MONTEREY BAY OPERATIONS AND MAINTENANCE FACILITY PROJECT TRAFFIC IMPACT ANALYSIS DRAFT REPORT MONTEREY, CALIFORNIA Prepared for Denise Duffy & Associates 947 Cass St. Suite 5 Monterey, CA 93940 April 16, 2015
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis TABLE OF CONTENTS 1 INTRODUCTION 1 1.1 Project Description 1 1.2 Scope of Work 1 1.3 Traffic Operation Evaluation Methodologies and Level of Service Standards 2 1.4 Modeling of Right Turn on Red (RTOR) 3 1.5 Criteria for Significant Project Impacts 4 2 EXISTING TRAFFIC CONDITIONS 6 2.1 Existing Roadway Network 6 2.2 Existing Pedestrian and Bicycle Facilities 8 2.3 Existing Transit Services 8 2.4 Existing Traffic Data 9 2.5 Existing Intersection Operations 9 2.6 Existing Segment Operations 10 3 EXISTING PLUS PROJECTCONDITIONS 11 3.1 Project Trip Generation and Distribution 11 3.2 Existing Plus Project Traffic Volumes 12 3.3 Existing Plus Project Intersection Operations 12 3.4 Existing Plus Project Segment Operations 13 4 CUMULATIVE WITHOUT PROJECT CONDITIONS 14 4.1 Approved and Proposed Projects 14 4.2 Cumulative Network Modifications 14 4.3 Cumulative Without Project Traffic Volumes 14 4.4 Cumulative Without Project Intersection Operations 14 4.5 Cumulative Without Project Segment Operations 15 5 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS 16 5.1 Cumulative Plus Project Traffic Volume Forecasts 16 5.2 Cumulative With Project Intersection Operations 16 5.3 Cumulative Plus Project Segment Operations 17 6 ALTERNATIVE RELOCATION SITE 18 7. REFERENCES 19 7.1 List of References 19 7.2 List of Contacts 19 347749 Report2.docx - i -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis LIST OF EXHIBITS 1. Project Location 2. Project Site Plan 3. Existing Bicycle Network Monterey Bay Area 4A. Existing Condition AM Peak Hour Volumes 4B. Existing Condition PM Peak Hour Volumes 5A. Intersection Levels of Service 5B. Roadway Segment Levels of Service 6A. Project Trip Diversions AM Peak Hour Volumes 6B. Project Trip Diversions PM Peak Hour Volumes 7A. Existing Plus Project Condition AM Peak Hour Volumes 7B. Existing Plus Project Condition PM Peak Hour Volumes 8A. Approved Projects Trip Generation 8B. Cumulative Projects Trip Generation 9A. Cumulative Without Project Condition AM Peak Hour Volumes 9B. Cumulative Without Project Condition PM Peak Hour Volumes 10A. Cumulative Plus Project Condition AM Peak Hour Volumes 10B. Cumulative Plus Project Condition PM Peak Hour Volumes 347749 Report2.docx - ii -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis LIST OF APPENDICES A1. Level of Service (LOS) Description Signalized Intersections A2. Level of Service (LOS) Description Unsignalized Intersections with Two-Way Stop Control (TWSC) B. Traffic Counts C. Intersection Level of Service Calculations Existing Conditions D. MST Administrative Employee Zip Codes E. Intersection Level of Service Calculation Existing Plus Project Conditions F. Intersection Level of Service Calculations Cumulative Without Project Conditions G. Intersection Level of Service Calculations Cumulative Plus Project Conditions 347749 Report2.docx - iii -
1 INTRODUCTION Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis Monterey-Salinas Transit (MST) proposes the Monterey Bay Operations and Maintenance Facility Project, which includes a reconfiguration of its current facility on Ryan Ranch Road in Monterey, California. This is an efficiency upgrade project, reducing the amount of fuel needed to operate the MST bus fleet. Exhibit 1 depicts the location of the project site, while Exhibit 2 contains the proposed site plan. 1.1 Project Description The administrative and operations headquarters for MST is located on Ryan Ranch Road, near Canyon Del Rey Road (State Route 218, or SR 218) in Monterey, California. As a part of this project, MST is proposing to consolidate some of its current buses onto this site, relocating buses that currently are being housed at its Salinas operations site. The buses that are to be relocated are buses that currently service the greater Monterey Peninsula but are currently being stored in Salinas because there is currently no room to house them at the Ryan Ranch Road site. Modifications are proposed at the Ryan Ranch site, in order to store and maintain these relocated buses. One consequence of this bus relocation is that there will no longer be enough room on the Ryan Ranch Road site to accommodate the current administrative staff based there. This staff is therefore proposed to be relocated offsite, to an existing office building located either on Garden Road (off of Olmsted Road near the Monterey Regional Airport) or within the Ryan Ranch office park (off of Ragsdale Drive). 1.2 Scope of Work Based upon past experience analyzing the study area and consultation with the City of Monterey (the city in which this project is located), this study analyzes the traffic impacts of the proposed project on the surrounding roadway network. The study includes the operational evaluation of the following 14 intersections and qualitative evaluation of the following 11 roadway segments: Intersections 1. Josselyn Canyon Road / State Route 68 (SR 68); 2. Olmstead Road / SR 68; 3. Canyon Del Rey Road (SR 218) Monterra Road / SR 68; 4. Ragsdale Drive / SR 68; 5. York Road / SR 68; 6. Boots Road Pasadera Drive / SR 68; 7. Laureles Grade / SR 68; 8. Corral De Tierra Road / SR 68; 9. San Benancio Road / SR 68; 10. Torero Drive / SR 68; 11. Canyon Del Rey Road (SR 218) / Ryan Ranch Road; 347749 Report2.docx - 1 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 12. Canyon Del Rey Road (SR 218) / Del Rey Gardens Drive; 13. Canyon Del Rey Road (SR 218) / General Jim Moore Boulevard; and 14. Canyon Del Rey Boulevard (SR 218) / Fremont Boulevard. Roadway Segments 1. SR 68, from SR 1 to Josselyn Canyon Road; 2. SR 68, from Josselyn Canyon Road to Olmstead Road; 3. SR 68, from Olmstead Road to Canyon Del Rey Road (SR 218) Monterra Road; 4. SR 68, from Canyon Del Rey Road (SR 218) to Ragsdale Drive; 5. SR 68, from Ragsdale Drive to York Road; 6. SR 68, from York Road to Boots Road Pasadera Drive; 7. SR 68, from Boots Road Pasadera Drive to Laureles Grade; 8. SR 68, from Laureles Grade to Corral De Tierra Road; 9. SR 68, from Corral De Tierra Road to San Benancio Road; 10. SR 68, from San Benancio Road to Torero Drive; and 11. SR 68 from Torero Drive to Portola