Appendix D. Transportation Study

Transcription

1 Appendix D Transportation Study

2

3 Draft KUNZLER TERRACE MINE PROJECT Transportation Study Prepared for May 29 County of Mendocino

4

5 Draft KUNZLER TERRACE MINE PROJECT Transportation Study Prepared for May 29 County of Mendocino 26 Capitol Avenue Suite 2 Sacramento, CA Los Angeles Oakland Olympia Petaluma Portland San Diego San Francisco Seattle Tampa Woodland Hills 28472

6

7 TABLE OF CONTENTS Kunzler Terrace Mine Project Transportation Study Page I. Introduction 1-1 Study Area 1-1 Analysis Scenarios 1-3 Traffic Operations Analysis Methodologies 1-3 II. Project Setting 2-1 Roadway Network 2-1 Existing Intersection Operations 2-5 III. Project Transportation Characteristics 3-1 Project Description 3-1 Project Trip Generation 3-1 Project Trip Distribution and Assignment 3-3 IV. Traffic Impacts 4-1 Existing with Project Conditions 4-1 Cumulative Baseline Traffic Volumes Intersection Impacts Intersection Impacts 4-15 V. Roadway Wear 5-1 Appendices A. Traffic Counts A-1 B. LOS Calculation Sheets B-1 C. Signal Warrant Analysis C-1 List of Figures 1. Study Area Existing Intersection Lane Configurations Existing AM and PM Peak Hour Turning Movement Volumes Project Trip Distribution and Assignment Existing + Project AM and PM Peak Hour Turning Movement Volumes No Project AM and PM Peak Hour Turning Movement Volumes Project AM and PM Peak Hour Turning Movement Volumes No Project AM and PM Peak Hour Turning Movement Volumes Project AM and PM Peak Hour Turning Movement Volumes 4-19 Kunzler Terrace Mine Project i ESA / Transportation Study May 29

8 Table of Contents Page 1. Alternative A Existing + Project AM and PM Peak Hour Turning Movement Volumes Alternative B Existing + Project AM and PM Peak Hour Turning Movement Volumes 4-28 List of Tables 1. Definitions for Intersection Level of Service Kunzler Ranch Road Traffic Classification Peak-Hour Intersection Levels of Service (LOS)-Existing Conditions Existing Peak-Hour Signal Warrant Analysis Truck Trip Generation Rates Proposed Project Trip Generation Estimates Existing with Project Peak-Hour Intersection Levels of Service Existing with Project Peak-Hour Signal Warrant Analysis Peak-Hour Intersection Levels of Service with Project Peak-Hour Signal Warrant Analysis Peak-Hour Intersection Levels of Service with Project Peak-Hour Signal Warrant Analysis Kunzler Ranch Road Heavy Truck Activity Alternative A Peak-Hour Intersection Levels of Service Alternative B Peak-Hour Intersection Levels of Service Calculated Traffic Index (TI) for Project Haul Routes 5-2 Kunzler Terrace Mine Project ii ESA / Transportation Study May 29

9 CHAPTER I Introduction This report provides the transportation impact analysis conducted for the proposed Kunzler Terrace Mine Project. The proposed project site is located in an unincorporated area of Mendocino County north of the City of Ukiah at 2175 Kunzler Ranch Road. The proposed project would include a use permit and reclamation plan to allow for a terrace mining operation with the extraction of up to an estimated 25, tons of material per year over a period of approximately 2 years. Permitting of the proposed project would result in an increase of truck traffic on local roadways and highways in the area. The main access to the project site would be from Kunzler Ranch Road (approximately 7 feet north of Orr Springs Road) off North State Street. The majority of project generated truck traffic would travel to one of two processing plants located in the North State Street/U.S. 11 corridor. The North State Street plant is located two miles north of the project site to the south of Pomo Lane and the Talmage processing plant is located approximately four miles to the south of the site off Talmage Road east of U.S. 11. The analysis evaluated project impacts on the surrounding transportation system, and identified measures to mitigate significant impacts. The report findings will be used in the environmental impact report (EIR) for the project. The remainder of this chapter outlines the study area, analysis scenarios, methodologies, and significance criteria. Study Area Figure 1 shows the project study area including the project site, processing plant locations and the study intersections. The intersection operations were evaluated during the weekday morning (AM) and evening (PM) commute periods. Study intersections listed below, were selected in consultation with County staff: 1. North State Street / Lake Mendocino Drive (East) 2. West Lake Mendocino Drive / Southbound U.S 11 Ramps 3. West Lake Mendocino Drive / Northbound U.S 11 Ramps 4. North State Street / Lake Mendocino Drive (West) 5. North State Street / Hensley Creek Road 6. North State Street / Kunzler Ranch Road 7. North State Street / Orr Springs Road 8. North State Street / Northbound U.S. 11 Ramps 9. North State Street / Southbound U.S. 11 Ramps Kunzler Terrace Mine Project 1-1 ESA / Transportation Study May 29

10 N State St Babcock Ln Parducci Rd N State St 421 North State St Processing Plant Hensley Creek Rd Tollini Ln Portlock Rd NWPRR Lake Mendocino Dr (E) Project Location Orr Springs Rd Masonite Industrial Rd 7 6 Kunzler Ranch Rd Project Site 8 Kuki Ln Empire Dr Ford Rd 11 Russian River Low Gap Rd Brush St E Perkins St S State St E Gobbi St NWPRR Talmage Rd Talmage RD Processing Plant 1 Study Intersection Airport Talmage Rd Park Blvd Ruddick Cunningham Rd 4 Feet SOURCE: ESA, 29 Kunzler Terrace Mine Project Figure 1 Study Area

