Create a pedestrian environment that is safe, attractive, encourages walking, and is accessible to all;

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1 . This report describes the transportation conditions in the project area in terms of existing roads and traffic operations, transit service and pedestrian and bicycle conditions. It has been prepared in reference to guidelines provided in the City of Petaluma General Plan, Central Petaluma Specific Plan, City of Petaluma Implementing Zoning Ordinance, City of Petaluma Site Plan and Architectural Review Procedures and Guidelines, City of Petaluma Municipal Code, City of Petaluma Street Design and Construction Standards and Specifications and by Caltrans. Evaluations have been conducted in accordance with standard engineering practices with input from City of Petaluma staff. A. Regulatory Framework Various State and local agencies have established guidelines, regulations, and policies regarding transportation systems that are relevant to the East Washington Place project, including the City of Petaluma s General Plan and Zoning Ordinance, Central Petaluma Specific Plan, and Caltrans regulations and policies. Each of these is discussed in greater detail below.. City of Petaluma General Plan The City of Petaluma s General Plan includes a Mobility Element that provides the City s policy guidance on transportation issues. The Element contains numerous policies and programs that together are intended to achieve the following mobility priorities: Improve Petaluma s transportation system to increase mobility for all modes of travel, especially for automobiles, pedestrians, bicycles, buses, and freight and/or passenger rail transit; Provide cross-town mobility enhancements for Petaluma residents that make crossings of Highway, the Northern Pacific Railroad Tracks and the Petaluma River easier and more convenient; Create a pedestrian environment that is safe, attractive, encourages walking, and is accessible to all; Implement a bicycle network free of gaps that permits easy bicycle travel to all schools and major city destinations; Support efforts to provide regional commuter rail service to neighboring cities in Sonoma and Marin Counties; and Improve the existing bus transit system so that it is convenient and provides more frequent, regular service along major City corridors. Better coordinate the local transit system schedule and service with Sonoma County Transit, local paratransit services, and school schedules..-

2 Priorities are articulated through the goals, policies and programs listed in the General Plan. The primary goals of the General Plan Mobility Element related to the project include the following: To improve Petaluma s mobility system to increase efficiency for all modes of travel. Promote the safe movement of people and goods through Petaluma s streets. Recognize Petaluma s role in the regional mobility system. Create and maintain a safe, comprehensive, and integrated bicycle and pedestrian system throughout Petaluma that encourages bicycling and walking and is accessible to all. Enhance quality of life and community character within neighborhoods through the use of neighborhood traffic management techniques. Many of the transportation policies and programs are applicable to the proposed project; however, the policies and programs listed in Table.- are particularly relevant to the project and/or the analysis in this chapter. Programs and policies from the General Plan that are particularly relevant to the project are also included in Table.-.. City of Petaluma Implementing Zoning Ordinance The Zoning Ordinance implements the policies of the City of Petaluma's General Plan by classifying and regulating the uses of land and structures within the City of Petaluma. Parking and loading berth requirements are among the specific development matters regulated by the Zoning Ordinance. Of particular relevance to the discussion in this section is Chapter, which outlines the number of automobile and bicycle parking space requirements for different uses and provides standards for offstreet parking facilities as follows: Number of automobile and bicycle parking spaces required: General Retail: auto parking space per each square feet of gross floor area Offices: auto parking space per each square feet of gross floor area Minimum of percent of the automobile spaces required. Unless otherwise specified on a case by case basis, of the total bicycle spaces required percent should be bicycle lockers, another form of enclosed bicycle parking, or guarded parking, and percent should be covered bicycle racks. Off-Street Loading Berth Requirements. For every commercial building the number of offstreet loading berths required shall be based upon total square footage, as follows:, to, square feet of gross floor area: spaces Each additional, square feet of gross floor area: space.-

3 TABLE.- PETALUMA GENERAL PLAN POLICIES AND PROGRAMS Policy/Program Number Mobility Element Policy -P-(A) Policy -P-(B) Policy -P-(C) Policy -P- -P- -P- -P- Policy/Program Transportation impact fees will be determined based on each project s fair share of the aggregate costs of roadway improvements identified within the Mobility Element and EIR. The fee program is intended to ensure that new developments pay its proportionate fair share of traffic infrastructure improvements to mitigate direct traffic impacts from new development. Some portion(s) of the identified mobility system improvements will be constructed as part of project related frontage improvements. Maintain an intersection LOS standard for motor vehicle circulation that ensures efficient traffic flow and supports multi-modal mobility goals. LOS should be maintained at Level D or better for motor vehicles due to traffic from any development project. Require proposed development to assist, in addition to seeking other funding sources, in the funding and construction of the following improvements: Washington Street/Highway interchange improvements Rainier Avenue extension and interchange Caulfield Lane extension to Petaluma Boulevard South (southern crossing) Old Redwood Highway interchange widening Copeland Street extension to Petaluma Boulevard North Caulfield Lane/ Street Intersection Improvements Petaluma Boulevard North/Magnolia Avenue/West Street Intersection Encourage existing major employers to develop and implement Transportation Demand Management programs to reduce peak period trip generation. The City shall require Class II bike lanes on all new arterial and collector streets. -P- -P- -P- -P- All new and redesigned streets shall be bicycle and pedestrian friendly in design. Ensure that new development provides connections to and does not interfere with existing and proposed bicycle facilities. Preserve and enhance pedestrian connectivity in existing neighborhoods and require a well connected pedestrian network linking new and existing developments to adjacent land uses. Require the provision of pedestrian site access for all new development. Make bicycling and walking more desirable by providing or requiring development to -P- provide necessary support facilities throughout the city. Encourage gateway street traffic calming measures to slow traffic speeds along major -P- gateways entering Petaluma, particularly along Petaluma Boulevard South and North, East Washington Street, and Highway. Source: City of Petaluma General Plan..-

