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Home My WebLink AboutTSM20-0004 Transportation Impact Study - Orchardcrest Subdivision Project 02.06.23 490 Mendocino Avenue, Suite 201 SANTA ROSA, CA 95401 707.542.9500 w-trans.com Draft Report Transportation Impact Study for Orchardcrest Subdivision Project Prepared for the County of Butte February 6, 2023 i Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Table of Contents Executive Summary .......................................................................................................................................................... 1 Introduction........................................................................................................................................................................ 2 Transportation Setting .................................................................................................................................................... 5 Project Data ........................................................................................................................................................................ 7 Circulation System ............................................................................................................................................................ 9 Safety Issues ..................................................................................................................................................................... 12 Emergency Access .......................................................................................................................................................... 14 Capacity Analysis............................................................................................................................................................. 15 Parking ............................................................................................................................................................................... 23 Conclusions and Recommendations ......................................................................................................................... 24 Study Participants and References ............................................................................................................................. 25 Figures 1. Study Area and Existing Lane Configurations ............................................................................................................... 4 2. Site Plan .................................................................................................................................................................................... 8 3. Existing Traffic Volumes ..................................................................................................................................................... 17 4. Future Traffic Volumes ....................................................................................................................................................... 19 5. Project Traffic Volumes and Trip Distribution ............................................................................................................. 21 Tables 1. Collision Rates at the Study Intersections....................................................................................................................... 6 2. Trip Generation Summary ................................................................................................................................................... 7 3. Trip Distribution Assumptions ........................................................................................................................................... 7 4. Planned Bicycle Facility Summary .................................................................................................................................. 10 5. Two-Way Stop-Controlled Intersection Level of Service Criteria ........................................................................... 15 6. Operational Class and Peak Hour Level of Service Thresholds ............................................................................... 15 7. Existing Peak Hour Intersection Levels of Service ...................................................................................................... 18 8. Oroville Dam Boulevard Roadway Segment Levels of Service ............................................................................... 18 9. Future Peak Hour Intersection Levels of Service ........................................................................................................ 20 10. Existing and Existing plus Project Peak Hour Intersection Levels of Service ...................................................... 20 11. Future and Future plus Project Peak Hour Intersection Levels of Service ........................................................... 22 ii Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Appendices A. Collision Rate Calculations B. Left-turn Lane Warrants C. Intersection Level of Service Calculations 1 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Executive Summary The Orchardcrest subdivision project site is located north of Oroville Dam Boulevard (SR 162) and between 10th Street and Middlehoff Lane in unincorporated Butte County. The project involves development of 92 single-family houses on a currently vacant lot. The proposed project would be expected to generate an average of 868 daily trips, including 64 during the morning peak hour and 86 during the evening peak hour. Pedestrian facilities are generally adequate. Bicycle facilities within the project study area are generally adequate and will improve upon completion of the planned facilities included in the Butte County Association of Governments’ (BCAG) Transit & Non-Motorized Plan. Access to transit facilities is adequate. A sidewalk or pedestrian pathway should be provided to connect the proposed sidewalk on Middlehoff Lane to the existing sidewalk on Oroville Dam Boulevard. It is also recommended that the project’s frontage improvements on Middlehoff Lane be designed to allow for the future provision of Class II bike lanes, as identified in BCAG’s Transit & Non-Motorized Plan. The project site would be accessed by new public streets connecting to Orchardcrest Drive, 10th Street, and Middlehoff Lane. Left-turn lanes onto the proposed new streets are not warranted. Sight distances at the proposed connection locations are adequate for entering and exiting drivers. To preserve existing sight lines, any new signage, monuments, other structures, or landscaping to be placed near the project entrances should be positioned outside of the vision triangles of a driver waiting on the minor street approach. Maximum queues are expected to remain within the existing storage lengths for all study intersections for all evaluated scenarios. Proposed site access and on-site circulation are expected to function acceptably for emergency response vehicles with incorporation of applicable design standards into the site layout. Traffic from the proposed development would be expected to have a less-than-significant impact on emergency response times. The study intersections of Oroville Dam Boulevard/10th Street and Oroville Dam Boulevard/Middlehoff Lane are currently operating acceptably at LOS A during both the morning and evening peak hours and would be expected to continue to operate at LOS A under future volumes and with project trips added. The study segment of Oroville dam Boulevard is currently operating acceptably at LOS C during both the morning and evening peak hours and would be expected to continue to operate acceptably at LOS C under future volumes and with project trips added. The project as proposed would need to provide 184 parking spaces in garages, driveways, and or on-street. 