TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY. Sacramento, CA. Prepared For: MBK Homes. Prepared By:

Transcription

1 TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY Sacramento, CA Prepared For: MBK Homes Prepared By: KD Anderson & Associates 3853 Taylor Road, Suite G Loomis, California (916) August 22, Talmont Townhomes MBK.doc Transportation Engineers

2 TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY TABLE OF CONTENTS EXECUTIVE SUMMARY... i INTRODUCTION... 1 Purpose and Objectives... 1 Project Description... 2 Analysis Methodology... 5 Significance Thresholds... 5 Level of Service and Signal Warrants Analysis... 6 EXISTING SETTING... 9 Roadway Network... 9 Roadway Segment Level of Service Intersection level of Service Bicycle and Pedestrian Facilities Transit Service EXISTING PLUS PROJECT IMPACTS Trip Generation and Distribution Roadway Segment Level of Service Intersection Level of Service Bicycle and Pedestrian Facilities Public Transit On-site Circulation CUMULATIVE NO PROJECT CONDITIONS Future Year Background Volumes Roadway Segment Levels of Service Intersection Levels of Service CUMULATIVE PLUS PROJECT IMPACTS Roadway Segment Levels of Service Intersection Levels of Service VEHICLE MILES TRAVELED SUMMARY AND CONCLUSIONS APPENDICES... 33

3 TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY EXECUTIVE SUMMARY The purpose of this traffic impact study is to present an evaluation of the traffic impacts associated with development of 285 townhomes. The project site is located at the northwest corner of Madison Avenue and Kenneth Avenue in Sacramento County. The subject property is part of the Madison - Kenneth Special Planning Area (SPA) which allows for residential uses up to 20 units per acre. The main site entrance will be off Kenneth Avenue with a secondary access (Alaire Vie Drive) off Madison Avenue. Traffic impacts of the proposed project were evaluated relative to both existing conditions and long term future traffic conditions forecast for the area. Background (no-project) long-term future conditions assume land use development and transportation system improvements throughout Sacramento County. The following scenarios have been analyzed: Existing Traffic Conditions, Existing Plus Project Conditions, Future Year Cumulative No Project Traffic Conditions, and Future Year Cumulative Plus Project Conditions. The objective of this study is to identify those roads and intersections that would be impacted by the proposed project, and to recommend improvements which may be needed to mitigate the potential impacts of this project. The following intersections and roadway segments in the vicinity of the site have been evaluated for this analysis: Intersections Roadway Segments 1. Fair Oaks Blvd/Madison Ave 1. Madison Ave west of Kenneth Ave 2. Chicago/McKay/Madison Ave 2. Madison Ave east of Kenneth Ave 3. Buena Vista Ave/Madison Ave 3. Kenneth Ave north of Madison Ave 4. Kenneth Ave/Madison Ave 4. Kenneth Ave south of Madison Ave 5. Illinois Ave/Madison Ave 5. Sheraton Dr east of Kenneth Ave 6. Hazel Ave/Madison Ave 7. Kenneth Ave/Greenback Lane 8. Kenneth Ave/Pershing Ave 9. Kenneth Ave/Sheraton Dr 10. Kenneth Ave/Sunset Ave 11. Kenneth Ave/Access 12. Madison Ave/Access (Alaire Vie Drive)

4 The 285 unit project is projected to generate 1,850 daily trips, with 143 and 174 trips occurring in the a.m. and p.m. peak hours, respectively. Development of the proposed project is not projected to result in any significant impacts under Existing and Cumulative traffic conditions based upon Sacramento County operating standards and significance criteria as summarized below. Existing plus Project Conditions Satisfactory LOS D or better peak hour operations are projected at all of the study intersections under Existing plus Project conditions. On a daily basis, existing traffic conditions on Madison Avenue are classified as unsatisfactory LOS F and project traffic is projected to increase the volume to capacity ratio on Madison Avenue by As discussed in this report, for roadway segments that operate at unacceptable LOS F without a proposed development, an impact is considered significant if the project would increase the volume to capacity (v/c) ratio by more than Therefore, based on Sacramento County s thresholds of significance, impacts to Madison Avenue are considered less-thansignificant. Cumulative plus Project Conditions Under cumulative forecast conditions without the townhome project, traffic volumes on Madison Avenue are projected to increase significantly, resulting in unsatisfactory LOS F conditions to the west of Kenneth Avenue even with widening of Madison Avenue from four to six lanes. Satisfactory LOS D operations are projected on Madison Avenue to the east of Kenneth Avenue. Satisfactory LOS A and C roadway operations are also projected on Kenneth Avenue and Sheraton Drive, respectively. No changes in roadway LOS are projected due to development of the project under cumulative traffic conditions. Project generated traffic is projected to increase the v/c ratio by 0.02 on Madison Avenue to the west of Kenneth Avenue. As previously discussed, for roadway segments that operate at or are projected to operate at unacceptable LOS F without a proposed development, an impact is considered significant if the project would increase the volume to capacity (v/c) ratio by more than Therefore, based on the County s thresholds of significance, impacts to Madison Avenue are also considered less-than-significant under cumulative traffic conditions. Under Cumulative No Project Conditions, three (3) of the ten existing study intersections are projected to experience unsatisfactory LOS F operations during either the a.m. or p.m. peak traffic hour. These consist of the Madison Avenue intersections with Fair Oaks Blvd and with Hazel Avenue and the Kenneth Avenue / Greenback Lane intersection. Forecast traffic volumes at the stop sign controlled Kenneth Avenue / Sunset Avenue intersection will approach peak hour signal warrant thresholds in the p.m. peak hour, but will not fully satisfy the warrant thresholds.

5 Project generated traffic is projected to have a minor impact on future intersection operations within the study area. Intersections which are projected to operate satisfactorily under the Cumulative No Project condition are projected to continue to operate within County standards. Project impacts are not projected to be significant at the three intersection locations which are forecast to operate beyond County standards under the cumulative no project condition. Volume to capacity ratios are projected to increase by 0.01 or less at the signalized intersection locations with the addition of project generated traffic added to future background volumes. At signalized intersections that are projected to operate at unacceptable LOS F without a proposed development, an impact is considered significant if the project would increase the volume to capacity (v/c) ratio by more than Therefore, based on the County s thresholds of significance, impacts to these signalized intersections are considered less-than-significant.

