Traffic Impact Study for the Cader Corporate Center

Transcription

1 Traffic Impact Study for the Cader Corporate Center Prepared for the City of Petaluma Submitted by Whitlock & Weinberger Transportation, Inc. 490 Mendocino Avenue Suite 201 Santa Rosa, CA th Street Suite 290 Oakland, CA voice voice web July 24, 2015 Balancing Functionality and Livability Traffic Engineering l Transportation Planning

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3 Table of Contents Executive Summary... 1 Introduction... 2 Transportation Setting... 4 Capacity Analysis... 8 Alternative Modes...22 Access and Circulation...23 Conclusions and Recommendations...24 Study Participants and References...25 Figures Tables 1 Study Area and Existing Traffic Volumes Baseline Traffic Volumes Future Traffic Volumes Site Plan Project Traffic Volumes Collision Rates at the Study Intersections Bicycle Facility Summary Signalized Intersection Level of Service Criteria Existing Peak Hour Intersection Levels of Service Existing Highway Segment Peak Period Volumes Baseline Peak Hour Intersection Levels of Service Future Peak Hour Levels of Service Trip Generation Summary Trip Distribution Assumptions Existing and Existing plus Project Peak Hour Intersection Levels of Service Existing and Existing plus Project Highway Segment Peak Period Volumes Baseline and Baseline plus Project Peak Hour Intersection Levels of Service Future and Future plus Project Peak Hour Levels of Service Appendices A Collision Rate Calculations B Intersection Level of Service Calculations Page Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page i

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5 Executive Summary The proposed Cader Corporate Center project would result in construction of 267,840 square feet of light industrial space with up to 197 employees on an existing undeveloped lot that would replace a previously planned office complex project. The project s anticipated trip generation includes 595 daily trips on average during a weekday, with 87 trips during the a.m. peak hour and 83 during the p.m. peak hour. The study area was established by the City and includes six intersections along Lakeville Highway between US 101 and Frates Road-Cader Lane. Analysis indicates that the six study intersections are operating acceptably under Existing conditions both with and without project. Similarly, the project is expected to have a less-than-significant impact on US 101 as it increases volumes by less than one percent and the project employees will pay sales tax in the area, helping to fund planned future improvements as needed. Under the Baseline scenario, which includes trips from projects that have already been approved and are likely to be occupied within the next few years, the study intersections are projected to continue operating acceptably, except Lakeville Highway/Frates Road-Cader Lane, which is expected to operate at a deficient LOS E during the p.m. peak hour. With the project, the study intersections are projected to continue operating acceptably, except Lakeville Highway/Frates Road-Cader Lane, which is expected to continue operating at LOS E during the p.m. peak hour. The project will not result in a change to the level of service, so is expected to have a less-than-significant impact under the applied standards. Under the Future and Future plus Project scenarios, the study intersections are expected to operate acceptably except that Lakeville Highway/Frates Road-Cader Lane is expected to operate unacceptably at LOS E during the p.m. peak hour. Because the project would not cause the intersection to deteriorate to LOS F, the project is expected to have a less-than-significant impact under the applied standards. Vehicles will access the project via three full access driveways on Cader Lane south of its intersection with Lakeville Highway. Sight distance at the project driveways for both entering and exiting drivers is adequate. Upon the construction of a bike lane on Cader Lane along the site s frontage, facilities for alternative modes will be adequate. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 1

6 Introduction Introduction This report presents an analysis of the potential traffic impacts that would be associated with development of a total of 267,840 square feet of light industrial space in three buildings, to be located on Cader Lane in the City of Petaluma. The traffic study was completed in accordance with the criteria established by the City of Petaluma, and is consistent with standard traffic engineering techniques. Prelude The purpose of a traffic impact study is to provide City staff and policy makers with data that they can use to make an informed decision regarding the potential traffic impacts of a proposed project, and any associated improvements that would be required in order to mitigate these impacts to a level of insignificance as defined by the City s General Plan or other policies. Vehicular traffic impacts are typically evaluated by determining the number of new trips that the proposed use would be expected to generate, distributing these trips to the surrounding street system based on existing travel patterns or anticipated travel patterns specific to the proposed project, then analyzing the impact the new traffic would be expected to have on critical intersections or roadway segments. Impacts relative to access for pedestrians, bicyclists, and to transit are also addressed. Project Profile The project is a proposed repurposing of a site previously approved for four office buildings; three buildings with light industrial uses would instead be constructed. The project site is currently undeveloped except for paving and striping of a parking area meant to accommodate the previously approved office buildings. The project site is located on Cader Lane, as shown in Figure 1. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 2

7 North Lakeville St Frates Road Project Site Cader Lane Casa Grande Road Not to Scale McDowell Boulevard Baywood Drive Lakeville Street 2 US 101 NB Ramps 3 4 Traffic Impact Study for the Cader Corporate Center Figure 1 Study Area and LEGEND Study Intersection Frate Rd Cader Ln 195pet.ai 1/15 Lakeville St Lakeville St Casa Grande Rd Lakeville Hwy Baywood Dr 5 McDowell Blvd Lakeville St 1 US 101 SB Ramps Lakeville Hwy Driveway 6