Drive. Beyond the limits of the study area, the project trips disperse onto numerous local streets or onto regional facilities. The impact of trips that disperse on the local road network lessens as they move away from the project site. The local streets and intersections included in the analysis were identified as potentially having the greatest impact from the project. Weekday AM and PM peak hour traffic operations were analyzed for the following conditions. Existing Traffic Conditions Existing Plus Project Conditions Cumulative Without Project Conditions Cumulative Plus Project Conditions 1.3 Traffic Operation Evaluation Methodologies and Level of Service Standards Intersection and road segment traffic operations were evaluated based on the Level of Service (LOS) concept, and the LOS standard adopted by the jurisdiction within which the intersection or road segment is located. LOS is a quantitative description of an intersection and roadway s operation, ranging from LOS A to LOS F. Level of service A represents free flow un-congested traffic conditions. Level of service F represents highly congested traffic conditions with what is commonly considered unacceptable delay to vehicles on the road segments and at intersections. The intermediate levels of service represent incremental levels of congestion and delay between these two extremes. LOS descriptions for un-signalized intersections with one- and two-way stop control and signalized intersections are shown in Appendices A1 and A2. Intersection operations are based upon the average vehicular delay at the intersection. The average delay is then correlated to a level of service. For two-way stop controlled intersections, the vehicle 347749 Report2.docx - 2 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis delay for side street traffic is analyzed. LOS for each side street movement is based on the distribution of gaps in the major street traffic stream and driver judgment in selecting gaps. Improvements may be warranted when a side street approach reaches LOS F for two-way stop controlled intersections. When using the HCM 2000 method for the analysis of signalized and allway stop controlled intersections, the overall intersection delay is used to determine LOS. The Synchro 8 software was used to evaluate the operations of the study intersections, using the Highway Capacity Manual methodologies. A saturation flow rate of 1,600 vehicles per lane per hour was used for the eastbound through and westbound through movements along SR 68 at the request of Caltrans District 5 staff. As the saturation flow rate cannot be adjusted in the Synchro software using the 2010 Highway Capacity Manual methodologies, the 2000 Highway Capacity Manual methodologies were used to analyze the study intersections. Operations of the study roadway segments along SR 68 under Existing and Cumulative Without Project conditions are cited from Ferrini Ranch Subdivision Traffic Impact Analysis, Higgins Associates, October 29, 2008 and The Resort at Del Rey Oaks Traffic Impact Analysis, Higgins Associates, June 6, 2008. The analysis contained within these reports was used to identify whether the project would represent a significant impact upon the operations of the study segments. The volume threshold planning methodology based on HCM 2000 was used in the evaluation of operating conditions on roadway and freeway segments. The study area covers the jurisdiction of multiple public agencies, including the Cities of Del Rey Oaks and Seaside, plus the County of Monterey. All of the study intersections are under the jurisdiction of the California Department of Transportation (Caltrans). The overall Caltrans level of service standard is the transition from LOS C to LOS D, which is herein abbreviated as LOS C/D. Note that for un-signalized intersections, LOS E is considered the maximum acceptable level of service for the minor street approaches. Improvements may be warranted when the minor street approach operates at LOS F. 1.4 Modeling of Right Turn on Red (RTOR) All of the signalized study intersections allow right turns on red (RTOR), and these right turns can have an effect on the intersection LOS calculations. There are several options to model right turns on red with different traffic analysis software packages, but the only method prescribed by the HCM for modeling RTOR is to reduce the input volumes to account for vehicles turning right on red. Where an exclusive right turn lane movement runs concurrent with a protected left turn phase from the cross street, the HCM allows for the right turn volume to be reduced by the number of shadowed left turners. However, the length of the right turn lane affects the number of vehicles that are able to turn right on red. This is because a short right turn lane can result in right turning vehicles being trapped in the queue with vehicles in the through lane. Due to the already-congested conditions on SR 68, it was assumed that no vehicles would be able to turn 347749 Report2.docx - 3 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis right on red at the study intersections on SR 68 between Josselyn Canyon Road and San Benancio Road. 1.5 Criteria for Significant Project Impacts According to the California Environmental Quality Act (CEQA) guidelines, a project may have a significant effect on the environment if it would cause an increase in traffic that is substantial in relation to the existing traffic load and capacity of the street system. In accordance with CEQA, specific impact criteria have been applied to the study intersections and road segments to determine if the project specific increase in traffic is substantial in relation to the existing traffic load and capacity of the street system. The relocated MST administration staff would be moved to an existing office building that was either previous analyzed via its own environmental review or possibly predates the California Environmental Quality Act (CEQA) requirements of an environmental analysis. As the relocated staff would be administrative employees that would work around an office schedule (i.e. 8:00 AM 5:00 PM), the relocation of the MST administrative staff would be consistent with the previously approved uses within those buildings. Therefore, the staff relocation may not represent a new significant impact upon the area street system; however, to be