6 TALMONT TOWNHOMES MADISON KENNETH SPA TRAFFIC IMPACT STUDY INTRODUCTION This section of the traffic impact study presents: the purpose and objectives of the study, a description of the proposed project, the methods used in this study, and criteria used to determine the significance of impacts. Purpose and Objectives The purpose of this traffic impact study is to present an evaluation of the traffic impacts associated with development of 285 townhomes. The project site is located at the northwest corner of Madison Avenue and Kenneth Avenue in Sacramento County. The regional location of the proposed project site is presented in Figure 1. In compliance with Section of the State CEQA Guidelines, the Existing Setting section of this traffic impact study presents a description of existing transportation conditions in the study area. Traffic impacts of the proposed project were evaluated relative to both existing conditions and long term future traffic conditions forecast for the area. Background (no-project) long-term future conditions assume land use development and transportation system improvements throughout Sacramento County. This development condition is referred to as Cumulative conditions, and meets the requirements of Section of the State CEQA Guidelines, Discussion of Cumulative Impacts. The following scenarios have been analyzed: Existing Traffic Conditions, Existing Plus Project Conditions, Future Year Cumulative No Project Traffic Conditions, and Future Year Cumulative Plus Project Conditions. The objective of this study is to identify those roads and intersections that would be impacted by the proposed project, and to recommend improvements which may be needed to mitigate the potential impacts of this project. The following intersections and roadway segments in the vicinity of the site have been evaluated for this analysis: Talmont Townhomes, Madison-Kenneth Special Planning Area Page 1 Traffic Impact Study, Sacramento County

7 Intersections Roadway Segments 1. Fair Oaks Blvd/Madison Ave 1. Madison Ave west of Kenneth Ave 2. Chicago/McKay/Madison Ave 2. Madison Ave east of Kenneth Ave 3. Buena Vista Ave/Madison Ave 3. Kenneth Ave north of Madison Ave 4. Kenneth Ave/Madison Ave 4. Kenneth Ave south of Madison Ave 5. Illinois Ave/Madison Ave 5. Sheraton Dr east of Kenneth Ave 6. Hazel Ave/Madison Ave 7. Kenneth Ave/Greenback Lane 8. Kenneth Ave/Pershing Ave 9. Kenneth Ave/Sheraton Dr 10. Kenneth Ave/Sunset Ave 11. Kenneth Ave/Access 12. Madison Ave/Access (Alaire Vie Drive) Project Description The proposed project consists of development of up to 285 townhome units on a 16.6 acre property located at the northwest corner of Madison Avenue and Kenneth Avenue. The final design may result in fewer units as the site plan is finalized, but will not exceed 285 units. Therefore, 285 units has been used for purposes of this study. The subject property is part of the Madison - Kenneth Special Planning Area (SPA) which allows for residential uses up to 20 units per acre. The proposed townhomes will be in a row configuration with between five to ten townhomes per building. The townhome units will average approximately 1,400 square feet and will have two to four bedrooms and a private side-by-side two car garage. The gated community is designed to include numerous amenities such as a pool, spa, fitness center, barbeque areas and guest parking. The main site entrance will be off Kenneth Avenue with a secondary access (Alaire Vie Drive) off Madison Avenue. Figure 2 displays the tentative site plan for the project and delineates the proposed internal street system and lot layout. Frontage improvements along the site are currently in place, consisting of curb, gutter and sidewalk, bicycle lanes and two access road connections to the adjacent street system. As shown in Figure 2, one access is provided to Kenneth Avenue and one access to Madison Avenue. The Madison Avenue access (Alaire Vie Drive) is limited to right turns to and from westbound Madison Avenue, while the Kenneth Avenue connection provides full left and right turn access. An existing center left turn lane on Kenneth Avenue will serve left turns into the site. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 2 Traffic Impact Study, Sacramento County

8 Greenback Ln Hazel Ave Illinois Ave Kenneth Ave Fair Oaks Blvd PROJECT LOCATION Pershing Ave Madison Ave NORTH Not to Scale KD Anderson & Associates, Inc. Transportation Engineers VSD 9/13/2012 VICINITY MAP figure 1

9 KD Anderson & Associates, Inc. Transportation Engineers VSD 9/13/2012 SITE PLAN figure 2

10 Analysis Methodology The methodology used in the preparation of this traffic impact study is consistent with guidance provided in Traffic Impact Analysis Guidelines County of Sacramento July 2004 (County of Sacramento, 2004). Level of Service Concept. Circulation systems are typically evaluated based on a comparison of the system s capacity and the existing / projected level of traffic volumes. The operating conditions experienced by motorists are described in terms of level of service (LOS). Level of service is a qualitative measure, reflecting a number of factors, including speed and travel time, traffic interruptions, freedom to maneuver, and driving comfort and convenience. Levels of service are designated on a scale from LOS A to LOS F, with LOS A representing the best performance and LOS F the worst. Capacity analyses are separated into evaluations of both intersections and roadway segment locations. Both types of analyses are presented in this traffic impact study consistent with Sacramento County requirements. Significance Thresholds Analysis of LOS and signal warrants are used to evaluate the impacts of the proposed project. Local agencies typically adopt minimum LOS standards for their facilities. Thresholds for County of Sacramento. As specified in Traffic Impact Analysis Guidelines County of Sacramento July 2004, the County of Sacramento identifies LOS E as the acceptable LOS for urban areas and LOS D for rural areas. Urban areas are those areas within the Urban Service Boundary as shown in the Land Use Element of the Sacramento County General Plan. The urban LOS E standard is applicable to the study area and has been used for this analysis. Signalized Intersections and Roadway Segments. For signalized intersections and roadway segments in urban locations, an impact is considered significant if the project would cause an intersection or roadway segment to change from LOS E or better, to LOS F. For signalized intersections and roadway segments that operate, or will operate in the future without the project, at unacceptable LOS F, an impact is considered significant if the project would increase the volume to capacity (V/C) ratio by more than Unsignalized Intersections. For unsignalized intersections in urban locations, an impact is considered significant if the project would cause a change from LOS E or better, to LOS F and also cause the intersection to meet a traffic signal warrant. For unsignalized intersections that operate, or will operate in the future without the project, at unacceptable LOS, an impact is considered significant if the project would increase the delay by more than 5 seconds at a movement / approach at an intersection that also meets a traffic signal warrant. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 5 Traffic Impact Study, Sacramento County

