4.12 TRANSPORTATION AND CIRCULATION

Transcription

1 4.12 TRANSPORTATION AND CIRCULATION INTRODUCTION The Transportation and Circulation chapter of the EIR addresses the existing and cumulative transportation and circulation conditions of the surrounding transportation system and analyzes the impacts on such associated with the development of the proposed project. The analysis includes consideration of roadway, pedestrian, bicycle, transit, and construction components of the overall transportation systems under a number of scenarios. The information contained within this chapter is based on the Transportation Impact Analysis Report (TIAR) prepared by Omni-Means 1. All technical calculations can be found within the appendices to the TIAR, which is included as Appendix K to this EIR EXISTING ENVIRONMENTAL SETTING The following section describes the physical and operational characteristics of the transportation system within the project area, including the surrounding roadway system, common traffic analysis terms, existing traffic volumes and operations, pedestrian and bicycle facilities, and the transit and rail system. Roadway System The following roadways provide primary circulation within the City of Galt and in the vicinity of the proposed project. SR 99 is a major state freeway facility that traverses in the north-south direction through central and northern California. Regionally, SR 99 serves as the primary inter-regional auto and truck travel route that connects the Central Valley cities of Stockton, Modesto, Merced, and Fresno with the Sacramento urban area to the north and the Los Angeles/Bakersfield urban basin to the south. Within Sacramento County, SR 99 represents a major north-south commuter route between downtown Sacramento and the cities of Elk Grove and Galt. SR 99 serves as a vital north-south circulator, and has a general four-lane divided freeway cross-section with a 65 mph posted speed limit. Twin Cities Road/SR 104 provides east-west regional access to southern Sacramento County and northern Galt. The road begins as Twin Cities Road at the Sacramento River and becomes SR 104 at SR 99. Twin Cities Road/SR-104 connects I-5, SR 99, the City of Galt, and southern Amador County. Currently, Twin Cities Road is configured as a twoto four-lane arterial with a two-way left turn lane from East Stockton Boulevard to Park Terrace Drive. Twin Cities Road also has a long right turn lane in the eastbound direction from Bergeron Road to Fermoy Way

2 East Stockton Boulevard and West Stockton Boulevard are two-lane frontage roads that run along the east and west sides of SR 99, respectively, from north of Twin Cities Road to south of Walnut Avenue. The roadways provide direct access to SR 99 immediately north of Twin Cities Road via hook ramps as part of the SR 99/Twin Cities Road interchange. Both roadways maintain posted speed limits of 45 mph south of Twin Cities Road interchange and 40 mph north of Twin Cities Road interchange within the study area. Carillion Boulevard is a north-south roadway that bisects the Northeast Area of Galt bounded by SR 99, Twin Cities Road, Marengo Road, and Simmerhorn Road. The roadway is a divided four-lane arterial with a posted speed limit of 45 mph. Walnut Avenue is a divided four-lane arterial, except for a two-lane section immediately east of E. Stockton Boulevard. Walnut Avenue connects to SR 99 via hook ramps, but does not provide cross-freeway access. Simmerhorn Road is a two-lane, east-west arterial facility that connects between SR 99 and Marengo Road. Simmerhorn Road forms a ramp interchange with SR 99 and also has a two-lane bridge section that provides access between the areas east and west of the freeway. Marengo Road is a two lane, north-south arterial facility that connects between Twin Cities Road and Boessow Road. Cherokee Lane is a two lane, north-south collector facility that connects between Twin Cities Road and Boessow Road. Study Intersections The following list of critical study intersections were selected in coordination with the City of Galt staff for this analysis for weekday AM and PM peak hour conditions: 1. Twin Cities Road/W. Stockton Boulevard 2. Twin Cities Road/E. Stockton Boulevard 3. SR 99 SB On/Off Ramp/W. Stockton Boulevard 4. SR 99 NB On Ramp/E. Stockton Boulevard 5. SR 99 SB On Ramp/W. Stockton Boulevard 6. SR 99 NB Off Ramp/E. Stockton Boulevard 7. Twin Cities Road/Carillion Boulevard 8. Twin Cities Road/Marengo Road 9. Twin Cities Road/Cherokee Lane 10. Walnut Avenue/SR 99 NB Ramps 11. Walnut Avenue/Carillion Boulevard 12. Walnut Avenue/Marengo Road 13. Simmerhorn Road/Marengo Road 14. Simmerhorn Road/Cherokee Lane

3 Study Freeway Mainline Segments and Ramps The following list of critical southbound (SB) and northbound (NB) SR 99 mainline segments and ramps were selected in coordination with the City of Galt staff for this analysis for weekday AM and PM peak hour conditions: SR 99 Mainline Segments SR 99 SB, north of Twin Cities Road SR 99 SB, south of Twin Cities Road SR 99 NB, north of Twin Cities Road SR 99 NB, south of Twin Cities Road SR 99 NB, south of Walnut Avenue SR 99 Ramp Segments Twin Cities Road SR 99 SB Off-Ramp Twin Cities Road SR 99 SB On-Ramp Twin Cities Road SR 99 NB Off-Ramp Twin Cities Road SR 99 NB On-Ramp Walnut Avenue SR 99 NB Off-Ramp Walnut Avenue SR 99 NB On-Ramp Common Traffic Analysis Terms Level of service (LOS) is a qualitative measure of traffic operating conditions, whereby a letter grade, from A to F is assigned, based on quantitative measurements of delay per vehicle. The grades represent the perspective of drivers and are an indication of the comfort and convenience associated with driving. In general, LOS A represents free-flow conditions, and LOS F represents severe delay under stop-and-go conditions. Table summarizes the relationship between delay and LOS for signalized and unsignalized intersections. Unsignalized intersections include project driveways. The delay ranges for unsignalized intersections are lower than for signalized intersections as drivers expect less delay at unsignalized intersections. Table and Table present the LOS criteria for freeway mainline sections, as well as on- and off-ramp merge and diverge sections, respectively

4 Level of Service A B C Table Intersection LOS Criteria Description Represents free flow. Individual users are virtually unaffected by others in the traffic stream. Stable flow, but the presence of other users in the traffic stream begins to be noticeable. Stable flow, but the operation of individual users becomes significantly affected by interactions with others in the traffic stream. Average Control Delay (seconds per vehicle) Signalized Intersections Unsignalized Intersections > 10 to 20 > 10 to 15 > 20 to 35 > 15 to 25 D Represents high-density, but stable flow. > 35 to 55 > 25 to 35 E Represents operating conditions at or near the capacity level. > 55 to 80 > 35 to 50 F Represents forced or breakdown flow. > 80 > 50 Source: Highway Capacity Manual (Transportation Research Board 2010). Table Freeway Mainline LOS Criteria Level of Service Description Density (pcplpm) A Represents free flow. Vehicles are almost completely unaffected in their ability to maneuver within the traffic stream. 11 B Free-flow speeds are maintained. The ability to maneuver with the traffic stream is only slightly restricted. > 11 to 18 C Flow with speeds at or near free-flow speeds. Freedom to maneuver within the traffic stream is noticeably restricted, and lane changes require more care and vigilance on the part of the > 18 to 26 driver. D Speeds decline slightly with increasing flows. Freedom to maneuver with the traffic stream is more noticeably limited, and the driver experiences reduced physical and psychological > 26 to 35 comfort. E Operation at capacity. Virtually no usable gaps within the traffic stream, leaving little room to maneuver. Any disruption > 35 to 45 can be expected to produce a breakdown with queuing. F Represents forced or breakdown flow. > 45 Note: pcplpm = passenger cars per lane per mile Source: Highway Capacity Manual (Transportation Research Board 2010)

5 Table Freeway On- and Off-Ramp Merge and Diverge LOS Criteria Level of Service Description Density (pcplpm) A Represents free flow. Vehicles are almost completely unaffected in their ability to maneuver within the traffic stream. 10 B Free-flow speeds are maintained. The ability to maneuver with the traffic stream is only slightly restricted. > 10 to 20 C Flow with speeds at or near free-flow speeds. Freedom to maneuver within the traffic stream is noticeably restricted, and lane changes require more care and vigilance on the part of the > 20 to 28 driver. D Speeds decline slightly with increasing flows. Freedom to maneuver with the traffic stream is more noticeably limited, and the driver experiences reduced physical and psychological > 28 to 35 comfort. E Operation at capacity. Virtually no usable gaps within the traffic stream, leaving little room to maneuver. Any disruption > 35 to 43 can be expected to produce a breakdown with queuing. F Represents forced or breakdown flow. > 43 Note: pcplpm = passenger cars per lane per mile Source: Highway Capacity Manual (Transportation Research Board 2010). The AM peak hour is defined as the one-hour of peak traffic flow (which is the highest total volume count over four consecutive 15-minute count periods) counted between 7:00 AM and 9:00 AM on a typical weekday. The PM peak hour is defined as the one-hour of peak traffic flow counted between 4:00 PM and 6:00 PM on a typical weekday. Existing Traffic Volumes Due to on-going construction at the Twin Cities Road interchange, new traffic counts were not collected for intersections 1 through 6. In place of new counts, traffic counts from 2009 were increased according to observed regional and historical growth rates to reflect 2014 conditions. In addition, traffic was redistributed to the new SR 99 southbound on-ramp north of Twin Cities Road which was not constructed at the time of the 2009 data collection. Existing traffic counts were collected by Omni-Means for intersections 7 through 14 on February 05, 2014 for AM and PM peak hours. Figure and Figure illustrate the existing lane geometrics and control, as well as the existing peak hour volumes at the study intersections. Regional growth was calculated and applied to Year 2009 traffic volumes using Caltrans published data on SR 99 at Twin Cities Road. The average annual daily traffic (AADT) for Year 2009 was 60,000 vehicles per day and for Year 2012 was 61,000 vehicles per day, which represents a roughly 1.7 percent growth over three years, or a corresponding annual growth of 0.56 percent. The growth rate was applied consistently to Year 2009 traffic counts at the interchange to derive Year 2014 volumes, resulting in a 2.78 percent total growth over five years (rounded to three percent to provide a conservative estimate)