conservative, it was assumed that the traffic from the relocated MST administrative staff was subject to an new impact evaluation. The study area falls within multiple jurisdictions as described in Section 1.3. The significance criteria for the relevant jurisdictions are listed below and have been applied to the analysis results. County of Monterey A significant impact at a signalized study intersection is defined to occur under the following conditions: A significant impact would occur if an intersection operating at LOS A, B, or C degrades to D, E or F. For intersections already operating at unacceptable levels D and E, a significant impact would occur if a project adds 0.01 or more during peak hours to the critical movement s volume-to-capacity ratio. If the intersection is already operating at LOS F, any increase (one vehicle) in the critical movement s volume-to-capacity ratio is considered significant. A significant impact at an un-signalized study intersection is defined to occur under the following conditions: A significant impact would occur if any traffic movement has LOS F or any traffic signal warrant is met. A significant impact on a study roadway segment is defined to occur under the following conditions: 347749 Report2.docx - 4 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis A significant impact would occur if a roadway segment operating at A through C degrades to a lower level of service of D, E or F, or if a segment already operating at level of service D or E degrades to E or F. If a segment is already operating at LOS F any increase during the peak hour (one vehicle) is considered significant. City of Seaside A significant impact at a signalized study intersection is defined to occur under the following conditions: A change from acceptable LOS (i.e. LOS A, B, or C) to an unacceptable LOS (i.e. LOS D, E, or F) will represent a significant impact. For intersections that remain at LOS D after the addition of project traffic, an increase in overall delay of over 2.0 seconds would represent a significant impact. For intersections operating at LOS E or LOS F, an increase in overall delay of over 1.0 seconds would represent a significant impact. City of Del Rey Oaks The City of Del Rey Oaks does not have an adopted significance criteria. Therefore, the following significance criteria will be used for study intersections within its jurisdiction: A change from acceptable LOS (A, B or C) to unacceptable LOS (D, E or F) will represent a significant impact. For intersections that remain at LOS D, E or F after the addition of project traffic, an increase in overall intersection traffic of over 2.0% will represent a significant impact. 347749 Report2.docx - 5 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 2 EXISTING TRAFFIC CONDITIONS This section describes the existing street network relevant to the proposed project and the existing operational traffic conditions. Existing operational deficiencies are identified and improvements are recommended. 2.1 Existing Roadway Network State Route 68 will provide regional access to the project site. Local access to the project will be via San Benancio Road, the Portola Drive interchange, and River Road. The study area stretches from the SR 1 / SR 68 intersection in the west to the SR 68 / Torero Drive intersection in the east. The study area also includes Canyon Del Rey Road (SR 218) between Fremont Boulevard and SR 68. A brief description of each of the roads in the study area follows: State Route 68 (SR 68) connects State Route 1 in Monterey and US 101 in Salinas. It is a 2-lane rural highway with a speed limit of 55 mph between SR 1 and just south of the Portola Drive interchange. SR 68 is a 4-lane freeway between the Portola Drive and Spreckels Boulevard interchanges. SR 68 is a 4-lane divided highway from the Spreckels Boulevard interchange to Blanco Road in the City of Salinas. Once inside the City of Salinas, SR 68 becomes an arterial along South Main Street and John Street. It serves as a commuter route between Salinas and the Monterey Peninsula, and functions as a scenic tourist route to the Monterey Peninsula. The speed limit on SR 68 is 55 miles per hour (mph). Canyon Del Rey Road (State Route 218, or SR 218) is a two-lane highway that connects State Route 68 and State Route 1. It provides access to Del Rey Oaks, Sand City and Seaside. While it is designated as Canyon Del Rey Road in Del Rey Oaks, the name changes to Canyon Del Rey Boulevard in Seaside. The SR 218 / SR 68 intersection is signal controlled. The speed limit on Canyon Del Rey Road is 45 mph. Josselyn Canyon Road is a two-lane road that provides access to low-density residential housing units as well as a church and a convalescent hospital. The speed limit on Josselyn Canyon Road is 25 mph. The Josselyn Canyon Road / SR 68 intersection is signal controlled. Olmsted Road is a two-lane road that provides access to the Monterey Peninsula Airport north of SR 68 and residential developments south of SR 68. The speed limit on Olmsted Road is unsigned, with the exception of a 25-mph school zone located about 1,200 feet south of SR 68. The Olmsted Road / SR 68 intersection is signal controlled. Ragsdale Drive is 4 lanes in the vicinity of the study area and provides access to the Ryan Ranch business park. The speed limit on Ragsdale Drive is 35 mph. The Ragsdale Drive / SR 68 intersection is signal controlled. 347749 Report2.docx - 6 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis York Road provides access to some single unit housing developments as well as the Laguna Seca and Ryan Ranch Business Parks and York School located to the north of SR 68. The speed limit on York Road is 25 mph. The SR 68 / York Road intersection is signal controlled. Pasadera Drive is a private road to the north off SR 68 and provides access to the Pasadera Country Club and its associated single unit housing development. The speed limit on Pasadera Drive is 25 mph. The SR 68 / Pasadera Drive intersection is signal controlled. Boots Road provides access to a small number of residential developments to the south of SR 68 and will in the future also provide access to the proposed Wang Subdivision development. The speed limit on Boots Road is 25 mph. The SR 68 / Boots Road intersection is signal controlled. Laureles Grade Road is a two-lane north/south county road that connects SR 