MEMORANDUM. To: 1.0 PURPOSE

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1 MEMORANDUM To: Scott Holland, Elements Architecture From: Brian Grover, Dudek Date: July 16, PURPOSE In response to the November 4, 2013 request (RE: Incomplete Application Southern California Edison, Bishop Service Center, Conditional Use Permit (CUP) # ) from the Inyo County Planning Department, we have assessed potential traffic impacts from the proposed SCE Bishop Service Center project (project), specifically in regards to the potential traffic impacts on roadway segments (Highway 168 and Ed Powers Road) from both construction and operational traffic. 2.0 PROJECT LOCATION AND DESCRIPTION The proposed project is located south of Highway 168, approximately 0.4 miles north of Ed Powers Road, in Inyo County, approximately 3.5 miles west of Bishop. The surrounding area is primarily open space. SCE is proposing to build a new service center, which will contain a customer service building, equipment storage buildings and laydown yard, access road, and parking lots on an approximately 6-acre area within an 82-acre parcel. Off-site improvements will also include installation of a well and two new water lines. 3.0 METHODOLOGY The traffic analysis in this memorandum was performed in accordance with the California Environmental Quality Act (CEQA) and uses information from the Highway Capacity Manual and the California Department of Transportation (Caltrans). For the purposes of this memorandum, a roadway segment analysis was completed for two roads: State Route 168 (SR- 168) and Ed Powers Road. Due to the relatively small scale of the project and the minimal traffic

2 added to the existing roadways as a result of the project, an intersection analysis was not required. The roadway segment analysis is based upon the comparison of average daily traffic volumes (ADTs) to the roadway classification design capacity. Observed peak hour traffic volumes were used to determine the ADT for the roadway segments evaluated in this memorandum. The comparison of ADT to roadway capacity provides a volume to capacity (V/C) ratio that is used to determine the roadway segment Level of Service (LOS). The applicable regulations that govern the acceptable LOS are then applied to determine if any roadway segment impacts would occur as a result of the project. 3.1 Level of Service Roadway operations are measured in terms of LOS. Level of Service is a qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. LOS is defined for each type of facility that has analysis procedures available in the Highway Capacity Manual. Letters designate each LOS from A to F, with LOS A representing the best operating conditions and LOS F representing the worst. Table 1, Highway Level of Service Criteria, defines the LOS for roadway segments including segments of highway, which are typical of the facilities within Inyo County and evaluated in this memorandum (Inyo County 2009). Table 1 Highway Level of Service (LOS) Criteria Level of Service A B C D E Description Delay Maximum Vehicle to Capacity Ratio Free flow. Users are unaffected by other traffic; freedom of speed Little or no 0.29 and movement, level of comfort, convenience and safety are delay excellent. Stable flow. Users begin to notice other traffic; freedom of speed continues, but freedom to maneuver declines slightly. Stable flow. Traffic may back up behind turning vehicles. Most drivers feel somewhat restricted. Traffic signals operate at maximum efficiency. Approaching unstable flow. Maneuverability is severely limited during short periods when traffic backs up temporarily. Comfort, convenience, and safety are affected. Users wait one signal cycle to pass through a signalized intersection. Unstable flow. Traffic volumes are at or near capacity; users wait several cycles to pass through a signalized intersection. Short traffic delays Average traffic delays Long traffic delays Very long traffic delays July 2014

3 F Forced flow. Traffic volumes exceed the capacity of the street and traffic queues develop. Stop-and-go traffic conditions predominate. Excessive delay Threshold of Significance The goals and policies of the Inyo County General Plan (Inyo County 2001) Circulation Element contain the LOS threshold of significance relevant to transportation and traffic for the project and are listed below: Goal RH-1: A transportation system that is safe, efficient, and comfortable, which meets the needs of people and goods and enhances the lifestyle of the County s residents. o Policy RH-1.4, Level of Service: Maintain a minimum level of service (LOS) C on all roadways in the County. For highways within the County, LOS C should be maintained except where roadway expansions or reconfigurations will adversely impact the small community character and economic viability of designated Central Business Districts. 3.3 Study Scenarios The two study scenarios, Existing Conditions and Existing Plus Project Conditions, which are evaluated in this memorandum for traffic impacts are described below. Existing Conditions: The Existing Conditions of the roadway segments evaluated in this traffic memorandum are evaluated and used to establish the existing baseline traffic operations within the study area before the project. Existing Plus Project Conditions: The Existing Plus Project Conditions represents the existing transportation network with the addition of traffic from the project. This study scenario includes both an analysis of the roadways segments with the addition of traffic generated during construction of the project and an evaluation of these roadway segments with the addition of operational traffic generated by the project after construction is complete. 4.0 EXISTING CONDITIONS This section of the traffic study is intended to assess the existing conditions of the roadways and intersections within the vicinity of the project to determine travel flow and/or delay difficulties, if any, that exist prior to adding the traffic generated by the project. 3 July 2014

