established by the county congestion management agency for designated roads or highways?
IMPACT ANALYSIS
Operational Traffic Impacts
The following six scenarios were analyzed to determine the proposed project’s impact on traffic.
Existing Conditions. Used to establish the baseline of traffic operations within the study area.
Existing Plus Project Conditions. Represents existing traffic conditions with the addition of the proposed
Vista Calvary Church project traffic.
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9. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Near Term Base Conditions. Establishes a near-term non-project baseline against which traffic generated by
the proposed Vista Calvary Church project can be compared. This scenario includes the traffic what would be
added by other projects in the area.
Near Term Base Plus Proposed Project Conditions. Represents cumulative traffic conditions with the
addition of traffic generated by the proposed Vista Calvary Church project.
Future (2030) Base Conditions. Represents projected long-range, non-project, cumulative baseline traffic
conditions for 2030.
Future (2030) Base Plus Project Conditions. Represents long-term, non-project, cumulative base traffic
conditions in 2030 with the addition of traffic generated by the proposed Vista Calvary Church project.
Project Traffic Generation and Distribution
Trip generation rates for the Vista Calvary Church project were developed utilizing the SANDAG’s Guide to
Vehicular Traffic Generation Rates for the San Diego Region (SANDAG, April 2002). Table 4.11-7 shows
the weekday daily, as well as the weekday AM and PM peak hour project trip generation for the church,
school and industrial portions of the proposed project. Table 4.11-8 shows the Sunday AM peak hour trip
generation for the church land use. The trip generation estimate for this timeframe was developed based upon
worst case scenario assuming that the proposed 738 parking spaces on-site were fully occupied during a
Sunday morning service, roughly spanning the time between 10AM and 12noon. The two traffic control
alternatives would result in different project trip distributions in the vicinity of the project site. Figures 4.11-2
and 4.11-3 display trip distribution patterns (both near term 2010 and future year 2030) associated with the
Vista Calvary Chapel project assuming a right-turn in/out only traffic control at the North Melrose drive
project driveway and the trip distribution patterns with signalization at the North Melrose Drive project
driveway.
Table 4.11-7 Weekday project Trip Generation
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10. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Figure 4.11-2 Project TriP Distribution- Right In/Out Only
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11. Calvary Chapel Church and School Draft EIR 4.8 Land Use
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Figure 4.11-3
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12. 4.8 Land Use Calvary Chapel Church and School Draft EIR
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Table 4.11-8 Sunday Church Trip Generation
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13. Calvary Chapel Church and School Draft EIR 4.8 Land Use
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Existing Condition plus project Analysis
Roadway Segments
As shown in Table 4.11-9, the study area roadway segments would operate at acceptable LOS D or better
with the following exceptions:
• North Santa Fe Avenue between North Melrose Drive and Taylor Street (LOS F);
• North Avenue between Maryland Drive and North Melrose Drive (LOS E); and
• North Avenue between North Melrose Drive and East Drive (LOS F)
The addition of the Vista Calvary Church project traffic would not cause any significant change or further
deterioration in roadway segment Levels of Service, with the exception of North Avenue, between North
Melrose Drive and East Drive (from LOS E to LOS F). However, consistent with the City of Vista
guidelines, significant project-related impacts are defined by impacts to peak hour intersection operations.
Intersections
Under the existing condition plus project scenario, key intersection segments would operate as shown in
Tables 4.11-10A and B. As shown in Tables 4.11-10A, each of the study area intersections would operate at
acceptable LOS D or better during the AM and PM peak hours under Existing plus project conditions with
right-turn in/out only traffic control at North Melrose Drive project driveway. As for the Sunday AM peak
hour analysis, the following two (2) intersections would operate at unacceptable LOS E or F:
• North Melrose Drive / North Avenue (LOS E); and
• Project Driveway @ North Melrose Drive (LOS F).
The addition of the Sunday Church traffic would result in the intersection LOS degrading to unacceptable
LOS E and F at the above locations. Therefore the proposed project (Sunday church traffic) would have
significant traffic impacts to the above mentioned intersections under Existing Plus Project conditions with
right-turn in/out only traffic control at the North Melrose Drive project driveway.