6 Figure Existing Lane Geometrics and Control N

7 Figure Existing Peak Hour Traffic Volumes N

8 Existing Intersection Operations Table shows the existing delay and LOS results at the study intersections. As shown in the table, all study intersection currently operate at acceptable LOS during both peak hours. Table Intersection LOS Existing Conditions Minimum Acceptable AM Peak Hour PM Peak Hour Intersection Control LOS Delay 1 LOS Delay 1 LOS 1. Twin Cities Road/W. Stockton Boulevard RBT D 3.9 A 6.1 A 2. Twin Cities Road/E. Stockton Boulevard RBT D 8.1 A 6.7 A 3. SR 99 SB On/Off Ramp/W. Stockton Boulevard TWSC D 7.9 A 10.9 B 4. SR 99 NB On Ramp/E. Stockton Boulevard TWSC D 9.5 A 7.8 A 5. SR 99 SB On Ramp/W. Stockton Boulevard TWSC D 0.8 A 1.0 A 6. SR 99 NB Off Ramp/E. Stockton Boulevard AWSC D 5.5 A 5.7 A 7. Twin Cities Road/Carillion Boulevard Signal D 13.6 B 12.9 B 8. Twin Cities Road/Marengo Road AWSC D 13.7 B 9.5 A 9. Twin Cities Road/Cherokee Lane TWSC D 13.3 B 11.9 B 10. Walnut Avenue/SR 99 NB Ramps AWSC D 12.3 B 9.9 A 11. Walnut Avenue/Carillion Boulevard AWSC D 8.5 A 5.9 A 12. Walnut Avenue/Marengo Road AWSC D 11.4 B 7.8 A 13. Simmerhorn Road/Marengo Road AWSC D 10.2 B 8.1 A 14. Simmerhorn Road/Cherokee Lane TWSC D 10.2 B 9.5 A Notes: RBT = Roundabout TWSC = Two-Way Stop Control AWSC = All-Way Stop Control 1. Intersection 3-6 and 11 analyzed using Sim-traffic. Intersection 1 and 2 analyzed using SIDRA software. All other intersections analyzed using HCM 2010 methodology

9 Existing Freeway Operations Existing freeway operations were analyzed along SR 99 within the study area. Table provides a summary of the SR 99 mainline operations for existing peak hour conditions. As shown in Table , all SR 99 mainline segments currently operate at acceptable LOS during both peak hours. Table provides a summary of the SR 99 ramp operations for existing peak hour conditions. As shown in Table , all SR 99 ramps currently operate at acceptable LOS during both peak hours. Freeway Mainline Segment SR 99 SB, north of Twin Cities Road SR 99 SB, south of Twin Cities Road SR 99 NB, north of Twin Cities Road SR 99 NB, south of Twin Cities Road SR 99 NB, south of Walnut Avenue Notes: pcplpm = passenger cars per lane per mile Table Freeway Mainline LOS Existing Conditions Minimum AM Peak Hour PM Peak Hour # of Acceptable Density Density Lanes Volume LOS Volume LOS (pcplpm) (pcplpm) 2 D 2, C 2, C 2 D 2, C 2, C 2 D 2, C 2, C 2 D 2, C 2, C 2 D 2, C 2, C Table Freeway Ramps LOS Existing Conditions Freeway Ramp Segments Minimum AM Peak Hour PM Peak Hour Facility Acceptable Density Density Type LOS LOS LOS (pcplpm) (pcplpm) SR 99 Ramps at Twin Cities Road SB Off-Ramp D Diverge 20.6 C 24.6 C SB On-Ramp (northside) D Merge 23.0 C 25.0 C SB On-Ramp (southside) D Merge 23.9 C 23.9 C NB Off-Ramp D Diverge 22.2 C 23.9 C NB On-Ramp D Merge 23.9 C 25.0 C SR 99 Ramps at Walnut Avenue NB Off-Ramp D Diverge 18.9 C 22.3 C NB On-Ramp D Merge 22.6 C 24.7 C Notes: pcplpm = passenger cars per lane per mile LOS

10 Pedestrian Facilities Sidewalks do not currently exist along Twin Cities Road or Cherokee Lane in the project vicinity. However, sidewalks currently exist along the west side of Marengo Road between Twin Cities Road and Elk Hill Drive, except for the open area alongside Liberty Ranch High School. Sidewalks also exist along the east side of Marengo Road near Liberty Ranch High School. Bicycle Facilities Bicycle facilities are separated into three classifications: Class I Bike Paths are completely separated, with paved right-of-way (shared with pedestrians) which excludes general motor vehicle traffic. Class II Bike Lanes consist of a striped and stenciled lane for one-way bike travel on a street or highway. Class III Bike Routes share roadway with motor vehicle traffic and facilities are only identified by signage. A Class II Bike Lane exists in the project vicinity adjacent to the southbound lane of Marengo Road with a few intermittent gaps. The project vicinity currently does not include Class III Bike Route signs or markings. Transit System Transit services in the City of Galt are provided through a cooperative agreement between the City of Galt and the County called South County Transit (SCT/Link). Sacramento County is the lead agency for transit services and administers a contract for services with the current provider Storer Transit Systems. Dial-a-Ride The new SCT/Link Dial-a-Ride is provided through a partnership with Sacramento County and the City of Galt and offers curb-to-curb service between 6:30 AM to 6:30 PM Monday through Friday, and 8:00 AM to 5:00 PM on Saturdays. Dial-a-Ride also connects the Herald area to the community of Galt. Dial-a-ride service is a shared transit service. As the driver receives calls, the route may be altered so that other passengers may be picked up during a particular trip. This type of shared ride service allows for cost effective service to areas where housing densities are relatively low, ridership is relatively low, and passengers are infrequent. For higher density housing complexes and shopping centers, a designated pick-up/drop-off spot is utilized to avoid the potential for miscommunication

11 Highway 99 Express SCT/Link s Highway 99 Express provides direct intercity service between Galt, Lodi, Elk Grove and locations in Sacramento including Cosumnes River College, Kaiser Hospital South, and Methodist Hospital. The Highway 99 Express service runs hourly between 5:20 PM to 7:20 PM Monday through Friday. The pick-up and drop-off location for the 99 Express in Galt is at City Hall, located at 380 Civic Drive. Sacramento Express SCT/Link s Sacramento Express provides direct express commuter bus service on SR 99 from Galt City Hall to Midtown and Downtown Sacramento with a stop at the Twin Cities Park and Ride in Galt. The Twin Cities Park and Ride is located near Twin Cities Road and Bergeron Road, approximately 1.5 miles west of the project site. The Sacramento Express service operates Monday through Friday and runs three times a day. The first pick-up location for the Sacramento Express in Galt is at City Hall, located at 380 Civic Drive with the final drop-off location in Sacramento at 29 th Street and R Street before making the return trip to the City of Galt stopping at the Twin Cities Park and Ride before the final drop-off location at the Galt City Hall. Direct Bus Service SCT/Link offers direct bus service from Isleton and other Delta communities to Galt, within connecting service via SR 99 to Lodi, Elk Grove, and Sacramento. The Delta Route runs five times a day Monday through Friday. Medical Tripper The Medical Tripper operates on Thursdays and Fridays to provide connections between Galt and medical facilities in Sacramento for seniors or persons with disabilities. A 24-hour advance reservation is required. Rail Line At the southerly edge of the project site a Union Pacific Railroad (UPRR) spur line is located within a 100-foot wide corridor. The spur line connects to the UPRR main rail line serving the Central Valley in old town Galt approximately 2 miles to the west, and provides rail access to the foothill communities of Ione and Sutter Creek to the east, approximately 23 miles and 33 miles to the east, respectively. The spur line s existence is a testimony to Galt s history as a collection point for agricultural and mining products; however, freight traffic on this spur line has been very infrequent in the past few decades, with approximately one train per week, and trains are moving at a slow speed due to proximity to the main line. Current freight traffic is generally been associated with the mining activities for minerals in the Ione area. Amador County may approve new mining permits in the Ione area that could cause an increase in the number of trains from one train per week to one or to two trains per day along this spur line

12 REGULATORY CONTEXT Existing transportation policies, laws, and regulations that would apply to the proposed project are summarized below and provide a context for the impact discussion related to the project s consistency with the applicable regulatory conditions. Federal Regulations The proposed project would not be subject to any known federal plans, policies, regulations, or laws related to transportation and circulation. State Regulations Caltrans is responsible for planning, designing, constructing, operating, and maintaining all State-owned roadways in Sacramento County. Federal highway standards are implemented in California by Caltrans. Any improvements or modifications to the State highway system within the City of Galt need to be approved by Caltrans. The Caltrans District 3 Office is responsible for the management of highways in the City of Galt. The City of Galt does not have the ability to unilaterally make improvements to the State highway system. Guide for the Preparation of Traffic Impact Studies Caltrans Guide for the Preparation of Traffic Impact Studies provides guidance on the evaluation of traffic impacts to State highway facilities. The document outlines when a traffic impact study is needed and what should be included in the scope of the study. In addition, the Caltrans Guide states the following: Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State highway facilities, however, Caltrans acknowledges that this may not be always feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS. Local Regulations Sacramento Area Council of Governments SACOG is an association of local governments from six counties and 22 cities within the Sacramento Region. The counties include El Dorado, Placer, Sacramento, Sutter, Yolo, and Yuba. SACOG is responsible for the preparation of, and updates to, the Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS) for the region and the corresponding Metropolitan Transportation Improvement Program (MTIP). The MTP/SCS provides a 20-year transportation vision and corresponding list of projects. The MTIP identifies short-term projects (seven-year horizon) in more detail. The 2035 MTP/SCS was adopted by the SACOG board in

