Traffic Impact Study for the Maria Drive Apartment Complex

Transcription

1 Traffic Impact Study for the Maria Drive Apartment Complex Prepared for the City of Petaluma Submitted by Whitlock & Weinberger Transportation, Inc. 490 Mendocino Avenue Suite 201 Santa Rosa, CA voice web th Street Suite 290 Oakland, CA voice June 14, 2013 Balancing Functionality and Livability Traffic Engineering Transportation Planning

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3 Table of Contents Executive Summary... 1 Transportation Setting... 4 Capacity Analysis... 8 Alternative Modes...23 Access and Circulation...24 Conclusions and Recommendations...26 Study Participants and References...28 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 Intersection Level of Service Criteria Existing Peak Hour Intersection Levels of Service Baseline Peak Hour Intersection Levels of Service Future Peak Hour Intersection Levels of Service Trip Generation Summary Existing and Baseline Conditions Only Trip Generation Summary Future Conditions Only Trip Distribution Assumptions Existing and Existing plus Project Peak Hour Intersection Levels of Service Baseline and Baseline plus Project Peak Hour Intersection Levels of Service Future and Future plus Project Peak Hour Intersection Levels of Service Appendices A Collision Rate Calculations B Intersection Level of Service Calculations C Driveway Machine Counts D Turn Lane Warrant Calculations Page Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page i

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5 Executive Summary The proposed project consists of a 144-unit apartment complex at 55 Maria Drive in the City of Petaluma. This apartment complex would replace approximately 16,000 square feet of space in existing office buildings on the project site. Currently, all study intersections operate acceptably. Under near-term baseline conditions, which include all approved projects in the development pipeline, the intersection of East Washington Street/McDowell Boulevard is expected to operate unacceptably. With the completion of planned citywide transportation improvements in the future, however, all study intersections are expected to operate acceptably. With the addition of project generated traffic, all study intersections are expected to continue to operate at the same level of service during all study periods. Four of the intersections were found to have a collision rate higher than statewide average for similar facilities. The majority of the reported collisions are attributed to traffic congestion along the East Washington Street corridor. This congestion would likely be alleviated by improvements currently under construction at East Washington Street/US 101 Northbound Ramps as well as planned signal modifications at East Washington Street/Maria Drive. The existing networks of pedestrian, transit and bicycle facilities near the project site are expected to adequately serve the project. In order to enhance pedestrian facilities for children walking to neighboring McDowell Elementary School, is recommended that yellow-striped crosswalks be added to the east and south legs of the Maria Drive/Park Lane intersection. The two proposed project driveways will have adequate sight distance and are anticipated to operate acceptably. Neither left-turn nor rightturn lanes are not warranted at the driveways. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 1

6 Introduction Introduction This report presents an analysis of the potential traffic impacts that would be associated with proposed development of a multi-family apartment complex to be located at 55 Maria Drive 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 safety, including for pedestrians and bicyclists, and to transit are also addressed. Project Profile The proposed project would develop a 144-unit apartment complex on Maria Drive in the City of Petaluma. Currently there are several office buildings on the site totaling 16,000 square feet that would be replaced by the proposed apartment complex. The project site is located at 55 Maria Drive, as shown in Figure 1. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 2

7 Maria Drive McDowell Boulevard North LEGEND Study Intersection Future Ramp East Washington Street 2 Existing Project Site E Washington St 6 Maria Drive 5 Park Lane US 101 NB Ramps Not to Scale Baseline and Future 4 5 Project Driveway 6 E Washington St E Washington St E Washington St E Washington St Maria Dr Maria Dr US 101 SB Ramps US 101 NB Ramps McDowell Blvd Maria Dr Traffic Impact Study for the Maria Drive Apartment Complex City of Petaluma Park Ln McDowell Blvd 181pet.ai 6/13 Figure 1 Study Area and