68 with the Carmel Valley. The speed limit on Laureles Grade Road is 45 mph and it also provides access to several residential developments. The SR 68 / Laureles Grade Road intersection is signal controlled. Corral de Tierra Road is located to the west of San Benancio Road. It is a two-lane collector street with a speed limit of 35 mph. The SR 68 / Corral Del Tierra Road intersection is signal controlled. San Benancio Road is a two-lane collector street with a speed limit of 35 mph and it provides access to several residential developments. The SR 68 / San Benancio Road intersection is signal controlled. Torero Drive is a two-lane road that provides access to residential neighborhoods north of SR 68. The speed limit on Torero Drive is unsigned. The Torero Drive / SR 68 intersection is a T- intersection with a stop sign on Torero Drive. Fremont Boulevard is a four-lane north-south arterial extending from Highway 1 to Monterey. The posted speed limit on Fremont Boulevard within the City is 30 mph. The Fremont / Canyon Del Rey (SR 218) intersection is signal controlled. General Jim Moore Boulevard is a north-south arterial within Marina and Seaside, extending from CSU Monterey Bay to Canyon Del Rey Road (SR 218) in Del Rey Oaks. It provides access to the Presidio of Monterey Annex, business parks, government office buildings, and former Ford Ord lands. General Jim Moore Boulevard is two lanes wide within Del Rey Oaks, but widens to four lanes within Seaside (i.e. north of South Boundary Road). The speed limit on General Jim Moore Boulevard is 35 mph within Del Rey Oaks, but is 45 mph within Seaside. The General Jim Moore / Canyon Del Rey (SR 218) intersection is signal controlled. In addition to the major streets described above, other streets provide internal circulation for the study area. Major internal streets are Ryan Ranch Road and Del Rey Gardens Drive, both of which are east-west roadways. The Canyon Del Rey (SR 218) / Ryan Ranch intersection is signal controlled, while the Canyon Del Rey (SR 218) / Del Rey Gardens intersection is a T- intersections with a stop sign on Del Rey Gardens Drive. 347749 Report2.docx - 7 -
2.2 Existing Pedestrian and Bicycle Facilities Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis Pedestrian facilities generally include sidewalks, crosswalks and pedestrian signals. There is not a significant amount of foot-traffic in the vicinity of the proposed project and therefore sidewalks are not provided along SR 68 or in the vicinity of the proposed project. Crosswalks and pedestrian signal phasing are provided at the signalized study intersections. There are three basic types of bicycle facilities. Each type is described below: Bike path (Class I) - A completely separate right-of-way designed for the exclusive use of cyclists and pedestrians, with minimal crossings for motorists. Bike lane (Class II) - A lane on a regular roadway, separated from the motorized vehicle right-ofway by paint striping, designated for the exclusive or semi exclusive use of bicycles. Bike lanes allow one-way bike travel. Through travel by motor vehicles or pedestrians is prohibited, but crossing by pedestrians and motorists is permitted. Bike route (Class III) - Provides shared use of the roadway, designated by signs or permanent markings and shared with motorists. SR 68 is classified as a Caltrans Bike Route in the TAMC Monterey County 2011 Bike Map. The segment of SR 68 in the study area currently has paved shoulders of varying widths that accommodate bicycles. SR 68 is classified in the TAMC Bicycle and Pedestrian Master Plan (December 2011) to be a Class II bike facility with bike lanes in the future. Bicycle Network Maps from the TAMC Bicycle and Pedestrian Master Plan are included in Exhibit 3. 2.3 Existing Transit Services Monterey-Salinas Transit (MST) provides fixed-route bus service in Monterey County and Peninsula cities. Lines 7, 8, 13, 56 and 82 provide service via SR 68 with stops at various locations along SR 68. Line 7 provides service between Monterey and Del Rey Oaks whereas Route 8 provides service between Ryan Ranch and Sand City. Route 13 serves Ryan Ranch and the Monterey Transit Plaza. Route 56 traverses between Salinas and Monterey with stops at the Ryan Ranch Business Park. Route 82 operates between Salinas and Fort Hunter Liggett and stops at the SR 68/Laureles Grade intersection. In addition to the above MST routes, the Del Rey Oaks Sand City/Monterey has stops along Canyon Del Rey Boulevard (SR 218). Lines 7 and 8 both stop at existing bus stops in each direction of Ryan Ranch Road at the entrance to the existing MST Ryan Ranch Road facility. Other nearby bus stops are located on Canyon Del Rey Road (SR 218) at Del Rey Gardens Drive and on SR 68 at Canyon Del Rey Road (SR 218). 347749 Report2.docx - 8 -
2.4 Existing Traffic Data Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis New AM and PM peak hour intersection counts were collected in January 2015 at the 14 study intersections listed below: 1. Josselyn Canyon Road / SR 68; 2. Olmstead Road / SR 68; 3. Canyon Del Rey Road (SR 218) Monterra Road / SR 68; 4. Ragsdale Drive / SR 68; 5. York Road / SR 68; 6. Boots Road Pasadera Drive / SR 68; 7. Laureles Grade / SR 68; 8. Corral De Tierra Road / SR 68; 9. San Benancio Road / SR 68; 10. Torero Drive / SR 68; 11. Canyon Del Rey Road (SR 218) / Ryan Ranch Road; 12. Canyon Del Rey Road (SR 218) / Del Rey Gardens Drive; 13. Canyon Del Rey Road (SR 218) / General Jim Moore Boulevard; and 14. Canyon Del Rey Boulevard (SR 218) / Fremont Boulevard. Appendix B contains the raw traffic counts, which were collected between 7:00 9:00 AM and 4:00 6:00 PM. From these counts, the peak hour of each individual intersection was identified for use in the operational analysis; these counts are included in Exhibits 4A and 4B. A review of historical count data along the SR 68 corridor indicates that traffic volumes have decreased only slightly at locations within the study area. Average Annual Daily Traffic (AADT) counts from Caltrans were compared for a few study segments within the study area from 2006-2013 (see Appendix B). These indicate a similar trend in the traffic volumes. Therefore, no additional seasonality adjustments were applied to the counts collected in January within the study area. 2.5 Existing Intersection Operations Exhibit 5A summarizes the average delays and LOS for the study intersections during the AM and PM peak hours, while Appendix C contains the intersection level of service calculation sheets for the Existing Conditions analysis. Many of the study intersections currently operate below their respective level of service standards under Existing conditions. This includes the following intersections: 2. Olmstead Road / SR 68 (AM: LOS D; PM: LOS E); 8. Corral De Tierra Road / SR 68 (AM: LOS E; PM: LOS D); 9. San Benancio Road / SR 68 (AM: LOS F; PM: LOS E); 10. Torero Drive / SR 68 (AM: Overall LOS E, Side-Street LOS F; PM: Overall LOS A, Side-Street LOS F); and 11. Fremont Boulevard / Canyon Del Rey Boulevard (SR 218) (AM: LOS D; 347749 Report2.docx - 9 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis PM: LOS C). 