8 Transportation Setting Operational Analysis Study Area and Periods The study area consists of the following intersections along Lakeville Highway, which is also State Route (SR) 116 in the study area: 1. Lakeville Highway/US 101 South Ramps 2. Lakeville Highway/US 101 North Ramps 3. Lakeville Highway/Baywood Drive 4. Lakeville Highway/Casa Grande Road 5. Lakeville Highway/McDowell Boulevard South 6. Lakeville Highway/Frates Road-Cader Lane Operating conditions during the a.m. and p.m. peak periods were evaluated to capture the highest potential impacts for the proposed project as well as the highest volumes on the local transportation network. The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between 4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound commute. Study Intersections Lakeville Highway/US 101 Southbound Ramps is a four-legged, signalized intersection with the north leg the US 101 Southbound on- and off-ramps and the south leg a parking lot driveway. Protected left-turn phasing is provided on the highway, while the ramp and driveway approaches are split-phased. Crosswalks are provided across the northern and western legs of the intersection. Lakeville Highway/US 101 Northbound Ramps is a signalized tee intersection with protected left-turn phasing on the eastbound and southbound approaches. A marked crosswalk is provided across the west leg of the intersection. Lakeville Highway/Baywood Drive is a signalized, four-legged intersection with protected left-turn phasing on all four approaches. Marked crosswalks and pedestrian phasing are provided across all but the western leg of the intersection. Lakeville Highway/Casa Grande Road is a signalized, four-legged intersection with protected left-turn phasing on the Lakeville Highway approaches. Casa Grande Road intersects Lakeville Highway at a skewed angle. Marked crosswalks and pedestrian phasing are provided across the eastern and southern legs of the intersection. Lakeville Highway/McDowell Boulevard South is a four-legged, signalized intersection with protected leftturn phasing and crosswalks with pedestrian phasing on all approaches. Lakeville Highway/Frates Road-Cader Lane is a four-legged, signalized intersection with protected left-turn phasing on all approaches and a right-turn overlap phase on southbound Frates Road. Crosswalks with pedestrian phasing are present on all but the west leg of the intersection. The locations of the study intersections and the existing lane configurations and controls are shown in Figure 1. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 4

9 Collision History The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue. Collision rates were calculated based on records available from the California Highway Patrol as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most current five-year period available is July 1, 2007 through June 30, As presented in Table 1, the calculated collision rates for the study intersections were compared to average collision rates for similar facilities statewide, as indicated in 2010 Collision Data on California State Highways, California Department of Transportation. Five of the six intersections have rates that are higher than the statewide average. Copies of the collision rate calculations are provided in Appendix A. Study Intersection Table 1 Collision Rates at the Study Intersections Number of Collisions ( ) Calculated Collision Rate (c/mve) Statewide Average Collision Rate (c/mve) 1. Lakeville Hwy/US 101 SB Ramps Lakeville Hwy/US 101 NB Ramps Lakeville Hwy/Baywood Dr Lakeville Hwy/Casa Grande Rd Lakeville Hwy/McDowell Blvd S Lakeville Hwy/Frates Rd-Cader Ln Note: c/mve = collisions per million vehicles entering; Bold text = higher collision rate than statewide average While the rates were above-average, it is noted that this is fairly typical of congested corridors such as Lakeville Highway. However, because the rates were higher than the average, further review was performed. The collision rate for Lakeville Highway/US 101 Northbound Ramps was only slightly over the statewide average, so still within the range that would be considered typical. The most common type of collision at both Lakeville Highway/US 101 Southbound Ramps and Lakeville Highway/Baywood Drive was rear-end crashes due to speeding. Rear-ends were also the most prevalent collision type at Lakeville Highway/Casa Grande Road due to speeding and improper turning. Increased enforcement on Lakeville Highway may help to reduce unsafe speeding, or changes to improve coordination and reduce queuing could also help address the incidence of collisions. Lakeville Highway/McDowell Boulevard South had broadside as the most common type of collision and sideswipe second most common, with a majority due to right-of-way violations and improper turning. With a long cycle length at this intersection, drivers familiar with the area may be more inclined to enter at the very end of the yellow clearance interval, or even after the light turns red, in order to avoid the long wait for the next green light. Increased enforcement or use of a longer red clearance interval may decrease collisions. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 5

10 Alternative Modes Pedestrian Facilities Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions, and various streetscape amenities such as lighting, benches, etc. In general, a network of sidewalks, crosswalks, pedestrian signals, and curb ramps are not provided for pedestrians in the vicinity of the proposed project site; however some sidewalks and pedestrian amenities can be found on the roadways connecting to the project site. Existing gaps and obstacles along the connecting roadways impact convenient and continuous access for pedestrians and present safety concerns in those locations where appropriate pedestrian infrastructure would address potential conflict points. A sidewalk gap exists along the Cader Lane project frontage, which presents a deficiency in connectivity for pedestrians accessing transit at Lakeville Highway/Cader Lane-Frates Road. Bicycle Facilities The Highway Design Manual, California Department of Transportation (Caltrans), 2012, classifies bikeways into three categories: Class I Multi-Use Path: a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Class II Bike Lane: a striped and signed lane for one-way bike travel on a street or highway. Class III Bike Route: signing only for shared use with motor vehicles within the same travel lane on a street or highway. In the project area, a Class I bike path exists between Shollenberger Park and Ely Boulevard. Class II bike lanes exist on South McDowell Boulevard between Maria Drive and Lakeville Highway. There are also existing Class II bike lanes on Frates Road from South McDowell Boulevard to Ely Boulevard South and Class II bikes lanes are proposed for Lakeville Highway beyond the city limits of Petaluma. Table 2 summarizes the existing and planned bicycle facilities in the project vicinity, as contained in the City of Petaluma Proposed and Existing Bicycle and Pedestrian Facilities Map, Status Facility Existing Table 2 Bicycle Facility Summary Class Length (miles) Begin Point End Point Adobe Creek I 1.24 Shollenberger Park Ely Blvd S McDowell Blvd II 2.50 Lakeville Hwy Maria Dr Frates Rd II 0.44 S McDowell Blvd Ely Blvd Planned Cader Ln II 0.24 S McDowell Blvd Lakeville Blvd Lakeville Hwy II 3.80 Caulfield Ln Eastern city limits Source: City of Petaluma Proposed and Existing Bicycle and Pedestrian Facilities Map, 2014 Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 6

