HomeMy WebLinkAbout97-70 1
2
3
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
25
26
27
28
RESOLUTION NO. 97-70
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF UKIAH
ESTABLISHING THE AIRPORT INDUSTRIAL PARK CAPITAL
IMPROVEMENT FEES WITHIN THE CITY OF UKIAH
WHEREAS, the Ukiah City Council has adopted Ordinance No. 882 creating and
establishing the authority for imposing and charging off-site capital improvement fees within
the City of Ukiah; and
WHEREAS, a Subsequent Environmental Impact Report (SEIR) entitled "Redwood
Business Park and Airport Business Park Final Subsequent EIR" was prepared by Leonard
Charles and Associates which identified and assessed the impacts that would result from the
buildout of the Airport Industrial Park (AIP); and
WHEREAS, the revised Engineering Report for the Establishment of Airport Industrial
Park Capital Improvement Fees (hereinafter "Report") has examined the impact of
contemplated future development on existing public facilities identified in the Report along with
an analysis of the need for new public facilities and improvements required by this new
development. The Report sets forth the relationship between new development in this study
area, the needed facilities, and the estimated costs of those improvements. The Report was
prepared by the Public Works Department of the City of Ukiah, is dated April 17, 1997, and
is attached hereto and incorporated herein by this reference as Exhibit "A".
WHEREAS, the Report was available for public inspection and review ten (10) days
prior to the public hearing on this resolution; and
WHEREAS, Notice of the hearing on the imposition of the fee was provided to those
requesting advance notice pursuant to 66017, not less than 14 days prior to the hearing; and
WHEREAS, the City Council finds as follows:
a. The purpose of these fees is to finance off-site capital improvements as
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
b.
Ce
do
e.
described in the Report in order to reduce the impacts of increased vehicle and
pedestrian traffic caused by new development within the Airport Industrial Park
which is identified and described in the map of the study area, attached hereto
as Attachment "A" of Exhibit "A" and incorporated herein by reference.
The capital improvement fees collected pursuant to this resolution shall be used
to finance only the public facilities described or identified in Exhibit "A",
attached hereto.
After considering the Report, the testimony and other evidence received at the
public hearing, the Council approves the Report, and incorporates such herein,
and further finds that the new development in the area identified in Attachment
"A" will generate additional vehicle and pedestrian traffic and require the
identified off-site capital improvements.
New development in the Airport Industrial Park has or will create the need for
off-site capital improvements to service project traffic generated by the
development with the Airport Industrial Park.
The facts and evidence presented establish that there is a reasonable relationship
between the need for the described public facilities and the impacts of the types
of land use for which fees are established in Paragraph 2 below, for which the
corresponding fee is charged. There is a reasonable relationship between the
fee's use and the type of land use for which the fee is charged. The fee charged
to each development bears a reasonable relationship to the need for the public
improvement contributed by the development. All of these relationships are in
more detail described in the Report.
The cost estimates set forth in Exhibit "A" are reasonable cost estimates for
constructing these facilities, and the fees expected to be generated by new
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
development will not exceed the total of these costs.
NOW, THEREFORE, IT IS HEREBY RESOLVED by the City Council of the City
of Ukiah that:
.
Airport Industrial Park Capital Improvement Fees shall be charged upon and
paid prior to the issuance of any permit for all new development in the Airport
Industrial Park depicted and described on the map attached hereto as Attachment
"A" of Exhibit "A" except as otherwise specifically provided in Ukiah City
Code Section 9543. For new development under construction, Capital
Improvement Fees shall be charged upon and paid prior to the occupancy of said
new development in the Airport Industrial Park.
No certificate of occupancy or permit, as appropriate, shall be issued until the
required fees are paid. "Permit", "Inspections", and "Certificate of Occupancy",
as used in this Section, have the same meaning and application as described in
Sections 106, 108, and 109, respectively, of the currently adopted edition of the
Uniform Building Code, International Conference of Building Officials.
2. Fee. The fees for constructing the off-site capital improvements are identified
on Attachment "I" of Exhibit "A". The fees per acre of developable land based
on proposed land use are as follows: Fast Food Restaurant $34,864.79; Gas
Station/Mini-Mart $54,728.91; Office/Retail $7,346.49; Retail $10,702.92;
Industrial $3,564.97; Auto Dealership $7,554.63; and Auto Parts/Auto Care
$11,510.69. These fee rates are based on the future value of capital needed to
construct the identified improvements five (5) years from the date of adoption
of this resolution. The amount of fee due for each parcel to be developed shall
be discounted to its present value at the time payment is made based on an
annual interest rate of 5.25 %, and the time remaining in full quarter increments
1
5
6
?
8
9
10
11
1:/
13
14
15
16
17
19
20
21
22
21
25
26
27
III
III
III
III
ge
.
e
.
.
of a year of the five (5) year period.
Use of Fee. The fee shall be used solely to pay (1) for the described public
facilities to be constructed by the City; (2) for reimbursing the City for the
development's fair share of those capital improvements already constructed by
the City; or (3) to reimburse other developers who have constructed public
facilities described in Exhibit "A" attached hereto, where those facilities were
beyond that needed to mitigate the impacts of the other developer's project or
projects.
Fee Review. If any fees collected pursuant to this resolution remain unexpended
five (5) years after collecting any such fees, the City shall review the fees if and
as required by Government Code Section 66001(d) or any amendments thereto.
If some, but not all, fees collected pursuant to this resolution are expended as
authorized herein, it shall be conclusively presumed that the fees first received
are the fees first expended.
Filing a Protest. The 90 day period for filing a protest pursuant to Government
Code Section 660020(a) begins on the date this resolution is adopted by the City
Council.
Judicial action to Challenge this Resolution. The time limits provided in
Government Code Section 660020 for filing an action or proceeding to attack,
review, set aside, void or annul the fees imposed by this resolution apply.
The fees shall become effective on and after July 7, 1997.
1
$
5
6
?
8
9
10
11
lO.
13
14
15
16
17
18
19
20
21
21
25
0.6
PASSED AND ADOPTED this 7th day of May, 1997, by the following roll call vote:
AYES:
NOES:
Councilmembers Chavez, Kelly, Mastin, and Mayor Malone
Councilmember Ashiku
ABSTAIN: None
ABSENT: None
Sheridan Malone
Mayor
ATTEST:
n B. Henderson
City Clerk
B: 1 ~R2F_31 :KK
IMPFEES.AIP
REVISED ENGINEERING REPORT FOR THE ESTABLISHMENT OF
AIRPORT INDUSTRIAL PARK
CAPITAL IMPROVEMENT FEES
April 17, 1997
Executive Summary
It is proposed that Capital Improvement Fees be imposed on development within the
Airport Industrial Park (ALP) for the purpose of financing the construction of improvements
which are needed to mitigate traffic impacts at three off-site intersections resulting from the
AlP development. The AlP development as used and referenced herein is post Wal-Mart
development which includes development within the AlP occurring after the Wal-Mart
project was completed and opened for occupancy. The AlP is as depicted on Attachment
"A" of this report. The proposed Capital Improvement Fees will be established in
accordance with the City of Ukiah, Municipal Code Division 9, Chapter 5, Article 2, Section
9543 and will be imposed on AlP parcels as development occurs.
Due to the increased traffic volumes resulting from development of the AlP, off-site
improvements will be needed at three intersections: Talmage Road and US 101
southbound exit ramp, Talmage Road and Airport Park Boulevard, and South State
Street/Washington Avenue/Hastings Avenue herein referred to as the study intersections.
As each parcel within the AlP is developed, fees will be imposed and collected at the time
the building permits are applied for. Each parcel developed within the AlP will generate
additional traffic trips which will impact existing levels of service at the study intersections.
At this time, City staff does not propose that fees be collected for the construction of off-site
improvements to two other study intersections which were identified in the SEIR for the
Redwood Business Park and the Airport Business Park developments. These two
locations are the US 101 Northbound exit ramp to Talmage Road and the US 101
Southbound exit ramp to Talmage Road. City staff does not believe that the SEIR
recommended improvements to these ramps will be warranted by reason of the build out
of the AlP. If warranted City staff recommends that an assessment district be formed to
obtain funds required to construct the recommended improvements to the ramps. Staff is
also of the opinion that construction of the US Highway 101 ramp improvements would be
at a high cost that would unduly impact the AlP with little benefit to the overall improvement
to traffic flow in the area. The estimated cost of improvements to the US 101 Northbound
and US 101 Southbound exit ramps, including signalization, is $458,420.00 (in 1997
dollars). Staff has, however, included improvements to Talmage Road in the vicinity of the
southbound US 101 exit ramp for the purpose of mitigating a safety concern.
In addition, correspondence from Ms. Linda Goff Evans, Caltrans, dated November 2, 1995
states that Caltrans does not recommend installing a second right-turn lane on the
Page 2
Revised Engineering Report for the Establishment of Airport Industrial Park
Capital Improvement Fees
April 17, 1997
Southbound off ramp for US Highway 101 at Talmage Road until a traffic signal is
constructed. Ms. Evans indicates that standard practice for traffic signal construction
involves meeting signal warrants. Ms. Evans also stated that selection of a traffic signal
for an intersection should also be based on the net overall impact of the signal to the
intersection. Traffic signals may, in fact, increase the overall delay at an intersection as
well as certain types of accidents.
The Capital Improvement Fees to be charged development within the AlP have been
calculated based on the addition of project traffic only.
Level of Service Evaluation
Table 5 of the W-Trans Airport/Redwood Business Park, Traffic Analysis dated April 17,
1997, page 15, Attachment "B," specifies the Level's of Service (LOS) for the intersections
affected by project traffic. With existing traffic volumes, the intersection of South State
Street and Talmage Road operates at an LOS of C. With the addition of project traffic, this
intersection is projected to operate at LOS D. Although the Final Subsequent
Environmental Impact Report (SEIR) recommends mitigations for the South State
Street/Talmage Road intersection, the City has subsequently adopted its Revised General
Plan which accepts LOS D as a minimum for intersections.
With existing traffic volumes, the intersection of Talmage Road and Airport Park Boulevard
operates at LOS of B. With the addition of project traffic, this intersection is projected to
operate at LOS F with the northbound left turn lane operating at LOS F and the westbound
left turn lane operating at LOS F. The proposed mitigations will restore the intersection to
LOS C.
With existing traffic volumes, the intersection of South State Street and Washington
Avenue/Hastings Avenue operates at an LOS of B. With the addition of project traffic, this
intersection is projected to operate at LOS F with the westbound and eastbound
approaches operating at LOS F. The proposed mitigations will restore the intersection to
LOS C.
Although the US 101 southbound exit ramp at Talmage Road currently operates (with
existing traffic) at a LOS B for right turn movements, the southbound right turn lane from
this ramp is projected to operate at a LOS D with the addition of project traffic. Although
this LOS meets the minimum acceptable level, the City is proposing that Talmage Road
be widened on the northbound side to allow an exclusive right turn from this ramp to
Page 3
Revised Engineering Report for the Establishment of Airport Industrial Park
Capital Improvement Fees
April 17, 1997
mitigate a safety concern as noted in the SEIR for the various development parks within
the AlP.
Although the SEIR considered a southern access to the AlP by extending a road south to
Norgard Lane, staff does not envision this access being needed. Staff has therefore
assumed that projected, project Norgard Lane traffic will utilize the Hastings Avenue to
access the AlP.
This report recommends that all funds needed to implement the recommended
improvements at the study intersections which are necessary for the mitigation of impacts
caused by the AlP project traffic be extracted from development within the AlP only. Under
pre-project conditions (post Wal-Mart, pre-Friedman Bros.), the study intersections operate
at acceptable levels of service. With the addition of project traffic, the levels of service drop
below acceptable levels. The recommended improvements will return the various traffic
movements at the study intersections to pre-project levels or to minimum acceptable levels
but not to levels above pre-project conditions. Therefore, non project traffic do not derive
benefit from the improvements. It is not recommended that development within the AlP
be required to fund improvements that would be required by reason of future traffic from
projects outside the AlP. These projects and the additional mitigations are described in
the AlP SEIR under the cumulative conditions.
