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2021-06-01_8b Circulation ElementMEMORANDUM TO: PLANNING COMMISSION FROM: WHITNEY MCDONALD, CITY MANAGER BY: ROBIN DICKERSON, PE, CITY ENGINEER SUBJECT: CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE D ATE: JUNE 1, 2021 SUMMARY OF ACTION: A recommendation to the City Council to adopt the 2021 Circulation Element Update (CEU), the Mitigated Negative Declaration (MND), and the Multimodal Transportation Impact Study Guidelines will allow for adoption of these documents. IMPACT ON FINANCIAL AND PERSONNEL RESOURCES: No new budget impacts have been identified. Funding for preparation of the CEU by the City’s consultant, GHD, is included in the 2019/20 and 2020/21 fiscal year budgets. RECOMMENDATION: It is recommended that the Planning Commission adopt a Resolution recommending that the City Council adopt the 2021 Circulation Element Update, adopt the Mitigated Negative Declaration in compliance with the California Environmental Quality Act (CEQA), and adopt the Multimodal Transportation Impact Study Guidelines attached to the proposed Resolution. BACKGROUND: The City’s Circulation Element (CE) is one of eight (8) elements of the Arroyo Grande General Plan and identifies the general location and extent of existing and proposed major roads, transit routes, terminals, and public utilities and facilities, and seeks to make policies governing circulation consistent with the Land Use Element. The CE sets standards for streets and highways, levels of service, multi-modal circulation, and transportation systems. Traffic patterns and volumes of traffic described in the CE are primarily based on the adopted Land Use Element and informs planning and prioritization of transportation improvement projects over time. The last comprehensive update to the City’s General Plan occurred in 2001. Since then, several updates have been adopted Item 8.b - Page 1 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 2 to various elements. The last update to the CE was the addition of the Bicycle and Pedestrian Plan in 2012. Recent legislation has driven change in the way local governments approach CE updates. This CE update effort is intended to comply with these new legislative directives as applicable, including: • The Complete Streets Act (AB 1358) • Global Warming Solutions Act (AB 32)/(SB 32) • The Sustainable Communities and Climate Protection Act (SB 375) and the completion of Sustainable Communities Strategies • CEQA Streamlining for infill projects (SB 226) • A shift in CEQA transportation metrics away from Level of Service (LOS) to Vehicle Miles Traveled (VMT) (SB 743) On May 14, 2019, the City Council authorized a consultant services agreement with GHD, a traffic engineering firm, to assist with updating the CE. The process of updating the CE began with obtaining updated traffic counts at various locations throughout the City in September and October of 2019, including updated peak hour traffic counts as well as updated regional traffic modeling data. This data set forms the basis for all traffic scenario modeling and forecasting, which then informs the facility improvements needed to accommodate the increased traffic demands and the reduction in level of service through the year 2040. The update process also included review of existing CE programs and policies, an evaluation of existing conditions, and development of a report reflecting current facilities that have been constructed since the element was last updated. GHD, in conjunction with staff, prepared the Final Existing Conditions and Background Report that is incorporated into the proposed CEU. On November 17, 2020, a study session was held during the regularly scheduled Planning Commission meeting. The following documents were provided to the Commission for review and comment at that time: • Existing Conditions Background Report • A copy of the proposed draft CEU policies • Proposed Draft of Figure 2-2 Intersections and Road Improvements, • Proposed Draft of Figure 3-3 Circulation Map: Bicycle Facility Improvements, • Proposed Draft Figure 3-4 Pedestrian and Transit Facility Improvements A presentation by the City’s consultant provided answers to the Commissioners regarding the CEU content and steps moving forward. One member of the public provided comments during the study session. Those comments involved the inclusion of the Item 8.b - Page 2 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 3 Frederick property in the CEU, the Halcyon Complete Streets Plan, and the East Grand Avenue Master Plan. In response to these comments, staff determined that a portion of the Frederick property is outside the City Limits, that no applications are on file for development of that property at this time, and that a project of that size and magnitude would require a specific plan and a general plan amendment at the time of development, therefore a more detailed analysis of potential development activity at this property was not appropriate for the CEU at this time. In addition, the Halcyon Complete Streets Plan is identified in Table 2-1 of the CEU as a major Circulation Element Road Improvement needed to accommodate future growth capacity and improve the degrading level of service operations. It is anticipated that this Plan will be completed and presented for adoption in the near term. The East Grand Avenue Master plan, on the other hand, is in the preliminary stages and has been placed on hold while a comprehensive General Plan Update is contemplated. From November 17, 2020, thru February 28, 2021, an interactive online map program was activated and used, via Social Pinpoint, to receive public comment. During this time, 73 comments were received through the interactive map and 21 comments were received through email. Comments and responses were provided to the planning commission at the April 20, 2021 commission meeting On April 19, 2021, a Mitigated Negative Declaration (MND) was circulated for a 30-day public review and comment period which ended on May 19, 2021. Only one comment was received from Caltrans. On April 20, 2021, a project status update was presented to the Planning Commission where the draft CEU, the MND which was circulated for public comment and the draft Multimodal Transportation Impact Study Guidelines were presented, incorporating and addressing the public comments received from November 2020 to February 2021. A request was received during public comment to remove the proposed two lane arterial from Fair Oaks to Valley along the future Castillo Del Mar Alignment. The Circulation Element Final Draft (See Attachment A) and the Mitigated Negative Declaration (See Attachment B) have been completed and are presented for recommended approval to the City Council. It is also recommended that the Planning Commission recommend approval of the Multimodal Transportation Impact Study Guidelines (See Attachment C). The process will conclude with a hearing before the City Council to consider adoption of the Circulation Element, the Mitigated Negative Declaration, and the Multimodal Transportation Impact Study Guidelines. Item 8.b - Page 3 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 4 ANALYSIS OF ISSUES: Revisions to the Circulation Element Update The City’s Circulation Element Consultant and staff have made changes to the CEU based on public comment received during the update session held with the Planning Commission on April 20, 2021. The final CEU, which incorporates these changes, is provided in Attachment A. Since the April 202, 2021 Planning Commission meeting, a request was received from the public to remove the two lane arterial connecting Fair Oaks to Valley at the Castillo Del Mar Extension identified in the draft CEU. Staff is supportive of this request. While a connection from Fair Oaks to Valley Road may be appropriate at some point in the future, additional information is needed regarding the Traffic Way interchange area and potentially other development projects that would send traffic through Fair Oaks/Valley Road area before it can be determined that this connection is necessary. The removal of this two lane arterial required updates to the following figures: • Figure 2-2 Intersections and Road Improvements, • Figure 3-3 Circulation Map: Bicycle Facility Improvements, • Figure 3-4 Pedestrian and Transit Facility Improvements In addition to these changes, the following text has been added to the proposed CEU to require compliance with the mitigation measures identified in the circulated Mitigated Negative Declaration in compliance with CEQA: Any future circulation improvement projects identified in this Circulation Element shall implement the mitigation measures identified in the Mitigated Negative Declaration prepared during the most recent update of the Circulation Element (Initial Study/Mitigated Negative Declaration for the City of Arroyo Grande General Plan Circulation Element Update, Arroyo Grande, San Luis Obispo County, California. SWCA Environmental Consultants. May 2021). In addition, future circulation improvement projects shall be evaluated at the time of proposed development to determine whether the MND prepared for the most recent update of the Circulation Element can be relied on (tiered from) to document compliance with CEQA, if the particular improvement is exempt from CEQA, and/or if further CEQA analysis is required for the particular project or proposed improvement. No other significant changes were made to the proposed CEU. The updated Circulation Element has come a long way from the previous 8-page Circulation Element of 2001 with a single map (See Attachment D). The proposed CEU includes the following items highlighted below. • Level of Service (LOS) Policy changing threshold to LOS D instead of the previous LOS C Item 8.b - Page 4 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 5 • New Bicycle Level of Traffic Stress (LTS) Policy • Strengthened multimodal policies throughout, including Complete Streets, Roundabouts, and Safe Routes to Schools Policies • Vehicle Miles Traveled (VMT) Policy • Refined roadway functional classifications, including renaming “Residential Collector” to “Local Collector”, and defined standard cross-sections • Provision for Rights-of-Way for planned roadways and policies regarding building setback lines • Safety Policy to periodically update the Local Roadway Safety Plan (LRSP) • Neighborhood Traffic Management policies • Refined parking policies • New Improvement maps, including separate maps for different travel modes • Refined multimodal improvements beyond the current Bicycle & Trails Master Plan (e.g. Class IV Bikeways, mid-block pedestrian crossings) • Identified need to update the Bicycle & Trails Master Plan in the form of an Active Transportation Plan • Incorporated an Existing Conditions Background Report and summary text within the CEU • Updated list of major circulation improvements for roadways, intersections, and interchange improvements. Revisions to the Mitigated Negative Declaration The 30-day public review period for the Mitigated Negative Declaration (MND) (See Attachment B) closed on May 19, 2021. Only one comment letter was received from Caltrans; no other public comments were received. The letter from Caltrans is a Standard Response Letter and does not require any action at this time. To provide consistency with the CEU, the following figures were updated in the MND: • Figure 3 Proposed Intersections and Road Improvements, • Figure 4 Proposed Bicycle Facility Improvements, • Figure 5 Proposed Pedestrian and Transit Facility Improvements No other changes have been made to the MND since it was circulated for public review. Revisions to the Multimodal Transportation Impact Study Guidelines To provide guidelines and procedures for future multimodal transportation impact study submissions, a set of guidelines has been established to provide comprehensive, clear and consistent analyses for all development projects within the City. As part of the Circulation Element Update, GHD has prepared the Multimodal Transportation Impact Study Guidelines (Attachment C), which establish standards for technical studies consistent with the latest applicable planning and engineering methodologies, standards, and analysis procedures. These guidelines will also establish protocol for pre-approval of project-specific technical assumptions in a Memorandum of Assumptions (MOA) with the Item 8.b - Page 5 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 6 intent of streamlining applicant-side workflow by avoiding duplicative work between draft and final multimodal transportation impact study submissions. The following changes were made to the Draft Multimodal Transportation Impact Study Guidelines dated January 2021 since the April 20, 2021 Planning Commission Meeting: • Chapter 3, page 8 under Vehicle Miles Traveled (VMT). Additional text has been added to allow flexibility for proposed project compliance (Bold text indicates added text): For purpose of transportation analysis, VMT refers to the amount and distance of automobile travel attributable to a project. Baseline VMT is established as the Countywide average including incorporated cities as calculated by the SLOCOG Regional Travel Demand Model (regional average. The baseline VMT per Capita is 20.2, and baseline VMT per Employee is 14.0. Baseline VMT metrics may be updated periodically, at the City’s discretion, for a variety of reasons, such as to maintain an accurate reflection of existing land use or travel conditions, to coincide with changes to VMT analysis best practices, and to reflect updates to the SLOCOG Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) and/or regional model. Project applicants may also elect to calculate the baseline VMT metric utilizing a different methodology or data source, upon demonstration a need to update the values presented in this document due to changes in existing land use or travel conditions, and upon providing substantial evidence that the baseline VMT calculation follows guidance from OPR and is defensible under CEQA, including accounting for full trip lengths, not restricted to jurisdictional boundaries, and accounting for vehicle trips to and from the County. The VMT threshold for residential and non-residential land use projects shall comply with the 15% below baseline thresholds as set in this document, and the VMT threshold for retail, industrial, or other projects shall comply with the zero-net increase in total regional VMT threshold as set in this document. • Chapter 3, page 8, Section C. Revised to add a sentence for clarification to the Locally-serving retail as follows (Bold text indicates added text): C) Project is Locally-serving retail defined as retail project within an urban environment of less than 50,000 square feet. However, retail projects of Item 8.b - Page 6 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 7 less than 50,000square feet may still be regionally serving (i.e. auto dealerships & specialty retailers), therefore each project should be considered on a case-by case basis by City staff to determine if they are likely to attract regional trips. The City should consider project- specific information such as market surveys or economic impact analysis that may more accurately determine market geography • Chapter 3, page 9. Revised the VMT Calculations as shown below (See changes in bold): Total Regional VMT for Home Based Trips VMT per Capita = (Proposed Dwelling Units) 𝑥𝑥 (Avg.Persons per Household) Total Regional VMT for Home Based Work Trips VMT per Employee = (Proposed Office Sq. Ft.) 𝑥𝑥 (Avg. Sq. Ft. per Worker) Next Steps The CEU projects traffic related growth out to the year 2040. As the growth increases, traffic impacts will cause deterioration of the Level of Service (LOS) to various road way, intersections and interchanges. The Circulation Element Update will identify the proposed projects needed to improve the LOS. GHD is preparing a CEU Capital Improvements Program (CIP) for these future improvements, which will identify the proposed improvement, the estimated cost of the improvements, and the proposed associated Traffic Impact Fees required to fund these improvements. Once the Circulation Element Update is adopted, the CEU CIP list will be folded into the City’s CIP budget of funded and unfunded projects. The Traffic Impact Fee Study is under way and is expected to be completed in June 2021. The Study will be presented to the City Council for discussion at the time Council considers adoption of the Circulation Element Update, with potential adoption of updated Traffic Impact Fees following that discussion. ADVANTAGES: Adopting a Resolution recommending adoption of the Circulation Element Update, the Mitigated Negative Declaration and the Multimodal Transportation Impact Study Guidelines will allow the documents to proceed to City Council for adoption. Item 8.b - Page 7 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 8 DISADVANTAGES: None identified. ENVIRONMENTAL REVIEW: The CEU requires environmental review pursuant to the California Environmental Quality Act. To meet CEQA requirements, a Mitigated Negative Declaration (MND) for the CEU was prepared by SWCA as a sub consultant to GHD. The MND was circulated for public review from April 19, 2021, through May 19, 2021. The MND has been prepared in accordance with the CEQA, Public Resources Code §21000 et seq., and the State CEQA Guidelines, California Code of Regulations (CCR) §15000 et seq. It is recommended that the Planning Commission consider and recommend that the City Council adopt the MND with the CEU. Specific projects identified in the Circulation Element Update may require additional CEQA review at the time of project development. The MND has identified 8 areas of potential impact that require mitigation measures: air quality, biological resources, cultural resources, geology and soils, hazard and hazardous materials, land use, noise, and transportation. The MND includes analyses of each potential impact, proposed mitigation measures, and required monitoring plans. It is recommended that the Planning Commission recommend to the City Council that it adopt the following findings in compliance with CEQA: 1. The Mitigated Negative Declaration (MND) was prepared and circulated for public review in accordance with the California Environmental Quality Act (CEQA) and the State CEQA Guidelines, reflects the lead agency’s independent judgment and analysis, and adequately addresses potential environmental impacts associated with the proposed Project; and 2. There is no substantial evidence that the Project will have a significant effect on the environment as mitigated in accordance with the measures identified in the MND; and 3. All potentially significant environmental effects were analyzed adequately in the referenced MND, subject to the mitigation measures identified in the MND being incorporated into the CEU and subject to the mitigation monitoring program identified in the MND, which are hereby incorporated herein in their entirety. PUBLIC NOTIFICATION AND COMMENT: A notice of public hearing was published in the Tribune and notices mailed to partner agencies on May 21, 2021. The notice was also posted on the City’s website and at City Hall. The Agenda was posted at City Hall and on the City’s website in accordance with Government Code Section 54954.2. Item 8.b - Page 8 PLANNING COMMISSION CONSIDERATION OF RECOMMENDATION TO THE CITY COUNCIL TO ADOPT GENERAL PLAN AMENDMENT 20-001, CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES; LOCATION - CITYWIDE JUNE 1, 2021 PAGE 9 Attachments: 1. Draft Resolution 2. Circulation Element Final Draft (Exhibit A to Resolution) 3. Mitigated Negative Declaration (Exhibit B to Resolution) 4. Multimodal Transportation Impact Study Guidelines Final Draft (Exhibit C to Resolution) 5. 2001 Circulation Element Item 8.b - Page 9 RESOLUTION NO. A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF ARROYO GRANDE RECOMMENDING THE CITY COUNCIL APPROVE GENERAL PLAN AMENDMENT NO. 20-001 ADOPT ING THE CIRCULATION ELEMENT UPDATE, MITIGATED NEGATIVE DECLARATION, AND MULTIMODAL TRANSPORTATION IMPACT STUDY GUIDELINES WHEREAS, California Government Code Section 65302(b)(1) recognizes the close relationship between transportation and land use and requires that policies be established creating a mutually beneficial relationship and that the Circulation Element be correlated to the General Plan Land Use Element; and WHEREAS, Section 65302(b)(2) of the California Government Code requires the Circulation Element to provide for a balanced, multimodal transportation network that meets the needs of all users of streets, roads, and highways, which includes bicyclists, pedestrians, children, motorists, persons with disabilities, the elderly, users of public transportation, and commercial goods movers. This requirement is sometimes referred to as the “Complete Streets” and complies with the current requirements of State law; and WHEREAS, the Circulation Element Update provides transportation planning and policies to assist the City in meeting the requirements of Senate Bill 375, the Sustainable Communities and Climate Protection Act of 2008, which requires that metropolitan planning organizations in California prepare a Sustainable Communities Strategy for meeting their greenhouse gas reduction targets, through coordinated planning for land use, transportation and housing; and WHEREAS, The Circulation Element Update and the Multimodal Transportation Impact Guidelines provide policy changes as required by Senate Bill 473, which amends the California Environmental Quality Act (CEQA) transportation impact analysis for projects by replacing auto delay and level of service with Average Vehicle Miles Travelled (VMT) as the basis for determining significant impacts under CEQA; and WHEREAS, a study session was held by the Planning Commission on November 17, 2020, to discuss and receive feedback on the City’s draft Circulation Element Update; and WHEREAS, an update on the Circulation Element was provided to the Planning Commission on April 20, 2021 along with the Multimodal Transportation Impact Guidelines to provide status update and information regarding the Circulation Element; and WHEREAS, the Planning Commission has reviewed and considered the information and public testimony presented at the public hearing and the information contained in the Circulation Element Update, staff report, and the administrative record; and WHEREAS, the Planning Commission has reviewed this project in compliance with the ATTACHMENT 1 Item 8.b - Page 10 RESOLUTION NO. JUNE 1, 2021 PAGE 2 California Environmental Quality Act (CEQA), the State CEQA Guidelines, and the Arroyo Grande Rules and Procedures for Implementation of CEQA and recommends that the City Council adopt a Mitigated Negative Declaration as the correct CEQA document for the CEU on subject to the following findings: 1. The Initial Study-Mitigated Negative Declaration (IS-MND) was prepared and circulated for public review in accordance with the California Environmental Quality Act (CEQA) and the State CEQA Guidelines, reflects the lead agency’s independent judgment and analysis, and adequately addresses potential environmental impacts associated with the proposed Project; and 2. There is no substantial evidence that the Project will have a significant effect on the environment as mitigated in accordance with the measures identified in the IS- MND; and 3. All potentially significant environmental effects were analyzed adequately in the referenced IS-MND, subject to the mitigation measures identified in the IS-MND being incorporated into the Project and subject to the mitigation monitoring program identified in the IS-MND, which are hereby incorporated herein in their entirety. NOW, THEREFORE, BE IT RESOLVED that the Planning Commission of the City of Arroyo Grande hereby recommends that the City Council (i) approve General Plan Amendment No. 20-001; (ii) adopt the Circulation Element Update incorporated herein as “Exhibit A,”, (iii) adopt the Mitigated Negative Declaration incorporated as “Exhibit B” in compliance with CEQA and subject to the findings as stated above, and (iii) adopt the Multimodal Transportation Impact Study Guidelines incorporated herein as “Exhibit C”. On motion by Commissioner ________, seconded by Commissioner _______, and by the following roll call vote, to wit: AYES: NOES: ABSENT: the foregoing Resolution was adopted this 1th day of June, 2021. Item 8.b - Page 11 RESOLUTION NO. JUNE 1, 2021 PAGE 3 _______________________________ GLENN MARTIN CHAIR ATTEST: _______________________________ PATRICK HOLUB SECRETARY TO THE COMMISSION AS TO CONTENT: _______________________________ WHITNEY McDONALD CITY MANAGER/ ACTING COMMUNITY DEVELOPMENT DIRECTOR Item 8.b - Page 12 Circulation Element May 2021 EXHIBIT A Item 8.b - Page 13 City of Arroyo Grande | Circulation Element Table of Contents CHAPTER 1: INTRODUCTION ....................................................................................... 