8 Transportation Setting Operational Analysis Study Area and Periods The study area consists of the following intersections: 1. East Washington Street/US 101 South Ramps 2. East Washington Street/US 101 North Ramps 3. East Washington Street/McDowell Boulevard 4. East Washington Street/Maria Drive 5. Maria Drive/Park Lane 6. South McDowell Boulevard/Maria Drive The main driveway to the proposed project would be constructed as a fourth leg to the Maria Drive/Park Lane intersection (#5). 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 East Washington Street/US 101 South Ramps is a signalized, four-way intersection. Sidewalks and a marked crosswalk are provided along the south side of East Washington Street, with no other pedestrian facilities at this intersection. East Washington Street/US 101 North Ramps is a signalized tee-intersection. Modifications to the intersection are currently being constructed that realign the intersection, removing the westbound leftturn movement to US 101 Northbound and replacing it with a westbound right-turn movement to a new onramp. These improvements are discussed in detail in the Capacity Analysis section. East Washington Street/McDowell Boulevard is a four-way, signalized intersection. Marked crosswalks, along with pedestrian crossing traffic signal phasing are provided across all legs of the intersection, connecting to sidewalks on all approaches. East Washington Street/Maria Drive is a signalized, four-way intersection with marked crosswalks across all approaches. Sidewalks are provided along both sides of Maria Drive; however, sidewalks are only provided along the south side of East Washington Street. Maria Drive/Park Lane is a tee-intersection with stop controls on all three approaches. Sidewalks are provided on all intersection approaches and a marked crosswalk is striped on the west leg of Maria Drive. South McDowell Boulevard/Maria Drive is a four-way signalized intersection with marked crosswalks and sidewalks on all legs 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 Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 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 for the most current five-year period available of 2006 through 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 2009 Collision Data on California State Highways, California Department of Transportation. 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) Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 5 Statewide Average Collision Rate (c/mve) 1. E Washington St/US 101 S Ramps E Washington St/US 101 N Ramps E Washington St/McDowell Blvd E Washington St/Maria Dr Maria Dr/Park Ln S McDowell Blvd/Maria Dr Note: c/mve = collisions per million vehicles entering The following four study intersections were found to have collision rates higher than the statewide average for similar facilities. East Washington Street/US 101 South Ramps experienced 28 reported collisions during the five-year period, for a calculated collision rate of 0.42 collisions per million vehicles entering the intersection (c/mve), which is greater than the statewide average of 0.36 c/mve for similar facilities. The most common type of collision reported was a rear-end collision, which is common for congested urban intersections, such as this one. East Washington Street/US 101 North Ramps experienced 33 reported collisions resulting in a calculated collision rate of 0.47 collisions per million vehicles entering the intersection (c/mve), which is greater than the statewide average of 0.25 c/mve for similar facilities. This intersection is currently being realigned to eliminate the westbound left-turn movement and alleviate congestion, which should also improve safety at the intersection. East Washington Street/McDowell Boulevard had 67 reported collisions, equating to a rate of 0.75 c/mve, greater than the statewide average of 0.36 c/mve. More than half of the reported collisions were rearend collisions, which are common at congested urban intersections. Improvements at the adjacent East Washington Street/US 101 North Ramps intersection is expected to help alleviate some of the congestion at this intersection, which may improve intersection safety. Additionally, long term plans for the Rainier Interchange would further help alleviate congestion at this intersection. East Washington Street/Maria Drive experienced 35 collisions, more than half of which involved a left-turn movement from East Washington Street. This equates to a calculated collision rate of 0.89 c/mve, more than double the statewide average of 0.36 c/mve. The City of Petaluma recently completed a study of

10 intersections that have protected-permissive left-turn phasing, such as this one. As a result of this study s recommendations, the City is planning to convert the signal to include protected left-turn phasing on East Washington Street. Since more than half of the collisions involved a left-turn movement, this conversion to protected phasing is expected to improve the intersection s safety performance. 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 provide access for pedestrians in the vicinity of the proposed project site. Adjacent to the project site, continuous sidewalks are provided along both sides of Maria Drive. Crosswalks with pedestrian signal phasing are provided at all nearby signalized intersections. Marked crosswalks on Maria Drive also exist on the northern boundary of the project at the Washington Creek trail crossing and at the intersection of Maria Drive/Park Lane, the northern leg of which would become the project s main driveway. Bicycle Facilities The Highway Design Manual, California Department of Transportation (Caltrans), 2006, 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, intermittent Class II bike lanes exist on East Washington Street and McDowell Boulevard. Elsewhere, including on Maria Drive, bicyclists ride in the roadway and/or on sidewalks. Additionally, there is an off-road, Class I multi-use path along the Washington Creek Trail, which connects with Maria Drive near the project site. Planned improvements to the bicycle network are published in the City s 2008 Bicycle and Pedestrian Plan. In the project area, it is planned that Maria Drive will be designated as a Class III bicycle route. Additionally, there are plans to fill existing gaps in the Class II bicycle lanes on East Washington Street and McDowell Boulevard. Transit Facilities Petaluma Transit provides fixed route bus service in the City of Petaluma. Petaluma Transit Route 11 provides along East Washington Street connecting Downtown Petaluma with the east side of the city and stops on along the project frontage. Additionally, the Eastside Transit Center is located approximately 1,000 feet southwest of the project site where riders could connect to five different local routes that run along major corridors within Petaluma. This transit center is located within a reasonable walking distance for most riders; however, a rider could also use Route 11, with a stop in front of the project site, and then transfer at the transit center to minimize the walking distance. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 6