13 Metropolitan Transportation Plan/Sustainable Communities Strategy DRAFT EIR The 2035 MTP/SCS is a long-range plan for transportation improvements in the region. The plan is based on projections for growth in population, housing, and jobs. SACOG determines the regional growth projections by evaluating baseline data (existing housing units and employees, jobs/housing ratio, and percent of regional growth share for housing units and employees), historic reference data (based upon five- and ten-year residential building permit averages and historic county-level employment statistics), capacity data (General Plan data for each jurisdiction), and current MTP data about assumptions used in the most recent MTP/SCS. SACOG staff then meets with each jurisdiction to discuss and incorporate more subjective considerations about planned growth for each area. Finally, SACOG makes a regional growth forecast for new homes and new jobs, based upon an economic analysis provided by a recognized expert in order to estimate regional growth potential based on market analysis and related economic data. This growth forecast is then incorporated into the MTP/SCS. 2 The City of Galt is located within the SACOG Planning Area for the MTP/SCS. City of Galt General Plan The 2030 Galt General Plan Circulation Element includes the following policies which are relevant to transportation and circulation. It should be noted that various roadway improvements are planned within the vicinity of the project site. Policy C-1.3 The City should develop and manage its roadway system to maintain LOS E on all streets and intersections within a quarter-mile of State Routes, along A Street and C Street between State Route 99 to the railroad tracks, and along Lincoln Way between Pringle Avenue to Meladee Lane. The City should develop a LOS D or better on all other streets and intersections. Policy C-6.6 The City shall consider the needs of bicyclists when new roadways are constructed and existing roadways are upgraded. All collector streets and minor arterials with right-of-ways of 60 feet shall have striped and signed Class II bike lanes unless determined infeasible. Policy C-6.7 The City shall require developers to finance and install pedestrian pathways, bikeways, and multi-purpose paths in new development, as appropriate, following the standards in the Caltrans Highway Design Manual Chapter Policy C-8.2 The City should provide Class II bike lanes along all collector and minor arterial streets. Class I bike paths should be considered along major arterials and along certain minor arterials. Policy C-8.3 The City shall create a network of street, pedestrian, and bicycle facilities that provides for multiple safe routes between various origins and destinations. In addition, the Circulation Element outlines major roadway improvements shown in the Land Use and Circulation Diagram. In the vicinity of the project site, Marengo Road would be

14 extended to the central Galt interchange and a new full access interchange would be constructed at Walnut Avenue. Capital Improvement Program The City s Capital Improvement Program (CIP) contains all of the City s proposed construction projects and equipment purchases costing $30,000 or more with a useful life of at least five years. The CIP shows detailed expenditures and funding for capital projects and is organized into the following categories: general improvements, transportation, wastewater, equipment, parks and recreation, water, and drainage. The Transportation category also includes the Traffic Capital Improvements Program, which establishes major roadway improvements as identified in the Citywide Traffic Capital Improvement Program (TCIP) funded by the TCIP developer impact fee program. Development fees are collected by the City and used to construct projects identified within the TCIP IMPACTS AND MITIGATION MEASURES The standards of significance and methodology used in identifying project-specific and cumulative impacts are presented below. The standards are based on policies of the City of Galt and other responsible agencies, including, but not limited to, SACOG and Caltrans. In addition, the methods used to analyze the impacts of the project on the roadway, bicycle, pedestrian, and transit systems are provided below. A discussion of the project s impacts, as well as mitigation measures where necessary, is also presented. Standards of Significance Consistent with Appendix G of the CEQA Guidelines and the City s General Plan, a significant impact would occur and require mitigation if the proposed project would result in any the following: Result in a signalized intersection that would operate at an acceptable LOS in the No Project condition to deteriorate to an unacceptable LOS (LOS E) in the Plus Project condition; Increase the delay by 5 seconds or more at a signalized intersection that would operate at an unacceptable LOS (LOS E) in the No Project condition; Result in an unsignalized intersection that would operate at an acceptable LOS in the No Project condition to deteriorate to an unacceptable LOS (LOS E) in the Plus Project condition; Increase the delay by 5 seconds or more at an unsignalized intersection that is already operating or would already operate at an unacceptable LOS (LOS E) in the No Project condition; Result in a freeway mainline/ramp that would operate at an acceptable LOS in the No Project condition to deteriorate to an unacceptable LOS (LOS E) in the Plus Project condition; Increase the density by more than 5 percent at a freeway mainline/ramp that would operate at an unacceptable LOS (LOS E) in the No Project condition; Exceed, either individually or cumulatively, a level of service standard established by the

15 county congestion management agency for designated roads or highways; Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks; Substantially increase hazards due to a design features (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); Result in inadequate emergency access; or Conflict with adopted policies supporting alternative transportation (e.g., bus turnouts, bicycle racks). Consistent with Caltrans and City policies, a peak hour LOS D is considered the general threshold for acceptable operations at all study intersections within the City of Galt s jurisdiction. Consistent with Caltrans policies, a peak hour LOS D is considered the general threshold of acceptable operations at all study segments for freeway mainline and ramps. Method of Analysis The methodology used for the analysis within the TIAR prepared for the proposed project by Omni-Means is discussed below. Study Area Determination The study locations were selected based on the expected travel characteristics associated with the project (i.e., project location and amount of project trips), as well as the susceptibility of nearby intersections to increased traffic or changes in travel patterns due to implementation of the project. The study locations were submitted for review and approval by the City of Galt Public Works Department staff prior to commencing the TIAR. Analysis Scenarios The following analysis scenarios are included in the analysis: Existing Conditions; Year 2021 No Project Conditions; Year 2021 Plus Project Conditions; Year 2026 No Project Conditions; Year 2026 Plus Project Conditions; Cumulative (Year 2035) No Project Conditions; and Cumulative (Year 2035) Plus Project Conditions. The proposed project has been analyzed under three different scenarios. An initial scenario of buildout of 700 units is assumed to be constructed by approximately 2021, and would be analyzed in Year 2021 Plus Project conditions. A second scenario is assumed to be constructed by approximately 2026 and would include buildout of an additional 700 units (for 1,400 total units) and an elementary school. The second scenario would be analyzed in Year 2026 Plus Project conditions and would represent full buildout of the Liberty Ranch portion of the project only. Finally, full buildout of the proposed project, including the 1,400 units previously analyzed, the elementary school, and development of the currently non-participating properties,

16 which would include more residential and commercial uses, is analyzed in Cumulative Plus Project conditions. The Existing conditions analysis investigates current traffic operations within the study area. Year 2021 No Project conditions were generated by adding traffic from nearby approved/pending projects that are assumed to be complete by Year Traffic generated from the proposed project for Year 2021 (700 units) was added to these volumes to simulate Year 2021 Plus Project conditions and to quantify project impacts. Year 2021 conditions simulate a scenario where trips generated by projects in the City s Current Development Project List are added to existing traffic counts. In order to estimate traffic conditions for this scenario, a Year 2021 scenario was developed for the City s Travel Demand Model that incorporates the projects in the City s Current Development Project List. Appendix E of Appendix K to this EIR provides a list and location map of the projects included in the year 2021 scenario. Year 2026 No Project conditions were generated by applying a straight line growth rate from Year 2021 without project volumes. The growth rate was derived using Year 2021 and Year 2035 volumes. Traffic generated from the proposed project for Year 2026 (1,400 units and elementary school) was added to these volumes to simulate Year 2026 Plus Project conditions and to quantify project impacts. Cumulative No Project conditions were generated by projecting traffic operations upon buildout of the City s 20-Year land use forecast, as provided to Omni-Means by the City of Galt. The City of Galt s Travel Demand Model outputs, which incorporate the projects in the City s Current Development Project List, were utilized to determine the Cumulative No Project conditions traffic. Cumulative Plus Project conditions build upon the Cumulative No Project conditions by superimposing traffic generated from the proposed project for Year 2035 (1,400 single-family residential units, elementary school and non-participating lands) as they are distributed through the study area. It should be noted that the Wilton Rancheria Casino, proposed north of the Galt city limits, is currently in the process of preparing an Environmental Impact Statement; however, at the time of preparation of this EIR, adequate information was not available to address cumulative impacts including the Casino project. In addition, the TIAR assumes that all of the residential units would be single-family detached units. The proposed project would include 250 high density residential units, 33 medium density residential units, and 1,412 low density residential units. Because low density units typically have higher trip generation rates than medium or high density residential units, the TIAR overestimated the trip generation for the proposed project. Therefore, the following analysis is conservative. Thus, adjusting the trip generation rates to include the medium and high density residential units would likely not affect the following findings