11 Transit Facilities Sonoma County Transit (SCT) provides fixed route bus service in Sonoma County. SCT Local Route 40 provides loop service to destinations throughout the City of Petaluma and to the City of Sonoma. Route 40 operates Monday through Friday between 6:30 a.m. and 6:30 p.m. with two departure times during the morning and three departure times during the evening commute periods. The nearest stops are less than one-quarter mile from the project site and located on Lakeville Highway at Frates Road and South McDowell Boulevard. None of the local stops have improvements such as benches or shelters; they consist simply of a bus stop sign. Petaluma Transit provides fixed route bus service in Petaluma. Local Route 24 provides service throughout southwest and central Petaluma. Route 24 operates Monday through Saturday between 7:00 a.m. and 6:00 p.m. with approximately 30-minute to one-and-one-half hour headways. The nearest stop is located approximately one-quarter mile from the project site on South McDowell Boulevard at Fisher Drive. Two bicycles can be carried on most SCT buses. Bike rack space is on a first come, first served basis. Dial-a-ride, also known as paratransit, or door-to-door service, is available for those who are unable to independently use the transit system due to a physical or mental disability. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 7

12 Intersection Level of Service Methodologies Capacity Analysis Level of Service (LOS) is used to rank traffic operation on various facilities based on traffic volumes and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure that indicates a level of delay generally accompanies the LOS designation. The study intersections were analyzed using the signalized methodology published in the Highway Capacity Manual (HCM), Transportation Research Board, This source contains methodologies for various types of intersection control, all of which are related to a measurement of delay in average number of seconds per vehicle. The signalized methodology is based on factors including traffic volumes, green time for each movement, phasing, whether or not the signals are coordinated, truck traffic, and pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for evaluation in this LOS methodology. Signal timing for the Lakeville corridor was obtained from the City of Petaluma and is reflective of a recent signal optimization project. For purposes of this study, delays were calculated using actual signal timing for existing and baseline conditions and optimized signal timing under future conditions. The ranges of delay associated with the various levels of service are indicated in Table 3. Table 3 Signalized Intersection Level of Service Criteria LOS A Delay of 0 to 10 seconds. Most vehicles arrive during the green phase, so do not stop at all. LOS B Delay of 10 to 20 seconds. More vehicles stop than with LOS A, but many drivers still do not have to stop. LOS C Delay of 20 to 35 seconds. The number of vehicles stopping is significant, although many still pass through without stopping. LOS D Delay of 35 to 55 seconds. The influence of congestion is noticeable, and most vehicles have to stop. LOS E Delay of 55 to 80 seconds. Most, if not all, vehicles must stop and drivers consider the delay excessive. LOS F Delay of more than 80 seconds. Vehicles may wait through more than one cycle to clear the intersection. Reference: Highway Capacity Manual, Transportation Research Board, 2000 Traffic Operation Standards The Petaluma General Plan 2025 has an adopted Level of Service (LOS) standard for streets that indicates the minimum acceptable operation is LOS D, with the following standard of significance for motor vehicle circulation: Policy 5-P-10: Maintain an intersection level of service (LOS) standard for motor vehicle circulation that ensures efficient traffic flow and supports multi-modal mobility goals. LOS should be maintained at Level D or better for motor vehicles due to traffic from any development project. With the current General Plan, the City is shifting toward a multimodal emphasis and LOS standard. A multimodal analysis that, in addition to motor vehicles, takes into consideration the overall mobility and conditions for non-auto road users (i.e., bicycles and pedestrians) is highly encouraged. The Community Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 8

13 Character Element of the General Plan also contains circulation-related objectives and policies. This element directs that pedestrian and bicycle circulation be integrated into street designs and improvements. It also states that the amount of paving and the apparent width of streets should be reduced where possible. Per the General Plan, the project would have a significant impact if it causes the average delay at an intersection already operating or expected to operate at LOS D or E to deteriorate to the next lower level of service. Caltrans Although located within Petaluma city limits, Caltrans has jurisdiction over the six study intersections as they are all located on a state route. Caltrans indicates that they endeavor to maintain operation at the transition from LOS C to LOS D. Where intersections are integral to a local jurisdictions transportation system, Caltrans often accepts the operational standard applied by the local agency, in this case, the City of Petaluma. Existing Conditions The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes during the a.m. and p.m. peak periods. This condition does not include project-generated traffic volumes. Volume data was collected March 27, 2014, August 26, 2014, August 28, 2014, and January 21, All counts were conducted while local schools were in session. Under existing conditions, the study intersections are operating acceptably at LOS D or better during both the a.m. and p.m. peak hours. A summary of the intersection level of service calculations is contained in Table 4, and existing traffic volumes are shown in Figure 2. Copies of the Level of Service calculations are provided in Appendix B. Study Intersection Approach Table 4 Existing Peak Hour Intersection Levels of Service AM Peak Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 9 Existing Conditions PM Peak Delay LOS Delay LOS 1. Lakeville Hwy/US 101 SB Ramps 34.1 C 30.6 C 2. Lakeville Hwy/US 101 NB Ramps 14.4 B 37.6 D 3. Lakeville Hwy/Baywood Dr 13.9 B 22.4 C 4. Lakeville Hwy/Casa Grande Rd 12.4 B 21.2 C 5. Lakeville Hwy/McDowell Blvd S 34.9 C 32.5 C 6. Lakeville Hwy/Frates Rd-Cader Ln 22.4 C 44.2 D Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service US 101 Study Segments The portions of US 101 between East Washington Boulevard and Lakeville Highway and Lakeville Highway and Petaluma Boulevard South currently carry 92,000 vehicles per day according to data published by Caltrans on their website. Table 5 shows how many vehicles travel through each study segment during the a.m. and p.m. peak periods.