11 System-wide, Petaluma Transit operates Monday through Friday between 6:20 a.m. and 7:15 p.m. Saturday service is operated between 7:20 a.m. and 5:45 p.m. and Sunday service is operated between 8:20 a.m. and 4:45 p.m. Additionally, two to three bicycles can be carried on most Petaluma Transit buses. Bike rack space is on a first come, first served basis. Sonoma County Transit (SCT) provides intercity service between Petaluma and outlying communities. Direct service is provided to the cities of Santa Rosa, Cotati, Rohnert Park and Sonoma on four routes. While none of these routes have stops near the project site, riders would be able to utilize Petaluma Transit to connect to these regional routes. Golden Gate Transit (GGT) provides regional service connecting Sonoma and Marin Counties with San Francisco. GGT Route 76 provides weekday service along US 101 during the morning and evening commute periods with approximately 30-minute headways. In the vicinity of the proposed project, GGT Route 76 stops near the project site at the intersection of East Washington Street/Maria Drive. Riders could also access other GGT routes by either using connecting Petaluma Transit routes, or by utilizing nearby park-and-ride facilities. 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. Petaluma Paratransit is designed to serve the needs of individuals with disabilities within the City of Petaluma. Paratransit service is operated Monday through Friday between 6:20 a.m. and 6:45 p.m. and on Saturdays between 7:20 a.m. and 5:45 p.m. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 7

12 Intersection Level of Service Methodologies Capacity Analysis Level of Service (LOS) is used to rank traffic operation on various types of 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 methodologies 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 intersection at Maria Drive/Park Lane was analyzed using the All-Way Stop-Controlled Intersection" methodology from the HCM. This methodology evaluates delay for each approach based on turning movements, opposing and conflicting traffic volumes, and the number of lanes. Average vehicle delay is computed for the intersection as a whole, and is then related to a Level of Service. The remaining study intersections that are controlled by a traffic signal were evaluated using the signalized methodology from the HCM. This 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. For purposes of this study, delays were calculated using optimized signal timing. The ranges of delay associated with the various levels of service are indicated in Table 2. Table 2 Intersection Level of Service Criteria LOS All-Way Stop-Controlled Signalized A B C D E F Delay of 0 to 10 seconds. Upon stopping, drivers are immediately able to proceed. Delay of 10 to 15 seconds. Drivers may wait for one or two vehicles to clear the intersection before proceeding from a stop. Delay of 15 to 25 seconds. Drivers will enter a queue of one or two vehicles on the same approach, and wait for vehicle to clear from one or more approaches prior to entering the intersection. Delay of 25 to 35 seconds. Queues of more than two vehicles are encountered on one or more approaches. Delay of 35 to 50 seconds. Longer queues are encountered on more than one approach to the intersection. Delay of more than 50 seconds. Drivers enter long queues on all approaches. Reference: Highway Capacity Manual, Transportation Research Board, 2000 Delay of 0 to 10 seconds. Most vehicles arrive during the green phase, so do not stop at all. Delay of 10 to 20 seconds. More vehicles stop than with LOS A, but many drivers still do not have to stop. Delay of 20 to 35 seconds. The number of vehicles stopping is significant, although many still pass through without stopping. Delay of 35 to 55 seconds. The influence of congestion is noticeable, and most vehicles have to stop. Delay of 55 to 80 seconds. Most, if not all, vehicles must stop and drivers consider the delay excessive. Delay of more than 80 seconds. Vehicles may wait through more than one cycle to clear the intersection. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 8

13 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 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. 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. Traffic volumes at the study intersections along Maria Drive at East Washington Street and McDowell Boulevard were collected in September 2012, and traffic volumes at the Maria Drive/Park Lane intersection were obtained in December The traffic volumes traffic volumes for the remaining study intersections were obtained from the recently completed and approved East Washington Place EIR Traffic Study. Regionally, peak traffic volumes occurred in approximately during the height of economic growth; however, since then, due to the change in economic conditions, traffic volumes have decreased. To account for this downturn, and to ensure a conservative analysis, traffic volume data that were recently collected for this project were factored to represent peak conditions. This technique is consistent with other traffic studies recently completed for projects in the City of Petaluma. Intersection Levels of Service Under existing conditions, all study intersections operate acceptably at LOS D or better. The existing traffic volumes are shown in Figure 2. A summary of the intersection level of service calculations is contained in Table 3, and copies of the Level of Service calculations are provided in Appendix B. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 9

14 Maria Drive McDowell Boulevard North (150)126 (524)288 (102)84 (26)42 xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume Future Ramp East Washington Street Project Site 6 Maria Drive 5 Park Lane Not to Scale 1 5 (122)49 (133)76 82(39) 84(61) 376(356) 0 (0) 219(289) (1243)943 (130) (1319) 499(289) 2 3 (1226)916 (306) (1458) 246 (218) (636)480 (784)556 (330) (88) 740(534) 27 (36) 4 581(834) 340(588) 61 (209) (77) 81 (865)550 (65) (42) 701(653) 25 (43) 6 107(183) 17 (21) 81 (105) 143(134) 94 (68) 31 (36) 40 (41) 438(587) 41 (87) (308)268 (484)356 (56) 52 (33)33 (69)53 (48)48 (21) 35 (708)618 (138)112 (47)45 (13)13 (17)10 Traffic Impact Study for the Maria Drive Apartment Complex City of Petaluma 181pet.ai 12/12 Figure 2 Existing Traffic Volumes