2.6 Existing Segment Operations Exhibit 5B contains the segment levels of service from the Ferrini Ranch and The Resort at Del Rey Oaks traffic reports along the SR 68 corridor. All of the eleven study segments currently operate below their respective standards, although the freeway portion of Segment 11 (between Begin/End Freeway and Portola Drive) would operate at an acceptable LOS A. 347749 Report2.docx - 10 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 3 EXISTING PLUS PROJECTCONDITIONS This section describes Existing Plus Project Conditions. Potential traffic related impacts associated with project development are discussed in this section. 3.1 Project Trip Generation and Distribution The Monterey Bay Operations and Maintenance Facility Project is an efficiency upgrade project. It consists of the relocation of buses from MST s Salinas maintenance facility to its Ryan Ranch Road facility, and the relocation of administrative staff from the Ryan Ranch Road and Salinas offices to a new off-site facility. Through the implementation of this project, MST anticipates a reduction in both the overall time traveling to and from their storage yard (i.e. deadhead driving) and the amount of fuel needed to operate its bus fleet. The methods for estimating the project trip generation and assigning them to the local road network are described in this section. Trip Generation The proposed project would not increase the number of staff employed with MST, nor would it add new buses to the MST fleet. Instead, the project is a reconfiguration of its current bus fleet and employment. The following are the specific changes being proposed: 1. Buses MST provides transit service throughout Monterey County. The primary concentrations of this service are Salinas and the greater Monterey Peninsula. Due to a lack of space at the Ryan Ranch Road facility, many buses that service the greater Monterey Peninsula are currently stored and maintained at the Salinas maintenance station. These buses are proposed to be relocated to the Ryan Ranch Road site, in order to reduce their deadhead driving). Note that the bus drivers that are driving those buses would also be relocated to the Ryan Ranch Road site. 2. Administrative Employees As a result of relocating buses from the Salinas maintenance station to the Ryan Ranch Road site, there will no longer be enough room on the Ryan Ranch site to accommodate all of the current administrative employees. As a result, all 29 of the administrative employees currently at the Ryan Ranch Road site are proposed to be relocated to a new offsite office location, likely either along Garden Road (near Olmsted Road and the Monterey Peninsula Airport public entrance) or within the Ryan Ranch Business Park (off of Ragsdale Drive). (Note that both locations, like the Ryan Ranch Road site, are located in the city of Monterey.) One additional administrative employee, who currently commutes from Santa Cruz County to a Salinas office, would also be relocated to the new offsite office. While the relocated buses (and bus drivers) would operate outside of the peak hours (in order to be available to service demand during the peak hours), the administrative employees work from 8 AM to 5 PM, Monday through Friday, and thus would be active during the weekday AM and PM peak hours. Therefore, this analysis focuses on the potential impacts of these relocated staff. This analysis assumes that all administrative employees drive themselves to the Ryan Ranch Road 347749 Report2.docx - 11 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis site; no employees walk, bicycle, take transit, or carpool; and that all employees arrive and depart within one hour. Therefore, trip generation for the project would be 30 trips during each peak hour (30 in, zero out during the AM peak hour and zero in, 30 out during the PM peak hour). Trip Distribution The project trip distribution was established based upon the locations where the administrative staff lives, i.e. their respective zip codes, which are identified in Appendix D. This information was applied to the study street network to determine the routes which the administrative staff currently use to access the Ryan Ranch Road site, as well as how they would divert to the offsite location. Exhibits 6A and 6B depict the net trip diversions that would occur with the shifting of the administrative staff to an offsite location. Note that it was assumed that the offsite location would be located along Garden Road, as this location has a greater potential to be a significant impact. 3.2 Existing Plus Project Traffic Volumes The project traffic diversions from the proposed project were added to the Existing Condition traffic volumes to achieve the Existing Plus Project traffic volumes contained in Exhibits 7A and 7B. 3.3 Existing Plus Project Intersection Operations Exhibit 5A summarizes the average delays and LOS for study intersections during the AM and PM peak hours under Existing Plus Project traffic conditions. The calculation sheets for these conditions can be found within Appendix E. The same intersections that would continue to operate deficiently under Existing Conditions would continue to operate deficiently under Existing Plus Project Conditions. The following study intersections would operate at unacceptable levels of service under Existing Plus Project Conditions: 2. Olmstead Road / SR 68 (AM: LOS D; PM: LOS E); 8. Corral De Tierra Road / SR 68 (AM: LOS E; PM: LOS D); 9. San Benancio Road / SR 68 (AM: LOS F; PM: LOS E); 10. Torero Drive / SR 68 (AM: Overall LOS E, Side-Street