11 Bicycle and Pedestrian Facilities. As specified in Traffic Impact Analysis Guidelines County of Sacramento July 2004, a project is considered to have a significant impact on bicycle or pedestrian facilities if it would: eliminate or adversely affect an existing bikeway or pedestrian facility in a way that would discourage its use; interfere with the implementation of a planned bikeway as shown in the Bicycle Master Plan, or be in conflict with the Pedestrian Master Plan; or result in unsafe conditions for bicyclists or pedestrians, including unsafe bicycle/pedestrian, bicycle/motor vehicle, or pedestrian/motor vehicle conflicts. Public Transit. In this traffic impact study, a project is considered to have a significant impact on the public transit system if the project would generate ridership which, when added to existing or future ridership, exceeds available or planned system capacity. Level of Service and Signal Warrants Analysis Methods The following is a description of methods used to analyze LOS and signal warrants for this traffic impact study. Level of Service at Signalized Intersections. As specified in Traffic Impact Analysis Guidelines County of Sacramento July 2004 the LOS methodology used to analyze signalized intersections is as presented in the Transportation Research Board s (TRB) Circular 212, as amended by Sacramento County. At signalized intersections, the overall LOS for intersections is based on the volume to capacity ratio. The characteristics associated with the various LOS are presented in Table 1. Level of Service at Unsignalized Intersections. As specified in Traffic Impact Analysis Guidelines County of Sacramento July 2004, the LOS methodology used to analyze unsignalized intersections (i.e., intersections controlled by stop signs) is as presented in the 2010 Highway Capacity Manual. For unsignalized intersections, the 2010 Highway Capacity Manual method calculates the weighted average total delay for each approach and for the intersection as a whole. The analysis considers gap acceptance and average delay of motorists on minor streets and in turn lanes to establish LOS. Table 2 presents the ranges of vehicle delay associated with each LOS for unsignalized intersections. In conformance with County of Sacramento guidance, LOS at two-way stop-sign-controlled unsignalized intersections (or one-way stop controlled T intersections) is based on the length of the delay experienced by motorists on the worst-case single approach, rather than the intersection as a whole. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 6 Traffic Impact Study, Sacramento County

12 Level of Service on Roadway Segments. The Traffic Impact Analysis Guidelines County of Sacramento July 2004 present LOS thresholds for roadway segments based on daily traffic volumes. These thresholds make use of facility classifications that are based on the facility type and number of lanes on the facility. The classifications for each roadway that are contained in the Guidelines have been used for this traffic impact study. Table 3 presents the daily traffic volume LOS thresholds specified in the County guidelines, and the criteria used to classify roadway segments. TABLE 1 LEVEL OF SERVICE CRITERIA FOR SIGNALIZED INTERSECTIONS Sum of Critical Lane Volumes by Signal Phasing Level of (vehicles/critical lane/hour) Service 2-Phase 3-Phase 4 or more Phase "A" "B" "C" "D" "E" "F" >1650 >1550 >1500 Source: Transportation Research Board 2000 Sources: Interim Materials on Highway Capacity, Circular 212, Transportation Research Board, 1980; and County of Sacramento Department of Transportation. TABLE 2 LEVEL OF SERVICE CRITERIA FOR TWO-WAY STOP-CONTROLLED INTERSECTIONS Level of Service A B C D E F Average Control Delay in Seconds per Vehicle 0-10 > > > > > 50 Description of Delay Little or no delay. Short traffic delay. Average traffic delay. Long traffic delay. Very long traffic delay. Extreme delays potentially affecting other traffic movements in the intersection. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 7 Traffic Impact Study, Sacramento County

13 Facility Type Residential Residential Collector with Frontage Residential Collector without Frontage Arterial, Low Access Control Arterial, Moderate Access Control Arterial, High Access Control TABLE 3 ROADWAY LEVEL OF SERVICE CRITERIA # of Maximum Daily Volume by Service Level Lanes A B C D E ,200 2,000 3,000 4, ,600 3,200 4,800 6,400 8, ,000 7,000 8,000 9,000 10, ,000 10,500 12,000 13,500 15, ,000 21,000 24,000 27,000 30, ,000 31,500 36,000 40,500 45, ,800 12,600 14,400 16,200 18, ,600 25,200 28,800 32,400 36, ,400 37,800 43,200 48,600 54, ,000 14,000 16,000 18,000 20, ,000 28,000 32,000 36,000 40, ,000 42,000 48,000 54,000 60,000 Rural, 2-Lane Highway 2 2,400 4,800 7,900 13,500 22,900 Rural, 2-Lane Road, of pavement, paved shoulders Rural, 2-Lane Road, of pavement, no shoulders Rural, 2-Lane Road, substandard, no shoulders 2 2,200 4,300 7,100 12,200 20, ,800 3,600 5,900 10,100 17, ,300 2,600 4,300 6,800 11,000 Facility Type Definition Stops per Mile Driveways Speed Arterial, Low Access Control 4+ Frequent mph Arterial, Moderate Access Control 2 4 Limited mph Arterial, High Access Control mph Source: County of Sacramento 2004 Signal Warrants. Traffic signal warrants are a series of standards which provide guidelines for determining if traffic signal control of an intersection is appropriate. Signal warrant analyses are typically conducted at intersections of uncontrolled major streets and stop sign-controlled minor streets. If one or more signal warrants are met, signalization of the intersection may be appropriate. However, a signal should not be installed if none of the warrants are met, since the installation of signals would increase delays on the previously-uncontrolled major street, resulting in an undesirable increase in overall vehicle delay at the intersection. Signalization may also increase the occurrence of particular types of accidents. Therefore, if signals are installed where signal warrants are not met, the detriment of increased accidents and overall delay may be greater than the benefit in Talmont Townhomes, Madison-Kenneth Special Planning Area Page 8 Traffic Impact Study, Sacramento County