Amount of Fee
The fee is established based on the total estimated capital costs needed to construct the
identified improvements. As shown on Attachment "1" the total fee is distributed to each
land use as a percentage of the respective land use's boundary PM peak hour traffic
volume compared to total boundary traffic. The total fee needed to construct the following
capital improvements in the year 2002 with full build out of the AlP is projected to be
$731,036. This amount is based on cost estimates prepared by Boyle Engineering
Corporation, April 12, 1996, and updated by staff in January 1997. Please refer to
Attachments "C, D, E, F, G, and H." The cost estimate for South State Street and
Washington Avenue/Hastings Avenue (Attachment "H") has been modified to include
structure demolition and land acquisition.
Capital Improvements to be Constructed with these Fees
The W-Trans Airport/Redwood Business Park Traffic Analysis dated April 17, 1997
identifies mitigations beginning on page 16 for the impacted intersections. Staff has
Page 4
Revised Engineering Report for the Establishment of Airport Industrial Park
Capital Improvement Fees
April 17, 1997
determined that at present the identified mitigations for the US 101 northbound exit
ramp/Talmage Road and the traffic signal with the second left turn lane for the US 101
southbound exit ramp at Talmage Road as mentioned in the Final Subsequent
Environmental Impact Report will not need to be constructed within the next five years. The
three locations requiring improvements are:
Talmage Road/US 101 Southbound Exit Ramp. Improvements at this location will involve
the widening of Talmage Road on the north side for a length of 320 feet west of the
intersection of Talmage Road/US 101 Southbound Exit Ramp. This proposed work will
address safety issues related to sight distance for vehicles turning west from the ramp onto
Talmage Road and will enhance traffic flows by allowing a free right turn from the exit ramp
onto Talmage Road. Refer to Attachment "C" for the proposed layout of the intersection.
Talmage Road/Airport Park Boulevard. This intersection will be modified to provide two
westbound left turn lanes. The northbound lanes will be restriped to allow three separate
lanes: a single left turn, a combined through-left turn lane, and a right turn. Reference is
made to Attachment "E" for the proposed layout of the intersection.
South State Street/Washington Avenue/Hastings Avenue Improvements to this
intersection would require the construction of a separate left turn lane, a separate through
lane and a combined through-right turn lane on the northbound approaches on South State
Street. A separate right turn only lane, a separate through lane, and a separate left turn
lane will be constructed on the Hastings Avenue westbound approach. Construction of the
right turn lane would require land and structure acquisition and demolition of a structure
located at the northeast corner of this intersection. The curb return at the southeast corner
will be reconstructed to allow for truck turning movements. The Washington Avenue
approach would be restriped to allow for a combined through-right turn lane and a separate
left turn lane. Reference is made to Attachment "G" for the proposed layout of the
intersection.
Page 5
Revised Engineering Report for the Establishment of Airport Industrial Park
Capital Improvement Fees
April 17, 1997
Estimated Cost of Capital Improvements
Costs were taken from estimates prepared by Boyle Engineering Corporation, Attachments
"D," "F," and "H."
Talmage Road/US 101 Southbound Exit Ramp
Talmage Road/Airport Park Boulevard
South State Street/Washington Avenue/Hastings Avenue
SUBTOTAL
Engineering, Administration, & Project Inspection at 32%
Contingencies at 20%
TOTAL in 1997 dollars
$ 39,410
$ 19,600
$323,125
$382,135
$122,283
$ 76.427
$580,845
Calculate amount needed for construction in the year 2002
An average annual inflation rate of 4% instead of 5% over 5 years will be utilized to
account for the unknown time of receipt of capital improvement fees from development
projects. Any accrued interest (and principal) not utilized will be redistributed to developers
upon completion of construction of all identified improvements in this report.
per formula, Future Value = Present Value (1 + i)n
Present Value = $580,845; i = 4% = 0.04; n = 5 years
Therefore, future value = $ 706,686
Future Value = $ 706,686
Add $ 10,600
Add $ 10,000
Add $ 3,750
Total Fee $ 731,036
(Traffic Studies, Oct. 1996 to April 1997)
($2,000 per year traffic volume counts
intersection LOS analysis)
(annual administration fee,
5 years @ $30/hour x 25 hours)
Application of Fee
These capital improvement fees shall be applied to all development within the AlP
Page 6
Revised Engineering Report for the Establishment of Airport Industrial Park
Capital Improvement Fees
April 17, 1997
excluding the existing Walmart, the US Geological Survey (lot id #19), the Redwood Coast
Regional Center (lot id #8), the Talmage Professional Center (lot id #2), the
Talmage Office Park (lot id #3), and North Cai Wood Products (lot id ~f.4). The Talmage
Professional Center and the Talmage Office Park have been previously developed and do
not contribute to project traffic. The US Geological Survey, the Redwood Coast Regional
Center, and North Cai Wood Products facilities are pre-project developments and traffic
generated by these developments is already included in existing traffic volumes and will
not add to project traffic volumes.
The total cost of the capital improvements will be distributed according to six land uses in
the AlP. Please refer to Attachment "1" for the percent distribution based on land use. This
distribution is based on data from Tables 4 and 6 of the W-Trans, Airport/Redwood
Business Park Traffic Analysis dated April 17, 1997, pages 11 and 17, Attachment "J" and
Attachment "K", respectively.
The fee totals per land use from Attachment "1" were divided by the total acreage for each
land use to obtain a fee per acre for the respective land use. On Attachment "L" the
parcel's within the AlP have been identified with their respective fees.
The fees have been calculated based on "developable" acreage. This is defined as that
land which can be developed and utilized by prospective land owners including any
proposed roadways other than Airport Park Boulevard and Commerce Drive from Airport
Road to its terminus at US Highway 101. Attachment "L" lists "developable" land acreage
by Assessor's Parcel Number for each of the properties within the AlP.
The acreages identified are those which can be developed. The Environmental Impact
Reports for the AlP indicate some "wetland" and "riparian" areas. For the purposes of this
report, staff has assumed that there is a total of 3.0 acres of wet meadow/riparian
habitat, a total of 1.05 acres of pond area, and a total of 1.38 acres for the extension of
Airport Park Boulevard as currently approved and under construction within a portion of lot
number 30 identified on Attachment "A." The acreage of lot number 30 for purposes of this
report is 19.62 acres minus (3.0 acres + 1.05 acres + 1.38 acres) = 14.19 acres.
In order to determine the traffic generation potential from the Airport Business Park and the
Norgard property staff made the following assumptions and calculations. ABP (28.62
acres) plus Norgard property (7 acres) equals 35.62 acres. The total buildable area for the
ABP and the Norgard property excluding parcel number 29 is calculated at 21.19 acres.
This was derived by deducting 9 acres of Brewery property, 3 acres of wet
Page 7
Revised Engineering Report for the Establishment of Airport Industrial Park
Capital Improvement Fees
April 17, 1997
meadow/riparian area, 1.05 acres of pond, and 1.38 acres of Airport Park Boulevard from
the total of 35.62 acres. Building coverage of this area is assumed to be 30 percent.
Therefore, 30 percent of 21.19 acres equals 6.36 acres. This area, 6.36 acres, converted
to square feet equals 276,911 square feet; adding the Brewery footage of 68,269 square
feet to the calculated footage of 276,911 produces a total of 345,180 square feet or 345.18
ksf. For purposes of traffic generation for this industrial property, 345.2 ksf was used.
Summary
As discussed in this report, the capital improvements recommended for construction will
mitigate the traffic impacts created by the addition of project traffic to the three study
intersections. The proposed improvements do not enhance the levels of service at these
study intersections to levels beyond pre-project conditions and in some cases the
improvements do not cause a return to the levels of service enjoyed under pre-project
conditions for certain traffic movements within the study intersections. It is therefore
appropriate that post Wal-Mart development within the AlP be imposed the entire cost for
the proposed capital improvements.
ATTACHMENT "B"
Table 5
Summary of Intersection Operations
(Weekday P.M. Peak Hour)
,
Intersection 'Existing Existing plus
Project
Delay LOS Delay LOS
1. South State Street/Talmage Road 21.6 C 26.6 D
Northbound ThrougtffRight 17.7 C 18.9 C
Southbound Left/Through 25.5 D 37.1 D
Westbound Left 26.7 D 26.7 D
Westbound Right 16.3 C 20.3 C
2. South State Street/Hastings Avenue 8.9 B ,,*,,** F
Northbound Left 18.0 C 18.0 C
Northbound Through/Right 7.9 B 9.4 B
Southbound Left 17.9 C - 20.4 C
Southbound ThrouglffRight 6.6 B 6.4 B
Eastbound Approach 15.0 B *** F
Westbound Approach 15.4 C *** F
3. Airport Park Boulevardfralmage Road 12.5 B 141.7 F
Northbound Left 21.8 C 152.7 F
Northbound Through/Right 15.4 C 39.2 D
Southbound Left 24.3 C 24.3 C
Southbound ThrouglffRight 18.0 C 18.3 C
Eastbound Left 23'.7 C 23.7 C
Eastbound Through/Right 10.9 B 11.5 B
Westbound Left 24.8 C *** F
Westbound Through/Right 7.2 B 7.0 B
4. U.S. 101 SB-Ramps/'ralmage Road 3.1 A 8.9 B
Southbound Right 9.5 B 29.8 D
,
, ,
Notes:
Delay = average delay per vehicle in seconds
LOS = level of service
x.,cx = overall intersection level of service
*** = delay exceeds reasonable parameters for methodology
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 15
City of Ukiah
April 17, 1997
ATTACHMENT "C"
A
APPROX. SCALE: 1"-40'
RETAINING
4' HIGH
FF..O~J'F~t ~E IM P~V~iFIE I~T&
320'
TALMAGE ROAD
CITY OF UKIAH
DESCRIPTION
INTERSECTION
IMPROVEMENTS
REVISIONS
SHEET NO.
P-4
DATE
4/12/96
ATTACHMENT "D"
CITY OF UKIAH
Cost Estimate for Talmage Road and Southbound US 101
Based on Cost Estimates Prepared by Boyle Engineering on April 12, 1996
Reference Boyle Engineering Drawing No. P-4
Prepared By: Rick Seanor
Date & Time Printed: 4/17/97 14:48
Item Estimated Unit of
No. Item Quantity Measure Unit Price Total Price
1 Clearing & Grubbing 1 LS $5,000.00 $5,000.00
2 Sawcut AC 400 LF $2.00 $800.00
3 Roadway Excavation 1,50 CY $25.00 $3,750.00
4 Remove Concrete Sidewalk, C&G 2,000 SF $2.00 $4,000.00
5 Construct Wheelchair Ramp 1 EA $2,400.00 $2,400.00
6 IConstruct Curb & Gutter 320 LF $20.00 $6,400.00
7 ~Construct Sidewalk 300 LF $25.00 $7,500.00
8 Aggregate Base 200 TON $20.00 $4,000.00
9 Asphalt Concrete 70 TON $52.00 $3,640.00
10 Place Traffic Stripe 400 LF $1.00 $400.00
11 Place Pavement Marking 130 SF $4.00 $520.00
12 Right of Way and Permits 1 LS $1,000.00 $1,000.00
~ Subtotal $39,410.00
ATTACHMENT "E"
TRAFFIC
WB APPROACH
SIGNAL .......
STANDARD
RELOCATE SIGNAL
POLE
TRAFFIC SIGNAL
LOOPS NB APPROACtt
/
APPROX. SCALE: 1"-40'
CITY OF UKIAH
DESCRIPTION
INTERSECTION
IMPROVEMENTS
REVISIONS
SHEET NO.