LOS F; PM: Overall LOS A, Side-Street LOS F); and 11. Fremont Boulevard / Canyon Del Rey Boulevard (SR 218) (AM: LOS D; PM: LOS C). However, as the study project would add no new trips to Intersections 8, 9, 10, and 11, the project would not represent a significant impact at these intersections. The project would represent a significant impact upon the operations of Intersection 2, Olmsted Road / SR 68. It is recommended that that MST implement a Transportation Demand 347749 Report2.docx - 12 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis Management (TDM) program whose aim would be to reduce the vehicle trips of employees to the new administrative offices to a less that significant level. The Transportation Management Program would include site design and operation measures aimed at promoting alternative transportation modes as well as carpooling and van pooling. The measures included in the program could include the following: 1. Designation of an on-site transportation coordinator to direct the program. 2. Promote the use of flex-time work scheduling (e.g. varied work hours) and compressed work week programs for employees at the site. 3. Implementation of an off-site employee shuttle, in order to bus staff into and out of the new administrative offices. 4. Telecommute programs. 5. Rideshare matching. 6. Bicycle racks and bike lockers on-site. 7. Provide free or low-cost bus passes for employees, to encourage use of transit for their commute into and out of the office. 8. Preferential parking for vanpools and carpools. 9. Shared vehicles. With implementation of this program, the project would represent a less than significant impact upon the study intersections. 3.4 Existing Plus Project Segment Operations As noted earlier, Exhibit 5B contains the existing segment levels of service from the Ferrini Ranch and The Resort at Del Rey Oaks traffic studies along the SR 68 corridor. Although all of the eleven study segments would operate below their respective standards, the project would not add any new trips to Segments 4, 5, 6, 7, 8, 9, 10, or 11, and thus would not impact those segments. Although the project would add additional trips to Segments 1 and 3 (i.e. SR 68 between SR 1 and Josselyn Canyon Road, and between Olmsted Road and Canyon Del Rey Road (SR 218)), it would not represent a significant impact upon these segments, as it would not add enough traffic to change the level of service of this segment from Existing conditions, nor would it add any traffic in the direction that would operate at LOS F. The project would represent a significant impact upon Segment 2 (i.e. SR 68 between Josselyn Canyon Road and Olmsted Road). The aforementioned TDM program is recommended for implementation, which would reduce the project s impact upon the study segments to a less than significant level. 347749 Report2.docx - 13 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 4 CUMULATIVE WITHOUT PROJECT CONDITIONS This section describes Cumulative Without Project conditions, which represents conditions in approximately the Year 2035. 4.1 Approved and Proposed Projects A number of other projects have been approved and proposed (i.e. cumulative ) within the study area that have not yet been constructed. The addition of their respective traffic to the study area was used to forecast future traffic conditions. A trip generation table for the approved projects that will most likely be implemented within the next 5 years is shown in Exhibit 8A, while the cumulative projects are shown in Exhibit 8B. The lists of approved and cumulative projects includes projects in the cities of Seaside, Sand City, and Monterey, as well as unincorporated areas of Monterey County. 4.2 Cumulative Network Modifications Two network modifications have been incorporated into the analysis, under both Cumulative Without Project and Cumulative Plus Project conditions. First, one of the approved projects proposes to add a fourth approach to the York Road / SR 68 intersection. Second, the recentlyapproved Ferrini Ranch project proposes to relocate and signalize the Torero Drive / SR 68 intersection. All network changes associated with these projects have been incorporated into the analysis, including new traffic lanes and signal modifications. 4.3 Cumulative Without Project Traffic Volumes The trips from the approved and pending projects were added to the Existing conditions volumes to create Cumulative Without Project volumes. These volumes are depicted within Exhibits 9A and 9B. 4.4 Cumulative Without Project Intersection Operations Exhibit 5A summarizes the average delays and LOS for the study intersections under Cumulative Without Project conditions during the AM and PM peak hours. The calculation sheets for these conditions can be found within Appendix F. Under Cumulative Without Project conditions, the following intersections operate below their respective level of service standard: 1. Josselyn Canyon Road / SR 68 (AM: LOS F; PM: LOS F); 2. Olmstead Road / SR 68 (AM: LOS F; PM: LOS F); 3. Canyon Del Rey Road (SR 218) Monterra Road / SR 68 (AM: LOS D; PM: LOS D); 5. York Road / SR 68 (AM: LOS F; PM: LOS F); 6. Boots Road Pasadera Drive / SR 68 (AM: LOS F; PM: LOS F); 347749 Report2.docx - 14 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 7. Laureles Grade / SR 68 (AM: LOS E; PM: LOS F); 8. Corral De Tierra Road / SR 68 (AM: LOS F; PM: LOS F); 9. San Benancio Road / SR 68 (AM: LOS F; PM: LOS F); 10. Canyon Del Rey Road (SR 218) / Del Rey Gardens Drive (AM: Overall LOS A, Side-Street LOS D; PM: Overall LOS C, Side-Street LOS F); and 11. Fremont Boulevard / Canyon Del Rey Boulevard (SR 218) (AM: LOS D; PM: LOS D). 4.5 Cumulative Without Project Segment Operations Exhibit 5B contains the Cumulative Without Project segment levels of service from the Ferrini Ranch and The Resort at Del Rey Oaks traffic studies along the SR 68 corridor. All eleven of the study segments would operate below their respective standards, although the freeway portion of Segment 11 (between Begin/End Freeway and Portola Drive) would operate at an acceptable LOS B. 347749 Report2.docx - 15 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 5 CUMULATIVE PLUS PROJECT TRAFFIC CONDITIONS This section describes the analysis and results for the Cumulative Plus Project condition, which includes projected traffic from the approved projects, proposed projects, and the study project. 