14 traffic operating conditions on the single worst-case movement at the intersection. Signal warrant criteria provide an industry-standard basis for identifying when the adverse effect on the worst-case movement experiencing the most delay is substantial enough to warrant signalization. Unsignalized intersections operating at poor LOS have been evaluated using the Peak Hour Warrant (Warrant Number 3) as presented in the California Manual on Uniform Traffic Control Devices for Streets and Highways (CA MUTCD). This warrant was applied where the minor street experiences long delays in entering or crossing the major street for at least one hour of the day. Even if the Peak Hour Warrant is met, a more detailed signal warrant study is recommended before a signal is installed. The more detailed study should consider volumes during the eight highest hours of the day, volumes during the highest four hours of the day, pedestrian traffic, and accident histories. This type of expanded signal warrant analysis is typically initiated by most agencies to confirm that signalization of a subject intersection is the most appropriate control measure. EXISTING SETTING This section of the traffic impact study describes the existing condition of the transportation system in the vicinity of the project site. The following is a description of: the roadway network in the vicinity of the project site, LOS on study roadway segments, LOS at study intersections, Roadway Network Figure 3 displays the major roadways in the vicinity of the project site including the number of lanes and traffic control features at each of the study intersections. A description of the facilities in the study area is provided below. Madison Avenue is an east-west arterial facility which extends for approximately 12 miles from Roseville Road in the west to Greenback Lane in the east. The roadway is a 4-lane divided facility east of Fair Oaks Blvd and a 6-lane divided roadway to the west and provides access to Interstate 80. The roadway has been widened to the ultimate 6-lane half section along the project site frontage and currently carries approximately 37,000 daily vehicles west of Kenneth Avenue. Kenneth Avenue is a 2-lane north-south facility extending from Winding Way in the south to Oak Avenue in the north. The roadway currently carries approximately 9,700 daily vehicles north of Madison Avenue. A center 2-way left turn lane is provided on Kenneth Avenue adjacent to the project site. Access to the project site is located approximately 300 feet to the north of Madison Avenue. Greenback Lane is an east-west arterial facility which also provides access to Interstate 80 to the west and together with Madison Avenue provides the primary east-west travel corridors in this area of Sacramento County. Greenback Lane is a 4-lane roadway within the study area and currently Talmont Townhomes, Madison-Kenneth Special Planning Area Page 9 Traffic Impact Study, Sacramento County

15 carries approximately 33,000 daily vehicles at Kenneth Avenue. Pershing Avenue is a 2-lane east-west collector facility extending from Kenneth Avenue in the west to Madison Avenue to the east. The roadway has residential frontage and currently carries approximately 3,000 daily vehicles in the vicinity of Illinois Avenue. Sheraton Drive is a 2-lane residential street extending from Kenneth Avenue to Illinois Avenue and currently carries approximately 1,500 daily vehicles. Illinois Avenue is a 2-lane north-south facility extending from Winding Way in the south to Greenback Lane to the north. North of Greenback lane the roadway becomes Hickory Avenue. Illinois Ave provides access to an area middle school and an elementary school and currently carries approximately 6,400 daily vehicles north of Madison Avenue. Hazel Avenue is a north-south arterial facility providing access to Highway 50 and extends from Highway 50 in the south to Old Auburn Road to the north. North of Old Auburn Road the facility continues as Sierra College Blvd and provides circulation to the cities of Roseville and Rocklin as well as access to Interstate 80. Hazel Avenue currently carries 45,000 daily vehicles south of Madison Avenue. Roadway Segment Level of Service Existing traffic volumes and levels of service for Madison Avenue, Kenneth Avenue and Sheraton Drive in the vicinity of the site are summarized in Table 4. Roadway capacities are also summarized and are as identified in the Sacramento County General Plan. As shown, satisfactory LOS A and C operations are currently experienced on Kenneth Avenue and Sheraton Drive, while Madison Avenue is considered to be operating at capacity east and west of Kenneth Avenue based upon Sacramento County operating standards. TABLE 4 ROADWAY SEGMENT LEVEL OF SERVICE EXISTING CONDITIONS Roadway Segment Lanes Capacity Daily Volume Volume/ Capacity Ratio 1. Madison Ave west of 4-lane arterial, moderate Kenneth Ave access control 36,000 37, F 2. Madison Ave east of 4-lane arterial, moderate Kenneth Ave access control 36,000 36, F 3. Kenneth Ave north of 2-lane arterial, moderate Madison Ave access control 18,000 9, A 4. Kenneth Ave south of 2-lane arterial, moderate Madison Ave access control 18,000 5, A 5. Sheraton Dr east of Kenneth Ave Level of Service 2-lane residential 4,500 1, C Talmont Townhomes, Madison-Kenneth Special Planning Area Page 10 Traffic Impact Study, Sacramento County

16 Intersection Level of Service This traffic impact study presents an evaluation of the impacts of the proposed project at seven offsite intersections. Weekday intersection turning movement count data was collected during the 7:00 a.m. to 9:00 a.m. period, and the 4:00 p.m. to 6:00 p.m. period. Traffic counts were conducted during the last week of May, 2012 when schools were in session. Existing weekday peak hour turning movement volumes at the study intersections are shown on Figure 3. Figure 3 also displays existing intersection lane geometrics. Seven of the existing study intersections are signalized, two intersections are controlled by a stop sign at the minor street approach and one intersection is 4-way stop sign controlled. Table 5 summarizes existing weekday peak hour intersection operations. As shown in Table 5, satisfactory LOS D or better intersection operations are currently experienced at all of the study intersections. This is within acceptable operating thresholds as defined by Sacramento County. Appendix A presents the peak hour LOS calculation worksheets for the study intersections under Existing Conditions. TABLE 5 INTERSECTION LEVEL OF SERVICE EXISTING CONDITIONS Intersection Weekday AM Peak Hour Weekday PM Peak Hour Number & Location Control LOS V/C or (delay) LOS V/C or (delay) 1. Fair Oaks Blvd / Madison Ave Signal B 0.63 C Chicago/McKay/Madison Ave Signal A 0.54 B Buena Vista Ave / Madison Ave Signal B 0.67 A Kenneth Ave / Madison Ave Signal C 0.77 C Illinois Ave / Madison Ave Signal B 0.63 A Hazel Ave / Madison Ave Signal D 0.81 C Kenneth Ave / Greenback Ln Signal D 0.83 D Kenneth Ave / Pershing Ave WB Stop WB approach SB left turn C A (18.8) (7.9) B A (14.3) (8.3) 9. Kenneth Ave / Sheraton Dr WB Stop WB approach SB left turn C A (15.0) (7.7) B A (14.1) (8.3) 10. Kenneth Ave / Sunset Ave 4-way Stop C (24.5) C (15.7) LOS = Level of Service. v/c volume to capacity ratio. Delay is expressed in seconds per vehicle. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 11 Traffic Impact Study, Sacramento County