2 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Introduction This report presents an analysis of the potential transportation impacts and operational effects that would be associated with development of the proposed Orchardcrest subdivision to be located on a vacant parcel north of Oroville Dam Boulevard (SR 162) and between 10th Street and Middlehoff Lane in unincorporated Butte County. The traffic study was completed in accordance with the criteria established by the County of Butte and is consistent with standard traffic engineering techniques. Prelude The purpose of a transportation impact study (TIS) is to provide County staff and policy makers with data that they can use to make an informed decision regarding the potential transportation impacts of a proposed project, and any associated improvements that would be required to mitigate these impacts to an acceptable level under the California Environmental Quality Act (CEQA), the County’s General Plan, or other policies. Impacts associated with access for pedestrians, bicyclists, and to transit; the vehicle miles traveled (VMT) generated by the project; potential safety concerns such as increased queuing in dedicated turn lanes, adequacy of sight distance, need for turn lanes, and need for additional right-of-way controls; and emergency access are addressed in the context of the CEQA criteria. It is noted that while an analysis of potential Vehicle Miles Traveled (VMT) impacts is required under CEQA, this analysis was completed separately from the TIS by the development team and County staff and is therefore not included in this report. While no longer a part of the CEQA review process, vehicular traffic service levels at key intersections and a highway segment were evaluated for consistency with General Plan policies by determining the number of new trips that the proposed use would be expected to generate, distributing these trips to the surrounding street system based on anticipated travel patterns specific to the proposed project, then analyzing the effect the new traffic would be expected to have on the study intersections and roadway segment and determining the need for improvements to maintain acceptable operation. Adequacy of parking is also addressed as a policy issue. Applied Standards and Criteria The report is organized to provide background data that supports the various aspects of the analysis, followed by the assessment of CEQA issues and then evaluation of policy-related issues. The CEQA criteria evaluated are as follows. Would the project: a. Conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities? b. Conflict or be inconsistent with CEQA Guidelines § 15064.3, subdivision (b)? c. Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? d. Result in inadequate emergency access? The project was also evaluated against the County’s policies, which provide guidance relative to traffic impacts for CEQA issues as well as the effects caused by traffic associated with new development, and are outlined in the County’s Traffic Impact Study Guidelines, last updated January 2021. Additionally, since the proposed project site is located within the City of Oroville’s sphere of influence (SOI), the project was evaluated with respect to Oroville’s policies, as directed in the County’s TIS Guidelines. 3 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Project Profile The proposed Orchardcrest subdivision would consist of 92 single-family homes on a currently vacant parcel located north of Oroville Dam Boulevard (SR 162) and between 10th Street and Middlehoff Lane in unincorporated Butte County. The project site would be accessed via new street connections on 10th Street, Middlehoff Lane, and Orchardcrest Drive. The location of the project site is shown in Figure 1. Transportation Impact Study for Orchardcrest Subdivision Project 162 Figure 1 – Study Area and Existing Lane Configurations 5 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Transportation Setting Study Area and Periods The study area varies depending on the topic. For pedestrian trips it consists of all streets within a half-mile of the project site that would lie along primary routes of pedestrian travel. For bicycle trips it consists of all streets within one mile of the project site that would lie along primary routes of bicycle travel. For the safety and operational analyses, it consists of the segment of SR 162 between 12th Street and the Feather River Bridge and the following intersections: 1. Oroville Dam Boulevard/10th Street 2. Oroville Dam Boulevard/Middlehoff Lane Operating conditions during the weekday a.m. and p.m. peak periods were evaluated to capture the highest potential impacts for the proposed project as well as the highest volumes on the local transportation network. The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between 4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound commute. Counts were obtained at the study intersections on October 6, 2022, during clear weather and while local schools were in session. Study Intersections Oroville Dam Boulevard (SR 162)/10th Street is a three-legged intersection with the southbound 10th Street approach stop-controlled. Eastbound left-turn and westbound right-turn lanes are provided and there is a two- way left-turn lane (TWLTL) on the east leg of the intersection that facilities two stage left turns from 10th Street. There are no crosswalks, sidewalks, or bike facilities at the intersection. Oroville Dam Boulevard (SR 162)/Middlehoff Lane is a three-legged intersection with stop control on the southbound Middlehoff Lane approach. The geometrics match those provided at the 10th Street intersection, including left- and right-turn lanes and a TWLTL. There are no crosswalks, sidewalks, or bike facilities at the intersection. The locations of the study intersections and the existing lane configurations and controls are shown in Figure 1. Study Roadways Oroville Dam Boulevard (SR 162) is a two-lane highway running east-west through the study area, with one 12- foot lane and an eight-foot shoulder in each direction. There is also a 12 to 14-foot center TWLTL between the Feather River Bridge and 12th Street. The highway has a speed limit of 50 miles per hour (mph) and an Average Daily Traffic (ADT) volume of 11,110 vehicles based on traffic count data collected on October 6, 2022. 10th Street is a two-lane local street running north-south with one 12-foot lane in each direction and a posted speed limit of 30 mph. Based on count obtained on October 6, 2022, the segment along the project frontage has an ADT volume of approximately 1,900 on weekdays. Middlehoff Lane is a two-lane local street running north-south with one 12-foot lane in each direction and a posted speed limit of 25 mph. Based on count obtained on October 6, 2022, the segment north of Cherry Lane has an ADT volume of approximately 700 on weekdays. 