11 I. Introduction 1. North State Street / Kuki Lane 11. North State Street / Empire Drive / Ford Road 12. Talmage Road / Southbound U.S. 11 Ramps 13. Talmage Road / Northbound U.S. 11 Ramps Analysis Scenarios The proposed project if approved would likely begin operations in late 29, early 21. Two study horizon years were identified for analysis including 215 Baseline and 23 Baseline. Peak hour traffic volume forecasts were derived from the Ukiah Valley Area Plan (UVAP) travel demand model which was updated in 27. The six study scenarios are: Existing Conditions Existing With Project Conditions 215 No Project Conditions (Short-range Cumulative) 215 With Project Conditions 23 No Project Conditions (Long-range Cumulative) 23 With Project Conditions Two additional scenarios (Alternatives A and B) were considered as part of the study. Both Alternatives would redirect peak hour project truck traffic from its assumed travel pattern and eliminate westbound left-turns at the intersection of Kunzler Ranch Road and North State Street. Traffic Operations Analysis Methodologies Intersection operations are described using the term Level of Service (LOS). Level of Service is a qualitative description of traffic operations from the vehicle driver perspective and consists of the delay experienced by the driver at the intersection. It ranges from LOS A, with no congestion and little delay, to LOS F, with excessive congestion and delays. Different methods are used to assess signalized and unsignalized (stop-controlled) intersections. Descriptions of specific LOS and the corresponding ranges of delay for signalized and unsignalized intersections are provided in Table 1. Signalized Intersections Signalized intersection operations are evaluated using methods provided in the Transportation Research Board (TRB) 2 Highway Capacity Manual (HCM). These methods evaluate average control delay and then assign a Level of Service. Control delay is defined as the delay associated with deceleration, stopping, moving up in the queue, and acceleration experienced by drivers at an intersection. Levels of service are calculated using Traffix 7.9 software, which implements the 2 HCM methods. The reported control delay and the resulting LOS are based on total intersection operations. Kunzler Terrace Mine Project 1-3 ESA / Transportation Study May 29

12 Kunzler Terrace Mine Project Individual movements through the intersection will have varying levels of delay due to unique conditions affecting each movement. TABLE 1 DEFINITIONS FOR INTERSECTION LEVEL OF SERVICE Unsignalized Intersections Signalized Intersections Description Average Total Vehicle Delay (Seconds) Level of Service Grade Average Control Vehicle Delay (Seconds) Description No delay for stopcontrolled approaches. Operations with minor delay. Operations with moderate delays. Operations with increasingly unacceptable delays. Operations with high delays, and long queues. Operations with extreme congestion, and with very high delays and long queues unacceptable to most drivers. 1. A 1. Free Flow or Insignificant Delays: Operations with very low delay, when signal progression is extremely favorable and most vehicles arrive during the green light phase. Most vehicles do not stop at all. >1. and 15. B >1. and 2. Stable Operation or Minimal Delays: Generally occurs with good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average delay. An occasional approach phase is fully utilized. >15. and 25. C >2. and 35. Stable Operation or Acceptable Delays: Higher delays resulting from fair signal progression and/or longer cycle lengths. Drivers begin having to wait through more than one red light. Most drivers feel somewhat restricted. >25. and 35. D >35. and 55. Approaching Unstable or Tolerable Delays: Influence of congestion becomes more noticeable. Longer delays result from unfavorable signal progression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop. Drivers may have to wait through more than one red light. Queues may develop, but dissipate rapidly, without excessive delays. >35. and 5. E >55. and 8. Unstable Operation or Significant Delays: Considered to be the limit of acceptable delay. High delays indicate poor signal progression, long cycle lengths and high volume to capacity ratios. Individual cycle failures are frequent occurrences. Vehicles may wait through several signal cycles. Long queues form upstream from intersection. >5. F >8. Forced Flow or Excessive Delays: Occurs with oversaturation when flows exceed the intersection capacity. Represents jammed conditions. Many cycle failures. Queues may block upstream intersections. SOURCE: Transportation Research Board, Special Report 29, Highway Capacity Manual, updated 2. Unsignalized Intersections Unsignalized intersection levels of service are analyzed using Traffix 7.9 software, which implements the 2 HCM methods. Delay at unsignalized intersections is calculated for movements that are Kunzler Terrace Mine Project 1-4 ESA / Transportation Study May 29

13 I. Introduction controlled by a stop-sign or that must yield the right-of-way. The minor approach with the highest delay is reported. The ranges of unsignalized delay are lower than the delay ranges for signalized intersections because drivers will tolerate more delay at signals. Traffic Control Warrant Methodologies In order to determine the need for traffic controls such a traffic signals or roundabouts, existing and future traffic volumes were assessed using the Traffix software peak hour signal warrant analysis feature. The warrant analysis is based on the California Manual on Uniform Traffic Control Devices (CA-MUTCD). The CA-MUTCD provides guidelines, or warrants, which may indicate the need for a traffic signal at a two-way-stop-controlled intersection. As indicated in the Traffix signal warrant disclaimer, the peak hour signal warrant analysis should be considered solely as an indicator of the likelihood that of an unsignalized intersection warranting a traffic signal in the future. Other factors such as safety, adjacent intersection control and maintenance should be considered. For this study, Warrant 3, the peak hour volume warrant, was used as an initial indication of traffic control needs. Traffic Operations Standards Generally, Mendocino County considers any intersection that has either an overall LOS E or a LOS E on any leg to be below acceptable criteria thresholds and require mitigation. Based on the standards provided by Caltrans in the Guide for the Preparation of Traffic Impact Studies, freeway ramp intersections and roadway segments within the State (Caltrans) right-ofway have a minimum threshold for acceptable operations of Low LOS D. Low LOS D is defined as LOS D with average delay values closer to the range for LOS C than LOS E. For signalized intersections, the Low LOS D delay range is seconds, while for unsignalized intersections the range is 25-3 seconds. Signalized intersections with delays less than or equal to 45 seconds per vehicle and unsignalized intersections with delays less than or equal to 3 seconds per vehicle are considered as the Low LOS D threshold. Mitigation measures would be required where appropriate LOS standards are not met based on the applicable Mendocino County and Caltrans thresholds. At unsignalized intersections where approach delay exceeded 1. seconds per vehicle the volumeto-capacity (v/c) ratio was used to assess the contribution of project traffic to intersection operations. The reason for this approach is that intersection delay values over 1. seconds tend to increase exponentially and are thus considered unreliable; therefore the increase in volume-to-capacity (v/c) ratio as a result of project traffic was evaluated instead for intersection approach delay greater than 1. seconds per vehicle. Peak hour intersection analysis for this report assumes that project trucks are the equivalent of three passenger vehicles. Large trucks hauling 25 ton loads require more roadway surface for turning and maneuvering than a typical passenger vehicle. Large trucks also require more time and space for acceleration and stopping. For the purpose of this analysis, project haul trucks were analyzed at the equivalent rate of three passenger vehicles (3x) per truck. Kunzler Terrace Mine Project 1-5 ESA / Transportation Study May 29