5.1 Cumulative Plus Project Traffic Volume Forecasts Trip diversions from the study project were added to Cumulative Without Project volumes to create Cumulative Plus Project volumes. These volumes are depicted within Exhibits 10A and 10B. 5.2 Cumulative With Project Intersection Operations Exhibit 5A summarizes the average delays and LOS for study intersections under Cumulative Plus Project conditions during the AM and PM peak hours. The calculation sheets for these conditions can be found within Appendix G. Note that Cumulative Plus Project conditions assumes the same network modifications as under Cumulative Without Project conditions. Under Cumulative Plus Project conditions, the following intersections continue to operate below their respective level of service standard: 1. Josselyn Canyon Road / SR 68 (AM: LOS F; PM: LOS F); 2. Olmstead Road / SR 68 (AM: LOS F; PM: LOS F); 3. Canyon Del Rey Road (SR 218) Monterra Road / SR 68 (AM: LOS D; PM: LOS D); 5. York Road / SR 68 (AM: LOS F; PM: LOS F); 6. Boots Road Pasadera Drive / SR 68 (AM: LOS F; PM: LOS F); 7. Laureles Grade / SR 68 (AM: LOS E; PM: LOS F); 8. Corral De Tierra Road / SR 68 (AM: LOS F; PM: LOS F); 9. San Benancio Road / SR 68 (AM: LOS F; PM: LOS F); 10. Canyon Del Rey Road (SR 218) / Del Rey Gardens Drive (AM: Overall LOS A, Side-Street LOS D; PM: Overall LOS B, Side-Street LOS F); and 11. Fremont Boulevard / Canyon Del Rey Boulevard (SR 218) (AM: LOS D; PM: LOS D). However, as the study project would add no new trips to Intersections 5, 6, 7, 8, 9, 10, and 11, the project would not represent a significant impact at these intersections. The project would also not represent a significant impact upon Intersection 3 (i.e. Canyon Del Rey Road (SR 218) Monterra Road / SR 68), because the volume-to-capacity ratio at the intersection would not change. The project would represent a significant impact upon Intersections 1 and 2 (i.e. Josselyn Canyon / SR 68 and Olmsted / SR 68). It is recommended that MST implement the aforementioned TDM program. With implementation of this TDM program, the project would represent a less than significant impact upon the study intersections. 347749 Report2.docx - 16 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 5.3 Cumulative Plus Project Segment Operations As noted earlier, Exhibit 5B contains the existing segment levels of service from the Ferrini Ranch and The Resort at Del Rey Oaks traffic reports along the SR 68 corridor. Although all of the eleven study segments would operate below their respective standards, the project would not add any new trips to Segments 4, 5, 6, 7, 8, 9, 10, or 11, and thus would not impact those segments. The project would represent a significant impact upon Segments 1, 2 and 3, (i.e. SR 68 between SR 1 and Canyon Del Rey Road (SR 218). The aforementioned TDM program is recommended for implementation, which would reduce the project s impact upon the study segments to a less than significant level. 347749 Report2.docx - 17 -
Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 6 ALTERNATIVE RELOCATION SITE Although this analysis assumed that the administrative staff would be relocated to an office along Garden Road, it is also possible that they may be relocated to an office within the Ryan Ranch business park. In that case, the potential project impacts would be slightly different than identified elsewhere in this report. A qualitative assessment of project impacts upon the study street system has been performed for this alternative office site, based upon the analysis contained within this report. As there would still be no added project traffic east of Ragsdale Drive, the project (with the Ryan Ranch business park office) would still not represent an impact upon Intersections 1, 2, 5, 6, 7, 8, 9, 10, 11, 13, and 14, and would also not impacts Segments 1, 2, 3, 5, 6, 7, 8, 9, 10, and 11. As for Intersection 4 (i.e. Ragsdale / SR 68), this intersection would operate acceptably under Existing Plus Project and Cumulative Plus Project, and thus the added project trips (from the administrative staff relocation to the Ryan Ranch business park) would also not represent a significant impact. The project (with the Ryan Ranch business park office) would also not represent an impact upon Intersection 12 (i.e. Canyon Del Rey (SR 218) / Del Rey Gardens), because it would add an estimated one net trip to the intersection, which is well below the 2% volume increase threshold. The project (with the Ryan Ranch business park office) would represent a significant impact upon Segment 4 (i.e. SR 68 between SR 218 and Ragsdale) and Intersection 3 (i.e. Canyon Del Rey (SR 218) Monterra Road / SR 68). The aforementioned TDM program is again recommended for implementation, which would reduce the project s impact upon the study intersections and segments to a less than significant level. 347749 Report2.docx - 18 -
7. REFERENCES 7.1 List of References Monterey Bay Operations and Maintenance Facility Project Traffic Impact Analysis 1. California Department of Transportation (Caltrans), Traffic Census (http://www.dot.ca.gov/hq/traffops/saferesr/trafdata/index.htm), February 2015. 2. Higgins Associates, Ferrini Ranch Subdivision Traffic Impact Analysis, October 29, 2008. 3. Higgins Associates, The Resort at Del Rey Oaks Traffic Impact Analysis, June 6, 2008. 7.2 List of Contacts 1. Erin Harwayne, Denise Duffy & Associates, Monterey, California. 347749 Report2.docx - 19 -
N Project Site Map Source: Google Maps, 2015 Hatch Mott MacDonald 347749 Exhibits1.xls LocationMap EXHIBIT 1 Project Location Map
Source: AECOM and Whitson Engineers, February 2, 2015 Hatch Mott MacDonald 347749 Exhibits1.xls Site Plan EXHIBIT 2 Project Site Plan
Hatch Mott MacDonald Source: Alta Planning+Design 347749 Exhibits1.xls Bike Map EXHIBIT 3 Existing Bicycle Network Monterey Bay Area
14 N.T.S. 13 12 10 9 11 8 2 3 1 6 7 4 5 XX = INTERSECTION NUMBER VOLUMES COLLECTED ON JANUARY 13, 2015 EXHIBIT 4A EXISTING CONDITION AM PEAK HOUR VOLUMES
14 N.T.S. 13 12 10 9 11 8 2 3 1 6 7 4 5 XX = INTERSECTION NUMBER VOLUMES COLLECTED ON JANUARY 13, 2015 EXHIBIT 4B EXISTING CONDITION PM PEAK HOUR VOLUMES