6 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Collision History The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue. Collision rates were calculated based on records available from the California Highway Patrol (CHP) as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most current five-year period available is January 1, 2017, through December 31, 2021. As presented in Table 1, the calculated collision rates for the study intersections were compared to average collision rates for similar facilities statewide, as indicated in 2019 Collision Data on California State Highways, California Department of Transportation (Caltrans). These average rates statewide are for intersections in the same environment (urban, suburban, or rural), with the same number of approaches (three or four), and the same controls (all-way stop, two-way stop, or traffic signal). The study intersections were compared to other three- legged intersections with two-way stop controls in a suburban environment. While both intersections experienced rates above the Statewide average, the rate for the intersection of Oroville Dam Boulevard/Middlehoff Lane was only slightly above the statewide average, indicating that the intersection is essentially on par with what is typical for this type of intersection. The Oroville Dam Boulevard/10th Street intersection had a calculated collision rate that is more than double the statewide average so the individual collisions were reviewed in detail, as discussed below. The collision rate calculations are provided in Appendix A. Table 1 – Collision Rates for the Study Intersections Study Intersection Number of Collisions (2017-2021) Calculated Collision Rate (c/mve) Statewide Average Collision Rate (c/mve) 1. Oroville Dam Blvd/10th St 11 0.56 0.17 2. Oroville Dam Blvd/Middlehoff Ln 4 0.20 0.17 Note: c/mve = collisions per million vehicles entering; bold text indicates a rate above the Statewide average Of the 11 total collisions that occurred at the 10th Street intersection, two involved pedestrians, two were broadsides, and there was one each described as involving a bicyclist, “other”, hit object, rear-end, overturn, head- on, and sideswipe collision. Four of the collisions involved a southbound motorist attempting to make a left turn from 10th Street onto SR 162 and two collisions involved a westbound motorist attempting to make a left turn from SR 162 into the residential driveways on the south side of the intersection; all six of these collisions were attributed to right-of-way violations. Given the number of right-of-way violations that occurred, sight lines were field reviewed and determined to be clear in all directions approaching the intersection. Additionally, the intersection has overhead street lighting and a TWLTL that facilitates westbound left turns as well as two-stage left turns from 10th Street. As the intersection is already equipped with many of the standard features typically needed for safe operation, Caltrans may wish to explore the need for advance intersection warning signage and potentially flashing warning beacons to alert motorists to the downstream intersection conditions ahead. The collision rate for the study segment of Oroville Dam Boulevard was also calculated and compared to the statewide average for suburban three-lane roadways. Oroville Dam Boulevard in the study area had a collision rate of 2.13 collisions per million vehicle miles (c/mvm) compared to the statewide average of 1.44 c/mvm, an injury rate of 55.7 percent compared to the average of 37.9 percent, and a fatality rate of 7.7 percent compared to the average of 1.4 percent. Of the 26 crashes reported, four involved a pedestrian, three involved a cyclist, eight were broadsides, five were sideswipes, four were rear-ends, three included a hit object, two were head-on, one was described as “other”, and there was one overturn. Nineteen of these collisions occurred at or near the intersections of Oroville Dam Boulevard/10th Street and Oroville Dam Boulevard/12th Street, ten of which were attributed to right-of-way violations. Both intersections already have overhead lighting and a TWLTL for westbound left turns. Advance intersection warning signage and perhaps flashing warning beacons may be appropriate to alert motorists to the downstream intersection conditions. 7 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Project Data The project consists of 92 single-family detached homes that would be built on a currently vacant lot. The proposed tentative map for the subdivision is shown in Figure 2. Trip Generation The anticipated trip generation for the proposed project was estimated using standard rates published by the Institute of Transportation Engineers (ITE) in Trip Generation Manual, 11th Edition, 2021 for “Single Family Detached Housing” (ITE LU 210). The expected trip generation potential for the proposed project is indicated in Table 2 and includes an average of 868 trips per day, with 64 trips expected during the a.m. peak hour and 86 during the p.m. peak hour. Table 2 – Trip Generation Summary Land Use Units Daily AM Peak Hour PM Peak Hour Rate Trips Rate Trips In Out Rate Trips In Out Single Family Housing 92 du 9.43 868 0.70 64 16 48 0.94 86 54 32 Note: du = dwelling unit Trip Distribution Given the location of the project site just west of the Oroville City Limits, the vast majority of project trips are anticipated to be to and from destinations within Oroville or to/from the SR 70 ramps to the east of the project site. The applied trip distribution assumptions are shown in Table 3, including both the end destination as well as the allocation of trips among the various routes between the site and Oroville Dam Boulevard. Table 3 – Trip Distribution Assumptions Route Percent Subpercent To/From East Oro Dam Blvd 95% 10th St 30% Orchardcrest Dr 10% Middlehoff Ln 60% To/From West Oro Dam Blvd 5% 10th St 60% Orchardcrest Dr 10% Middlehoff Ln 30% TOTAL 100% Transportation Impact Study for Orchardcrest Subdivision Project Figure 2 – Site Plan 9 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Circulation System This section addresses the first transportation bullet point on the CEQA checklist, which relates to the potential for a project to conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities. Pedestrian Facilities Existing and Planned Pedestrian Facilities Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions, and various streetscape amenities such as lighting, benches, etc. A network of sidewalks and curb ramps exist in the immediate vicinity of the neighborhood; however, sidewalk gaps can be found along many of the roadways and intersections near the project site. Existing gaps and obstacles along the connecting roadways impact convenient and continuous access for pedestrians and present safety concerns in those locations where appropriate pedestrian infrastructure would address potential conflict points. • 10th Street – The only sidewalks provided on 10th Street are between Orchardcrest Drive and approximately 90 feet north of Oroville Dam Boulevard. There are no crosswalks or streetlighting provided on 10th Street. • Middlehoff Lane – Middlehoff Lane has no existing sidewalks, crosswalks, or street lighting. • Oroville Dam Boulevard (SR 162) – Sidewalks are provided on the south side of the roadway between