P-3
DATE
4/12/96
ATTACHMENT "F"
CITY OF UKIAH I
Cost Estimate for Talmage Road and Airport Park Boulevard
Based on Cost Estimates Prepared by Boyle Engineering on April 12, 1996
Reference Boyle Engineering Drawing No. P-3
Prepared By: Rick Seanor
Date & Time Printed: 4/17/97 14:49
Item Estimated Unit of
No. Item Quantity Measure Unit Price Total Price
1 Place Traffic Stripe 3,000 LF $1.00 $3,000.00
2 !Place Pavement Marking 400 SF $4.00 $1,600.00
3 Modify Traffic Signal & Detector Loops 1 LS $15,000.00 $15,000.00
. Subtotal $19,600.00
ATTACHMENT "G"
RELOCATE TRA.rnC
SIGNAL LOOPS
SB
RELOCAIE TRAFFIC
S~GHAL LOOPS
[B APPROACII
'--::.~'-'.:::i'.-_-..':~--._ :.:---.--
WASHINOTON ~
EXIST FIRE HYDRANT
SIGNAL
RESET
I
crrY OF UKL&H
DESCRIPTION
INTERSECTION
IMPROVEMENTS
!
INSTALL NEW
SIGNAL STAN[
A
APPROX. SCALE: 1"-40'
RELOCATE SIGNAL STANDARD
RELOCATE IELE POLE
REMOVE STRUCTURE
NEW PAVEMENT. TYP
LOCALE 1ELE
NEW SIGNAL POLE
RELOCATE TRAFFIC
SlGHAL LOOPS
NB APPROACH
RELOCATE TRAFFIC
SIGNAL LOOPS
WB APPROACH
RESET VALVE BOX
RE~qSIONS
SHEET NO.
P-1
DATE
4/12/96
ATTACHMENT "H"
CITY OF UKIAH I
Cost Estimate for South State Street and Washington Ave./Hastings Ave.
Based on Cost Estimates Prepared by Boyle Engineering on April 12, 1996
Reference Boyle Engineering Drawing No. P-1
Prepared By' Rick Seanor
Date & Time Printed: 4/17/97 14:49
Item Estimated Unit of
No. Item Quantity Measure Unit Price Total Price
1 Clearing & Grubbing I LS $2,500.00 $2,500.00
2 Sawcut AC 300 LF $2.00 $600.00
3 Relocate Utilities 1 LS $10,000.00 $10,000.00
4 Reset Water Valve to Grade 3 EA $400.00 $1,200.00
5 Roadway Excavation 200 CY $25.00 $5,000.00
6 Construct Wheelchair Ramp 2 EA $2,400.00 $4,800.00
7 Construct Curb & Gutter 500 LF $20.00 $10,000.00
8 Construct Sidewalk 500 LF $25.00 $12,500.00
9 Aggregate Base 200 TON $20.00 $4,000.00
10 Asphalt Concrete 150 TON $52.00 $7,800.00
11 Place Traffic Stripe 1,625 LF $1.00 $1,625.00
12 Place Pavement Marking 100 SF $4.00 $400.00
13 Modify Traffic Signal & Detector Loops 1 LS $60,000.00 $60,000.00
14 Structure Acquisition 1 LS $70,000.00 $70,000.00
15 Land Acquisition 1 LS $127,700.00 $127,700.00
16 Demolition of Structure 1 LS $5,000.00 $5,000.00
Subtotal $323,125.00
ATTACHMENT "J"
Table 4
Pro Generation
Line Note Land Usc Number Weekday P.M. Peak Hour
No. of Units '
Trip Rate In Out Total
Per Unit
1 Office/Retail 67.0 ksf 2.06 23 115 138
2 Industrial Park (RBP) 373.5 ksf 0.91 74 266 340
3 Industrial Park (ABP + Norl~ard) 345.2 ksf 0.91 66 248 314
4 A Total Non. Commercial Trips 163 629 792
5 Auto Dealership (12.27 Acres) 101.5 ksf 2.62 109 157 266
6 B Auto Parts/Auto Care (4.09 Acres) 33.8 ksf 4.00 $9 76 1;~5
7 C Retail 198.1 ksf 4.28 424 424 848
8 C Wal-Mart Expansion 18.0 ksf 4.28 38 39 77
9 C Lot//12 Retail 8.3 ksf 4.28 18 18 36
10 D Commercial Trips (TotaO 648 714 1362
11 Commercial Trips (Pass-by: 30 %) 194 214 408
12 E Commercial Trips (Internal Capture) 119 119 238
13 F Commercial Trips (new primary) 335 381 716
14 G Fast Food Restaurant 2.376 36.56 45 42 87
15 H Gas Station/Mini-Mart 2.452 62.57 77 77 154
16 I Highway Corn Trips (Total) 122 119 241
17 t lighway Corn Trips (Pass-by 50 %) 61 60 121
18 J Highway Com Trips (Internal Capture) 30 30 60
19 K Hi~;hway Com Trips (new primary) 31 29 60
20 L Total New Trips to the Area 529 1,039 1,568
21 M Total Pass-by Trips 2.~5 2 74 529
,
]l~J,.~f~,o. ~.. .... ~'1'~-,-_. 'tn_ _. ~ .. ,~-..~ ~ ...... " " ~ ~
s: urce of Ratcs: Trip Generation, 5th Edition, Institute of Transportation Engineers, 1991/1995
k.s.f. = 1000 square feet, RBP = Redwood Business Park, ABP = Airport Business Park
A. This total represents thc non-commercial (office and industrial) related trips.
B. Rate is based on the average of ITE Land Use//840, Automobile Care Center and ITE Land Usc #848, Tire Store.
C. Rate is based on ITE Land Usc #820 and is calculated based on a 324 ksfshopping center (thc 324 ksfeonsists of
the 198 ksf retail, 18 ksf WaLMart expansion, 8 ksf Lot # 12 retail and existing 1 O0 ksf WaLMart).
D. This total represents thc commercial/retail related trips.
E. Thc internal capture is 15 % of thc total non-commercial trips (15% of 792- 119), in and out ofcommcrcial uses
for a total of 238,
F. Represents Linc # 10 minus Line # 11 minus Linc # 12.
. G. Rate is based on ITE Land Usc #834, Fast Food Restaurant.
H. Rate is based on ITE Land Usc #853, Convenience Market with Gasoline Pumps
I. This total represent thc highway commercial related trips.
J. The internal capture trips were assumed to be 25 percent of thc highway commercial trips.
K. Represents Line # 16 minus Linc # 17 minus Linc # 18.
L. Represents linc #4 plus linc #13 plus linc 019.
M Represents line # 11 plus linc # 17.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc.
City of Ukiah
Page 11 April 17, 1997
ATTACHMENT "K"
to address safety issues related to thc sight distance at thc ramp, it is recommended that a second westbound
through lane on Talmage Road be extended back to thc southbound offi'amp to allow thc offramp traffic turning
right to mm into its own lane without conflict.
In order to fund the required improvements, it may be necessary to levy a fee on the various components of the
project commensurate with their level of traffic impact. A schedule indicating the responsibility for each land
use is shown in Table 6. It should be noted that the discount for internal capture Irips are shared between the
commercial and non-commercial uses.
Table 6
Fee Apportionment Summary
Land Use Number Weekday P.M. Peak Hour
of Units
Trip Rate In Out Total Fair Share
, Per Unit
Office/Retail 67.0 ksf 2.06 23 115 138
Discount for Internal Capture Trips 2 8 10
Land Use Total 21 107 128 6.10%
Industrial Park 718.7 ksf 0.91 140 514 654
Discount for Internal Capture Trips 10 39 49
Land Use Total 130 475 60~ 28.85%
Auto Dealership 101.5 ksf 2.62 109 157 266 12.68%
Auto Pans/Auto Care 33.8 ksf 4.00 59 76 135 6.44%
Retail 224.4 ksf 4.28 480 481 961
Discount for Internal Capture Trips 107 72 179
Land Use Total 373 409 782 37.29%
Fast Food Restaurant 2.376 36.56 45 42 87
Discount for Internal Capture Trips 11 11 22
Land Use Total 34 31 65 3.10%
Gas Station/Mini-Mart 2.452 62.57 77 77 154
Discount for Internal Capture Trips 19 19 38
Land Use Total 58 58 116 5.54%
Site Total 2097 100.00%
Notes:
I.
2.
3.
No discount for internal captur~ trips was taken for auto related uses duc to thc fact that these uses arc not conducive
to peak hour linked trips.
Discount for internal capture Irips ortho office and industrial park uses is based on one-halfof the 15 percent internal
capture assumption.
The balance of the internal capture trips were assigned to the retail uses.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc.
Ci.ty of Ukiah
Page 17 April 17, 1997
ATTACHMENT "L"
CITY OF UKIAH I I
SUMMARY OF CAPITAL IMPROVEMENT FEES BY PARCEL NUMBER-AIRPORT INDUSTRIAL PARK
Prepared By: Rick Seanor
Date & Time Printed: 4/17/97 14:50
Lot Assessor's
ID Parcel No. Land Use Acreage Fee
No,
1 180-070-36 Fast Food Restaurant 0.65 $22,662.12
SUBTOTAL (FAST FOOD RESTAURANT) 0.65 $22,662.12
1 180-070-36 Gas Station/Mini-Mart 0.74 $40,499.39
SUBTOTAL (GAS STATION/MINI-MART) 0.74 $40,499.39
2 180-070-01 Talmage Prof. Ctr. 0.00 $0.00
3 180-070-02 Talmage Office Pk 0.00 $0.00
4 180-070-03 North Cai Wood 0.00 $0.00
6 180-070-29 Office/Retail 1.22 $8,962.72
7 180-070-28 Office/Retail 1.53 $11,240.13
8 180-070-27 R.C. Regional Ctr. 0.00 $0.00
9 180-070-26 Office/Retail 1.21 $8,889.25
10 180-070-25 Office/Retail 1.09 $8,007.67
11 180-070-24 Office/Retail 1.02 $7,493.42
SUBTOTAL (OFFICE/RETAIL) 6.07 $44,593.20
5 180-070-38 Walmart (Existing) 0.00 $0.00
12 180-080-41 Retail 1.00 $10,702.92
13 180-080-53 Retail 1.88 $20,121.49
14 180-080-54 Retail 1.28 $13,699.74
15 180-080-55 Retail 1.06 $11,345.09
16 180-080-52 Retail 2.18 $23,332.36
26 180-080-51 Retail 5.04 $ 53,942.71
27 180-080-44,45 Retail 10.51 $112,487.67
5 180-070-38 Walmart (Expansion) 2.52 $26,971.35
SUBTOTAL (RETAIL) 25.47 $272,603.32
17 180-080-16 Industrial 2.96 $10,552.32
18 180-080-25 Industrial 3.54 $12,620.01
19 180-080-26 U.S. Geol. Survey 0.00 $0.00
20 180-080-19 Industrial 1.00 $3,564.97
21 180-080-22 Industrial 2.23 $ 7,949.89
22 180-080-27 Industrial 4.49 $16,006.74
23 180-080-28 Industrial 4.59 $16,363.23
24 180-080-29 Industrial 4.60 $16,398.88
25 180-080-30 Industrial 5.56 $19,821.26
29 180-110-07 Industrial 9.00 $32,084.77
30 180-110-02,06 Industrial 14.19 $50,586.99
31 180-120-04 Industrial 5.80 $20,676.85
32 184-080-01 Industrial 1.20 $4,277.97
SUBTOTAL (INDUSTRIAL) 59.16 $210,903.89
28 Portion of 180-080-46,47 Auto Dealership 12.27 $92,695.36
28 Portion of 180-080-47,46 Auto Parts/Auto Care 4.09 $47,078.72
SUBTOTAL (AUTO DEALERSHIP/AUTO PARTS/AUTO CARE) 16.36 $139,774.08
§9542 §9543
CHAPTER 5
DEDICATIONS AND CAPITAL IMPROVEMENTS
ARTICLE 2. OFF-SITE CAPITAL IMPROVEMENTS FEES
SECTION:
§9542:
§9543:
§9544:
Purpose
Establishment of Capital Improvement Fees
Limited Use Of Fees
§9542: POI{POSE: In various locations throughout the City public facilities such as
streets, bridges, traffic signals, storm drains and sewer lines must be
constructed or improved in order to accommodate the impacts from or provide access
to new development in those areas. The City Council has determined that capital
improvement fees must be established in order for that new development to contribute
its fair share toward financing the construction of these improvements. (Ord. 882, §2,
adopted 1988)
§9543: ESTABLISHMENT OF CAPITAL IMPROVEMENT FEES:
A.