1 VISION ................................................................................................................................................... 2 INTRODUCTION ................................................................................................................................. 2 LOCAL SETTING .................................................................................................................................. 3 LOCAL TRAVEL TRENDS .................................................................................................................. 3 CHAPTER 2: AUTOMOBILE TRAVEL .............................................................................. 6 STREETS AND HIGHWAYS .............................................................................................................. 7 EXISTING TRAFFIC CONDITIONS ................................................................................................ 12 PLANNED IMPROVEMENTS ......................................................................................................... 12 AUTOMOBILE POLICIES ................................................................................................................. 17 CHAPTER 3: MULTIMODAL TRAVEL ............................................................................ 25 PEDESTRIAN AND BICYCLE ROUTES ......................................................................................... 26 EXISTING BICYCLE & PEDESTRIAN FACILITY CONDITIONS .............................................. 28 PUBLIC TRANSPORTATION .......................................................................................................... 30 PLANNED MULTIMODAL IMPROVEMENTS ............................................................................ 31 BICYCLE AND PEDESTRIAN POLICIES ....................................................................................... 34 SAFE ROUTES TO SCHOOL POLICIES ....................................................................................... 37 PUBLIC TRANSIT POLICIES ............................................................................................................ 37 CHAPTER 4: TRUCK ROUTES & GOODS MOVEMENTS .................................................. 39 RAILROADS ........................................................................................................................................ 40 AIRPORT .............................................................................................................................................. 40 TRUCK ROUTES ................................................................................................................................. 40 TRUCK AND GOODS MOVEMENT POLICIES .......................................................................... 42 APPENDIX A: EXISTING CONDITIONS BACKGROUND REPORT Item 8.b - Page 14 City of Arroyo Grande | Circulation Element | Page 1 Chapter 1: Introduction Item 8.b - Page 15 Chapter 1: Introduction City of Arroyo Grande | Circulation Element | Page 2 VISION The City of Arroyo Grande (City) is a community that embraces mobility through the use of all transportation modes. The core value of this Circulation Element is to provide safe and easy travel within and through the City for pedestrians, bicyclists, and motor vehicles correlated with the Land Use Element. This community mobility value is based on creating a “sense of place” with a strong walkable Village Core and mixed-use corridors. Increasing vehicular and non-vehicular mobility while preserving the local environment, remaining mindful of the City’s fiscal responsibilities, and utilizing the City’s strategic location within the southern San Luis Obispo County region are key values reflected in this Circulation Element. INTRODUCTION The Circulation Element presents a set of policies correlated with the Land Use Element of the General Plan to guide the City’s transportation related infrastructure growth over the next twenty (20) years. A safe and efficient transportation system is an important contributor to a community’s quality of life and economic vitality. The circulation system provides access to homes, employment and educational opportunities, public services, commercial and recreational centers, and regional destinations. It accommodates travel by automobile, transit, walking, and cycling. State law recognizes the close relationship between transportation and land use and requires that policies be established creating a mutually beneficial relationship. California Government Code §65302(b)(1) requires the Circulation Element to be correlated to the General Plan Land Use Element. Integrating transportation policies with land use, the General Plan ensures adequate roadway capacity to accommodate travel demands generated by future planned development. This integration helps to promote walking, cycling and transit use for shorter trips thereby reducing the air quality impacts and greenhouse gas emissions associated with automobile use. The Circulation Element also complies with Government Code §65302(b)(2) in planning for a balanced, multimodal transportation network that meets the needs of all users of streets, roads, and highways, which includes bicyclists, pedestrians, children, motorists, persons with disabilities, the elderly, users of public transportation, and commercial goods movers. This requirement is sometimes referred to in this Element as “Complete Streets.” Local transportation planning is a coordinated effort involving multiple agencies. The goals and policies set forth in this document are intended to not only promote local planning, but also foster cooperation between jurisdictional partners such as the San Luis Obispo Council of Governments (SLOCOG), the County of San Luis Obispo, the California Department of Transportation (Caltrans), and adjacent local jurisdictions. Item 8.b - Page 16 Chapter 1: Introduction City of Arroyo Grande | Circulation Element | Page 3 The transportation planning and policy set forth in the Circulation Element is also a critical component of the City’s responsibility towards meeting the requirements of Senate Bill 375, the Sustainable Communities and Climate Protection Act of 2008. SB 375 requires that metropolitan planning organizations in California prepare a Sustainable Communities Strategy (SCS) for meeting their greenhouse gas reduction targets, through coordinating planning for land use, transportation, and housing. Senate Bill 743 amends the California Environment Quality Act (CEQA) transportation impact analysis for projects by replacing auto delay, level of service (LOS) as basis for determining significant impacts under CEQA with Average vehicle miles travelled (VMT). The legislation in SB 743 does not preclude agencies from adopting the use of auto LOS outside of CEQA in the local transportation planning and policy set forth in the Circulation Element. LOCAL SETTING The City of Arroyo Grande is an incorporated community located within the “Five Cities” area of San Luis Obispo County, California. The City lies about 200 miles south of the San Francisco Bay Area and 150 miles north of Los Angeles. The City is 5.45 square miles in area and is at an elevation of 114 feet. The City of Arroyo Grande is located approximately 10 miles south of the City of San Luis Obispo, along the US 101 coastal corridor. The City is located contiguous with the incorporated areas of the City of Pismo Beach to the northwest and the City of Grover Beach to the west. US 101 runs diagonally through the middle of the City in a northwest to southeast direction. US 101 is the primary State highway providing regional access, connecting the City with other parts of San Luis Obispo County and the State. State Route 227 also provides more localized access to/from the City, connecting Arroyo Grande with the City of San Luis Obispo and surrounding County community. LOCAL TRAVEL TRENDS Data from the United States Census Bureau’s 2009-2013 (2013) and 2013-2017 (2017) American Community Survey (ACS) 5-year estimates, form the basis of the following demographic analysis. Based on the ACS data, the population in the City has increased by roughly 560 from 17,411 in 2013 to 17,971 in 2017, approximately a 3.2% increase. Prior to examining the various transportation modes in the City, the following sub-section will examine some recent trends and current facts concerning commuter mode-choice and travel times in the City. Table 1-1 presents the various means of transportation reported in the City of Arroyo Grande between 2013 and 2017 ACS estimates. Item 8.b - Page 17 Chapter 1: Introduction City of Arroyo Grande | Circulation Element | Page 4 Table 1-1: Means of Transportation and Carpooling Statistics Means of Transportation and Carpooling 2009-2013 ACS 2013-2017 ACS Number Percent Number Percent Workers 16 and over 35,401 - 36,196 - Car, Truck, or Van 31,188 88.1% 32,070 88.6% - Drove Alone 27,082 76.5% 28,124 77.7% - Carpooled 4,107 11.6% 3,945 10.9% Public Transportation (all types) 389 1.1% 398 1.1% Motorcycle or Other means 354 1.0% 290 0.8% Bicycle 389 1.1% 434 1.2% Walked 991 2.8% 688 1.9% Worked at home 2,089 5.9% 2,317 6.4% Sources: U.S. Census American Community Survey (ACS) 5-year estimates As presented in Table 1-1, the number of workers in the City did not increase significantly between the two five-year estimates. This increase in workers is approximately 2.2%. Overall, these statistics indicate a consistent trend of a large percentage of commuters driving alone. Carpooling, motorcycle use, and walking decreased between 2013 and 2017, while biking and working at home increased. Public transit use remained consistent. Table 1-2 and Figure 1-1 present the reported travel times from the 2013 and 2017 ACS. As presented in Table 1-2 and Figure 1-1, the average travel time to work for all workers increased by 1.6 minutes, a 7% increase from the 2013 ACS. Table 1-2: Travel Time to Work Travel Time 2009-2013 ACS 2013-2017 ACS Number Percent Number Percent Did not work at home 33,312 - 33,879 - Less than 10 minutes 5,397 16.2% 3,930 11.6% 10 to 14 minutes 5,463 16.4% 4,946 14.6% 15 to 19 minutes 5,996 18.0% 6,742 19.9% 20 to 24 minutes 6,363 19.1% 6,606 19.5% 25 to 29 minutes 2,065 6.2% 2,914 8.6% 30 to 34 minutes 4,430 13.3% 4,709 13.9% 35 to 44 minutes 1,299 3.9% 1,660 4.9% 45 to 59 minutes 1,099 3.3% 949 2.8% 60+ minutes 1,166 3.5% 1,457 4.3% Mean Travel Time (minutes) 21.6 23.2 Sources: U.S. Census American Community Survey (ACS) 5-year estimates Item 8.b - Page 18 Chapter 1: Introduction City of Arroyo Grande | Circulation Element | Page 5 Figure 1-1: Travel Time to Work As summarized in Table 1-2 and Figure 1-1, more commuters are experiencing longer travel times to work (15+ minutes) in 2017 than in 2013. A large majority of commuters, about 70%, spent less than 25 minutes commuting. Approximately 40% of commuters had a commute time of 20-25 minutes, indicating a presumably high amount of non-localized employment. 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 Less than 10 minutes 10 to 14 minutes 15 to 19 minutes 20 to 24 minutes 25 to 29 minutes 30 to 34 minutes 35 to 44 minutes 45 to 59 minutes 60+ minutesNumber of CommutersTravel Time 2009-2013 ACS 2013-2017 ACS Item 8.b - Page 19 City of Arroyo Grande | Circulation Element | Page 6 Chapter 2: Automobile Travel Item 8.b - Page 20 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 7 STREETS AND HIGHWAYS A hierarchy of streets provides access to and from residential, commercial, and industrial uses throughout the City and beyond. A route’s design, including number of lanes needed, is determined by its functional classification and its projected traffic levels to achieve “safe and convenient movement at the development intensity anticipated in the Land Use Element.” STATE FREEWAYS Controlled access facilities whose junctions are free of at-grade crossing with other road, railways, or pedestrian pathway, and instead are served by interchanges are classified as freeways. Freeways can either be toll or non-toll roads, with speed limits usually ranging from 60 to 70 mph. The following freeways service the surrounding Arroyo Grande community. US 101 US 101 is a major north-south freeway facility that traverses along coastal California. US 101 serves as the principal inter-regional auto and truck travel route that connects San Luis Obispo County (and other portions of the Central Coast) with the San Francisco Bay Area to the north and the Los Angeles urban basin to the south. Within San Luis Obispo County, US 101 provides major connection between and through several cities. Through the “Five Cities” area of San Luis Obispo County, US 101 represents a major recreational as well as commuter travel route and has a general four-lane divided freeway cross- section with 65 mph posted speed limits. Within the City of Arroyo Grande, US 101 forms full-access interchanges with Oak Park Boulevard, Brisco Road/Halcyon Road and Grand Avenue/Branch Street as well as directional interchange access at Traffic Way and Fair Oaks Avenue. STATE HIGHWAYS Controlled access facilities whose junctions with cross streets are characterized by at-grade intersections rather than interchanges are classified as highways. Highways can either be divided or undivided roadways, with speed limits usually ranging from 40 to 55 mph. The following highways service the surrounding Arroyo Grande community. STATE ROUTE 227 State Route 227 (SR 227) is a state highway route that runs predominantly in a north-south direction connecting the City of San Luis Obispo and the City of Arroyo Grande. SR 227 has a general two-lane highway type cross-section through most segments. SR 227 represents a significant parallel commuter route to US 101, as well as a recreational travel route serving the City of Arroyo Grande. ARTERIAL STREETS Arterial facilities serve to connect areas of major activity within the urban area and function primarily to distribute cross-town traffic from freeways / highways to collector streets. The City’s Standard Item 8.b - Page 21 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 8 Specifications & Engineering Standards define two categories: Primary Arterials and Arterials. Primary Arterials feature four lanes with a turn lane, and Arterials feature two lanes with a turn lane. Within the City, arterial streets are mostly two-lane facilities with maximum operating speeds ranging from 30 to 45 mph. In addition, arterial facilities generally have limited access to adjacent land uses. The following arterials are identified in the City’s General Plan circulation system. EAST BRANCH STREET East Branch Street extends Grand Avenue to the east and serves as the City’s main downtown commercial thoroughfare as well as a commuter connection between US 101 and SR 227. The duality of purpose of this three-lane arterial road with on-street parking does create safety and capacity concerns. The high volume of traffic (18,500 ADT) at times conflicts with the community’s desire to have a pedestrian- friendly downtown. ELM STREET Elm Street is a two-to-four-lane arterial road that runs north-south between State Route 1 (SR 1) in the south, and Brighton Avenue in the north. The four-lane portion of Elm Street is located between Ash Street and Grand Avenue. FAIR OAKS AVENUE Fair Oaks Avenue is a two-to-four-lane arterial road that provides important east-west connectivity across US 101 in the southern portion of the City. It extends from Traffic Way in the east to Elm Street in the west. East of Valley Road, Fair Oaks Avenue is not built to full arterial facility design standards. GRAND AVENUE Grand Avenue is a four-to-five-lane east-west Primary arterial through and within the City (two travel lanes per direction with a two-way left-turn median lane along several segments within the City). West of the City of Arroyo Grande, Grand Avenue extends into the City of Grover Beach and extends further west to the coastline. East of the full-access interchange with US 101, Grand Avenue becomes East Branch Street, which extends further east to Corbett Canyon Road and SR 227. Grand Avenue represents one of the “gateway” routes for recreational travelers headed westwards from US 101 to the Pacific coastline. HALCYON ROAD Halcyon Road is a two-to-four-lane north-south arterial road that connects between US 101 in the City of Arroyo Grande and State Route 1 (SR 1) in the Halcyon area located to the south of the City, with the southernmost terminus at Zenon Way. Between Grand Avenue and Fair Oaks Avenue, Halcyon Road is a four-lane primary arterial road. Halcyon Road, in conjunction with Brisco Road and El Camino Real, forms a full-access interchange with US 101, just north of the US 101/Grand Avenue interchange. Item 8.b - Page 22 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 9 OAK PARK BOULEVARD Oak Park Boulevard is a two- to five-lane north-south arterial road that runs along the northwestern City limit line, defining Arroyo Grande’s boundary with the adjacent Cities of Grover Beach and Pismo Beach. Oak Park Boulevard forms a partial-access interchange with US 101, with only a northbound on-ramp, and extends south of US 101 as a four-lane primary arterial into the City of Grover Beach, continuing south beyond The Pike as 22nd Street. North of the City of Arroyo Grande, Oak Park Boulevard forks into Old Oak Park Road, which extends north into County lands, and Noyes Road, which extends in a northeasterly direction to connect with SR 227. TRAFFIC WAY Traffic Way is a two-to-four-lane arterial road serving local commercial developments. It extends from East Branch Street (SR 227) in the north and terminates into ramp junctions with US 101 to the south. VALLEY ROAD Valley Road is a two-lane arterial road that extends south from Fair Oaks Avenue, connecting to State Route 1 (SR 1) south of the City limits. WEST BRANCH STREET West Branch Street is a two-lane arterial road, and also a frontage road east of US 101 with both commercial and residential frontage. It extends from Oak Park Boulevard to West Branch Street and provides important circulation and commercial accessibility east of the freeway. COLLECTORS Collectors function as connector routes between local and arterial streets and provide access to residential, commercial, and industrial property. The City’s Standard Specifications & Engineering Standards define two categories: collectors and local collectors. Collectors feature turn lanes at intersections and may feature a two-way left turn lane (TWLTL), while local collectors do not have turn lanes. JAMES WAY James Way is a predominantly-east-west two-lane road serving as a local collector between Oak Park Boulevard and Tally Ho Road. PRINTZ ROAD Printz Road is a predominantly-east-west two-lane collector that runs just north of the City’s northern limits. Printz Road connects between SR 227 and Noyes Road, and provides access for several small local roads. Item 8.b - Page 23 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 10 THE PIKE The Pike is a two-lane east-west collector. It runs between 13th Street and Halcyon Road. A portion of The Pike runs adjacent to part of the southern City limits. RANCHO PARKWAY Rancho Parkway is a two-lane north-south collector that runs between West Branch Street and James Way. Rancho Parkway provides access to the large shopping centers along W Branch Street, including the Walmart, and residential areas north. Other Collector Roads Ash Street, Branch Mill Road, Brisco Road, Courtland Street, East Cherry Avenue, El Camino Mercado, Farroll Avenue, Huasna Road, Mason Street, North Corbett Canyon Road, Rodeo Drive, and Tally Ho Road are other important roadways serving local collector functions within the City. The study area and existing roadway functional classifications are presented in Figure 2-1. Item 8.b - Page 24 £¤101 Fair Oaks Avenue RodeoDriv e Halcyon RoadE ast C h erry Aven ueElm StreetB risco Road CourtlandStreetCam ino Mer c a do CorbettCanyonRoadAsh Street Traffic W a y CorbettCanyonRoadElmStreetBranchMill R o a dTallyHoRoadHuasna Rd E a stB ra n ch S t r e e tRanchoParkway Farroll Avenue The Pike FairOaksA venueValley RoadOakParkBoulevardElCaminoReal W estBranchStreet E a s t Gr a nd Av en ue James W ay Oak Park BoulevardFIGURE 2-1 0 0.1 0.2 0.3 0.4 0.5 Miles Project No. Revision No.D 11144936 Date 03/23/2021 CITY OF ARROYO GRANDE CIRCULATION ELEMENT UPDATE BACKGROUND REPORT Map Projection: Lambert Conformal Conic Horizontal Datum: North American 1983 Grid: NAD 1983 StatePlane California V FIPS 0405 Feet Paper Size ANSI A o Data source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community. Created by: rsouthern N:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG2.1 ExCirc_FunctClass.mxd Print date: 27 May 2021 - 18:52 Legend 4-Lane (Primary) Arterial 2-Lane Arterial Collector Local Collector US 101 Local Streets City Sphere of Influence City Limits EXISTING CIRCULATION & FUNCTIONAL CLASSIFICATIONItem 8.b - Page 25 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 12 LOCAL STREETS Local streets provide direct access to abutting properties and allow for localized movement of traffic. Local streets are characterized by low daily traffic volumes and low travel speeds. All roadways not identified in the Roadway Functional Classifications map (Figure 2-1) as freeways, highways, arterials, or collectors are designated as local streets. EXISTING TRAFFIC CONDITIONS Intersection facilities were evaluated on an AM and PM peak hour basis using peak hour turning movement counts collected on Thursday, November 14, 2019 and Thursday, November 21, 2019. The City roadway facilities were evaluated on a daily volume basis using weekday counts taken in November 2019. Conditions were identified by generating a Level of Service (LOS) determination. LOS is a description of a facility’s operation, ranging from LOS A (indicating free-flow traffic conditions with little or no delay) to LOS F (representing congested conditions where traffic flows exceed design capacity, resulting in long queues and delay). The Existing Conditions Background Report is included in Appendix A. This background r eport presents the results of the operational analysis in greater detail. The following headings summarize facilities that were found to be operating below acceptable LOS thresholds: INTERSECTIONS The following study intersections operate at unacceptable LOS during the AM or PM peak hours under Existing conditions: ▪ East Grand Avenue & El Camino Real ▪ East Grand Avenue / East Branch Street & West Branch Street ▪ East Branch Street & Nevada Street / Bridge Street ▪ Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue ▪ Farroll Avenue & Halcyon Road ROADWAYS All study roadway segments operate at acceptable LOS under Existing Conditions. There are no roadway segment deficiencies at 2019 count locations. PLANNED IMPROVEMENTS In order to accommodate existing and planned land uses within the City, including future needs within its Sphere of influence (SOI), traffic carrying capacity improvements to the roadway network will be needed. New arterial and collector roads will provide access to new and established residential, commercial, and industrial areas, connecting those areas with the existing local and regional transportation system. Collector streets will include residential frontage, whereas arterial streets will not. Collector and local Item 8.b - Page 26 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 13 roads in neighborhoods will serve those residents. The new roadways and interchanges will continue to expand the existing network of roadways that characterize the City’s vehicular circulation network. Bicycle, pedestrian, and transit improvements are discussed in subsequent sections of this document. Study Areas have been identified where some major projects are located. Improvements to roadways or intersections within Study Areas should be coordinated and analyzed together. In addition, intersection improvements will be required at major intersections along new roadways and improved roadways, including but not limited to additional turn lanes or channelization, installation of traffic signals, or construction of roundabouts. These improvement locations are listed in Table 2-1, and shown in Figure 2-2. Additionally, Table 2-2 presents the standard cross-sections and associated design features for the City’s functional roadway classifications. Item 8.b - Page 27 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 14 Table 2-1: Major Circulation Improvements Roadway Improvement From / To Improvement East Grand Avenue City Limits El Camino Real Streetscape Project East Branch Street Garden Street Huasna Road Roadway Widening for bicycle lanes and sidewalk Fair Oaks Avenue Woodland Drive Traffic Way Complete Streets Project (Road Diet and bicycle lanes) Halcyon Road El Camino Real City Limits Complete Streets Project (Road Diet and bicycle lanes) Intersection Improvement East-West Roadway North-South Roadway New Traffic Signal or Roundabout East Branch Street Huasna Road/Corbett Canyon Road New Traffic Signal or Roundabout E Grand Avenue El Camino Real New Traffic Signal or Roundabout Farroll Avenue Halcyon Road Intersection Improvements East Branch Street Bridge Street/Nevada Street Realignment of On Ramp East Grand Avenue US 101 Southbound Ramps Roundabout Fair Oaks Avenue Halcyon Road New Traffic Signal or Roundabout Fair Oaks Avenue Orchard Street Roundabout East Grand Avenue US 101 Northbound Ramps Roundabout East Branch Street Traffic Way New Traffic Signal or Roundabout The Pike Elm Street Interchange Improvement East-West Roadway North-South Roadway Brisco Road Interchange Modification Project Brisco Road US 101 New Interchange Construction South Traffic Way overcrossing with ramps, and Fair Oaks Avenue/Castillo Del Mar extensions US 101 Item 8.b - Page 28 Item 8.b - Page 29 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 16 Table 2-2: Proposed Standard Cross-Sections Classification Number of Lanes Right of Way Width Additional Features State Freeway 101 4 – 6 lanes 120’ or greater ▪ Caltrans design standards apply, or as mutually approved ▪ Interchange access only Primary Arterial Street 4 lanes 110’ ▪ City-controlled access ▪ Includes Class II or IV bikeways, 10’ sidewalks, transit turnouts ▪ Median/Center turn lane and on-street parking optional ▪ Other optional design features allowed (see note) Arterial Street (includes SR 227) 2 lanes 86’ ▪ State- or City-controlled access ▪ Includes Class II or IV bikeways, 10’ sidewalks, some transit features ▪ Median/Center turn lane and on-street parking optional ▪ Other optional design features allowed (see note) Collector Street 2 lanes 78’ ▪ City-controlled access ▪ Includes Class II bike lanes, 6’ sidewalks, some transit features ▪ Median/Center turn lane and on-street parking optional ▪ Other optional design features allowed (see note) Local Collector Street 2 lanes 60’ ▪ City-controlled access ▪ Includes Class II bike lanes or Class III bicycle boulevard, 6’ sidewalks ▪ On-street parking optional ▪ Other optional design features allowed (see note) Local Street 2 lanes 52’ ▪ Includes 6’ sidewalks on one or both sides ▪ Full driveway access allowed ▪ Includes on-street parking ▪ Design variables in hillside, cul-de-sac, or other special conditions Note: All street standards shall be reviewed and revised as determined appropriate, including optional features such as landscaped medians, curb bulb-outs, and parkways, and/or street trees and similar design amenities when approved by the City. Alternative local street standards for neo-traditional subdivisions or Planned Developments/Specific Plans will also be considered. Item 8.b - Page 30 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 17 AUTOMOBILE POLICIES Streets & Highways Standards CT1 Schedule and implement the Circulation system identified in the Circulation Map (Figure 2-2) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Circulation Map. CT1-1 Standards: Streets shall be constructed in conformance with the City and State’s adopted Engineering Standards, Plans, and Policies that apply to each classification. Variations and modifications in Standards and planned alignments may be permitted with City Council approval or City Engineer / Public Works Director approval where delegated. CT1-1.1 Consider specific design guidelines and landscaping standards appropriate to a designated connected system of “Scenic Streets and Highways” for resident and visitor enjoyment. CT1-1.2 Update City’s Engineering Standards, Plans, and Policies to be consistent with the Proposed Standard Cross Sections shown in Table 2-2. CT1-2 Intersections: Roundabouts should be considered when evaluating new or modified intersection controls as an alternative to intersection signalization. Protected active transportation intersection elements should be considered when intersections are improved along a protected (Class I or Class IV) bikeway route. CT1-3 State Facilities: State facilities are to be designed and constructed per Caltrans design standards or as mutually approved. CT1-4 Primary Arterial Streets: 4 lanes with or without median / two-way left turn lane, access management, optional parkways, optional on-street parking, bike and pedestrian facilities per adopted plan, transit turnouts and other design features: minimum 110’ right-of-way. CT1-5 Arterial Streets: 2 lanes with or without median/center turn lane, optional landscaped parkways, optional on-street parking, bike and pedestrian facilities per adopted plan, some transit and other design features; minimum 86’ of right-of-way. CT1-6 Collector Streets: 2 lanes with or without a turn lane; access management, bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways and on-street parking where feasible; minimum 78’ of right-of-way. Item 8.b - Page 31 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 18 CT1-7 Local Collector Streets: 2 lanes without a turn lane; bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways and on- street parking where feasible; minimum 60’ of right-of-way. CT1-8 Local Streets: 2 lanes, on-street parking; bike and pedestrian facilities per adopted plan, sidewalks on one or both sides, other design variables in hillside, cul-de-sac, or other special conditions; minimum 52’ right-of-way. CT1-9 Complete Streets: Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation, and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulb-outs and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-9.1 Evaluate projects to ensure that the safety, comfort, and convenience of pedestrians, bicyclists, and transit users are given an equal level of consideration to automobiles. CT1-9.2 Use roadway rehabilitation and maintenance projects as opportunities to introduce or enhance multimodal facilities and amenities by making the best use of available right of way, including narrowing travel lanes to standard dimensions, striping new or enhanced bikeways, adding or enhancing crosswalks, improving intersection markings, and other transportation “best practices”. CT1-9.3 Consider ways to increase and improve travel choices when reviewing development or transportation infrastructure projects by closing gaps in multimodal networks and enhancing the quality of multimodal facilities and amenities. CT1-9.4 Improve the existing street network to minimize nonmotorized and transit travel times and improve the mobility experience of transit, bicycle, and walking trips between new projects and surrounding land uses in an effort to reduce vehicle trips. CT1-9.5 Recognize and meet the mobility needs of pedestrians and bicyclists of all skill levels and ages, persons using wheelchairs, and those with other mobility limitations. CT1-10 Alternative Improvements: Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access Item 8.b - Page 32 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 19 to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two -stage turns, and other alternative striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT1-11 Auto Circulation: Provide efficient citywide automobile circulation by maintaining and, where necessary, improving local and regional roadway facilities. Continue to seek opportunities to improve connectivity throughout the City and to maintain safe and efficient regional connectivity with improved access to US 101. CT1-12 Signal Operations: Provide and maintain coordinated traffic control systems that move traffic within and through the City in an efficient and orderly manner. Upgrade systems as technology evolves. CT1-13 Safety: Maintain and periodically update a Local Roadway Safety Plan consistent with state and federal requirements for Highway Safety Improvement Program calls-for-projects. CT1-14 Access Management: Minimize, to the maximum extent feasible, the number of access points along arterial roadways, including by consolidating or relocating driveways to provide for more efficient traffic movement. Vehicle Miles Traveled CT2 Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1: Reduce VMT: Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. Automobile Level of Service (LOS) CT3 Attain and maintain automobile Level of Service LOS “D” or better on all street segments and controlled intersections to the maximum extent feasible. CT3-1 Degradation of LOS: New development, which is projected to degrade conditions to a LOS E or below or further exacerbate conditions already below LOS D, shall be required to make transportation improvements that offset the level of degradation to the maximum extent feasible. Improvements to non-automobile modes of transportation at the same segment or intersection may also be considered as an offset to degradation of automobile LOS. Item 8.b - Page 33 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 20 CT3-2 Transportation Monitoring: The City should conduct periodic traffic counts, monitor selected streets and model arterial and collector street network. CT3-2.1 The City should periodically review actual system performance to consider Capital Improvement Programs, operational improvements, and/or policy revision and refinement. CT3-3 Transportation Study Requirements: Require that General Plan Amendments, Specific Plans, Rezoning Applications, and development projects that generate 100 or more peak hour trips are studied in accordance with the City’s adopted Transportation Impact Study Guidelines. Transportation Studies may also be required at the discretion of the City’s Public Works and/or Planning Departments. Parking CT4 Establish and manage on street parking to serve the primary purposes of the uses of each street while balancing the interferences that on-street parking may have on the primarily purposes of those streets. CT4-1 On-Street Parking: The City shall manage curb parking in business and commercial districts to provide for high turnover and short-term use to those visiting businesses and public facilities. CT4-1.1 Management of on-street parking shall not preclude consideration of converting on-street parking spaces to parklets. CT4-2 Village Core Parking Lots: Develop adequate public or shared off-street parking lots conveniently located behind and beside buildings in the Village Core and East Grand Avenue corridor, consistent with area design guidelines. CT4-3 Parking in-lieu districts: Support parking district(s) to collect in-lieu fees from new development to construct public parking where parking requirements cannot be met. CT4-4 Parking in Industrial Areas: Encourage secure off-street parking for tractor-trailer rigs in industrial land use areas where feasible. CT4-5 Parking in Agricultural Areas: Discourage on-street parking in Agricultural areas to enhance visibility and minimize trespassing. Coordinated Land Use & Circulation CT5 Ensure compatibility and complimentary relationships between the circulation system and existing and planned land uses, promoting environmental objectives such as safe and Item 8.b - Page 34 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 21 uncongested neighborhoods, energy conservation, reduction of greenhouse gases, air, and noise pollution, and access to bicycle, pedestrian, and transit facilities. CT5-1 Government Code Consistency: Provide and maintain a citywide circulation system that is correlated with planned land uses in the City and surrounding areas in the region consistent with Government Code §65302. CT5-2 Transit Oriented Development: Promote “Transit-Oriented Developments” and coordinated, compatible land use patterns by encouraging multiple family residential and special needs housing in Mixed Use Corridors, the Village Core, and near Office, Regional Commercial, Business Park, and major Community Facility areas. CT5-2.1 Work with RTA to continue to support and expand transit routes that serve regional destinations within the City like the Regional Commercial areas and the Village Core, E. Grand Avenue, and W. Branch Street missed use and commercial corridors. CT5-2.2 Work with RTA to continue to support and expand transit loops to serve Halcyon Road / Fair Oaks Boulevard, local office buildings, James Way and Rancho Parkway residential areas, and the Village Core, E. Grand Avenue, and W. Branch Street corridors. CT5-3 High Density Development: Consider higher density allowance and reduced parking requirements within one-quarter mile of transit routes when updating Development Code. CT5-4 Community Design: Utilize the circulation system as a positive element of community design, including street trees and landscaped parkways and medians, special streetscape features in Mixed Use corridors and Village Core, and undergrounding of utilities, particularly along major streets. CT5-5 Provision of Rights of Way: When new development occurs in the vicinity of adopted “Study Areas” as shown in the Circulation Map (Figure 2-2) or “Plan Lines”, and where legally and financially feasible, require installation or funding of all or a portion of right-of-way and improvements associated with new development. CT5-6 Building Code Bicycle Facility Requirements: Update Building Code to include requirements for enhanced bicycle facilities such as, showers, repair stations, e-bike chargers, lockers, etc., for buildings that support large employers CT5-5.1 Update Development Code to include bicycle-parking requirements for new development. CT5-7 Building Setback Lines: The City shall amend its municipal code enabling adoption of official building setback lines for the city, and to provide for the designation, recording, Item 8.b - Page 35 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 22 enforcement of, and appeal from such official building setback lines for the purposes of conveying planned multimodal transportation infrastructure. The amended Municipal Code shall prohibit issuance of building permits for structures within designated setback areas. CT5-8 Priority Multimodal Corridors: Plan and prioritize Village Core and East Grand Avenue corridor improvements that reduce congestion and promote non-motorized travel between nearby complimentary uses. CT5-9 Travel Demand Management: Consider ways to shift travel demand away from the peak period using Transportation Demand Management (TDM) strategies, especially in situations where peak traffic problems result from a few major generators (e.g., large retail developments on highway corridor). Strategies to consider include: a) Requiring employer-sponsored incentives for transit, bike, or carpool use; b) Requiring shuttle service to major events and destinations; c) Requiring events to occur at off-peak hours; d) Coordinating centralized TDM programs that serve multiple tenants at large shopping or office centers; and e) Performing periodic evaluations of the City’s (and Caltrans) traffic control system with emphasis on traffic signal timing, phasing, and coordination to optimize flow along arterial corridors. Planning & Funding CT6 Coordinate circulation and transportation planning and funding of collector and arterial street and highway improvements with other local, County, SLOCOG, State and federal agencies. Request contribution to major street improvement projects from other jurisdictions that generate traffic within the City. CT6-1 Priority Multimodal Corridors: Coordinate and support SLOCOG updates to the Regional Transportation Plan (RTP) to maintain consistency with the City of Arroyo Grande’s General Plan. CT6-2 Interchange Priorities: Coordinate and support progress on the Brisco Road/Halcyon Road and Traffic Way/Fair Oaks Avenue interchange improvements to US Route 101. CT6-3 County Impact Fee Program Support: Encourage the County to establish a “Road Impact Fee” within Arroyo Grande Fringe areas of the County to fund new development’s proportional share of transportation improvements. CT6-4 City Transportation Impact Fee Program: Maintain and periodically update a multimodal city circulation and transportation impact fee program for new or intensified development in Arroyo Grande to ensure proportional share developer participation and implementation of the City’s adopted multimodal infrastructure plans, programs, and policies. Item 8.b - Page 36 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 23 CT6-5 Right of Way Acquisition: Pursue acquisition of public street right-of-way as opportunity for dedication and/or purchase arises. Attempt to obtain ultimate right-of-way for street improvements at the time of development, except when lesser right-of-way will avoid significant social, neighborhood, or environmental impacts and will perform equivalent traffic movement function. CT6-5.1 Plan lines establish planned right-of-way acquisitions necessary to implement future roadway improvements, plan lines are intended to prevent development from obstructing or precluding planned infrastructure. Adopt plan lines, or planned right-of- way acquisitions, as necessary to accommodate planned widening, extension, or realignment improvements and include Right-of-Way acquisition costs into Transportation Impact Fee Program. CT6-6 Regional Travel Demand Model Consistency: Encourage Caltrans, SLOCOG, and the County to refine and maintain a regional transportation demand model to be consistent with adopted City plans and policies and to assist in regional and local circulation and transportation planning, CIP funding, and new development project environmental and impact analysis. CT6-7 County MOU for Development Review: Pursue MOU with the County for referral of development projects and long-range plans in the County’s Nipomo Mesa area. CT6-8 Supplemental Private Funding: Utilize assessment and improvement districts and other supplemental private funding to correct local area deficiencies such as inadequate parking, transit and streetscape enhancement, or completion of local street or trail segments that benefit the area. CT6-9 Regional Coordination: As both City and regional travel increase transportation demand, work cooperatively with regional partner agencies, including Caltrans, San Luis Obispo Council of Governments, San Luis Obispo County, and others, to plan and fund improvement projects that increase roadway capacity while maintaining or improving access to multi-modal facilities following the City’s community and circulation priorities. CT6-9.1 Coordinate local actions with State, regional, County, and neighboring agencies to ensure consistency between local and regional actions. CT6-9.2 Coordinate with partner agencies to implement regional transit solutions as part of the SB 375 Sustainable Communities Strategy. CT6-10 Debt Financing: Consider debt financing for projects identified in the Transportation Impact Fee Program to advance high priority improvements such as but not limited to the Brisco Interchange project. Item 8.b - Page 37 Chapter 2: Automobile Travel City of Arroyo Grande | Circulation Element | Page 24 CT6-11 Environmental Clearance: Any future circulation improvement projects identified in this Circulation Element shall implement the mitigation measures identified in the Mitigated Negative Declaration (MND) prepared during the update of the Circulation Element (Initial Study/Mitigated Negative Declaration for the City of Arroyo Grande General Plan Circulation Element Update, Arroyo Grande, San Luis Obispo County, California. SWCA Environmental Consultants. May 2021 ). In addition, future circulation improvement projects shall be evaluated at the time of proposed development to determine whether the MND prepared for the most recent update of the Circulation Element can be relied on (tiered from) to document compliance with CEQA, if the particular improvement is exempt from CEQA, and/or if further CEQA analysis is required for the particular project or proposed improvement. Neighborhood Traffic Management CT7 Provide safe and well-connected neighborhood streets that balance automotive circulation needs with neighborhood context and bicycle and pedestrian users’ saf ety. CT7-1 Local Streets: On residential, Local Streets strive to achieve an average daily (ADT) automobile volume of 1,500 or less. CT7-2 Local Collector Streets: On Local Collector Streets strive to achieve an average daily (ADT) automobile volume of 3,000 or less. CT7-3 Degradation of Neighborhood Traffic Conditions: New development that causes Local Streets to exceed 1,500 ADT, Local Collector streets to exceed 3,000 ADT, or further exacerbates streets already exceeding these thresholds shall be required to implement traffic calming measures on those affected neighborhood streets to the maximum extent feasible. CT7-4 Neighborhood Traffic Management Guidelines: The City shall maintain and periodically updates its Neighborhood Traffic Calming Guidelines in accordance with industry best practices. CT7-5 Non-Automobile Connections: Design new street network and modify existing street network where possible to enable direct physical connections within and between residential areas, shopping destinations, employment centers, and neighborhood parks/open spaces, including, where appropriate, connections accessible only by pedestrians and bicycles. Item 8.b - Page 38 City of Arroyo Grande | Circulation Element | Page 25 Chapter 3: Multimodal Travel Item 8.b - Page 39 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 26 PEDESTRIAN AND BICYCLE ROUTES The City of Arroyo Grande adopted the 2012 Bicycle & Trails Master Plan, which includes proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the partial network already in place in the City and connecting to adjacent communities. The plan encourages the use of walking and bicycling and recognizes the following functional classifications of bicycle facilities. Class I Bike Path Class I facilities are multi-use facilities that provide a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Class I bikeways must be compliant with provisions of the Americans with Disabilities Act (ADA). These bikeways are intended to provide superior safety, connectivity, and recreational opportunities as compared to facilities that share right-of-way with motor vehicles. Class II Bike Lane Class II facilities provide a striped and signed lane for one-way bicycle travel on each side of a street or highway within the paved area of a roadway. The minimum width for bike lanes ranges between four and six feet depending upon the edge of roadway conditions (curb and gutter). Bike lanes are demarcated by a six-inch white stripe, signage, and pavement legends. Class III Bike Route Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. Shared lane markings or “Sharrows” help remind motorists that bicyclists are allowed to use the full lane and remind bicyclists to avoid riding too close to parked cars for safety. The shared lane markings help bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane. These markings are primarily recommended on low-speed streets. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network. By law, bicycles are allowed on all roadways in California except on freeways when a suitable alternate route exists. However, Class III bikeways serve to identify roads that are more suitable for bicycles. Shared Roadway No Bikeway Designation. A roadway that permits bicycle use but is not officially designated as a bikeway. This generally occurs in rural areas by touring bicyclists and recreation. In some instances, entire street systems may be fully adequate for safe and efficient bicycle travel, where signing and pavement marking Item 8.b - Page 40 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 27 for bicycle use may be unnecessary. In other cases, prior to designation as a bikeway, routes may need improvements for bicycle travel. Class IV Bikeway (Separated/Protected Bikeway/Cycle Track) Known as separated bikeways, protected bikeways, or cycle tracks, Class IV bikeways provide a separate travel way that is designated exclusively for bicycle travel adjacent to the roadway and are protected from vehicular traffic by physical separation. The separation may include, but is not limited to, grade separation, planters, flexible posts, inflexible posts, physical barriers, or on-street parking. The above five definitions are consistent with the California Highway Design Manual (HDM, July 2020). It is emphasized that the designation of bikeways as Class I, II, III, and IV should not be construed as a hierarchy of bikeways; that one is better than the other. Each class of bikeway has its appropriate application. In addition, the American Association of State Highway and Transportation Officials “Guide for the Development of Bicycle Facilities” (2012) and National Association of City Transportation Officials “Urban Bikeway Design Guide” are used as resources to identify the following bicycle facilities. Bicycle Boulevard Bicycle Boulevards are streets where the following conditions are created in order to prioritize bicycle safety and optimize through travel for bicycles rather than automobiles: ▪ Slow traffic speed and low volume. ▪ Use of diverters and roundabouts to discourage through and non-local motor vehicle traffic. ▪ Improved travel for bicyclists by assigning the right-of-way priority to the bicycle boulevard at intersections with other roads wherever possible. ▪ Traffic controls that help bicyclists cross major arterial roads. ▪ Signage and street design that encourages use by bicyclists and informs motorists that the roadway is a priority route for bicyclists. Item 8.b - Page 41 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 28 Bicycle boulevards use a variety of traffic calming elements to achieve a safe environment. For instance, diverters with bicycle cut-outs allow cyclists to continue to the next block but discourage through traffic by motor vehicles. Typically, these modifications will also calm traffic and improve pedestrian safety as well as encourage bicycling. Bicycle Boulevards are generally applicable to local roadways. Buffered Bike Lanes Buffered bike lanes are conventional bicycle lanes (Class II) paired with a designated buffer space separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. A buffered bike lane is allowed as per MUTCD guidelines for buffered preferential lanes (section 3D-01). Buffered bike lanes provide space between bicyclists and the traveled way, allow room for bicyclists to pass without encroaching into the vehicle travel lane, and can be used to provide a buffer between on-street parking and the bike lane. Buffered bike lanes are ideal for streets with extra lanes or extra lane width, and along roadways with higher travel speeds, higher traffic, and truck volume. Green Colored Bike Facilities Green Colored Bike Facilities may be installed within bicycle lanes or the extension of the bicycle lane through an intersection or transition trough a conflict area as a supplement to bike lane markings. The Federal Highway Administration has issued an Interim Approval (IA-14) on April 15, 2011 for the optional use of green colored pavement for marked bicycle lanes. Bike Boxes Bike Boxes designate an area for bicyclists to queue in front of automobiles, but behind the crosswalk at signalized intersections. Bike boxes provide cyclists a safe way to be visible to motorists by getting ahead of the queue during the red signal phase, and they reduce vehicle incursion into crosswalks. Bike Boxes also improve safety for conflicts with right-turning vehicles when the traffic signal turns green. Bike boxes can be utilized to facilitate left turn positioning and gives priority to cyclists. EXISTING BICYCLE & PEDESTRIAN FACILITY CONDITIONS The current bicycle and trail network consists mainly of on-street facilities that are identified as Class II and Class III bikeways. The city also has short segments of off -street trails typically consisting of soft surface (decomposed granite) materials. Arterials and collectors that are north-south roadways which do not have bicycle facilities, include portions of Elm Street, Halcyon Road, Corbett Canyon Road, Tally Ho Road, Ash Street, and Oak Park Boulevard. Arterials and collectors that are east-west roadways which do not have bicycle facilities include portions of Farroll Avenue, E. Grand Avenue, E. Branch Street, and E. Cherry Avenue. Subsequent Bicycle LTS analysis is included. Item 8.b - Page 42 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 29 Safe, convenient, and continuous access needs to be provided along major routes throughout the City for active transportation modes. As part of this Circulation Element update, roadway facilities will be identified where it is possible to modify the existing cross-section and increase the active transportation components for pedestrians and bicyclists. Included in the proposed Circulation Element Policies are requirements to update the existing City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan. It is proposed for the bicycle portion of the plan that an assessment of bicycle Level of Traffic Stress (LTS) will be required to specifically evaluate the performance of the existing bicycle system and to help identify bicycle facility improvements. Existing Bicycle Level of Traffic Stress (LTS) Bicycle operations are quantified through a determination of “Level of Traffic Stress” (LTS). LTS are calculated for roadway segments and intersections using the methods documented in the paper, “Low Stress Bicycling and Network Connectivity”, Mineta Transportation Institute, Report 11-19, May 2012. The figure below presents the four scoring classifications. Figure 3-1: Bicycle Level of Traffic Stress (LTS) Definitions Existing Bicycle LTS was evaluated Citywide on arterials and collectors. Major gaps exist along current Class II bicycle routes (i.e., roadway segments with incomplete bike lanes, or bike lanes only in one direction), at the following locations, negatively impacting LTS: ▪ East Grand Avenue: eastbound approach at Halcyon Road ▪ East Grand Avenue: between Elm Street and approximately 300’ east of Brisco Road ▪ Traffic Way: northbound segment between Nelson Street and Bridge Street ▪ Oak Park Boulevard: southbound segment between Farroll Road and The Pike ▪ Oak Park Boulevard: southbound between Manhattan Avenue and Ash Street ▪ Fair Oaks Avenue: westbound segment between California Street and Traffic Way The analysis and results of the existing LTS analysis conducted for the City of Arroyo Grande are detailed in the Existing Conditions Background Report. Item 8.b - Page 43 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 30 PUBLIC TRANSPORTATION The City of Arroyo Grande public transportation is provided by South County Transit (SoCo Transit), a branch of San Luis Obispo Regional Transit Authority's (SLORTA). SoCo Transit will merge with SLORTA in early 2021. Routes 21, 24, 27, and 28 are loop routes that serve major arterial roadways in the City as shown in Figure 3-2. The Avila-Pismo Trolley (not shown on Figure) connects to SoCo Transit Routes at the Pismo Premium Outlets. All SoCo Transit Routes make stops at the Town Center/Walmart, and Ramo na Gardens Park, and Routes 21 and 24 make stops at the Pismo Premium Outlets. Figure 3-2: Transit Services in Arroyo Grande Item 8.b - Page 44 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 31 PLANNED MULTIMODAL IMPROVEMENTS The framework of every circulation system is the City’s public street network to move people and goods. From this basic framework of public streets, other mode specific, like pedestrian and bike paths and private streets, are added to accommodate all modes of travel for life’s daily needs. The goal of this local and regional planning effort is to interconnect the City and adjacent communities seamlessly via a safe and convenient bicycle and pedestrian network for recreational and commuter use, as well as improving air quality by reducing vehicular trips. Various multimodal improvements have been recommended or approved within the General Plan and the various planning documents in order to address the multimodal needs of the transportation system. Specifically, the City’s current Bicycle & Trails Master Plan (2012) details proposed multimodal improvements for Arroyo Grande . Consistent with the proposed hierarchy of streets in Figure 2-2 and the current City Bicycle & Trails Master Plan, the Circulation Plan for Bicycle Facility Improvements are shown in Figure 3-3, and the Circulation Plan for Pedestrian and Transit Improvements are shown in Figure 3-4. The improvements in the adopted Bicycle & Trails Master Plan have been modified in some cases to reflect the amended policies and standard cross-sections in this Circulation Element. These changes include the option for Class II or Class IV bikeways on arterial streets and the option for Class II bikeways or Class III bicycle boulevards on collector streets. Refinements to these maps were also a result of additional transportation analysis and public input. These improvements have been created to guide the future multimodal circulation planning and improvements to the City of Arroyo Grande’s circulation system. Item 8.b - Page 45 Item 8.b - Page 46 Item 8.b - Page 47 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 34 BICYCLE AND PEDESTRIAN POLICIES Bicycle Transportation CT8 Schedule and implement the Bicycle network identified in the Bicycle Improvements Map (Figure 3-3) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Bicycle & Trails Master Plan. CT8-1 Prioritization: Promote and improve bicycle circulation facilities to serve all areas of the City as a priority system. Link with regional systems and prioritize connections with schools, parks, transit, and major public facilities. CT8-1.1 The City should strive to include implementation of planned bicycle facilities as part of its Capital Improvement Budget. CT8-2 Bicycle Network Connectivity: New development that lacks connectivity to the existing bicycle network beyond the project frontage shall be required to complete missing offsite gaps per the City’s Bicycle & Trails Master Plan to the maximum extent feasible. Improvements maybe facilitated through reimbursement agreements. CT8-2.1 New development adjacent to planned bicycle infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure CT8-3 Standards & Guidance: Implement the Bicycle & Trails Master Plan and proposed improvements (Figure 3-3 and Figure 3-4) in accordance with the City’s Standard Specifications & Engineering Standards, State Engineering Standards & Specifications, and the National Association of Transportation Officials (NACTO) Urban Bikeway Design Guide. CT8-3.1 Update the City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan, to incorporate pedestrian travel, in accordance with State guidelines and industry best practices. CT8-3.2 Ensure that the future updates to the adopted Bicycle & Trails Master Plan maintains consistency with the requirements of the Streets and Highway Code in order to be eligible for further funding for improvements from the State, such as the Active Transportation Program (ATP). CT8-4 Class I Bike Path: An essential part of developing a low-stress bicycle network, these off- street paths and trails are designated for both pedestrian and bicycle use. Item 8.b - Page 48 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 35 CT8-5 Class II Bike lanes: On-street lanes designated for bicycle use and delineated from automobile lanes by roadway markings. Where ROW permits, Class II bike lanes shall be provided to the maximum extent feasible with buffers between adjacent auto lanes. When Class II bike lanes exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to protected Class IV bikeway or a parallel Class I to the maximum extent feasible. CT8-6 Class III Bike Route: On-street automobile lanes shared by both bicycles and automobiles. In order to increase awareness and visibility of bicyclists sharing the roadway with motorized vehicles, Class III bicycle facilities shall include respective signage (Bikes May Use Full Lane) and markings such as shared lane markings (sharrows) to the maximum extent feasible. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-7 Class III Bike Boulevard: On Local Collectors where Class II bike lanes are not present, and on local streets where LTS 3 is exceeded, Class III bike routes should be upgraded to the maximum extent feasible with features commensurate with a bicycle boulevard. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-8 Class IV Protected Bike Lanes: On-street separated bikeways reserved for use by bicyclists only, with physical separation between the bikeway, travel lanes, and sidewalks. Class IV facilities can be one-way facilities on both sides of the street or two-way facilities on one side of the street. Physical separation can include concrete curbs, landscaping, parking lanes, bollards, or other vertical elements. Bicycle Level of Traffic Stress (LTS) CT9 Strive to attain and maintain a bicycle Level of Traffic Stress (LTS) of 3 or better on all bicycle facilities. Strive to attain and maintain designated low-stress network. CT9-1 Designation of LTS Standards: The City shall designate and adopt context-specific LTS standards that exceed the general LTS 3 goal, including designation of a low-stress bicycle network of complimentary LTS 1 and LTS 2 facilities, as part of an Active Transportation Plan, and/or through Safe Routes to School Plan(s). CT9-2 Degradation of LTS: New development which is projected to degrade bicycle LTS below the designated standard, or further exacerbate conditions already below the standard, shall be Item 8.b - Page 49 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 36 required to make transportation improvements that offset the level of degradation to the maximum extent feasible. Pedestrian Transportation CT10 Schedule and complete projects to fill gaps in City’s sidewalk network and construct new connections identified in the Pedestrian and Transit Infrastructure Improvements Map (Figure 3-4) as development occurs and as part of the City’s Capital Improvement Program. CT10-1 Prioritization: Promote and improve pedestrian circulation facilities to serve all areas of the City as a priority system, prioritize connections with schools, parks, transit, and major public facilities. CT10-1.1 The City should strive to include implementation of planned pedestrian facilities as part of its Capital Improvement Budget. CT10-2 Pedestrian Network Connectivity: New development that lacks connectivity to the existing pedestrian network beyond the project frontage shall be required to complete missing offsite gaps. Improvements maybe facilitated through reimbursement agreements. CT10-2.1 New development adjacent to planned pedestrian infrastructure shall not obstruct or otherwise preclude future construction of pedestrian infrastructure. CT10-3 Standards & Guidance: Implement pedestrian infrastructure in accordance with City and State Engineering Standards & Specifications. CT10-3.1 Provide pedestrian facilities that are accessible to persons with disabilities and ensure that roadway improvement projects address accessibility by employing universal design concepts consistent with ADA requirements. CT10-3.2 Strive to attain an effective walkway width (continuous clear path of travel) of 8’ or more in high pedestrian traffic areas. CT10-3.3 Pedestrian walkways on roadways with speed limits above 35 mph shall be buffered (e.g., on-street parking, bike lanes, landscape strips, etc.) from the adjacent travel lane to the maximum extent feasible. CT10-4 Active Transportation Plan: Expand the City’s Bicycle & Trails Master Plan into a Citywide Active Transportation Plan including pedestrian mode improvement plan and policies. Item 8.b - Page 50 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 37 SAFE ROUTES TO SCHOOL POLICIES Safe Routes to School CT11 Create safe and inviting environments for students, families, and staff to walk, bicycle, and use public transportation to and from school. CT11-1 Develop Safe Routes to School Plan(s): Develop a focused Safe Routes to School Plan (or Plans) for all K-12 schools in Arroyo Grande to improve safe and convenient walking and biking to school. CT11-2 Designate Low-Stress Bicycle Network: Designate a low-stress bicycle network that supports safe bicycle access to schools for all ages and abilities. A network of LTS 1 and LTS 2 facilities should be designated in the vicinity of schools when preparing and updating Safe Routes to School Plans and/or the City’s Active Transportation Plan. CT11-3 Prioritize Active Transportation Network Improvements: Prioritize the closure of gaps in the pedestrian network (sidewalks, crosswalks) and the low-stress bicycle network. Seek connections and paths between homes and schools, especially where dead-end streets, cul-de- sacs, and other street patterns impede circulation. Identify, improve, and formalize “shortcuts” and “goat paths” where feasible and implement wayfinding. PUBLIC TRANSIT POLICIES Transit Service CT12 Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops: Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1 New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2 Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3 Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best Item 8.b - Page 51 Chapter 3: Multimodal Travel City of Arroyo Grande | Circulation Element | Page 38 practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators: In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1 The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, park and ride, transfer and other facilities or features to be provided in connection with new developments. CT12-2.2 Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. CT12-3 Employers: The City should encourage major employers to promote use of public transit and/or provide van/carpools, private shuttles, or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts: Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. CT12-5 Marketing: Encourage ridership on public transit systems through marketing and promotional efforts. Provide information to residents and employees on transit services available for local and regional trips. Item 8.b - Page 52 City of Arroyo Grande | Circulation Element | Page 39 Chapter 4: Truck Routes & Goods Movements Item 8.b - Page 53 Chapter 4: Truck Routes & Goods Movements City of Arroyo Grande | Circulation Element | Page 40 RAILROADS No commuter rail transportation (Amtrak) is currently located in the City of Arroyo Grande. The nearest Amtrak station is located in City of Grover Beach, 2.2 miles west of the City of Arroyo Grande. The primary access to the station is on W. Grand Avenue east of Highway 1. The SoCo Transit Bus Route 21 provides service to the railway station for City of Arroyo Grande. AIRPORT Oceano County Airport is the closest airport to the City, located in the unincorporated community of Oceano in San Luis Obispo County, southwest of Arroyo Grande. The SoCo Transit Bus route 21 provides service to this airport for City of Arroyo Grande. The airport is mainly used for recreational activities and is accessible by Highway 1 via W. Grand Avenue. The San Luis Obispo County Regional Airport, also known as McChesney Field, is located in the City of San Luis Obispo about 9 miles north of Arroyo Grande. It is served by three commercial airlines providing services to Dallas/Fort Worth, Denver, Los Angeles, Phoenix, San Francisco, and Seattle. It is also home to full service general aviation and corporate facilities. McChesney Field is located on the west side of SR 227, about 2 miles east of US 101. Public transit service is provided to the airport by SLO Transit Route 1B (City of San Luis Obispo) and transfer via Regional Route 10. TRUCK ROUTES Truck routes are intended to carry heavyweight commercial, industrial, and agricultural vehicles through and around the community with minimum disruption to local auto traffic and minimum annoyance to residential areas. The 1982 Surface Transportation Assistance Act set standards for large trucks, known as STAA trucks, and set minimum truck sizes that states must allow on the National N etwork including the Interstate System and other defined routes. The US 101 highway through the City of Arroyo Grande and statewide is a National Truck Network. California State Route 1 is a California Legal Truck Network, north of City of Arroyo Grande passing through the San Luis Obispo County. The last truck route to access Arroyo Grande is SR 227. SR 227 north of Arroyo Grande is a combination of California Legal Truck Network and the California Legal Advisory Truck Route. Figure 4-1 presents a map of approved truck routes, provided by the City. Item 8.b - Page 54 FIGURE 4-1 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.4_TruckRoutes.mxdPrint date: 29 Sep 2020 - 09:46 TRUCK ROUTESItem 8.b - Page 55 Chapter 4: Truck Routes & Goods Movements City of Arroyo Grande | Circulation Element | Page 42 TRUCK AND GOODS MOVEMENT POLICIES Truck & Emergency Services Transportation CT13 Design and designate efficient truck and emergency access routes utilizing the arterial and collector street network to minimize impact on local streets, particularly residential neighborhoods. CT13-1 Truck Routes: Truck routes should coordinate with County and adjoining city’s designated routes and avoid traversing residential areas. CT13-1.1 Continue to sign truck routes and ensure that clear signage is provided from regional gateways to truck routes in the City. CT13-2 Deliveries: Promote off-peak truck deliveries within the village core. CT13-3 Emergency Access Design: Emergency access design standards shall limit cul-de-sac lengths to the maximum extent feasible, provide a logical grid or connected system of local streets providing at least two directions of neighborhood access, and minimize through traffic on local streets, particularly traversing single-family residential neighborhoods. Item 8.b - Page 56 City of Arroyo Grande | Circulation Element Appendix A: Existing Conditions Background Report Item 8.b - Page 57 GHD | 669 Pacific Street, Suite A, San Luis Obispo, CA 93401 11144936 | 2101 | R1584RPT007.docx | November 6 2020 Circulation Element Update Existing Conditions Background Report Prepared for: City of Arroyo Grande Final Report Item 8.b - Page 58 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page i THIS PAGE IS INTENTIONALLY LEFT BLANK Item 8.b - Page 59 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 1 Table of Contents 1. Introduction ................................................................................................................................... 4 1.1 Existing Setting .................................................................................................................. 4 1.2 Demographics and Commute Trends ................................................................................ 4 1.3 Roadway System ............................................................................................................... 7 1.3.1 State Freeways ................................................................................................. 7 1.3.2 State Highways ................................................................................................. 7 1.3.3 Arterial Streets .................................................................................................. 9 1.3.4 Collectors ........................................................................................................ 10 1.3.5 Local Streets ................................................................................................... 10 2. Technical Analysis Methodologies and Parameters .................................................................. 11 2.1 Vehicle Miles Traveled (VMT) .......................................................................................... 11 2.1.1 VMT Methodologies ........................................................................................ 11 2.1.2 VMT Policies ................................................................................................... 12 2.2 Level of Service & Traffic Operations .............................................................................. 13 2.2.1 Intersection Operations .................................................................................. 13 2.2.2 Traffic Signal Warrant Analysis ...................................................................... 14 2.2.3 Roadway Segment Operations ....................................................................... 16 2.2.4 Technical Analysis Parameters ...................................................................... 16 2.2.5 Level of Service Policies ................................................................................. 16 2.3 Bicycle Level of Traffic Stress .......................................................................................... 17 2.3.1 Bicycle LTS Criteria ........................................................................................ 18 2.3.2 Bicycle LTS Policy .......................................................................................... 20 3. Existing Traffic Operations ......................................................................................................... 21 3.1 Existing Conditions Intersection Operations & Deficiencies ............................................ 21 3.2 Existing Conditions Roadway Operations ........................................................................ 25 3.3 Truck Routes .................................................................................................................... 