Middlehoff Lane and Feather River Boulevard and on the north side between approximately 300 feet east of Middlehoff Lane and the SR 70 North Ramps intersection. Lighting is provided by overhead streetlights. There are no other existing sidewalks near the project site, nor are there any planned future pedestrian facilities along the project frontages according to the City of Oroville General Plan 2030 and Butte County General Plan 2030. Pedestrian Safety The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue for pedestrians. During the same five-year study period previously identified, there were four reported collisions involving pedestrians: two at the SR 162/10th Street intersection and two at the SR 162/ 12th Street intersection. As these collisions were the result of pedestrian violations and involved different pedestrian and vehicle movements, no clear pattern of behavior can be determined, and therefore no remedial actions appear necessary. Project Impacts on Pedestrian Facilities As the project site plan is still a tentative map, the locations of pedestrian facilities and other details are not identified; however, the typical street cross section shows five-foot sidewalks on both sides of the street. Butte County requires residential streets that provide sidewalks to have a minimum sidewalk width of five feet in the County’s Improvement Standard No. S-1, “Typical Standards for: Vertical & Rolled Curb, Gutter & Sidewalk,” and The City of Oroville’s Improvement Standards, “Standard for Residential Streets”. As a result, the proposed street design satisfies the minimum sidewalk width requirements for both Butte County and the City of Oroville. It is anticipated that the project would include sidewalks on all project streets and on the frontages with 10th Street and Middlehoff Lane, though there would still be a gap in sidewalk connectivity on the west side of Middlehoff Lane to the south of the project site and north side of SR 162 to the east of Middlehoff Lane. This would be a critical link for pedestrians to be able to walk between the project site and the commercial uses accessed from SR 162 to the east of SR 70. Therefore, it is recommended that the project include an off-site sidewalk or pedestrian pathway that would connect the site to the existing sidewalk on the north side of SR 162 approximately 300 feet east of Middlehoff Lane. 10 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Finding – Pedestrian facilities serving the project site are generally adequate, though existing gaps in sidewalk connectivity would negatively affect pedestrian access. Recommendation – An off-site sidewalk or pedestrian pathway should be constructed as part of the project to connect the site to the existing sidewalk on the north side of Oroville Dam Boulevard that terminates approximately 300 feet east of Middlehoff Lane. Bicycle Facilities Existing and Planned Bicycle Facilities The Highway Design Manual, Caltrans, 2020, classifies bikeways into four categories: • Class I Multi-Use Path – 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 – a striped and signed lane for one-way bike travel on a street or highway. • Class III Bike Route – signing only for shared use with motor vehicles within the same travel lane on a street or highway. • Class IV Bikeway – also known as a separated bikeway, a Class IV Bikeway is for the exclusive use of bicycles and includes a separation between the bikeway and the motor vehicle traffic lane. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking. In the project area, there are no existing bike facilities; however, Class II bike lanes are proposed on Oroville Dam Boulevard, Middlehoff Lane, and 7th Street. Bicyclists ride in the roadway and/or on sidewalks along all other streets within the project study area. Table 4 summarizes the planned bicycle facilities in the project vicinity, as contained in the Butte County Association of Governments (BCAG) Transit & Non-motorized Plan. Table 4 – Planned Bicycle Facility Summary Facility Class Length (miles) Begin Point End Point Oroville Dam Blvd II 4.00 West City Limits Orange Ave Middlehoff Ln II 0.50 Oroville Dam Blvd Wray Ct 7th St II 0.50 Middlehoff Ln Thermalito Ave Source: Transit & Non-motorized Plan, BCAG, 2015 Bicyclist Safety Collision records for the study area were reviewed to determine if there had been any bicyclist-involved crashes. During the five-year study period detailed above, there were three reported collisions involving bicyclists. Two occurred at the intersection of SR 162/12th Street and one occurred at the SR 162/10th Street intersection. Safety would be improved at the intersections in the future when the planned Class II bike lanes are installed. Given the vehicle travel speeds and volumes on SR 162, Caltrans may wish to consider using green bike lane markings to enhance visibility of cyclists. At the Middlehoff Lane and 10th Street intersections the westbound bike lane would need to be placed between the westbound through and right-turn lanes. Project Impacts on Bicycle Facilities The shared use of minor streets with vehicles and the existing eight-foot shoulders on SR 162 provide adequate access for cyclists in the near-term and the planned Class II bike lanes on Middlehoff Lane and SR 162 would enhance access for cyclists in the future. The project frontage on Middlehoff Lane should be designed to allow for the future provision of Class II bike lanes by the County. 11 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Finding – The shared use of minor streets and the existing eight-foot shoulders on Oroville Dam Boulevard provide adequate bicycle facilities in the near term. Recommendation – The project frontage on Middlehoff Lane should be designed to accommodate the planned installation of Class II bike lanes. Transit Facilities Existing Transit Facilities Butte Regional Transit (B-Line) provides fixed route bus service throughout Butte County, though there are no transit stops within a half-mile of the project site, so the site is not readily accessible for transit by foot. Routes 20, 24, and 25 are accessible within one mile of the project site, which are accessible for cyclists. Impact on Transit Facilities As there are no transit stops within a comfortable walking distance of the project site and it would likely not create additional demand for transit, the project would be expected to have a less-than-significant impact on transit. Stops for Routes 20, 24, 25 are within one mile of the project site, which is accessible by bike. Finding – Transit facilities serving the project site are adequate for the limited anticipated demand. 