14

15 CHAPTER II Project Setting This chapter describes the existing transportation conditions in the project study area, including the roadway network and pedestrian, bicycle and transit facilities in the vicinity of the project site. Roadway Network Regional Access Regional vehicular access to the project area is provided by U.S. Highway 11 (U.S. 11), State Route 2 (SR-2) and State Route 253 (SR-253), while local access is provided via North State Street, Lake Mendocino Drive and Talmage Road. These roadways are described below. U.S. Highway 11 (U.S. 11) is the primary north-south roadway which travels through Mendocino County and is located just west of the project site. The highway is a four lane facility and provides five full interchanges within the study area. U.S. 11 between the Talmage Road and Lake Mendocino Drive interchanges carries an average daily traffic (ADT) volume of 21,5 vehicles north of Talmage Road and 27, vehicles south of Lake Mendocino Drive. State Route 2 (SR-2) is a primarily east-west roadway that connects State Route 1 (SR 1) near Fort Bragg to Interstate 8 (I-8) at Yuba Pass. In the study area SR 2 connects to U.S. 11 north of Lake Mendocino Drive. SR-2 is a two lane roadway and carries an ADT volume of 11,5 vehicles in the vicinity of the project area. State Route 253 (SR-253) also known as the Ukiah-Boonville Road, is a generally east-west highway that connects State Route 128 (SR 128) near Boonville to U.S. 11 in Ukiah. In the study area SR 253 connects to U.S. 11 south of Talmage Road. SR-253 is a two lane roadway and carries an ADT volume of 2,5 vehicles in the vicinity of the project area. Local Roadway Network The project site and the North State Street processing plant are served primarily by North State Street. The south processing plant is accessed from U.S. 11 via Talmage Road (see Figure 1). These roadways are located within the jurisdiction of Mendocino County, the City of Ukiah, and Caltrans. The following is a brief description of the primary existing roadways in the study area. Kunzler Ranch Road is a two-lane, east-west private collector road that connects North State Street to commercial and industrial uses. This road would provide direct access to the project Kunzler Terrace Mine Project 2-1 ESA / Transportation Study May 29

16 Kunzler Terrace Mine Project site. The roadway carries an ADT volume of 2,265 vehicles based on recent 24-hour count data (February 3-5, 29). North State Street is a two-lane, north-south arterial with a 35 miles per hour (mph) posted speed limit. North State Street connects various localities within Mendocino County. Within the project area it connects The Forks, an unincorporated village to the north, with the City of Ukiah to the south. The estimated ADT on this road in the vicinity of the project site is 13, vehicles. Lake Mendocino Drive is a two-lane rural arterial with no posted speed limit, but an assumed speed limit of 3 mph. Lake Mendocino Drive connects North State Street to U.S. 11 and provides access to Lake Mendocino. Talmage Road (SR 222) is a two-lane, arterial roadway with a 35 mph posed speed limit west of the U.S. 11 overcrossing, and a 5 mph posted speed limit east of the overcrossing. The road carries an ADT volume of 8, vehicles east of U.S. 11 and it connects the City of Ukiah to the community of Talmage to the east. Hensley Creek Road is a two-lane, east-west rural collector roadway north of the project site access road that connects North State Street to Mendocino College. Orr Springs Road is a two-lane, east-west, collector street south of the project site access road that connects North State Street to multiple commercial/industrial uses.. Kuki Lane is a two-lane collector roadway that connects North State Street to multiple commercial/retail uses. The intersection of Kuki Road/North State Street is signalized. Empire Drive/Ford Road is a two-lane collector roadway that connects North State Street to neighborhoods, commercial/retail uses and the Mendocino County Fair Grounds. Ford Road east of North State Street connects to Masonite Industrial Road which could potentially provide a connection south of Kunzler Ranch Road between the project site and the signalized Ford Road/North State Street intersection. Traffic Data Collection Weekday morning (7: to 9: AM) and evening (4: to 6: PM) peak period intersection turning movement counts were conducted at the study intersections on February 3-5, 29, while area schools were in session. The existing traffic count data sheets are provided in Appendix A. For each intersection, the single hour with the highest traffic volumes during the morning and evening count periods was identified. Existing intersection lane configurations and traffic controls are shown on Figure 2. The resulting morning and evening peak hour volumes are shown on Figure 3. The peak hour data is used as the basis for the intersection operational analysis. A review of peak hour intersection volume counts from August 1996, March 1997 and December 2 (Kunzler Ranch Traffic Study, Winzler & Kelly, 21) taken at the North State Street and Kunzler Ranch Road intersection indicate minor seasonal shifts in peak hour traffic volumes at the proposed project location. The March 1997 volumes were found to be the highest among the previous counts. A review of North State Street peak hour link volumes from the Ukiah Valley Area Plan (UVAP) travel demand model factored to 29 levels were found to be generally lower than the February 29 peak hour intersection turning movement volumes counts in the North State Street corridor. On the basis of this review no seasonal adjustments were made to the February peak hour intersection turning movement counts Kunzler Terrace Mine Project 2-2 ESA / Transportation Study May 29