Creation by Resolution: By resolution the City Council shall establish such
capital improvement fees as it determines are necessary to contribute toward
the financing of public facilities. Each such resolution shall:
1. Establish and describe the benefit and impact area within which the fee shall
apply;
2. Set forth the specific amount of the fee;
3. List the specific public improvement or improvements to be financed;
9183
EXHIBIT A
§9543
§9543
A)
Be
4. Describe the estimated cost of these facilities, and associated costs such as
necessary engineering services and administrative costs;
5. Describe the reasonable relationship between the fee and the types of new
development to which it will apply;
6. Set forth the time when the fee must be paid as follows:
a. As to residential development that time shall not be sooner than the date
of final inspection or the date the certificate of occupancy is issued, whichever
occurs first. The City shall not furnish utilities to occupants of any such
residential development prior to final inspection and the issuance of a certificate
of occupancy. The City shall disconnect utilities furnished to a residential
development if that development is occupied prior to final inspection and the
issuance of a certificate of occupancy. In accordance with the §§2136 to 2137,
the City shall revoke the business license issued pursuant to Division 2 of this
Code to any person (as defined in §2100) engaged in a business (as defined in
§2101), if such person participates as seller, broker or otherwise in the sale of a
residential development to an occupant of that development before final
inspection and issuance of a certificate of occupancy. The City shall not issue a
new business license to a person whose license is revoked as provided herein
for a period of two (2) years.
b. As to all other development that time shall be at the time a building
permit is issued.
c. No certificate of occupancy or building permit, as appropriate, shall issue
until the required fees are paid. "Building permit," "final inspections," and
"certificate of occupancy," as used in this Section, have the same meaning as
described in Sections 301, 305, and 307 of the Uniform Building Code,
International Conference of Building Officials, 1985 Edition;
7. Set forth the method for reviewing or modifying the fee or its use.
Procedure: The City Council shall adopt each resolution according to the
following procedure:
1. The resolution shall be adopted at a public hearing at which any person may
appear in person or in writing.
2. A fee study establishing the reasonable relationship between the fee and
each parcel of property to which it will apply shall be available for public
inspection for at least ten (10) days prior to the hearing.
9184
§9543
B)
§9544
3. Notice of the hearing shall be published in a newspaper of general circulation
within the City ten (10) days prior to the hearing. The notice shall describe the
public facilities to be financed with the fee, the area within which the fee will
apply, the amount of the fee, and the times and location where the fee study is
available for public inspection. (Ord. 882, §2, adopted 1988)
§9544:
EIM]TEI) IJSE OF FEES: The revenues raised by payment of this fee shall
be placed in a separate and special account and such revenues, along with
any interest earnings on that account, shall be used solely to:
Pay for the City's future construction of facilities described in the resolution
enacted pursuant to §9543, and all associated costs, such as engineering and
administrative costs attributable to such facilities or to reimburse the City for
those described or listed facilities constructed by the City with funds advanced
by the City from other sources, or
Bi
Reimburse developers who have been required or permitted to install such listed
facilities which are oversized for their development for such supplemental size,
length or capacity. (Ord. 882, §2, adopted 1988)
9185
Wo TRANS
Report
Airport/Redwood Business Park
Traffic A n alysis
for the
City of Ukiah
April 17, 1997
$ JW/U'K.I005.R4
EXHIBIT A
WHITLOCK (~ WEINBERGER T R A N S P O R TAT I O N I N C
2200 Range Avenue, Suite 102, Santa Rosa, California, 95403, (707) 542-9500, FAX (707) 542-9590
Table of Contents
Introduction and Summary ................................................... 1
Study Parameters ........................................................... 3
Pass-Through Traffic .................. ' ...................................... 7
Project Generated Traffic Volumes .............................................. 9
Evaluation of Intersection Operations ........................................... 13
Mitigation Recommendations ................................................ 16
Study Participants And References ............................................ 18
Figures
Study Area ............................................................... 4
Existing Pass-Through Traffic Volumes ........................................ 8
Project Traffic Volumes ............ .. ....................................... 12
Tables
Intersection Level of Service Criteria ........................................... 5
Intersection Level of Service Thresholds ............... . ......................... 6
Level of Service Standard Alternatives ......................................... 6
Project Trip Generation Summary ............................................ 11
Summary of Intersection Operations .......................................... 15
Fee Apportionment Summary ............................................... 17
Appendices
A
B
C
D
Description of Intersection Capacity Analysis Methodologies
Intersection Level of Service Calculations - Existing Conditions
Intersection Level of Service Calculations - Existing Plus Project Conditions
Intersection Level of Service Calculations - Mitigated Conditions
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page i
City of Ukiah
April 17, 1997
Introduction and Summary
Introduction
This report presents an analysis of the potential traffic impacts for the Airport/Redwood Business Park in the City
of Ukiah. The study area is located west of U.S. 101 along South State Street and Talmage Road. The analysis
focused on four study intersections, South State Street/Talmage Road, South State Street/Hastings Avenue,
Talmage Road/Airport Park Boulevard, and Talmage Road/U.S. 101 SB Ramps.
Summary
In total, the proposed mixed use development is anticipated to generate an average of 2,395 p.m. peak hour
vehicle trips which includes 1,568 new/diverted trips external to the project area, 298 new trips internal to the
project area, and 529 pass-by trips which currently exist on South State Street and Talmage Road.
Under Existing Conditions without the Friedman Brothers store, all of the study intersections are operating
acceptably. South State Street/Talmage Road is operating with an average delay of 21.6 seconds per vehicle and
a LOS C. The intersection of South State Street/Hastings Avenue is currently operating with an average delay
of 8.9 seconds per vehicle and a LOS B. The intersection of Talmage Road/Airport Park Boulevard is currently
operating with an average delay of 12.5 seconds per vehicle and a LOS B. The southbound off-ramp movement
at the intersection of Talmage Road/U.S. 101 Southbound Off-Ramp is currently operating with an average delay
of 9.5 seconds per vehicle and a LOS B.
With the addition of the project traffic volumes, the South State Street/Talmage Road intersection would be
expected to operate with an average delay of 26.6 seconds per vehicle and a LOS D. The intersection of South
State Stzeet/Hastings Avenue would be expected to operate with very high delays and a LOS F. The intersection
of Talmage Road/Airport Park Boulevard would be expected to operate with an average delay of 142 seconds
per vehicle and a LOS F. The southbound off-ramp movement at the intersection of Talmage Road/U.S. 101
Southbound Off-Ramp would be expected to operate with an average delay of 29.8 seconds per vehicle and a
LOS D.
The following mitigations are recommended for the study intersections with the addition of the project traffic
volumes in order to operate at LOS C or better. The level of improvement needed would be slightly less if an
operational standard of LOS D were considered acceptable.
Intersection # 1 - South State Street/T_.a!mage Road - It is recommended that the two southbound lanes be striped
as one through lane and one left-mm lane. The signal could then operate without the split phasing on South State
Street. It should be noted that this restfiping would create a "trap" lane from the southbound left-mm lane. An
alternative would be to eliminate parking in order to sthpe a southbound left-mm lane in addition to the two
through lanes.
Intersection #2 - South State Street/Hastings Avenu~ - Provide separate left-m, through and right-mm lanes
on the westbound approach, extend the two northbound through lanes to Talmage Road, and stripe a separate
eastbound left-mm lane.
Intersection #3 - Airport Park Boulevard/Talmage Road - Provide a second westbound left-mm lane and modify,
the northbound approach to include one left-turn lane, one combined left-turn/through lane, and one exclusive
fight-mm lane. It would also be necessary to implement split-phasing north-south in order to maintain protected
left-ms from both approaches.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page I
City of Ukiah
April 17, 1997
Intersection//4 - U.S. 101 SB Offramp/Talmage Road
City staffhas previously detenmed that the ramp design/location and/or concrete barrier cannot be modified in
order to increase the sight distance. Therefore, in order to decrease delay to the southbound off ramp traffic and
to address safety issues related to the sight distance at the ramp, it is recommended that a second westbound
through lane on Talmage Road be extended back to the southbound offramp and allow the offramp traffic mining
right to mm into its own lane without conflict.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 2
City of Ukiah
April 17, 1997
Study Parameters
Study Area
The study area includes the following intersections.
.
2.
3.
4.
South State Street/Talmage Road
South State Street/Hastings Avenue
Talmage Road/Airport Park Blvd.
Talmage Road/U.S. 101 SB Ramps
All of the study intersections are controlled by traffic signals except for Talmage Road/U.S. 101 SB Ramps
which is controlled by a stop sign on the southbound off-ramp approach to Talmage Road. The locations of the
study intersections are shown in Figure 1.
Study Period
Weekday p.m. peak hour conditions were analyzed.
Evaluation Criteria
The traffic analysis was completed based on methodologies and criteria contained in the following references.
Highway Capacity Manual, Special Report No. 209, Transportation Research Board, 1994
Traffic Manual, California Department of Transportation
Highway Design Manual, California Department of Transportation
Left-Turn Channelization Design Guide, Transportation Research Board
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.
The methodology used for the intersection analysis in the Airport/Redwood Business Park E1R was the
Intersection Capacity Utilization method. This method is described in Circular 212, "Interim Materials on
Highway Capacity," Transportation Research Board, 1980. The Circular 212 methodology determines the
movement which is critical, or controls the amount of green time necessaw, on each approach. The critical
movements for each approach are divided by their respective theoretical capacities and these volume-to-capacity
(v/c) ratios are added together to obtain an intersection v/c ratio. The v/c ratio for the entire intersection is then
related to a level of service, with a v/c of 1.0 considered to be at capacity and the upper limit of LOS E. This v/c
approach is a theoretical ranking difficult for people to understand and relate to.
By contrast, the intersection analysis in this evaluation utilizes methodologies from the 1994 Highway Capacity
Manual. There are different methodologies for signalized intersections, two-way stop controlled intersections,
and all-way stop controlled intersections. These methodologies are more data intensive, but also provide more
understandable results. The signalized intersection methodology is based on average vehicular delay experienced
at the intersection and takes into accotmt factors such as pedestrian activity, flow characteristics, and actual signal
timing. The new unsignalized methodology measures delay for each intersection approach or movement, as well
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 3
City of Ukiah
April 17, 1997
LEGEND
No~-th
.... Future Roadways
Figure 1 StudyArea
Airport/Redwood Business Park Traffic Analysis
,.~,,,,,,Whitlock & Weinberger Transportation Inc. City of Ukiah
UKIOOS.DRW 12/96
as providing a weighted average of vehicular delay for the entire intersection.
Following are summaries of the Level of Service methodologies. The intersection Level of Service criteria are
shown in Table 1. The intersection Level of Service thresholds for both signalized and unsignalized intersections
are shown in Table 2. More complete descriptions of the methodologies and the Level of Service criteria are
provided in Appendix A.
Si~alized Intersection Level of Service Analysis Methodolo~
The study intersections which are currently signalized were analyzed using the Operations Method contained in
the Highway Capacity Manual, Transportation Research Board, Special Report No. 209, 1994. This
methodology is based on factors including traffic volumes, green time for each movement, phasing, whether or
not the signals are coordinated, truck traffic, and pedestrian activity. Average stopped delay per vehicle in
seconds is used as the basis for evaluation in this LOS methodology.
Unsi~alized Intersection Level of Service Analysis Methodology
The level of service for the unsi~ study intersection, or one which is controlled by a stop sign on the minor
street approaches, was mmlyzed using the unsignalized intersection capacity method from the Highway Capacity
Manual, Transportation Research Board, Special Report No. 209, 1994. This method determines a level of
service for each minor turning movement by estimating the level of average delay in seconds per vehicle. The
through movements on the main street are assumed to operate essentially without delay. The methodology also
determines an average delay and level of service for the intersection as a whole.
Table 1
Intersection Level of Service Criteria
Level of Type of Delay Maneuverability
Service Flow
A Stable Very slight or no delay. If signalized, no Turning movements are easily made, and
Flow approach phase is fully utilized and no driver nearly all drivers find freedom of operation.
waits through two red signals.