4 For every office building the number of off-street loading berths required shall be based upon total square footage, as follows:, to, square feet of gross floor area: spaces Each additional, square feet of gross floor area: space The number of off-street loading spaces may be reduced by not more than percent when a common loading facility is provided within feet of the uses served, upon the obtaining of a conditional use permit. Standards for Off-Street Loading Facilities. Each loading berth shall be not less than feet in length and feet in width exclusive of aisle or maneuvering space. Sufficient room for turning and maneuvering vehicles shall be provided on the site. Transportation Coordinator. Municipal code section. requires that employers with + employees shall provide a simple one-page document to the city naming a designated transportation coordinator describing specific incentives for employees to walk, bicycle or to take transit, thereby encouraging alternatives to driving cars to this site. Examples include lendingbicycles for short errands, monetary or other rewards for not driving, discounts for bicycling or walking, formation of groups of employees who pledge to bicycle, walk, carpool or ride transit at least once a week, etc.. City of Petaluma Site Plan and Architectural Review Procedures and Guidelines The City of Petaluma Site Plan and Architectural Review Committee (SPARC) is a five-member committee authorized by the Petaluma City Council to review site plans and architectural drawings. Standards for review address traffic circulation, off-street parking facilities (parking lot, parking stall and aisle dimensions) and pedestrian ways. Of particular relevance to the discussion in this section are the following: a. Parking Stall Minimum Standard and Compact Car Dimensions -degree angle standard parking stall dimension: x feet with minimum -foot back-up length -degree angle standard parking stall dimension:. x feet with minimum -foot back-up length -degree angle standard parking stall dimension: x feet with minimum -foot back-up length End stalls: -degree angle standard parking stall dimension: x feet (no back-up length specified) -degree angle compact parking stall dimension: x feet with minimum -foot back-up length.-

5 End stall compact: -degree angle compact parking stall dimension: x feet (no back-up length specified) b. Parking Aisles End row parking spaces shall be protected from the turning movements of other vehicles with landscape areas A minimum distance of feet shall be provided at driveway entrances between the fronting property lines and the first on-site parking spaces to provide adequate vehicular stacking space. Not more than parking stalls should be located in a row without a -foot wide minimum landscape divider strip, exclusive of concrete curbing. Alternatives will be considered by the Director or the Committee.. City of Petaluma Municipal Code and Street Design and Construction Standards and Specifications Series The City of Petaluma Municipal Code and Street Design and Construction Standards and Specifications Series provide the following guidance relevant to this section. a. Street Dimensions Arterial minimum pavement width: feet (City of Petaluma Municipal Code, chapter. Streets) Sidewalk width serving arterial: -feet Collector minimum pavement width: feet (City of Petaluma Municipal Code, chapter. Streets) Sidewalk width serving collector: feet b. Intersection Spacing (Collector Street) feet c. Driveway Widths One-way drives shall measure at least feet in width and two-way drives at least feet in width. d. Required Pedestrian Ways When required for access to shopping centers, transportation facilities, or other community facilities, the subdivider shall construct pedestrian ways not less than feet in width (subsection..)..-

6 e. Bike Lane Widths (See City of Petaluma Bicycle and Pedestrian Plan, adopted May item, below.). Central Petaluma Specific Plan The Central Petaluma Specific Plan provides specific land use and development regulations for nearly acres within the geographic heart of the city, adjacent to downtown. It includes an area that is bounded by Street on the east and north, Petaluma Boulevard on the west, and Highway on the south. The Central Petaluma Specific Plan was adopted in June of to direct new growth into this area. The proposed project site is near, but not within, the area covered by the Central Petaluma Specific Plan; however, the land use assumptions included in the Plan are relevant to the traffic study for the proposed project, especially since the traffic model used for this EIR is based on the land use assumptions in the Central Petaluma Specific Plan, as well as the General Plan.. City of Petaluma Bicycle and Pedestrian Plan (May ) Bikeways are divided into four classes, which are defined as: Class I Bike Path Class I is an off-street pathway that may be shared with pedestrians. Class II Bike Lane Class II are on-street bikeways specifically for bicycle use. They are delineated by striping, stenciling and signage. Class III Bike Route Class III are on-street bikeways that are generally delineated only by signs. Bike routes are used to connect discontinuous segments of a bikeway, or for streets that are too narrow for bike lanes but serve as an important through street. Signed bike routes should provide better bicycling conditions than other streets through increased maintenance, traffic control devices that favor bicyclists (such as bicycle sensitive detectors at signals), and restricted on-street parking in particularly narrow locations. Recreational Trail - An off-street pathway for multi-use or pedestrian use only where topography or other constraints limit the feasibility of constructing a Class I pathway but public access is highly desired. The City of Petaluma Bicycle and Pedestrian Plan (May ) contains the following goals and policies relevant to the proposed project: Goal: To create and maintain a safe, comprehensive, and integrated bicycle and pedestrian system throughout Petaluma that encourages bicycling and walking and is accessible to all. City of Petaluma website:

7 a. Bicycle Improvements Policy : Implement the bikeway system as outlined in the Bicycle and Pedestrian Plan, and expand and improve the bikeway system wherever the opportunity arises. Program A: Fund and implement the Bicycle Plan and complete gaps in the bikeway network through new development, redevelopment and the Capital Improvements Program. Program C: Design and maintain bikeways at or above local, State, and federal standards in order to maximize safety for bicyclists (e.g. width). Program F: Preserve the Highway pedestrian/bicycle over-crossing south of East Washington Street interchange. Policy : The City shall require Class II bike lanes on all new arterial and collector streets. Policy : All new and redesigned streets shall be bicycle and pedestrian friendly in design. Policy : Ensure that new development provides connections to and does not interfere with existing and proposed bicycle facilities. Policy : Strive to create a five percent bicycle commute share by. b. Pedestrian Improvements Policy : Preserve and enhance pedestrian connectivity in existing neighborhoods and require a well connected pedestrian network linking new and existing developments to adjacent land uses. Program A: Improve the pedestrian experience through streetscape enhancements, focusing improvements where there is the greatest need, and by orienting development toward the street. Program B: Improve street crossings and complete gaps in the sidewalk system through development review and capital improvement projects. Program G: Improve the integration of pedestrian projects into the Capital Improvement Program and consider opportunities to construct pedestrian improvements concurrently with other roadway improvements. Policy : Require the provision of pedestrian site access for all new development..-

8 Policy : Give priority to the pedestrian network and streetscape amenities near schools, transit, shopping, and mixed use corridors emphasized in the General Plan. c. Multi-Use Trails Policy : Establish a network of multi-use trails to facilitate safe and direct off-street bicycle and pedestrian travel. At the minimum, Class I standards shall be applied unless otherwise specified. Program C: Support the implementation of the SMART bicycle/pedestrian path along the NWPRR corridor and integrate it with the citywide bicycle network. Policy : Require all new development abutting any public trail to provide access to the trail. d. Support Facilities Policy : Make bicycling and walking more desirable by providing or requiring development to provide necessary support facilities throughout the city. Program A: Provide secure, protected parking facilities and support services for bicycles at locations with high bicycle-parking demands such as multi-family housing and shopping and employment centers. Program B: Install drinking fountains serving people and their pets in strategic locations to make it easier and healthier for pedestrians and bicyclists to be outdoors and travel long distances. Program C: Provide easily accessible and aesthetically pleasing public restrooms wherever feasible. Program D: Require projects subject to discretionary approval to install public benches where appropriate. Program E: Make bicycle and pedestrian safety improvements at street crossings a priority. Program K: Encourage and recognize Petaluma employers that (a) install more bicycle- and pedestrian-friendly facilities and (b) implement incentives to facilitate bicycling and walking as transportation. e. Implementation Policy : Utilize a creative variety of measures to fully implement all projects and programs of the Petaluma Bicycle and Pedestrian Plan. Program C: Continue the institutional structure that gives the Pedestrian and Bicycle Advisory Committee review of development and redevelopment projects that require discretionary approval..-

9 Policy : Promote public/private partnerships in the development, implementation, operation, and maintenance of bicycle and pedestrian facilities. The bicycle routes Recommended Improvements list includes Class II bike lanes along East Washington Street from Highway to Ellis Street, Class II bike lanes through the Fairgrounds parking lot from Lane through to Kenilworth Park (proposed project site), and a Class I bike lane as a public access easement through the site, connecting to the Kenilworth Overpass.. Caltrans Guidelines The California Department of Transportation is responsible for the maintenance and operation of State routes and highways. In Petaluma, in the vicinity of the project site, Caltrans facilities include Highway. Caltrans maintains a volume monitoring program and reviews local agencies planning documents (such as this EIR) to assist in its forecasting of future volumes and congestion points. The most recent traffic volume monitoring for Highway locations relevant to locations analyzed in this document occurred in June when base data were compiled for the Draft U.S. /Rainier Avenue Interchange Traffic Operations Report, Fehr and Peers, May,. Caltrans Guide for the Preparation of Traffic Impacts Studies (January ) is intended to provide a consistent basis for evaluating traffic impacts to State facilities. The City recognizes that Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State highway facilities; however, Caltrans acknowledges that this may not always be feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS.. City of Petaluma Draft Guidelines for Traffic Impact Studies The City of Petaluma also has Draft Guidelines for the Preparation of Traffic Impact Studies (TIS). The purpose of these guidelines is to provide a standard for traffic impact studies required for projects proposed in the City of Petaluma. The primary objectives of the guide are to provide guidance in determining if and when a TIS is needed; study requirements early in the project planning process to eliminate potential delays; consistency and uniformity in the identification of traffic impacts generated by proposed projects; a quality TIS by agreeing to the assumptions, data requirements, study scenarios, and analysis methodologies prior to beginning the TIS; and early coordination during the planning phases of a project to reduce the time and cost of preparing a TIS. City of Petaluma, Draft U.S. /Rainier Avenue Interchange Traffic Operations Report, Fehr and Peers, May,. California Department of Transportation,, Caltrans Guide for the Preparation of Traffic Impact Studies, June..-