14 North Frates Road Project Site Cader Lane Casa Grande Road McDowell Boulevard Not to Scale Baywood Drive Lakeville Street 1 331(253) 505(763) 6 (27) Traffic Impact Study for the Cader Corporate Center Figure 2 Existing Traffic Volumes xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume 195pet.ai 1/15 152(226) 3 (12) 915(576) (8)4 (10)3 (19)7 (138)283 (649)647 (8) (305) 302(241) 688(833) 765(718) 3 31 (34) 1152(1304) 14 (15) 298(133) 20 (10) 28 (23) (101)25 (31) 9 (16)12 (114) 71 (1108)1471 (188) 68 (1101)1584 (27) (32) 900(1217) 17 (31) 231(86) 41 (53) 16 (7) (91)81 (71)55 (15)27 (188) 135 (894)1472 (75) 38 5 (12) 4 (767)879 (104) (192) 710(844) 32 (13) 35 (313) 402(860) 8 (1) (44) 8 (184)25 (8) 8 (359)253 (449)797 (33) 21 (455)205 (315) 83 (9) 9 13 (13) 231(76) 175(57) 352(222) 76 (15) 268(76) 6

15 Table 5 Existing Highway Segment Peak Period Volumes US 101 Segment NB Volume SB Volume AM Peak PM Peak AM Peak PM Peak East Washington Blvd Lakeville Hwy 3,950 4,930 4,850 3,870 Lakeville Hwy Petaluma Blvd South 3,550 4,420 4,350 3,480 Source: 2013 All Traffic Volumes on California State Highway System, Traffic Data Branch, Caltrans Baseline Conditions Baseline conditions were assessed to reflect operation upon the addition of traffic associated with known projects that may be constructed and/or begin generating traffic in the study area within the next two to three years. City Staff identified the following projects to be included in this scenario. Lynch Creek Plaza 22,500 square feet of retail at Lynch Creek Way and North McDowell Boulevard Riverfront residential units, 120-room hotel, up to 60,000 square feet of office and 30,000 square feet of retail/service space Deer Creek Village Approximately 345,000 square feet of commercial center located on North McDowell Boulevard between Lynch Creek Way and Rainier Avenue Keller Court Commons 8 single-family homes located on West Street at Keller Street Davidon Homes 93 single family residential subdivision on Windsor Drive and D Street Petaluman Hotel 57-room hotel located at 2 Petaluma Boulevard South Maria Drive Apartments 144-unit apartment complex to be located at 35 Maria Drive Addison Ranch Apartments multi-family units in an existing apartment complex located at 200 Greenbriar Circle Altura Apartments 150-unit apartment complex to be located at the northwest corner of Baywood Drive/Perry Lane Petaluma Poultry 24-hour production facility at the southwest corner of Lakeville Highway and McDowell Boulevard South Safeway Fuel Center Gas station with 8 fueling stations and convenience market at 335 South McDowell Boulevard North McDowell Commons 34 residential units located on North McDowell Boulevard Avila Ranch Subdivision 21 single-family homes located at 511 Sonoma Mountain Parkway Quarry Heights 136 single family homes located in southwest Petaluma Sid Commons 282-unit apartment complex located at the end of Graylawn Avenue at the Petaluma River Sunny Slope II 18 single family homes located on Sunnyslope Road Pinnacle Ridge 11 single family homes located at 2762 I Street Birches/Yarberry 21-lot single family residential subdivision on Wood Sorrel Drive near North McDowell Boulevard Haystack Landing -- Mixed-use development with 21,111 square feet of commercial space, 120 units of apartments units, and 31 units of senior adult housing located between Copeland Street and Weller Street Ferrin Subdivision 11 single family homes located at 2832 I Street Corona Road Subdivision 30 single-family homes located at 470 and 498 Corona Road Cader Lane Industrial Park 241,000 square feet of light industrial space Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 11