15 Table 3 Existing Peak Hour Intersection Levels of Service Study Intersection Existing Conditions AM Peak PM Peak Delay LOS Delay LOS 1. E Washington St/US 101 S Ramps 23.5 C 25.6 C 2. E Washington St/US 101 N Ramps 11.9 B 14.9 B 3. E Washington St/McDowell Blvd 38.8 D 36.4 D 4. E Washington St/Maria Dr 17.3 B 20.4 C 5. Maria Dr/Park Ln 8.5 A 9.0 A 6. S McDowell Blvd/Maria Dr 12.5 B 13.8 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service Baseline Conditions Baseline operating conditions were determined with traffic that would be generated by nearby developments that have been approved, but not yet constructed, added to the existing volumes. Based on a review of the City of Petaluma s Major Projects List (updated August 2012), it was determined that the following approved projects would be most likely to add traffic to the study intersections. The resulting baseline traffic volumes developed for this analysis are consistent with baseline conditions presented in other traffic analyses recently completed for the City of Petaluma. East Washington Place Approximately 377,951 square feet of retail/office mixed use on 33.7 acres adjacent to the Sonoma Marin Fairgrounds Deer Creek Village Approximately 345,000 square feet of commercial center located on North McDowell Boulevard between Lynch Creek Way and Rainier Avenue The Birches 21-lot single family residential subdivision on Wood Sorrel Drive near North McDowell Boulevard Vintage Chateau II 68-unit senior apartments on N. McDowell Boulevard near Lynch Creek Way Kelgren Senior Housing 50-unit senior housing project located at 855 Wood Sorrell Drive OilStop located at 1004 Lakeville Street Lindberg Circle Nine additional residential units to be located at 890 Lakeville Street Park Square Approximately 26,000 square feet of commercial space at Lakeville Highway/Casa Grande Road (Phase II of Park Central) North River Landing Apartments, retail/office space and an 80-unit assisted living facility at 414 Petaluma Boulevard North Quarry Heights 274-unit subdivision on Petaluma Boulevard South just west of US 101 Sunnyslope II 22-parcel subdivision on Sunnyslope Road Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 11

16 Logan Place 66-unit affordable housing development at 1200 Petaluma Boulevard North Since the time the City s Major Projects List was provided for use with this analysis, a development application has been filed to expand an existing apartment complex directly across Maria Drive from the project site. Based on input from City staff, the 100-unit increase in apartments at the complex (referred to as Addison Ranch) was included as an additional baseline project. At the time of this analysis, construction was underway to modify the East Washington Street/US 101 Northbound Ramps intersection. The existing westbound left-turn movement that connects to Northbound US 101 will be removed, replaced with a westbound right-turn movement, connecting to a new ramp to Northbound US 101. This new ramp would connect to East Washington Street just west of the intersection, and would be uncontrolled. Therefore westbound drivers destined for Northbound US 101 would first complete a westbound through movement at the intersection, and then turn right to enter the freeway. The existing eastbound right-turn loop onramp leading to the freeway would remain unchanged. Additionally, the northbound off-ramp would be widened to provide two left-turn lanes and two right-turn lanes. The removal of this westbound left-turn movement would allow for extension of the eastbound left-turn lane at the adjacent intersection of East Washington Street/McDowell Boulevard. These improvements are expected to result in improved operations at the two intersections. Under these near-term Baseline conditions, the intersection of East Washington Street/McDowell Boulevard is projected to operate unacceptably at LOS E during the p.m. peak hour. The remaining study intersections are expected to continue operating acceptably. These results are summarized in Table 4, and Baseline volumes are shown in Figure 3. Copies of the Level of Service calculations are provided in Appendix B. Table 4 Baseline Peak Hour Intersection Levels of Service Study Intersection Baseline Conditions AM Peak PM Peak Delay LOS Delay LOS 1. E Washington St/US 101 S Ramps 26.4 C 50.4 D 2. E Washington St/US 101 N Ramps 10.6 B 17.5 B 3. E Washington St/McDowell Blvd 37.7 D 68.0 E 4. E Washington St/Maria Dr 20.7 C 20.6 C 5. Maria Dr/Park Ln 8.7 A 9.2 A 6. S McDowell Blvd/Maria Dr 12.4 B 14.1 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Bold text = deficient operation Future Conditions Cumulative traffic forecasts for the three study intersections along the East Washington Street corridor (at the two US 101 ramp intersections, and McDowell Boulevard) were obtained from the recently completed and approved East Washington Place EIR Traffic Study, and forecasted traffic volumes for East Washington Street/Maria Drive were obtained from the City s General Plan EIR. These projections were developed through the use of the City s traffic model, and with the assumption that the Rainer Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 12

17 Maria Drive McDowell Boulevard North (236)149 (564)302 (108)96 (27)44 xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume Future Ramp East Washington Street Project Site 6 Maria Drive 5 Park Lane Not to Scale 1 416(479) 0 (0) 234(294) (1590)1136 (242) (1592) 522 (327) 2 3 (1472)1104 (413) (1941) (812)643 (849)580 (374) (142) 779(588) 43 (80) 4 693(1014) 445(852) 82 (272) (77) 82 (1018)618 (81) (42) 775(796) 26 (47) (190) 17 (21) 87 (108) 143(135) 95 (70) 31 (36) 40 (41) 570(927) 44 (99) (129)51 (145)79 89(43) 84(63) (47)45 (13)13 (17)10 (339)297 (707)538 (97) 79 (42)49 (70)55 (50)52 (21) 35 (997)844 (144)114 Traffic Impact Study for the Maria Drive Apartment Complex City of Petaluma 181pet.ai 5/13 Figure 3 Baseline Traffic Volumes

