CIty of AMERICAN CANYON

Transcription

1 CIty of AMERICAN CANYON CIRCULATION ELEMENT VISION The City of American Canyon (City) is a community that embraces mobility through the use of all transportation modes. This Element is correlated to land uses in the General Plan Land Use Element and also contemplates the extension, where feasible, of water, sewer, and recycled water services consistent with the 2011 Urban Water Management Plan which requires coordination of land use authorizations with available water supplies. The core value of this Circulation Element is to provide safe and easy travel within and through the City for pedestrians, bicyclists and motor vehicles correlated with the Land Use Element. This community mobility value is based on creating a sense of place with a strong City center. Preserving the local environment, remaining mindful of the City s fiscal responsibilities, and utilizing the City s strategic location within the San Francisco Bay Area region are distinct advantages to promoting mobility. Circulation Element (updated ) Page 1

2 INTRODUCTION The Circulation Element presents a set of policies correlated with the Land Use Element of the General Plan to guide the City s transportation related infrastructure growth over the next twenty (20) years. A safe and efficient transportation system is an important contributor to a community s quality of life and economic vitality. The circulation system provides access to homes, employment and educational opportunities, public services, commercial and recreational centers, and regional destinations. It accommodates travel by automobile, transit, walking, and cycling; and it integrates the needs of railway and truck transport as well as aviation. State law recognizes the close relationship between transportation and land use and requires that policies be established creating a mutually beneficial relationship. California Government Code 65302(b)(1) requires the Circulation Element to be correlated to the General Plan Land Use Element. Integrating transportation policies with land use, the General Plan ensures adequate roadway capacity to accommodate travel demands generated by future planned development. This integration helps to promote walking, cycling and transit use for shorter trips thereby reducing the air quality impacts and greenhouse gas emissions associated with automobile use. The Circulation Element also complies with Government Code 65302(b)(2) in planning for a balanced, multimodal transportation network that meets the needs of all users of streets, roads, and highways, which includes bicyclists, pedestrians, children, motorists, persons with disabilities, the elderly, users of public transportation, and commercial goods movers. This requirement is sometimes referred to in this Element as Complete Streets. Local transportation planning is a coordinated effort involving multiple agencies. The goals and policies set forth in this document are intended to not only promote local planning, but also foster cooperation between jurisdictional partners such as the Napa County Transportation & Planning Agency (NCTPA), the Metropolitan Transportation Commission (MTC) and the California Department of Transportation (Caltrans). The transportation planning and policy set forth in the Circulation Element is also a critical component of the City s responsibility towards meeting the requirements of Senate Bill 375, the Circulation Element (updated ) Page 2

3 Sustainable Communities and Climate Protection Act of SB 375 requires that metropolitan planning organizations in California prepare a Sustainable Communities Strategy (SCS) for meeting their greenhouse gas reduction targets, through coordinating planning for land use, transportation, and housing. A portion of the Planning Area the SR 29 corridor has been designated by MTC and the Association of Bay Area Governments as a Priority Development Area (PDA), meaning that it is recognized as an area with substantial opportunity for infill development near transit. PDAs play a critical role in accommodating future growth in the regional agencies SCS plans. The PDA designation also makes the SR 29 corridor eligible for OneBayArea Grant (OBAG) funding. OBAG is a four-year $320 million program that provides a new funding approach that supports the vision, goals, and priorities set forth in MTC s SCS. The program specifically sets aside $40 million towards development of PDAs such as the one recognized on the SR 29 corridor. LOCAL SETTING The City is located in southern Napa County, about 35 miles northeast of San Francisco. Adjacent and south of the City limits is the City of Vallejo in Solano County. North of the City limits, a succession of cities in Napa County are located along State Route 29 (SR 29) which is a main route to wine country destinations. These cities include Napa, Yountville, St. Helena, and Calistoga. As with American Canyon, these cities are bisected by SR 29. Based on the data provided by Census 2010, population in the City has doubled in the last ten years, increasing by nearly 10,000 from 9,774 in 2000 to 19,454. It is currently the second most populated City in the County after the City of Napa. The City lies generally northwest of the Interstate 80 (I-80)/State Route (SR) 37 interchange. The City s southernmost boundary abuts the City of Vallejo s northernmost boundary in Solano County. The Napa River roughly borders the western edge of the City and to the north are the City of Napa and unincorporated areas of Napa County, including the Napa County airport. Traffic to and from the I-80 corridor is served by American Canyon Road and Jameson Canyon Road (SR 12). Access to and from Vallejo and the East Bay, including the Counties of Contra Costa and Alameda, is provided via Flosden Road or SR 29. To and from the north, access is provided via SR 29 and SR 12, which also collects traffic from the rest of Napa County. The Counties of Marin and Sonoma to the west and northwest may also access the City using SR 29 via SR 37. Circulation Element (updated ) Page 3

4 Rail transportation in the City is currently limited to freight service only. No commuter rail service exists in the City or County. The main rail line in the City is owned by Union Pacific Railroad Company and enters the City parallel to and on the east side of SR 29 at the Solano County line. LOCAL TRAVEL TRENDS The U.S. Census Bureau provides data on the Journey to Work in its decennial census and American Community Survey databases. Using the most current available travel-related statistics available from the U.S. Census Bureau, Table 1 presents the various means of transportation reported in the City in 1990, 2000, and TABLE 1: MEANS OF TRANSPORTATION AND CARPOOLING STATISTICS Means of Transportation and Carpooling Number Percent Number Percent Number Percent Workers 16 and over 3, % 4, % 8, % Car, Truck, or Van Drove Alone 2, % 3, % 6, % Carpooled % % 1, % Public Transportation (all types) % % % Motorcycle or Other means % 7 0.2% % Bicycle % % 0 0.0% Walked % % % Worked at home % % % Sources: 1. U.S. Census Bureau; 1990 Summary Tape File 3 2. U.S. Census Bureau; Census 2000 Summary File 3 3. U.S. Census Bureau; American Community Survey The number of workers in the City nearly doubled in the last ten years, increasing from 4,164 in 2000 to 8,105 in This is consistent with the general population increase in that time period. Although the number of carpoolers increased over time, the total share of commuters carpooling has decreased as more commuters chose to drive alone. The use of public transportation has also more than doubled, yet the small overall percentage of commuters using public transit to get to and from work indicates that the commuter population is still largely dependent on automobiles. No bicycle commuters were reported in the 2010 American Community Survey 5-year estimates. The percentage of people who worked from home Circulation Element (updated ) Page 4