16 Marina Apartments 80-unit apartment complex located on the northwest corner of the Petaluma Marina Brewster s Garden -- New restaurant with average seating of 111 patrons and maximum of 300 patrons at 242 and 238 Petaluma Blvd N Baywood Village 150 apartments and 105 townhomes at the southern terminus of Casa Grande Road, south of Lakeville Highway Adobe Animal Hospital 3,900 square-foot veterinary clinic at 408 Madison Street The projected traffic associated with these projects was added to the volumes analyzed in the Existing Conditions scenario in order to determine Baseline volumes. Under these volumes, all six of the study intersections are projected to continue operating acceptably, except Lakeville Highway/Frates Road-Cader Lane, which operates deficiently at LOS E. Baseline traffic volumes are shown in Figure 3 and Baseline operating conditions are summarized in Table 6. Study Intersection Approach Table 6 Baseline Peak Hour Intersection Levels of Service AM Peak Baseline Conditions PM Peak Delay LOS Delay LOS 1. Lakeville Hwy/US 101 SB Ramps 35.6 D 32.2 C 2. Lakeville Hwy/US 101 NB Ramps 21.5 C 36.2 D 3. Lakeville Hwy/Baywood Dr 22.6 C 27.4 C 4. Lakeville Hwy/Casa Grande Rd 16.2 B 25.0 C 5. Lakeville Hwy/McDowell Blvd S 40.3 D 36.7 D 6. Lakeville Hwy/Frates Rd-Cader Ln 23.2 C 58.0 E Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service Future Conditions The Future Conditions scenario presents a review of the correlation between the project and Petaluma General Plan. The City of Petaluma has developed a Traffic Model for use in evaluating the potential traffic impacts of build-out of the land uses described in the General Plan together with new or improved streets. The General Plan was developed based on a horizon year of 2025; however, due to changes in economic conditions since the General Plan was completed, it is expected that build-out of the General Plan land uses would occur after As directed by the City, in lieu of using the model volumes as were applied for other study intersections, a 1.5 percent per year increase, or growth factor of 1.178, was applied to the existing volumes at Lakeville Highway/South McDowell Boulevard. Further, since the City s model does not include Lakeville Highway/Frates Road-Cader Lane, future volumes are not available for this location, so the same growth factor was applied to existing volumes to develop future volumes. Peak hour volumes for the remaining four intersections for the horizon year of 2025 were obtained from the City of Petaluma s gravity demand model and translated to turning movement volumes using the Furness method and factoring, depending on how the model was configured at each intersection. The Furness method is an iterative process that employs existing turn movement data, existing link volumes and future link volumes to project likely turning future movement volumes at intersections. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 12

17 North Frates Road Project Site Cader Lane Casa Grande Road McDowell Boulevard Not to Scale Baywood Drive Lakeville Street 1 392(304) 606(880) 6 (27) Traffic Impact Study for the Cader Corporate Center Figure 3 Baseline Traffic Volumes xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume 195pet.ai 1/15 166(252) 3 (12) 982(621) (8)4 (10)3 (19)7 (169)330 (750)755 (8) (356) 335(301) 734(914) 909(914) 3 35 (51) 1270(1468) 15 (20) 347(159) 21 (14) 45 (32) (114)49 (33)13 (19)17 (132) 95 (1237)1622 (236) 80 (1219)1751 (27) (32) 951(1361) 21 (47) 231(86) 41 (65) 16 (7) (128)153 (77)67 (23)43 (188) 135 (954)1645 (145) 55 5 (10) 15 (800)953 (119) (212) 743(917) 32 (13) 35 (313) 435(929) 18 (2) (44) 8 (215)29 (8) 9 (374)275 (484)862 (33) 21 (559)219 (366) 92 (9) 9 20 (21) 281(91) 188(75) 362(245) 105 (19) 268(76) 6

18 Optimized network signal timing was used in analyzing the Future scenario. It is expected that volume splits would change sufficiently under future (General Plan Year 2025) volumes that improvements would need to be made to signal timing along the Lakeville Highway corridor. As a result of optimized signal timing, in some instances operation was seen to improve under the Future scenario as compared to the Baseline scenario, for which the existing timing plans were used. Under Future conditions without the project, it is expected that all of the study intersections will operate acceptably at LOS C or better with the exception of Lakeville Highway/Frates Road-Cader Lane, which is expected to operate at LOS E during the p.m. peak hour. Future traffic volumes are shown in Figure 4. Future operating conditions are summarized in Table 7, and the Level of Service calculations are provided in Appendix B. Table 7 Future Peak Hour Levels of Service Study Intersection Future Conditions Approach AM Peak PM Peak Delay LOS Delay LOS 1. Lakeville Hwy/US 101 SB Ramps 33.6 C 31.9 C 2. Lakeville Hwy/US 101 NB Ramps 11.7 B 12.8 B 3. Lakeville Hwy/Baywood Dr 22.8 C 26.0 C 4. Lakeville Hwy/Casa Grande Rd 19.4 B 23.3 C 5. Lakeville Hwy/McDowell Blvd S 32.9 C 31.6 C 6. Lakeville Hwy/Frates Rd-Cader Ln 32.0 C 64.1 E Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Bold text = deficient operation Project Description The project is a proposed repurposing of a site previously approved for four office buildings; three light industrial buildings totaling 267,840 square feet would instead be constructed, with an anticipated total of 197 employees. The project site is currently undeveloped except for paving and striping of parking areas to accommodate the previously planned office buildings. The proposed project site plan is shown in Figure 5. Trip Generation A project previously approved for this site would have resulted in the construction of 354,440 square feet of office space. The anticipated trip generation for this previous project was taken from the SOLA Business Park Traffic Impact Study prepared by W-Trans in 2001, and was based on Business Park rates (ITE LU#770) as published in Trip Generation, 6 th Edition 1997, Institute of Transportation Engineers (ITE). Trips associated with the proposed project were estimated using standard rates published in the 9 th Edition of the Trip Generation Manual, 2012, for General Light Industrial (ITE LU #110). The trip generation for the previously approved use was included in order to provide a comparison between the two land uses. The proposed project is expected to generate an average of 595 trips per day, including 87 trips during the a.m. peak hour and 83 trips during the p.m. peak hour. The volumes projected based on these Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 14