4 4.1 Roadway Segments The roadway segments analyzed in this memorandum for potential traffic impacts as a result the project are described below. SR-168: SR-168 originates near the 9,000-foot elevation of Lake Sabrina in the Inyo National Forest. From this southernmost terminus, SR-168 travels generally northeast through the Sierras for approximately 10 miles. At this location the roadway is two lanes with long, steep grades. During the winter, the higher elevations of the road receive considerable snowfall, but the road is kept open between Aspendell and Bishop. Near Bishop and the project site, the roadway is two lanes with a continuous two-way left-turn lane. SR-168 then travels northeast where it connects with US-395. It continues northeast from Big Pine to Mono County and Nevada (Inyo County Local Transportation Commission 2009). SR-168 in the vicinity of the project site is described as a rural major collector and this analysis assumes a capacity of 10,000 ADT (Caltrans 2011 & SANTEC/ITE 2000). Ed Powers Road: Ed Powers Road is a two lane rural road that is approximately 2.7 miles long and terminates at US-395 at its northernmost point and at SR-168 at its southernmost point. The roadway is typically used as a connection between US-395 and SR-168 with few intersecting roads between. Ed Powers Road is designated as a rural minor collector roadway and this analysis assumes a capacity of 8,000 ADT (Caltrans 2011& SANTEC/ITE 2000). 4.2 Existing Traffic To determine the existing roadway segment operating conditions, traffic counts were conducted for the weekday a.m. peak hour. The peak hour roadway segment volumes were counted for both SR-168 and Ed Powers Roads from 7:30 am to 8:30 am in May These peak hour volumes were then converted into ADT using the methodology in the Highway Capacity Manual for rural highways (Transportation Research Board 2000). Table 2, Existing Conditions, shows the ADT for SR-168 and Ed Power Road and the resulting LOS for these roads under existing conditions. Table 2 Existing Conditions Roadway Segment Capacity (ADT) Volume (ADT) V/C LOS SR , A Ed Powers Road 8, A 4 July 2014

5 5.0 PROJECT TRAFFIC 5.1 Project Trip Generation Construction Traffic The construction traffic that would occur during construction of the project was estimated based on the construction of similar service centers and modified for the project as appropriate. It was determined that the maximum amount of traffic that would occur during construction of the project would be 50 ADT. Construction would occur Monday through Friday from 7:00 am to 5:00 pm and is estimated to begin September 2014 and end August Operational Traffic The operational traffic resulting from the project was determined based on previous information for similar service centers and modified for the project as appropriate. It was determined that approximately 93 ADT would result from employees at the project including all SCE departments, vendor deliveries, fuel deliveries, and SCE contractors. Additionally, 70 ADT from customers traveling to and from the project were estimated to occur for a total estimated project ADT of 163. This operational traffic is estimated to begin after construction of the service center is completed in August Project Trip Distribution The traffic generated by the project during both construction and operations was assumed to travel from US-395 to SR-168 using Ed Powers Road in order to access the project site. As a conservative assumption the traffic generated during both construction and operations of the project was assumed to follow this route in order to analyze the maximum possible traffic additions to these roadways segments as a result of the project. 6.0 EXISTING PLUS PROJECT CONDITIONS 6.1 Project Construction During construction of the project approximately 50 ADT would be added to the existing roadways along SR-168 and Ed Powers Road. Table 3, Existing Plus Project Conditions Construction, shows the ADT of SR-168 and Ed Powers Road during construction of the project and the resulting LOS. 5 July 2014

6 Table 3 Existing Plus Project Conditions - Construction Roadway Segment Capacity (ADT) Volume (ADT) V/C LOS SR , A Ed Powers Road 8, A As depicted in Table 3, the addition of project traffic during construction would not result in a change to LOS D or worse for either SR-168 or Ed Powers Road. Therefore, traffic-related impacts would be less than significant as a result of the project during construction. 6.2 Project Operations After construction of the project is completed and the service center begins operation, an estimated 163 ADT would be added to the existing roadways along SR-168 and Ed Powers Road. Table 4, Existing Plus Project Conditions Operation, shows the ADT of SR-168 and Ed Powers Road during operation of the project and the resulting LOS. Table 4 Existing Plus Project Conditions - Operation Roadway Segment Capacity (ADT) Volume (ADT) V/C LOS SR , A Ed Powers Road 8, A As depicted in Table 4, the addition of project traffic during operations would not result in a change to LOS C or worse for either SR-168 or Ed Powers Road. Therefore, traffic-related impacts would be less than significant as a result of the project during operations. 6.3 Mitigation Measures As previously discussed, no significant traffic-related impacts would result from the project; and therefore, no mitigation measures would be necessary. 6 July 2014

7 7.0 REFERENCES Caltrans (California Department of Transportation) Guide for the Preparation of Traffic Impact Studies. December Accessed at: Caltrans Inyo California Road System: Functional Classification System. August 5, Inyo County Inyo County General Plan Circulation Element. December 11, Accessed at: Inyo County Inyo County Regional Transportation Plan. April 22, Prepared by Fehr & Peers. Accessed at: San Diego Traffic Engineers Council (SANTEC) and Institute of Transportation Engineers (ITE) Guidelines for Traffic Impact Studies in the San Diego Region. March 2, Transportation Research Board Highway Capacity Manual. Accessed at: 7 July 2014

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