18 Interchange would be constructed. Anticipated growth at the remaining study intersections was calculated based on projected growth at adjacent study intersections. At all study intersections, future projections were adjusted to include traffic that would be generated by the East Washington Place and Deer Creek Village developments. Buildout of the City s General Plan is not expected to occur by the year 2025 because of economic conditions, and would not be exceeded in this timeframe due to the City s adopted urban growth boundary (UGB). The horizon year for the projections can therefore be considered to be at least Under the future conditions scenario, the following infrastructure improvements that would affect traffic in the study area were assumed to be completed, in addition to the East Washington Street/US 101 Northbound Ramps realignment previously discussed. Rainer Avenue Interchange would be constructed providing an east-west crossing of US 101 along with a mid-city connection to US 101. While this would not be expected to affect projectgenerated traffic, it would result in a shift in traffic patterns in the study area. The City of Petaluma is currently planning to convert the traffic signal at East Washington Street/ Maria Drive to have protected left-turn phasing on the East Washington Street approaches. Under the anticipated Future volumes, and with the addition of the planned improvements, the study intersections are expected to operate acceptably at LOS D or better during the two peak periods analyzed. Note that while the intersection of East Washington Street/McDowell Boulevard is expected to operate unacceptably under Baseline conditions, it is projected to operate acceptably in the future upon completion of the above discussed planned improvements. Future operating conditions are summarized in Table 5, Future volumes are shown in Figure 4, and copies of the Level of Service calculations are provided in Appendix B. Table 5 Future Peak Hour Intersection Levels of Service Study Intersection Future Conditions AM Peak PM Peak Delay LOS Delay LOS 1. E Washington St/US 101 S Ramps 32.5 C 25.2 C 2. E Washington St/US 101 N Ramps 8.1 A 12.8 B 3. E Washington St/McDowell Blvd 32.5 C 45.8 D 4. E Washington St/Maria Dr 27.8 C 36.1 D 5. Maria Dr/Park Ln 10.1 B 12.1 B 6. S McDowell Blvd/Maria Dr 14.4 B 17.0 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service Project Description The project consists of replacing an existing office park with a 144-unit apartment development. The proposed project s site plan is shown in Figure 5. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 14

19 Maria Drive McDowell Boulevard North (299)186 (500)238 (179)139 (46) 70 xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume Future Ramp East Washington Street Project Site 6 Maria Drive 5 Park Lane Not to Scale 1 265(404) 0 (0) 320(390) (1307)1018 (389) (1258) 375(260) 2 3 (1341)1167 (356)0 1511(1726) 0 (0) (757)476 (792)656 (292) (192) 751(547) 46 (39) 4 563(828) 480(1000) 30 (364) (190) 80 (1037)658 (80) (80) 955(756) 50 (70) (320) 17 (21) 134(184) 160(140) 100(120) 150(200) 40 (41) 492(709) 68 (152) (214)126 (233) (68) 139(107) (47)45 (13)13 (17)10 (351)197 (574)446 (60) 60 (60)50 (160)70 (80)90 (21) 35 (823)701 (238)186 Traffic Impact Study for the Maria Drive Apartment Complex City of Petaluma 181pet.ai 12/12 Figure 4 Future Traffic Volumes

20 ive Dr ia ar M Source: Pacific West Architecture 181pet.ai Traffic Impact Study for the Maria Drive Apartment Complex City of Petaluma 12/12 Figure 5 Site Plan

21 Trip Generation The anticipated trip generation for the proposed project was estimated using standard rates published by the Institute of Transportation Engineers (ITE) in Trip Generation, 8 th Edition, 2008 for Apartments (ITE LU 220). Because the site is currently occupied by various office uses, the trip generation of this existing use was also considered. Machine counts were collected for 48 hours at the exiting driveways, so under existing and baseline plus Project conditions the average peak hour volumes occurring at the site were deducted from the total trips projected to be generated by the apartment project. For Future conditions, the site s trip generation potential was calculated using General Office Building rates (ITE LU 710), which is consistent with the land use assumptions applied in the City s traffic demand forecasting model that was used to develop future traffic volume projections for the study intersections. As with the near-term analysis, this office-related traffic was deducted prior to adding traffic associated with the proposed apartments. The 48-hour machine counts obtained at the project driveways are included in Appendix C. Total Project Trip Generation The expected trip generation potential for the proposed project is indicated in Table 6, with deductions taken for trips made to and from the office uses at the site, which will cease with the construction of the project. Prior to taking deductions for the existing land use, the proposed project is expected to generate an average of 958 trips per day, including 73 trips during the a.m. peak hour and 89 during the p.m. peak hour. After the existing trips are deducted, the project would be expected to generate 393 new trips on a daily basis, including 51 during the morning peak hour and 63 during the evening peak hour; these new trips represent the increase in traffic associated with the project compared to existing volumes. Table 6 Trip Generation Summary Existing and Baseline Conditions Only Land Use Units Daily AM Peak Hour PM Peak Hour Rate Trips Rate Trips In Out Rate Trips In Out Proposed Apartments 144 du Demolished Existing Uses Surveyed Trip Generation Net Note: du = dwelling unit Under future conditions, when the standard trip generation potential of the office buildings is applied to account for the assumptions contained in the City s traffic model, the proposed project is expected to generate a net total of 782 new daily trips, of which 48 would occur during the morning peak hour, and 65 would occur during the evening peak hour. The trip generation summery for future conditions is provided in Table 7. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 17