19 North Frates Road Project Site Cader Lane Casa Grande Road McDowell Boulevard Not to Scale Baywood Drive Lakeville Street 1 360(270) 756(1357) 6 (32) (840) 1085(1485) Traffic Impact Study for the Cader Corporate Center Figure 4 Future Traffic Volumes xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume 195pet.ai 1/15 298(377) 5 (5) 920(670) (25)5 (5)5 (10)7 (160)310 (1096)922 (15) (40) 1296(1536) 16 (18) 335(157) 23 (12) 32 (27) 118(237) 305(250) (119)28 (37)10 (19)14 (159) 132 (1587)1490 (221) 77 (1297)1782 (32) (80) 1147(1487) 18 (33) 268(140) 43 (56) 29 (20) (96)85 (75)58 (16)28 (299) 227 (1243)1550 (79) 40 5 (14) 5 (904)1035 (123) (226) 836(994) 38 (15) 41 (369) 474(1013) 9 (1) (52) 9 (217)29 (9) 9 (423)298 (529)939 (39) 25 (536) 98 (371) 11 (11)206 5 (15) 15 (90) 272(67) 415(262) 90 (18) 316(90) 6

20 Source: VITAE 4/15 Traffic Impact Study for the Cader Corporate Center Figure 5 Site Plan 195pet.ai 1/15

21 standard rates include all trips entering and exiting the site, so capture passenger vehicles as well as all trucks. Further, no deductions were taken to account for shifts that start or end outside of the peak periods as standard trip generation rates were applied. As indicated in Table 8, the currently proposed project is substantially less intense and would generate considerably fewer trips than the previously approved project. Table 8 Trip Generation Summary Land Use Units Daily AM Peak Hour PM Peak Hour Rate Trips Rate Trips In Out Rate Trips In Out Proposed Light Industrial 197 emp Previously Approved Business Park ksf , Net Change -3, Note: emp = employees; ksf = 1,000 square feet Trip Distribution The patterns used to allocate new project trips to the street network were based on the adjacent roadway network, likely origin/destination points and current traffic patterns. These assumptions are consistent with assumptions applied to other recent traffic impact studies for projects in the area. The applied distribution assumptions and resulting trips are shown in Table 9. Table 9 Trip Distribution Assumptions Route Percent Daily Trips AM Trips PM Trips US 101 north of Lakeville Highway 30% US 101 south of Lakeville Highway 10% Lakeville Hwy west of US % Lakeville Hwy east of Frates Rd 20% Frates Road north of Lakeville Hwy 15% McDowell Blvd north of Lakeville Hwy 15% TOTAL 100% Intersection Operation Existing plus Project Conditions Upon the addition of project-related traffic to the existing volumes, the study intersections are expected to operate acceptably at LOS D or better. Project traffic volumes are shown in Figure 6, and the resulting levels of service are summarized in Table 10. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 17

22 North Frates Road Project Site Cader Lane Casa Grande Road McDowell Boulevard Not to Scale Baywood Drive Lakeville Street 1 2(7) 2(7) 0(0) 2 5 (20) 3 (13) Traffic Impact Study for the Cader Corporate Center Figure 6 Project Traffic Volumes xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume 195pet.ai 6/15 0 (0) 0 (0) 22(5) (0)0 (0)0 (0)0 (0) 0 (2) 7 (0) 0 0 (0) 7 (2) (0) 0 (7) 29 3 (0) 0 (9) 36 (0) 0 0 (0) 8 (33) 0 (0) 4 0 (0) 8 (33) 0 (0) (0) 0 (9) 36 (0) 0 5 (0) 0 (9) 36 (0) 0 2 (10) 5 (23) 0 (0) 0 (0) 0 (0) 10(2) (10)2 (0) 0 (0)0 (0)0 (0)0 (0)0 0(0) 0(0) 0(0) 0(0) 0(0) 0(0) 0 (0) 0 (0) 11 (3) 0 (0) 11(3) 0 (0) (33) 8 (10) 2 (9) 2 6 (0) 0 (0) 0 (11) 47 (0)0 (0)0 (0)0