17 Study Intersections Traffic operations are quantified through the determination of LOS, which is a qualitative measure of traffic operating conditions, whereby a letter grade A through F is assigned to an intersection representing progressively worsening traffic conditions. For signalized intersections and All-Way Stop-Controlled (AWSC) intersections, the intersection delays and LOS are average values for all intersection movements. For Two-Way Stop-Controlled (TWSC) intersections, the intersection delays and LOS is representative of those for the worst-case movement. LOS definitions for different types of intersection controls are outlined in Table above. Intersection 7 through intersection 14 (except intersection 11) is analyzed using Synchro Version 8 (Trafficware) software. LOS is calculated for all intersection control types for those intersections using the methods documented in the Transportation Research Board Publication Highway Capacity Manual, Fifth Edition, Intersection 1 and Intersection 2 are roundabouts and are analyzed using SIDRA (Sidra Solutions) software, as the software is preferred over HCM 2010 methodologies for roundabout analysis. Roundabout queuing issues are analyzed in Vissim 5.40 (PTV Group), as needed. Intersections 3 through 6 and 11 are analyzed using Sim-Traffic micro-simulation software. LOS is calculated for all intersection control types for those intersections using the delays reported from an average of three micro-simulation runs. The reason for using Sim-Traffic software for intersection 3 through 6, the Twin Cities Road interchange ramp terminals, is that the intersection configurations for these locations are not well suited for analysis in Synchro due to limitations in the HCM 2010 methodologies. Similarly, Intersection 11 must be analyzed using Sim-Traffic because the four-lane approach at an AWSC intersection cannot be analyzed using Synchro 8 s application of HCM 2010 methodologies. Study Freeway Mainline and Ramps Caltrans freeway mainline and ramp merge/diverge locations are analyzed per procedures outlined within Caltrans Guide for the Preparation of Traffic Impact Studies using HCM 2010 methodologies. Highway Capacity Software (HCS) 2010 is utilized to calculate LOS. Warrant Analysis A supplemental traffic signal warrant analysis was completed on unsignalized intersections determined to be operating at unacceptable LOS. The term signal warrants refers to the list of established criteria used by Caltrans and other public agencies to quantitatively justify or ascertain the need for installation of a traffic signal at an unsignalized intersection. The TIAR has employed the signal warrant criteria presented in the latest edition of the California Manual on Uniform Traffic Control Devices (MUTCD) for all study intersections. The signal warrant criteria are based upon several factors, including the volume of vehicular and pedestrian traffic, frequency of accidents, and location of school areas

18 The California MUTCD indicates that the installation of a traffic signal should be considered if one or more of the signal warrants are met, which specifically utilizes the peak hour volumebased Warrant 3 as one representative type of traffic signal warrant analysis. It should be noted that the Peak-Hour-Volume Warrant was only applied when the intersection was found to be operating at unacceptable LOS. Therefore, instances may occur when the unsignalized intersection operates at acceptable LOS conditions or better but still meets the Peak-Hour- Volume Warrant. Project-Specific Impacts and Mitigation Measures The following discussion of impacts is based on the implementation of the proposed project in comparison with the standards of significance identified above. The discussions and mitigation measures presented below apply to Liberty Ranch, Future Growth Area, and non-participating properties unless otherwise stated Short-term impacts related to construction activities. Based on the analysis below and with implementation of mitigation, the impact is less than significant. The potential impacts related to construction activities are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site. Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. As such, construction activities would not occur on the nonparticipating properties with implementation of the proposed project. Therefore, shortterm transportation and circulation impacts related to construction activities would not occur associated with the non-participating properties. Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, short-term transportation and circulation impacts related to construction activities would not occur associated with the Future Growth Area. Liberty Ranch The approved 2030 Galt General Plan included 157 more residential units on the project site than the proposed project. Although the proposed project results in a reduction in the number of units, the short-term impacts related to construction activities would remain similar. The temporary construction period for the proposed project would involve vehicle trips to and from the project site associated with the delivery of equipment and

19 materials, as well as construction workers vehicle trips. Heavy vehicles would access the site and may need to be staged for construction. The short-term construction activities could result in possible temporary lane closures, street closures, sidewalk closures, and bikeway closures. It should be noted that buildout of the Liberty Ranch site would occur in several major phases over at least 10 years. Each major phase could generate similar impacts on the surrounding street network. Conclusion Based on the above discussion, the transportation network near the site, including pedestrian and bicycle access in the vicinity of the project site, may be disrupted by construction activities of the proposed project. It should be noted, however, that access to all nearby parcels would be maintained during construction of the proposed project. Nonetheless, the temporary construction activities associated with the proposed project could result in degraded roadway operating conditions, and impacts would be considered potentially significant. Mitigation Measure(s) Implementation of the following mitigation measure would reduce the above impact to a less-than-significant level. Liberty Ranch Prior to the beginning of construction for each major phase of development, the applicant shall prepare a construction traffic and parking management plan for each phase to the satisfaction of the City Engineer and subject to review by any affected agencies, if necessary. The plan shall ensure that acceptable operating conditions on local roadways and freeway facilities are maintained. At a minimum, the plan shall include the following: Description of trucks including number and size of trucks per day, expected arrival/departure times, and truck circulation patterns. Description of staging area including location, maximum number of trucks simultaneously permitted in staging area, use of traffic control personnel, and specific signage. Description of street closures and/or bicycle and pedestrian facility closures including duration, advance warning and posted signage, safe and efficient access routes for existing businesses and emergency vehicles, and use of manual traffic control. Description of driveway access plan including provisions for safe vehicular, pedestrian, and bicycle travel, minimum distance from any open trench, special signage, and private vehicle accesses

20 Impacts to Year 2021 study intersections. Based on the analysis below and with implementation of mitigation, the impact is less than significant. The potential impacts related to Year 2021 study intersections are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site. Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. Therefore, impacts related to Year 2021 study intersections would not occur associated with the non-participating properties. Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, impacts related to Year 2021 study intersections would not occur associated with the Future Growth Area. Liberty Ranch As discussed above, the proposed project has been analyzed under three different scenarios. An initial scenario of buildout of 700 units is assumed to be constructed by approximately 2021, and would be analyzed in Year 2021 Plus Project conditions. The Year 2021 Plus Project conditions traffic volumes were developed by superimposing the project only traffic generated by the first 700-unit scenario of the proposed project over Year 2021 No Project traffic volumes. The Year 2021 project site trip generation has largely been estimated utilizing trip generation rates contained in the Institute of Transportation Engineers (ITE) Publication Trip Generation (9th Edition). Table provides a summary of the land use and quantities for the first 700-unit scenario of the project (Year 2021), along with corresponding ITE land use code from which trip generation characteristics were established. As shown in Table , the project is projected to generate 474 AM peak hour trips and 693 PM peak hour trips in Year It should be noted that the proposed project includes single-family and multi-family residential units. However, the TIAR analyzed the proposed project with single-family trip generation, which results in a worst-case scenario for project trip generation. School trip reductions were calculated based on the student generation rate provided by the Galt Joint Union High School District. The School District recommends using a rate of 0.21 high school students per residential unit, which was applied to the proposed project s estimated dwelling units (DUs) in order to gauge potential high school student population within the proposed development

21 Table Unit Scenario (Year 2021) Project Trip Generation Land Use Category (ITE Code) Unit AM Peak Hour Trip PM Peak Hour Trip Daily Trip Rate/Unit 1 Rate/Unit Rate/Unit Total In % Out % Total In % Out % Single-Family Detached Housing (210) SFDU % 75% % 37% Project Name Quantity Daily AM Peak Hour Trips PM Peak Hour Trips (units) Trips Total In Out Total In Out Eastview 700 Unit Scenario 700 6, Internal High School Trip Capture Varies Net New Project Trips 6, Notes: SFDU = Single-Family Dwelling Units 1. Trip rates based on ITE Trip Generation Manual 9 th edition average rates. The directional trip distribution of Year 2021 project generated trips is based on the Galt City-wide Traffic Model and supplemented by knowledge of the existing traffic flow patterns, geographical location of the project sites, area demographics, and locations of other similar destinations. Trip distribution patterns were also estimated based on trip distribution patterns established by other recent traffic studies of projects in the proposed project s vicinity. The trip distribution patterns for the Year 2021 analyses assume the existing City-wide circulation system is in place, with the exception of facilities constructed internally to the proposed project and as access roads between the proposed project and existing streets. Figure and Figure provide the project trip distribution for outbound and inbound project traffic, respectively. Figure shows the Year 2021 project only trips using the trip generation as shown in Table and trip distribution shown in Figure and Figure Based on the proposed project s 700-unit scenario projected trip generation and distribution estimates, the resulting Year 2021 Plus Project traffic volumes at each of the study intersections are shown in Figure The Year 2021 Plus Project LOS results at the study intersections are summarized in Table As shown in the Table , with implementation of the proposed project, the following impacts would occur: Twin Cities/Marengo Road intersection: increase delay by 17 seconds and unacceptable LOS E (AM peak hour); and Walnut Avenue/SR 99 NB Ramps intersection: unacceptable LOS E (AM and PM peak hours). It should be noted that the Walnut Avenue/SR 99 NB Ramps intersection would operate at an unacceptable LOS E during the AM peak hour with or without the proposed project and the proposed project would not increase the delay for the AM peak hour by five seconds or more