28 3.4 Bicycle & Pedestrian Facilities ......................................................................................... 30 3.5 Existing Bicycle & Pedestrian Facility Conditions ............................................................ 33 Item 8.b - Page 60 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 2 3.5.1 Bicycle Level of Traffic Stress (LTS) Analysis ................................................ 36 3.6 Public Transportation ....................................................................................................... 38 3.7 Rail ................................................................................................................................... 39 3.8 Air ..................................................................................................................................... 39 Figure Index Figure 1.1 Travel Time to Work .......................................................................................................... 6 Figure 1.2 Roadway Functional Classifications .................................................................................. 8 Figure 2.1 Bicycle Level of Traffic Stress (LTS) Definitions ............................................................. 18 Figure 3.1 Existing Intersection Lane Geometrics & Control ............................................................ 22 Figure 3.2 Existing Intersection Peak Hour Traffic Volumes ............................................................ 23 Figure 3.3 Existing Daily Roadway Traffic Volumes ......................................................................... 26 Figure 3.4 Map of Truck Routes in the City of Arroyo Grande ......................................................... 29 Figure 3.5 2012 Bicycle & Trail Master Plan..................................................................................... 31 Figure 3.6 City of Arroyo Grande Sidewalk Inventory ...................................................................... 34 Figure 3.7 Existing Bikeways Map .................................................................................................... 35 Figure 3.8 City of Arroyo Grande Major Roads Bicycle Level of Traffic Stress (LTS) ...................... 37 Figure 3.9 Transit Routes Serving the City of Arroyo Grande .......................................................... 38 Table Index Table 1.1 Means of Transportation and Carpooling Statistics........................................................... 5 Table 1.2 Travel Time to Work .......................................................................................................... 6 Table 2.1 Level of Service (LOS) Criteria for Intersections ............................................................. 15 Table 2.2 Roadway Segment ADT Operational Thresholds ........................................................... 16 Table 2.3 Technical Analysis Parameters ....................................................................................... 16 Table 2.4 LTS Criteria for Intersection Approaches with Right Turn Lanes .................................... 18 Table 2.5 LTS Criteria for Mixed Traffic ........................................................................................... 19 Table 2.6 LTS Criteria for Bike Lanes ............................................................................................. 19 Table 3.1 Existing Conditions Intersection Operations .................................................................... 24 Table 3.2 Existing Conditions Roadway Operations ....................................................................... 27 Item 8.b - Page 61 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 3 Appendix Index Appendix A Traffic Counts Appendix B Synchro Reports Appendix C Warrant Analysis Worksheets Appendix D Bicycle LTS Analysis Worksheets Item 8.b - Page 62 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 4 1. Introduction The City of Arroyo Grande has retained GHD to complete updates to the City’s General Plan Circulation Element (CE), associated Transportation Impact Fee (TIF) and nexus study, and finalization of the Traffic Impact Analysis (TIA) guidelines. As part of the CE update, this Existing Conditions Background Report has been prepared in order to document available background data, vehicle miles traveled (VMT), existing traffic operations, multimodal facilities, transit services, and other pertinent transportation information describing the City’s transportation baseline. This report summarizes the City’s existing roadway facilities in the context of a regional setting and existing service levels on critical facilities. Daily and peak hour traffic volumes are presented and analyzed, and facilities with deficit capacity are identified. The Existing Conditions sets the transportation baseline and will be utilized as the groundwork for forecasting transportation conditions, which will then be utilized to assess future transportation needs. The City’s ultimate objective is to update their Circulation Element to include policies, goals, and objectives that will create an optimal multi-modal transportation system for the City. Policies goals, and objectives will be consistent with the requirements of AB 1358, "The California Complete Street Act", and SB 743, the change from Level of Service to VMT as the measure of transportation impacts under the California Environmental Quality Act (CEQA), to provide integrated smart growth planning. The updated Circulation Element and TIF will also bring the City’s planning efforts in compliance with the goals set forth in San Luis Obispo Council of Governments (SLOCOG) 2019 Regional Transportation Plan / Sustainable Communities Strategy (RTP/SCS) as required by SB 375, “The Sustainable Communities and Climate Protection Act of 2008”, authorized by AB 32, “The Global Warming Solutions Act of 2006”. 1.1 Existing Setting The City of Arroyo Grande is an incorporated community located within the “Five Cities” area of San Luis Obispo County, California. The City lies about 200 miles south of the San Francisco Bay Area and 150 miles north of Los Angeles. The City is 5.45 square miles in area and is at an elevation of 114 feet. The City of Arroyo Grande is located approximately 10 miles south of the City of San Luis Obispo, along the US 101 coastal corridor. The City is located contiguous with the incorporated areas of the City of Pismo Beach to the northwest and the City of Grover Beach to the west. US 101 runs diagonally through the middle of the City in a northwest to southeast dire ction. US 101 is the primary State highway providing regional access, connecting the City with other parts of San Luis Obispo County and the State. State Route 227 also provides more localized access to/from the City, connecting Arroyo Grande with the City of San Luis Obispo and surrounding County community. 1.2 Demographics and Commute Trends Data from the United States Census Bureau’s 2009-2013 (2013) and 2013-2017 (2017) American Community Survey (ACS) 5-year estimates, form the basis of the following demographic analysis. Based on the ACS data, the population in the City has increased by roughly 560 from 17,411 in 2013 to 17,971 in 2017, approximately a 3.2% increase. Item 8.b - Page 63 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 5 Prior to examining the various transportation modes in the City, the following sub-section will examine some recent trends and current facts concerning commuter mode-choice and travel times in the City. Table 1.1 presents the various means of transportation reported in the City of Arroyo Grande between 2013 and 2017 ACS estimates. Table 1.1 Means of Transportation and Carpooling Statistics As presented in Table 1.1, the number of workers in the City did not increase significantly between the two five year estimates. This increase in workers is approximately 2.2%. Overall, these statistics indicate a consistent trend of a large percentage of commuters driving alone. Carpooling , motorcycle use, and walking decreased between 2013 and 2017, while biking and working at home increased. Public transit use remained consistent. Table 1.2 and Figure 1.1 present the reported travel times from the 2013 and 2017 ACS. As presented in Table 1.2 and Figure 1.1, the average travel time to work for all workers increased by 1.6 minutes, a 7% increase from the 2013 ACS. Number Percent Number Percent Workers 16 and over 35,401 -36,196 - Car, Truck or Van 31,188 88.1%32,070 88.6% Drove Alone 27,082 76.5%28,124 77.7% Carpooled 4,107 11.6%3,945 10.9% Public Transportation (excludes taxi)389 1.1%398 1.1% Motocycle, taxi, or other 354 1.0%290 0.8% Bicycle 389 1.1%434 1.2% Walked 991 2.8%688 1.9% Worked at Home 2,089 5.9%2,317 6.4% Means of Transportation 2013-2017 ACS2009-2013 ACS Sources: U.S. Census American Community Survey (ACS) 5-year estimates Item 8.b - Page 64 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 6 Table 1.2 Travel Time to Work Figure 1.1 Travel Time to Work Number Percent Number Percent Did not work at home 33,312 -33,879 - Less than 10 minutes 5,397 16.2%3,930 11.6% 10 to 14 minutes 5,463 16.4%4,946 14.6% 15 to 19 minutes 5,996 18.0%6,742 19.9% 20 to 24 minutes 6,363 19.1%6,606 19.5% 25 to 29 minutes 2,065 6.2%2,914 8.6% 30 to 34 minutes 4,430 13.3%4,709 13.9% 35 to 44 minutes 1,299 3.9%1,660 4.9% 45 to 59 minutes 1,099 3.3%949 2.8% 60+ minutes 1,166 3.5%1,457 4.3% Mean Travel Time (minutes) Travel Time Sources: U.S. Census American Community Survey (ACS) 5-year estimates 23.221.6 2009-2013 ACS 2013-2017 ACS Item 8.b - Page 65 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 7 As summarized in Table 1.2 and Figure 1.1, more commuters are experiencing longer travel times to work (15+ minutes) in 2017 than in 2013. A large majority of commuters, about 70%, spent less than 25 minutes commuting. Approximately 40% of commuters had a commute time of 20-25 minutes, indicating a presumably high amount of non-localized employment. 1.3 Roadway System A hierarchy of streets provides access to and from residential, commercial, and industrial uses throughout the City and beyond. A route’s design, including number of lanes needed, is determined by its functional classification and its projected traffic levels to achieve “safe and convenient movement at the development intensity anticipated in the Land Use Element.” The study area and existing roadway functional classifications are presented in Figure 1.2. 1.3.1 State Freeways Controlled access facilities whose junctions are free of at-grade crossing with other road, railways or pedestrian pathway, and instead are served by interchange are classified as highways. Highways can either be toll or non-toll roads, with speed limits usually ranging from 60 to 70 mph. The following freeways service the surrounding Arroyo Grande community. US 101 is a major north-south freeway facility that traverses along coastal California. US 101 serves as the principal inter-regional auto and truck travel route that connects San Luis Obispo County (and other portions of the Central Coast) with the San Francisco Bay Area to the north and the Los Angeles urban basin to the south. Within San Luis Obispo County, US 101 provides major connection between and through several cities. Through the “Five Cities” area of San Luis Obispo County, US 101 represents a major recreational as well as commuter travel route and has a general four-lane divided freeway cross-section with 65 mph posted speed limits. Within the City of Arroyo Grande, US 101 forms full-access interchanges with Oak Park Boulevard, Brisco Road/Halcyon Road and Grand Avenue/Branch Street as well as directional interchange access at Traffic Way and Fair Oaks Avenue. 1.3.2 State Highways Controlled access facilities whose junctions with cross streets are characterized by at grade intersections rather than interchanges are classified as highways. Highways can either be divided or undivided roadways, with speed limits usually ranging from 40 to 55 mph. The following highways service the surrounding Arroyo Grande community. State Route 227 (SR 227) is a state highway route that runs predominantly in a north-south direction connecting the City of San Luis Obispo and the City of Arroyo Grande. SR 227 has a general two-lane highway type cross-section through most segments. SR 227 represents a significant parallel commuter route to US 101, as well as a recreational travel route serving the City of Arroyo Grande. Item 8.b - Page 66 Fair Oaks AvenueJames WayOak Park BoulevardElm StreetThe PikeHalcyon RoadEl Camino RealValley RoadFair Oaks AvenueEast Grand AvenueWestBranchStreetHuasna RdRodeoDriveFarroll AvenueTallyHoRoadAsh StreetRanchoParkwayTrafficW ayCorbettCanyonRoadEast Branch StreetBranchMillRoadBrisco RoadCourtland StreetCaminoMercadoEast Cherry AvenueCarpenter Canyon Road£¤101£¤10112272271227FIGURE 1.20 0.1 0.2 0.3 0.4 0.5MilesProject No.Revision No.411144936Date11/02/2020CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORTMap Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California V FIPS 0405 FeetPaper Size ANSI AoData source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community.Created by: rsouthernN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG1.2_RoadClassification.mxdPrint date: 02 Nov 2020 - 15:04LegendCity LimitsUS 101Sphere of Influence4-Lane (Primary)Arterial2-Lane Arterial Collector Residential Collector RoadsState Routes andHighwaysROADWAY FUNCTIONALCLASSIFICATIONItem 8.b - Page 67 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 9 1.3.3 Arterial Streets Arterial facilities serve to connect areas of major activity within the urban area and function primarily to distribute cross-town traffic from freeways / highways to collector streets. The City’s Standard Specifications and Engineering Standards define two categories: Primary Arterials and Arterials. Primary Arterials feature four lanes with a turn lane, and Arterials feature two lanes with a turn lane. Within the City, arterial streets are mostly two-lane facilities with maximum operating speeds ranging from 30 to 45 mph. In addition, arterial facilities generally have limited access to adjacent land uses. The following arterials are identified in the City’s General Plan circulation system. East Branch Street extends Grand Avenue to the east and serves as the City’s main downtown commercial thoroughfare as well as a commuter connection between US 101 and SR 227. The duality of purpose of this three-lane arterial road with on-street parking does create safety and capacity concerns. The high volume of traffic (18,500 ADT) at times conflicts with the community’s desire to have a pedestrian-friendly downtown. Elm Street is a two-to-four-lane arterial road that runs north-south between State Route 1 (SR 1) in the south, and Brighton Avenue in the north. The four-lane portion of Elm Street is located between Ash Street and Grand Avenue. Fair Oaks Avenue is a two-to-four-lane arterial road that provides important east-west connectivity across US 101 in the southern portion of the City. It extends from Traffic Way in the east to Elm Street in the west. East of Valley Road, Fair Oaks Avenue is not built to full arterial facility design standards. Grand Avenue is a four-to-five-lane east-west Primary arterial through and within the City (two travel lanes per direction with a two-way left-turn median lane along several segments within the City). West of the City of Arroyo Grande, Grand Avenue extends into the City of Grover Beach and extends further west to the coastline. East of the full-access interchange with US 101, Grand Avenue becomes East Branch Street, which extends further east to Corbett Canyon Road and SR 227. Grand Avenue represents one of the “gateway” routes for recreational travelers headed westwards from US 101 to the Pacific coastline. Halcyon Road is a two-to-four-lane north-south arterial road that connects between US 101 in the City of Arroyo Grande and State Route 1 (SR 1) in the Halcyon area located to the south of the City, with the southernmost terminus at Zenon Way. Between Grand Avenue and Fair Oaks Avenue, Halcyon Road is a four-lane primary arterial road. Halcyon Road, in conjunction with Brisco Road and El Camino Real, forms a full-access interchange with US 101, just north of the US 101/Grand Avenue interchange. Oak Park Boulevard is two-to-five-lane north-south arterial road that runs along the northwestern City limit line, defining Arroyo Grande’s boundary with the adjacent Cities of Grover Beach and Pismo Beach. Oak Park Boulevard forms a full-access interchange with US 101, and extends south of US 101 as a four-lane primary arterial into the City of Grover Beach, continuing south beyond The Pike as 22nd Street. North of the City of Arroyo Grande, Oak Park Boulevard forks into Old Oak Park Road, which extends north into County lands, and Noyes Road, which extends in a northeasterly direction to connect with SR 227. Item 8.b - Page 68 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 10 Traffic Way is a two-to-four-lane arterial road serving local commercial developments. It extends from East Branch Street (SR 227) in the north and terminates into ramp junctions with US 101 to the south. Valley Road is a two-lane arterial road that extends south from Fair Oaks Avenue, connecting to State Route 1 (SR 1) south of the City limits. West Branch Street is a two-lane arterial road, and also a frontage road east of US 101 with both commercial and residential frontage. It extends from Oak Park Boulevard to West Branch Street, and provides important circulation and commercial accessibility east of the freeway. 1.3.4 Collectors Collectors function as connector routes between local and arterial streets and provide access to residential, commercial, and industrial property. The City’s Standard Specifications and Engineering Standards define two categories: Collectors and Residential Collectors. Collectors feature turn lanes at intersections and may feature a two-way left turn lane (TWLTL), while residential collectors do not have turn lanes. James Way is a predominantly-east-west two-lane road serving as a residential collector between Oak Park Boulevard and Tally Ho Road. Printz Road is a predominantly-east-west two-lane collector that runs just north of the City’s northern limits. Printz Road connects between SR 227 and Noyes Road, and provides access for several small local roads. The Pike is a two-lane east-west collector. It runs between 13th Street and Halcyon Road. A portion of The Pike runs adjacent to part of the southern City limits. Rancho Parkway is a two-lane north-south collector that runs between West Branch Street and James Way. Rancho Parkway provides access to the large shopping centers along W Branch Street, including the Walmart, and residential areas north. Ash Street, Branch Mill Road, Brisco Road, Courtland Street, East Cherry Avenue, El Camino Mercado, Farroll Avenue, Huasna Road, Mason Street, North Corbett Canyon Road, Rodeo Drive, and Tally Ho Road are other important roadways serving Residential Collector functions within the City. 1.3.5 Local Streets Local streets provide direct access to abutting properties and allow for localized movement of traffic. Local streets are characterized by low daily traffic volumes and low travel speeds. All roadways not identified in the Roadway Functional Classifications map (Figure 1.2) as freeways, highways, arterials, or collectors are designated as local streets. Item 8.b - Page 69 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 11 2. Technical Analysis Methodologies and Parameters The following section outlines the analysis parameters and methodologies that will be used to quantify the measures of circulation system effectiveness. 2.1 Vehicle Miles Traveled (VMT) SB 743 was signed into law in 2013, with the intent to better align CEQA practices with statewide sustainability goals related to infill development, active transportation, and greenhouse gas (GHG) emissions. SB 743 required the Governor’s Office of Planning and Research (OPR) to identify new metrics for identifying and mitigating transportation impacts within CEQA. Among the changes to the State CEQA Guidelines was removal of vehicle delay and Level of Service (LOS) from consideration as environmental impacts under CEQA. For land use projects, OPR identified Vehicle Miles Traveled (VMT) per capita (for residential), VMT per employee (for office), and net VMT (for retail) as new metrics for transportation analysis. For transportation projects, lead agencies for roadway capacity projects have discretion, consistent with CEQA and planning requ irements, to choose which methodology to use to evaluate transportation impacts. 2.1.1 VMT Methodologies Various methodologies are currently available to calculate VMT. Travel demand models, sketch models or planning tools, spreadsheet models, research, and data can all be used to calculate and estimate VMT. GHD is investigating local VMT further and will update this section based on the results of additional analysis and validation. Boundary-Based and Project-Based VMT Not all VMT is measured equally, and not all models are equally equipped to assess VMT. Boundary-based VMT is calculated by multiplying traffic volumes on all roadway segments in a study area by each segment’s length. This type of VMT is easily calculated, but is not adequate for CEQA analysis under SB 743. Project-based (or tour-based) VMT is more challenging to calculate, as it requires estimating or measuring the length of individual trips by purpose, where trips cross study area and jurisdictional boundaries. SB 743 generally requires project-based VMT to be estimated, since boundary-based VMT approaches do not account for the full lengths of trips that leave a particular study area (whether that be a City, County, or State). For this reason, regional travel demand models, “big data”, and household travel surveys that are not limited by local jurisdictional boundaries are the preferred tools to estimate VMT under SB 743. Published Data The San Luis Obispo Council of Governments’ Staff Report dated October 2, 2019 states baseline and recommended VMT for incorporated Cities and County communities, based on the regional Travel Demand Model. This information is presented below. Item 8.b - Page 70 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 12  The Baseline Regional VMT per capita (SLOCOG 2018 results) is 13.43 o Recommended threshold is 15% below baseline at 11.42  The Baseline Regional VMT per employee (SLOCOG 2018 results) is 8.59 o Recommended threshold is at 15% below baseline at 7.3  No baseline or threshold set for Retail.  The Staff Report shows an average daily VMT per capita for Arroyo Grande of approximately 9.5 for residents, and 7 for employees. 2.1.2 VMT Policies With the adopted CEQA Guidelines (revised, January 20, 2016), transportation impacts are to be evaluated based on a project’s effect on vehicle miles travelled (VMT). The new guidelines became effective statewide on July 1, 2020. GHD has assisted the City in establishing a VMT Policy, which the City has adopted on September 8, 2020, and establishes the thresholds of significance and screening criteria for VMT. Per the City’s Policy, and consistent with OPR’s Technical Advisory on Evaluating Transportation Impacts in CEQA, the target for VMT reduction is 15% below baseline for residential and office projects, and no net increase in total regional VMT for retail, industrial, and other projects. The City’s baseline VMT and significance thresholds are listed below.  Baseline Residential VMT per capita: 20.2 o 15% reduction in baseline VMT per capita: 17.2  Baseline Office VMT per employee: 14.0 o 15% reduction in baseline VMT per employee: 11.9  Retail, Industrial, & Other: No Net increase in total regional VMT  Mixed-Use: Evaluate components independently considering internal capture, and compare to the corresponding threshold. Alternatively, analyze only the project’s the dominant use.  Redevelopment: If a project leads to a net overall increase in VMT, then the thresholds above apply.  