23 Table 10 Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection Existing Conditions Existing plus Project Approach AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Lakeville Hwy/US 101 SB Ramps 34.1 C 30.6 C 34.3 C 30.6 C 2. Lakeville Hwy/US 101 NB Ramps 14.4 B 37.6 D 15.8 B 40.3 D 3. Lakeville Hwy/Baywood Dr 13.9 B 22.4 C 14.4 B 22.8 C 4. Lakeville Hwy/Casa Grande Rd 12.4 B 21.2 C 12.7 B 21.6 C 5. Lakeville Hwy/McDowell Blvd S 34.9 C 32.5 C 38.6 D 33.1 C 6. Lakeville Hwy/Frates Rd-Cader Ln 22.4 C 44.2 D 22.7 C 46.0 D Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service Finding: The study intersections are expected to continue operating acceptably upon the addition of project-generated traffic. US 101 Study Segments The portions of US 101 between East Washington Boulevard and Lakeville Highway and Lakeville Highway and Petaluma Boulevard South currently carry 92,000 vehicles per day. The Existing plus Project scenario represents the most conservative scenario for project-related impacts since project trips make up a larger percentage of the existing overall volumes on the highway compared to future scenarios. The freeway will have higher without Project volumes under any future scenario, so the percentage increase due to project trips would be lower; no further analysis was therefore warranted. Table 11 shows how many vehicles travel through each study segment during the a.m. and p.m. peak periods under Existing and Existing plus Project conditions. Table 11 Existing and Existing plus Project Highway Segment Peak Period Volumes US 101 Segment NB Volume SB Volume Scenario AM Peak PM Peak AM Peak PM Peak E Washington Blvd Lakeville Hwy Vol. % Inc. Vol. % Inc. Vol. % Inc. Vol. % Inc. Existing 3,950 4,930 4,850 3,870 Existing + Project 3, % 4, % 4, % 3, % Lakeville Hwy Petaluma Blvd S Existing 3,550 4,420 4,350 3,480 Existing + Project 3, % 4, % 4, % 3, % Improvements are currently under construction along various portions of US 101, including between Lakeville Highway and Petaluma Boulevard South, to add one travel lane in each direction. These lanes will serve as High Occupancy Vehicle (HOV) lanes during the morning and evening peak periods. These improvements are funded in part by a quarter-cent sales tax approved by Sonoma County voters. The Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 19

24 added lanes and associated interchange improvements are the only improvements currently planned along US 101 with the exception of the future interchange at Rainier Avenue, though this latter project is currently unfunded. Finding: Project trips would increase overall directional volumes on either of the two freeway study segments during the peak hours by no more than 0.5 percent. In addition, both of these segments are slated for widening with the Marin Sonoma Narrows project under way. Given the increased capacity available once construction is completed and that the project would increase volumes on the freeway segments by less than one percent, the project-related impacts are less-than-significant. Baseline plus Project Conditions With project-related traffic added to Baseline volumes, the study intersections are expected to operate acceptably at LOS D or better, except at Lakeville Highway/Frates Road-Cader Lane, which is projected to continue operating unacceptably at LOS E during the p.m. peak hour. These results are summarized in Table 12. Table 12 Baseline and Baseline plus Project Peak Hour Intersection Levels of Service Study Intersection Baseline Conditions Baseline plus Project Approach AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Lakeville Hwy/US 101 SB Ramps 35.6 D 32.2 C 35.7 D 32.4 C 2. Lakeville Hwy/US 101 NB Ramps 21.5 C 36.2 D 22.9 C 35.5 D 3. Lakeville Hwy/Baywood Dr 22.6 C 27.4 C 24.2 C 27.6 C 4. Lakeville Hwy/Casa Grande Rd 16.2 B 25.0 C 17.0 B 25.6 C 5. Lakeville Hwy/McDowell Blvd S 40.3 D 36.7 D 44.1 D 38.4 D 6. Lakeville Hwy/Frates Rd-Cader Ln 23.2 C 58.0 E 24.7 C 58.3 E Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Bold text = deficient operation Finding: All but one of the study intersections are expected to continue operating acceptably upon the addition of project-generated traffic to Baseline volumes. The exception is Lakeville Highway/Frates Road-Cader Lane, where operation would continue at LOS E. Because the LOS does not change, the project is expected to have a less-than-significant impact. Future plus Project Conditions Upon the addition of project-generated traffic to the anticipated Future volumes, the study intersections are expected to operate acceptably at LOS D or better, with the exception of Lakeville Highway/Frates Road-Cader Lane where LOS E operation would be expected during the p.m. peak hour without or with project traffic added. It should be noted that with the addition of project-related traffic volumes, average delay at the intersection of Lakeville Highway/Frates Road-Cader Lane decreases during the p.m. peak hour. While this is counter-intuitive, this condition occurs when a project adds trips to movements that are currently underutilized or have delays that are below the intersection average, resulting in a better balance between approaches and lower overall average delay. The conclusion could incorrectly be drawn that the project actually improves operation based on this data alone; however, it is more Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 20

25 appropriate to conclude that the project trips are expected to make use of excess capacity, so drivers will experience little, if any, change in conditions as a result of the project. The Future plus Project operating conditions are summarized in Table 13. Table 13 Future and Future plus Project Peak Hour Levels of Service Study Intersection Future Conditions Future plus Project Approach AM Peak PM Peak AM Peak PM Peak 1. Lakeville Hwy/US 101 SB Ramps 33.6 C 31.9 C 34.0 C 32.0 C 2. Lakeville Hwy/US 101 NB Ramps 11.7 B 12.8 B 11.9 B 13.0 B 3. Lakeville Hwy/Baywood Dr 22.8 C 26.0 C 23.3 C 26.5 C 4. Lakeville Hwy/Casa Grande Rd 19.4 B 23.3 C 19.4 B 23.4 C 5. Lakeville Hwy/McDowell Blvd S 32.9 C 31.6 C 33.9 C 32.8 C 6. Lakeville Hwy/Frates Rd-Cader Ln 32.0 C 64.1 E 33.0 C 63.7 E Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Bold text = deficient operation Finding: The study intersections will continue operating acceptably with project traffic added, except at Lakeville Highway/Frates Road-Cader Lane where operation is projected to continue at LOS E during the p.m. peak hour. Under the applied standards the project is expected to have a less-than-significant impact. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 21