As shown in Table 4.11-10B, under Existing Plus Project conditions with signalization at the North Melrose
Drive project driveway, all study intersections would operate at acceptable LOS D or better under both daily
and Sunday peak hour conditions. In addition, the proposed project would not have any significant traffic
impacts to study intersections under this scenario.
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14. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Table 4.11-9 Roadway Segment Level Of Services Results
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15. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Table 4.11-9 Roadway Segment Level of Service Results
Table 4.11-10A
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16. 4.8 Land Use Calvary Chapel Church and School Draft EIR
4.8-16 May 2007
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17. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Table 4.11-10B
Summary
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18. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Based upon the significance criteria identified in Section 4.11.2, the Vista Calvary Chapel project would
cause significant impacts at the North Melrose Drive / North Avenue intersection as well as at the project
Driveway @ North Melrose Drive intersection under Existing Plus Project conditions (with right-turn in/out
only traffic control at the North Melrose Drive project driveway). No significant impacts to study area
intersections would result under Existing Plus Project conditions assuming signalization at the North Melrose
Drive Project driveway conditions.
Near-Term plus project Analysis
Roadway Segments
Table 4.11-11 displays Level of Service analysis results for key roadway segments under Near Term Year
2010 Base plus project conditions, with the two traffic control options at the North Melrose Drive project
driveway.
As shown in Table 4.11-11, the following seven (7) study area roadway segments would operate at
unacceptable LOS E or F under Near-Term Year 2010 Base Plus Project conditions (under both traffic control
alternatives):
• North Santa Fe Avenue, between North Melrose Drive and Taylor Street (LOS F);
• North Melrose Drive, between Oceanside Boulevard/Bobier Drive and North Avenue (LOS E);
• North Melrose Drive, between Copper Drive and West Vista Way (LOS E);
• Bobier Drive, between North Santa Fe Avenue and Goodwin Drive (LOS E);
• North Avenue, between Maryland Drive and North Melrose Drive (LOS F);
• North Avenue, between North Melrose Drive and East Drive (LOS F); and
• Olive Avenue, between North Melrose Drive and Plymouth Drive (LOS F).
Under both traffic control alternatives, the addition of the Vista Calvary Chapel project traffic would not
cause any significant change or further deterioration in roadway segment Levels of Service, with the
exception of North Melrose Drive, between Oceanside Boulevard/Bobier Drive and North Avenue (from LOS
D to LOS E). However, consistent with the City of Vista guidelines, significant project-related impacts are
defined by impacts to peak hour intersection operations.
Intersections
Tables 4.11-12A and 4.11-12B show intersection Level of Service and average vehicle delay results under
Near-Term Year 2010 Base Plus Project conditions with right-turn in/out only and signalization at the North
Melrose Drive project driveway.
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19. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Table 4.11-11 Roadway Segment
Level of Service Near-Term +
Project
Table 4.11-
11
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20. 4.8 Land Use Calvary Chapel Church and School Draft EIR
TABLE 4.11-12A
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21. Calvary Chapel Church and School Draft EIR 4.8 Land Use
TABLE 4.11-12B
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22. 4.8 Land Use Calvary Chapel Church and School Draft EIR
As shown in Table 4.11-12A, each of the study area intersections would operate at acceptable LOS D or
better during the AM and PM, and Sunday peak hours under Near-Term Year 2010 base plus project
conditions when the North Melrose Drive Project Driveway is controlled with right-turn in/out only, with the
following five (5) exceptions:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive (LOS F – AM peak hour; LOS E – PM
peak hour);
• North Melrose Drive / North Avenue (LOS F – AM & Sunday peak hours; LOS E – PM peak hours);
• North Melrose Drive / Olive Avenue (LOS F – PM peak hour);
• North Santa Fe Avenue / Bobier Drive (LOS F – PM peak hour); and
• Project Driveway @ North Melrose Drive (LOS E – AM peak hour, LOS F Sunday peak hour).
Based upon the identified significance criteria, the addition of the project traffic would result in significant
project-related traffic impacts at the following four (4) intersections:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive;
• North Melrose Drive / North Avenue
• North Melrose Drive / Olive Avenue; and
• Project Driveway @ North Melrose Drive
As shown in Table 4.11-12B, each of the study area intersections would operate at acceptable LOS D or better
during the AM and PM peak hours under Near-Term Year 2010 Base Plus Project conditions assuming that
the North Melrose Drive project driveway is signalized, with the following five (5) exceptions:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive (LOS F – AM peak hour; LOS E- PM peak
hour);
• North Melrose Drive / North Avenue (LOS E – AM & Sunday peak hours);
• North Melrose Drive / Olive Avenue (LOS F – PM peak hour);
• North Santa Fe Avenue / Bobier Drive (LOS F – PM peak hour); and
• Project Driveway @ North Melrose Drive (LOS E – Sunday peak hour).