B Stable Slight delay. If signalized, an occasional Vehicle platoons are formed. Many drivers
Flow approach phase is fully utilized, begin to feel somewhat restricted within
groups of vehicles.
C Stable Acceptable delay. If signalized, a few drivers Back-ups may develop behind turning
Flow arriving at the end of a queue may vehicles. Most drivers feel somewhat
occasionally wait through one cycle, restricted.
D Approaching Tolerable delay. Delays may be substantial Maneuverability is severely limited during
Unstable during short periods, but excessive back ups short periods due to temporary back ups.
Flow do not occur.
E Unstable Flow Intolerable delay. Delay may be great--up to There are typically long queues of vehicles
several signal cycles, waiting upstream of the intersection.
F Forced Flow Excessive delay Jammed conditions. Back ups from one
movement may restrict or prevent other
movements.
Reference: Highway Capacity Manual. Special Report No. 209, Transportation Research Board, 1994.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 5
City of Ukiah
April 17, 1997
Table 2
Intersection Level of Service Thresholds
Level of Service
B
C
D
E
F
Signalized Intersection Delay
(seconds per vehicle, average)
< 5.0
5.1 to 15.0
15.1 to 25.0
25.1 to 40.0
40.1 to 60.0
> 60.0
Unsignalized Intersection Delay
(seconds per vehicle, average.)
< 5.0
5.1 to 10.0
10.1 to 20.0
20.1 to 30.0
30.1 to 45.0
> 45.0
Level of Service Standards
The level of service standard used in the Airport/Redwood Business Park E/R traffic analysis was a minimum
'of Level of Service C. This analysis considers three alternative standards, Level of Service C, a mid Level of
Service D, and a Level of Service D. These standards were applied to the intersection as a whole as well as
individual critical movements. The maximum allowable delay for these alternatives are shown in Table 3.
Table 3
Level of Service Standard Alternatives
Level of Service
C
midD
D
Signalized Intersections
Maximum Delay
(seconds per vehicle, average)
25.0
32.5
40.0
Unsignalized Intersections
Maximum Delay
(seconds per vehicle, average)
20.0
25.0
30.0
Using a standard of a Level of Service D threshold is very common in most urbanized areas of California. There
are some communities who use the slightly more maneuverable standard of mid LOS D. It is not unusual for
smaller communities in California, especially in more rural areas, to utilize a LOS C standard. However, this
level of operation becomes harder to achieve as more urbanized development occurs.
In developing mitigation measures to achieve these level of service standards, two types of intersection
modifications were evaluated. These included additional lanes and traffic signal timing changes. Because signal
timing changes may not be possible due to factors such as increased pedestrian use or coordination with other
traffic signals, the use of signal timing changes to improve level of service was done on a limited basis.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 6
City of Ukiah
April 17, 1997
Pass-Through Traffic
Pass-through traffic m the Airport/Redwood Business Park was field surveyed and estimated based on those
surveys. Pass-through traffic is defined as traffic which does not have an origin or destination in the business
park such as at Wal-Mart and Friedman's Brothers but travels on Airport Park Boulevard. In order to quantify
the actual volume of pass-through traffic, the following field methodology for an origin and destination (O&D)
study was used.
1. Field crews recorded vehicle license plates in both directions at the following locations.
Airport Park Boulevard immediately south of Talmage Road
Commerce Drive immediately east of the entrance to the lumberyard at the northeast comer of
Airport Road/Commerce Drive
.
The O&D study was performed for one two-hour period between 4:00 and 6:00 p.m. on Wednesday,
November 6, 1996. There did not appear to be any special events or nearby construction which might
have affected the data collection.
The resulting database included license plate data for every vehicle which passed each of four
checkpoints during a five minute period. The four checkpoints were Airport Park Boulevard amval
(southbound), Airport Park Boulevard departure (northbound), Commerce Drive arrival (eastbound) and
Commerce Drive departure (westbound).
4. The database was evaluated to determine matches between:
Airport Park Boulevard arrival (southbound) and Commerce Drive departure (westbound)
Commerce Drive arrival (eastbound) and Airport Park Boulevard departm'e (northbound)
License plate matches were done for 15 minute increments. For example, if a license plate was recorded
at Airport Park Boulevard Southbound between 4:00 - 4:05 p.m. and was matched at Commerce Drive
Westbound between 4:00 - 4:20 p.m., the vehicle was considered as pass-through traffic. However, if
a license was recorded at Airport Park Boulevard Southbound between 4:00 - 4:05 p.m. and was
matched at Commerce Drive Westbound later than 4:20 p.m., the vehicle was not considered as pass-
through traffic.
The data revealed that during the p.m. peak hour there are approximately 9 vehicles traveling in the northbound
direction on Airport Park Boulevard approaching Talmage Road and24 vehicles traveling in the southbound
direction on Airport Park Boulevard leaving Talmage Road which are traveling through and not related to land
uses within the new commercial area. These volumes are shown in Figure 2. This pass-through traffic volume
represents approximately 3 to 4 percent of the total traffic on Airport Park Boulevard south of Talmage Road.
This volume of traffic is considered insignificant, therefore, the intersection level of service calculations do not
reflect a reduction due to these pass-through trips.
It should be noted that this pass-through traffic data collection effort took place after the opening of the Friedman
Brothers store. Based on the observed traffic conditions on Airport Park Boulevard, potential delay at other
intersections, and available routes to uses off of Hastings Avenue and Airport Park Boulevard, the amount of
pass-through traffic should not have changed since the time existing traffic counts were taken for the WalMart
EIR.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 7
City of Ukiah
April 17, 1997
Washington Avenue
Talmage Road
iHastings Avenue
!
/
I
!
I
!
;/
I
I
',1
LEGEND
Study Intersections
.... Future Roadways
xx----~ P.M. peak hour through volume
iFigure 2
Noirth
Existing Pass-Through Traffic Volumes
Airport/Redwood Business Park Traffic Analysis
Whiflock & Weinberger Transportation In(=. City of Ukiah
UKIOOS. DRW 12196
Project Generated Traffic Volumes
The City of Ukiah has indicated that several developments have either been constructed or approved for
construction. Projects which have been constructed include Friedman Brothers and WalMart. Planned projects
include Lazy Boy Furmture and Staples office supply. The floor area for these uses total 198,100 square feet.
It should be noted that this total floor area includes Friedman Brothers but does not include WalMart. All of
these uses are within the retail category originally designated.
The City of Ukiah has also indicated that 16.36 acres of industrial zoned land has been rezoned to automotive
commercial uses. The automotive commercial uses were assumed to consist of 12 acres of an auto dealership
and four acres of automotive parts/auto care uses.
Based on information provided by the City of Ukiah, the project was assumed to consist of the following uses.
67,000 square feet of office/retail
373,500 square feet of industrial park for Redwood Business Park
345,200 square feet of industrial park for Airport Business Park plus Norgard
101,500 square feet of auto dealership
33,800 square feet of auto parts/auto care
198,100 square feet of retail
18,000 square feet of WalMart expansion
8,300 square feet for Lot//12 retail
2,376 square foot fast food restaurant
2,452 square foot gas station/mini mart with car wash ·
In estimating the external vehicle trip generation of most large development projects, traffic engineers can obtain
a variety of results based on varying assumptions, techniques and interpretations of data. Following are the
assumptions used in this analysis. All trip generation rates have been obtained from Trip Generation, 5th
Edition, Institute of Transportation Engineers, 1991, and the February 1995 Update.
For commercial and retail uses, the total trips which are generated consist of primary trips, diverted trips, pass-by
trips, and internal capture trips. Primary'trips are those trips which are new to the study area as a direct result
of the development. Diverted trips are those trips that may be occurring near the study area, but will divert to
the new use rather than an existing use. Pass-by trips are trips made as intermediate stops on the way from an
origin to a primary trip destination. Pass-by trips are attracted from existing traffic which now passes the project
site on an adjacent street or streets. Internal capture trips represent a portion of the primary and diverted ~ips
which stay within the Airport/Redwood Business Park area and do not impact the arterial street system.
For this project, diverted trips are those trips occurring on U.S. 101 or in other areas of Ukiah which are diverted
to the study area. Pass-by trips are those trips on South State Slxeet or Talmage Road which enter the site on the
way between their origin and another primary destination. Internal capture trips are those which are made
between the existing and new uses at the Airport/Redwood Business Park without impacting South State Street
or Talmage Road. Internal capture trips can also consist of a linked trip where an employee at the business park
leaves work and stops at a commercial use before proceeding home.
Approxirnately 30 percent of all the commercial trips are assumed to consist of traffic that has been attracted
from the existing traffic on Talmage Road and South State Street. The percentage for pass-by traffic was
obtained from Trip Generation, and is based on the ultimate size of the commercial center. Approximately 50
percent of all the highway commercial trips are assumed to consist of traffic that has been attracted from the
Airport/l~edwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 9
City of Ukiah
April 17, 1997
existing traffic on Talmage Road and South State Street. The percentage for pass-by traffic was based on
information from Trip Generation for gas station and fast food restaurant uses.
The internal capture represents the commercial trips that are linked to one end of a trip to/from the
office/industrial uses. It was assumed that 15 percent of the peak hour non-commercial trips would stop and
patronize the commercial uses when going to or leaving work The 15 percent assumption is based on the current
and potential mix of commercial use types in the project. WalMart and similar stores are more likely to be
patronized by nearby workers once per month (1 of 22 work days or 5 percent) or once every two weeks (1 of 10
work days or 10 percent) as opposed to a grocery store which is typically patronized once per week (1 of 5 work
days or 20 percent). Therefore, allowing for an increased potential for linked trips in the future, an average of
15 percent was used. Also, it was assumed that 25 percent of the highway commercial trips would consist of
internal capture trips where workers or shoppers would stop and patronize the gas station or fast food going to
or from the non-commercial and other commercial uses in the project.
There would also be some internal capture between the various commercial uses, however, these are accounted
for in the shopping center trip generation rate used. No additional deductions for internal capture trips were taken
for the commercial land uses.
The resulting trip generation estimates with these assumptions for the project are shown in Table 4. Note that
the internal capture thps shown are subtracted from the primary/diverted trips.
In total, the proposed mixed use development is anticipated to generate an average of 2,395 p.m. peak hour
vehicle trips which includes 1,568 new/diverted trips external to the project area, 298 new trips internal to the
project area, and 529 pass-by trips which currently exist on South State Street and Talmage Road.
These trip generation projections were asSigned to the study area based on the distribution assumptions contained
in the Airport/Redwood Business Park EIR with modifications based on existing traffic circulation patterns. It
was additionally assumed that the majority of the traffic destined for the highway commercial uses would take
access from the Talmage Road/Airport Park Boulevard intersection since this portion of the project would be
located directly adjacent to that intersection. The resulting project traffic volumes are shown in Figure 3. It
should be noted that these project traffic volumes shown in Figure 3 consist of the new/diverted trips external
to the project area and the pass-by trips which currently exist on either South State Street and Talmage Road.
The internal project trips were not assumed to impact any of the study intersections. Also, the assigned project
traffic volumes assumed that there would be no extension of Norgard Lane into the project from the south.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 10
City of Ukiah
April 17, 1997
Table 4
Generation
d- r ~- -,~
Line Note Land Use Number Weekda), P.M. Peak Hour
No. of Units
Trip Rate In Out Total
Per Unit
1 Office/Retail 67.0 ksf 2.06 23 115 138
2 Industrial Park (RBP) 373.5 ksf 0.91 74 266 340
3 Industrial Park (ABP + Norgard) 345.2 ksf 0.91 66 248 314
4 A Total Non. Commerci~_! Trips 163 629 792
5 Auto Dealership (12.27 Acres) 101.5 ksf 2.62 109 157 266
6 B Auto Parts/Auto Care (4.09 Acres) 33.8 ksf 4.00 59 76 135
7 C Retail 198.1 ksf 4.28 424 424 848
8 C Wal-Mart Expansion 18.0 ksf 4.28 38 39 77
9 C Lot #12 Retail 8.3 ksf 4.28 18 18 36
10 D Commercial Troxv (TotaO 648 714 1362
11 Commercial Trips (Pass-by: 30 %) 194 214 408
12 E Commercial Trips 0ntemal Capture) 119 119 238
13 F Commercial Trips (new primary~l 335 381 716
14 G Fast Food Restaurant 2.376 36.56 45 42 87
15 H Gas Station/Mini-Mart 2.452 62.57 77 77 154
16 I Highway Corn Trips (Total) 122 119 241
17 Highway Corn Trips (Pass-by 50 %) 61 60 121
18 J Highway Com Trips (Internal Capture) 30 30 60
19 K Hi[~hway Com Trips (new primary) 31 29 60
20 L Total New Trips to the Area 529 1,039 1,568
21 M Total Pass-by Trips 255 2 74 529
es: ~ on, 5th Edition, Institute of Transportation Engineers, 1991/1995
A.