17 1 (235)150 (301)471 (158) (184) 1107(1041) 130(168) 2 (38)65 (0)16 (6)62 20(45) 1328(1302) 71(30) 3 4 (45)209 (1)2 (14)74 410(86) 1160(1397) 30(36) (136)157 (77)103 (197) (139) 1206(1244) 29(51) 5 (55)112 (39)107 (49)145 61(116) 1001(1132) 26(43) 6 (130)81 (933)1473 (159) (117) 790(756) 391(300) (353)152 (1333)906 (156)92 84(119) 240(473) 158(162) (7)17 (1671)1140 (25)13 38(32) 3(1) 21(16) (56)176 (1408)1001 (15)12 25(26) 78(11) 25(15) (217)162 (1321)1138 (82)42 22(34) 85(122) 135(92) (72)103 (1129)1035 (61)92 44(54) 81(50) 57(52) (298)220 (850)649 (229) (229) 736(1652) 174(422) 7 Fair Oaks Blvd/Madison Ave (83)141 (140)215 (100)138 32(103) 954(1082) 77(79) McKay St/Chicago Ave/Madison Ave 8 (16)71 (257)422 R1 39(28) 98(37) 9 Buena Vista Ave/Madison Ave (13)19 (269)470 R1 22(17) 61(29) Kenneth Ave/Madison Ave Greenback Ln Illinois Ave/Madison Ave 7 Hazel Ave/Madison Ave N.T.S. (148)82 (977)1141 (88) Greenback Ln/Kenneth Ave R1 (22)33 (47)139 (62)119 (114)40 (332)225 (52)90 R1 51(71) 118(231) 75(98) R1 28(30) 302(266) 73(26) 66(16) 121(65) 81(20) R1 Sunset Ave/Kenneth Ave (6)2 (360)520 (0)0 (0)0 (0)0 (0)0 R1 62(51) 203(420) Pershing Ave/Kenneth Ave R1 2(7) 0(0) 3(9) 1(3) 310(470) 0(0) Project Access/Kenneth Ave R1 (1480)1235 (0)0 31(28) 213(434) Sheraton Dr/Kenneth Ave 0(0) 1605(1525) Project Access/Madison Ave Fair Oaks Blvd McKay St Chicago Ave Bella Vista HS Buena Vista Ave Kenneth Ave 8 9 Pershing Ave Sheraton Dr Madison Ave Sunset Ave Illinois Ave Hazel Ave Legend XX (XX) AM Peak Hour Volume PM Peak Hour Volume R1 Stop Sign KD Anderson & Associates, Inc. Transportation Engineers VSD 9/13/2012 EXISTING TRAFFIC VOLUMES AND LANE CONFIGURATIONS Signalized Intersection figure 3

18 Bicycle and Pedestrian Facilities Sidewalks are provided along the length of the site on Madison Avenue and on Kenneth Avenue and continue west on Madison Avenue. No sidewalks currently exist on Kenneth Avenue north of the site. Bike lanes are provided on Madison Avenue, Kenneth Avenue and Pershing Avenue throughout the study area. Transit Service Transit service is provided in the project area by Sacramento Regional Transit (RT). RT provides a system of bus and light rail routes. Adjacent to the project site, RT Route 24 follows Madison Avenue and a bus stop with bus pullout is located along the frontage of the site. EXISTING PLUS PROJECT IMPACTS This section of the traffic impact study presents an assessment of the impact of developing the proposed 285 unit townhome project relative to existing traffic conditions in the area. The number of trips projected to be generated by the project has been estimated together with the directional orientation of project traffic. This traffic was then superimposed onto existing weekday background traffic to identify resulting Existing plus Project traffic conditions. Trip Generation and Distribution Development of the proposed project will generate additional traffic in the study area. The amount of additional traffic on a particular roadway segment or at an intersection will depend on two factors: Trip Generation, the number of new trips generated by the project, and Trip Distribution, the direction and specific routes of the trips. Trip Generation. Trip generation is determined by identifying the type and size of land use development being proposed. Published trip rate information for similar land use types are then typically used to estimate trip generation quantities. Published trip generation rates contained in the (Institute of Transportation Engineers publication Trip Generation, 8 th edition) have been used for this analysis. Table 6 summarizes the trip generation rates and the resulting number of trips projected to be generated by the 285 unit project. As shown, the project is projected to generate 1,850 daily trips, with 143 and 174 trips occurring in the a.m. and p.m. peak hours, respectively. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 13 Traffic Impact Study, Sacramento County