10 B. Existing and Future (Without Project) Conditions The street grid in Petaluma is oriented so that Highway runs northwest and southeast and roadways on the east side of Highway follow this orientation; however, throughout this section, Highway and parallel roads are described as north-south facilities, while roadways perpendicular to Highway are described as east-west facilities.. Roadways The East Washington Place project site is bordered by East Washington Street (north side), Highway (east side), Kenilworth Drive and the Sonoma-Marin Fairgrounds, City swim center-skate park (west side) and Lane (south side). It is served directly by Kenilworth Drive which runs along most of the project s western boundary, and Lane, which connects to Kenilworth Drive at the southern tip of the project site. Regional access is provided by Highway. Primary site access is planned via Johnson Drive, an off-site roadway that would replace the existing Kenilworth Drive connection to East Washington Street opposite Ellis Street. Johnson Drive is planned to extend around the west and south sides of the City swim center and skate park to connect at a tee intersection with an improved and realigned Kenilworth Drive. Kenilworth Drive would be extended north of the intersection with Johnson Drive and would intersect East Washington Street at a new right turn in/right turn out location east of the Johnson Drive/Ellis Street intersection. Access from the project site to Highway is provided by the East Washington Street/Highway interchange (just east of the site) and the Street/Highway interchange, located south of the site. Street and the Highway / interchange are accessed via either a direct Lane connection to Street, or via the route option of using Street and Caulfield Lane between Lane and Street. Roadways that could potentially be used by project traffic are described below, while a schematic presentation of existing intersection approach lanes and control are presented in Figures.- and.-. The northeast corner of the project site incorporates Caltrans long-term plans to improve the Highway southbound on-ramp at East Washington Street. According to Caltrans, the change to the on-ramp would smooth the transition onto the freeway to conform with current safety standards. a. Freeway Highway is a major north-south, four- to eight-lane freeway that extends from northern Washington State near the Canadian border south through Oregon and California. Within the project area, Highway is a four-lane freeway connecting Petaluma to communities such as Rohnert Park and Santa Rosa to the north, and Marin County and San Francisco to the south. Interchanges nearest the project site are provided at East Washington Street and Street/ Highway..-

11 Caulfield C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps SB Ramps Caulfield NOT TO SCALE N F I G U R E. - e x i s t i n g i n t e r s e c t i o n l a n e g e o m e t r i c s a n d c o n t r o l McDowell SB Ramps/ NB Ramps Ellis Kenilworth Ellis St McDowell Blvd PROJECT SITE D St = Signal = All Way Stop EWashington St "D" St = Side Street Stop Sign St St Lane Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Hwy Source: Crane Transportation Group, December

12 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NOT TO SCALE F I G U R E. - e x i s t i n g r o a d w a y s y s t e m a n d t r a v e l l a n e s N Ellis St McDowell Blvd PROJECT SITE St "D" St St Sonoma- Marin Fairgrounds St Kenilworth Dr Ln Caulfield Ln Auxiliary Lane (Temporary until Ramp is Reconfigured) Hwy Source: Crane Transportation Group, December

13 b. Streets As described in the General Plan and the Central Petaluma Specific Plan, roadways that cross the Petaluma River and Northwestern Pacific (NWP) Railroad are the most critical elements of the local street circulation system. There are three existing local street crossings of the river in the project site vicinity: East Washington Street, Street and D Street. South of D Street, there are no crossings of the river or the railroad, and any future crossings in this area would be complicated by the need to maintain the navigability of the river channel(s) as well as coordination with the North Coast Railroad Authority (NCRA), the SMART bicycle/pedestrian path along the NWPRR corridor and Public Utilities Commission (PUC) regarding rail crossings. East Washington Street is a major east-west arterial roadway serving central Petaluma. It extends from Adobe Road in eastern Petaluma through the city to its western boundary. The roadway has an interchange with Highway, crosses the Petaluma River and Northwestern Pacific Railroad, and provides access to downtown Petaluma. West of downtown, the roadway name changes to Bodega Avenue and it serves a regional function in providing access to southwest Sonoma County and Bodega Bay on the coastline. The roadway s central location in the city as an east-west arterial, results in all transit routes in Petaluma traveling on Washington Street for portions of their routes. The high traffic volumes it carries, approximately, vehicles per day near the freeway, make East Washington Street the most heavily traveled route in the city. The East Washington Street/Highway interchange provides the closest freeway access to the project site. In the project study area, the roadway has signalized intersections with McDowell Boulevard, Highway Northbound Ramps, Highway Southbound Ramps, Kenilworth Drive /Ellis Street, Street, and Street. In the project vicinity, East Washington Street has two travel lanes in each direction with separate turn lanes at intersections. It has narrow sidewalks on the south side, discontinuous sidewalks on the north side, and no bicycle lanes. On-street parking is not allowed along the north or south sides of the street. The Ellis Street/ Kenilworth Drive intersection has crosswalks with pedestrian controls on all approaches. The posted speed limit is miles per hour (mph). Caltrans has long-term plans to improve the Highway southbound on-ramp at East Washington Street. According to Caltrans, the improved on-ramp would smooth the transition onto the freeway to conform with current safety standards. Street is a major north-south arterial roadway extending from an interchange with the Highway freeway north across the Petaluma River to Petaluma Boulevard North. It has four travel lanes south of D Street, transitioning to two travel lanes north of East Washington Street. Street has signalized intersections with East Washington Street, D Street, Caulfield Lane and the Highway southbound ramps. The roadway becomes Highway (State Route ) at the Highway interchange, extending southeast to provide connections to roadways serving the town of Sonoma, Carneros Valley, and southern Napa County. A short segment of Lake-.-