D.
F.
H.
I.
J.
K.
L.
M
k.s.£. = 1000 square feet, RBP = Redwood Business Park, ABP = Airport Business Park
This total represents the non-commercial (office and industrial) related trips.
Rate is based on the average of ITE Land Use #840, Automobile Care Center and 1TE Land Use #848, Tire Store.
Rate is based on 1TE Land Usc #820 and is calculated based on a 324 ksfshopping center (the 324 ksfconsists of
the 198 ksfretail, 18 ksf WalMart expansion, 8 ksfLot #12 retail and existing 100 ksfWalMart).
This total represents thc commercial/retail related trips.
The internal capture is 15 % of the total non-commercial trips (15% of 792= 119), in and out of commercial uses
for a total of 238.
Represents Line gl0 minus Line gl 1 minus Line #12.
Rate is based on ITE Land Use #834, Fast Food Restaurant.
Rate is based on ITE Land Use #853, Convenience Market with GasOline Pumps
This total represent the highway commercial related trips.
The internal capture trips were assumed to be 25 percent of thc highway commercial trips.
Represents Line # 16 minus Line # 17 minus Line # 18.
Represents line #4 plus line # 13 plus line # 19.
Represents line # 11 plus line # 17.
Airport/Redwood Business Park Traffic Analysis
City of Ukiah
Whitlock & Weinberger Transportation, Inc.
Page 11
April 17, 1997
1
i 2.. i ~3
~ -- ,, 160 i : ,..,.)
~ ~" '_ 14,5 o '9, i..._ 106 : o m o..__73
- '~ ~' i'-- 297 "'- 80
~ ~. ,,, 0 ,,,-*~ ,~- 209 ..
~,-* ~ 0_' .~,,-* i i 0_~ i ~,~ ' ' 332
,
aa ' 0 ' '~ 170
LEGEND
0 Study Intersections
.... Future Roadways Noirth
:
~x -~ P.M. peak hour through volume
Figure 3 Project Traffic Volumes
A~rport/Redwood Bu$~no$$ P~rk Troffic Anoly$~$
,.,,,~, Whitlook & Weinberger Transportation Ino. City of Ukiah
UKIOOS,DRW 4/97
Evaluation of Intersection Operations
Existing Conditions
The actual average stopped delay by approach at the four study intersections was measured in the field during
the weekday p.~ peak hour on November 15 and 16, 1995. The method used in obtaining the delay was based
on guidelines presented in the Highway Capacity Manual, Special Report No. 209, Transportation Research
Board, 1994. Using the computer soRware available for the Highway Capacity Manual methodologies and the
existing lanes and volumes counted during the field measurements, the average delays for the interseCtion and
its approaches were calculated. A calibration process was then employed to match the field measured delay with
the calculated delay. This process included the adjustment of default values such as lane capacities and critical
gaps.
New traffic counts were obtained on February 20, 1997. These existing volumes were then hand adjusted to
reflect traffic volumes prior to the opening of Friedman Brothers. Using the intersection level of service
parameters which were confirmed in the field and existing traffic volumes, the existing levels of service were
calculated. The resulting conditions are shown in Table 5. Based on this process, all of the study intersections
are operating acceptably at LOS C or better without the Friedman Brothers generated traffic.
The intersection of South State Street/Talmage Road is currently operating with an average delay of 21.6 seconds
per vehicle and a LOS D (compared with a v/c of 0.80 and a LOS C/D shown in the EIR). The intersection of
South State Street/Hastings Avenue is currently operating with an average delay of 8.9 seConds per vehicle and
a LOS B (compared with a v/c of 0.65 and a LOS B shown in the EIR). The interseCtion of Talmage
Road/Airport Park Boulevard is currently operating with an average delay of 12.5 seConds per vehicle and a LOS
B (compared with a v/c of 0.45 and a LOS A shown in the EIR). The southbound off-ramp movement at the
intersection of Talmage Road/U.S. 101 Southbound Off-Ramp is currently operating with an average delay of
9.5 seconds per vehicle and a LOS B (compared with a LOS A shown in the EIR).
The existing level of service calculations are included in Appendix B.
Existing plus Project Conditions
Using the calibrated intersection level of service parameters and the projeCt traffic volumes described in the
previous section, the "Existing plus Project" levels of service were calculated. With the addition of project traffic,
it is anticipated that all four of the study interseCtions will operate unacceptably based on the LOS C standard.
If the mid D standard is applied, South State Street/Talmage Road would be expeCted to operate acceptably under
the Existing plus Project traffic volumes. If the LOS D standard is applied, U.S. 101 SB Ramps/Talmage Road
would be expected to operate acceptably. South State Street/Hastings Avenue and Airport Park Boulevard/
Talmage Road are expected to operate unacceptably regardless of the criteria applied.
The resulting conditions are shown in Table 5 and are identified as "Existing plus Project". The Existing plus
Project level of service calculations are included in Appendix C. It should again be noted that the Existing Plus
Project traffic volumes at the study interseCtions do not include the projected internal capture trips.
Under the Existing plus Project volumes, the intersection of South State Street/Talmage Road would be expected
to operate with an average delay of 26.6 seconds per vehicle and a LOS D. The interseCtion of South State
Street/Hastings Avenue would be expected to operate with a very high delay and a LOS F. Delay would be most
prominent on the Hastings Avenue approach due to the availability of only one travel lane on the westbound
approach to the intersection. The intersection of Talmage Road/Airport Park Boulevard would be expected to
Airport~edwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 13
City of Ukiah
April 17, 1997
operate with an average delay of 142 seconds per vehicle and a LOS F. The movements which would be expected
to experience the greatest delay include the lefMums m to and out of the site. The southbound off-ramp
movement at the intersection of Talmage Road/U.S. 101 Southbound Off-Ramp would be expected to operate
with an average delay of 29.8 seconds per vehicle and a LOS D. Although the intersection level of service
indicates acceptable operation, due to unacceptable operation on the controlled approach and safety issues
conceming the limited sight distance from the southbound off-ramp to the east which were identified, mitigation
appears to be warranted.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Wemberger Transportation, Inc. Page 14
City of Ukiah
April 17, 1997
Table 5
Summary of Intersection Operations
(Weekday P.M. Peak Hour)
Intersection Existing Existing plus
Project
Delay LOS Delay LOS
1. South State Street/Talmage Road 21.6 C 26.6 D
Northbound Throu~ght 17.7 C 18.9 C
Southbound Left/Through 25.5 D 37.1 D
Westbound Left 26.7 D 26.7 D
Westbound Right 16.3 C 20.3 C
2. South State Street/Hastings Avenue ~,9 B *** F
Northbound Left 18.0 C 18.0 C
Northbound Through/Right 7.9 B 9.4 B
Southbound Left 17.9 C 20.4 C
Southbound Through/Right 6.6 B 6.4 B
Eastbound Approach 15.0 B *** F
Westbound Approach 15.4 C *** F
3. Airport Park Boulevard/Talmage Road 12.5 B .].41,7 F
Northbound Left 21.8 C 152.7 F
Northbound Throu~ght 15.4 C 39.2 D
Southbound Left 24.3 C 24.3 C
Southbound Throu~ght -18.0 C 18.3 C
Eastbound Left 23.7 C 23.7 C
Eastbound Through/Right 10.9 B 11.5 B
Westbound Left 24.8 C *** F
Westbound Through/Right 7.2 B 7.0 B
4. U.S. 101 SB-Rampsfralmage Road ~t, 1 A 8,9 B
Southbound Right 9.5 B 29.8 D
Notes: Delay = average delay per vehicle in seconds
LOS = level of service
.,cxx = overall intersection level of service
*** = delay exceeds reasonable parameters for methodology
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 15
City. of Ukiah
April 17, 1997
Mitigation Recommendations
Based on the alternative operational thresholds and the updated level of service conditions presented, optional
mitigation measures were developed which would be required to meet the minimum thresholds. The mitigation
investigation included the evaluation of additional lanes and traffic signal operations. Although revisions to
signal timing were considered as a potential mitigation measure, such changes may not be possible due to factors
such as increased pedesthan use or coordination with other traffic signals, so the use of signal timing changes
to improve level of service was done on a limited basis. For example, it may be theoretically possible to increase
green time for a side street approach which is operating unacceptably. However, this approach may not be
practical due to the need to provide minimum green times for main street traffic flow.
The mitigated level of service calculations are included in Appendix D.
Intersection # I - South State Street/Talmaee Road
In order to achieve LOS C operation, it is recommended that the two southbound lanes be striped as one through
lane and one left-mm lane. The signal could then operate without the split phasing in the north-south direction.
It should be noted that this restriping would create a "trap" lane fi.om the southbound left-mm lane. An
altemative would be to eliminate parking in order to stripe a southbound left-mm lane in addition to the two
through lanes.
Intersection #2 - South State Street/Hastings Avenue
It is recommended that separate right-mm, through and left-mm lanes be provided on the westbound approach,
that the two northbound through lanes be emended to Talmage Road, and that a separate le~turn lane be striped
on the eastbound approach. It should be noted that these improvements were derived through an iterative process
wherein minimal measures such as timing changes were attempted first, then the number of lanes was increased
incrementally, with various lane assignments tried for each increment. An intermediate calculation is included
in Appendix D. As shown in these calculations, with only two approach lanes on the westbound approach and
other lane improvements, an overall LOS D can be achieved for the intersection. However, the westbound
approach would be operating with a LOS F. Therefore, three approach lanes would be needed on the westbound
approach in order to allow a LOS D or better operation for all the approaches.
Intersection #3 - Airport Park BoulevardFl'almage Roa_d
It is recommended that a second westbound left-turn lane be provided and that the northbound approach include
one left-turn lane, one combined left-turn/through lane, and one exclusive right-mm lane. It is also recommended
that split-phaslng be implemented for the north-south approaches. As noted for South State Street/Hastings
Avenue, an incremental approach to developing mitigation measures was used for this intersection. An
intermediate calculation is included in Appendix D. As shown in these calculations, with only one westbound
left turn lane on Talmage Road and other lane improvements, an overall LOS D can be achieved for the
intersection. However, the westbound left turn lane and approach would be operating with a LOS F. Therefore,
a second westbound left turn lane would be needed in order to allow a LOS D or better operation for all the
approaches.
Inter~ection #4 - U.S. 101 SB Offramp/Talmage Road
City staffhas previously determined that the ramp design/lOCation and/or concrete barrier cannot be modified in
order to increase the sight distance. Therefore, in order to decrease delay to the southbound offramp traffic and
Airport/Redwood Business Park Traffic Analysis
WhitlOCk & Weinberger Transportation, Inc.
City of Ukiah
Page 16 April 17, 1997
to address safety issues related to the sight distance at the ramp, it is recommended that a second westbound
through lane on Talmage Road be extended back to the southbound offramp to allow the offramp traffic turning
right to turn into its own lane without conflict.
In order to fund the required improvements, it may be necessary to levy a fee on the various components of the
project commensurate with their level of traitic impact. A schedule indicating the responsibility for each land
use is shown in Table 6. It should be noted that the discount for internal capture trips are shared between the
commercial and non-commercial uses.