22 Table 7 Trip Generation Summary Future Conditions Only Land Use Units Daily AM Peak Hour PM Peak Hour Rate Trips Rate Trips In Out Rate Trips In Out Proposed Apartments 144 du Demolished Existing Uses Office Building 16 ksf Net Note: du = dwelling unit; ksf = 1,000 square feet Trip Distribution The pattern used to allocate new project trips to the street network was based on data from the 2000 Census for home-to-work or work-to-home trips as well as existing traffic patterns in the city. 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 8. Distributed project traffic volumes, prior to any deductions being applied, are shown in Figure 6. Intersection Operation Existing plus Project Conditions Table 8 Trip Distribution Assumptions Route Percent To/from the south via US % To/from the north via US % To/from the south via McDowell Blvd 18% To/from the north via McDowell Blvd 16% To/from the east via E Washington St 8% To/from the west via E Washington St 20% To/from the north via Maria Dr 3% TOTAL 100% Upon the addition of project-related traffic to the Existing volumes, the study intersections are expected to continue to operate acceptably. These results are summarized in Table 9. Copies of the Level of Service calculations are provided in Appendix B. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 18

23 Maria Drive McDowell Boulevard North (0)0 (15)4 xx (xx) LEGEND Study Intersection A.M. Peak Hour Volume P.M. Peak Hour Volume Future Ramp East Washington Street Project Site 6 Maria Drive 5 Park Lane Not to Scale 0(0) 0(0) 1(6) (12)3 (0)0 12(6) 15(8) (17)4 (0)0 30(16) 3 (2) (0)0 (16)4 (16)4 4 (2) 16(9) 0 (0) 4 0(0) 1(4) 1(4) (0)0 (0)0 (20)5 0(0) 0(0) 1(6) (11) 0 (0) 9 (5) 0(0) 1(3) 0(0) 0(0) 0(0) 5(20) 7(29) 0(0) 0(0) 30(16) 0 (0) 30(16) (0)0 (0)0 (0)0 (9)16 (2) 4 (0) 0 (11)21 (2) 3 (3) 6 (0)0 (0)0 (0)0 (0)0 (0)0 (9)2 (7)29 (0) 0 (0) 0 Traffic Impact Study for the Maria Drive Apartment Complex City of Petaluma 181pet.ai 12/12 Figure 6 Project Traffic Volumes

24 Table 9 Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection Existing Conditions Existing plus Project AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. E Washington St/US 101 SB 23.5 C 25.6 C 23.6 C 25.8 C 2. E Washington St/US 101 NB 11.9 B 14.9 B 11.7 B 15.2 B 3. E Washington St/McDowell Blvd 38.8 D 36.4 D 36.4 D 36.7 D 4. E Washington St/Maria Dr 17.3 B 20.4 C 17.5 B 20.5 C 5. Maria Dr/Project Driveway 8.5 A 9.0 A 8.8 A 9.5 A 6. S McDowell Blvd/Maria Dr 12.5 B 13.8 B 13.0 B 13.9 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service It should be noted that with the addition of project-related traffic volumes, average delay at East Washington Street intersections with US 101 Northbound and McDowell Boulevard decreases during the a.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 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. Finding: The study intersections are expected to continue operating acceptably at the same levels of service upon the addition of project-generated traffic. Baseline plus Project Conditions With project-related traffic added to Baseline volumes, the study intersections are expected to operate acceptably, with the exception of East Washington Street/McDowell Boulevard. As under Baseline conditions without the project, this intersection is projected to operate at LOS E. Completion of the Maria Drive Apartments project would be expected to result in no change to the LOS, though average vehicle delays would increase slightly by one second. The project would increase p.m. peak hour traffic volumes at the intersection by less than one percent. As discussed in the cumulative scenario analysis in this and other traffic studies, the City has identified completion of the Rainier connector as a long-range solution to improve traffic operation along the East Washington Street corridor. These results are summarized in Table 10 and copies of the Level of Service calculations are provided in Appendix B. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 20