14 ville Street has red-paved bicycle lanes near the Petaluma Depot, however, bicycle lanes do not continue beyond this segment. The posted speed is miles per hour. D Street is a two-lane arterial roadway that provides access through the city to rural western Marin County. Along with Washington Street and Street, D Street provides one of the few roadway crossings of the Petaluma River in the study area. The river crossing has a drawbridge which can create delays for vehicles, pedestrians and bicycles when raised for boat traffic. D Street has separate turn lanes at some intersections. D Street provides direct access to the west side of the Sonoma-Marin Fairgrounds. The posted speed is miles per hour. McDowell Boulevard is a four-lane, north-south arterial roadway that extends along the east side of Highway, from Highway north to Old Redwood Highway. It has two travel lanes in each direction, a raised median, and left turn lanes at intersections. McDowell Boulevard is a designated bicycle route in the City of Petaluma Bicycle Plan, however, facilities for bicycles frequently change along this route. The posted speed is miles per hour. Street is a two-lane north-south arterial roadway that extends north from Caulfield Lane to Petaluma Boulevard North. It has separate turn lanes at major intersections. In the project vicinity (at D Street) it provides access to the west side of the Sonoma-Marin Fairgrounds. The posted speed is miles per hour. Kenilworth Drive is a two-lane north-south local street extending from East Washington Street (opposite Ellis Street) south to Lane. It provides access to the Sonoma-Marin Fairgrounds, a park and ride lot, City Swim Center and Skate Park, the former site of Kenilworth Junior High School (proposed project site) and Kenilworth Park sportsfields and industrial/warehousing uses. The roadway is aligned around the north side of the Swim Center and Skate Park, runs parallel to the (former) school property and continues south to the sportsfields and industrial /warehousing uses. The existing roadway is poorly defined east of the Swim Center, through parking areas formerly serving the school. It has poor pavement condition, and no consistent curbs, gutters or sidewalks. There are no posted speed limits on Kenilworth Drive. Ellis Street is a two-lane north-south local street extending from Madison Street south to East Washington Street (opposite Kenilworth Drive). It serves retail commercial uses at East Washington Street, and primarily residential uses north of the commercial land uses along East Washington Street. The posted speed is miles per hour. Lane is a two-lane east-west local street extending between Kenilworth Drive and Street. It serves industrial/warehouse and office uses south of the Sonoma-Marin Fairgrounds..-

15 Caulfield Lane extends from east of Ely Road in eastern Petaluma west to a four-way intersection with Street. It is a four-lane arterial roadway between Ely Road and Street. With an overcrossing of the Highway freeway, the street provides a major route between southeast and southwest Petaluma. The posted speed is miles per hour. This roadway has recently been extended and is planned to have a major extension in the future. See Section.c.i. (fourth bullet item) of this section for a description of this planned improvement.. Volumes a. Existing Volumes For this traffic study, weekday AM, weekday PM and Saturday PM peak hour analysis was conducted for the major intersections listed below serving the project site. Weekday AM and PM peak period counts were conducted by the City of Petaluma in and by Crane Transportation Group (CTG) in February,, and Saturday peak period counts were conducted by (CTG) in February,.. East Washington Street/McDowell Boulevard. East Washington Street/ Highway Northbound Ramps. East Washington Street/Highway Northbound Ramps. East Washington Street/Ellis Street Kenilworth Drive (future Johnson Drive). East Washington Street/ Street. East Washington Street/ Street. Street/D Street. Street/ Lane. Street/Caulfield Lane. Street/Highway Southbound Ramps. Highway/Highway Northbound Ramps. Caulfield Lane/ Street. Lane/ Street Figures.-,.-, and.- present existing weekday AM, weekday PM and Saturday PM peak hour volumes at the analysis intersections. As allowed by CEQA, this serves as the baseline for this traffic analysis. b. Future (Without Project) Volumes Base Case The proposed project s traffic impacts have been evaluated in relation to Near Term Base Case without project and Year (Long Term) without project conditions. In this study, Near Term Base Case conditions (Base Case) reflects conditions when the project is expected to be completely constructed and fully occupied. Year conditions represents the City s General Plan buildout.-

16 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps F I G U R E. - e x i s t i n g w e e k d a y a m p e a k h o u r v o l u m e s NB Ramps McDowell Ellis Kenilworth SB Ramps D St Lane Caulfield EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds McDowell Blvd PROJECT SITE Caulfield Ln Hwy Caulfield Source: Crane Transportation Group, December

17 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps F I G U R E. - w e e k d a y e x i s t i n g p m p e a k h o u r v o l u m e s NB Ramps McDowell Ellis Kenilworth SB Ramps D St Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Caulfield Ln Hwy McDowell Blvd PROJECT SITE Caulfield Source: Crane Transportation Group, December

18 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps F I G U R E. - e x i s t i n g s a t u r d a y p e a k h o u r v o l u m e s NB Ramps McDowell Ellis Kenilworth SB Ramps D St Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Caulfield Ln Hwy McDowell Blvd PROJECT SITE Caulfield Source: Crane Transportation Group, December