22 Figure Year 2021/2026 Trip Distribution (Outbound) N

23 Figure Year 2021/2026 Trip Distribution (Inbound) N

24 Figure Unit Scenario (Year 2021) Project Only Peak Hour Traffic Volumes N

25 Figure Peak Hour Traffic Volumes and Lane Configurations Year 2021 (700 Unit Scenario) Plus Project Conditions N

26 Table Intersection LOS Year 2021 (700 Unit Scenario) Plus Project Conditions Minimum Acceptable LOS DRAFT EIR AM Peak Hour PM Peak Hour Plus Project No Project Plus Project No Project Delay 1 LOS Delay 1 LOS Delay 1 LOS Delay 1 LOS Intersection Control 1. Twin Cities Road/W. Stockton Boulevard RBT D 13.4 B 11.6 B 8.9 A 8.2 A 2. Twin Cities Road/E. Stockton Boulevard RBT D 6.3 A 5.8 A 15.0 B 10.5 B 3. SR 99 SB On/Off Ramp/W. Stockton Boulevard TWSC D 16.5 C 11.9 B 29.1 D 27.5 D 4. SR 99 NB On Ramp/E. Stockton Boulevard TWSC D 10.7 B 9.9 A 17.1 C 12.7 B 5. SR 99 SB On Ramp/W. Stockton Boulevard TWSC D 2.7 A 2.8 A 3.1 A 3.1 A 6. SR 99 NB Off Ramp/E. Stockton Boulevard AWSC D 6.7 A 6.9 A 7.9 A 7.0 A 7. Twin Cities Road/Carillion Boulevard Signal D 17.7 B 18.4 B 14.6 B 15.7 B 8. Twin Cities Road/Marengo Road AWSC D 35.2 E 18.2 C 19.3 C 13.0 B 9. Twin Cities Road/Cherokee Lane TWSC D 18.4 C 20.1 C 21.2 C 20.1 C 10. Walnut Avenue/SR 99 NB Ramps AWSC D 37.8 E 35.4 E 37.9 E 27.5 D 11. Walnut Avenue/Carillion Boulevard AWSC D 14.3 B 12.4 B 9.0 A 6.9 A 12. Walnut Avenue/Marengo Road AWSC D 23.8 C 16.6 C 11.8 B 9.6 A 13. Simmerhorn Road/Marengo Road AWSC D 15.1 C 12.8 B 10.4 B 9.7 A 14. Simmerhorn Road/Cherokee Lane TWSC D 14.3 B 13.7 B 14.0 B 13.4 B 15. Twin Cities Road/Project Driveway Signal D 13.4 B N/A 13.0 B N/A 16. Marengo Road/Project Driveway AWSC D 13.2 B N/A 10.5 B N/A 17. Cherokee Lane/Project Driveway AWSC D 9.3 A N/A 9.5 A N/A Notes: RBT = Roundabout TWSC = Two-Way Stop Control AWSC = All-Way Stop Control 1. Intersection 3-6 and 11 analyzed using Sim-traffic. Intersection 1 and 2 analyzed using SIDRA software. All other intersections analyzed using HCM 2010 methodology Bold indicates unacceptable operations Shaded indicates a significant impact

27 Conclusion The approved 2030 Galt General Plan included 157 more residential units on the project site than the proposed project. Therefore, the proposed project would result in a reduction in the number of units, comprising of fewer daily trips and annual VMT than the approved land use designations. However, implementation of the proposed project would still result in unacceptable LOS and delay at the Twin Cities/Marengo Road (AM peak hour) and the Walnut Avenue/SR 99 NB Ramps (PM peak hour) intersections, which would be considered a potentially significant impact. Mitigation Measure(s) Implementation of the following mitigation measures would improve the LOS at the Twin Cities Road/Marengo Road and the Walnut Avenue/SR 99 NB Ramps intersections as shown in Table Therefore, with implementing the following mitigation measures the above impact would be reduced to a less-than-significant level: Table Mitigated Intersection LOS Year 2021 (700 Unit Scenario) Plus Project Conditions Minimum AM Peak Hour PM Peak Hour Intersection Control Acceptable LOS Delay LOS Delay LOS 8. Twin Cities Road/Marengo Road AWSC D 19.1 C Walnut Avenue/SR 99 NB Ramps Signal D 7.4 A 15.3 B Notes: AWSC = All-Way Stop Control It should be noted that all of the following mitigation measures are consistent with improvements in the City s TCIP. Liberty Ranch (a) (b) Prior to issuance of a building permit, the project applicant shall pay the City s TCIP fee towards the widening of Twin Cities Road, widening of Marengo Road, construction of the dedicated westbound turn lane, and signalization of the Twin Cities Road/Marengo Road intersection. Prior to issuance of a building permit, the project applicant shall pay the City s TCIP fee towards the reconstruction of the Walnut Avenue/SR 99 interchange

28 Impacts to Year 2021 study freeway facilities. Based on the analysis below and the lack of feasible mitigation, the impact is significant and unavoidable. The potential impacts related to Year 2021 study freeway facilities are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site. Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. Therefore, impacts related to Year 2021 study freeway facilities would not occur associated with the non-participating properties. Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, impacts related to Year 2021 study freeway facilities would not occur associated with the Future Growth Area. Liberty Ranch The Year 2021 Plus Project LOS results at the freeway mainline segments and ramps are summarized in Table and Table , respectively. As shown in Table , implementation of the proposed project would result in the following impacts to freeway mainline segments: SR 99 NB, south of Walnut Avenue: unacceptable LOS (PM peak hour). In addition, as shown in Table , implementation of the proposed project would result in the following impacts to freeway ramps: Walnut Avenue SR 99 NB Off-Ramp (AM peak hour). It should be noted that implementation of the proposed project would not increase the density by more than five percent at the southern Twin Cities Road SR 99 SB On-Ramp (PM peak hour), the Twin Cities Road SR 99 SB Off-Ramp (PM peak hour), or the Walnut Avenue SR 99 NB Off-Ramp (PM peak hour)

29 Table Freeway Mainline LOS Year 2021 (700 Unit Scenario) Plus Project Conditions Freeway Mainline Segment Minimum AM Peak Hour PM Peak Hour # of Acceptable Plus Project No Project Plus Project No Project Lanes LOS Density 1 LOS Density 1 LOS Density 1 LOS Density 1 LOS SR 99 SB, north of Twin Cities Road 2 D 27.2 D 27.0 D 37.3 E 35.8 E SR 99 SB, south of Twin Cities Road 2 D 30.7 D 30.2 D 34.1 D 33.7 D SR 99 NB, north of Twin Cities Road 2 D 30.4 D 29.4 D 32.0 D 30.6 D SR 99 NB, south of Twin Cities Road 2 D 27.5 D 37.2 D 30.8 D 30.3 D SR 99 NB, south of Walnut Avenue 2 D 29.0 D 28.5 D 36.4 E 33.7 D Notes: 1. pcplpm = passenger cars per lane per mile Bold indicates unacceptable operations; Shaded indicates a significant impact Freeway Ramp Segments Table Freeway Ramps LOS Year 2021 (700 Unit Scenario) Plus Project Conditions Minimum AM Peak Hour PM Peak Hour Facility Acceptable Type LOS Plus Project No Project Plus Project No Project Density 1 LOS Density 1 LOS Density 1 LOS Density 1 LOS SR 99 Ramps at Twin Cities Road SB Off-Ramp D Diverge 31.7 D 31.5 D 38.7 E 37.9 E SB On-Ramp (northside) D Merge 30.8 D 31.7 D 33.1 D 32.9 D SB On-Ramp (southside) D Merge 34.2 D 33.9 D 36.4 E 35.2 E NB Off-Ramp D Diverge 32.0 D 32.6 D 34.6 D 34.2 D NB On-Ramp D Merge 33.2 D 32.5 D 34.3 D 33.8 D SR 99 Ramps at Walnut Avenue NB Off-Ramp D Diverge 38.3 E 32.8 D 38.3 E 36.6 E NB On-Ramp D Merge 32.2 D 32.0 D 34.6 D 34.2 D Notes: 1. pcplpm = passenger cars per lane per mile Bold indicates unacceptable operations; Shaded indicates a significant impact

30 Conclusion The 2030 Galt General Plan EIR found the impact to regional facilities, which includes SR 99, to be significant and unavoidable. The approved 2030 Galt General Plan included 157 more residential units on the project site than the proposed project. Therefore, the proposed project would result in a reduction in the number of units, comprising of fewer daily trips and annual VMT than the approved land use designations. Nonetheless, the aforementioned Year 2021 Plus Project conditions would be considered a significant impact. Mitigation Measure(s) The TIAR states the widening of SR 99 to three lanes in each direction within the study area would reduce the above impact to a less-than-significant level. However, successful implementation of the recommended improvements to the SR 99 mainline and ramp operations are under the jurisdiction of Caltrans, over which the City of Galt does not have control. As a result, the City of Galt is conservatively acknowledging the possibility that the City does not have control over the timing of construction of such improvements. Therefore, the above impact would be considered to remain significant and unavoidable. Consistent with CEQA Guidelines section 15091, subdivision (a)(2), the City of Galt concludes that Caltrans can and should implement the mitigation. Conversely, improving the ramp geometries alone, without widening SR 99, would not mitigate the ramp operations, because the ramp deficiencies are related to the capacity of the mainline Impacts to Year 2026 study intersections. Based on the analysis below and with implementation of mitigation, the impact is less than significant. The potential impacts related to Year 2026 study intersections are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site. Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. Therefore, impacts related to Year 2026 study intersections would not occur associated with the non-participating properties. Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, impacts related to Year 2026 study intersections would not occur associated with the Future Growth Area

31 Liberty Ranch As discussed previously, the second scenario is assumed to be constructed by approximately 2026 and would include buildout of an additional 700 units (for 1,400 total units) and an elementary school. The second scenario would be analyzed in Year 2026 Plus Project conditions. The Year 2026 Plus Project conditions traffic volumes were developed by superimposing the project only traffic including the trips generated by the second 700-unit scenario (including elementary school trips) of the proposed project over the No Project Year 2026 traffic volumes. For the Year 2026 project site trip generation, the elementary school size was estimated utilizing the elementary school student generation rate provided by the Galt Joint Union Elementary School District Facilities Master Plan. The District recommends using 0.48 elementary students per residential unit. Applying that rate to the proposed project, the proposed development would introduce 672 potential elementary students. The school size was therefore estimated to serve 700 students. In addition, the assumption of 0.21 high school students per residential unit was utilized to calculate the internal high school trip capture. Table provides a summary of the land use and quantities for 1,400 unit scenario of the project (Year 2026), along with corresponding ITE land use code from which trip generation characteristics were established. Table ,400 Unit Scenario (Year 2026) Project Trip Generation AM Peak Hour Trip Daily Trip Land Use Category (ITE Code) Unit Rate/Unit 1 Rate/Unit PM Peak Hour Trip Rate/Unit Total In % Out % Total In % Out % Single-Family Detached Housing (210) SFDU % 75% % 37% Elementary School (520) Students % 45% % 51% Project Name Quantity Daily AM Peak Hour Trips PM Peak Hour Trips (units) Trips Total In Out Total In Out Eastview 1,400 Unit Scenario 1,400 13,328 1, , Internal High School Trip Capture Varies Eastview Elementary School Internal Elementary School Trip Capture Varies Net New Project Trips 13,022 1, , Notes: SFDU = Single-Family Dwelling Units 1. Trip rates based on ITE Trip Generation Manual 9 th edition average rates. 2. AM peak hour trip generation estimates are for AM peak hour of the generator and not the adjacent street. As shown in Table , the proposed project is projected to generate 1,017 AM peak hour trips and 1,446 PM peak hour trips in Year As with Year 2021 conditions, an internal trip capture for high school students was developed using the City s rate of 0.21 high school students per residential unit. With the addition of an elementary school, an internal trip capture for elementary school students was also developed