Based upon the identified significance criteria, the addition of the project traffic would result in significant
project-related traffic impacts at the following four (4) study intersectiosn:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive
• North Melrose Drive / North Avenue
• North Melrose Drive / Olive Avenue; and
• Project Driveway @ North Melrose Drive
Long-Term (2030) Cumulative plus project Analysis
Future Year 2030 peak hour intersection turn movements were developed by comparing existing and
forecasted Year 2030 ADTs along the intersection approach roadway segments and applying the respective
growth factors. Cumulative Year 2030 traffic volumes were obtained from the City of Vista sub-area traffic
model (a derivation of the SANDAG 2030 Combine North County Model).
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23. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Future intersection geometrics were developed by expanding the exiting geometrics to match the planned
roadway cross-sections. The intersection of North Melrose Drive and North Avenue was assumed to be an
eight phased (with protected left-turns) intersection under the Cumulative Year 2030 scenarios.
The Cumulative Year 2030 Base plus project roadway network is identical to the Cumulative Year 2030 Base
roadway network with the addition of mitigation measures required under Near-Term Year 2010 Base plus
project conditions. Two intersection traffic control alternatives for the North Melrose Drive project driveway
were analyzed. Under the right-turn in/out only traffic control at the North Melrose project driveway, it was
also assumed that a project frontage lane would be added south of the project driveway along North Melrose
Drive to serve as a receiving lane for vehicles exiting the project site. Roadway segments and intersections
were analyzed under long-term conditons.
Roadway Segments
As identified in Table 4.11-15, similar to the Cumulative Year 2030 Base conditions, the following five (5)
study area roadway segments are projected to operate at unacceptable LOS E or F under Long-term (2030)
Cumulative Plus Project conditions under both right-turn in/out only and signalization traffic control
alternatives as follows:
• Oceanside Boulevard, between Temple Heights Drive and North Melrose Drive (LOS E);
• Bobier Drive, between North Santa Fe Avenue and Goodwin Drive (LOS E);
• North Avenue, between Maryland Drive and North Melrose Drive (LOS E);
• North Avenue, between North Melrose Drive and East Drive (LOS F); and
• Olive Avenue, between North Melrose Drive and Plymouth Drive (LOS E).
The addition of the Vista Calvary Chapel project traffic would not cause any further deterioration in roadway
segment Level of Service under Cumulative Year 2030 Base lus project conditions.
Intersections
As shown in Tables 4.11-16A and B, each of the study area intersections would operate at acceptable LOS D
or better during the AM, PM and Sunday peak hours for both traffic control alternatives under Cumulative
year 2030 Base plus project conditions, with the following three (3) exceptions:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive (LOS F – AM and PM peak hours);
• North Melrose Drive / Olive Avenue (LOS E – PM peak hour); and
• North Santa Fe Avenue / Bobier Drive (LOS F – PM peak hour)
The addition of the project would result in significant project-related impacts at the latter two (2)
intersections.
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24. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Table 4.11-15
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25. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Table 4.11-15
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26. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Table 4.11-
16A
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27. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Table 4.11-16B
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28. 4.8 Land Use Calvary Chapel Church and School Draft EIR
Construction Impacts
Based upon the information provided by Hamann Construction and PBS&J, the following assumptions were
used as the worst case scenario for the construction traffic analysis:
• The cut/fill will be balanced onsite, and therefore, no new truck trips were assumed in the
construction analysis
• The construction of the project would be divided into five (5) phases, with phases 1-4
happening sequentially and phase 5 to be constructed concurrently with any of the phases.
Given that there will be approximately 40 construction workers per phase per day, 80
construction workers would be on-site
• It is assumed that the construction traffic would only affect the AM peak hour traffic operations
in this analysis
• The construction traffic would utilize N. Melrose Drive entrance (full access with stop control
at the project driveway) and until a median is in place, construction traffic would be able to
make left turns (both in an out of the site).