5 increased slightly as a percentage of workers but more than doubled in real numbers. TABLE 2: TRAVEL TIME TO WORK Travel Time to Work Number Percent Number Percent Number Percent Did not work at home: 3, % 4, % 7, % Less than 10 minutes % % % 10 to 14 minutes % % % 15 to 19 minutes % % % 20 to 24 minutes % % % 25 to 29 minutes % % % 30 to 34 minutes % % 1, % 35 to 44 minutes % % % 45 to 59 minutes % % % 60 or more minutes % % 1, % Mean Travel Time (minutes) Sources: 1. U.S. Census Bureau; 1990 Summary Tape File 3 2. U.S. Census Bureau; Census 2000 Summary File 3 3. U.S. Census Bureau; American Community Survey Table 2 presents the reported travel times for commuters in 1990, 2000, and From the data presented in Table 2, one can observe a modest increase in average travel time to work every ten years. The distribution of commute times in total numbers of workers is presented in Figure 1. Circulation Element (updated ) Page 5

6 FIGURE 1: TRAVEL TIME TO WORK While commute travel times did not vary significantly between 1990 and 2000, between 2000 and 2010, commute times changed along with increases in population and changes in demographics. In terms of total number of commuters, travel times increased most significantly in the minute and 60+ minute categories. The significant increase in commutes over 60 minutes may indicate that residents are travelling further to get to work, but may also be indicative of increasing congestion and delay on SR 29 due to increased local and regional traffic. STREET AND HIGHWAYS A hierarchy of streets provides access to and from residential, commercial, and industrial uses throughout the City and beyond. A route s design, including number of lanes needed, is determined by its classification, and its projected traffic levels, in order to achieve safe and convenient movement at the development intensity planned for in the Land Use Element. The existing roadway system by functional classification is presented in Figure 2. Circulation Element (updated ) Page 6

7 Freeways Freeways provide high speed intra- and inter-regional mobility. Access is typically restricted to primary arterials via interchanges, with grade-separated crossings. Typically, the maximum speed limit on freeways range from 50 to 65 mph with usually one mile or greater spacing between interchanges. I-80 is the only freeway that directly serves the City, although the closest interchange is about 2 ¼ miles east of the City limits. Highways Highways are controlled access facilities whose junctions with cross streets are characterized by at-grade intersections rather than interchanges. Highways can be divided or undivided roadways, with speed limits usually ranging from 40 to 55 mph. State Route 29 bisects the City and provides interregional access to the City of Vallejo in the south, and the rest of Napa County. State Route 29 serves a dual purpose of providing local cross-town circulation as well as serving significant regional traffic. The regional traffic contains two components regional through traffic that does not originate or terminate in the City, and regional-local commute traffic that originates in the City but terminates outside, or vice-versa. Other nearby highways include State Route 12 and State Route 37. These highways also provide access to and from I-80, north and south of the City respectively. State Route 37 continues west towards Sonoma County and the City of Novato. Regional Corridors On Figure 2, Regional Corridors are highlighted that include both highways and arterials that include a significant regional traffic component. Specifically, these include State Route 29, American Canyon Road east of State Route 29, and Flosden Road. Circulation Element (updated ) Page 7

8 FIGURE 2: EXISTING CIRCULATION SYSTEM City of American Canyon Circulation Element (updated ) Page 8

9 Arterial Streets Arterial facilities serve to connect areas of major activity within the urban area and function primarily to distribute cross-town traffic from freeways / highways to collector streets. Within the City, arterial streets are four lane facilities with maximum operating speeds ranging from 30 to 45 mph, including American Canyon Road, Flosden Road, and Newell Drive. Collectors Collectors function as connector routes between local and arterial streets and provide access to residential, commercial, and industrial property. Collector streets within the City are typically two-lane facilities with maximum operating speeds of 30 mph and include Broadway Street, Eucalyptus Drive, Green Island Road, Rio Del Mar, and Donaldson Way, Commerce Boulevard, among others. Local Streets Local streets provide direct access to abutting properties and allow for localized movement of traffic. Local streets are characterized by low daily traffic volumes and operating speeds of 25 to 30 mph. All roadways not identified in the 1994 General Plan circulation system map (Figure 2) as freeways, highways, arterials, or collectors are designated local streets. EXISTING TRAFFIC CONDITIONS The City roadway facilities were evaluated on a PM peak hour basis using traffic counts taken in May 2011 in addition to available Caltrans counts on SR 29. Intersection facilities were evaluated on an AM and PM peak-hour basis using peak-hour turning movement counts also taken in May Conditions were identified by generating a Level of Service (LOS) determination. LOS is a description of a facility s operation, ranging from LOS A (indicating free-flow traffic conditions with little or no delay) to LOS F (representing congested conditions where traffic flows exceed design capacity resulting in long queues and delay). Circulation Element (updated ) Page 9

10 Most roadway facilities and intersections were found to be operating at LOS D or better. The only roadway segments and intersections not currently operating at LOS D or better are located on State Route 29 and include the following facilities: Roadways (PM Peak Hour Only) SR 29, north of South Kelly Road SR 29, north of Green Island Road SR 29, south of Green Island Road SR 29, north of Napa Junction Road SR 29, north of Donaldson Way SR 29, north of Crawford Way SR 29, north of American Canyon Road LOS E LOS E LOS E LOS F LOS F LOS F LOS F Intersections SR South Napa Junction Road SR Kimberly Drive LOS F AM & PM LOS F PM Only PLANNED IMPROVEMENTS In order to correlate existing and planned land uses within the City, traffic carrying capacity improvements to the roadway network will be needed. New arterial and collector roads will provide access to the residential, commercial, and industrial areas, connecting those areas with the existing local and regional transportation system. Minor collector streets will include residential frontage, whereas major collector streets will not. New local roads in neighborhoods will serve those residents. The new roadways will continue to expand the existing network of roadways that characterize the City s circulation network. Major street improvements planned for the City are listed in Table 3. Additionally, intersection improvements will be required at major intersections along new roadways and improved roadways, including but not limited to turn channelization, signalization, and/or construction of roundabouts. Circulation Element (updated ) Page 10