12 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Safety Issues The potential for the project to impact safety was evaluated in terms of the adequacy of sight distance and need for turn lanes at the project accesses as well as the adequacy of stacking space in dedicated turn lanes at the study intersections to accommodate additional queuing due to adding project-generated trips and the need for additional right-of-way controls. This section addresses the third transportation bullet on the CEQA checklist which is whether or not the project would substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment). Site Access The project site would be accessed by public streets connected to 10th Street, Middlehoff Lane, and Orchardcrest Drive. These new streets would have a typical residential street configuration of one travel lane in each direction and sidewalks. The new intersections that would be constructed on 10th Street and Middlehoff Lane would be stop-controlled on the minor project street approaches. Sight Distance At unsignalized intersections a substantially clear line of sight should be maintained between the driver of a vehicle waiting at the crossroad and the driver of an approaching vehicle. Adequate time should be provided for the waiting vehicle to either cross, turn left, or turn right, without requiring the through traffic to radically alter their speed. Sight distances along 10th Street and Middlehoff Lane at the proposed locations of the intersections with the project street “First Lane” were evaluated based on sight distance criteria contained in the Highway Design Manual published by Caltrans. The recommended sight distance at intersections of public streets is based on corner sight distances, with more sight distance needed for making a left turn versus a right turn, while recommended sight distances for minor street approaches that are either a private road or a driveway are based on stopping sight distance. Both use the approach travel speeds as the basis for determining the recommended sight distance. Additionally, the stopping sight distance needed for a following driver to stop if there is a vehicle waiting to turn into a side street or driveway is evaluated based on stopping sight distance criterion and the approach speed on the major street. For the posted speed limit of 30 mph on 10th Street the minimum corner sight distance needed is 330 feet for left- turn movements and 290 feet for right-turn movements. For the posted speed limit of 25 mph on Middlehoff Lane the minimum corner sight distance needed is 275 feet for left turns and 240 feet for right turns. Field measurements were obtained to and from the position of a vehicle waiting on the proposed project street approaches and were determined to extend more than 400 feet in each direction, which is more than adequate for the posted speed limits. Additionally, adequate sight lines are available for a following motorist to notice and react to a preceding vehicle slowing to turn right or stopped waiting to turn left into either location. To preserve existing sight lines, any new signage, monuments, or other structures to be placed near the project intersections should be positioned outside of the vision triangles of a driver waiting on the minor street approach. Finding – Sight distances at the proposed intersection locations are adequate to accommodate all turns into and out of the project site. Recommendation – Any signs, monuments, other structures, or landscaping to be placed near the proposed new intersections should be designed to maintain adequate sightlines. 13 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Left-Turn Lane Warrants The need for a left-turn lane on 10th Street and Middlehoff Lane at First Lane was evaluated based on criteria contained in the Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985, as well as an update of the methodology developed by the Washington State Department of Transportation and published in the Method For Prioritizing Intersection Improvements, January 1997. The NCHRP report references a methodology developed by M. D. Harmelink that includes equations that can be applied to expected or actual traffic volumes to determine the need for a left-turn pocket based on safety issues. Under Future plus Project volumes, which include traffic associated with the proposed project, a left-turn lane is not warranted on either 10th Street or Middlehoff Lane during either of the peak periods evaluated. Copies of the left turn lane warrants analysis sheets are provided in Appendix B. Finding – Installation of a left turn lane would not be warranted at either of the project intersections on 10th Street or Middlehoff Lane. Queuing Queuing in the dedicated eastbound left-turn pockets at the unsignalized study intersections of Oroville Dam Boulevard with 10th Street and Middlehoff Lane was evaluated using a methodology contained in “Estimating Maximum Queue Length at Unsignalized Intersections,” John T. Gard, ITE Journal, November 2001 to determine if the addition of project trips would cause any queues to extend beyond the available stacking space. Maximum queue lengths were estimated by assuming vehicle lengths of 25 feet and multiplying that by the number of vehicles expected to queue. Based on Future plus Project volumes, the maximum queue at both intersections during either peak hour was determined to be no more than one vehicle or 25 feet. Therefore, the existing stacking length of 95 feet at 10th Street and 85 feet at Middlehoff Lane would be more than adequate to accommodate the anticipated queues. These queuing calculations are provided in Appendix C. Finding – The project would not cause any queues to exceed available storage at the study intersections so the impact is considered less-than-significant. 14 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Emergency Access The final transportation bullet on the CEQA checklist requires an evaluation as to whether the project would result in inadequate emergency access or not. Adequacy of Site Access As proposed, the site would be accessed by new streets connecting to Middlehoff Lane, 10th Street, and Orchardcrest Drive. The streets as proposed would be 36 feet wide, which would satisfy the City of Oroville’s required minimum residential road width outlined in the City’s and County’s Improvement Standards. As the project moves through the design process it is anticipated that all aspects of the site, including street and driveway widths and turning radii, would be designed in accordance with applicable standards; therefore, access would be expected to function acceptably for emergency response vehicles. The project site would have multiple access points so should one means of access be compromised during an emergency, responders would be able to use a different access point to reach the project site. Off-Site Impacts While the project would be expected to result in slight increases in delay for traffic in the surrounding vicinity, emergency response vehicles can claim the right-of-way by using their lights and sirens; therefore, the project would be expected to have a nominal effect on emergency response times. Finding – Emergency access and circulation are anticipated to function acceptably with incorporation of applicable design standards into the site layout and traffic from the proposed development would be expected to have a less-than-significant impact on emergency response times. 