25 Table 10 Baseline and Baseline plus Project Peak Hour Intersection Levels of Service Study Intersection Baseline Conditions Baseline plus Project AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. E Washington St/US 101 SB 26.4 C 50.4 D 26.3 C 50.8 D 2. E Washington St/US 101 NB 10.6 B 17.5 B 11.7 B 19.1 B 3. E Washington St/McDowell Blvd 37.7 D 68.0 E 38.4 D 69.0 E 4. E Washington St/Maria Dr 20.7 C 20.6 C 20.7 C 21.0 C 5. Maria Dr/Project Driveway 8.7 A 9.2 A 8.8 A 9.6 A 6. S McDowell Blvd/Maria Dr 12.4 B 14.1 B 12.7 B 14.9 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Bold text = deficient operation It should be noted that with the addition of project-related traffic, average delay at the intersection of East Washington Street/US 101 Southbound decreases slightly during both peak hours. 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 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. Finding: Five of the six study intersections are expected to continue operating acceptably at the same levels of service upon the addition of project-generated traffic. Finding: The intersection at East Washington Street/McDowell Boulevard is projected to operate at LOS E during the p.m. peak hour both with and without the project. Because the project would result in negligible increases in volumes and delay, and because the project will pay traffic impact fees toward completion of planned future infrastructure improvements including those reducing congestion at this intersection, this is not considered to be an adverse project-related impact. Future plus Project Conditions Upon the addition of project-generated traffic to the anticipated Future volumes, and with the planned regional improvements, the study intersections are expected to operate acceptably. The Future plus Project operating conditions are summarized in Table 11. Copies of the Level of Service calculations are provided in Appendix B. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 21

26 Table 11 Future and Future plus Project Peak Hour Intersection Levels of Service Study Intersection Future Conditions Future plus Project AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. E Washington St/US 101 SB 32.5 C 25.2 C 32.3 C 25.5 C 2. E Washington St/US 101 NB 8.1 A 12.8 B 9.2 A 13.1 B 3. E Washington St/McDowell Blvd 32.5 C 45.8 D 32.8 C 46.3 D 4. E Washington St/Maria Dr 27.8 C 36.1 D 27.8 C 37.0 D 5. Maria Dr/Project Driveway 10.1 B 12.1 B 10.5 B 13.4 B 6. S McDowell Blvd/Maria Dr 14.4 B 17.0 B 14.7 B 17.1 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service Finding: Under Future Conditions, all study intersections will continue operating at the same acceptable Levels of Service with the project as without it. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 22

27 Alternative Modes Alternative Modes Pedestrian Facilities Given the project site s proximity to McDowell Elementary School, parks and shopping it is reasonable to assume that some of the development s residents and guests will walk, bicycle, and/or utilize transit to reach their destinations. Sidewalks currently exist along both sides of Maria Drive near the project frontage, and would be unchanged with the project s implementation. An internal network of sidewalks would connect the various buildings onsite with the regional sidewalk network at the two project driveways. Marked pedestrian crossings of Maria Drive exist at both ends of the project s street frontage, at the Washington Creek Trail crossing and on the western leg of the Maria Drive/Park Lane intersection. These crossing locations are appropriate given the surrounding pedestrian network, and are located on straight segments of Maria Drive where sight distance is good. Given the level of school-aged pedestrians in the area and likely increase in pedestrian traffic to McDowell Elementary School generated by the project, it is recommended that additional marked crosswalks be added to the east and south legs of the Maria Drive/Park Lane intersection. Finding: Pedestrian facilities serving the project site are expected to be adequate. Recommendation: Yellow striped crosswalks should be added to the east and south legs of the Maria Drive/Park Lane intersection. Bicycle Facilities Existing bicycle facilities, including bike lanes on street together with shared use of minor streets, provide adequate access for bicyclists. Maria Drive would not be altered along the project s frontage, therefore the project would not affect long-term plans to designate Maria Drive as a Class III Bicycle route. Finding: Bicycle facilities serving the project site are expected to be adequate. Transit Existing transit routes are adequate to accommodate project-generated transit trips. The existing bus stop along the project s frontage as well as the regional transit center are both within comfortable walking distance of the site. Finding: Transit facilities serving the project site are expected to be adequate. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 23