11 Roadway TABLE 3: MAJOR CIRCULATION IMPROVEMENTS From (South or East) To (North or West) Classification State Route 29 Southern City Limits Northern City Limits 6-Lane Arterial Newell Drive Rio Del Mar or S. Napa Junction Road SR 29/Green Island Road Newell Drive Donaldson Way Rio Del Mar or S. Napa Junction Road 2-Lane Major Collector 4-Lane Arterial Green Island Road Western Terminus Easter Terminus 4-Lane Arterial Commerce Boulevard Southern Terminus Eucalyptus Drive 2-Lane Major Collector Devlin Road Southern Terminus Green Island Road 2-Lane Industrial Collector Eucalyptus Drive Theresa Avenue SR 29 2-Lane Major Collector Rio Del Mar 1 or South Napa Junction Road (includes new at-grade railroad crossing) SR 29 Newell Drive 2-Lane Major Collector Napa Junction Road Western Terminus Theresa Avenue 2-Lane Minor Collector Napa Junction Road Theresa Avenue SR 29 2-Lane Major Collector Paoli Loop Road Green Island Road Newell Drive Extension 2-Lane Major Collector Poco Way Melvin Road SR 29 2-Lane Major Collector Newell Drive Railroad Overcrossing American Canyon Road Pedestrian Crossing Donaldson Way Pedestrian Crossing Napa Junction Road Pedestrian Crossing South of Railroad North of Railroad 2-Lane Arterial Bridge Structure East of SR 29 West of SR 29 Pedestrian Grade Separated Crossing East of SR 29 West of SR 29 Pedestrian Grade Separated Crossing East of SR 29 West of SR 29 Pedestrian Grade Separated Crossing 1 A Major Collector will connect SR29 to Newell Drive at one of two locations subject to legal, technical, economic, and other factors. The specific location will be determined in conjunction with the approval and implementation of the Town Center (Watson Ranch) Specific Plan. Circulation Element (updated ) Page 11

12 Even after widening to a six lane arterial standard, SR 29 is forecasted to operate at worse than LOS D conditions. While widening the facility further to eight lanes is technically possible, potentially significant social, neighborhood, and environmental impacts would likely be associated with such roadway widening. Table 4 provides additional improvement options that can be considered along SR 29 beyond simply widening to eight lanes. These improvements are conceptual options, not specifically planned improvements. In some cases, the improvements would increase capacity more than widening to eight lanes. Such improvements may be considered on the SR 29 corridor through the City and beyond to augment capacity. However, in that SR 29 is a State facility, implementation of any additional alternative improvements as set forth in Table 4 will also be subject to the exercise of discretion of Caltrans, a responsible agency, whom may or may not, have formulated any standards for their implementation. Improvement TABLE 4: CORRIDOR CAPACITY-AUGMENTING IMPROVEMENTS Capacity Augmentation* Signal timing/coordination Up to 10% Additional right or left turn lanes 10% to 33% Additional through lanes at intersection 20% to 35% Auxiliary lanes 20% to 35% Eight lane cross section 33% Roundabout corridor 20% to 50% Increased Access Control 15 % to 20% Intersection grade separation 100% *Effective operational capacity augmentation will vary with variations in intersection traffic flow patterns The future circulation system is illustrated in Figure 3. The proposed road alignments are conceptual, subject to further engineering and environmental review. Street designs for the proposed roads shall conform to the typical street widths and design elements defined in the cross sections presented in Figure 4. All street designs are subject to review and approval by the Public Works Department and the City Engineer. Circulation Element (updated ) Page 12

13 FIGURE 3: CIRCULATION MAP Circulation Element (updated ) Page 13

14 FIGURE 4: STANDARD CROSS SECTIONS Circulation Element (updated ) Page 14

15 STATE ROUTE 29 REGIONAL PLANNING City of American Canyon Planning for the State Route 29 (SR 29) corridor is an issue of significant importance not only for the City, but for the entire region. Both Solano County to the south and Napa County to the north rely on SR 29 for mobility-for work, school, shopping, and recreation. NCTPA, in mid 2012 began a regional, community-based planning effort entitled State Route 29 Gateway Corridor Improvement Plan to study alternatives for multimodal improvements to the corridor that extends from the City of Napa to Solano County. The study is being funded by a Caltrans Community-Based Transportation Planning grant. The City will play a significant role in this planning effort, as the corridor study segment within its jurisdiction is of particular import. As a State facility, Caltrans also plays a part in planning for improvements to SR 29. State funding for improvements is provided through Caltrans, and planning efforts require approval from Caltrans prior to implementation. Caltrans prepared a draft SR 29 Corridor Study, but has suspended its efforts until after the NCTPA community-based transportation study is completed. Although Caltrans is required to provide funding for SR 29, that funding, which is set forth annually in the State Transportation Implementation Plan, is subject to deferral and appropriation for other purposes. Local planning efforts have resulted in the development of some preliminary concepts for SR 29 that have been presented to the public through workshops for input and comment. Some of these initial concepts will be evaluated in more detail through the regional NCTPA study and subsequent public workshops. Options already discussed with the community include widening SR 29 to six lanes, creative intersection capacity enhancements, reduced access to expressway standards, constructing a freeway, and constructing grade-separated express lanes. SR 29 is included in the Circulation Element and Map as a six-lane arterial. This improvement will provide improved circulation and achieve an acceptable traffic LOS for an interim duration. However, LOS deficiencies are still projected under buildout of the City General Plan, commensurate with increases in regional traffic. Circulation Element (updated ) Page 15

16 1.0 STREET SYSTEM POLICIES GUIDING POLICIES 1.1 Community Priorities. Safe and convenient access to activities in the community is provided by a well-designed local roadway system. That system serves the community s primary need for mobility and includes a planned hierarchy of roadways to meet that need. The following Community Priorities relate most directly to this Element: Encourage and foster a strong sense of community and safety, as well as the home town feeling by creation of a town center through land use and circulation planning. Improve a hierarchy of roadway networks to achieve and maintain acceptable traffic LOS and provide a Citywide system of bicycle lanes and recreational trails that improve accessibility without the use of an automobile. Improve SR 29 so that it serves as a visually attractive gateway into the City while providing access to commercial businesses and serving intra and inter-regional traffic and goods movement. 1.2 Implement planned roadway improvements. Use Figure 3: General Plan Circulation System, and Table 3: Major Circulation Improvements, to identify, schedule, and implement roadway and complimentary intersection improvements to support General Plan buildout conditions. Planned improvements may be phased as development occurs and need for increased capacity is identified. 1.3 Design circulation system to focus regional travel on SR 29. SR 29 is important for both Citywide and north-south regional travel. As both City and regional travel grow, design the City circulation system to discourage regional traffic from bypassing SR 29 and impacting City streets. Also, cooperatively work with regional partners, including Caltrans, NCTPA and others explore a complete streets approach that will expand the travel capacity of SR 29. Circulation Element (updated ) Page 16