19 TABLE 6 PROJECT TRIP GENERATION AM Peak Hour PM Peak Hour Units Daily In Out Total In Out Total Trip Rates (ITE 220) Dwelling Unit % 80% % 35% 0.61 Trip Generation 285 units 1, Trip Distribution. The directionality of traffic generated by the project site has been projected based upon existing traffic patterns and estimated destinations of project residents. Madison Avenue, Greenback Lane and Hazel Avenue provide direct links to the regional freeway system. Shopping opportunities are provided both to the east and west on Madison Avenue. Area school facilities are located immediately adjacent to the site on Madison Avenue (Bella Vista High School) and on Illinois Avenue (elementary and middle schools) to the northeast of the site. Resulting trip distribution estimates are summarized in Table 7 and have been used for this analysis to assign project trips to the study area street system. Figure 4 also further diagrams the specific trip distribution patterns throughout the study area and presents the assignment of new peak hour trips to the surrounding street system. TABLE 7 TRIP DISTRIBUTION General Directional Distribution Percent Traffic East on Madison Ave 30% West on Madison Ave 40% North on Kenneth Ave 25% South on Kenneth Ave 5% 100% Talmont Townhomes, Madison-Kenneth Special Planning Area Page 14 Traffic Impact Study, Sacramento County

20 1 (5)1 (0)0 (0)0 6(3) 28(15) 6(3) 2 (0)0 (0)0 (0)0 0(0) 40(21) 0(0) 3 4 (6)2 (0)0 (0)0 6(3) 40(21) 0(0) (18)35 (3)6 (12)23 4(17) 4(17) 0(0) 5 (0)0 (0)0 (0)0 0(0) 8(34) 0(0) 6 (0)0 (0)0 (6)2 0(0) 1(6) 0(0) (0)0 (28)7 (0)0 2(6) 0(0) 0(0) (0)0 (39)10 (0)0 0(0) 0(0) 0(0) (0)0 (39)10 (0)0 0(0) 0(0) 0(0) (45)12 (0)0 (0)0 0(0) 2(6) 0(0) (0)0 (18)35 (0)0 0(0) 0(0) 0(0) (3)6 (3)6 (9)17 0(0) 0(0) 4(17) 7 Fair Oaks Blvd/Madison Ave (0)0 (0)0 (0)0 0(0) 0(0) 2(9) McKay St/Chicago Ave/Madison Ave 8 (0)0 (20)5 R1 0(0) 2(6) 9 Buena Vista Ave/Madison Ave (0)0 (26)7 R1 0(0) 1(2) Kenneth Ave/Madison Ave Greenback Ln Illinois Ave/Madison Ave 7 8% Hazel Ave/Madison Ave N.T.S. 10 (0)0 (0)0 (11)3 9(5) 0(0) 12(6) Greenback Ln/Kenneth Ave R1 (0)0 (3)6 (0)0 (0)0 (0)0 (0)0 R1 R1 0(0) 0(0) 0(0) 0(0) 2(6) 0(0) R1 Sunset Ave/Kenneth Ave Pershing Ave/Kenneth Ave (0)0 (0)0 (28)8 (15)29 (0)0 (35)64 R1 6(3) 21(11) R1 0(0) 0(0) 0(0) 0(0) 0(0) 15(57) Project Access/Kenneth Ave Sheraton Dr/Kenneth Ave R1 (0)0 (12)23 2(1) 27(14) 7(28) 0(0) Project Access/Madison Ave 25% Fair Oaks Blvd 5% Buena Vista Ave Kenneth Ave 8 9 Pershing Ave 5% 11 2% 35% % % McKay St Chicago Ave 10% 25% 12 18% 10 5% Sheraton Dr Madison Ave 5% 30% Sunset Ave Illinois Ave 5% Hazel Ave 5% 5% 15% Legend XX (XX) AM Peak Hour Volume PM Peak Hour Volume R1 Stop Sign KD Anderson & Associates, Inc. Transportation Engineers VSD 9/13/2012 TRIP DISTRIBUTION AND PROJECT GENERATED TRAFFIC Signalized Intersection figure 4

21 Roadway Segment Level of Service Resulting daily roadway volumes and peak hour intersection volumes under Existing plus Project conditions are presented in Figure 5. Table 8 presents area roadway LOS with and without project generated traffic. As shown in Table 8, satisfactory LOS A operations are projected to continue on Kenneth Avenue, while Madison Avenue conditions are categorized as LOS F, as identified for existing conditions. Table 8 also summarizes the incremental increase in roadway volume to capacity (v/c) ratio resulting from project traffic. As shown, project traffic is projected to increase the v/c ratio by 0.02 on Madison Avenue. As previously discussed, for roadway segments that operate at unacceptable LOS F without a proposed development, an impact is considered significant if the project would increase the volume to capacity (v/c) ratio by more than Therefore, based on the County s thresholds of significance, impacts to Madison Avenue are considered less-thansignificant. Intersection Level of Service Resulting LOS at study intersections under Existing plus Project conditions are presented in Table 9. Appendix B presents the a.m. and p.m. peak hour LOS calculation worksheets for the study intersections. As shown in Table 9, satisfactory LOS D or better operations are projected to continue at all of the study intersections and this is considered acceptable by the County of Sacramento. Therefore, based on the County s thresholds of significance, project impacts are considered less-than-significant. The primary access to the site is from Kenneth Avenue. As shown in Table 9, satisfactory LOS A to B delays are projected at this location in the a.m. and p.m. peak traffic hours. Northbound left turn queues into the site are not projected to exceed two (2) vehicles and this can be readily accommodated in the existing center turn lane. Right turns out of the site to Madison Avenue are projected to experience satisfactory LOS C operations during both the a.m. and p.m. peak traffic hours. Bicycle and Pedestrian Facilities The proposed project is not projected to result in a significant impact to existing pedestrian or bicycle facilities. New bike lanes have recently been striped along the Madison Avenue and Kenneth Avenue project frontage to facilitate area bicycle circulation. Public Transit The impact of the proposed project on public transit facilities is considered to be less-thansignificant. Existing project frontage improvements include a bus stop turnout on Madison Avenue to facilitate transit usage. Adequate transit capacity is available on the RT routes serving the study area. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 16 Traffic Impact Study, Sacramento County