Existing Existing Lane Intersection LOS Existing Conditions Existing + Project Cumulative Without Project Conditions Conditions Cumulative Plus Project Conditions N-S E-W Configuration Control Standard AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr Street Street Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS (sec) (sec) (sec) (sec) (sec) (sec) (sec) (sec) 1 Josselyn Highway 68 NB 1-L, 1-R Signal C/D 25.6 C 18.6 B 25.9 C 19.1 B 89.5 F 127.1 F 90.4 F 128.3 F Canyon EB 1-T, 1-R Road WB 1-L, 1-T 2 Olmsted Highway 68 NB 1-L/T/R Signal C/D 49.9 D 67.1 E 49.8 D 70.0 E 175.0 F 190.2 F 174.0 F 198.1 F Road SB 1-L/T, 1-R EB 1-L, 1-T, 1-R WB 1-L, 1-T, 1-R 3 Canyon Highway 68 NB 1-L, 1-T/R Signal C/D 18.5 B 19.6 B 18.7 B 19.5 B 37.0 D 39.2 D 37.3 D 38.9 D Del Rey SB 2-L, 1-T, 1-R Road EB 1-L, 1-T, 1-T/R (Hwy. 218) WB 1-L, 2-T, 1-R 4 Ragsdale Highway 68 SB 2-R Signal C/D 17.5 B 20.0 B 17.5 B 20.0 B 23.0 C 29.8 C 23.0 C 29.8 C Drive EB 1-L, 2-T WB 1-T, 1-T/R 5 York Highway 68 SB 1-L, 1-R Signal C/D 26.8 C 34.6 C 26.8 C 34.6 C 287.4 F 232.6 F 297.5 F 232.6 F Road EB 1-L, 1-T WB 1-T, 1-R 6 Boots Rd. - Highway 68 NB 1-L, 1-T/R Signal C/D 18.9 B 22.2 C 18.9 B 22.2 C 101.4 F 100.2 F 101.4 F 100.2 F Pasadera SB 1-L/T, 1-R Drive EB 1-L, 1-T, 1-R WB 1-L, 1-T, 1-R 7 Laureles Highway 68 NB 1-L, 1-R Signal C 18.4 B 20.5 C 18.4 B 20.5 C 63.9 E 87.0 F 63.9 E 87.0 F Grade EB 1-T, 1-R WB 2-L, 1-T 8 Corral Highway 68 NB 1-L, 1-R Signal C 58.7 E 50.9 D 58.7 E 50.9 D 234.7 F 240.1 F 234.7 F 240.1 F De Tierra SB 1-L/T, 1-R Road EB 1-L, 1-T, 1-R WB 1-L, 1-T/R 9 San Benancio Highway 68 NB 1-L/T, 1-R Signal C 112.2 F 57.0 E 112.2 F 57.0 E 292.9 F 261.7 F 292.9 F 261.7 F Road SB 1-L/T, 1-R EB 1-L, 1-T, 1-R WB 2-L, 1-T/R 10 Torero Highway 68 SB 1-L, 1-R Stop Sign (Overall) C/D 38.6 E 2.5 A 38.6 D 2.5 A 24.8 C 17.0 B 24.8 C 17.0 B Drive EB 1-L, 1-T (Worst Approach) (SB) 200.8 F 222.5 F 200.8 F 222.5 F WB 1-T, 1-R 11 Canyon Ryan NB 1-T, 1-R Signal C/D 4.7 A 10.0 A 4.5 A 8.7 A 5.1 A 10.9 B 4.9 A 9.2 A Del Rey Ranch SB 1-L, 1-T Road Road WB 1-L, 1-R (Hwy. 218) HATCH MOTT MACDONALD 347749 LOS1.xlsx - LOS Exhibit 5A Intersection Levels of Service 1 of 2
Existing Existing Lane Intersection LOS Existing Conditions Existing + Project Cumulative Without Project Conditions Conditions Cumulative Plus Project Conditions N-S E-W Configuration Control Standard AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr Street Street Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS (sec) (sec) (sec) (sec) (sec) (sec) (sec) (sec) 12 Canyon Del Rey NB 1-L, 1-T Stop Sign (Overall) C/D 1.4 A 1.0 A 1.4 A 1.0 A 2.3 A 20.3 C 2.3 A 19.4 B Del Rey Gardens SB 1-T, 1-R (Worst Approach) (EB) 23.9 C 25.8 D 23.6 C 24.9 C 30.0 D 268.8 F 29.5 D 254.1 F Road Drive EB 1-L, 1-R (Hwy. 218) 13 General Canyon SB 1-L, 1-R Signal C/D 19.7 B 18.0 B 19.7 B 17.8 B 20.7 C 15.5 B 20.5 C 15.3 B Jim Moore Del Rey EB 1-L, 1-T Boulevard Road WB 1-T, 1-R (Hwy. 218) Mitigation 14 Fremont Canyon NB 1-L, 2-T, 1-R Signal C/D 32.3 C 32.6 C 32.2 C 32.6 C 49.7 D 37.3 D 49.3 D 37.3 D Boulevard Del Rey SB 1-L, 2-T, 1-R Boulevard EB 1-L, 1-T, 1-T/R (Hwy. 218) WB 1-L, 1-T, 1-T/R Mitigation NOTES: 1. L, T, R = Left, Through, Right. 2. NB, SB, EB, WB = Northbound, Southbound, Eastbound, Westbound. 3. Analysis performed using 2000 Highway Capacity Manual methodologies. 4. Level of service standard for the Cities of Del Rey Oaks and Seaside is LOS C. Level of service standard for the City of Monterey is LOS D. Level of service standard for Caltrans is the transition between LOS C and LOS D. 5. Intersections in bold represent significant impacts. HATCH MOTT MACDONALD 347749 LOS1.xlsx - LOS Exhibit 5A Intersection Levels of Service 2 of 2
Road Segment Type Direction LOS Std. AM Peak Hr Existing Conditions PM Peak Hr AM Peak Hr Cumulative Conditions PM Peak Hr Volume LOS Volume LOS Volume Speed LOS Volume Speed LOS 1 Highway 68 Between Highway 1 & Josselyn Canyon Rd. 2-Lane Rural Highway Two-Way C/D 2,142 E 1,984 E 3,456 F 3,444 F AM Peak Hr PM Peak Hr Volume Speed LOS Volume Speed LOS AM Peak Hr PM Peak Hr Volume Speed LOS Volume Speed LOS 2 Highway 68 Between Josselyn Canyon Rd. and Olmsted Rd. 2-Lane Arterial EB C/D 1,094 17.0 F 670 26.0 E 1,765 5.4 F 1,224 6.6 F WB 931 25.0 F 1,321 26.0 E 1,455 11.0 F 2,042 7.0 F 3 Highway 68 Between Olmsted Rd. and Highway 218 2-Lane Arterial EB C/D 1,095 37.9 E 951 40.8 D 1,768 30.6 E 1,550 36.2 E WB 1,138 40.0 E 1,286 20.9 F 1,712 16.4 F 2,005 8.7 F 4 Highway 68 Between Highway 218 and Ragsdale Dr. 4-Lane Expressway EB C/D 1,432 39.2 E 1,067 38.8 E 2,010 39.0 E 1,594 38.5 E WB 1,345 34.4 E 1,726 41.8 D 1,862 14.9 F 2,353 15.6 F 5 Highway 68 Between Ragsdale Dr. and York Rd. 2-Lane Arterial EB C/D 922 44.1 D 919 43.4 D 1,345 37.7 E 1,397 21.9 F WB 1,203 46.6 C 1,271 44.9 D 1,686 31.2 E 1,766 37.7 E 6 Highway 68 Between York Rd. and Boots Rd.-Pasadera Dr. 2-Lane Arterial EB C/D 788 39.6 E 1,133 23.3 F 1,261 33.5 E 1,757 14.2 F WB 1,415 39.0 E 1,205 47.1 C 2,069 20.6 F 1,779 36.2 E 7 Highway 68 Between Boots Rd.-Pasadera Dr. and Laureles Grade Rd. 2-Lane Arterial EB C/D 772 39.6 E 1,090 11.2 F 1,236 25.8 E 1,694 7.6 F WB 1,351 40.0 E 1,102 39.6 E 2,003 13.7 F 1,673 15.9 F 8 Highway 68 Between Laureles Grade Rd. and Corral de Tierra Rd. 2-Lane Arterial EB C/D 876 44.0 D 1,309 21.2 F 1,366 19.3 F 1,976 10.8 F WB 1,373 35.4 E 1,074 51.9 B 2,034 15.6 F 1,640 33.8 E 9 Highway 68 Between Corral de Tierra Rd. and San Benancio Rd. 2-Lane Arterial EB C/D 1,020 26.3 E 1,365 21.7 F 1,556 13.2 F 2,065 12.0 F WB 1,305 30.9 E 1,149 27.6 E 1,985 7.8 F 1,791 5.0 F AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr Volume LOS Volume LOS Volume Speed LOS Volume Speed LOS 10 Highway 68 Between San Benancio Rd. and Torero Dr. 2-Lane Rural Highway Two-Way C/D 2,351 E 2,549 F 3,623 F 3,921 F 11a Highway 68 Between Torero Dr. and Begin/End Freeway 2-Lane Rural Highway Two-Way C/D 1,982 E 2,489 E 3,205 F 3,853 F AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr Volume Density LOS Volume Density LOS Volume Density LOS Volume Density LOS 11b Highway 68 Between Begin/End Freeway and Portola Dr. 4-Lane Freeway EB C/D 1,075 10 A 1,286 11 A 1,676 14 B 1,989 17 B WB 907 8 A 1,203 10 A 1,529 13 B 1,864 16 B Hatch Mott MacDonald Data Sources: Ferrini Ranch Subdivision Traffic Impact Analysis, Higgins Associates, October 29, 2008 and The Resort at Del Rey Oaks Traffic Impact Analysis, Higgins Associates, June 6, 2008. Note: Segments in bold represent significant impacts. 347749 LOS1.xlsx - Seg LOS EXHIBIT 5B Roadway Segment Levels of Service