17 1.4 Design circulation system to complement and enhance the General Plan Land Use Plan. Provide and maintain a City circulation system that is correlated with planned land uses in the City and surrounding areas in the region in compliance with Government Code 65302(b). 1.5 Neighborhood Context. Support safe, complete and well-connected neighborhood street, bicycle, and pedestrian access and connections that balance circulation needs with the neighborhood context. 1.6 Achieve and maintain a Multimodal LOS D or better for roadways and intersections during peak hours where possible and as long as possible. However, recognizing that LOS D may not be achievable or cannot be maintained upon full buildout of the General Plan, due to traffic generated from sources beyond the control of the City, the City Council shall have the discretion to only require feasible mitigation measures that may not achieve LOS D, but will reduce the impact of any development use or density planned for in the Land Use Element of the General Plan. The following locations that may not achieve or maintain LOS D are as follows and therefore will be exempt from the LOS D policy: State Route 29 through the City American Canyon Road from SR 29 to Flosden Road Newell Drive Flosden Road south of American Canyon Road 1.7 Complete Streets. Maintain and update street standards that provide for the design, construction, and maintenance of Complete Streets. The City s Complete Streets shall enable safe, comfortable, and attractive access for all users: pedestrians, motorists, bicyclists, and transit riders of all ages and abilities, in a form that is compatible with and complementary to adjacent land uses, and promotes connectivity between uses and areas. Circulation Element (updated ) Page 17

18 This policy, and Circulation Element as a whole, is consistent with the City s adopted Resolution , Complete Streets Policy of the City of American Canyon that set out Principles, Implementation Objectives, and Exemptions to achieving Complete Streets. 1.8 Design for street improvements. The street facility classifications indicated on the General Plan Circulation Map shall be the standard to which roads needing improvements are built. The Circulation Map depicts the facility types that are necessary to support the traffic generated by General Plan Land Use Element buildout, and therefore represent the buildout standards to which a street segment or intersection shall be improved. 1.9 Use of existing facilities. Make efficient use of existing transportation facilities, and improve these facilities as necessary in accordance with the Circulation Map Coordination of local and regional actions. Coordinate local actions with State, regional, County, and neighboring agencies to ensure consistency between local and regional actions Reduce Vehicle Miles Traveled. Through layout of land uses, improved alternate modes, and provision of more direct routes, strive to reduce the total vehicle miles traveled by City residents Circulation System Enhancements. Achieve, maintain and/or improve mobility in the City by considering circulation system enhancements beyond improvements identified on the Circulation Map, where feasible and appropriate. Improve the circulation system, in accordance with the Circulation Map, at minimum, to support multimodal travel of all users and goods and where feasible, apply creative circulation system enhancements that increase system capacity and that are acceptable to the City and its residents and where applicable, Caltrans. Circulation Element (updated ) Page 18

19 1.13 Financing Program. Develop a transportation financing program that will fully fund the planned expansion of the existing transportation network consistent with the General Plan. The financing program will include an update to the existing transportation impact fee (TIF) program consistent with AB IMPLEMENTING POLICIES Regional Cooperation 1.14 Work with Caltrans on highway improvements. Continue to work with the Caltrans to achieve timely context sensitive design solutions, funding and construction of programmed highway improvements Coordinate standards. Continue to coordinate the City s design standards for regional roadways with the standards of adjacent and overlapping agencies to provide smooth transitions for roadway users between jurisdictional boundaries Use of Congestion Management Process. Utilize the NCTPA Congestion Management Program (CMP) to determine the timing and degree of regional roadway facility improvements in accordance with regionwide plans. Actively participate in the Community-Based SR 29 Gateway Corridor Improvement Plan process to identify a funded SR 29 travel capacity enhancement through the City Regional fair-share fee program. Work with Caltrans, NCTPA, Napa County, and other jurisdictions to establish a fair-share fee program for improvements to routes of regional significance and State highways. This fee should reflect traffic generated by individual municipalities/ unincorporated communities as well as pass-through traffic. Circulation Element (updated ) Page 19

20 Street Network In general, policies pertaining to the street network in this section and others promote the maintenance and development of a well-connected circulation system that is integrated with adjacent land uses and facilitates reductions in vehicle miles traveled Implement Circulation Map. Based on the design direction from Guiding Policies 1.1 through 1.13, schedule and implement the circulation system identified in the Circulation Map (Figure 3) as development occurs. Variation from the depicted alignments for these facilities based on detailed engineering studies will not require a General Plan amendment Complete Streets. When constructing or modifying transportation facilities, consistent with Resolution , Complete Streets Policy of the City of American Canyon, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists and pedestrians appropriate for the road classification and adjacent land use. Update the Capital Improvement Program annually to incorporate necessary circulation system improvements. Evaluate projects to ensure that the safety, comfort, and convenience of pedestrians, bicyclists and transit users are given equal level of consideration to motor vehicle operators. Consider ways to increase and improve travel choices when reviewing development or transportation infrastructure projects. Consider roundabouts or other innovative designs as alternatives to stop signs and traffic signals when studying intersection configuration options. Circulation Element (updated ) Page 20

21 Require sidewalks on all arterial and collector streets. Where feasible, separate sidewalks from streets on arterials and collectors with landscaping including a tree canopy to create shade. Improve the existing street network to minimize travel times and improve mobility for transit, bicycle, and walking trips between new projects and surrounding land uses to reduce vehicle trips. Initiate modification of the General Plan Land Use Element to clearly require new development to bear responsibility for their proportional impact on emergency services Neighborhood Context. Plan for safe, complete, well connected neighborhood streets. Modify the existing street network, where possible, to enable direct physical connections within and between neighborhoods, neighborhood-commercial areas, and commercial-commercial areas, including connections accessible only by pedestrians and bicycles on existing cul-de-sac streets. Provide direct connection from residential areas to neighborhood parks and open space. Where feasible, provide pedestrian crosswalks on all intersection approaches. Implement an ADA Transition Plan that focuses on compliant sidewalk improvements that provide continuous pedestrian and wheelchair access where compatible with the surrounding area. Develop and implement a Pedestrian Master Plan (PMP) that indicates which streets in addition to arterials and collectors will install sidewalks and what other pedestrian facilities and amenities (such as resting spots ) are needed to complete the pedestrian network. Sidewalk widths and shade coverage should also be addressed in the context of the adjacent land use, vehicle volumes, and vehicle speeds. Circulation Element (updated ) Page 21