As shown in Table 4.11-17, approximately 80-inbound and 8-outbound vehicle trips in the AM peak hour
would be generated by the construction related activity. Construction employee trips were distributed to the
surrounding roadway network similar to the travel patterns identified for the proposed project.
As shown in Table 4.11-18, all of the study intersections would operate at D or better during the AM peak
hour under Year 2010 Base plus Construction Traffic conditions, with the following there (3) exceptions:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive (LOS E);
• North Melrose Drive / North Avenue (LOS E); and
• Project Driveway @ North Melrose Drive (LOS F).
Based on the significant impact criteria discussed in Section 2.3, the consruction traffic would cause a
significant traffic impact at the Project Driveway @ North Melrose Drive.
Prohibiting traffic from making the left-turn movements onto North Melrose Drive (exiting the project site)
would improve the AM peak hour operation to an acceptable level of service (@ LOS C with 22.8 seconds of
delay) at this location.
Table 4.11-17. Construction Traffic Trip Generation
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29. Calvary Chapel Church and School Draft EIR 4.8 Land Use
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Table 4.11-18 peak Hour Intersection LOS Results Near-Term plus Traffic
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SIGNIFICANCE OF IMPACT
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30. 4.8 Land Use Calvary Chapel Church and School Draft EIR
OPERATIONAL IMPACTS
The Vista Calvary Chapel project would cause significant impacts at the North Melrose Drive / North Avenue
intersection as well as at the Project Driveway @ North Melrose Drive intersection under Existing plus
project conditions (with right-turn in/out only traffic control at the North Melrose Drive project Driveway).
No significant impacts to study area intersections would result under Existing Plus Project conditions
assuming signalization at the North Melrose Drive project driveway conditions.
The addition of project traffic would have significant traffic impacts on the following four (4) intersections
under Near-Term Year 2010 Base plus project conditions with both (right-turn in/out & signal) traffic control
at the North Melrose Drive project driveway:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive;
• North Melrose Drive / North Avenue;
• North Melrose Drive / Olive Avenue; and
• Project Driveway @ North Melrose Drive
The addition of project traffic would have significant traffic impacts on the following two (2) intersections
under Cumulative year 2030 Base Plus project conditions with both traffic control alternatives (right-turn
in/out & signal) at the North Melrose Drive project driveway:
• North Melrose Drive / Olive Avenue, and
• North Santa Fe Avenue / Bobier Drive.
CONSTRUCTIONAL IMPACTS
Based on the significant impact criteria discussed in section 4.11.2, the construction traffic would cause a
significant traffic impact at the project Driveway @ North Melrose Drive.
MITIGATION, MONITORING, AND REPORTING PROGRAM
Existing plus project
Direct project Impact Mitigation
Right-turn in/out only traffic control at the North Melrose Drive project driveway:
• North Melrose Drive / North Avenue – The eastbound and westbound North Avenue approaches would
require re-configuration to provide a dedicated left-turn lane and a through and right-turn shared lane.
The eastbound left-turn lane would need to be a minimum of 250 feet in length, while the westbound
left-turn lane would need to be a minimum of 300 feet in length. In addition, the existing signal
phasing would require modification from split phasing to protected left-turn phasing at both the
eastbound and westbound North Avenue approaches.
• Project Driveway @ North Melrose Drive (right-turn in/out) – A project frontage lane should be added
to the south of the project driveway along North Melrose Drive to serve as a receiving lane for
vehicles exiting the project site. Based upon Highway Design Manual (HDM) Section 405.9, this
acceleration lane would need to be a minimum of 930 feet including transistor taper.
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31. Calvary Chapel Church and School Draft EIR 4.8 Land Use
Signalization at the North Melrose Drive project driveway: No mitigation required.
Near-Term Year 2010 Base plus project
Direct project Impact Mitigation
Right-turn in/out only traffic control at the North Melrose Drive project driveway:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive – Modify the signal to allow for right-turn
overlap phasing at the northbound North Melrose Drive approach. This would require prohibition of
U-turns at the westbound Bobier Drive approach. In addition, convert the existing westbound through
and right-turn shared lane to a through lane only, and construct a dedicated westbound right-turn lane,
a minimum of 225 feet in length.