19 horizon. This section details the process to determine without project traffic conditions for both horizon years. Base Case conditions include traffic generated by approved development throughout the city, as well as projects that are under construction. These projects are listed on the City s Major Development Projects List as approved. Appendix E provides the City s Major Development Projects list as of July, and notes which projects have received approvals. i. Roadway and Intersection Improvements (to be assumed in place by the Base Case horizon) Figure.- shows the roadway network assumed in place for Base Case conditions. East Washington Street New Northbound On-Ramps to Highway : Construction of new northbound on-ramps to Highway. Design will include dual left and right-turn lanes. This improvement is fully funded. East Washington Street Modified Southbound On-Ramp to Highway : Construction and striping of a two-lane southbound on-ramp and provision of a southbound auxiliary lane. This improvement is fully funded. ii. Major Development Projects Trip Generation Trip generation was projected for all approved major development projects in the City based upon traffic generation rates in the standard national averages reported in the Institute of Transportation Engineers Trip Generation ( th Edition) reference. Information on major development projects was obtained from City of Petaluma staff. This list is contained in Appendix E. iii. Regional Traffic Growth on Highway Northbound and southbound peak hour traffic volumes on Highway were derived from modeling information developed through the U.S./Rainier Avenue Interchange Traffic Operations Report (SPSR), May, (SPSR), employing the current City-wide Traffic Model. iv. Major Development Projects Trip Distribution The estimated distribution of major development traffic was based primarily upon the residential, recreational, shopping and employment distribution patterns developed for the City-wide Traffic Model. The inbound and outbound traffic generation from each development was distributed according to the percentages shown in Table.-. The resultant weekday AM, weekday PM and Saturday PM peak hour Base Case volumes are presented in Figures.-,.- and.-. c. Future (Without Project) Volumes Year Conditions The year baseline conditions include General Plan buildout land use assumptions for the City of Petaluma, which include all projects shown in Appendix E, the city s list of Major Development Projects, and includes other buildout such as office, commercial, residential and.-

20 Caulfield C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps SB Ramps Caulfield NOT TO SCALE N v F I G U R E. - N e a r T e r m b a s e C a s e ( w i t h o u t p r o j e c t ) i n t e r s e c t i o n l a n e g e o m e t r i c s a n d c o n t r o l McDowell SB Ramps NB Onramp NB Ramps Ellis Kenilworth Ellis St McDowell Blvd PROJECT SITE D St = Signal = All Way Stop EWashington St = Side Street Stop Sign "D" St St St Lane Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Hwy Source: Crane Transportation Group, December

21 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps v F I G U R E. - n e a r t e r m b a s e c a s e ( w i t h o u t p r o j e c t ) a m p e a k h o u r v o l u m e s NB Onramp NB Ramps McDowell Ellis Kenilworth SB Ramps D St Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds McDowell Blvd Caulfield PROJECT SITE Caulfield Ln Hwy Caulfield Source: Crane Transportation Group, December

22 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps v F I G U R E. - n e a r t e r m b a s e c a s e ( w i t h o u t p r o j e c t ) p m p e a k h o u r v o l u m e s NB Onramp McDowell D St NB Ramps Ellis Kenilworth SB Ramps Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Caulfield Ln Hwy McDowell Blvd PROJECT SITE Caulfield Source: Crane Transportation Group, December

23 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps F I G U R E. - n e a r t e r m b a s e c a s e ( w i t h o u t p r o j e c t ) s a t u r d a y p e a k h o u r v o l u m e s NB Onramp McDowell D St NB Offramp Ellis Kenilworth SB Ramps Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Caulfield Ln Hwy McDowell Blvd PROJECT SITE Caulfield Source: Crane Transportation Group, December

24 Caulfield C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NOT TO SCALE NB Ramps N SB Ramps v F I G U R E. - y e a r b a s e c a s e ( w i t h o u t p r o j e c t ) i n t e r s e c t i o n l a n e g e o m e t r i c s a n d c o n t r o l McDowell SB Ramps/ NB Onramp NB Ramps Ellis Kenilworth = Signal = All Way Stop EWashington St Ellis St "D" St St St Lane Kenilworth Dr Sonoma- Marin Fairgrounds McDowell Blvd PROJECT SITE Caulfield Ln Hwy Caulfield D St Source: Crane Transportation Group, December

25 TABLE.- TRAFFIC DISTRIBUTION FOR MAJOR DEVELOPMENT PROJECTS Percent Commercial Development Percent Residential Development Direction AM PM AM PM Highway North Highway South Highway Central Downtown Petaluma and West City of Petaluma East of Highway (via East Washington Street, McDowell Boulevard and Caulfield Lane Local to Project Vicinity Just East of Highway TOTAL % % % % Source: Current City-wide Traffic Model, City of Petaluma,. institutional uses. The model shows traffic from analysis zones containing project uses assigned primarily to East Washington Street via Kenilworth Drive, a D Street connection between Street and Kenilworth Drive, Street and Lane. Fairgrounds parcels were assumed developed according to General Plan buildout assumptions. However, specific roadway connections, other than the D Street connection to Kenilworth Drive, are not assumed. i. Roadway and Intersection Improvements (to be assumed in place by ) Figure.- shows roadway and intersection improvements assumed to be in place by year. They include the following: Rainier Extension and Overcrossing and Interchange: Construction of a four-lane divided arterial along Rainier Avenue from North McDowell Boulevard to Petaluma Boulevard North with an overcrossing and Highway tight diamond or partial cloverleaf interchange design. This project has been under consideration for several decades; however, the City has not made a final decision on this project or dedicated funding for its construction. Widening of Highway : Widening from four to six lanes to include a new high-occupancy vehicle (HOV) lane as part of the Sonoma-Marin Narrows Project. This widening project is included in Tier funding in the Metropolitan Transportation Commission s Regional Transportation Plan..-