22 Maintain and update the Bikeway Master Plan (BMP) and work to fund and complete the planned bikeway system. Maintain and complete implementation of the Safe Routes to School Plan. This effort should complement the ADA Transition Plan, the PMP, and the BMP Follow adopted City standards. Build arterials, collector and local streets in accordance with adopted City standards. Improve existing facilities to conform to classification standards where possible. Exceptions to the standards may be allowed by the City Engineer where mitigation is infeasible or would conflict with other community values such as those listed below: Impacts on general safety, particularly pedestrian, bicycle, and transit safety; The right-of-way needs and the physical impacts on surrounding private or public properties; The visual aesthetics of the required improvement and its impact on community identity and character; Environmental impacts including air quality and noise impacts; and, Impacts on quality of life as perceived by residents Coordinated Traffic Control. Provide a coordinated traffic control system that moves traffic within and through the City in an efficient and orderly manner. Upgrade systems as technology evolves Access Restriction. Minimize, where possible, the number of access points along arterial roadways, including by consolidating or relocating driveways to provide for more efficient traffic movement. Circulation Element (updated ) Page 22

23 Roadway Operations and Monitoring 1.24 Impacts of new development. Based upon the findings of a transportation impact analysis, consistent with Guiding Policy 1.26, new development will be responsible for mitigation of transportation related impacts Traffic Calming. Traffic calming techniques may be employed to mitigate the traffic effects of new development on minor and major collector streets. Use the City adopted Traffic Calming Guidelines for application and design of traffic calming measures Update and adopt Transportation Impact Analysis (TIA) guidelines. Update and adopt Transportation Impact Analysis guidelines and a Multimodal LOS assessment methodology for the evaluation of potential transportation impacts resulting from new development that is specific to the City and that will supersede existing LOS standards and guidelines Traffic and accident monitoring and reduction. Establish and implement programs to help maintain satisfactory roadway performance at intersections and along roadway segments. This may include the following: o Collect and analyze traffic volume data on a regular basis, and monitor current intersection and roadway segment LOS on a regular basis. This information may be used to update and refine the City s travel forecasting model to improve estimates of future conditions. o Consider ways to shift travel demand away from the peak period using Transportation Demand Management (TDM) strategies, especially in situations where peak traffic problems result from a few major generators (e.g. large retail developments on highway corridor). Strategies to consider include: Circulation Element (updated ) Page 23

24 Encouraging employer-sponsored incentives for transit, bike, or carpool use Providing shuttle service to major events and destinations Promoting shopping or entertainment events that are at off-peak hours Coordinating centralized TDM programs that serve multiple tenants at large shopping or office centers Perform periodic evaluations of the City s (and Caltrans) traffic control system, with emphasis on traffic signal timing, phasing, and coordination to optimize flow along SR 29 and arterial corridors. Funding for Improvements 1.28 Transportation Impact Fee (TIF) and Capital Improvement Program (CIP). As part of the 20-year TIF, annually update a five-year CIP of projects required to construct and/or update circulation facilities. The analysis should identify the type of facility, length of the project, right-of-way requirements, physical improvements required and preliminary estimates of cost Utilize outside funding sources. Link improvement projects to the most current estimates of available funding from regional, State, and federal sources. Continue to participate in the effort to develop and coordinate a regional financing mechanism for major regional transportation improvements. Right-of-Way Acquisition and Preservation 1.30 Establish roadway alignments. Take appropriate action to establish precise alignments based on the Circulation Map and City Standards, and where appropriate, utilize Caltrans standards, for all existing and proposed highway, arterial and collector streets in order to identify future right-of-way needs. Plan Lines shall be adopted by the City Council Plan Line Studies included in TIF. Plan Line Studies shall be included in TIF costs. Once Plan Lines are established, new preliminary cost estimates shall be prepared and the TIF updated to reflect the revised and finalized costs. Circulation Element (updated ) Page 24

25 1.32 Right-of-Way consistency. New roadways shall follow adopted Plan Lines and shall be designed to maintain a consistent street design and right-of-way width, regardless of adjacent land uses Right-of-Way acquisition. Following the adopted plan lines, acquire public street rightof-way as opportunity for dedication and/or purchase arises. Attempt to obtain ultimate right of way and street improvements at the time of development, except when lesser right-of-way will avoid significant social, neighborhood or environmental impacts and perform the same traffic movement function Rights-of-Way fully within master plan boundaries. Planning areas shall not use roadway centerlines as boundaries. Roadways shall be built to their full width within the annexed City limits. Part-width roads shall not be permitted where master plan areas abut unincorporated properties that are not expected to be annexed to the City within the time frame of this General Plan. Road rights-of-way that demarcate the edge of a planning area shall be fully contained within the development area boundary, and expanded only within that boundary. Relationship between Modes 1.35 General transit and pedestrian access. In reviewing designs of proposed developments, ensure that provision is made for access to current and future public transit services. In particular, pedestrian access to arterial and collector streets from subdivisions should not be impeded by continuous segments of sound walls Bus access on arterials. Design considerations for arterial streets in newly developing areas should provide for bus loading and unloading without disruption of throughtraffic Standards for transit stops and headways. Coordinate with NCTPA and American Canyon Transit (ACT) to establish Citywide standards for bus stop locations and bus frequencies/headways. In industrial areas, standards may need to be adjusted to provide direct access to employee entrances. Circulation Element (updated ) Page 25

26 PEDESTRIAN AND BICYCLE ROUTES The City is ideally situated for recreational trail use, with scenic landscapes a short distance away to the east, west, and north. The City adopted a Bicycle Plan in August The Bicycle Plan was prepared in accordance with the California Bicycle Transportation Act as part of the Napa Countywide Bicycle Plan and was coordinated with existing City and Regional Plans at the time of its adoption including the 2005 South County SR 29 Corridor Study and the Draft Parks and Community Services Master Plan. The Bicycle Plan adoption is one of several City actions implementing SB 375, the Sustainable Communities Strategy Act. The goal of this local and regional planning effort is to interconnect the surrounding communities in the County with a seamless bicycle network for recreational and commuter use. The plan includes proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the partial network already in place in the City and County. The plan encourages the use of walking and bicycling and recognizes three classes of bikeways: Class I Multi Use Path. Typically known as bike paths, Class I facilities are multi-use facilities that provide a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Class II Bike Lane. Known as bike lanes, Class II facilities provide a striped and signed lane for one-way bicycle travel on each side of a street or highway. The minimum width for bike lanes ranges between four and five feet depending upon the edge of roadway conditions (curbs). Bike lanes are demarcated by a six-inch white stripe, signage and pavement legends. Class III Bike Route. Known as bike routes, Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network. Circulation Element (updated ) Page 26