Table 6
Fee Apportionment Summary
Land Use Number Weekday P.M. Peak Hour
of Units
Trip Rate In Out Total Fair Share
Per Unit
Office/Retail 67.0 ksf 2.06 23 115 138
Discount for Internal Capture Trips 2 8 10
Land Use Total 21 107 128 6.10%
Industrial Park 718.7 ksf 0.91 140 514 654
Discount for Internal Capture Trips 10 39 49
Land Use Total 130 475 608 28.85%
Auto Dealership 101.5 ksf 2.62 109 157 266 12.68%
Auto Pans/Auto Care 33.8 ksf 4.00 59 76 135 6.44%
Retail 224.4 ksf 4.28 480 481 961
Discount for Internal Capture Trips 107 72 179
Land Use Total 373 409 782 37.29%
Fast Food Restaurant 2.376 36.56 45 42 87
Discount for Internal Capture Trips 11 11 22
Land Use Total 34 31 65 3.10%
Gas Station/Mini-Mart 2.452 62.57 77 77 154
Discount for Internal Capture Trips 19 19 38
Land Use Total 58 58 116 5.54%
Site Total 2097 100.00%
Notes:
.
No discount for internal capture trips was taken for auto related uses due to thc fact that these uses are not conducive
to peak hour linked trips.
Discount for internal caPture trips ofthe offlee and industrial park uses is based on one-half of the 15 percent internal
capture assumption.
The balance of the internal capture trips were assigned to the retail uses.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 17
City of Ukiah
April 17, 1997
Study Participants And References
Study Participants
Project Manager:
Engineer/Data Collection:
Graphics:
Report Review:
Field Technician:
Steve Weinberger, P.E.
Andrew Wong
Cheryl Whitlock-Griffm
Dalene J i Whitlock, P.E.
Jerry Jaromin
References
Highway Capacity Manual, Special Report No. 209, Transportation Research Board, 1994
Highway Capacity Manual, Special Report No. 209, Transportation Research Board, 1985
Traffic Manual, California Department of Transportation
Highway Design Manual, California Department of Transportation
Left-Turn Channelization Design Guide, Transportation Research Board
Trip Generation, 5th Edition, Institute of Transportation Engineers, 1991, and February 1995 I Jpdate
Airport/Redwood Business Park E1R, Leonard Charles & Associates.
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc. Page 18
City of Ukiah
April 17, 1997
Appendix A
Description of Intersection Capacity
Analysis Methodologies
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc.
City of Ukiah
April 1997
Background
DESCRI~ION OF INTERSECTION CAPACITY ANALYSIS
TWO-WAY STOP-CONTROLLED METHOD
The method of unsignalized intersection capacity analysis used for
I0, "Unsi~ali~ Intersections," Highway two.way stop-controlled intersections is from Chapter
Research Board, 1994. Capacity Manual, Special Report No. 209, Third Edition, Transportation
This method applies to two-way stop sign or yield sign controlled intersections (or one-way stop sign or yield sign
controlled intersections at three-way intersections). At such intersections, drivers on the minor, or stop-controlled, street
are forced to use judgment when selecting gaps in the major flow through which to execute crossing or turning
maneuvers. If there is a queue, each driver must also use some measurable amount of time to move into position at the
front of the queue and get ready to evaluate gaps in traffic on the major street. Thus, the capacity of the controlled legs
of an intersection is based on three factors, as follows.
1. The dist:'ibution of gaps in the major street tra/~ic stream.
2. Driver judgment in selecting gaps through which to execute their desired maneuvers.
3. The follow-up time required by each driver in a queue.
· .
It is assumed that gaps in the tral~ic stream are randomly distributed. For this reason, the methodology will be less
reliable in situations in which the conflicting flows are strongly platooned, as would be the case at many urban
intersections where the major street is part of a signalized network. The impact of progression on the gap distribution
in major street traffic can vary substantially, from creating large gaps and thereby increasing capacity to virtually
eliminating gaps and creating considerable delays.
This method assumes that major street traffic is not affected by minor street flows. This assumption is generally good
for periods when the operation is smooth and uncong~ (When congestion occurs, it is likely that major street traffic
will experience some impedance due to minor street tra~c.) Lef~ tums from the major street are assumed to be affected
by the opposing major street flow, and minor street traffic is affected by all conflicting movements.
Input Data
The general procedure to calculate the level of service is as follows:
1. Define existing geometric and volume conditions for the intersection under study.
2. Determine the conflic~g traffic through which each minor street movement and the major street left-
turn must cross.
3. Determine the size of the gap in the conflicting traflSc stream needed by vehicles in each movement
crossing the conflicting traffic stream.
4. Determine the capacity of the gaps in the major traffic stream to accommodate each of the subject
movements that will utilize these gaps.
5. Adjust the capacities found to account for impedance and the usc of shared lanes.
6. Estimate the average total delay for each of the subject movements and determine thc level of service
for each movement and for the intersection.
Gaps arc utilized by vehicles in the'following priority order:
1. Right tums from the minor street
2. Lef~ tums from the major street
3. Through movements from the minor street
4. Lef~ tums from the minor street
For example, ifa leR-tuming vehicle on the major street and a through vehicle from the minor street are waiting to cross
the major traffic slxcam, the first available gap of acceptable size WOuld be taken by the left-turning vehicle. The minor
street through vehicle must wait for the second available gap. In aggregate terms, a large number of such left-turning
vehicles could use up so many of the available gaps that minor street through vehicles are severely impeded or unable
to make safe crossing movements.
Level of Service
The level of service criteria is shown below. As used here, total delay is defined as thc total elapsed time from when a
vehicle stops at the end of the queue tmtil the vehicle departs from the stop line; this time includes the time required for
the vehicle to travel from the last-in-queue position to the first-in=queue position. Note that the level of service criteria
for two-way stop-controlled intersecfiom arc different than for signalized intersections primarily because drivers expect
di~crent levels oflx~~ from different kinds of transportation facilities. An unsignalized intersection is designed
to carry less traffic and have shorter delays, hence the thresholds for a stop-controlled intersection, are lower than for
a signalized intersection.
LEVEL OF SERVICE CRITERIA
FOR TWO-WAY STOP-CONTROLLED INTERSECTIONS
Level of Service Average Total Delay
(seconds/vehicle)
A <5
B >5 and < 10
C >10 and <20
D >20 and
E >30 and ~45
F >45
Reference:
Highway Capacity Manual, Special Report No. 209, Third
Edition, Transportation Research Board, 1994
Using this same criteria, thc average approach delay for all vehicles on a particular approach or for thc intersection as
a whole can be computed as thc weighted average of the total delay estimates for each individual movement on the
specific approach or for all approaches, respectively.
Estimation of Queue Lengths
Theoretical studies and empirical observations have demonstrated that the probability distribution function for queue
lengths for any minor movement at an unsignalized intersection is a function of thc capacity of thc movement and the
movement's degree of saturation. An estimate of thc 95th percentile queue length for minor movements is provided in
the calculations.
DESCRIPTION OF SIGNALIZED INTERSECTION CAPACITY ANALYSIS
1994 HCM OPERATIONS METHOD
Background
The operations method of intersection capacity analysis found in Chapter 9, "Signalized Intersections," of the
Highway Capacity Manual, Special Report No. 209, Transportation Research Board, 1994, was used for this
analysis. This method is used in most analyses of existing conditions or for future situations in which traffic,
geometric, and control parameters are well established by projections and trial designs.'
This method addresses the capacity and level of service of intersection approaches, and the level of service of the
intersection as a whole. Ia this method, capacity and level of service are evaluated separately, and are not related
to each other in a simple one-to-one fashion. Capacity is evaluated ia terms of the ratio of demand flow rate to
capacity (volume-~acity ratio), while level of. service is evaluated on the basis of average stopped delay per
vehicle (seconds/vehicle).
The capacity of the intersection as a whole is not addressed by this method; the design and signalization of
intersections focuses on the accommodo~on ofthe major movements and approaches comprising the intersection.
Capacity is, therefore, only meaningful as applied to these major movements and approaches. Capacity analysis
results ia the computation of volume-to-capacity ratios for individual movements and a composite volume-to-
capacity ratio for the sum of critical movements or lane groups within the intersection. The volume=to-capacity
ratio is the actual or proje~ rate of flow on an approach or designated group of lanes during a peak 15-miaute
interval divided by the capacity of the approach or designated group of lanes.
Input Data
The input data necessat3, to use this methodology includes lane geometries, (xaffic volumes, signal timing, vehicle
type distribution, percent grade, pedestrians, peak hour factors, parking activity, and arrival type per approach.
Level of Service
Level of service is based on the average stopped delay per vehicle for various movements within the intersection.
While volurne-to-capacity affects delay, there are other parameters that more strongly affect it, such as the quality
of progression, length of green phases, cycle lengths, and others. Thus for any given volume-to-capacity ratio,
a range of delay values may result, and vice-versa. See the table "Level of Service Criteria for Signalized
Intersections" for thc relationship between the lcvcl of service'and stopped delay per vehicle.
Because delay is a complex measure, its relationship to capacity is also compiex. It is possible, for cxamplc, to
have delays in the range of Level of Service F while the volume-to-capacity ratio is below 1.00, perhaps as low
as 0.75-0.85. Very high delays can occur at such volume-to-capacity ratios when some combination of thc
following conditions exists: thc cycle length is long; thc lane group ia question has a long red time; and/or thc
signal progression for the subject movement is poor.
The reverse is also possible. 3. saturated approach or lane group with a volume-to-capacity equal to 1.00 may
have low delays if the cycle length is short, and/or the signal progression is favorable for the subject movcmcnt.
Acceptable delay levels do not automatically ensure that capacity is sufficient. Thc analyst must consider thc
results of the capacity analysis module and thc level of service module to obtain a complete picture of existing
or projected intersection operations.
Thus, the designation of Level of Service F does not automatically imply that the intersection, approach, or lane
group is overloaded, nor does a level of service in the A to E range automatically imply that there is unused
capacity available.
The procedures of this ~logy require the analysis of both capacity and level of service conditions to fully
evaluate the operation of a signalized intersection.
LEVEL OF SERVICE CRITE~
FOR SIGNALIZED INTERSECTIONS
Level of Service
A
B
Average Total Delay
(seconds/vehicle)
~5.0
>5.0 and ,: 15.0
C >15.0 and ~25.0
D >25.0 attd ~40.0
E >40.0 and ~60.0
F >60.0
Reference:
Highway Cap~'O, Manual, Special Report No. 209,
Third F. Aifion, Transportation Research Bom'd, 1994
DESCRIPTION OF LANE CONFIGURATION FORMAT
The number of lanes and the use of the lanes is denoted with a special nomenclature described below:
Lane Nomenclature
X.Y Where X Denotes the total number of lanes available for a particular movement.
Y Denotes how the lanes are used.
When Y is ...... The following applies:
I:
~ I.OR
0 ~- ~.o T A lane used exclusively for a particular movement (i.e. exclusive left-turn lane),
~ 1.0 L
!
[: A lane which is shared, that is, either of two different movements can be made
n-- z~ T from a particular lane (i.e. a lane which is shared by through and right-turn
~ 1.0 L
I: · traffic).
I~._
2. .... & z2~'~ T a Denotes two or more through lanes in which two lanes are shared, one with
.,,'~J' 1.1 L left-turn traffic, the other with right-mm traffic.
3 Denotes aa expressway through movement.
I:
· ~ 1.4 R
4 ~_.~---- z~, Denotes a right-mm movement from a wide outside lane where right-mm
~'- ~.o [ vehicles can bypass through traffic sharing the lane to make a right-turn on red.
I:
~ 13 R
5 .-~-:.,_- :.o, Denotes a right-mm movement from an exclusive right-turn lane with a
t- ~.o ,. right-mm arrow and prohibition on the conflicting U-mm movement.
],~
6 ;~" 3.5~'6 ,R Denotes a right-mm movement from a .qhored lane with a right-mm arrow and
tr"- ~.o ,- prohibition on the conflicitng U-turn movement.