A general plan, area plan, or community plan may have a significant impact on transportation if proposed new residential, office, or retail land uses would in aggregate exceed the respective thresholds recommended above. Screening Criteria The City has also identified screening thresholds for projects that are presumed to be less than significant impact. The following are examples (not inclusive) of land use and transportation projects that are identified exempt by OPR, therefore should not require VMT analysis: A) Small Projects – less than 110 vehicle trips per day B) Projects that are within ½ mile of a transit stop at the intersection of two transit routes with 15 minute headways or less, unless the project: Item 8.b - Page 71 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 13 i) Has floor-area-ratio of less than 0.75; ii) Includes more parking than required by the City’s zoning code; iii) Is inconsistent with the region’s Sustainable Communities Strategy, City Zoning Code, or City Land Use Policies, including the City’s General Plan or any applicable Specific Plan ; or iv) Replaces affordable housing with a smaller number of moderate- or high-income residential units. C) Local-serving retail projects, which are generally defined as projects within the City that are less than 50,000 square feet in size. The determination of whether a retail project is local- serving or regional-serving shall be made by City staff on a case by case basis to determine whether they are likely to attract regional trips. For instance, auto dealerships and specialty retailers may propose less than 50,000 square feet of retail space but be de emed regionally serving. D) Transportation projects that are expected to reduce or have no impact on VMT will not require a quantitative analysis. These projects include, but are not limited to, road diets, roundabouts, roadway rehabilitation and maintenance, safety improvements that do not substantially increase auto capacity, installation or reconfiguration of lanes not for through traffic, timing of traffic signals, removal of on-street parking, addition or enhancement of pedestrian, bicycle and transit facilities and services. 2.2 Level of Service & Traffic Operations Although VMT will be used to determine CEQA transportation impacts, the City intends, by policy, to continue to use Level of Service as a metric to evaluate traffic operations to assess need, type, and timing of transportation improvements. Traffic operations were quantified through the determination of "Level of Service" (LOS). Level of Service is a qualitative measure of traffic operating conditions, whereby a letter grade "A" through "F" is assigned to an intersection, or roadway segment, representing progressively worsening traffic conditions. LOS "A" represents free-flow operating conditions and LOS "F" represents over-capacity conditions. Levels of Service was calculated for all intersection control types, and freeway ramp merge and diverge sections using the methods documented in the Transportation Research Board Publication Highway Capacity Manual, Sixth Edition, A Guide for Multimodal Mobility Analysis, 2016 (HCM 6). 2.2.1 Intersection Operations The Synchro 10 (Trafficware) software program was used to implement the HCM 6 analysis methodologies for signalized and stop-controlled intersections. Intersection Level of Service (LOS) was calculated for all control types using the methods documented in HCM 6, excluding the clustered intersections and locations with non-NEMA-standard phasing, due to limitations within HCM 6 methodology. The specific locations include the Brisco Road / US 101 partial interchange and Brisco / El Camino Real, which used Synchro Timing methodology to determine intersection Item 8.b - Page 72 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 14 delay. For signalized or all-way stop-controlled (AWSC) intersections, an LOS determination is based on the calculated averaged delay for all approaches and movements. For two-way or side- street stop controlled (TWSC) intersections, an LOS determination is based upon the calculated average delay for all movements of the worst performing approach. The vehicular -based LOS criteria for different types of intersection controls are presented in Table 2.1. 2.2.2 Traffic Signal Warrant Analysis A supplemental traffic signal “warrant” analysis was completed. The term “signal warrants” refers to the list of established criteria used by Caltrans and other public agencies to quantitatively justify or ascertain the need for installation of a traffic signal at an otherwise unsignalized intersection. This study employed the signal warrant criteria presented in the latest edition of the 2014 California Manual on Uniform Traffic Control Devices (2014 CA MUTCD, Revision 5). The signal warrant criteria are based upon several factors including volume of vehicular and pedestrian traffic, frequency of accidents, location of school areas etc. The CA MUTCD indicates that the installation of a traffic signal should be considered if one or more of the signal warrants are met. The ultimate decision to signalize an intersection should be determined after careful analysis of all intersection and area characteristics. This traffic operations analysis specifically utilized the Peak -Hour-Volume based Warrant 3 as one representative type of traffic signal warrant analysis. Signal warrant analyses were only conducted for non-signalized intersections which are projected to operate beyond the LOS thresholds. Section 3.1 of this Report further discusses which intersections are evaluated for the peak hour signal warrant. The Signal Warrant analysis worksheets are provided in Appendix C. Item 8.b - Page 73 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 15 Table 2.1 Level of Service (LOS) Criteria for Intersections Level of Service Type of Flow Delay Maneuverability Stopped Delay/Vehicle (sec) Signalized Un- signalized A Stable Flow Very slight delay. Progression is very favorable, with most vehicles arriving during the green phase not stopping at all. Turning movements are easily made, and nearly all drivers find freedom of operation. ≤10.0 ≤10.0 B Stable Flow Good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. Vehicle platoons are formed. Many drivers begin to feel somewhat restricted within groups of vehicles. >10.0 >10.0 and and ≤20.0 ≤15.0 C Stable Flow Higher delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, although many still pass through the intersection without stopping. Back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted >20.0 >15.0 and and ≤35.0 ≤25.0 D Approaching Unstable Flow The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high volume-to-capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. Maneuverability is severely limited during short periods due to temporary back-ups. >35.0 >25.0 and and ≤55.0 ≤35.0 E Unstable Flow Generally considered to be the limit of acceptable delay. Indicative of poor progression, long cycle lengths, and high volume-to-capacity ratios. Individual cycle failures are frequent occurrences. There are typically long queues of vehicles waiting upstream of the intersection. >55.0 >35.0 and and ≤80.0 ≤50.0 F Forced Flow Generally considered to be unacceptable to most drivers. Often occurs with over saturation. May also occur at high volume-to-capacity ratios. There are many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors. Jammed conditions. Back-ups from other locations restrict or prevent movement. Volumes may vary widely, depending principally on the downstream back-up conditions. >80.0 >50.0 Source: Highway Capacity Manual Sixth Edition, A Guide for Multimodal Mobility Analysis, 2016 (HCM 6) Item 8.b - Page 74 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 16 2.2.3 Roadway Segment Operations Existing roadway LOS was determined on a daily basis with counts collected on weekdays in November, 2019. The LOS for 37 roadway segments throughout Arroyo Grande were established using the capacities in Table 2.2 Table 2.2 Roadway Segment ADT Operational Thresholds Note: All volumes are approximate and assume ideal roadway characteristics. Actual thres hold volumes for each Level of Service listed above may vary depending on a variety of factors including (but not limited to) roadway curvature and grade, intersection or interchange spacing, driveway spacing, percentage of trucks and other heavy vehicles, travel lane widths, signal timing characteristics, on-street parking, volume of cross traffic and pedestrians, etc. 2.2.4 Technical Analysis Parameters This evaluation of Existing conditions incorporates appropriate heavy vehicle adjustment factors, peak hour factors, and signal lost time factors and reports the resulting operational analysis as estimated using the HCM 6 based analysis methodologies. Table 2.3 presents the technical parameters that were utilized for the evaluation of the study intersections and ramp segments for the analysis scenarios. All parameters not listed should be assumed as default values or calculated based on parameters listed. Table 2.3 Technical Analysis Parameters Technical Parameter Assumption 1 Intersection Peak Hour Factor Based on counts, intersection overall 2 Intersection Heavy Vehicle % Based on counts, intersection overall, minimum 2% 3 Pedestrian & Bicycle Volumes Based on counts 4 Grades 2% or less, level terrain 5 Signal Timings Based on Caltrans and City signal timing plans 2.2.5 Level of Service Policies City of Arroyo Grande The City of Arroyo Grande’s current LOS policy is identified in the General Plan Circulation Element (October 2001), and specifies the following minimum LOS standards for all streets and intersections within the City’s jurisdiction: CT2. Attain and maintain Level of Service (LOS)’C’ or better on all streets and controlled intersections. A B C D E Four Lane Freeway 28,000 43,200 61,600 74,400 80,000 Two Lane Highway 2,400 4,800 7,900 13,500 22,900 Four Lane (With Turning Lane) Arterial 22,000 25,000 29,000 33,000 36,000 Four Lane (No Turning Lane) Arterial 18,000 21,000 24,000 27,000 30,000 Two Lane (With Turning Lane) Arterial 11,000 12,500 14,500 16,500 18,000 Two Lane (No Turning Lane) Arterial 9,000 10,500 12,000 13,500 15,000 Two Lane Collector 6,000 7,500 9,000 10,500 12,000 Roadway Type Average Daily Traffic (ADT) – Total of Both Directions Item 8.b - Page 75 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 17 CT2-1 Where deficiencies exist, mitigate to an LOS ‘D’ at a minimum and plan improvement to achieve LOS ‘C’ (Los ‘E’ or ‘F’ unacceptable = significant adverse impact unless Statement of Overriding Considerations or CEQA Findings approved). The design and funding for such planned improvements shall be sufficiently definite to enable construction within a reasonable period of time. Based on the current City policy, LOS C will be utilized as the acceptable threshold for the evaluation of intersection and roadway operations in this report . It should be noted however, as part of the update to the Circulation Element, the City is proposing to change the LOS policy to the following: CT3. Strive to attain and maintain automobile Level of Service LOS ‘D’ or better on all street segments and controlled intersections. CT3-1. New development that is projected to degrade conditions to a LOS E or below or further exacerbate conditions already below LOS D should be conditioned to make transportation improvements that offset the level degradation. Improvements to non- automobile modes of transportation at the same segment or intersection may also be considered as an offset to degradation of automobile LOS. If the City decides to adopt this change in LOS policy to LOS D as the threshold, this will change the findings of deficient locations identified within this report. 2.3 Bicycle Level of Traffic Stress Bicycle operations are quantified through a determination of “Level of Traffic Stress” (LTS). LTS must be calculated for roadway segments and intersections using the methods documented in the paper, Low Stress Bicycling and Network Connectivity, Mineta Transportation Institute, Report 11- 19, May 2012. Bicycle LTS quantifies the stress level of a given roadway segment by considering a variety of criteria, including street width (number of lanes), speed limit or prevailing speed, presence and width of bike lanes, and the presence and width of parking lanes. Bicycle LTS is a suitability rating system of the safety, comfort, and convenience of transportation faci lities from the perspective of the user. Moreover, the methodology allows planning practitioners to assess gaps in connectivity that may discourage active users from traversing roadways. Bicycle LTS scores roadway facilities into one of four classification s or ratings for measuring the effects of traffic-based stress on bicycle riders, with 1 being the lowest stress or most comfortable, and 4 being the highest stress or least comfortable. Generally, LTS score of 1 indicates the facility provides a traffic stress tolerable by most children and less experienced riders, such as multi-use paths that are separated from motorized traffic. An LTS score of 4 indicates a stress level tolerable by only the most experienced cyclists who are comfortable with high-volume and high-speed, mixed traffic environments. The figure below presents the four scoring classifications, subsequent tables show the criteria associated with determining the LTS score. Item 8.b - Page 76 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 18 Figure 2.1 Bicycle Level of Traffic Stress (LTS) Definitions 2.3.1 Bicycle LTS Criteria The Bicycle LTS methodology is comprised of three scoring categories: roadway segments, intersection approaches where right turn lanes exist, and unsignalized intersection crossings. The Bicycle LTS scoring criteria for intersection approaches where right turn lanes exist, for roadway segments with mixed traffic, and for roadway segments where bike lanes exist are provided in the Tables below. Table 2.4 LTS Criteria for Intersection Approaches with Right Turn Lanes Right-turn Lane Configuration Right-turn lane length (ft) Bike Lane Approach Alignment2 Vehicle Turning Speed (mph)3 LTS Score With Pocket Bike Lane Single ≤ 150 Straight ≤ 15 LTS 2 Single >150 Straight ≤ 20 LTS 3 Single Any Left ≤ 15 LTS 3 Single1 or Dual Exclusive/ Shared Any Any Any LTS 4 Without a Pocket Bike Lane Single ≤ 75 ≤ 15 (no effect on LTS) Single 75-150 ≤ 15 LTS 3 Otherwise LTS 4 1 Any other single right turn lane configuration not shown above. 2 The right turn criteria are based on whether the bike lane stays straight or shifts to the left. 3 This is vehicle speed at the corner, not the speed crossing the bike lane. Corner radius can also be used as a proxy for turning speeds. 4 There is no effect on LTS if the bikeway is physically separated from traffic, as on a shared -use path. Item 8.b - Page 77 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 19 Table 2.5 LTS Criteria for Mixed Traffic Street Width Speed Limit 2-3 lanes 4-5 lanes 6+ lanes Up to 25 mph LTS 1 or 21 LTS 3 LTS 4 30 mph LTS 2 or 31 LTS 4 LTS 4 35+ mph LTS 4 LTS 4 LTS 4 1Use lower value for streets without marked centerlines or classified as residential and with fewer than 3 lanes; use higher value otherwise. Table 2.6 LTS Criteria for Bike Lanes Lane Factor LTS Score LTS 1 LTS 2 LTS 3 LTS 4 Alongside a Parking Lane Street width (through lanes per direction) 1 (no effect) 2 or more (no effect) Sum of bike lane and parking lane width (includes marked buffer and paved gutter) 15 ft. or more 14 or 14.5 ft.2 13.5 ft. or less (no effect) Speed limit or prevailing speed 25 mph or less 30 mph 35 mph 40 mph or more Bike lane blockage (typically applies in commercial areas) rare (no effect) frequent (no effect) Not Alongside a Parking Lane Street width (through lanes per direction) 1 2, if directions are separated by a raised median more than 2, or 2 without a separating median (no effect) Bike Lane Width (includes marked buffer and paved gutter) 6 ft. or more 5.5 ft. or less (no effect) (no effect) Speed limit or prevailing speed 30 mph or less (no effect) 35 mph 40 mph or more Bike lane blockage (typically applies in commercial areas) rare (no effect) frequent (no effect) Note: 1 (no effect) = factor does not trigger an increase to this level of traffic stress. 2 If speed limit < 25 mph or Class = residential, then any width is acceptable for LTS 2. Item 8.b - Page 78 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 20 2.3.2 Bicycle LTS Policy As part of the update to the Circulation Element, the City is proposing to adopt the following Policy related to thresholds for Bicycle LTS: Inconsistency Criteria: Project causes bicycle level of traffic stress to exceed or exacerbates approaches or crossings that already exceed LTS 3 at intersections with Class II or Class III facilities. Inconsistency Criteria: Project causes bicycle level of traffic stress to exceed or exacerbates segments that already exceed LTS 3 on Class II or Class III routes. This Report contains the analysis of Bicycle LTS of arterial and collector roadways, and approaches of major intersections to review current bicyc le connectivity throughout the City. Item 8.b - Page 79 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 21 3. Existing Traffic Operations Intersection facilities were evaluated on an AM and PM peak hour basis using peak hour tu rning movement counts collected on Thursday, November 14, 2019 and Thursday, November 21, 2019. These counts were collected while school was in session. The AM peak hour is defined as the one continuous hour of peak traffic flow counted between 7:00 AM and 9:00 AM, and the PM peak hour is defined as the one continuous hour of peak traffic flow counted between 4:00 PM and 6:00 PM under typical weekday conditions. 3.1 Existing Conditions Intersection Operations & Deficiencies Existing weekday AM and PM peak hour intersection traffic operations were quantified using existing traffic volumes, lane geometrics, and intersection controls. Figure 3.1 presents the existing lane geometrics and intersection control types that are currently in place at the study intersections. Figure 3.2 presents the existing weekday AM and PM peak hour volumes at the study intersections. Item 8.b - Page 80 Item 8.b - Page 81 Item 8.b - Page 82 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 24 Table 3.1 presents a summary of the LOS and delay (in sec/veh) at each study intersection under Existing conditions. Table 3.1 Existing Conditions Intersection Operations Delay LOS Delay LOS 1 James Way & Oak Park Blvd Signal C 29.4 C 18.6 B - 2 James Way & Rodeo Dr AWSC C 8.3 A 9.1 A - 3 James Way & Tally Ho Rd AWSC C 8.6 A 8.8 A - 4 W Branch St / US 101 NB Ramp & Oak Park Ave Signal C 8.3 A 10.6 B - 5 El Camino Real & Oak Park Ave Signal C 12.1 B 13.4 B - 6 W Branch St & Camino Mercado / US 101 NB Ramps Signal C 15.1 B 17.4 B - 7 W Branch St & Rancho Parkway Signal C 6.4 A 8.3 A - 8 W Branch St & Brisco Rd Signal C 12.0 B 22.9 C - 9 US 101 NB Ramps & Brisco Rd Signal C 41.2 D 51.6 D - 10 El Camino Real & Brisco Rd Signal C 43.8 D 51.8 D - 11 W Branch St & Rodeo Dr TWSC C 11.8 B 10.8 B - 12 El Camino Real & US 101 SB Ramps / Halcyon Rd Signal C 19.9 B 23.1 C - 13 E Grand Ave & Oak Park Blvd Signal C 16.2 B 22.9 C - 14 E Grand Ave & Courtland St Signal C 9.7 A 11.2 B - 15 E Grand Ave & Elm St Signal C 9.6 A 12.2 B - 16 E Grand Ave & Brisco Rd TWSC C 12.8 B 18.8 C - 17 E Grand Ave & Halcyon Rd Signal C 23.2 C 23.6 C - 18 E Grand Ave & El Camino Real TWSC C 50.6 F 41.1 E No 19 E Grand Ave & US 101 SB Ramps Signal C 9.7 A 13.2 B - 20 E Grand Ave & US 101 NB Ramps Signal C 11.3 B 28.0 C - 21 E Grand Ave / E Branch St & W Branch St TWSC C 104.0 F 111.5 F Yes 22 E Branch St & Wesley St / Traffic Way Signal C 17.7 B 17.1 B - 23 E Branch St & Nevada St / Bridge St TWSC C 42.8 E 23.0 C Yes 24 E Branch St & Short St none C ----- 25 E Branch St & Mason St Signal C 11.3 B 11.1 B - 26 E Branch St / Huasna Rd & Corbett Canton Rd / Stanley Ave AWSC C 21.2 C 20.3 C - 27 S Traffic Way & Traffic Way / US 101 Ramps TWSC C 11.2 B 12.8 B - 28 Fair Oaks Ave & Traffic Way Signal C 13.5 B 12.7 B - 29 Fair Oaks Ave & US 101 SB Ramp / Orchard Ave AWSC C 39.8 E 16.9 C Yes 30 Fair Oaks Ave & Valley Rd Signal C 12.2 B 8.1 A - 31 Fair Oaks Ave & Halcyon Rd Signal C 54.2 D 17.0 B - 32 Farroll Ave & Halcyon Rd TWSC C 109.0 F 37.9 E No 33 The Pike & Halcyon Rd AWSC C 22.3 C 13.3 B - #Intersection Control Type1,2 Target LOS AM Peak PM Peak Notes: 1. AWSC = All Way Stop Control; TWSC = Two Way Stop Control; RNDBT = Roundabout 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for AWSC, 3. Warrant = Based on California MUTCD Warrant 3 4. Bold = Unacceptable Conditions 5. OVR = Delay over 300 seconds Warrant 3 Met? Item 8.b - Page 83 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 25 As presented in Table 3.1, the following study intersections operate at unacceptable LOS during the AM or PM peak hours under Existing conditions:  9 – US 101 Northbound Ramps & Brisco Road (at LOS D)  10 – El Camino Real & Brisco Road (at LOS D)  18 – East Grand Avenue & El Camino Real  21 – East Grand Avenue / East Branch Street & West Branch Street  23 – East branch Street & Nevada Street / Bridge Street  29 – Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue  31 – Fair Oaks Avenue & Halcyon Road (at LOS D)  32 – Farroll Avenue & Halcyon Road Of the locations listed above, several are unsignalized intersections that meet peak hour traffic signal warrant criteria, as follows:  21 – East Grand Avenue / East Branch Street & West Branch Street  23 – East branch Street & Nevada Street / Bridge Street  29 – Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue 3.2 Existing Conditions Roadway Operations New daily roadway traffic counts were taken in November 2019, two weekday counts at each location, and compared to daily roadway counts taken in May 2012. Figure 3.3 presents the existing daily roadway volumes at the study intersections. Item 8.b - Page 84 Item 8.b - Page 85 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 27 Table 3.2 presents a summary of the prior 2012 average daily traffic (ADT) and current 2019 roadway volumes and LOS at each roadway segment. Table 3.2 Existing Conditions Roadway Operations As presented in Table 3.2, all study roadway segments operate at acceptable LOS under Existing Conditions. There are no roadway segment deficiencies at 2019 count locations. 