26 Alternative Modes Alternative Modes Pedestrian Facilities Given the proximity of office and industrial buildings around the site as well as mode share percentages from MTC, it is reasonable to assume that most project patrons and employees will arrive to the project site via automobile. Arrival to the site via walking, bicycle, and/or utilization of transit is less likely, but opportunities for alternative modes of transportation are also available. Project Site Sidewalks exist along the adjacent developed frontages and sidewalks do not exist along the project frontage. The site plan indicates sidewalk will be constructed along the project frontage. Finding: Pedestrian facilities serving the project site are expected to be adequate. Bicycle Facilities There are existing Class II bicycle lanes on South McDowell Boulevard, Frates Road, and Casa Grande Road. There are planned Class II bicycle lanes on Cader Lane and Lakeville Boulevard. Existing bicycle facilities, including bike routes, together with shared use of minor streets provide some access to bicyclists. Per the City s Bicycle and Pedestrian Master Plan, a Class II bike lane is planned on Cader Lane. Finding: Bicycle facilities serving the project site provide some access; however, more connectivity to the project would improve access. Recommendation: It is recommended that the applicant install Class II bike lanes along the project frontage on Cader Lane. Bicycle Storage The Petaluma Zoning Code (Standard ) requires that bicycle parking be provided at a rate of 10 percent of automobile parking spaces required. The site plan indicates 648 automobile parking spaces will be provided, therefore a minimum of 65 bicycle parking spaces should be provided. Per the site plan, 78 bike rack spaces and 40 bike lockers are provided on site, for a total of 118 bicycle parking spaces. Shower facilities are also provided on site. Finding: Adequate bicycle storage and shower facilities are provided on site. Transit Existing transit routes are adequate to accommodate project-generated transit trips. Existing stops are within an acceptable walking distance of the site. Finding: Transit facilities serving the project site are expected to be adequate. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 22

27 Access and Circulation Site Access Access to the project site will be provided via three full access driveways located approximately 275 feet, 610 feet and 945 feet south of Lakeville Highway, on the west side of Cader Lane. Sight Distance Sight distance along Cader Lane at the proposed project driveways was evaluated based on sight distance criteria contained in the Highway Design Manual published by Caltrans. The recommended sight distance for minor-street approaches that are either a private road or a driveway are based on stopping sight distance using the approach travel speeds as the basis for determining the recommended sight distance. Based on the posted speed limit of 35 mph on Cader Lane, the minimum stopping sight distance needed is 250 feet, and a review of the field conditions showed that the sight distance at the project driveways is more than adequate. Finding: Adequate sight distance is available at the proposed project driveways. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 23

28 Conclusions and Recommendations Conclusions Five of the six study intersections had collision rates that are higher than the statewide average for similar facilities during the five-year study period. Increased enforcement may decrease collisions, though these above-average rates are fairly typical on congested corridors such as Lakeville Highway. Currently, all six study intersections operate acceptably. Under Baseline and Future conditions, all of the study intersections are expected to continue operating acceptably, except that Lakeville Highway/Cader Lane-Frates Road is expected to operate deficiently at LOS E during the p.m. peak hour. The proposed project would generate an average of 595 trips per day, including 87 trips during the a.m. peak hour and 83 during the p.m. peak hour. With the addition of project-generated traffic to existing volumes, all of the study intersections are expected to continue operating acceptably. All of the study intersections are expected to continue operating acceptably under the Baseline plus Project and Future plus Project scenarios, except that LOS E operation is expected to continue at Lakeville Highway/Cader Lane-Frates Road during the p.m. peak hour. The project would have a less-than-significant impact under the standards applied at Lakeville Highway/Cader Lane-Frates Road under Baseline and Future conditions. Trips associated with the project are expected to increase total traffic volumes on the two US 101 study segments by less than one percent; therefore, the project is expected to have a less-thansignificant impact to the US 101 study segments. With the implementation of the recommended improvements, pedestrian, bicycle and transit facilities are expected to adequately serve the project site. Recommendations The applicant should install Class II bike lanes along the project frontage on Cader Lane. Bike parking should be provided at the site. Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 24

29 Study Participants and References Study Participants Principal in Charge: Transportation Planner: Associate Engineer: Assistant Engineer: Technician/Graphics: Editing/Formatting: Dalene J. Whitlock, PE, PTOE Zack Matley, AICP Smadar Boardman, EIT Lauren Davini, EIT Deborah J. Mizell Angela McCoy References 2010 Collision Data on California State Highways, California Department of Transportation, 2010 City of Petaluma Proposed and Existing Bicycle and Pedestrian Facilities Map, Sonoma County Transportation Authority, 2014 City of Petaluma: Bicycle and Pedestrian Plan: an Appendix to the General Plan 2025, City of Petaluma, 2008 City of Petaluma: General Plan 2025, City of Petaluma, 2008 Data Center Vital Signs, Metropolitan Transportation Commission, Guidelines for Traffic Studies, October 6, 2006, County of Sonoma Highway Capacity Manual, Transportation Research Board, 2000 Highway Design Manual, 6 th Edition, California Department of Transportation, 2012 Petaluma Municipal Code, Code Publishing Company, 2014 Petaluma Transit, Sonoma County Transit, Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, Trip Generation Manual, 9 th Edition, Institute of Transportation Engineers, 2012 Truck Trip Generation Study by the City of Fontana, 2003 PET195 Traffic Impact Study for the Cader Corporate Center in the City of Petaluma July 24, 2015 Page 25