I:
Denotes a turning movement which has a separate lane to turn into, as shown
7,8,9 below:
It:t:t
· ~- 1.7 R Turn lane which is shared with a through lane or left-turn lane and under signal
7 ';.2- z~ t control, and which has its own lane to mm into. There must be at least two
~ 1.0 L
It: f f through lanes.
·
I t:t :t-.._ 1.$ R Exclusive turn lane which is under signal control, and which has its own lane
8 -~- 2.°,
~ ~.o ,_ to turn into.
It:tr
It:. t[.~~-'- ,.9~ Exclusive turn lane not under signal control and which has aa exclusive lane to
' .... *- 2.o, turn into, often referred to as a "free" turn. Since the volumes in this lane do not
9~"-' z.o L conflict with other intersection movements, the V/C ratio of the free right-turn
[ ~:~. I movement is not included in the sum of critical V/C ratios.
Appendix B
Intersection Level of Service Calculations
Existing Conditions
Airport/Redwood Business Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc.
City of Ukiah
April 1997
Appendix C
Intersection Level of Service Calculations
Existing plus Project Traffic Volumes
Airport/Redwood Business Park Traffic Analysis
Whitlock & Wemberger Transportation, Inc.
City of Ukiah
April 1997
0 ,'-.,
0::3
O~
AJ 4, ~4,
8~: ~: ' ='
4, 0
O* ,-,4, s ~
U~4. E.-,e ·
0,~
.kJ
Om..4
E-,
ZCJO
.rd
I
!
..
000000000
..
..
.0
00
o
II
I
II
If
II
#
d~
#
N
N
:
I
"~ + r.Q #
0 0
0 0
· o o
· o
·
·
0 O0 0
i
I
d~ ~ I
·
m
I
!
0 I ----
#
#
#
#
#
I
I
#
I
#
#
#
#
#
#
#
~ +~ #
0
0 0
·
M
~ 000
+ ~111
· . .
· . .
u #
#
II ,,kJ 0
u I -d ~
0 # · u -
~l II Id II .,4
# #
::~. Ii · I
# - Il
II Il -, ]He
4d Il-,-,
0 #u m~
#'~ m i~ t'e-
i
i
e4 i ----.4
V
I
#
#
I
#
#
I
I
I
#
o ~o
o o
o ~
o o
0000
o
0000
I\ I
~,°:~
Il i
ii
Il
II
mu m~
0 # · I .
C: n t' II
#-,', ff 0
~ ,,, .,-
id N IlO
u~
II-.-,
~ ooo
i
i
A
I ii0
· I
0 I
V
·
0
I
I
0
I
II
II
II
I ffi
#
#
#
I
I
I
I
I
#
Il
II ~ fl
II ,--t Ii
fl I! -,,.4
II II
II
II
Ii il
II II
II II ~ 0
II II -,-t
il II ~
II II
II II
IiII
II
IIII
~ II ,--I II
~ II g II ·
0 II J II ~
E-,nm.
0 . ~ ti ~
~ II ~ El ~ CJ
'~ o
O ~
~ 0
OH
U
O
· O o
,--I
0~
~ 0
0H
U O
O
UO
O
O
O
OH
A3 O
)'000
0 O0
0oJ§O o
oJ ~
,
· 0
0 00
o ~
00000000
0 O0
·
0808§000
08088000
. .
OOOOOOOO
O OO
· .
00000000
O OO
· .
O OO
00000000
O OO
· .
II'II o
·
OO
0
....
0 0
0 0
......
A
· I
0 ! II
v
~oooo
~o
o~
~E~
.,-~ ~ .~
~0~
U~U
8"'.
+ .... + ....
~0,"'~ · '~ ~),--t 111 .,---4 ..,--I
..
~0~0 , ~00~~
~u
U U
Om
f~
· o 0
·
·
·
0 0 0 0
Appendix D
Intersection Level of Service Calculations
Mitigated Conditions
Airport/Redwood Business Park Traffic Analysis
Whitlock & Wemberger Transportation, Inc.
City of Ukiah
April 1997
nO0
;
#
#
I
I
:
:
I
#
I
#
#
#
#
m~
#
N
m
0000 I ~0~
0000:
#
oooo: , .
0000#
#
°°°°| ~
#
0000
,+
ON
.
·
o o°
~14 II I
N I ·
·
0 I r'- # l
ffl # #
I
O1O214-
0000· 0 ·
0000
~ ~ N I 0
m#om~
00001
I!
II '~ I1
II ~
II ,-I II
II II
II 0
It H -~
I!
"0
II
II
II II
II II
II II
II II
II
~ Il C N
H-~ N 0
II ·
0 II ~ II ~
II II
# 02
#
#
#
#
H
#
#
#
#
#
II
#
t~
O~
000
· . .
+
r.- (',4 · .
~ i~.
· o
· o
#
# #
#
#
..
#
:§
# *
·
·
0000
·
o o
w
o
o
o
·
w
o
.r,
·
0000
~ .
I
I
|????
000
l
IW~WW
~O~looooq
II
4::,-)11
'~011
II
II
:
I
#
#
I
I
I
ooo q
I ~ I ~
I
ON ~W
~l no o
· # # ·
#
·
*#OH-
*#
II
I!
0000
·
o
· 0
· 0 o
0000
o o
w o
o ~
o o
0000
~OmlOOOO
I
B~WWW
I
I
~ Ioooo~
~m
ii
I
!
I
I
II
I
I
#
N
II
#
#
II
#
i~---- i iM
i ·
i o
¥
I~ I,M, IM IM iM
0 0 O0 0
II
II
H
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
#
n
~ 0
I
0000~0~
.... # ~
O000H
#
#
~zzzl ~
~ m ~
~ #
ooooi ~
000o
March 25, 1997
w· TRA NS
Mr. Rick Kennedy
City Engineer
City of Ukiah
300 Seminary Avenue
Ukiah, CA 95482
Airport/Redwood Business Park Traffic Analysis
Dear Rick,
As you know, an updated Airport/Redwood Business Park Traffic Analysis was submitted on March 19, 1997.
This updated report was submitted in response to our previous meetings and discussions. At a meeting last
month with City staff and Gary Akerstrom, a number of questions were asked of us. Following are responses
to these issues.
Issue #1: Consideration for internal trips as part of the trip generation estimate.
Response:
The previous trip generation and internal trip estimates were based on assumptions from the EIR.
We updated the trip generation for the project based on the current land use profile with
consideration for internal trips both between commercial uses and between commercial and non-
commercial uses.
As stated in thc report, there would be some internal capture between the various conunercial uses,
however, these are accounted for by treating the commercial uses as a shopping center. The trip rate
for a shopping center represent the trips attracted external to the project and assumes that the
internal trips are inherent within the project. Therefore, an additional deduction for commercial to
commercial internal trips was not taken.
The intemal capture shown in the report represents the commercial trips that are linked to one end
of a trip to/from the office/industrial uses. It was assumed that 15 percent of the peak hour non-
commercial trips would be linked to the commercial uses. The 15 percent assumption is based on
the current and potential mix of commercial use types in the project.
Issue #2: Pass-through traffic as part of critical movements at Taimage Road/Airport Park Boulevard.
Response:
As shown in the report, pass-through traffic in the Airport/Redwood Business Park was field
surveyed and estimated based on those surveys. The data revealed that during the p.m. peak hour
there are approximately 19 vehicles making westbound left tums from Talmage Road onto Airport
Park Boulevard which are traveling through and not related to land uses within the new cormnercial
area. These 19 vehicles are part of the critical movement at the Talmage Road/Airport Park
Boulevard intersection which totals 117 vehicles under existing conditions and 382 vehicles under
existing plus project conditions. Based on our experience, field observations and examination of
available streets and adjacent land uses, it is apparent that the majority of the 19 vehicles are related
to the City corporation yard, lumber yard, or other uses off of Commerce Drive/Hastings Avenue.
F. XHIBII A
WHITLOCK ~,L WEINBERGER TRANSPORTATION I NC
2200 Range Avenue, Suite 102, Santa Rosa, California, 95403, (707) 542-9500, FAX (707) 542-9590
Mr. Rick Kennedy
Page 2 March 25, 1997
It is unlikely that these vehicles will divert to other routes. Therefore, it was our recommendation
not to reduce the westbound left turn critical movement on Talmage Road at Airport Park Boulevard
when assessing the project impacts.
Issue #3:
Response:
Interpretation of traffic counts on Taimage Road/U.S. 101 southbound ramp.
There was some question on the proper interpretation of the existing traffic volumes from the EIR.
This is no longer an issue since we conducted new existing turning movement counts and use those
counts in our report.
lssue #4: Speed assumption on the Talmage Road overpass in calculating the level of service.
Response:
In calculating the level of service for the Talmage Road/U.S. 101 southbound ramp intersection, a
calibration process was employed to match the field measured delay with the calculated delay. This
process included the adjustment of the amount of time needed for a vehicle to enter westbound
Talmage Road from the southbound off-ramp (critical gap). Although the prevailing speed can be
used in selecting the critical gap (in seconds) for side streets, in this case we did not need to make
an assumption regarding the prevailing speed, since the critical gap was adjusted so that the resulting
side street delay matched what was surveyed in the field. In essence, the critical gap was adjusted
so that it reflected the interaction of the main street prevailing speed and the sight distance from the
off-ramp.
Issue #5: Potential for shifting lanes on the Talmage Road overpass.
Response:
The shifting of the Taimage Road lanes on the overpass to the south in order to increase sight
distance for the southbound off-ramp would not be appropriate. The south side of the overpass
serves both the merge between eastbound Talmage Road and the southbound off-loop and the
diverge between eastbound Talmage Road and the northbound on-loop. The additional lane width
which is currently present on the south side of the overpass is needed to serve these movements.
Issue #6: Potential for signal timing optimization as part of intersection mitigation.
Response:
The signal tinting at the study intersections was optimized in an attempt to mitigate the study
intersections to an acceptable level of service. However, the use of signal optimization was done
on a limited basis. Based on our experience in implementing traffic signal timing changes in the
field, such changes may not be possible due to factors such as pedestrian timing or coordination xvith
other traffic signals.
Please call me if you have any questions regarding these issues.
Sincerely, ,
SJW/UKI005.L3
Table 5
·
Summary of Intersection Operations
(Weekday P.M. Peak Hour)
Intersection Existing Existing plus
Project
Delay LOS Delay LOS
1. South State Street/Talmage Road 21,6. C _ ;26,6 D
Northbound Through/Right 17.7 C 18.9 C
Southbound Left/Through 25.5 D 37.1 D
...................
Westbound Left 26.7 D 26.7 D
Westbound Right 16.3 c 20.3 c
2. South State StreeffHastings Avenue 8,9. B _ .,*.*.. E
o 0, o nd 8.0 C 8.0 C
_,
Northbound ThrouglffRight 7.9 B 9.4 B
Southbound Left 17.9 C 20.4 C
,,
.....
Southbound Through/Right 6.6 B 6.4 B
Eastbound Approach 15.0 B *** F
'Westbound Approach 15.4 C *** F
3. Airport Park Boulevard/Tahnage Road 2.~ I3 141.7 E
Northbound Left 21.8 C 152.7 F
Northbound Tlu'ough/Right 15.4 C 39.2 D
Southbound Left 24.3 C 24.3 C
Southbound Through/Right 18.0 C 18.3 C
Eastbound Left 23.7 C 23.7 C
Eastbound Through/Right 10.9 B 11.5 B
Westbound Left 24.8 C *** F
. .
Westbound Through/Right 7.2 B 7.0 B
_
_
4. U.S. 101 SB-RampsfFalmage Road 3, !. A 8.9 B
Southbound Right . ~9.5 B 29.8 D
Notes: Delay - average delay per vehicle in seconds ~] ~i'~ic~ct+ed = I_~-{:-[--Throt~.~h
LOS = Iced orservice ~ ?_. m;~c;3a-~eal -' ~zcl'~¢;qd C;~h'~
xxx = overall intersection level of service
*** = delay exceeds reasonable parameters for methodology
Airport/Redwood B.siness Park Traffic Analysis
Whitlock & Weinberger Transportation, Inc.
City of Ukiah
Page 15 April 17, 1997
EXHIBIT A