32 The directional trip distribution of Year 2026 project generated trips is based on the Galt City-wide Traffic Model and supplemented by knowledge of the existing traffic flow patterns, geographical location of the project sites, area demographics, and locations of other similar destinations. Trip distribution patterns were also estimated based on trip distribution patterns established by other recent traffic studies of projects in the proposed project s vicinity. In the same way as in the Year 2021, the trip distribution patterns for the Year 2026 analyses assume the existing City-wide circulation system is in place, with the exception of facilities constructed internally to the proposed project and as access roads between the proposed project and existing streets. Figure and Figure above, provide the project trip distribution for outbound and inbound project traffic, respectively. Figure shows the Year 2026 project only trips using the trip generation as shown in Table and trip distribution shown in Figure and Figure Based on the Year 2026 scenario (1,400 total units and Elementary School) projected trip generation and distribution estimates, the resulting Year 2026 Plus Project traffic volumes at each of the study intersections have been assigned as shown in Figure The Year 2026 Plus Project LOS results at the study intersections are summarized in Table As shown in Table , with implementation of the proposed project, the following impacts would occur: SR 99 SB On/Off Ramp/W. Stockton Boulevard intersection: increase delay by 64.3 seconds and unacceptable LOS F (PM peak hour); Twin Cities Road/Marengo Road intersection: unacceptable LOS E (AM and PM peak hours); Walnut Avenue/SR 99 NB Ramps: unacceptable LOS E (PM peak hour); and Walnut Avenue/Marengo Road intersection: unacceptable LOS E (AM peak hour). It should be noted that, although the intersection would operate unacceptably without the project, with implementation of the proposed project, the increase in delay at the Walnut Avenue/SR 99 NB Ramps for the PM peak hour would be five seconds. Conclusion The approved 2030 Galt General Plan included 157 more residential units on the project site than the proposed project. Therefore, the proposed project would result in a reduction in the number of units, comprising of fewer daily trips and annual VMT than the approved land use designations. However, implementation of the proposed project would still result in unacceptable LOS and delay at the SR 99 SB On/Off Ramp/W. Stockton Boulevard (PM peak hour), Twin Cities/Marengo Road (AM and PM peak hour), the Walnut Avenue/SR 99 NB Ramps (PM peak hour), and Walnut Avenue/Marengo Road (AM peak hour) intersections, which would be considered a potentially significant impact

33 Figure Year 2026 Project Only (1,400 Unit Scenario) Peak Hour Traffic Volumes N

34 Figure Peak Hour Traffic Volumes and Lane Configurations Year 2026 Plus Project (1,400 Unit Scenario) Conditions N

35 Table Intersection LOS Year 2026 Plus Project (1,400 Unit Scenario) Conditions Minimum Acceptable LOS DRAFT EIR AM Peak Hour PM Peak Hour Plus Project No Project Plus Project No Project Delay 1 LOS Delay 1 LOS Delay 1 LOS Delay 1 LOS Intersection Control 1. Twin Cities Road/W. Stockton Boulevard RBT D 21.4 C 13.5 B 9.5 A 9.0 A 2. Twin Cities Road/E. Stockton Boulevard RBT D 7.9 A 6.6 A 42.6 D 13.3 B 3. SR 99 SB On/Off Ramp/W. Stockton Boulevard TWSC D 13.8 B 12.6 B 80.1 F 15.8 C 4. SR 99 NB On Ramp/E. Stockton Boulevard TWSC D 23.6 C 15.3 C 17.3 C 12.6 B 5. SR 99 SB On Ramp/W. Stockton Boulevard TWSC D 2.9 A 2.0 A 3.2 A 3.2 A 6. SR 99 NB Off Ramp/E. Stockton Boulevard AWSC D 7.0 A 6.8 A 8.4 A 7.1 A 7. Twin Cities Road/Carillion Boulevard Signal D 18.2 B 18.4 B 16.2 B 16.0 B 8. Twin Cities Road/Marengo Road AWSC D 43.9 E 21.4 C 43.0 E 14.0 B 9. Twin Cities Road/Cherokee Lane TWSC D 25.9 D 24.2 C 30.3 D 24.1 C 10. Walnut Avenue/SR 99 NB Ramps AWSC D 44.1 E 39.8 E 41.9 E 36.9 E 11. Walnut Avenue/Carillion Boulevard AWSC D 18.9 C 11.5 B 11.6 B 8.0 A 12. Walnut Avenue/Marengo Road AWSC D 38.4 E 18.5 C 17.9 C 9.9 A 13. Simmerhorn Road/Marengo Road AWSC D 27.1 D 14.4 B 12.4 B 10.3 B 14. Simmerhorn Road/Cherokee Lane TWSC D 16.8 C 14.9 B 16.2 B 14.6 B 15. Twin Cities Road/Project Driveway Signal D 14.7 B N/A 13.7 B N/A 16. Marengo Road/Project Driveway AWSC D 16.6 C N/A 11.7 B N/A 17. Cherokee Lane/Project Driveway AWSC D 9.7 A N/A 10.1 B N/A Notes: RBT = Roundabout TWSC = Two-Way Stop Control AWSC = All-Way Stop Control 1. Intersection 3-6 and 11 analyzed using Sim-traffic. Intersection 1 and 2 analyzed using SIDRA software. All other intersections analyzed using HCM 2010 methodology Bold indicates unacceptable operations Shaded indicates a significant impact

36 Mitigation Measure(s) Implementation of the following mitigation measures would improve the LOS at the SR 99 SB On/Off Ramp/W. Stockton Boulevard intersection, the Twin Cities Road/Marengo Road intersection, the Walnut Avenue/SR 99 NB Ramps, and the Walnut Avenue/Marengo Road intersection as shown in Table Therefore, with implementing the following mitigation measures the above impact would be reduced to a less-than-significant level. Table Mitigated Intersection LOS Year 2026 Plus Project (1,400 Unit Scenario) Conditions Minimum AM Peak Hour PM Peak Hour Intersection Control Acceptable LOS Delay LOS Delay LOS 3. SR 99 SB On/Off Ramp/W. TWSC D D Stockton Boulevard 8. Twin Cities Road/Marengo Road Signal D 11.6 B 7.7 A 10. Walnut Avenue/SR 99 NB Ramps Signal D 7.4 A 15.3 B 12. Walnut Avenue/Marengo Road AWSC D 16.8 C - Notes: AWSC = All-Way Stop Control TWSC = Two-Way Stop Control It should be noted that all of the following mitigation measures are consistent with improvements in the City s TCIP. Liberty Ranch (a) (b) (c) Implement Mitigation Measure (a). Implement Mitigation Measure (b). Prior to issuance of a building permit, the project applicant shall pay the City s TCIP fee towards construction of a dedicated southbound right turn lane, the widening of Marengo Road, and signalization of the Walnut Avenue/Marengo Road intersection Impacts to Year 2026 study freeway facilities. Based on the analysis below and the lack of feasible mitigation, the impact is significant and unavoidable. The potential impacts related to Year 2026 study freeway facilities are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site

37 Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. Therefore, impacts related to Year 2026 study freeway facilities would not occur associated with the non-participating properties. Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, impacts related to Year 2026 study freeway facilities would not occur associated with the Future Growth Area. Liberty Ranch The Year 2026 Plus Project LOS results at the freeway mainline segments and ramps are summarized in Table and Table , respectively. As shown in Table , implementation of the proposed project would result in the following impacts to freeway mainline segments: Unacceptable LOS at SR 99 SB, north of Twin Cities Road (PM peak hour); Unacceptable LOS at SR 99 SB, south of Twin Cities Road (AM peak hour); Unacceptable LOS at SR 99 NB, north of Twin Cities Road (AM and PM peak hours); Unacceptable LOS at SR 99 NB, south of Twin Cities Road (PM peak hour); and Unacceptable LOS at SR 99 NB, south of Twin Cities Road (PM peak hour). The proposed project would increase the density by more than five percent for only the SR 99 SB, north of Twin Cities Road, the SR 99 NB, south of Twin Cities Road, and the SR 99 NB, south of Walnut Avenue mainline segments (PM peak hour), the SR 99 SB, south of Twin Cities Road mainline segment (AM peak hour), and for the SR 99 NB, north of Twin Cities Road mainline segment (AM and PM peak hours). Furthermore, as shown in Table , implementation of the proposed project would result in the following impacts to study freeway ramps: Unacceptable LOS at the Twin Cities Road SR 99 NB On-Ramp (AM and PM peak hours); and Unacceptable LOS at the Walnut Avenue SR 99 NB Off-Ramp (PM peak hour). The proposed project would increase the density by more than five percent for only the Twin Cities Road SR 99 NB On-Ramp (AM and PM peak hours) and for the Walnut Avenue SR 99 NB Off-Ramp (PM peak hour)