17 Kuki Ln Empire Dr Kunzler Ranch Rd Rd 421 North State St Processing Plant 9 Talmage RD Processing Plant Talmage Rd Lake Mendocino Dr (E) Lake Mendocino Dr (W) Lake Mendocino Dr (W) N State St 11 SB on-ramp 11 SB off-ramp 11 NB off-ramp 11 NB on-ramp N State St Parducci Rd Lake Mendocino Dr (E) Tollini Ln Lake Mendocino Dr (W) Hensley Creek Rd Orr Springs Rd Private dirt d/w Kunzler Ranch Rd N State St N State St N State St Portlock Rd Study Intersection Stop Sign Signalized Intersection N State St N State St 11 SB off-ramp 11 NB on/off-ramp Kuki Ln Shopping ctr d/w 11 SB on-ramp N State St Empire Dr Ford Rd 5 Talmage Rd N State St 11 SB on/off-ramp 11 SB off-ramp N State St 4 Feet Talmage Rd 11 NB off-ramp 11 NB on-ramp Kunzler Terrace Mine Project Figure 2 Existing Intersection Lane Configurations Hensley Creek Rd Project Site 6 Orr Springs Rd 7 Rd Masonite Industrial Ford Rd 11 Russian River 11 Brush St Low Gap NWPRR N State St E Perkins St E Gobbi St S State St Babcock Ln Talmage Rd Ruddick Cunningham Rd Airport Park Blvd NWPRR SOURCE: ESA, 29

18 N State St Parducci Rd Tollini Ln N State St Portlock Rd 421 North State St Processing Plant Lake Mendocino Dr (E) (288) 259 (22) 8 N State St 27(33) 264(21) Lake Mendocino Dr (E) (355) (33) (6) (3) (129) (17)7 (32)22 11 SB on-ramp 11 SB off-ramp 28(27) 263(221) Lake Mendocino Dr (W) (14)3 (133) NB off-ramp 11 NB on-ramp Lake Mendocino Dr (W) 24 (22) 125(234) 27(227) (2) 166 (244) (238) 274 Lake Mendocino Dr (W) (271)156 (111)188 (273) 264 N State St (192) (418) Hensley Creek Rd 5 1 Study Intersection (5) (346) (575) (3) (47) 28(92) (21) 37 (616) () 385 () () () Orr Springs Rd Masonite Industrial Rd Kunzler Ranch Rd Project Site XX(XX) AM(PM) Hensley Creek Rd (87)26 (194)52 N State St (122) (522) N State St Kunzler Ranch Rd 43 8 (656) (45) Orr Springs Rd (18)1 () (88)93 N State St Private dirt d/w (84) (728) () Kuki Ln Empire Dr Low Gap Rd Brush St NWPRR Ford Rd 11 E Perkins St Russian River (71) 1 5 (683) (28) N State St 181(22) 148(226) 11 NB on/off-ramp (66) (448) 11 SB off-ramp (15)7 (277)354 (214)65 N State St 11 SB on-ramp (135) (236) (151) 163 Kuki Ln (131)128 (13)1 (43)24 (733) (131) N State St 28(153) 1(11) 2(1) Shopping ctr d/w (53) (113) (12) S State St E Gobbi St Talmage Rd NWPRR Airport Park Blvd Babcock Ln Ruddick Cunningham Rd 9 Talmage RD Processing Plant Talmage Rd Feet (18) (571) (43) Empire Dr (188)222 (24)59 (42)26 N State St 59(31) 62(26) 91(55) Ford Rd (36) (359) (5) (431) 469 (767)423 (118)62 11 SB on/off-ramp 11 SB off-ramp 143 (147) 32(333) 23(36) Talmage Rd (45)319 (516) NB off-ramp 11 NB on-ramp 15(181) 252(269) Talmage Rd (91) (36) SOURCE: ESA, 29 Kunzler Terrace Mine Project Figure 3 Existing AM and PM Peak Hour Turning Movement Volumes

19 II. Project Setting Traffic classification volume counts were taken over a three day period (February 3-5, 29) on Kunzler Ranch Road. The 24-hour counts indicate an average daily traffic (ADT) volume of 2,265 vehicles. Table 2 shows the classification (by axle) of vehicles using the road on a daily and peak hour basis. As shown, the number of heavy trucks using this roadway is relatively small (3.4 percent daily, 2.7 percent AM peak hour and 3.9 percent PM peak hour). Detailed Kunzler Ranch Road vehicle classification count data is provided in Appendix A. TABLE 2 KUNZLER RANCH ROAD TRAFFIC CLASSIFICATION Vehicle Type Number of Axles Daily Vehicles Percent of ADT AM Peak Vehicles Percent of AM Peak Hour PM Peak Vehicles Percent of PM Peak Hour Cars / Motorcycles 2 1, % % % Light Trucks % % % Medium Trucks % % % Heavy Trucks % 3 2.7% 3 3.9% Other % 2 2.1% 1 1.7% Total 2,265 1% 19 1% 77 1% SOURCE: ESA, February 29 Existing Intersection Operations Existing traffic operations were evaluated for the weekday AM and PM peak hours at the study intersections. The study area peak hours for background commute traffic were determined based on two hour peak period counts at the study intersections. The morning commute peak hour occurred roughly between 7:3 AM and 8:3 AM and the evening peak hour roughly between 4:3 PM and 5:3 PM. The existing traffic volumes, lane configurations and signal phasing were used as inputs into the LOS calculations. Table 3 summarizes the intersection analysis results and the LOS calculation worksheets are presented in Appendix B. As shown in Table 3, three of the unsignalized study intersections currently operate at below LOS thresholds during the AM or PM peak hours. These intersections include the following: #2. W. Lake Mendocino / Southbound U.S. 11 Ramps #6. North State Street / Kunzler Ranch Road #8. North State Street / Northbound U.S. 11 Ramps The worst case approach delay and LOS are shown for all unsignalized intersections which is typically a stop controlled side-street or highway off-ramp. The Route 11 Corridor Interchange Study in Mendocino County (Ukiah Area) August 3, 25 provides a detailed planning level analysis of six U.S. 11 interchanges in the Ukiah area. The interchange report addresses specific concerns at each interchange and provides potential improvements under both existing and future (225) conditions. The improvement recommendations Kunzler Terrace Mine Project 2-5 ESA / Transportation Study May 29