27 Currently, facilities separated from vehicular traffic in the City include a discontinuous network of recreational pathways located throughout the community in City parks and on the American Canyon Creek corridor, a north-south Class I facility along Flosden Road and Newell Drive, a pathway on Wetlands Edge Road, and a segment of the Bay Trail which runs north-south on the City s west side. Class II bike lanes are provided on Elliot Drive, Broadway Street, Benton Way, Donaldson Way, American Canyon Road, and Kimberly Drive. The City does not currently have any Class III bike routes designated on City streets. Figure 5 illustrates the City s Bicycle Plan including existing and proposed bike routes. Circulation Element (updated ) Page 27

28 FIGURE 5: AMERICAN CANYON BICYCLE PLAN City of American Canyon Circulation Element (updated ) Page 28

29 2. BICYCLE AND PEDESTRIAN POLICIES GUIDING POLICIES 2.1 Promote walking and bicycling. Promote walking and bike riding for transportation, recreation, and improvement of public and environmental health. 2.2 Meet the needs of all users. Recognize and meet the mobility needs of persons using wheelchairs and those with other mobility limitations. 2.3 Develop a safe and efficient non-motorized circulation system. Provide safe and direct pedestrian routes and bikeways between places. IMPLEMENTING POLICIES Complete Streets 2.4 Integration of land use planning. Implement land use policies designed to create a pattern of activity that makes it easy to shop, play, visit friends, and conduct personal business without driving. 2.5 Provision of bicycle facilities. Facilities for bicycle travel (Class I bike/multiuse paths; Class II bike lanes, and Class III bike routes) shall be provided to complete a continuous system of cyclists as shown on Figure 5. Bike lane width shall follow State standards. In cases where existing right of way constraints limit development of Class II facilities, Class III signage and demarcation may be permitted at the discretion of the City Engineer. Deviations from these standards and from the routing shown on the diagram shall be permitted with the approval of the City Engineer. Circulation Element (updated ) Page 29

30 2.6 Street trees for shade and comfort. Ensure that planting plans for street trees take into consideration shade and comfort for pedestrians and bicyclists and traffic calming benefits. 2.7 Universal design. Provide pedestrian facilities that are accessible to persons with disabilities and ensure that roadway improvement projects address accessibility by using universal design concepts. Funding for Improvements 2.8 Funding for bikeways through street construction funds. Continue to designate a portion of the City s annual street construction and improvement fund for financing bikeway design and construction. 2.9 Bicycle Plan. Ensure that the City Bicycle Plan maintains consistency with the requirements in the Streets and Highways Code in order to be eligible for further funding for improvements from the State, such as the Bicycle Transportation Account funds Street trees in Capital Improvement Program (CIP). Include street trees as part of project design and include in the City s CIP programming and implementation Funding for Bicycle Plan through TIF. Include funding for the City s Bicycle Plan updates and bikeway improvements consistent with the Bicycle Plan in the City s TIF recognizing the multi-modal travel needs of the City. Increasing Bicycle Use and Safety 2.12 Bicycle use by City employees. Establish a program to encourage bicycle use among City employees. Circulation Element (updated ) Page 30

31 Bike storage facilities and shower and locker rooms should be provided where feasible. Funding may be provided for these facilities by incorporation into the TIF and be consistent with the Parks and Community Services Master Plan Bicycling access to parks. Provide safe bicycle access to and parking facilities at all community parks Bicycle safety. Increase the safety of those traveling by bicycle by: Sweeping debris from and repairing bicycle paths and lanes; Ensuring that bikeways are delineated and signed according to Caltrans or City standards, and that lighting is provided where needed; Providing bicycle paths and lanes on bridges and overpasses; Ensuring that all new and improved streets have bicycle-safe drainage grates and are free of hazards such as uneven pavement or gravel; Providing adequate signage and markings warning vehicular traffic of the existence of merging or crossing bicycle traffic where bike routes and paths make transitions into or across roadways; and Work with the Napa Valley Unified School District to promote classes on bicycle safety in the schools Demarcation of Class III Bikeways. In order to increase awareness of bicyclists sharing the roadway with motorized vehicles, demarcate Class III bicycle facilities, where appropriate, by painting sharrows on streets. Because of high maintenance costs associated with sharrows, their use should be prioritized on areas with higher frequency of bicycle conflicts or where the bikeway may be obscured by traffic or geometrics. At minimum, Bike Route signage should be provided to identify and guide cyclists in using the City s bikeway system Improved bikeway visibility. Use visual cues, such as brightly-colored paint on bike lanes or a one-foot painted buffer strip, along bicycle routes to provide a visual signal to drivers to watch out for bicyclists and nurture a share the lane ethic. Prioritize using areas of town where automobile-bicycle collisions have occurred in the past, based on data from the Statewide Integrated Traffic Records System maintained by the California Highway Patrol. Circulation Element (updated ) Page 31

32 Pedestrian Access and Comfort 2.17 Pedestrian access to shopping destinations. Install clearly marked crosswalks at intersections near all commercial uses, as well as clearly marked pedestrian paths within parking areas. Mid-block crossings are discouraged. However, if conditions warrant and are approved by City Engineer, crosswalks and signage indicating pedestrian activity should be installed at mid-block entrances where existing commercial uses are adjacent to other high-intensity uses, such as parks and schools where necessary for safety. Where possible, route pedestrians to grade separated crossings over State Route Pedestrian connections to employment destinations. Encourage the development of a network of continuous walkways within new commercial, town center, public, and industrial uses to improve workers ability to walk safely around, to, and from their workplaces. Where possible, route pedestrians to grade separated crossings over State Route Pedestrian connections to schools. Continue developing the existing network of walkways between schools and residential uses, and encourage the development of new continuous walkways between schools and residential uses. Where possible, route pedestrians to grade separated crossings over State Route Bicycle Master Plan. The NCTPA Countywide Bicycle Master Plan for the City of American Canyon, as it may be amended from time to time, links all community centers, civic areas, schools, and parks in the City and connects to other neighboring bikeway networks. This plan is hereby incorporated by reference into the City of American Canyon General Plan. Circulation Element (updated ) Page 32