26 D Street Extension: Construction of D Street extension eastbound to connect with the Kenilworth Drive-Ellis Street intersection. This connection is anticipated to accompany buildout of the fairgrounds and surrounding areas. Caulfield Lane Extension: Construction of a southern crossing of the Petaluma River to connect Petaluma Boulevard South from below the Highway bridge over the Petaluma River, to Street near Caulfield Lane. This project has also been under consideration for several decades; however, the City has not made a final decision on this project or dedicated funding for its construction. ii. Conditions Trip Generation Traffic volume turning movements at intersections were derived from data available through the current citywide traffic model. The model projects traffic volumes on specific roadway segments, based on inputs such as land use, roadway capacities and travel behavior. Buildout of the General Plan land uses, including all Major Development Projects, is assumed. iii. Regional Traffic Growth on Highway Northbound and southbound PM peak hour traffic volumes on Highway were obtained from modeling information developed through the Draft U.S. /Rainier Avenue Interchange Traffic Operations Report, Fehr and Peers, May,, and the current citywide traffic model. iv. Conditions Trip Distribution Residential, recreational, shopping and employment distribution patterns were developed for the citywide traffic model. The resultant weekday AM, weekday PM and Saturday PM peak hour year Base Case volumes are presented in Figures.-,.- and.-.. Intersection Level of Service a. Analysis Methodology i. Signalized Intersections Intersections, rather than roadway segments between intersections, are almost always the capacity controlling locations for any circulation system. For signalized intersections, the Highway Capacity Manual (Transportation Research Board, National Research Council) methodology was utilized. With this methodology, operations are defined by the level of service and average control delay per vehicle (measured in seconds) for the entire intersection. For a signalized intersection, control delay is the portion of the total delay attributed to traffic signal operation. This includes delay associated with deceleration, acceleration, stopping, and moving up in the queue. Greater detail regarding the LOS/delay relationship is provided in Table.-..-

27 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps v F I G U R E. - b a s e c a s e ( w i t h o u t p r o j e c t ) a m p e a k h o u r v o l u m e s w i t h t h e r a i n i e r i n t e r c h a n g e NB Onramp McDowell D St NB Ramps Ellis Kenilworth SB Ramps Lane EWashington St "D" St Ellis St "D" St St St Kenilworth Dr Sonoma- Marin Fairgrounds McDowell Blvd PROJECT SITE Caulfield Ln Caulfield Hwy Caulfield Source: Crane Transportation Group, December

28 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps v F I G U R E. - b a s e c a s e ( w i t h o u t p r o j e c t ) p m p e a k h o u r v o l u m e s w i t h t h e r a i n i e r i n t e r c h a n g e NB Onramp McDowell D St NB Ramps Ellis Kenilworth SB Ramps Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Caulfield Ln Hwy McDowell Blvd PROJECT SITE Caulfield Source: Crane Transportation Group, December

29 C I T Y O F P E T A L U M A E A S T W A S H I N G T O N P L A C E E I R NB Ramps NOT TO SCALE N SB Ramps v F I G U R E. - b a s e c a s e ( w i t h o u t p r o j e c t ) s a t u r d a y p e a k h o u r v o l u m e s w i t h t h e r a i n i e r i n t e r c h a n g e NB Onramp McDowell D St NB Ramps Ellis Kenilworth SB Ramps Lane EWashington St "D" St "D" St Ellis St St St Kenilworth Dr Sonoma- Marin Fairgrounds Caulfield Ln Caulfield Ln Hwy McDowell Blvd PROJECT SITE Caulfield Source: Crane Transportation Group, December

30 TABLE.- SIGNALIZED INTERSECTION LOS CRITERIA Level of Service A B C D E F Description Operations with very low delay occurring with favorable progression and/or short cycle lengths. Operations with low delay occurring with good progression and/or short cycle lengths. Operations with average delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures begin to appear. Operations with longer delays due to a combination of unfavorable progression, long cycle lengths, and/or high volumeto-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable. Operations with high delay values indicating poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent occurrences. This is considered to be the limit of acceptable delay. Operation with delays unacceptable to most drivers occurring due to oversaturation, poor progression, or very long cycle lengths. Average Control Delay* (Seconds Per Vehicle) <.. to.. to.. to.. to. >. * Control delay includes initial deceleration delay, queue move-up time, stopped delay, and acceleration delay. Source: Highway Capacity Manual (Transportation Research Board, ). ii. Unsignalized Intersections For unsignalized (all-way stop-controlled and side-street stop-controlled) intersections, the Highway Capacity Manual (Transportation Research Board, National Research Council) methodology for unsignalized intersections was utilized. For side-street stop-controlled intersections, operations are defined by the level of service and average control delay per vehicle (measured in seconds), with delay typically represented for the stop sign controlled approaches or turn movements. For all-way stop-controlled intersections, operations are defined by the average control delay for the entire intersection (measured in seconds per vehicle). The delay at an unsignalized intersection incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue. Greater detail is provided in Table.-..-