20 Kunzler Terrace Mine Project developed at three of the interchanges for this analysis are consistent with the findings and recommendations presented in the 25, Route 11 interchange study. TABLE 3 PEAK-HOUR INTERSECTION LEVELS OF SERVICE (LOS) EXISTING CONDITIONS 1 Existing (29) Intersection Control 2 Peak Hour Delay LOS 1. North State Street / Lake Mendocino Drive (East) Signal 2. W. Lake Mendocino / SB U.S. 11 Ramps SSSC 3. W. Lake Mendocino / NB U.S. 11 Ramps SSSC 4. North State Street / Lake Mendocino Drive (West) Signal 5. North State Street / Hensley Creek Road SSSC 6. North State Street / Kunzler Ranch Road SSSC 7. North State Street / Orr Springs Road SSSC 8. North State Street / NB U.S. 11 Ramps SSSC 9. North State Street / SB U.S. 11 Ramps SSSC 1. North State Street / Kuki Lane Signal 11. North State Street / Empire Drive / Ford Road Signal 12. Talmage Road / SB U.S. 11 Ramps SSSC 13. Talmage Road / NB U.S. 11 Ramps SSSC AM 21.2 C PM 17.8 B AM 1.5* F PM 17.7 C AM 12.6 B PM 1.9 B AM 22. C PM 27.8 C AM 14.5 B PM 23.4 C AM 15.9 C PM 46.9 E AM 13.9 B PM 25.4 D AM 16.5 C PM 1.27* F AM 15.8 C PM 22. C AM 17.2 B PM 25.5 C AM 25.6 C PM 23.6 C AM 22.6 C PM 2.9 C AM 17.5 C PM 27.3 D NOTE: Results in bold represent unacceptable levels of service. *volume-to-capacity ratio used where delay exceeds 1 seconds per vehicle. LOS descriptions and corresponding ranges of average stopped delay are shown in Table 1. LOS was determined using analysis methodologies presented in the 2 Highway Capacity Manual. For SSSC intersections delay is reported at the worst minor approach. Signal = Signalized intersection, SSSC = side-street stop-controlled intersection SOURCE: Environmental Science Associates Kunzler Terrace Mine Project 2-6 ESA / Transportation Study May 29

21 II. Project Setting Existing Peak Hour Signal Warrants To assess the need for signalization of stop-controlled intersections the CA-MUTCD presents eight signal warrants. Meeting one of the signal warrants could justify signalization of an intersection; however, the full set of warrants should be considered as part of an evaluation and survey before the decision to install a signal is made. Peak hour volume warrant (Warrant 3) analysis for urban conditions was conducted for this study. The results of the traffic signal warrant analysis are shown in Table 4 and the signal warrant calculations are provided in Appendix C. The peak hour volume traffic signal warrant is currently met at the intersection of North State Street / U.S. 11 Northbound Ramps during the PM peak hour. TABLE 4 EXISTING PEAK-HOUR SIGNAL WARRANT ANALYSIS Intersection Control Peak Hour Warrant Met? 2. W. Lake Mendocino / SB U.S. 11 Ramps SSSC No 6. North State Street / Kunzler Ranch Road SSSC No 8. North State Street / NB U.S. 11 Ramps SSSC Yes SOURCE: Environmental Science Associates The above intersections all operate below the accepted thresholds during the AM or PM peak hours at one or more of the side street stop-controlled approaches. The unacceptable operating conditions at North State Street / Kunzler Ranch Road would generally not be considered significant because through, uncontrolled North State Street traffic flows acceptably and because signal warrants are not met. Transit Service The Mendocino Transit Authority (MTA) provides public transit services for Mendocino County. The MTA has approximately 13 fixed routes (primary service routes include Ukiah, Fort Bragg, and Mendocino) that operate daily from 6:3 AM to 7: PM (times vary between routes). The Number 9 Local Ukiah Valley bus serves the Sate Street corridor between Mendocino College and Plant Road. The closest bus stops to the project site are located on North State Street south of Empire Drive (approximately 1.2 miles south of the site) and south of Hensley Creek Road (approximately 1. miles north of the site). Bicycle/Pedestrian Network The Parks and Recreation Element of the Draft Ukiah Valley Area Plan includes a section on bicycle paths, routes, and lanes in the City of Ukiah and the unincorporated Ukiah Valley Area. Bicycle and pedestrian facilities can be classified into several general types, including: Class I Paths These facilities are located off-street and can serve both bicyclists and pedestrians. Recreational trails can be considered Class I facilities. Class I paths are typically 8 to 1 feet wide excluding shoulders and are generally paved. Kunzler Terrace Mine Project 2-7 ESA / Transportation Study May 29

22 Kunzler Terrace Mine Project Class II Bicycle Lanes These facilities provide a dedicated area for bicyclists within the paved street width through the use of striping and appropriate signage. These facilities are typically 4 to 6 feet wide. Class III Bicycle Routes These facilities are found along streets that do not provide sufficient width for dedicated bicycle lanes. The street is then designated as a bicycle route through the use of signage informing drivers to expect bicyclists. Sidewalks The exclusive realm of pedestrians, sidewalks provide pedestrian access and circulation. Sidewalks can vary in width from 5 to 2 feet. In the vicinity of the project site, Class II bike lanes are provided on North Main Street north of Kunzler Ranch Road and on Masonite Industrial Road directly south of the proposed project site. Within the overall study area north-south bicycle routes and lanes are provided along most of Dora Street and portions of State Street. Major east west routes with identified bike routes include Talmage, Gobbi and Perkins Streets. Pedestrian facilities include sidewalks, crosswalks, and pedestrian signals. There are no pedestrian facilities in the vicinity of the proposed project along North Sate Street or Kunzler Ranch Road. Parking There is no on-street parking along North State Street or Kunzler Ranch Road in the vicinity of the proposed project site. Parking for project employees would be provided on-site (up to ten spaces). Project equipment and haul trucks would be parked and loaded at specific areas on-site. The proposed project would not result in a land use that would create a demand for parking through the development of retail, residential, recreational or public use facilities. Railroad Operations There is an existing north-south rail corridor (Northwestern Pacific Railroad tracks) in close proximity to the project site. Traffic traveling to and from the proposed project site would cross these tracks at an at-grade-rail crossing located on Kunzler Ranch Road. There currently is no rail service on this line. Kunzler Terrace Mine Project 2-8 ESA / Transportation Study May 29