38 Table Freeway Mainline LOS Year 2026 Plus Project (1,400 Unit Scenario) Conditions Freeway Mainline Segment Minimum AM Peak Hour PM Peak Hour # of Acceptable Plus Project No Project Plus Project No Project Lanes LOS Density 1 LOS Density 1 LOS Density 1 LOS Density 1 LOS SR 99 SB, north of Twin Cities Road 2 D 31.1 D 30.3 D 45.1 F 40.9 F SR 99 SB, south of Twin Cities Road 2 D 36.0 E 34.8 D 39.7 E 38.6 E SR 99 NB, north of Twin Cities Road 2 D 35.6 E 33.2 D 37.3 E 35.4 E SR 99 NB, south of Twin Cities Road 2 D 31.2 D 30.4 D 35.4 E 34.1 D SR 99 NB, south of Walnut Avenue 2 D 33.4 D 31.9 D 45.9 F 38.5 E Notes: 1. pcplpm = passenger cars per lane per mile Bold indicates unacceptable operations; Shaded indicates a significant impact Freeway Ramp Segments Table Freeway Ramps LOS Year 2026 Plus Project (1,400 Unit Scenario) Conditions Minimum AM Peak Hour PM Peak Hour Facility Acceptable Type LOS Plus Project No Project Plus Project No Project Density 1 LOS Density 1 LOS Density 1 LOS Density 1 LOS SR 99 Ramps at Twin Cities Road SB Off-Ramp D Diverge 34.8 D 34.3 D 42.4 F 40.6 E SB On-Ramp (northside) D Merge 33.7 D 33.2 D 35.7 E 35.3 E SB On-Ramp (southside) D Merge 37.4 E 36.7 E 39.2 E 38.7 E NB Off-Ramp D Diverge 34.9 D 34.3 D 37.7 E 36.9 E NB On-Ramp D Merge 36.3 E 35.0 D 37.2 E 34.7 D SR 99 Ramps at Walnut Avenue NB Off-Ramp D Diverge 36.4 E 35.4 E 42.8 F 39.4 E NB On-Ramp D Merge 34.7 D 34.3 D 37.4 E 36.7 E Notes: 1. pcplpm = passenger cars per lane per mile Bold indicates unacceptable operations; Shaded indicates a significant impact

39 Conclusion The 2030 Galt General Plan EIR found the impact to regional facilities, which includes SR 99, to be significant and unavoidable. The approved 2030 Galt General Plan included 157 more residential units on the project site than the proposed project. Therefore, the proposed project would result in a reduction in the number of units, comprising of fewer daily trips and annual VMT than the approved land use designations. Nonetheless, the aforementioned Year 2026 Plus Project conditions would be considered a significant impact for the following mainline segments and ramp segments: SR 99 SB, north of Twin Cities Road; SR 99 NB, south of Twin Cities Road; SR 99 NB, south of Walnut Avenue mainline segments (PM peak hour); SR 99 SB, south of Twin Cities Road mainline segment (AM peak hour); SR 99 NB, north of Twin Cities Road mainline segment (AM and PM peak hours); Twin Cities Road SR 99 NB On-Ramp (AM and PM peak hours); and Walnut Avenue SR 99 NB Off-Ramp (PM peak hour). Mitigation Measure(s) The TIAR states the widening of SR 99 to three lanes in each direction within the study area would reduce the above impact to a less-than-significant level. However, successful implementation of the recommended improvements to the SR 99 mainline and ramp operations are under the jurisdiction of Caltrans, over which the City of Galt has no control. As a result, the City of Galt is conservatively acknowledging the possibility that the City does not have control over the timing of construction of such improvements. Therefore, the above impact would be considered to remain significant and unavoidable. Consistent with CEQA Guidelines section 15091, subdivision (a)(2), the City of Galt concludes that Caltrans can and should implement the mitigation Impacts on bicycle and pedestrian facilities. Based on the analysis below, the impact is less than significant. As noted previously, sidewalks do not currently exist along Twin Cities Road or Cherokee Lane in the project vicinity. In addition, sidewalks do not exist along the west side of Marengo Road alongside Liberty Ranch High School. Furthermore, the project vicinity does not include Class II Bike Route signs or markings. Implementation of the proposed project would increase the bicycle and pedestrian connections within the vicinity of the project site. The potential impacts related to bicycle and pedestrian facilities are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site. Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. Therefore, impacts related to bicycle and pedestrian facilities would not occur associated with the non-participating properties

40 Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, impacts related to bicycle and pedestrian facilities would not occur associated with the Future Growth Area. Liberty Ranch The proposed project would integrate a complete street design, which would accommodate automobiles, bicyclists and pedestrians equally. Traffic calming measures, such as roundabouts or circles would be utilized to slow vehicular traffic and make the community friendlier to pedestrians and other modes of transportation. Reduced centerline radii on streets around parks, on private drive aisles and entrances to parking areas from roadways would also be used as a method of slowing vehicular speeds. In addition, extensive landscaping is proposed along arterial, collector and primary streets to provide shade, enhance the pedestrian experience, and encourage walking. The proposed project consists of a modified grid pattern of streets, which allows for excellent vehicular and pedestrian connectivity including well landscaped outdoor spaces and pathways for pedestrians and bicyclists. Sidewalks would be provided along every street within the project site. Along arterial, collector and primary residential streets the sidewalks would be separated from the curb by a minimum six-foot planter. A Class I bike lane would be provided on the west side of Cherokee Lane. In addition, a Class I bike/pedestrian trail would meander through the Deadman Gulch Open Space Corridor linking parks and neighborhoods within the project site and providing an east to west connection to the existing neighborhoods and schools located to the west. The Class I bike trail would provide ten feet of asphalt with two feet of gravel and/or decomposed granite shoulders. These bicycle and pedestrian corridors would be landscaped to provide shade for pedestrians to provide a pleasant pedestrian experience and promote walkability. The pedestrian corridors would also include directional signage, which would create a clear, understandable system of trails. The proposed project includes a Class II Bike Lane within the middle of the Liberty Ranch portion of the project site. Class II Bike Lanes would be striped at three feet in addition to the gutter to allow adequate pavement area for cyclists, and would be painted a different color, such as green, to differentiate the bike lane from the vehicular lanes. Conclusion Due to the aforementioned bicycle and pedestrian improvements that would be implemented with the development of the proposed project, the proposed project s impact on bicycle and pedestrian facilities is considered less than significant. Mitigation Measure(s) None required

41 Impacts on the transit system. Based on the analysis below, the impact is less than significant. The potential impacts related to the transit system are discussed in further detail below separately for the non-participating properties, Future Growth Area, and Liberty Ranch portions of the project site. Non-Participating Properties The non-participating properties would retain the currently adopted General Plan land use designations and development of the non-participating properties is not proposed as part of the proposed project. Therefore, impacts related to the transit system would not occur associated with the non-participating properties. Future Growth Area Development of the Future Growth Area is not proposed at this time. As such, construction activities would not occur on the non-participating properties with implementation of the proposed project. Therefore, impacts related to the transit system would not occur associated with the Future Growth Area. Liberty Ranch As discussed previously, the SCT/Link currently provides transit services to the City of Galt. The new SCT/Link Dial-a-Ride would continue to provide transit services to the City of Galt and the proposed project. In addition, the transit services described above, such as the Highway 99 Express, the direct bus service from Isleton and other Delta communities to Galt, and the Medical Tripper would continue to serve the City of Galt. As a result, the proposed project would not disrupt existing or planned transit services or facilities, or create inconsistencies with any adopted plans, guidelines, policies or standards related to transit, and impacts would be considered less than significant. Mitigation Measure(s) None required. Cumulative Impacts and Mitigation Measures The cumulative (Year 2035) conditions simulate traffic operations upon build out of the City s 20-Year land use forecast and the City s 20-Year circulation system. The following improvements are included in the City s 20-Year circulation system, and were assumed in place under Cumulative conditions: Roadway Widening to Four-Lane Arterials at: o Carrillion Boulevard (Vauxhall Avenue to Boessow Road) o Marengo Road (Twin Cities Road to Simmerhorn Road) o Twin Cities Road (Fermoy Way to Marengo Road)

42 New Four-Lane Arterial at: o Marengo Road (Simmerhorn Road to Crystal Way/Central Galt Interchange) Intersection Widenings at: o Simmerhorn Road/Carillion Boulevard o Boessow Road/Carillion Boulevard o Walnut Avenue/Cherokee Lane o Walnut Avenue/Marengo Road o Simmerhorn Road/Marengo Road o Marengo Road Extension/Carillion Boulevard o Twin Cities Road/Carillion Boulevard New Grade-Separated Interchange at: o Walnut Avenue/SR 99 o Walnut Avenue/Marengo Road Traffic Signals at: o Twin Cities Road/Marengo Road o Walnut Avenue/Marengo Road o Simmerhorn Road/Marengo Road AWSC at: o Twin Cities Road/Cherokee Lane Cumulative Intersection Operations The City of Galt s travel demand model forecasts were utilized to develop the Year 2035 No Project and Year 2035 Plus Project traffic forecasts. The intersection lane geometrics and control types assumed under Year 2035 condition are presented in Figure Cumulative (Year 2035) No Project conditions represent buildout of the City s 20-Year land use forecasts, without development of the proposed project (see Figure ). Table provides a summary of the peak hour operations of the study intersections that were analyzed using Year 2035 No Project traffic forecasts. As shown in Table , all intersections operate at acceptable LOS D or better for both peak hour periods in Year 2035 No Project conditions. The redistribution of traffic due to proposed circulation system improvements such as the Marengo Road extension to Central Galt interchange and the new full access interchange at Walnut Avenue, in addition to intersection capacity improvements along existing streets, allow for acceptable operations despite added local and regional traffic on study intersections