2012 #Street Segment Facility Type Past ADT Average ADT LOS 1 E. Grand Avenue west of Courtland Street Four Lane (With Turning Lane) Arterial 21,630 19,770 A 2 E. Grand Avenue east of Courtland Street Four Lane (With Turning Lane) Arterial 18,600 19,220 A 3 E. Grand Avenue west of Halcyon Road Four Lane (With Turning Lane) Arterial 18,630 15,710 A 4 E. Grand Avenue east of Halcyon Road Four Lane (With Turning Lane) Arterial 19,610 17,400 A 5 E. Grand Avenue east of US 101 NB Ramps Four Lane (With Turning Lane) Arterial 24,090 19,650 A 6 East Branch Street east of Traffic Way Two Lane (With Turning Lane) Arterial 18,490 13,700 C 7 East Branch Street east of Crown Hill Two Lane (No Turning Lane) Arterial 11,410 10,980 C 8 Huasna Road east of SR 227 Two Lane Collector 6,600 8,190 C 9 Huasna Road east of City Limits Two Lane Collector - 5,080 A 10 SR 227 south of Tally Ho Road Two Lane Highway 3,300 3,860 B 11 SR 227 south of Royal Oak Place Two Lane Highway 1,880 1,950 A 12 Corbert Canyon Road north of SR 227 Two Lane (No Turning Lane) Arterial 1,500 3,610 A 13 North Halcyon Road north of E. Grand Avenue Two Lane (No Turning Lane) Arterial 8,900 9,740 B 14 Elm Street south of E. Grand Avenue Four Lane (With Turning Lane) Arterial - 10,250 A 15 El Camino Real north of E. Grand Avenue Two Lane (With Turning Lane) Arterial - 2,310 A 16 S. Halcyon Road south of E. Grand Avenue Four Lane (No Turning Lane) Arterial 17,280 14,360 A 17 S. Halcyon Road north of Farroll Avenue Four Lane (With Turning Lane) Arterial - 12,920 A 18 S. Halcyon Road south of The Pike Two Lane (With Turning Lane) Arterial 6,700 8,530 A 19 Fair Oaks Avenue east of S. Halcyon Road Two Lane (With Turning Lane) Arterial 11,220 8,800 A 20 Fair Oaks Avenue east of Valley Road Four Lane (No Turning Lane) Arterial 8,800 11,350 A 21 Valley Road south of Fair Oaks Avenue Two Lane (No Turning Lane) Arterial 5,900 7,620 A 22 Traffic Way south of Branch Street Four Lane (No Turning Lane) Arterial 13,180 10,770 A 23 West Branch Street north of E. Grand Avenue Two Lane (With Turning Lane) Arterial 3,900 3,180 A 24 West Branch Street west of Brisco Road Four Lane (With Turning Lane) Arterial 13,900 12,810 A 25 West Branch Street east of Oak Park Boulevard Two Lane (With Turning Lane) Arterial 12,000 13,540 C 26 Rancho Pkwy. north of W. Branch Street Two Lane (With Turning Lane) Arterial 8,400 8,390 A 27 Old Oak Park north of Noyes Road Two Lane (No Turning Lane) Arterial 4,090 1,470 A 28 Noyes Road north of Old Oak Park Two Lane (No Turning Lane) Arterial 4,960 6,210 A 29 Oak Park Boulevard south of El Camino Real Four Lane (No Turning Lane) Arterial 20,400 16,060 A 30 Oak Park Boulevard south of E. Grand Avenue Four Lane (With Turning Lane) Arterial 12,490 11,030 A 31 Oak Park Boulevard north of Farroll Avenue Four Lane (With Turning Lane) Arterial 8,850 9,350 A 32 James Way west of Oak Park Boulevard Four Lane (With Turning Lane) Arterial 7,710 6,160 A 33 James Way east of Oak Park Boulevard Two Lane (No Turning Lane) Arterial 6,340 6,110 A 34 James Way west of Talley Ho Road Two Lane Collector 3,470 3,570 A 35 El Camino Real west of Brisco Road Two Lane (No Turning Lane) Arterial 4,630 4,610 A 36 Farroll Avenue east of Oak Park Street Two Lane Collector 4,820 4,850 A 37 Branch Mill Road east of E. Cherry Avenue Two Lane Collector 1,710 1,690 A 2019 Item 8.b - Page 86 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 28 3.3 Truck Routes Truck routes are intended to carry heavyweight commercial, industrial, and agricultural vehicles through and around the community with minimum disruption to local auto traffic and minimum annoyance to residential areas. The 1982 Surface Transportation Assistance Act set standards for large trucks, known as STAA trucks, and set minimum truck sizes that states must allow on the National Network including the Interstate System and other defined routes. The US 101 highway through the City of Arroyo Grande and statewide is a National Truck Network. California State Route 1 is a California Legal Truck Network, north of City of Arroyo Grande passing through the San Luis Obispo County. The last truck route to access Arroyo Grande is SR 227. SR 227 north of Arroyo Grande is a combination of California Legal Truck Network and the California Legal Advisory Truck Route. The following list of streets is the approved Truck Routes in Arroyo Grande:  Barnett Street, from El Camino Real to East Grand Avenue  Branch Mill Road, from East Cherry Avenue to the Easterly City Limit  Brisco Road, from El Camino Real to East Grand Avenue  Corbett Canyon Road, from East Branch Street/Crown Hill to the Easterly City Limit  East Branch Street, from Highway 101 Overpass to East Branch Street/Crown Hill  East Cherry Avenue, from Traffic Way to Branch Mill Road  East Grand Avenue, from Highway 101 Overpass to the Westerly City Limit  El Camino Real, from Oak Park Boulevard to Barnett Street  Fair Oaks Avenue, from Halcyon Road to Traffic Way  Halcyon Road, from El Camino Real to the Southerly City Limit  Huasna Road, from East Branch Street/Crown Hill to the Easterly City Limit  Nelson Street, from Traffic Way to South Mason Street  Oak Park Boulevard, from El Camino Real to City Limit  South Elm Street, from East Grand Avenue to the Southerly City Limit  South Mason Street, from Nelson Street to East Branch Street  The Pike, from the Westerly City Limit to Halcyon Road  Traffic Way, from East Branch Street to Highway 101  Valley Road, from Fair Oaks Avenue to the Southerly City Limit Figure 3.4 presents a map of approved truck routes, provided by the City. Item 8.b - Page 87 FIGURE 3.4 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.4_TruckRoutes.mxdPrint date: 29 Sep 2020 - 09:46 TRUCK ROUTESItem 8.b - Page 88 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 30 3.4 Bicycle & Pedestrian Facilities The City of Arroyo Grande adopted the 2012 Bicycle & Trails Master Plan, presented in Figure 3.5. The plan includes proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the partial network already in place in the City and County. The plan encourages the use of walking and bicycling. The following functional classifications of bicycle facilities are utilized within this document. Class I Bike Path. Class I facilities are multi-use facilities that provide a completely separated right- of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Class I bikeways must be compliant with provisions of the Americans with Disabilities Act (ADA). These bikeways are intended to provide superior safety, connectivity, and recreational opportunities as compared to facilities that share right-of-way with motor vehicles. Class II Bike Lane. Class II facilities provide a striped and signed lane for one-way bicycle travel on each side of a street or highway within the paved area of a roadway. The minimum width for bike lanes ranges between four and six feet depending upon the edge of roadway conditions (curb and gutter). Bike lanes are demarcated by a six-inch white stripe, signage and pavement legends. Class III Bike Route. Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network. By law, bicycles are allowed on all roadways in California except on freeways when a suitable alternate route exists. However, Class III bikeways serve to identify roads that are more suitable for bicycles. Shared Roadway. (No Bikeway Designation). A roadway that permits bicycle use but is not officially designated as a bikeway. This generally occurs in rural areas by touring bicyclists and recreation. In some instances, entire street systems may be fully adequate for safe and efficient bicycle travel, where signing and pavement marking for bicycle use may be unnecessary. In othe r cases, prior to designation as a bikeway, routes may need improvements for bicycle travel. Class IV Separated Bikeways. Known as separated bikeways or cycle tracks, Class IV bikeways provide a separate travel way that is designated exclusively for bicycle travel adjacent to the roadway and are protected from vehicular traffic by physical separation. The separation may include, but is not limited to, grade separation, planters, flexible posts, inflexible posts, physical barriers, or on-street parking. The above five definitions are consistent with the California Highway Design Manual (HDM, July 2020). It is emphasized that the designation of bikeways as Class I, II,III, and IV should not be construed as a hierarchy of bikeways; that one is better than the other. Each class of bikeway has its appropriate application. Item 8.b - Page 89 FIGURE 3.5 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.5_BikeMasterPlan.mxdPrint date: 30 Sep 2020 - 08:41 2012 BICYCLE & TRAILSMASTER PLAN Item 8.b - Page 90 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 32 In addition, the American Association of State Highway and Transportation Officials “Guide for the Development of Bicycle Facilities” (2012) and National Association of City Transportation Officials “Urban Bikeway Design Guide” are used as resources to identify the following bicycle facilities. Bicycle Boulevard. Bicycle Boulevards are streets where the following conditions are created in order to prioritize bicycle safety and optimize through travel for bicycles rather than automobiles:  Slow traffic speed and low volume.  Use of diverters and roundabouts to discourage through and non-local motor vehicle traffic.  Improved travel for bicyclists by assigning the right-of-way priority to the bicycle boulevard at intersections with other roads wherever possible.  Traffic controls that help bicyclists cross major arterial roads.  Signage and street design that encourages use by bicyclists and informs motorists that the roadway is a priority route for bicyclists. Bicycle boulevards use a variety of traffic calming elements to achieve a safe environment. For instance, diverters with bicycle cut-outs allow cyclists to continue to the next block, but discourage through traffic by motor vehicles. Typically, these modifications will also calm traffic and improve pedestrian safety as well as encourage bicycling. Bicycle Boulevards are generally applicable to local roadways. Buffered Bike Lanes. Buffered bike lanes are conventional bicycle lanes (Class II) paired with a designated buffer space separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. A buffered bike lane is allowed as per MUTCD guidelines for buffered preferential lanes (section 3D-01). Buffered bike lanes provide space between bicyclists and the traveled way, allow room for bicyclists to pass without encroaching into the vehicle travel lane, and can be used to provide a buffer between on-street parking and the bike lane. Buffered bike lanes are ideal for streets with extra lanes or extra lane width, and along roadways with higher travel speeds, higher traffic, and truck volume. Green Colored Bike Facilities may be installed within bicycle lanes or the extension of the bicycle lane through an intersection or transition trough a conflict area as a supplement to bike lane markings. The Federal Highway Administration has issued an Interim Approval (IA-14) on April 15, 2011 for the optional use of green colored pavement for marked bicycle lanes.) Bike Boxes designate an area for bicyclists to queue in front of automobiles, but behind the crosswalk at signalized intersections. Bike boxes provide cyclists a safe way to be visible to motorists by getting ahead of the queue during the red signal phase, and they reduce vehicle incursion into crosswalks. Bike Boxes also improve safety for conflicts with right -turning vehicles when the traffic signal turns green. Bike boxes can be utilized to facilitate left turn positioning and gives priority to cyclists. Shared Lane Markings (“Sharrows”) help remind motorists that bicyclists are allowed to use the full lane and remind bicyclists to avoid riding too close to parked cars for safety. The shared lane markings help bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and Item 8.b - Page 91 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 33 a bicycle to travel side by side within the same traffic lane. These markings are primarily recommended on low-speed streets. 3.5 Existing Bicycle & Pedestrian Facility Conditions The current bicycle and trail network consists mainly of on-street facilities that are identified as Class II and Class III bikeways. The city also has short segments of off-street trails typically consisting of soft surface (decomposed granite) materials. The trails are typically situated in open space along a creek tributary. The two exceptions are trails located along Equestrian Way and Grace Lane which are decomposed granite paths located behind the curb. These do not meet Class I Bike Path standards (10-foot paved path with 2-foot shoulders, or 12-foot paved path). Figure 3.6 presents the existing sidewalk inventory, provided by the City. There are gaps in the sidewalk network; a Pedestrian Safety Review conducted by ITS Berkeley in 2010 and the Draft Halcyon Road Complete Streets Plan identifies some areas where there are opportunities for improvement. The ITS study focused on key intersections throughout the City and suggested recommendations that could improve the pedestrian safety crossing large streets with many lanes of traffic. The Draft Halcyon Road Complete Streets Plan focused on multimodal improvements along the Halcyon Road corridor, connecting Arroyo Grande Hospital, residences, and the elementary school. Locations near and between residences, schools, parks, retail centers, and City services should provide adequate sidewalks and marked crossings. Figure 3.7 presents the existing bikeway by classification along arterial and collector roadways throughout the City. There are gaps in the network of bicycle facilities. Arterials and collectors that are north-south roadways which do not have bicycle facilities, include portions of Elm Street, Halcyon Road, Corbett Canyon Road, Tally Ho Road, Ash Street, and Oak Park Boulevard. Arterials and collectors that are east-west roadways which do not have bicycle facilities include portions of Farroll Avenue, E. Grand Avenue, E. Branch Street, and E. Cherry Avenue. Subsequent Bicycle LTS analysis is included. Safe, convenient, and continuous access needs to be provided along major routes throughout the City for active transportation modes. As part of this Circulation Element update, roadway facilities will be identified where it is possible to modify the existing cross-section and increase the active transportation components for pedestrians and bicyclists. Included in the proposed Draft Circulation Element Policies are requirements to prepare a Pedestrian Master Plan and update the exis ting Bicycle and Trails Master Plan. It is proposed for the bicycle portion of the plan that an assessment of bicycle Level of Traffic Stress (LTS) will be required to specifically evaluate the performance of the existing bicycle system and to help identif y bicycle facility improvements. Item 8.b - Page 92 FIGURE 3.6 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.6_SidewalkInventory.mxdPrint date: 29 Sep 2020 - 10:33 SIDEWALK INVENTORYItem 8.b - Page 93 Fair Oaks AvenueJames Way R o deoDriveEl Ca m i n o R e a lOak Park BoulevardAsh Street The Pike V alleyRoadElm StreetBranch Mill Ro adFarroll AvenueBrisco RoadRancho ParkwayTallyHoRoadE a s t B r a n c h StreetEast Grand Avenue Halcyon RoadWest Br a n c h S t r e e t Cherry AvenueTraf f i c W a y Courtland Street£¤101 £¤101 FIGURE 3.7 0 0.1 0.2 0.3 0.4 Miles Project No.Revision No.-11144936 Date 09/28/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Map Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California V FIPS 0405 Feet Paper Size ANSI A o Data source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.7_AGExBikeways.mxdPrint date: 29 Sep 2020 - 11:47 Legend US 101 City Limits Roads Bike Facility Class I Class II Class III Gap Bike Lane Gap Directional Gap Directional Gap Bike Lane Fading Severe Bike LaneFading EXISTING BIKEWAYSAND GAPS MAPItem 8.b - Page 94 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 36 3.5.1 Bicycle Level of Traffic Stress (LTS) Analysis Mineta Transportation Institute criteria was applied to roadway segments with bike lanes (with and without on-street parking) and roadway segments without bike lanes (mixed traffic segments) to determine existing Bicycle Level of Traffic Stress, presented in Figure 3.8. As shown, the majority of segments along major roads (arterials and collectors) within the City of Arroyo Grande can be considered high stress (LTS 3 or 4). Even with the presence of bike lanes, the high stress nature of roadway segments within the City are primarily due to roadway speed limits of 35 miles per hour or greater, and roadways with three or more total travel lanes. For those roadways with speed limits lower than 35 mph, lack of adequate bike lane striping or physical separation between cyclists and vehicles (i.e., buffers) results in high stress conditions. In addition, lack of adequate bicycle protection (i.e., bike pockets) at intersections with lengthy vehicle right turn pockets, or gaps in bike lane striping at intersection approaches, result in high stress conditions at all intersections along major roads within the City of Arroyo Grande. Other factors were noted as contributing to high stress conditions, including quality and condition of existing bike lane striping and gaps in striping along segments on either side of the roadway. Segments with significant bike lane striping fading along existing Class II bicycle routes were noted at the following locations:  West Branch Street between Oak Park Boulevard and Camino Mercado  El Camino Real between Hillcrest Drive and Brisco Road  Oak Park Boulevard Between Ash Street and The Pike  The Pick between Oak Park Boulevard and Elm Street  Valley Road between Fair Oaks Avenue and Castillo Del Mar Major gaps along existing Class II bicycle routes (i.e., roadway segments with incomplete bike lanes, or bike lanes only in one direction) occur at the following locations:  East Grand Avenue: eastbound approach at Halcyon Road  East Grand Avenue: between Elm Street and Grande Foods Market  Traffic Way: northbound segment between Nelson Street and Bridge Street  Oak Park Boulevard: southbound segment between Farroll Road and The Pike  Oak Park Boulevard: southbound between Manhattan Avenue and Ash Street  Fair Oaks Avenue: westbound segment between California Street and Traffic Way Vehicle on-street parking is also a contributor to high stress conditions for cyclists, and is allowed on the majority of the City’s arterials and collectors. LTS inputs and scores are provided in Appendix D. Item 8.b - Page 95 Fair Oaks AvenueJames Way R o deoDriveEl Ca m i n o R e a lOak Park BoulevardAsh Street The Pike V alleyRoadElm StreetBranch Mill Ro adFarroll AvenueBrisco RoadRancho ParkwayTallyHoRoadE a s t B r a n c h StreetEast Grand Avenue Halcyon RoadWest Br a n c h S t r e e t Cherry AvenueTraf f i c W a y Courtland Street£¤101 £¤101 FIGURE 3.8 0 0.1 0.2 0.3 0.4 Miles Project No.Revision No.-11144936 Date 09/28/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Map Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California V FIPS 0405 Feet Paper Size ANSI A o Data source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.8_AGBikeLTS_rev2.mxdPrint date: 30 Sep 2020 - 08:36 Legend LTS 1 (Low Stress) 2 (Low-MediumStress) 3 (Medium-HighStress) 4 (High Stress) US 101 City Limits Roads MAJOR ROADS BICYCLELEVEL OF TRAFFIC STRESS (LTS)Item 8.b - Page 96 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 38 3.6 Public Transportation The City of Arroyo Grande public transportation is provided by South County Transit (SoCoTransit), a branch of San Luis Obispo Regional Transit Authority's (SLORTA). SoCo Transit will merge with SLORTA early 2021. Routes 21, 24, 27, and 28 serve major arterial roadways in the City as shown in Figure 3.9. The Avila-Pismo Trolley (not shown on Figure) connects to SoCo Transit Routes at the Pismo Premium Outlets. All SoCo Transit Routes make stops at the Town Center/Walmart, and Ramona Gardens Park, and Routes 21 and 24 make stops at the Pismo Premium Outlets. Figure 3.9 Transit Routes Serving the City of Arroyo Grande The following Route descriptions, and the above Figure, are from the South County Transit Short- Range Transit Plan (December 23, 2019). Route 21 provides hourly service between 6:29 AM and 7:29 PM on Weekdays, 7:29 AM and 7:29 PM on Saturdays, and 7:29 AM and 6:29 PM on Sundays. The route consists of a large clockwise loop traveling south on James Way and West Branch serving Arroyo Grande, west on Grand Avenue serving Grover Beach, and north on Price Street and US 101 to complete a smaller counter-clockwise loop serving Pismo and Shell Beach. This route connects with RTA Route 10 at the top of the hour at the Pismo Beach Premium Outlets (Pismo Beach Outlets), and with Routes 24, 27, and 28 at Ramona Garden Park Transit Center in Grover Beach at 29 minutes after the hour. Route 24 provides service hourly from 6:29 AM to 7:29 PM on weekdays, 7:29 AM to 7:29 PM on Saturdays, and 7:29 AM to 6:29 PM on Sundays. This loop route serves the core of Pismo Beach, Grover Beach, and Arroyo Grande primarily in a counter -clockwise direction. It is largely aligned with Route 21, except that Route 24 adds service to downtown Arroyo Grande but does not serve Item 8.b - Page 97 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 39 the Shell Beach area of Pismo Beach. From the Pismo Beach Outlets, the route travels northwest towards Pismo Beach circling south down Highway 1 to Ramona Garden Park Transit Center in Grover Beach. The route then travels east on Grand Avenue, north towards Arroyo Grande, and west looping back towards the Town Center/Walmart stop before returning to the Pismo Beach Outlets. Route 27 provides hourly service from 6:03 AM to 8:13 PM on weekdays only. This route travels in clockwise direction serving Arroyo Grande, Oceano and the eastern portions of Grover Beach. This route connects with Routes 21 and 24 at Ramona Gardens at 29 minutes after the hour and with Route 28 at 32 minutes after the hour. Route 28 provides hourly service from 6:20 AM to 8:14 PM on weekdays, 7:32 AM to 8:14 PM on Saturdays, and 7:32 AM to 7:14 PM on Sundays. This route travels in a counter-clockwise direction serving the same route as Route 27 in reverse order (except for one block around Long Branch Avenue and Oak Park Boulevard). This route connects with Routes 21 and 24 at Ramona Garden Park at 29 minutes after the hour and with Route 27 at 32 minutes after the hour. Avila-Pismo Trolley runs April through September during holidays, weekends, and Fridays. Hourly service is generally provided between 10:00 AM to 6:00 PM with hours extending to 9:00 PM during June, July, and August. The trolley connects with SoCo Transit Routes 21 and 24 and RTA 10 at the Pismo Beach Outlets at the top of each hour. No fare is charged on this service. RTA Route 10 provides hourly regional service between San Luis Obispo to Santa Maria. SoCo Transit is connected to other cities by RTA Route 10. RTA Route 10 makes stops in Arroyo Grande at E. Grand Avenue at El Camino Real and El Camino Real at Halcyon Park and Ride. 3.7 Rail No commuter rail transportation (Amtrak) is currently located in the City of Arroyo Grande. The nearest Amtrak station is located in City of Grover Beach, 2.2 miles west of the City of Arroyo Grande. The primary access to the station is on W. Grand Avenue east of Highway 1. The SoCo Transit Bus Route 21 provides service to the railway station for City of Arroyo Grande. 3.8 Air Oceano County Airport is the closest airport to the City, located in the unincorporated community of Oceano in San Luis Obispo County, southwest of Arroyo Grande. The SoCo Transit Bus route 21 provides service to this airport for City of Arroyo Grande. The airport is mainly used for recreational activities and is accessible by Highway 1 via W. Grand Avenue. The San Luis Obispo County Regional Airport, also known as McChesney Field, is located in the City of San Luis Obispo about 9 miles north of Arroyo Grande. It is served by two commercial airlines providing services to Dallas/Fort Worth, Denver, Los Angeles, Phoenix, San Francisco, and Seattle. It is also home to full service general aviation and corporate facilities. McChesney Field is located on the west side of SR 227, about 2 miles east of US 101. Item 8.b - Page 98 Arroyo Grande Circulation Element | Existing Conditions Background Report | R1584RPT007.docx Martin Inouye Martin.Inouye@ghd.com Todd Tregenza Todd.Tregenza@ghd.com 916.782.8688 Item 8.b - Page 99 Draft Document – For Discussion Only – Final Version May Differ From Draft GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx Appendices Item 8.b - Page 100 Draft Document – For Discussion Only – Final Version May Differ From Draft GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx Appendix A Traffic Counts Item 8.b - Page 101 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 5227173250305221236740 7:15 AM - 7:30 AM 83 40 19 1 3 51 5 0 11 7 24 3 24 12 9 0 7:30 AM - 7:45 AM 116 39 18 3 8 56 16 0 9 3 18 1 44 27 12 1 7:45 AM - 8:00 AM 175 74 35 4 8 75 19 0 11 8 32 0 26 34 15 0 8:00 AM - 8:15 AM 130 53 27 3 9 67 22 0 14 14 29 2 21 27 10 0 8:15 AM - 8:30 AM 75 59 25 4 7 87 14 0 10 18 35 3 34 12 7 2 8:30 AM - 8:45 AM 72 60 33 6 7 49 3 0 8 10 29 1 30 15 5 1 8:45 AM - 9:00 AM 69 85 44 6 8 53 14 0 10 24 39 3 37 24 5 1 TOTAL 772 437 218 30 52 488 96 0 78 86 227 15 252 158 67 5 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 35 47 29 0 11 106 18 5 13 35 52 3 34 20 2 1 4:15 PM - 4:30 PM 52 40 31 0 10 97 18 0 13 34 54 1 29 19 11 0 4:30 PM - 4:45 PM 53 36 45 0 12 105 15 1 15 18 61 1 30 18 7 0 4:45 PM - 5:00 PM 52 55 36 1 8 110 8 0 21 43 64 0 28 18 7 0 5:00 PM - 5:15 PM 62 43 32 1 19 129 11 1 21 34 86 0 51 13 7 1 5:15 PM - 5:30 PM 34 39 36 0 10 117 9 0 14 33 46 0 33 24 12 0 5:30 PM - 5:45 PM 55 27 39 0 6 122 12 0 8 17 33 1 31 8 9 1 5:45 PM - 6:00 PM 41 19 27 0 10 81 9 0 4 16 37 0 30 10 2 0 TOTAL 384 306 275 2 86 867 100 7 109 230 433 6 266 130 57 3 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 496 225 105 14 32 285 71 0 44 43 114 6 125 100 44 3 4:15 PM - 5:15 PM 219 174 144 2 49 441 52 2 70 129 265 2 138 68 32 1 PHF Trucks PHF AM 0.822 1.4% PM 52 441 49 0.852 PM 0.876 0.4% AM 71 285 32 0.898 PHF 0.823 0.798 AM PM 70 44 44 32 129 43 100 68 265 114 125 138 PM AM PHF 0.81 0.838 PHF 0.727 496 225 105 AM 0.939 219 174 144 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3N Oak Park Blvd N Oak Park Blvd James WayJames Way Northbound Westbound Turning Movement Report Southbound N. Oak Park Blvd / James Way San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1340 -120.6053 Item 8.b - Page 102 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000000001 8:00 AM - 8:15 AM 0000000000010000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0002000000000002 8:45 AM - 9:00 AM 0002000000000003 TOTAL 0004000000010006 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000100000000 4:15 PM - 4:30 PM 0000000100000000 4:30 PM - 4:45 PM 0000000001000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000001 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000100000000 TOTAL 0000000301000001 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0000000000010001 4:15 PM - 5:15 PM 0000000101000000 Bikes Peds Peds <> AM Peak Total 02 PM0000 PM Peak Total 1 1 AM 0000 Peds <>01 AM PM 00 00 10 00 00 00 PM AM Peds <> 10 Peds <>0000AM 1000PM Westbound Bikes W.Leg Peds N Oak Park Blvd James Way James Way N Oak Park Blvd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report N. Oak Park Blvd / James Way 35.1340 San Luis Obispo -120.6053 Thursday, November 14, 2019 Clear Item 8.b - Page 103 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 200000001191061410 7:15 AM - 7:30 AM 914101111130262200 7:30 AM - 7:45 AM 5015000300232033201 7:45 AM - 8:00 AM 804000001104061701 8:00 AM - 8:15 AM 503100100202072300 8:15 AM - 8:30 AM 100200010013100103701 8:30 AM - 8:45 AM 802000101197122600 8:45 AM - 9:00 AM 80100010124121103300 TOTAL 551312018151413845020413 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 7050000024812133901 4:15 PM - 4:30 PM 606100100366133800 4:30 PM - 4:45 PM 1203000100459034000 