23 CHAPTER III Project Transportation Characteristics This chapter describes the transportation characteristics of the proposed project under existing conditions, 215 short-range cumulative conditions and 23 long range conditions. Project Description Granite Construction Company (Granite) proposes to develop a sand & gravel quarry on an approximately 65-acre site in unincorporated Mendocino County, approximately one mile north of the City of Ukiah (see Figure 1). The project applicant has submitted an application to obtain approval of a use permit and mining and reclamation plan to excavate approximately 3.3 acres. The total amount of marketable material proposed for extraction is estimated at 3.37 million tons. Average yearly extraction would be 1, to 25, tons per year depending on market demand. The project would require five to ten (ten being the maximum) employee s onsite, depending on market conditions and seasonal variability. The project site area would be designed to accommodate parking for at least 1 vehicles. The proposed project would operate year-round, Monday through Saturday, with normal operating hours of 5: AM to 7: PM. The majority of the mined material would be hauled to either Granite s North State Street Plant for use in asphalt concrete or Granite s Talmage Processing Plant for Portland cement concrete production. The total life of the project is estimated to be 25 years, approximately twenty years for mining operations, with an additional five years to complete reclamation activities. Project Trip Generation Traffic generation for the proposed project was developed based on operational data provided by the project sponsors and from previous quarry studies (Canyon Rock Quarry Expansion Project EIR, 22, Sonoma County and Pilarcitos Quarry Expansion ADEIR, 27, San Mateo County) conducted by ESA. Quarry operations are affected by market conditions. Increased demand for materials related to construction activity in the general vicinity of the proposed project could at times require short term increases in levels of mining and processing (concrete and asphalt) activity resulting in increased daily truck trips. Conversely, lower demand periods (seasonal or economic) could result in lower day to day truck trip generation. Kunzler Terrace Mine Project 3-1 ESA / Transportation Study May 29

24 Kunzler Terrace Mine Project The project truck trip generation rate estimates shown below in Table 5 reflect anticipated activity levels for a typical weekday during the peak month (October) of mining operations. The peak hour percentages are based on estimates provided by the project sponsor and from field counts of trucks at active quarry operations conducted by ESA from previous studies. The peak hour percentages represent a conservatively high estimate based on the 14-hour day proposed by the project. Estimates of employee generated trips account for the need to distribute starting and quitting times over a 14 hour day and with the understanding that the maximum of 1 employees on site would occur occasionally and for short periods of time and would therefore not represent a typical level of employees on site during peak month operations. TABLE 5 TRUCK TRIP GENERATION RATES Annual Production (Tons) Annual Truck Trips Peak Month Production (Tons) Peak Month Truck Trips Peak Daily Truck Trips AM Peak Hour Truck Trips PM Peak Hour Truck Trips 25, 2, 56,75 4, SOURCE: Granite Construction Company Keithly Ranch / Highway 175 Quarry Traffic Study, Lake County 24. Environmental Science Associates-Canyon Rock Quarry Expansion Project Draft EIR, 22. Notes: Truck load capacity (tons) = 25 Peak month (October) percent of annual production = 22.7% The project if approved is expected to be operational sometime in 29. Table 6 shows the estimated daily and peak hour trip generation associated with the proposed project under peak month conditions. The table also provides the analysis trip generation rate which assumes that project trucks are the equivalent of three passenger vehicles. Large trucks hauling 25 ton loads require more roadway surface for turning and maneuvering than a typical passenger vehicle. Large trucks also require more time and space for acceleration and stopping. For the purpose of this analysis, project haul trucks were analyzed at the equivalent rate of three passenger vehicles per truck. The three passenger vehicle equivalent rate was applied to loaded and empty trucks. TABLE 6 PROPOSED PROJECT TRIP GENERATION ESTIMATES Vehicle Trips Daily AM Peak In Out PM Peak In Out Trucks Employees Total X passenger car equivalent for haul trucks Trucks Employees Total SOURCE: Granite Construction Company 29, ESA 29 NOTES: AM peak hour percent of daily trips = 13% PM peak hour percent of daily trips = 1% AM peak hour truck directional distribution = 7% inbound/3% outbound PM peak hour truck directional distribution = 2% inbound/8% outbound Kunzler Terrace Mine Project 3-2 ESA / Transportation Study May 29

25 III. Project Transportation Characteristics Project Trip Distribution and Assignment Trip distribution assumptions for project traffic were based on information provided by the project sponsor. Figure 4 shows the trip distribution assumptions and the project trip assignment at the study intersections. Project trips are anticipated to split between two processing facilities. Trucks traveling to the south processing plant (9 Talmage Road) are expected to travel west on Kunzler Ranch Road, turn left onto southbound North State Street to the U.S. 11 southbound ramp. Travel south on U.S. 11 to the Talmage Road southbound off-ramp and travel east on Talmage Road to the plant. The return trip would be made from Talmage Road to U.S. 11 northbound to the North State Street interchange, northbound on North State Street to Kunzler Ranch Road. Trucks traveling to the north (421 North State Street) are expected to head west on Kunzler Ranch Road, turn right onto northbound North State Street and continue on North State Street to the plant. Return trips would be made on North State Street from the plant to Kunzler Ranch Road. The distribution of truck traffic represents the project sponsors best estimate of typical daily operations to and from the project site. It is possible that project trucks could be directed to destinations other than the two processing plants identified in this report. Other destinations could include large construction sites or processing facilities with available capacity. Distribution of project trucks to other locations would occur intermittently and typically represent less than five percent of the project s daily haul activities. Further, all project trucks would typically use the North State Street and U.S. 11 ramp intersections that are included in this analysis. Kunzler Terrace Mine Project 3-3 ESA / Transportation Study May 29