15 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Capacity Analysis Intersection Level of Service Methodologies Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure that indicates a level of delay generally accompanies the LOS designation. The study intersections were analyzed using the two-way stop-controlled methodology published in the Highway Capacity Manual (HCM), Transportation Research Board, 2016. This source contains methodologies for various types of intersection control, all of which are related to a measurement of delay in average number of seconds per vehicle. The “Two-Way Stop-Controlled” methodology determines a Level of Service for each minor turning movement by estimating the level of average delay in seconds per vehicle. Results are presented for individual movements together with the weighted overall average delay for the intersection. The ranges of delay associated with the various Levels of Service are indicated in Table 5. Table 5 – Two-Way Stop-Controlled Intersection Level of Service Criteria LOS A Delay of 0 to 10 seconds. Gaps in traffic are readily available for drivers exiting the minor street. LOS B Delay of 10 to 15 seconds. Gaps in traffic are somewhat less readily available than with LOS A, but no queuing occurs on the minor street. LOS C Delay of 15 to 25 seconds. Acceptable gaps in traffic are less frequent, and drivers may approach while another vehicle is already waiting to exit the side street. LOS D Delay of 25 to 35 seconds. There are fewer acceptable gaps in traffic, and drivers may enter a queue of one or two vehicles on the side street. LOS E Delay of 35 to 50 seconds. Few acceptable gaps in traffic are available, and longer queues may form on the side street. LOS F Delay of more than 50 seconds. Drivers may wait for long periods before there is an acceptable gap in traffic for exiting the side streets, creating long queues. Reference: Highway Capacity Manual 6th Edition, Transportation Research Board, 2016 Arterial Segment Level of Service Methodology The study segment of Oroville Dam Boulevard (SR 162) between 12th Street and the Feather River Bridge was analyzed using the methodologies published in the Butte County General Plan 2030 and the City of Oroville General Plan 2030, which rely on roadway classification and the peak traffic volume in one direction to determine the service level. The study section of Oroville Dam Boulevard is classified as a two-lane major arterial. The LOS thresholds in terms of traffic volume for that classification are indicated in Table 6. Table 6 – Operational Class and Peak Hour Level of Service Thresholds Facility Type LOS A LOS B LOS C LOS D LOS E 2-Lane Major Arterial -- -- 970 1,760 <1,871 Notes: -- = no entry Reference: City of Oroville General Plan 2030 and Butte County General Plan 2030 16 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Traffic Operation Standards County of Butte In the Butte County General Plan 2030, Policy CIR-P6.1 establishes acceptable operations as follows: The level of service for County-maintained roads within unincorporated areas of the county but outside municipalities’ sphere of influences (SOI) shall be level of service (LOS) C or better during the PM peak hour. Within a municipality’s SOI, the level of service shall meet the municipality’s level of service policy. City of Oroville In the City of Oroville General Plan 2030, 2015, Policy P2.1 establishes acceptable operations as follows: Maintain a Level of Service (LOS) D or better as defined in the most current edition of the Highway Capacity Manual or subsequent revisions for roadways and intersections… As the study intersections and study segment of Oroville Dam Boulevard are within the City of Oroville’s SOI the City’s operational standard of LOS D was applied. Caltrans Caltrans does not have a standard of significance relative to operation as this is no longer a CEQA issue. The Vehicle Miles Traveled-Focused Transportation Impact Study Guide (TISG), published in May 2020, replaced the Guide for the Preparation of Traffic Impact Studies, 2002. As indicated in the TISG, the Department is transitioning away from requesting LOS or other vehicle operations analyses of land use projects and will instead focus on Vehicle Miles Traveled (VMT). Existing Conditions The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes during the weekday a.m. and p.m. peak periods. This condition does not include project-generated traffic volumes. Volume data was collected on October 10, 2022, during clear weather and while local schools were in session. Intersection Levels of Service Under Existing Conditions, both study intersections are operating acceptably. The existing traffic volumes are shown in Figure 3. A summary of the intersection Level of Service calculations is contained in Table 7, and copies of the calculations are provided in Appendix C. Transportation Impact Study for Orchardcrest Subdivision Project 162 Figure 3 – Existing Traffic Volumes 81 (74) 385(559) (466)540 (10) 12 1 16 (22) 451(654) (470)606 (5) 7 2 18 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Table 7 – Existing Peak Hour Intersection Levels of Service Study Intersection Approach AM Peak PM Peak Delay LOS Delay LOS 1. Oroville Dam Blvd/10th St 1.3 A 0.8 A Southbound (10th St) Approach 13.1 B 13.0 B 2. Oroville Dam Blvd/Middlehoff Ln 0.5 A 0.3 A Southbound (Middlehoff Ln) Approach 12.4 B 13.2 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics Roadway Segment Levels of Service A roadway segment operational analysis was performed for the segment of Oroville Dam Boulevard between 12th Street and the Feather River Bridge using peak hour traffic volumes. As shown in Table 8, the study roadway segment operates acceptably at LOS C during both peak hours. Table 8 – Oroville Dam Boulevard Roadway Segment Levels of Service Scenario Without Project Plus Project Direction AM Peak PM Peak Volume LOS Volume LOS Existing Conditions Eastbound 448 C 455 C Westbound 635 C 679 C Future Conditions Eastbound 592 C 605 C Westbound 841 C 892 C Notes: LOS = Level of Service Future Conditions In order to estimate future traffic volumes that would be expected upon buildout of the County’s General Plan, a growth factor was calculated using peak hour volume information for Oroville Dam Boulevard contained in the County’s Draft 2040 General Plan Update. A growth factor of 1.338 was applied uniformly to all movements at the study intersections to arrive at likely future turning movement volumes for the horizon year 2040. No improvements were assumed to be in place for either the study roadway segment or study intersections. Intersection Levels of Service Under the anticipated Future volumes, the study intersections are expected to operate acceptably at LOS A overall and LOS B or C on the minor street approaches during both peak hours. Future volumes are shown in Figure 4 and operating conditions are summarized in Table 9. Transportation Impact Study for Orchardcrest Subdivision Project 162 Figure 4 – Future Traffic Volumes 92 (90) 438(681) (567)614 (12) 13 1 19 (27) 519(814) (585)697 (7) 8 2 20 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Table 9 – Future Peak Hour Intersection Levels of Service Study Intersection Approach AM Peak PM Peak Delay LOS Delay LOS 1. Oroville Dam Blvd/10th St 1.4 A 0.9 A Southbound (10th St) Approach 14.2 B 14.7 B 2. Oroville Dam Blvd/Middlehoff Ln 0.5 A 0.3 A Southbound (Middlehoff Ln) Approach 13.3 B 15.1 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics Roadway Segment Levels of Service As shown in Table 8, Oroville Dam Boulevard would be expected to continue acceptably operating at LOS C under the projected future volumes. Project Conditions Intersection Operation Existing plus Project Conditions Upon the addition of project-related traffic to the existing volumes, the study intersections are expected to continue operating acceptably at the same Levels of Service as without project trips. These results are summarized in Table 10 and project traffic volumes are shown in Figure 5. Table 