31 TABLE.- UNSIGNALIZED INTERSECTION LOS CRITERIA Level of Service Average Control Delay* (Seconds Per Vehicle) Description A Little or no delay <. B Short traffic delays. to. C Average traffic delays. to. D Long traffic delays. to. E Very long traffic delays. to. F Extreme traffic delays with intersection capacity exceeded (for an all-way stop), or with approach/turn movement capacity exceeded (for a side street stop controlled intersection) * Control delay includes initial deceleration delay, queue move-up time, stopped delay, and acceleration delay. Source: Highway Capacity Manual (Transportation Research Board, ). >. b. Standards The City of Petaluma s General Plan considers LOS D to be the poorest acceptable operation for signalized, all-way-stop and side street stop sign controlled intersections. For signalized intersections that operate at an LOS E under existing conditions (prior to the project analysis), the City considers it significant if the LOS deteriorates to the next lowest level. The City has no standards for turn movements from private driveways. c. Existing Intersection Operating Conditions Tables.-,.- and.- show that all study area intersections are operating at good to acceptable (LOS D or better) levels of service during the weekday AM, weekday PM and Saturday PM peak traffic hours. d. Future Intersection Operating Conditions Base Case (Without Project) Tables.-,.- and.- show that all intersections would be operating at acceptable weekday AM, weekday PM and Saturday PM peak hour Base Case levels of service, with the following exceptions: Weekday PM Peak Hour Street/D Street LOS E PM peak hour signalized operation.-

32 TABLE.- INTERSECTION LEVEL OF SERVICE AND SECONDS OF DELAY WEEKDAY AM PEAK HOUR Intersection Existing Base Case (w/o Project) Year (w/o Project). E. Washington Street/McDowell Blvd. (Signal) C-. a C-. C-.. E. Washington Street/Highway Northbound Ramps (Signal). E. Washington Street/Highway Southbound Ramps (Signal). E. Washington Street/Ellis Street-Kenilworth Street (Signal) A-. a A-. A-. C-. a C-. B-. B-. a B-. B-.. E. Washington Street/ Street (Signal) B-. a B-. C-.. E. Washington Street/ Street (Signal) B-. a B-. C-.. Street/D Street (Signal) C-. a D-. D-.. Street/ Lane (Side Street Stop Sign Control Existing/Signal for ) B-. b B-. A-. a. Street/Caulfield Lane (Signal) B-. a B-. F->.. Street/Highway Southbound Ramps (Signal). Street /Highway Northbound Ramps (Signal) C-. a C-. C-. A-. a B-. C-.. Caulfield Lane/ Street (Signal) B-. a B-. C-.. Lane/ Street (All-Way Stop Sign Control) A-. c A-. A-. a Signalized LOS vehicle control delay in seconds. b Unsignalized LOS worst case approach vehicle control delay in seconds ( Lane westbound approach). c All-way stop LOS average vehicle control delay in seconds. Highway Capacity Manual Operations Methodology Bold typeface indicates unacceptable level of service and delay. Source: Crane Transportation Group. Saturday PM Peak Hour Street/D Street LOS F Saturday PM peak hour signalized operation e. Future Intersection Operating Conditions Year (Without Project) Tables.-,.-, and.- show that all intersections would be operating at acceptable levels of service in the Year, with the following exceptions:.-

33 TABLE.- INTERSECTION LEVEL OF SERVICE AND SECONDS OF DELAY WEEKDAY PM PEAK HOUR Base Case Year Intersection Existing (w/o Project) (w/o Project). E. Washington Street/McDowell Blvd. (Signal) D-. a D-. D-.. E. Washington Street/Highway Northbound Ramps (Signal) c-. a A-. B-.. E. Washington Street/Highway Southbound Ramps (Signal) C-. a C-. C-.. E. Washington Street/Ellis Street-Kenilworth Street (Signal) B-. a B-. B-.. E. Washington Street/ Street (Signal) B-. a C-. C-.. E. Washington Street/ Street (Signal) C-. a C-. C-.. Street/D Street (Signal) D-. a E-. E-.. Street/ Lane (Side Street Stop Sign B-. b C-. A-. Control Existing & Base Case/Signal for Year ). Street/Caulfield Lane (Signal) B-. a C-. F->.. Street/Highway Southbound Ramps (Signal) B-. a B-. D-.. Street/Highway Northbound Ramps (Signal) B-. a B-. D-.. Caulfield Lane/ Street (Signal) B-. a B-. C-.. Lane/ Street (All-Way Stop Control) A-. c A-. B-. a Signalized LOS vehicle control delay in seconds. b Unsignalized LOS worst case approach vehicle control delay in seconds ( Lane westbound approach). c All-way stop LOS average vehicle control delay in seconds. Highway Capacity Manual Operations Methodology Bold typeface indicates unacceptable level of service and delay. Source: Crane Transportation Group. Weekday AM Peak Hour Street/Caulfield Lane LOS F AM peak hour signalized operation Weekday PM Peak Hour Street/D Street LOS E PM peak hour signalized operation Street/Caulfield Lane LOS F PM peak hour signalized operation Saturday PM Peak Hour Street/D Street LOS F PM peak hour signalized operation.-