26 Kuki Ln Empire Dr Kunzler Ranch Rd Rd 421 North State St Processing Plant 9 Talmage RD Processing Plant Talmage Rd 1 Lake Mendocino Dr (E) N State St N State St Parducci Rd Lake Mendocino Dr (E) Tollini Ln Portlock Rd Kunzler Ranch Rd 4 5 (2) 9 Lake Mendocino Dr (W) Hensley Creek Rd N State St N State St N State St 9 11 SB off-ramp 11 SB on-ramp 7 8 (8) 4 Orr Springs Rd Private dirt d/w 11 NB on/off-ramp N State St N State St N State St Talmage Rd 9(2) Talmage Rd 11 SB on/off-ramp 11 SB off-ramp 11 NB off-ramp 11 NB on-ramp (2) 9 (2) 9 (8)4 4 (8) 4(8) 4(8) 9 (2) (2) 9 5% 1 Study Intersection XX(XX) AM(PM) 4 Feet 4 (8) 4 (8) (8) 4 9(2) 9 (2) (8)4 (8)4 Kunzler Terrace Mine Project Figure 4 Project Trip Distribution and Assignment Hensley Creek Rd 5% Project Site 6 Orr Springs Rd 7 Rd Masonite Industrial Ford Rd 11 Russian River 11 Brush St Low Gap NWPRR N State St E Perkins St 5% E Gobbi St S State St Babcock Ln Talmage Rd Ruddick Cunningham Rd 5% Airport Park Blvd NWPRR SOURCE: ESA, 29

27 CHAPTER IV Traffic Impacts This chapter analyzes the potential impacts to the study area roadway network that may result from the operation of the proposed project. This analysis considers potential project traffic impacts under existing conditions, 215 cumulative (short-range) and 23 cumulative buildout conditions. Mitigation measures are provided in response to significant traffic impacts and the effectiveness of proposed mitigations is quantified and described. Existing With Project Conditions This section analyzes the existing transportation system with added trips from project haul trucks and employee vehicles. This analysis presents the extent of project impacts relative to existing conditions. The traffic volumes for this scenario are shown on Figure 5 and include existing traffic volumes plus net added traffic volumes generated by the project. For the purposes of this report, no roadway improvements were assumed to be in place under Existing with Project conditions. Also, no adjustments were made to optimize traffic signal timings at the study intersections. Intersection Operations Intersection LOS calculations were completed with the traffic volumes on Figure 5 and existing lane configurations. The results are shown in Table 7. The LOS calculation worksheets are provided in Appendix B. The following intersections would operate at a deficient LOS under Existing with Project conditions: #2. W. Lake Mendocino Drive / Southbound U.S. 11 Ramps This intersection would continue to operate at LOS F for the southbound (off-ramp) approach in the AM peak hour. The delays at this intersection are primarily on the southbound left-turn from U.S. 11 and the westbound left-turn onto U.S. 11 during the AM peak hour. The project is not expected to contribute any traffic at this intersection and the peak hour volume signal warrant would not be met under Existing with Project conditions. #6. North State Street / Kunzler Ranch Road This intersection would experience LOS F conditions at the westbound approach left-turn during the PM peak hour due primarily to project truck traffic. The intersection currently operates at unacceptable LOS E at this movement. The north-south through traffic on North State Street and the westbound right turns at this intersection would continue to operate at acceptable LOS C or better during the peak hours. Kunzler Terrace Mine Project 4-1 ESA / Transportation Study May 29

28 N State St Parducci Rd Tollini Ln N State St Portlock Rd 421 North State St Processing Plant Lake Mendocino Dr (E) (29) 268 (22) 8 N State St 27(33) 264(21) Lake Mendocino Dr (E) (363) (33) (6) (3) (129) (17)7 (32)22 11 SB on-ramp 11 SB off-ramp 28(27) 263(221) Lake Mendocino Dr (W) (14)3 (133) NB off-ramp 11 NB on-ramp Lake Mendocino Dr (W) 24 (22) 125(234) 27(227) (2) 166 (244) (238) 274 Lake Mendocino Dr (W) (271)156 (111)188 (275) 273 N State St (192) (426) Hensley Creek Rd 5 1 Study Intersection (5) (348) (575) (32) (55) 32(1) (21) 37 (624) () 389 () () () Orr Springs Rd Masonite Industrial Rd Kunzler Ranch Rd Project Site XX(XX) AM(PM) Hensley Creek Rd (87)26 (194)52 N State St (122) (53) N State St Kunzler Ranch Rd (656) (47) Orr Springs Rd (18)1 () (88)93 N State St Private dirt d/w (84) (73) () Kuki Ln Empire Dr Low Gap Rd Brush St NWPRR Ford Rd 11 E Perkins St Russian River (71) 1 5 (691) (28) N State St 19(24) 148(226) 11 NB on/off-ramp (66) (448) 11 SB off-ramp (15)7 (277)354 (222)69 N State St 11 SB on-ramp (135) (236) (151) 163 Kuki Ln (131)128 (13)1 (43)24 (733) (131) N State St 28(153) 1(11) 2(1) Shopping ctr d/w (53) (113) (12) S State St E Gobbi St Talmage Rd NWPRR Airport Park Blvd Babcock Ln Ruddick Cunningham Rd 9 Talmage RD Processing Plant Talmage Rd Feet (18) (571) (43) Empire Dr (188)222 (24)59 (42)26 N State St 59(31) 62(26) 91(55) Ford Rd (36) (359) (5) (431) 469 (767)423 (118)62 (8) 4 11 SB on/off-ramp 11 SB off-ramp 143 (147) 32(333) 23(36) Talmage Rd (413)323 (516) NB off-ramp 11 NB on-ramp 159(183) 252(269) Talmage Rd (91) (36) SOURCE: ESA, 29 Kunzler Terrace Mine Project Figure 5 Existing + Project AM and PM Peak Hour Turning Movement Volumes