• North Melrose Drive / North Avenue – The eastbound North Avenue approach would require
conversion of the existing left-turn and through shared lane to a through only lane and construction of
a dedicated left-turn lane, a minimum of 250 feet in length. The westbound North Avenue approach
would require re-configuration to provide a dedicated left-turn lane and a through and right-turn
shared lane. The left-turn lane would need to be a minimum of 300 feet in length. In addition, the
existing signal phasing would require modification form split phasing to protected left-turn phasing at
both the eastbound and westbound North Avenue approaches. A U-turn only lane would need to be
added at the southbound North Melrose Drive approach to accommodate an anticipated high Sunday
peak hour U-turn movement.
• North Melrose Drive / Olive Avenue – The northbound and southbound North Melrose Drive
approaches would require conversion of the existing through and right-turn shared lanes to through
only lanes, and construction of dedicated right-turn lanes.
• Project Driveway @ North Melrose Rive (right-turn in/out) – A project frontage lane should be added
south of the project driveway along North Melrose Drive to serve as a receiving lane for vehicles
exiting the project site. Based upon Highway Design Manual (HDM) Section 405.9, this acceleration
lane would need to be a minimum of 930 feet in length including the transition taper.
Signalization at the North Melrose Drive project driveway:
• North Melrose Drive / Oceanside Boulevard/Bobier Drive – Would require identical mitigation
measures as the Year 2010 Base plus project conditions with right-turn in/out only traffic control
alternative at the North Melrose Drive project driveway. These include modifying the signal to allow
for right-turn overlap phasing at the northbound North Melrose Drive approach, and prohibiting U-
turns at the westbound Bobier Drive approach. Additionally, the existing westbound through and
right-turn shared lane would need to be converted to a through lane only, with construction of a
dedicated westbound right-turn lane, which should be a minimum of 225 feet in length.
• North Melrose Drive / North Avenue – The eastbound North Avenue approach would require
conversion of the existing left-turn and through shared lane to a through only lane, along with
construction of a dedicated left-turn lane, which should be a minimum of 250 feet in length. The
westbound North Avenue approach would require re-configuration to provide a dedicated left-turn
lane and a through and right0turn shared lane. The left-turn lane would need to be a minimum of 300
feet in length. In addition, the existing signal phasing would require modification from split phasing
to protected left-turn phasing at both the eastbound and westbound North Avenue approaches.
May 2007 4.8-31

32. 4.8 Land Use Calvary Chapel Church and School Draft EIR
• North Melrose Drive / Olive Avenue – Would require identical mitigation measures as the Year 2010
Base plus project conditions with right-turn in/out only traffic control alternative at the North Melrose
Drive project driveway. This includes conversion of the northbound and southbound North Melrose
Drive approaches from through and right-turn shared lanes to through only lanes, and construction of
dedicated right-turn lanes.
• Project Driveway @ North Melrose Drive (signalization) – The project driveway (eastbound approach)
should be designed to include separated left and right-turn lanes. The right-turn pocket would need to
be a minimum of 200 feet in length.
Cumulative Year 2030 Base plus project
Cumulative Impact Mitigation
Right-turn in/out only traffic control and signalization at the North Melrose Drive project driveway:
• North Melrose Drive / Olive Avenue – The northbound North Melrose Drive approach would require
conversion of the existing through and right-turn shared lane to through only lane, and construction
of dedicated right-turn lane.
• North Santa Fe Avenue / Bobier Drive – The westbound Bobier Drive approach would require
construction of a dedicated left-turn lane.
4.11.4 ISSUES 3 AND 4 – HAZADS AND EMERGENCY ACCESS
Would the proposed project substantially increase hazards due to a design feature or incompatible uses?
Would the proposed project result in inadequate emergency access?
SIGNIFICANCE OF IMPACT
The proposed project would not result in a significant increase in hazards due to a design feature or
incompatible uses. The project also would not result in inadequate emergency access.
MITIGATION, MONITORING, AND REPORTING PROGRAM
Because the project does not have any significant impacts relating to hazards due to design feature or
incompatible use and no significant impacts relating to inadequate emergency access, no mitigation is
required.
4.8-32 May 2007

33. Calvary Chapel Church and School Draft EIR 4.8 Land Use
May 2007 4.8-33