33 PUBLIC TRANSPORTATION The City has a variety of public transportation options including fixed route systems and demand-responsive systems as well as local systems and regional systems. Figure 6 presents the existing transit available to City residents. American Canyon Transit (ACT) is a part of the Napa County Transit (VINE) family of services operated by the NCTPA. ACT is a bus service that provides a 90 minute round trip route through the City on weekdays between 7:30 AM and 6:00 PM. ACT provides one main route served by two buses, ACT-1 and ACT-2, as well as a Peak Service route during the morning. The ACT buses will deviate from routes and provide on-demand service as time permits for disabled and senior citizens. Route ACT-1 Southbound starts at 6 am weekdays from the ACT bus stop on Main Street next to Wal-Mart. ACT-1 travels southbound via Rio Del Mar to Donaldson Way and continues (blue route on Figure 5) Route ACT-2 Northbound starts at 10 am weekdays from the ACT bus stop on James Street at Crawford Way. ACT-2 travels easterly via Donaldson Way to southbound Shenandoah and continues (blue route on Figure 6). Circulation Element (updated ) Page 33

34 FIGURE 6: AMERICAN CANYON PUBLIC TRANSPORTATION City of American Canyon The AM Peak Service makes two loops in the AM. The first loop is from the Wal-Mart bus stop at 7:25 am, and the second loop is from the Rio Del Mar/Eucalyptus intersection (7-Eleven) bus stop (green route on Figure 6). This route is designated as the American Canyon High School route, as depicted on the bus front signs. The following stops are made during the AM Peak Service route: Rio Del Mar at Eucalyptus (7-Eleven) Rio Del Mar at Carolyn Circulation Element (updated ) Page 34

35 Donaldson Way at Rio Del Mar Donaldson Way at Benton Way Elliott at American Canyon Road Elliott at Knightsbridge Elliott at Kimberly Kimberly at Danrose Broadway at Ventana Broadway at Cartagena Way Newell Drive at American Canyon High School Donaldson Way at Summerwood VINE provides services outside the ACT routes between several cities in Napa County. Within the City, Route 10 and VINE 29 offer bus stops within the City limits. Route 10 (purple route on Figure 6) runs from Napa Valley College in the City of Napa to the City of Vallejo and stops at SR 29/Rio Del Mar and at the American Canyon Senior Center on Elliot Drive between Knightsbridge Way and Kimberly Drive. VINE 29 (yellow route on Figure 6) is a commuter express route from Calistoga to El Cerrito Del Norte BART and the Ferry Terminal in Vallejo. Vine 29 stops at the American Canyon Post Office at SR 29/Crawford Way. Both of these routes are available throughout the week. VINE Go is also an available door-to-door dedicated service for qualifying disabled and senior citizens. 3. PUBLIC TRANSIT POLICIES GUIDING POLICIES 3.1 Promote safe, efficient, and convenient public transportation. Promote the use of public transportation for daily trips, including to schools and workplaces, as well as other purposes. Circulation Element (updated ) Page 35

36 3.2 Work with multiple agencies and jurisdictions. Continue to cooperate with other agencies and jurisdictions to promote local and regional public transit, including ACT and VINE serving American Canyon. IMPLEMENTING POLICIES Local Transit 3.3 Improve local transit operations. Work with NCTPA to continue the present course of expanding both ACT and VINE fixed route services and improving operations. 3.4 Improvements to Demand-Responsive transit. Work with NCTPA to improve the City s demand responsive transit system and aggressively pursue transit grant funds in order to continue funding operations. 3.5 Consistency with Napa County Congestion Management System. Monitor the frequency, routing and coordination of local transit services for consistency with the requirements of the NCTPA Congestion Management Plan (CMP). The NCTPA CMP includes minimum standards regarding these factors in an effort to enhance the coordination within the regional transportation system. 3.6 Transit stop spacing. Transit stops should be spaced no further than 1,000 feet apart, if spaced for continuous service on city streets. Spacing may deviate from the general standard in industrial areas where individual businesses occupy large parcels (greater than 20 acres) and where stops should serve employee entrances directly as approved by the City Engineer. 3.7 Funding for transit services. Work with NCTPA to continue to pursue federal and State funds to subsidize capital and operating costs associated with the City s transit operation. If federal funds are reduced and capital needs are not being met, transit may be added to the TIF through a Nexus Study that after a public hearing process is approved by the City Council. Circulation Element (updated ) Page 36

37 3.8 Transit usability. Work with NCTPA to situate transit stops at locations that are convenient for transit users, and promote increased transit ridership through the provision of shelters, benches, bike racks on buses, and other amenities. 3.9 Transit services marketing. Encourage ridership on public transit systems through marketing and promotional efforts. Provide information to residents and employees on transit services available for local and regional trips Transit for seniors. Require new community care facilities and senior housing projects with over 25 beds to provide accessible transportation services for the convenience of residents Development that supports transit. Ensure that new development is designed to make transit a viable transportation choice for residents. Design options include: Have neighborhood centers or focal points with sheltered bus stops; Locate medium and high density development on or near streets served by transit wherever feasible; and Link neighborhoods to bus stops by continuous sidewalks or pedestrian paths. Regional Transit and Coordination 3.12 Regional transit to support SB 375 compliance. Coordinate with other agencies to implement regional transit solutions as part of the SB 375 Sustainable Communities Strategy Coordinate local and regional transit. As the City s local transit system continues to be developed, services should be oriented to link with other potential future commuter bus and/or commuter rail services. Circulation Element (updated ) Page 37