29 IV. Traffic Impacts TABLE 7 EXISTING WITH PROJECT PEAK-HOUR INTERSECTION LEVELS OF SERVICE 1 Intersection Control 2 Hour Peak Existing 29 Existing 29 with Project Delay LOS Delay LOS 1. North State Street / Lake Mendocino Drive (East) Signal 2. W. Lake Mendocino / SB U.S. 11 Ramps SSSC 3. W. Lake Mendocino / NB U.S. 11 Ramps SSSC 4. North State Street / Lake Mendocino Drive (West) Signal 5. North State Street / Hensley Creek Road SSSC 6. North State Street / Kunzler Ranch Road SSSC 7. North State Street / Orr Springs Rd. SSSC 8. North State Street / NB U.S. 11 Ramps SSSC 9. North State Street / SB U.S. 11 Ramps SSSC 1. North State Street / Kuki Lane Signal 11. North State Street / Empire Drive / Ford Road Signal 12. Talmage Road / SB U.S. 11 Ramps SSSC 13. Talmage Road / NB U.S. 11 Ramps SSSC AM 21.2 C 21.9 C PM 17.8 B 17.8 B AM 1.5* F 1.5* F PM 17.7 C 17.7 C AM 12.6 B 12.6 B PM 1.9 B 1.9 B AM 22. C 22. C PM 27.8 C 27.8 C AM 14.5 B 15. B PM 23.4 C 25.6 C AM 15.9 C 17.7 C PM 46.9 E 62. F AM 13.9 B 14.2 B PM 25.4 D 26.7 D AM 16.5 C 16.5 C PM 1.27* F 1.29* F AM 15.8 C 15.8 C PM 22. C 23.4 C AM 17.2 B 17.2 B PM 25.5 C 25.5 C AM 25.6 C 25.6 C PM 23.6 C 23.6 C AM 22.6 C 22.6 C PM 2.9 C 22.6 C AM 17.5 C 18.1 C PM 27.3 D 28.7 D NOTE: Results in bold represent unacceptable levels of service. *volume-to-capacity ratio used where delay exceeds 1 seconds per vehicle. 1 LOS descriptions and corresponding ranges of average stopped delay are shown in Table 1. LOS was determined using analysis methodologies presented in the 2 Highway Capacity Manual. For SSSC intersections delay is reported as worst case. 2 Signal = Signalized intersection, SSSC = side-street stop-controlled intersection SOURCE: Environmental Science Associates The peak hour volume signal warrant would not be met under Existing with Project conditions at this intersection. A key operational consideration at this intersection is safety. Project haul trucks turning left from Kunzler Ranch Road to southbound North State Street must wait for sufficient gaps in northbound and southbound traffic before turning. Loaded trucks require additional time to move from a stopped Kunzler Terrace Mine Project 4-3 ESA / Transportation Study May 29

30 Kunzler Terrace Mine Project position through a turn and then accelerate in order to reach the prevailing speed on North State Street. Similar conditions hold for southbound project trucks on North State Street turning left into Kunzler Ranch Road. There is a center left-turn lane on North State Street at this intersection which assists both southbound and westbound left turns; however, there are approximately 1,2 north-south vehicles traveling through the intersection during the PM peak hour which limits the number and spacing of gaps in the North State Street traffic stream. #8. North State Street / Northbound U.S. 11 Ramps - This intersection would continue to operate at LOS F at the northbound off-ramp (westbound approach) in the PM peak hour. Delay values over 1. seconds tend to increase exponentially and are thus generally considered unreliable; therefore the increase in v/c ratio as a result of project traffic was evaluated instead. The intersections westbound approach operates with a v/c ratio of 1.27 under existing conditions and would operate with a v/c ratio of 1.29 (a two percent increase) under Existing with Project conditions during the PM peak hour. Improvement Measures The implementation of the following recommended measures would address the potentially significant impacts identified above. #2.W. Lake Mendocino Drive / Southbound U.S. 11 Ramps The project is not expected to contribute traffic at this intersection during peak hour or daily operations except under conditions analyzed as Alternative A. Installation of a traffic signal at this intersection would improve overall operations to LOS B during both the AM and PM peak hours. Peak hour traffic volume signal warrants would not be met at this location. The installation of a traffic signal at the southbound ramp was proposed in the Route 11 Corridor study to address long-range (225) capacity problems. The study also recommended an increase to acceleration lengths for both northbound and southbound on-ramps. #6. North State Street / Kunzler Ranch Road There are a number of options that would improve or maintain current levels of peak hour LOS operations at this intersection. The measures or improvements include: Prohibit project haul truck traffic during the PM peak hour. This measure could be implemented as a condition of project approval. Without project truck traffic westbound PM peak hour approach movements would continue to operate as they do currently (LOS E / delay 46.9 seconds per vehicle). Require all outbound haul truck traffic to turn right onto North State Street during the AM and PM peak hours. This measure would require southbound trucks to travel north on North State Street and access the U.S. 11 southbound ramp at West Lake Mendocino Drive. This measure also could be implemented as a condition of project approval and would result in LOS E operations at the westbound approach during the PM peak hour. This option (Alternative Route A) is analyzed in the Alternatives section of this report. Provide an alternative route for southbound project haul trucks. This option (Alternative Route B) would provide a roadway link from the project site on existing private roads south Kunzler Terrace Mine Project 4-4 ESA / Transportation Study May 29