22 1 (240)151 (301)471 (158) (187) 1135(1056) 136(171) 2 (38)65 (0)16 (6)62 20(45) 1368(1323) 71(30) 3 4 (51)211 (1)2 (14)74 416(89) 1200(1418) 30(36) (154)192 (80)109 (209) (156) 1210(1261) 29(51) 5 (55)112 (39)107 (49)145 61(116) 1009(1166) 26(43) 6 (130)81 (933)1473 (165) (117) 791(762) 391(300) (353)152 (1361)913 (156)92 86(125) 240(473) 158(162) (7)17 (1710)1150 (25)13 38(32) 3(1) 21(16) (56)176 (1447)1011 (15)12 25(26) 78(11) 25(15) (262)174 (1321)1138 (82)42 22(34) 87(128) 135(92) (72)103 (1147)1070 (61)92 44(54) 81(50) 57(52) (301)226 (853)655 (238) (229) 736(1652) 178(439) 7 Fair Oaks Blvd/Madison Ave (83)141 (140)215 (100)138 32(103) 954(1082) 79(88) McKay St/Chicago Ave/Madison Ave 8 (16)71 (277)427 R1 39(28) 100(43) 9 Buena Vista Ave/Madison Ave (13)19 (295)477 R1 22(17) 62(31) Kenneth Ave/Madison Ave Greenback Ln Illinois Ave/Madison Ave 7 Hazel Ave/Madison Ave N.T.S. (148)82 (977)1141 (99) Greenback Ln/Kenneth Ave R1 (22)33 (50)145 (62)119 (114)40 (332)225 (52)90 R1 60(76) 118(231) 87(104) R1 28(30) 302(266) 73(26) 66(16) 123(71) 81(20) R1 Sunset Ave/Kenneth Ave (6)2 (360)520 (28)8 (15)29 (0)0 (35)64 R1 68(54) 224(431) Pershing Ave/Kenneth Ave R1 2(7) 0(0) 3(9) 1(3) 310(470) 15(57) Project Access/Kenneth Ave R1 (1525)1247 (12)23 33(29) 230(448) Sheraton Dr/Kenneth Ave 7(28) 1628(1537) Project Access/Madison Ave Fair Oaks Blvd McKay St Chicago Ave Bella Vista HS Buena Vista Ave Kenneth Ave 8 9 Pershing Ave Sheraton Dr Madison Ave Sunset Ave Illinois Ave Hazel Ave Legend XX (XX) AM Peak Hour Volume PM Peak Hour Volume R1 Stop Sign KD Anderson & Associates, Inc. Transportation Engineers VSD 9/13/2012 EXISTING PLUS PROJECT TRAFFIC VOLUMES AND LANE CONFIGURATIONS Signalized Intersection figure 5

23 TABLE 8 ROADWAY SEGMENT LEVEL OF SERVICE EXISTING PLUS PROJECT Roadway Segment Lanes Capacity 1. Madison Ave west of Kenneth Ave 2. Madison Ave east of Kenneth Ave 3. Kenneth Ave north of Madison Ave 4. Kenneth Ave south of Madison Ave 5. Sheraton Dr east of Kenneth Ave 4-lane arterial, moderate access control 4-lane arterial, moderate access control 2-lane arterial, moderate access control 2-lane arterial, moderate Access control Daily Volume Existing Volume/ Capacity Ratio Level of Service Daily Volume Existing Plus Project Volume/ Capacity Ratio Level of Service V/C Increase 36,000 37, F 37, F ,000 36, F 36, F ,000 9, A 10, A ,000 5, A 5, A lane residential 4,500 1, C 1, C 0.01 Talmont Townhomes, Madison-Kenneth Special Planning Area Page 18 Traffic Impact Study, Sacramento County

24 TABLE 9 INTERSECTION LEVEL OF SERVICE EXISTING PLUS PROJECT Existing Weekday Weekday Intersection AM Peak Hour PM Peak Hour V/C V/C Number & Location Control LOS (Delay) LOS (Delay) Existing Plus Project Weekday Weekday AM Peak Hour PM Peak Hour V/C V/C LOS (Delay) LOS (Delay) 1. Fair Oaks Blvd / Madison Ave Signal B 0.63 C 0.75 B 0.64 C Chicago/McKay/Madison Ave Signal A 0.54 B 0.63 A 0.55 B Buena Vista Ave / Madison Ave Signal B 0.67 A 0.55 B 0.68 A Kenneth Ave / Madison Ave Signal C 0.77 C 0.77 C 0.79 D Illinois Ave / Madison Ave Signal B 0.63 A 0.59 B 0.64 B Hazel Ave / Madison Ave Signal D 0.81 C 0.78 D 0.82 C Kenneth Ave / Greenback Ln Signal D 0.83 D 0.86 D 0.84 D Kenneth Ave / Pershing Ave WB Stop WB approach SB left turn C A (18.8) (7.9) B A (14.3) (8.3) C A (19.9) (8.0) C A (15.0) (8.4) 9. Kenneth Ave / Sheraton Dr WB Stop WB approach SB left turn C A (15.0) (7.7) B A (14.1) (8.3) C A (15.5) (7.8) B A (14.8) (8.3) 10. Kenneth Ave / Sunset Ave 4-way Stop C (24.5) C (15.7) D (25.1) C (15.9) 11. Kenneth Ave / Access EB approach NB left turn EB,WB Stop B A (14.1) (8.5) B A (13.8) (8.2) 12. Madison Ave / Access SB right turn SB Stop C (19.3) C (18.0) LOS = Level of Service. v/c volume to capacity ratio. Delay is expressed in seconds per vehicle Talmont Townhomes, Madison-Kenneth Special Planning Area Page 19 Traffic Impact Study, Sacramento County