28 Access and Circulation Site Access Access to the proposed apartment complex would be provided via a primary driveway constructed as a new north leg to the Maria Drive/Park Lane intersection, which is stop-controlled on all approaches, as well as a secondary driveway at the northeast corner of the project. Both driveways would provide access to all parts of the project site. Internal circulation would include an outer drive aisle surrounding the parcel as well as an internal drive aisle through the center, facilitating direct access to all parts of the site by emergency response vehicles. Sight Distance At unsignalized intersections a substantially clear line of sight should be maintained between the driver of a vehicle waiting at the crossroad and the driver of an approaching vehicle. Adequate time must be provided for the waiting vehicle to turn left or right without requiring through traffic drivers to radically alter their speed. Sight distance along Maria Drive at the two project driveways was evaluated based on sight distance criteria contained in the Highway Design Manual published by Caltrans. The recommended sight distances 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. For the 25 mile per hour (mph) posted speed limit, a stopping sight distance of 150 feet is recommended. The available sight distance exceeds 200 feet in either direction at both project driveways, so is considered to be acceptable. Parking is currently prohibited on the west side of Maria Drive along the project frontage. This restriction helps to ensure clear sight lines for westbound drivers on the corridor; therefore it is recommended that the parking restriction remain in place. Finding: Clear sight lines would be available at the project driveways. Recommendation: The existing parking restrictions on Maria Drive along the project frontage should remain unchanged, and the red curbs re-painted to clearly depict the parking restrictions. Recommendation: Any landscaping immediately adjacent to the project driveways should be no more than one foot in height. Turn Lane Warrants The need for left-turn or right-turn lanes on Maria Drive was evaluated based on criteria contained in the Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985, as well as a more recent update of the methodology developed by the Washington State Department of Transportation. The NCHRP report references a methodology developed by M. D. Harmelink that includes equations that can be applied to expected or actual traffic volumes in order to determine the need for a left-turn pocket based on safety issues. Future peak hour volumes, including project-generated traffic, as well as safety criteria were reviewed in evaluating the need for turn lanes at the project driveway on Maria Drive. To ensure a conservative analysis, the warrant calculations assume that all project-generated traffic would obtain access via a single driveway. Under these Future conditions, which represent a worst-case scenario, a left-turn lane is not warranted on Maria Drive at either driveway during either of the peak periods evaluated. Likewise, a right-turn lane is not warranted. Intersection LOS calculations also indicate efficient Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 24

29 operation at the Maria Drive/Park Lane intersection upon the addition of the new project driveway, and no need to construct additional lanes. Copies of the turn lane analysis are provided in Appendix C. Finding: Left-turn and right-turn lanes are not warranted at the project s driveways. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 25

30 Conclusions and Recommendations Conclusions All study intersections currently operate acceptably at LOS D or better. Under near-term baseline conditions, the intersection of East Washington Street/McDowell Boulevard is expected operate unacceptably at LOS E while all remaining intersections would continue to operate acceptably. Under cumulative future conditions, and with the implementation of planned improvements to the City s transportation network, all study intersections are expected to operate acceptably. Four of the study intersections have experienced a rate of collisions that is higher than the statewide average for similar facilities. The majority of these collisions are attributed to congestion along East Washington Street, which is expected to be alleviated by the implementation of several planned improvements. The proposed project is expected to generate an average of 958 daily trips, of which 73 would occur during the morning peak hour and 89 would occur during the evening peak hour. Under near-term conditions, the project is expected to generate a total of 393 net new daily trips after accounting for demolition of existing office buildings on the site, including 51 trips during the a.m. peak hour, and 63 trips during the p.m. peak hour. When compared to the land use assumptions applied in the City s traffic model, the project would generate 782 net new daily trips. This results in an average of 48 net new trips during the a.m. peak hour, and 65 trips during the p.m. peak hour. With the addition of project-generated traffic, all study intersections would continue to operate acceptably under existing and future cumulative conditions. With the addition of project-generated traffic to near-term baseline conditions, East Washington Street/McDowell Boulevard is expected to continue to operate unacceptably at LOS E. Because the project s increases to traffic volumes and average delay would be negligible, and because the project will pay traffic impact fees toward completion of planned future infrastructure improvements in the area that will result in acceptable LOS in the future, this is not considered to be an adverse projectrelated impact. Existing pedestrian, bicycle and transit access to the site is expected to adequately serve the project s residents and guests. The project is likely to generate additional school-age pedestrian traffic to the intersection of Maria Drive/Park Lane. Clear sight lines exist on Maria Drive at both proposed project driveways. Neither a right-turn nor left-turn lane is warranted at either of the project driveways. Recommendations Yellow striped crosswalks should be added to the east and south legs of the Maria Drive/Park Lane intersection. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 26

31 The existing parking restrictions along Maria Drive at the project driveway should remain in place, and the existing red curbs repainted to clearly depict the parking restrictions. So that the presence of landscaping does not impede upon a driver s ability to clearly see approaching traffic at the project s driveways, any landscaping immediately adjacent to the driveways should be no more than one foot in height. Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 27

32 Study Participants and References Study Participants Principal in Charge: Project Manager: Assistant Engineer: Technician/Graphics: Editing/Formatting: Dalene J. Whitlock, PE, PTOE Zachary Matley, AICP Tony Henderson, PE Deborah J. Mizell Angela McCoy References 2009 Collision Data on California State Highways, California Department of Transportation, 2009 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 East Washington Place EIR Traffic Study, Crane Transportation Group, 2009 Golden Gate Transit, Highway Capacity Manual, Transportation Research Board, 2000 Highway Design Manual, 6 th Edition, California Department of Transportation, 2006 Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985 Petaluma Transit, Sonoma County Transit, Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, Trip Generation, 8 th Edition, Institute of Transportation Engineers, 2008 United States Census 2000, United States Census Bureau, 2000 PET181 Traffic Impact Study for the Maria Drive Apartment Complex in the City of Petaluma June 14, 2013 Page 28