43 Table Intersection LOS Cumulative (Year 2035) No Project Conditions Minimum Acceptable AM Peak Hour PM Peak Hour Intersection Control LOS Delay 1 LOS Delay 1 LOS 1. Twin Cities Road/W. Stockton Boulevard RBT D 11.7 B 8.4 A 2. Twin Cities Road/E. Stockton Boulevard RBT D 6.2 A 9.4 A 3. SR 99 SB On/Off Ramp/W. Stockton Boulevard TWSC D 8.9 A 11.1 B 4. SR 99 NB On Ramp/E. Stockton Boulevard TWSC D 29.0 D 24.1 C 5. SR 99 SB On Ramp/W. Stockton Boulevard TWSC D 2.9 A 3.4 A 6. SR 99 NB Off Ramp/E. Stockton Boulevard AWSC D 6.7 A 7.0 A 7. Twin Cities Road/Carillion Boulevard Signal D 10.7 B 9.3 A 8. Twin Cities Road/Marengo Road Signal D 11.1 B 8.4 A 9. Twin Cities Road/Cherokee Lane TWSC D 23.6 C 21.7 C 10. Walnut Avenue/SR 99 NB Ramps Signal D 9.9 A 10.8 B 11. Walnut Avenue/Carillion Boulevard Signal D 19.1 B 11.2 B 12. Walnut Avenue/Marengo Road Signal D 7.7 A 5.6 A 13. Simmerhorn Road/Marengo Road Signal D 6.1 A 5.7 A 14. Simmerhorn Road/Cherokee Lane TWSC D 23.5 C 23.2 C Notes: RBT = Roundabout; TWSC = Two-Way Stop Control; AWSC = All-Way Stop Control 1. Intersection 3-6 and 11 analyzed using Sim-traffic. Intersection 1 and 2 analyzed using SIDRA software. All other intersections analyzed using HCM 2010 methodology

44 Figure Existing Lane Geometrics and Control - Cumulative (Year 2035) No Project Conditions N

45 Figure Peak Hour Traffic Volumes and Lane Configurations - Cumulative (Year 2035) No Project Conditions N

46 Cumulative Freeway Operations Table and Table provide a summary of the SR 99 mainline and ramp operations, respectively, for Cumulative (Year 2035) No Project conditions. Table Freeway Mainline LOS Cumulative (Year 2035) No Project Conditions Minimum AM Peak Hour PM Peak Hour Freeway Mainline # of Acceptable Density Density Segment Lanes Volume LOS Volume LOS LOS (pcplpm) (pcplpm) SR 99 SB, north of Twin Cities Road 2 D 3, E 4, F SR 99 SB, south of Twin Cities Road 2 D 3, E 4, F SR 99 NB, north of Twin Cities Road 2 D 3, E 4, F SR 99 NB, south of Twin Cities Road 2 D 3, D 3, E SR 99 NB, south of Walnut Avenue 2 D 3, E 3, E Notes: pcplpm = passenger cars per lane per mile Bold indicates unacceptable operations Table Freeway Ramps LOS Cumulative (Year 2035) No Project Conditions Freeway Ramp Segments Minimum AM Peak Hour PM Peak Hour Facility Acceptable Density Density Type LOS LOS LOS (pcplpm) (pcplpm) SR 99 Ramps at Twin Cities Road SB Off-Ramp D Diverge 39.3 E 45.6 F SB On-Ramp (northside) D Merge 37.6 E 40.9 F SB On-Ramp (southside) D Merge 39.3 E 44.5 F NB Off-Ramp D Diverge 37.3 E 40.1 E NB On-Ramp D Merge 39.4 E 40.7 F SR 99 Ramps at Walnut Avenue NB Off-Ramp D Diverge 37.9 E 38.4 E NB On-Ramp D Merge 37.0 E 39.4 E Notes: pcplpm = passenger cars per lane per mile Bold indicates unacceptable operations As shown in Table , all mainline segments are identified as deficient for Cumulative (Year 2035) No Project conditions during both peak hours, except for SR 99 NB, south of Twin Cities Road, which operates acceptably during the AM peak hour. As shown in Table ,

47 all SR 99 ramps are identified as deficient for Cumulative (Year 2035) No Project conditions during both peak hours. Despite the improvements proposed in the City s 20-Year circulation system, which provide acceptable intersection operations, the SR 99 mainline is not currently programmed for widening to six-lanes, and is not therefore assumed to be widened in Year 2035, which results in significant operational deficiencies as local and interregional traffic forecasts are projected to continue increasing. The proposed project s cumulative conditions are compared to the Cumulative No Project conditions, the standards of significance, and methodology described above. Each cumulative impact is followed by recommended mitigation to reduce the identified impacts, if needed Impacts to Cumulative (Year 2035) study intersections. Based on the analysis below, the impact is less than significant. As discussed previously, the third scenario is assumed to be constructed by approximately 2035, which would include the full buildout of the proposed project (1,735 total units). Project Buildout (Year 2035) Trip Generation At buildout of the proposed project, in addition to the 1,400 units and elementary school previously analyzed, an additional 78.2 acres of residential uses and 12.6 acres of commercial uses would be developed, according to existing General Plan land use designation densities. Out of 78.2 acres of residential uses, 67.2 acres are designated as Low Density Residential and the remaining acreage as Medium Density Residential. Using the average density rate of 4 units per acre for the low density residential uses, 269 DUs would be developed. Using the average density rate of 6 units/acre for the medium density residential uses, 66 DUs would be developed. Accordingly, a total of 335 DUs would be added under Year 2035 conditions. The applicant has indicated that the 12.6 acres of commercial use would be developed assuming a floor-area ratio (FAR) of approximately 0.23, resulting in 125,000 square feet of gross floor area. In order to serve the additional DUs, the elementary school is assumed to be expanded to serve the additional population. Applying the same rates as under the Year 2026 scenario, the 1,735 total DUs would generate roughly 833 elementary students. The school size was, therefore, estimated to serve 850 students. In summary, for Cumulative (Year 2035) Plus Project conditions, a total of 1,735 DUs (1, ), 125,000 square feet of commercial building space, and a 850-student elementary school is assumed to be developed as part of the proposed project. Table provides a summary of the land use and quantities for project buildout

48 conditions along with corresponding ITE land use codes from which trip generation characteristics were established. As shown in Table , the proposed project is projected to generate 1,371 AM peak hour trips and 2,249 PM peak hour trips at project buildout. The project buildout estimate includes not only the previously mentioned internal elementary and high school trip capture, but also a pass-by trip reduction of 34 percent, as obtained from similar size commercial uses in the ITE publication Trip Generation Handbook (2nd edition). Project Buildout (Year 2035) Trip Distribution As for Year 2021 and 2026 conditions, the directional trip distribution of project trips for project buildout conditions was developed on the Galt City-wide Traffic Model. However, unlike Year 2021 and Year 2026 conditions, for wherein project trips were distributed over the City s existing circulation system, Cumulative conditions assume buildout of the City s 20 Year land use forecast, and constructed of associated circulation improvements to support that development. The improvements are a subset of the City s General Plan Circulation Element and represent the City s 20 Year circulation system. Figure provides the bi-directional project trip distribution for outbound and inbound project traffic for project buildout (Year 2035). Figure shows the project buildout conditions project only trips using the trip generation shown in Table and trip distribution shown in Figure Cumulative (Year 2035) Plus Project Conditions Cumulative (Year 2035) Plus Project traffic volumes were developed by superimposing the project only traffic generated by full buildout of the proposed project over Cumulative (Year 2035) No Project traffic volumes. The resulting Cumulative (Year 2035) Plus Project traffic volumes are presented in Figure Table provides a summary of the peak hour operations of the study intersections that were analyzed using Cumulative (Year 2035) Plus Project traffic volumes along with base conditions. As shown in Table , Cumulative (Year 2035) Plus Project conditions, as in the case with Cumulative (Year 2035) No Project conditions, are projected to be acceptable at all study intersections due to the circulation improvements assumed in the 20-Year circulation network. Therefore, the proposed project s cumulative impact to study intersections would be considered less than significant. Mitigation Measure(s) None required

49 Table Project Buildout (Year 2035) Project Trip Generation AM Peak Hour Trip PM Peak Hour Trip Daily Trip Rate/Unit Rate/Unit Land Use Category (ITE Code) Unit Rate/Unit 1 In Out Total Out % Total In % % % Single-Family Detached Housing (210) SFDU % 75% % 37% Elementary School (520) Students % 45% % 51% Shopping Center (820) KSF % 38% % 52% Project Name Quantity (units) Daily Trips AM Peak Hour Trips PM Peak Hour Trips Total In Out Total In Out Eastview 1,735 Unit Buildout 1,735 16,517 1, ,735 1, Internal High School Trip Capture Varies Eastview Elementary School 850 1, Internal Elementary School Trip Capture Varies Eastview Commercial Buildout 125 7, Pass-by Trip Reduction 34% -2, Net New Project Trips 21,297 1, ,249 1, Notes: SFDU = Single-Family Dwelling Units KSF = 1,000 square feet 1. Trip rates based on ITE Trip Generation Manual 9 th edition average rates. 2. AM peak hour trip generation estimates is for AM peak hour of the generator and not the adjacent street. 3. Review of similar size shopping center provided from the ITE Trip Generation Handbook shows an average of 34% pass-by trip reduction

50 Figure Project Buildout (Year 2035) Trip Distribution (Bi-Directional) N

51 Figure ,735 Unit Project Buildout (Year 2035) Project Only Peak Hour Traffic Volumes N