25 On-site Circulation As shown in Figure 2, blocks of townhomes will be served by an on-site system of streets generally constructed in a grid pattern. Internal streets will primarily provide a curb-to-curb width of 22 feet. Alaire Vie Drive bordering the west side of the site will be constructed to a 40 foot curb-to-curb width and will include on-street parking on both sides of the street. On the north side of the site, the perimeter street will provide a 28 foot pavement section and will include on-street parking on the north side of the street. A system of sidewalks provides pedestrian circulation throughout the development with connections to the off-site frontage road sidewalk system. Access to the townhome development is proposed to be gated. Entry gates will be located off of the entry circle near the center of the site approximately 275 feet to the west of Kenneth Avenue and off of Alaire Vie Drive. The gates on the north and south sides of the entry circle will serve both residents and visitors to the site and visitors will activate a key-pad entry system to be located near the end of the entry drive near the traffic circle. Gates will be located at two locations on Alaire Vie Drive, with the southerly gate operated as an exit only gate. The northerly gate will serve both entry and exit and will be limited to use by residents only. Visitors will be required to utilize the Kenneth Avenue access. The northerly gate will be located 50 feet to the east of the Alaire Vie Drive easterly face of curb. Approximately 28 p.m. peak hour vehicles are projected to enter the site from Alaire Vie Drive. Review of similar entry gate features by the consultant indicates that use of the entry gate and delays associated with the time needed to open the gate are typically not an issue for residents and requires minimal vehicle storage in front of the gate. Residents will have a remote control in their vehicle to activate the gate and this is typically deployed as motorists make their turn into the gated access. Gate opening time is typically minimal, in the range of 20 seconds, and residents will be able to proceed through the gate with little delay. The proposed 50 foot storage in front of the gate is projected to be adequate to accommodate peak hour inbound vehicles without impacting adjacent roadway operations on Alaire Vie Drive. CUMULATIVE NO PROJECT CONDITIONS Future year Cumulative No Project conditions were analyzed for this traffic impact study. This scenario represents traffic conditions projected for a year 2030 planning horizon. The Cumulative No Project Condition is used as a future baseline to compare against the Cumulative Plus Project Condition. This comparison identifies any long-term project-related impacts. Future Year Background Volumes Peak hour intersection volume forecasts provided by Sacramento County have been used for this analysis and are based on the latest version of the regional SACMET traffic model developed for the Sacramento County General Plan Update. Daily traffic model projections as well as traffic volume Talmont Townhomes, Madison-Kenneth Special Planning Area Page 20 Traffic Impact Study, Sacramento County

26 information contained in the technical appendix to the General Plan (Appendix D, Table TC-14, Cumulative Traffic Volumes and Levels of Service) have also been utilized for this analysis. Resulting peak hour intersection turning movement volumes for the Cumulative No Project Condition are shown on Figure 6. Future intersection geometrics used for this analysis are also identified. Roadway improvements assumed to be in place for the year 2030 planning horizon to support projected traffic volumes have also been identified through discussion with County staff and review of the Sacramento County General Plan Update. These improvements consist primarily of widening Madison Avenue and Greenback Lane from four to six lanes through the study area and widening Kenneth Avenue between Madison Avenue and Greenback Lane from two to four lanes. Locally, Sheraton Drive has been assumed to be extended to the west in conjunction with build out of the balance of the Madison-Kenneth Special Planning Area. In addition, the Madison Avenue access (Alaire Vie Drive) will be extended north past the project site into the balance of the planning area. Roadway Segment Level of Service Daily traffic volumes and LOS under Cumulative No Project Conditions are presented in Table 10. As shown, traffic volumes on Madison Avenue are projected to increase significantly, resulting in unsatisfactory LOS F conditions to the west of Kenneth Avenue even with widening from four to six lanes. Satisfactory LOS D operations are projected on Madison Avenue to the east of Kenneth Avenue. Satisfactory LOS A and C roadway operations are also projected on Kenneth Avenue and Sheraton Drive, respectively. Intersection Level of Service Table 11 presents a summary of Cumulative No Project a.m. and p.m. peak hour LOS at the study intersections. Appendix C presents the LOS calculation worksheets for the study intersections under Cumulative No Project Conditions. As shown in Table 11, three (3) of the ten existing study intersections are projected to experience unsatisfactory LOS F operations during either the a.m. or p.m. peak traffic hour. These consist of the Madison Avenue intersections with Fair Oaks Blvd and with Hazel Avenue and the Kenneth Avenue / Greenback Lane intersection. Projected traffic volumes at the stop sign controlled Kenneth Avenue / Sunset Avenue intersection will approach peak hour signal warrant thresholds in the p.m. peak hour, but will not fully satisfy the warrant thresholds. CUMULATIVE PLUS PROJECT IMPACTS This section presents an assessment of the cumulative impact of the proposed project by comparing Cumulative Plus Project Conditions to Cumulative No Project Conditions. Project-related traffic was added to forecast background traffic conditions associated with the Cumulative No Project Condition. Figure 7 presents resulting traffic volume forecasts. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 21 Traffic Impact Study, Sacramento County

27 Roadway Segment Level of Service Table 10 also presents projected roadway operations with development of the proposed project. As shown in Table 10, no changes in roadway LOS are projected due to development of the project. Satisfactory LOS A operations are projected to continue on Kenneth Avenue, while conditions on Madison Avenue to the west of Kenneth Avenue are categorized as LOS F, as identified for the no project condition. Table 10 also summarizes the incremental increase in roadway volume to capacity (v/c) ratio resulting from project traffic. As shown, project traffic is projected to increase the v/c ratio by 0.02 on Madison Avenue. As previously discussed, for roadway segments that operate at or are projected to operate at unacceptable LOS F without a proposed development, an impact is considered significant if the project would increase the volume to capacity (v/c) ratio by more than Therefore, based on the County s thresholds of significance, impacts to Madison Avenue are considered less-than-significant. Intersection Level of Service Table 11 presents a summary of Cumulative Plus Project a.m. and p.m. peak hour LOS at the study intersections. Appendix D presents the peak hour LOS calculation worksheets for the study intersections. As shown in Table 11, project generated traffic is projected to have a minor impact on future intersection operations within the study area. Intersections which are projected to operate satisfactorily under the Cumulative No Project condition are projected to continue to operate within County standards. Project impacts are not projected to be significant at the three intersection locations which are forecast to operate beyond County standards under the no project condition. Volume to capacity ratios are projected to increase by 0.01 or less at the signalized intersection locations with the addition of project generated traffic added to future background volumes. At signalized intersections that are projected to operate at unacceptable LOS F without a proposed development, an impact is considered significant if the project would increase the volume to capacity (v/c) ratio by more than Therefore, based on the County s thresholds of significance, impacts to these signalized intersections are considered less-than-significant. Talmont Townhomes, Madison-Kenneth Special Planning Area Page 22 Traffic Impact Study, Sacramento County