38 3.14 Support existing regional transit services. Continue to support the VINE service provided by NCTPA Regional Transit Agency. Support efforts to improve the coordination and efficiency of bus service on a regional level and, if appropriate, the regionalization of transit service delivery. RAILROADS Rail transportation in the City is currently limited to freight service only. No commuter rail service exists in the City or County. The main rail line (See Figure 3) in the City is owned by Union Pacific Railroad Company and enters the City parallel to and on the east side of SR 29 at the Solano County line. The rail line continues on this trajectory diverting from SR 29 s alignment north of American Canyon Road. North of Napa Junction Road, the railroad line splits. One segment heads further northeast to parallel Jameson Canyon Road towards the City of Fairfield. Another segment heads northwest under SR 29 and across Green Island Road towards the City of Sonoma. Lastly, one leg heads north past Napa County Airport, terminating just north of Kennedy Park in the City of Napa and connecting to the Napa Valley Wine Train. AIRPORT The Napa County Airport is just northwest of the City limits in unincorporated territory. It is a General Aviation airport with charter flights available, but no scheduled commercial flights. The airport can accommodate most private aircraft including jets, up to 120,000 pounds. The airport was built by the United States Army Air Force in 1942, and was deeded to Napa County after World War II for civilian use. In 1971 International Air Services Company opened a flight training school at the airport. Planning in the airport area is subject to Land Use development policies set forth in the Airport Industrial Specific Plan and the Airport Land Use Plan. The Specific Plan received a minor amendment that was adopted in The circulation system described in Airport Industrial Specific Plan are largely consistent with those designated in this Circulation Element. Circulation Element (updated ) Page 38

39 TRUCK ROUTES Truck routes are intended to carry heavyweight commercial, industrial, and agricultural vehicles through and around the community with minimum disruption to local auto traffic and minimum annoyance to residential areas. Due to the high level of existing and expected future light industrial activity in the northwest quadrant of the City, truck routes should be clearly designated so that intrusion of heavy vehicle traffic into residential areas can be avoided. Currently, SR 29 carries significant truck traffic and is designated as a Surface Transportation Assistance Act (STAA) terminal access route. The 1982 Surface Transportation Assistance Act set standards for large trucks, known as STAA trucks, and set minimum truck sizes that states allow on the National Network including the Interstate System and other defined routes, such as SR 29. Roadways identified as Industrial Collectors in the City s General Plan Circulation Map, Green Island Road, and SR 29 are the City s designated truck routes. 4. TRUCK AND RAIL GOODS MOVEMENT POLICIES GUIDING POLICIES 4.1 Promote safe and efficient goods movement. Promote the safe and efficient movement of goods via truck and rail with minimum disruptions to residential areas. 4.2 Promote railroad safety. Minimize the safety problems associated with the railroad, including the construction and maintenance of at-grade crossings and the physical barrier effect of the track alignment on the City. Circulation Element (updated ) Page 39

40 IMPLEMENTING POLICIES Truck Movement 4.3 Truck route identification. Continue to sign truck routes. Ensure that clear signage is provided from regional gateways to truck routes in the City. 4.4 New truck route designation. All highways, arterials, and industrial streets shall be designated truck routes. 4.5 Truck route design. Incorporate provisions for trucks in the design of Industrial Collector streets and other designated truck routes. Ensure that truck routes are designed according to California Legal and where appropriate STAA standards for intersections and turning movements. 4.6 Location of industrial development. Continue industrial expansion in the north industrial area to minimize the neighborhood impacts of truck movements. 4.7 Secure truck parking. Encourage high-security off-street parking for tractor-trailer rigs in industrial designated areas. Locate parking in areas with demonstrated need and where police patrol can be provided. High visibility, including good lighting, should be provided. 4.8 Financing for truck facilities. Explore possible funding sources, including user fees, to help finance truck routes and truck parking areas, at least in part. Railroad 4.9 Railroad crossing safety. Continue the ongoing comprehensive program to improve the condition and safety of existing railroad crossings by upgrading surface conditions and installing signs and signals where warranted. Participate in railroad safety education, such as Operation Lifesaver activities when offered. Circulation Element (updated ) Page 40

41 Special consideration must be given to improving east-west cross-town emergency access, potentially with a grade-separated crossing New railroad crossings. Provide new crossings across the railroad (UPRR) in conjunction with the planned roadway improvements shown on Figure 3. The provision of new crossings will ensure at least one cross-town route is maintained in case rail activity interrupts local and regional traffic flow and/or emergency access. New crossings will be at: Newell Drive (grade separated); and, Rio Del Mar or South Napa Junction Road (initially at-grade, may be grade separated in the future). Circulation Element (updated ) Page 41

42 SUSTAINABLE ROADWAY EXPANSION New roadway construction such as the system expansion included in this Circulation Element can have deleterious environmental and societal effects if not dealt with carefully, with recognition of environmental and societal impacts. Without deliberate consideration of environmental factors such as seismic and landslide activity, new roadway construction can also pose public safety hazards. The following policies complement the policies already set forth in the Circulation Element to further reduce undesirable indirect consequences of new roadway construction and existing roadway expansion. 5. SUSTAINABLE ROADWAY EXPANSION POLICIES 5.1 Parking and congestion pricing. Continue to evaluate the feasibility of implementing parking and/or congestion pricing, working with Caltrans as appropriate when considering congestion pricing strategies for SR 29. Currently, American Canyon has no downtown or another concentrated area of parking, making parking pricing infeasible. This strategy could become relevant with development of the mixeduse Town Center, and parking pricing strategies should be evaluated at that time. Additionally, the City should continue to work with Caltrans and the Metropolitan Transportation Commission (MTC), should congestion pricing for Highway 29 be considered. 5.2 Air quality monitoring. Evaluate compatibility of air quality along SR 29 with planned commercial and residential land uses within the SR 29 Priority Development Area (PDA). At the time a Specific Plan for the SR 29 PDA corridor is prepared, conduct an air quality study to evaluate transportation-generated air pollutants on sensitive receptors and propose appropriate corridor-wide techniques to filter air such as providing a double row of trees along each side of SR 29. Circulation Element (updated ) Page 42

43 Trees can help cut down air pollution by: (1) Cooling, which reduces evaporative emissions from vehicles and need for air conditioning and power generation emissions from buildings. Cooling also reduces the speed of chemical reactions that lead to the formation of ozone and particulate matter; and (2) Removal of ozone, nitrogen dioxide, and particulate matter. See Noise attenuation. Use Table 5: Noise and Land Use Compatibility Matrix as a review criterion for all development. Incorporate noise attenuation measures for all projects that have noise exposure levels of conditionally acceptable and higher; these may include: Facades constructed with substantial insulation; Sound-rated windows in habitable rooms; Sound-rated doors in all exterior entries; Active cancellation; Acoustic baffling of vents for chimneys, fans and gable ends; Ventilation system affording comfort under closed-window conditions; and Insulated doors and roofs meeting the noise-level reduction requirements. Circulation Element (updated ) Page 43

44 TABLE 5: NOISE AND LAND USE COMPATIBILITY MATRIX City of American Canyon Circulation Element (updated ) Page 44