10 – Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection Approach Existing Conditions Existing plus Project AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Oroville Dam Blvd/10th St 1.3 A 0.5 A 1.5 A 1.0 A SB (10th St) Approach 13.0 B 13.0 B 13.6 B 13.3 B 2. Oroville Dam Blvd/Middlehoff Ln 0.5 A 0.3 A 0.8 A 0.5 A SB (Middlehoff Ln) Approach 12.4 B 13.2 B 13.4 B 13.8 B Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics Finding – The study intersections are expected to continue operating acceptably at the same Levels of Service upon the addition of project-generated traffic to existing traffic volumes; therefore, the project would have an acceptable near-term effect on operations. Future plus Project Conditions Upon the addition of project-generated traffic to the anticipated future volumes, the study intersections are expected to operate acceptably at LOS A overall and LOS B or C on the minor street approaches. The Future plus Project operating conditions are summarized in Table 11. Transportation Impact Study for Orchardcrest Subdivision Project 162 Figure 5 – Project Traffic Volumes and Trip Distribution 6(20) 1(1) (1)0 (2)1 1 9(31) 6(22) (12)18 (1) 0 2 22 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Table 11 – Future and Future plus Project Peak Hour Intersection Levels of Service Study Intersection Approach Future Conditions Future plus Project AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Oroville Dam Blvd/10th St 1.4 A 0.9 A 1.6 A 1.1 A SB (10th St) Approach 14.2 B 14.7 B 14.8 B 15.1 C 2. Oroville Dam Blvd/Middlehoff Ln 0.5 A 0.3 A 0.8 A 0.5 A SB (Middlehoff Ln) Approach 13.3 B 15.1 C 14.3 B 15.9 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics Finding – The study intersections will continue operating acceptably with project traffic added to the anticipated future traffic volumes and the project’s long-term effect on operations would be considered acceptable. Roadway Segment Levels of Service Existing plus Project Conditions As shown in Table 8, Oroville Dam Boulevard would be expected to continue operating at LOS C with project- generated traffic added to existing volumes. Finding – The study roadway segment of Oroville Dam Boulevard will continue to operate acceptably with project traffic added to existing volumes. Future plus Project Conditions Under anticipated Future plus Project Conditions, the study segment of Oroville Dam Boulevard would be expected to operate acceptably at LOS C. These results are shown in Table 8. Finding – The segment of Oroville Dam Boulevard between 12th Street and the Feather River Bridge would be expected to continue operating acceptably at LOS C under future plus project volumes. 23 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Parking Parking supply requirements for the project were determined based on the provisions of the Butte County Zoning Ordinance, Section 24-93; On-Site Parking Requirements. This Code requires provision of two parking spaces for each single-family dwelling. Therefore, a total of 184 parking spaces would need to be provided on-site for the 92 residences proposed. Recommendation – The proposed project will need to provide at least 184 parking spaces on-site for the proposed land use. This requirement can be satisfied with garages, driveways, or on-street parking. 24 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Conclusions and Recommendations Conclusions • The study intersection of Oroville Dam Boulevard/Middlehoff Lane had a calculated collision rate on par with the statewide average, though the intersection of Oroville Dam Boulevard/10th Street had a calculated collision rate more than twice the statewide average for similar facilities. • The proposed project is expected to generate an average of 868 trips on a daily basis, including 64 trips during the morning peak hour and 86 trips during the evening peak hour. • Pedestrian facilities serving the project site are generally adequate, though existing gaps in sidewalk connectivity would negatively affect pedestrian access. • The shared use of minor streets and the existing eight-foot shoulders on Oroville Dam Boulevard provide adequate connectivity for cyclists in the near term. • The limited transit access in the project vicinity is considered adequate for anticipated demand. • The existing turn pockets have adequate storage for existing and future volumes without or with project- added trips. • Adequate sight distances are available at the proposed locations where the project roads would connect to Middlehoff Lane and 10th Street to accommodate all turns into and out of the new streets. • Installation of a left turn lane would not be warranted at either of the project intersections on 10th Street or Middlehoff Lane. • The project would not cause any queues to exceed available storage lengths at the intersections of Oroville Dam Boulevard with 10th Street and Middlehoff Lane, so the project’s impact is considered less-than- significant. • Emergency access would operate acceptably assuming the site is designed according to applicable standards and the added project traffic would have a less-than-significant impact on emergency response times. • The study intersections and roadway segment currently operate acceptably at LOS C or better and would continue doing so under future volumes and with project trips added; therefore, the project would have an acceptable effect on traffic operations. Recommendations • Caltrans may wish to consider installing advanced intersection warning signage and potentially flashing beacons to address the pattern of crashes at the intersections of SR 162 (Oroville Dam Boulevard) with 10th Street and 12th Street. • The project should include an off-site sidewalk or pedestrian pathway that would connect the site to the existing sidewalk on the north side of Oroville Dam Boulevard approximately 300 feet east of Middlehoff Lane. • The project frontage on Middlehoff Lane should be designed to accommodate the planned installation of Class II bike lanes. • The project must provide at least 184 parking spaces in garages, driveways, and/or on-street parking in order to satisfy County requirements. 25 Draft Transportation Impact Study for Orchardcrest Subdivision Project February 7, 2023 Study Participants and References Study Participants Principal in Charge Dalene J. Whitlock, PE, PTOE Associate Engineer Cameron Nye, EIT Assistant Engineer William Andrews, EIT Graphics Cameron Wong Editing/Formatting Alex Scrobonia, Jessica Bender Quality Control Dalene J. Whitlock, PE, PTOE References “Estimating Maximum Queue Length at Unsignalized Intersections,” ITE Journal, John T. Gard, November 2001 2019 Collision Data on California State Highways, California Department of Transportation, 2021 Balanced Mode Circulation Plan, City of Oroville, 2015 Butte County General Plan 2030, Butte County, 2015 Butte County Zoning Ordinance, Butte County, 2022 City of Oroville General Plan 2030, City of Oroville, 2015 Draft Butte County General Plan 2040, Butte County, 2022 Guidelines for Reconstruction of Intersections, Ichiro Fukutome, 1985 Highway Capacity Manual, Transportation Research Board, 2016 Highway Design Manual, 7th Edition, California Department of Transportation, 2020 Improvement Standards, Butte County Public Works, 2006 Improvement Standards, City of Oroville Public Works Department, 2022 Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985 Method for Prioritizing Intersection Improvements, Washington State Transportation Center, 1997 Site Traffic Analysis Co-Branded McDonald’s and Oil Service Facilities, Kenig, Lindgren, O’Hara, Aboona, Inc., 1996 Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, 2017-2021 Technical Advisory on Evaluating Transportation Impacts in CEQA, Governor's Office of Planning and Research, 2018 Traffic Impact Study Guidelines, County of Butte Department of Public Works, 2021 Transit & Non-Motorized Plan, Butte County Association of Governments, 2015 Trip Generation Manual, 11th Edition, Institute of Transportation Engineers, 2021 Vehicle Miles Traveled-Focused Transportation Impact Study Guide, California Department of Transportation, 2020 BUX019 A Draft Transportation Impact Study for Orchardcrest Subdivision Project February 2023 Appendix A Collision Rate Calculations Date of Count: Number of Collisions: 11 Number of Injuries: 7 Number of Fatalities: 0 Average Daily Traffic (ADT): 10800 Start Date: End Date: Number of Years: 5 Intersection Type: Tee Control Type: Stop & Yield Controls Area: Suburban 11 x 10,800 x x 5 Study Intersection 0.56 c/mve Statewide Average* 0.17 c/mve Notes c/mve = collisions per million vehicles entering intersection * 2019 Collision Data on California State Highways, Caltrans Date of Count: Number of Collisions: 4 Number of Injuries: 1 Number of Fatalities: 0 Average Daily Traffic (ADT): 11100 Start Date: End Date: Number of Years: 5 Intersection Type: Tee Control Type: Stop & Yield Controls Area: Suburban 4x 11,100 x x 5 Study Intersection 0.20 c/mve Statewide Average* 0.17 c/mve Notes c/mve = collisions per million vehicles entering intersection * 2019 Collision Data on California State Highways, Caltrans Collision Rate Fatality Rate Injury Rate ADT x Days per Year x Number of Years 0.0% ADT = average daily total vehicles entering intersection 1.2% Intersection #Oro Dam Boulevard & 10th Street Collision Rate = 1,000,000 Oro Dam Boulevard & Middlehoff Lane 39.9% ADT = average daily total vehicles entering intersection January 1, 2017 365 Intersection # December 31, 2021 Number of Collisions x 1 MillionCollision Rate = 1: Collision Rate Intersection Collision Rate Worksheet January 1, 2017 December 31, 2021 Collision Rate = 365 2: Number of Collisions x 1 Million 1.2% Collision Rate = ADT x Days per Year x Number of Years 63.6% 1,000,000 Injury RateFatality Rate 0.0% 25.0% BUX019 Tuesday, December 06, 2022 Tuesday, December 06, 2022 39.9% W-Trans 1/23/2023 Page 1 of 10 Location: Date of Count: Average Daily Traffic (ADT): Number of Collisions: 26 Number of Injuries: 15 Number of Fatalities: 2 Start Date: End Date: Number of Years: 5 Highway Type: Conventional 3 lanes Area: Segment Length: 0.6 miles Direction: 26 x x 365 x 0.62 x 5 Study Segment 2.13 c/mvm Statewide Average* 1.44 c/mvm Notes c/mvm = collisions per million vehicle miles December 31, 2021 Suburban January 1, 2017 Collision Rate Roadway Segment Collision Rate Worksheet 10,800 7.7% Collision Rate = Collision Rate = Number of Collisions x 1 Million ADT x Days per Year x Segment Length x Number of Years 10,800 37.9% 57.7% Transportation Impact Study for the Ochardcrest Subdivision 1,000,000 1.4% East/West Oro Dam Boulevard (SR162) Thursday, October 06, 2022 Fatality Rate Injury Rate ADT = average daily traffic volume * 2019 Collision Data on California State Highways, Caltrans W-Trans 1/24/2023 Page 1 of 4 B Draft Transportation Impact Study for Orchardcrest Subdivision Project February 2023 Appendix B Left-turn Lane Warrants (veh/hr)(veh/hr) 97 105 17 0 Northbound Speed Limit: 35 mph Southbound Speed Limit: 35 mph Northbound Configuration:Southbound Configuration: 1. Check for right turn volume criteria %lt 0.0 % AV 2041 veh/hr 2. Check advance volume threshold criteria for turn lane AV = 922.6Va = 114 No NO Right Turn Taper Warrants 1. Check taper volume criteria 2. Check advance volume threshold criteria for taper AV = - Study Intersection NO NO 10th Street Study Intersection: 10th Street and First Lane Study Scenario: PM Peak Future Plus Project North/South From the East Northbound Volumes Southbound Volumes Right Turn Lane Warrants Left Turn Lane Warrants Right Turn Volume == Left Turn Volume 2 Lanes - Undivided Northbound Advancing Volume Threshold 2 Lanes - Undivided Northbound Thresholds not met, continue to next step First Lane Percentage Left Turns If AV<Va then warrant is met Southbound Turn Lane Warrant Analysis - Tee Intersections Direction of Analysis Street: Cross Street Intersects: The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991. Advancing Volume Threshold Advancing Volume Threshold The right turn lane and taper analysis is based on work conducted by Cottrell in 1981. - Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997. Through Volume = Turn lane warranted if point falls to right of warrant threshold line Two lane roadway warrant threshold for: 35 NOT WARRANTED - Less than 20 vehicles If AV<Va then warrant is met Advancing Volume Right Turn Taper Warranted: Left Turn Lane Warranted: (evaluate if right turn lane is unwarranted) Va = 114 mph Right Turn Lane Warranted: If AV<Va then warrant is met Advancing Volume = Through Volume 10th Street 0 100 200 300 400 500 600 700 800 900 1000 0 200 400 600 800 1000Opposing Volume (Vo)Advancing Volume (Va) W-Trans 1/23/2023 (veh/hr)(veh/hr) 36 31 31 Southbound Speed Limit: 25 mph Northbound Speed Limit: 25 mph Southbound Configuration:Northbound Configuration: 1. Check for right turn volume criteria %lt 50.0 % AV 608 veh/hr 2. Check advance volume threshold criteria for turn lane AV = 1050.1Va = 36 No NO Right Turn Taper Warrants 1. Check taper volume criteria 2. Check advance volume threshold criteria for taper AV = - Study Intersection NO NO = Through Volume Middlehoff Lane Right Turn Taper Warranted: Left Turn Lane Warranted: (evaluate if right turn lane is unwarranted) Va = 36 mph Right Turn Lane Warranted: If AV<Va then warrant is met Advancing Volume Turn Lane Warrant Analysis - Tee Intersections Direction of Analysis Street: Cross Street Intersects: The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991. Advancing Volume Threshold Advancing Volume Threshold The right turn lane and taper analysis is based on work conducted by Cottrell in 1981. - Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997. Through Volume = Turn lane warranted if point falls to right of warrant threshold line Two lane roadway warrant threshold for: 25 NOT WARRANTED - Less than 20 vehicles If AV<Va then warrant is met Advancing Volume First Lane Percentage Left Turns If AV<Va then warrant is met Northbound Advancing Volume Threshold 2 Lanes - Undivided Southbound Thresholds not met, continue to next step Southbound Volumes Northbound Volumes Right Turn Lane Warrants Left Turn Lane Warrants Right Turn Volume == Left Turn Volume 2 Lanes - Undivided Southbound Middlehoff Lane Study Intersection: Middlehoff Lane and First Lane Study Scenario: PM Peak Future Plus Project North/South From the West 0 100 200 300 400 500 600 700 800 900 1000 0 200 400 600 800 1000Opposing Volume (Vo)Advancing Volume (Va) W-Trans 1/23/2023 C Draft Transportation Impact Study for Orchardcrest Subdivision Project February 2023 Appendix C Intersection Level of Service Calculations 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