4:45 PM - 5:00 PM 5070000004912023700 5:00 PM - 5:15 PM 6041100004611113410 5:15 PM - 5:30 PM 608020102478113201 5:30 PM - 5:45 PM 402010001255053000 5:45 PM - 6:00 PM 304000101316042200 TOTAL 490392404063276942227212 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 3108100402763122911901 4:00 PM - 5:00 PM 300211002021783921115401 PHF Trucks PHF AM 0.833 1.3% PM2000.5 PM 0.942 0.9% AM 4001 PHF 0.883 0.736 AM PM 22 00 178 76 119 154 39 31 29 11 PM AM PHF 0.787 0.959 PHF 0.813 31 0 8 AM 0.85 30 0 21 PM Turning Movement Report Southbound James Way / Rodeo Dr San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1342 -120.5840 Page 1 of 3Rodeo Dr Rodeo Dr James WayJames Way Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 104 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0007000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0003000000000000 7:45 AM - 8:00 AM 0001000000000000 8:00 AM - 8:15 AM 0001000100000000 8:15 AM - 8:30 AM 0001000000000000 8:30 AM - 8:45 AM 0000000000010000 8:45 AM - 9:00 AM 0001000000020000 TOTAL 00014000100030000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000100000001 4:15 PM - 4:30 PM 0000000100000001 4:30 PM - 4:45 PM 0001000100000001 4:45 PM - 5:00 PM 0000000100000001 5:00 PM - 5:15 PM 0000000100000000 5:15 PM - 5:30 PM 0000000000000001 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0001000500000005 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 0003000100030000 4:00 PM - 5:00 PM 0001000400000004 Bikes Peds Peds <> AM Peak Total 07 PM0001 PM Peak Total 0 9 AM 0003 Peds <>40 AM PM 00 00 00 00 00 00 PM AM Peds <> 30 Peds <>1000AM 4000PM Turning Movement Report James Way / Rodeo Dr 35.1342 San Luis Obispo -120.5840 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Rodeo Dr James Way James Way Rodeo Dr Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 105 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 4200012130901200000 7:15 AM - 7:30 AM 81100021182902020000 7:30 AM - 7:45 AM 1118000252722002810000 7:45 AM - 8:00 AM 151901021520901400000 8:00 AM - 8:15 AM 617000182011401110000 8:15 AM - 8:30 AM 580001928060700000 8:30 AM - 8:45 AM 10900011131160500000 8:45 AM - 9:00 AM 1014010183201301310000 TOTAL 6998020145203696011050000 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 816020223223701310000 4:15 PM - 4:30 PM 1014000173302401320000 4:30 PM - 4:45 PM 1815000203202602100000 4:45 PM - 5:00 PM 1411000182202901900000 5:00 PM - 5:15 PM 1114000202302302310000 5:15 PM - 5:30 PM 1318000182703102300000 5:30 PM - 5:45 PM 112001033251170900000 5:45 PM - 6:00 PM 8600016230250600000 TOTAL 931140301642173212012740000 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 40650108511755207340000 4:30 PM - 5:30 PM 565800076104010908610000 PHF Trucks PHF AM 0.831 2.3% PM 104 76 0 0.865 PM 0.926 0.2% AM 117 85 0 0.692 PHF 0.903 0.651 AM PM 109 52 0 0 00 00 86 73 0 0 PM AM PHF ##### ##### PHF 0.772 40 65 0 AM 0.864 56 58 0 PM Turning Movement Report Southbound James Way / Tally Ho Rd San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1301 -120.5744 Page 1 of 3Tally Ho Rd Tally Ho Rd James Way Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 106 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000010000000000 7:30 AM - 7:45 AM 0000000000010000 7:45 AM - 8:00 AM 0000010000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000100000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000020100010000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000200000000 4:15 PM - 4:30 PM 0000000200000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000200000000 5:00 PM - 5:15 PM 0000000300000001 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000900000001 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0000020000010000 4:30 PM - 5:30 PM 0000000500000001 Bikes Peds Peds <> AM Peak Total 21 PM0000 PM Peak Total 0 6 AM 0200 Peds <>10 AM PM 00 00 00 00 00 00 PM AM Peds <> 10 Peds <>0000AM 5000PM Turning Movement Report James Way / Tally Ho Rd 35.1301 San Luis Obispo -120.5744 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Tally Ho Rd James Way 0 Tally Ho Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 107 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 956627215533440000198290 7:15 AM - 7:30 AM 99852049773110000226621 7:30 AM - 7:45 AM 1191372610146042500002010850 7:45 AM - 8:00 AM 981634021390311000059161213 8:00 AM - 8:15 AM 85131396198142200003861034 8:15 AM - 8:30 AM 10213145418955530000456672 8:30 AM - 8:45 AM 10015367521684010000568563 8:45 AM - 9:00 AM 9015560328872930000639774 TOTAL 788 1021 324 36 137 611 304 20 00003226960017 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 6010087253170454000010220741 4:15 PM - 4:30 PM 60104961321733720000859623 4:30 PM - 4:45 PM 74123873361744620000936471 4:45 PM - 5:00 PM 611037413417335100009817442 5:00 PM - 5:15 PM 701347704720541200009612420 5:15 PM - 5:30 PM 66839013018631100007914562 5:30 PM - 5:45 PM 6110111223914036100008414553 5:45 PM - 6:00 PM 611008613517435300007719541 TOTAL 513 848 709 11 306 1395 306 16 000071411143413 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 3855781911771334168700001983634712 4:15 PM - 5:15 PM 265464334514972515970000372441956 PHF Trucks PHF AM 0.914 1.6% PM 159 725 149 0.881 PM 0.935 0.7% AM 168 334 71 0.853 PHF ##### #####AM PM 0 0 347 195 00 3644 0 0 198 372 PM AM PHF 0.741 0.961 PHF 0.902 385 578 191 AM 0.936 265 464 334 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3N Oak Park Blvd N Oak Park Blvd W Branch StUS 101 Onramp Northbound Westbound Turning Movement Report Southbound Oak Park Blvd / W. Branch St / US 101 NB On-Ram San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1305 -120.6065 Item 8.b - Page 108 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000100000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000100000000000 7:45 AM - 8:00 AM 0000000000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000200000000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000010000 4:15 PM - 4:30 PM 0000000000010000 4:30 PM - 4:45 PM 0000000000010000 4:45 PM - 5:00 PM 0000000000020000 5:00 PM - 5:15 PM 0000000000000001 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000010000 5:45 PM - 6:00 PM 0000000000020000 TOTAL 0000000000080001 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:45 AM - 8:45 AM 0000000000000000 4:15 PM - 5:15 PM 0000000000040001 Bikes Peds Peds <> AM Peak Total 00 PM0000 PM Peak Total 0 5 AM 0000 Peds <>10 AM PM 00 00 00 00 00 00 PM AM Peds <> 04 Peds <>0000AM 0000PM Westbound Bikes W.Leg Peds N Oak Park Blvd US 101 Onramp W Branch St N Oak Park Blvd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report Oak Park Blvd / W. Branch St / US 101 NB On-Ram 35.1305 San Luis Obispo -120.6065 Thursday, November 21, 2019 Clear Item 8.b - Page 109 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 17 141 5 4 14 36 22 2 28 2 14 2 2 3 20 0 7:15 AM - 7:30 AM 9 163 5 0 15 37 40 0 26 6 24 0 0 3 21 3 7:30 AM - 7:45 AM 22 202 3 4 15 30 39 4 46 6 32 8 5 14 27 3 7:45 AM - 8:00 AM 16 220 6 2 19 82 49 1 49 6 38 6 2 11 35 0 8:00 AM - 8:15 AM 11 184 1 5 15 61 45 3 56 10 31 1 4 16 20 1 8:15 AM - 8:30 AM 9 192 8 2 34 76 30 3 54 17 38 3 5 6 28 2 8:30 AM - 8:45 AM 22 203 6 5 20 82 24 2 68 6 52 3 5 7 43 0 8:45 AM - 9:00 AM 13 191 11 2 13 100 34 1 81 11 39 3 5 3 39 1 TOTAL 119 1496 45 24 145 504 283 16 408 64 268 26 28 63 233 10 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 12 145 6 0 40 187 44 2 81 20 91 1 7 6 20 0 4:15 PM - 4:30 PM 16 145 1 1 35 157 60 2 86 15 92 2 7 5 25 1 4:30 PM - 4:45 PM 15 167 4 1 39 166 55 3 92 12 88 1 4 9 21 1 4:45 PM - 5:00 PM 20 154 4 1 32 192 62 1 71 17 92 0 5 11 23 3 5:00 PM - 5:15 PM 10 166 7 0 41 175 79 0 82 17 96 0 11 9 25 1 5:15 PM - 5:30 PM 20 144 6 0 35 173 56 2 81 19 102 0 7 8 14 0 5:30 PM - 5:45 PM 16 151 3 2 46 146 45 1 97 17 101 2 1 10 14 0 5:45 PM - 6:00 PM 13 142 3 0 45 147 54 1 97 14 102 1 6 3 30 1 TOTAL 122 1214 34 5 313 1343 455 12 687 131 764 7 48 61 172 7 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 55 770 26 14 82 319 133 9 259 44 160 10 19 32 130 4 4:30 PM - 5:30 PM 65 631 21 2 147 706 252 6 326 65 378 1 27 37 83 5 PHF Trucks PHF AM 0.939 1.8% PM 252 706 147 0.936 PM 0.953 0.5% AM 133 319 82 0.908 PHF 0.952 0.884 AM PM 326 259 130 83 65 44 32 37 378 160 19 27 PM AM PHF 0.823 0.817 PHF 0.921 55 770 26 AM 0.964 65 631 21 PM Turning Movement Report Southbound Oak Park Blvd / El Camino Real San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1295 -120.6068 Page 1 of 3N Oak Park Blvd N Oak Park Blvd El Camino RealEl Camino Real Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 110 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 1001000000000001 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0001000000000001 8:00 AM - 8:15 AM 0001000000000001 8:15 AM - 8:30 AM 0001000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 1004000000000003 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000100010000 4:15 PM - 4:30 PM 0000000100010000 4:30 PM - 4:45 PM 0000000100010000 4:45 PM - 5:00 PM 0000000200020000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000100000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000600050000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 0002000000000001 4:30 PM - 5:30 PM 0000000300030000 Bikes Peds Peds <> AM Peak Total 03 PM0000 PM Peak Total 0 6 AM 0002 Peds <>01 AM PM 00 00 00 00 00 00 PM AM Peds <> 03 Peds <>0000AM 3000PM Turning Movement Report Oak Park Blvd / El Camino Real 35.1295 San Luis Obispo -120.6068 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Oak Park Blvd El Camino Real El Camino Real N Oak Park Blvd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 111 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 40223155052702101621 7:15 AM - 7:30 AM 61231370041511123001 7:30 AM - 7:45 AM 79621563242401123913 7:45 AM - 8:00 AM 11541145628340334920 8:00 AM - 8:15 AM 8971221131104803115301 8:15 AM - 8:30 AM 678232850134902194821 8:30 AM - 8:45 AM 61522488094702304551 8:45 AM - 9:00 AM 776262652176200154931 TOTAL 589 40 15 19 23 56 35 7 70 306 1 14 112 329 15 9 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 6643166901810713438261 4:15 PM - 4:30 PM 64520713111129301339021 4:30 PM - 4:45 PM 53350561001310201388921 4:45 PM - 5:00 PM 6245262701510101488352 5:00 PM - 5:15 PM 6418085110812202589072 5:15 PM - 5:30 PM 7095065902110100436960 5:30 PM - 5:45 PM 68351341001110012368930 5:45 PM - 6:00 PM 5764093901210201346141 TOTAL 504 35 37 4 50 44 76 1 110 828 2 11 333 653 35 8 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 294 26 7 13 10 33 21 3 49 206 0 7 75 195 10 4 4:45 PM - 5:45 PM 264 17 23 3 23 16 37 0 55 424 1 5 185 331 21 4 PHF Trucks PHF AM 0.949 2.9% PM 37 16 23 0.792 PM 0.914 0.9% AM 21 33 10 0.8 PHF 0.923 0.807 AM PM 55 49 10 21 424 206 195 331 1 0 75 185 PM AM PHF 0.875 0.866 PHF 0.843 294 26 7 AM 0.905 264 17 23 PM Turning Movement Report Southbound W. Branch St / Camino Mercado / US 101 NB Ramp San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1289 -120.6010 Page 1 of 3US 101 On & Offramp Camino Mercado W Branch StW Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 112 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000100000000 8:00 AM - 8:15 AM 0000000100000000 8:15 AM - 8:30 AM 0000000200000000 8:30 AM - 8:45 AM 0000000200000000 8:45 AM - 9:00 AM 0000000100000000 TOTAL 0000000700000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0001000000000000 5:45 PM - 6:00 PM 0005000000000000 TOTAL 0006000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 0000000600000000 4:45 PM - 5:45 PM 0001000000000000 Bikes Peds Peds <> AM Peak Total 06 PM0001 PM Peak Total 0 1 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>6000AM 0000PM Turning Movement Report W. Branch St / Camino Mercado / US 101 NB Ramp 35.1289 San Luis Obispo -120.6010 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Camino Mercado W Branch St W Branch St US 101 On & Offramp Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 113 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 00001301041703030111 7:15 AM - 7:30 AM 00001701102201042173 7:30 AM - 7:45 AM 00001604121802052353 7:45 AM - 8:00 AM 00002004123302068371 8:00 AM - 8:15 AM 0000310113123302065302 8:15 AM - 8:30 AM 000040012323000042410 8:30 AM - 8:45 AM 0000320173102501055470 8:45 AM - 9:00 AM 00003006192200058431 TOTAL 00001990561341200011041226111 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 0000780241177102071881 4:15 PM - 4:30 PM 0000630294216302077820 4:30 PM - 4:45 PM 0000680362257502068740 4:45 PM - 5:00 PM 0000690360167202062782 5:00 PM - 5:15 PM 0000750402277402079871 5:15 PM - 5:30 PM 0000580330227602066890 5:30 PM - 5:45 PM 0000590320274403072660 5:45 PM - 6:00 PM 0000570290237100053801 TOTAL 00005270259917854601505486445 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 000013304610331100302201613 4:30 PM - 5:30 PM 000027001454902970802753283 PHF Trucks PHF AM 0.945 2.3% PM 145 0 270 0.902 PM 0.920 1.1% AM 46 0 133 0.861 PHF 0.958 0.794 AM PM 90 33 161 328 297 110 220 275 00 00 PM AM PHF 0.934 0.908 PHF ##### 0 0 0 AM ##### 0 0 0 PM Turning Movement Report Southbound W. Branch St / Rancho Parkway San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1258 -120.5955 Page 1 of 3 Rancho Parkway W Branch StW Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 114 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000200000000 8:00 AM - 8:15 AM 0000000600000000 8:15 AM - 8:30 AM 0000000400000000 8:30 AM - 8:45 AM 0000000100000000 8:45 AM - 9:00 AM 0000000300000000 TOTAL 00000001600000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0003000000000000 5:00 PM - 5:15 PM 0002000000000000 5:15 PM - 5:30 PM 0002000000000000 5:30 PM - 5:45 PM 0001000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0008000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 00000001400000000 4:30 PM - 5:30 PM 0007000000000000 Bikes Peds Peds <> AM Peak Total 014 PM0007 PM Peak Total 0 7 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>14000AM 0000PM Turning Movement Report W. Branch St / Rancho Parkway 35.1258 San Luis Obispo -120.5955 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Rancho Parkway W Branch St W Branch St 0 Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 115 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 290142000003261191200 7:15 AM - 7:30 AM 480172000006331181302 7:30 AM - 7:45 AM 5902230000012231322403 7:45 AM - 8:00 AM 7903520000015372242800 8:00 AM - 8:15 AM 5405210000021422363902 8:15 AM - 8:30 AM 5303900000017472553000 8:30 AM - 8:45 AM 7002800000015471313301 8:45 AM - 9:00 AM 7102200000014422192801 TOTAL 463022910000001032971223420709 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 116021100000391052344800 4:15 PM - 4:30 PM 115017000000341095254600 4:30 PM - 4:45 PM 9801800000036981344200 4:45 PM - 5:00 PM 105019100000421032193501 5:00 PM - 5:15 PM 114019100000341022264900 5:15 PM - 5:30 PM 117016000000411031233600 5:30 PM - 5:45 PM 10801800000020771143000 5:45 PM - 6:00 PM 10101700000032982133501 TOTAL 87401453000002787951618832102 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 256015430000068173714613003 4:00 PM - 5:00 PM 4340752000001514151011217101 PHF Trucks PHF AM 0.950 1.4% PM 0 0 0 ##### PM 0.935 1.0% AM 0 0 0 ##### PHF 0.976 0.941 AM PM 00 00 151 68 130 171 415 173 146 112 PM AM PHF 0.812 0.863 PHF 0.899 256 0 154 AM 0.929 434 0 75 PM Turning Movement Report Southbound W. Branch St / Brisco Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1248 -120.5930 Page 1 of 3Brisco Rd W Branch StW Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 116 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000010000 8:00 AM - 8:15 AM 0000000000020000 8:15 AM - 8:30 AM 0000000000020000 8:30 AM - 8:45 AM 0000000000020000 8:45 AM - 9:00 AM 0000000000020000 TOTAL 0000000000090000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000020000 5:00 PM - 5:15 PM 0000000000020000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000020000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000000060000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:45 AM - 8:45 AM 0000000000070000 4:00 PM - 5:00 PM 0000000000020000 Bikes Peds Peds <> AM Peak Total 07 PM0000 PM Peak Total 0 2 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 72 Peds <>0000AM 0000PM Turning Movement Report W. Branch St / Brisco Rd 35.1248 San Luis Obispo -120.5930 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds 0 W Branch St W Branch St Brisco Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 117 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 883202039620000140101 7:15 AM - 7:30 AM 1004901046410000110153 7:30 AM - 7:45 AM 1176104047830000210221 7:45 AM - 8:00 AM 787703054620000430302 8:00 AM - 8:15 AM 876604071820000230381 8:15 AM - 8:30 AM 645701092920000390352 8:30 AM - 8:45 AM 10575010691010000390222 8:45 AM - 9:00 AM 7286000521120000310183 TOTAL 711503016047062150000221019015 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 3791020129910000340470 4:15 PM - 4:30 PM 62960101201240000261300 4:30 PM - 4:45 PM 54890001181510000310350 4:45 PM - 5:00 PM 6379000119220000280421 5:00 PM - 5:15 PM 7599010120920000280350 5:15 PM - 5:30 PM 5797000121810000350400 5:30 PM - 5:45 PM 478700085500000320380 5:45 PM - 6:00 PM 4477000105620000230400 TOTAL 4397150409176613000023713071 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 334275090286337000014401257 4:30 PM - 5:30 PM 249364010478346000012201521 PHF Trucks PHF AM 0.935 1.9% PM 34 478 0 0.962 PM 0.956 0.6% AM 33 286 0 0.79 PHF ##### #####AM PM 0 0 125 152 00 00 0 0 144 122 PM AM PHF 0.909 0.913 PHF 0.846 334 275 0 AM 0.881 249 364 0 PM Turning Movement Report Southbound Brisco Rd / US 101 NB Ramps San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1246 -120.5931 Page 1 of 3Brisco Rd US 101 OfframpUS 101 Onramp Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 118 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000000001 8:00 AM - 8:15 AM 0000000000000002 8:15 AM - 8:30 AM 0000000000000003 8:30 AM - 8:45 AM 0000000000000002 8:45 AM - 9:00 AM 0000000000000002 TOTAL 00000000000000010 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000020000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000020000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000000040000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:45 AM - 8:45 AM 0000000000000008 4:30 PM - 5:30 PM 0000000000020000 Bikes Peds Peds <> AM Peak Total 08 PM0000 PM Peak Total 0 2 AM 0000 Peds <>08 AM PM 00 00 00 00 00 00 PM AM Peds <> 02 Peds <>0000AM 0000PM Turning Movement Report Brisco Rd / US 101 NB Ramps 35.1246 San Luis Obispo -120.5931 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds 0 US 101 Onramp US 101 Offramp Brisco Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 119 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 3 40 14 2 30 17 5 2 2 16 3 0 0 13 78 3 7:15 AM - 7:30 AM 8 57 28 2 36 15 5 1 1 38 3 1 7 10 91 4 7:30 AM - 7:45 AM 9 63 23 1 35 25 9 3 3 33 5 3 7 25 103 3 7:45 AM - 8:00 AM 9 47 14 0 37 48 11 4 2 25 4 0 6 34 111 6 8:00 AM - 8:15 AM 7 49 12 2 38 45 14 3 4 31 8 3 8 14 106 2 8:15 AM - 8:30 AM 5 56 13 0 39 66 23 5 2 28 5 4 9 25 60 4 8:30 AM - 8:45 AM 6 69 26 1 47 52 11 3 13 38 6 3 7 40 94 1 8:45 AM - 9:00 AM 10 66 12 0 35 39 7 4 13 28 3 2 5 26 82 2 TOTAL 57 447 142 8 297 307 85 25 40 237 37 16 49 187 725 25 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 12 53 20 0 74 78 11 1 3 43 14 2 10 20 76 1 4:15 PM - 4:30 PM 8 52 10 1 80 57 5 4 5 38 11 0 9 22 104 2 4:30 PM - 4:45 PM 2 51 11 0 68 73 10 1 3 31 14 1 13 22 83 0 4:45 PM - 5:00 PM 7 49 18 0 82 58 7 2 3 50 8 0 7 20 87 2 5:00 PM - 5:15 PM 9 74 22 1 83 59 6 3 4 55 9 2 7 23 101 2 5:15 PM - 5:30 PM 9 68 16 0 70 81 5 1 3 50 19 0 10 12 85 1 5:30 PM - 5:45 PM 4 49 6 0 53 63 2 0 2 44 12 2 6 23 75 1 5:45 PM - 6:00 PM 1497 059617 1 1361322213722 TOTAL 52 445 110 2 569 530 53 13 24 347 100 9 84 155 683 11 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 27 221 65 3 161 211 59 15 21 122 23 10 30 113 371 13 4:30 PM - 5:30 PM 27 242 67 1 303 271 28 7 13 186 50 3 37 77 356 5 PHF Trucks PHF AM 0.870 2.9% PM 28 271 303 0.965 PM 0.916 1.0% AM 59 211 161 0.842 PHF 0.865 0.728 AM PM 13 21 371 356 186 122 113 77 50 23 30 37 PM AM PHF 0.851 0.897 PHF 0.775 27 221 65 AM 0.8 27 242 67 PM Turning Movement Report Southbound El Camino Real / Brisco Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1239 -120.5935 Page 1 of 3Brisco Rd Brisco Rd El Camino RealEl Camino Real Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 120 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0001000000000000 7:30 AM - 7:45 AM 0003000000000000 7:45 AM - 8:00 AM 0000000001000001 8:00 AM - 8:15 AM 0000000001000002 8:15 AM - 8:30 AM 0001000000000003 8:30 AM - 8:45 AM 0001000000000003 8:45 AM - 9:00 AM 0001000000000001 TOTAL 00070000020000010 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000100020000 5:00 PM - 5:15 PM 0000000000020000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000020010 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000100060010 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:45 AM - 8:45 AM 0002000002000009 4:30 PM - 5:30 PM 0000000100040000 Bikes Peds Peds <> AM Peak Total 211 PM0000 PM Peak Total 0 5 AM 0002 Peds <>09 AM PM 00 00 02 00 00 00 PM AM Peds <> 04 Peds <>0000AM 1000PM Turning Movement Report El Camino Real / Brisco Rd 35.1239 San Luis Obispo -120.5935 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Brisco Rd El Camino Real El Camino Real Brisco Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 121 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 0000101801060201631 7:15 AM - 7:30 AM 00005016011120001421 7:30 AM - 7:45 AM 00008031113160002765 7:45 AM - 8:00 AM 00001021024220103590 8:00 AM - 8:15 AM 0000100410541801033203 8:15 AM - 8:30 AM 0000100710342000021170 8:30 AM - 8:45 AM 000016033022170102140 8:45 AM - 9:00 AM 000030151231800028123 TOTAL 000054024621911290501957313 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 000012023015390105320 4:15 PM - 4:30 PM 00006013015360106130 4:30 PM - 4:45 PM 00005016014370006050 4:45 PM - 5:00 PM 00003021016470003231 5:00 PM - 5:15 PM 00003022019350005030 5:15 PM - 5:30 PM 00005028013380003271 5:30 PM - 5:45 PM 00002010016230003720 5:45 PM - 6:00 PM 0000307017270103811 TOTAL 00003901400125282030363263 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 0000370166013477030110503 4:00 PM - 5:00 PM 000026073060159020206131 PHF Trucks PHF AM 0.815 1.0% PM 73 0 26 0.707 PM 0.932 0.6% AM 166 0 37 0.627 PHF 0.869 0.733 AM PM 60 134 50 13 159 77 110 206 00 00 PM AM PHF 0.755 0.842 PHF ##### 0 0 0 AM ##### 0 0 0 PM Turning Movement Report Southbound W. Branch St / Rodeo Dr San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1241 -120.5911 Page 1 of 3 Rodeo Dr W Branch StW Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 122 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000100000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000200000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000100000000 8:30 AM - 8:45 AM 0000000400000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000000800000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0001000000000000 4:15 PM - 4:30 PM 0001000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0002000000000000 5:15 PM - 5:30 PM 0001000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0001000000000000 TOTAL 0006000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:45 AM - 8:45 AM 0000000700000000 4:00 PM - 5:00 PM 0002000000000000 Bikes Peds Peds <> AM Peak Total 07 PM0002 PM Peak Total 0 2 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>7000AM 0000PM Turning Movement Report W. Branch St / Rodeo Dr 35.1241 San Luis Obispo -120.5911 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Rodeo Dr W Branch St W Branch St 0 Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 123 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 71640222100491315111111 7:15 AM - 7:30 AM 95 22 2 1 7 43 12 2 52 11 28 3 1 13 3 3 7:30 AM - 7:45 AM 11624040511025782722880 7:45 AM - 8:00 AM 114 15 0 3 1 53 20 1 51 5 33 7 1 13 4 1 8:00 AM - 8:15 AM 89 10 1 1 3 39 24 1 40 8 30 1 2 18 2 2 8:15 AM - 8:30 AM 7945054319147724112413 8:30 AM - 8:45 AM 85 12 0 3 4 33 15 2 58 6 28 2 0 15 2 0 8:45 AM - 9:00 AM 98 13 0 1 3 48 33 2 54 16 32 3 1 12 5 2 TOTAL 747 106 12 13 25 332 143 11 408 74 217 20 9 114 26 12 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 79 10 2 3 6 70 38 3 70 18 59 2 2 20 6 2 4:15 PM - 4:30 PM 76 11 0 1 6 56 36 2 66 11 58 0 4 11 8 0 4:30 PM - 4:45 PM 79 12 1 3 7 85 27 3 58 18 47 5 8 25 8 0 4:45 PM - 5:00 PM 68 19 1 3 2 64 29 2 58 7 52 1 1 14 3 2 5:00 PM - 5:15 PM 79 19 1 2 5 82 32 2 84 11 47 2 1 10 6 2 5:15 PM - 5:30 PM 59900884281891840311371 5:30 PM - 5:45 PM 80 16 1 1 5 56 34 3 70 13 45 1 1 11 1 0 5:45 PM - 6:00 PM 55911271481581043441032 TOTAL 575 105 7 14 41 568 272 17 553 106 391 18 22 114 42 9 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 414 71 3 9 11 186 66 6 200 32 118 13 6 52 17 6 4:30 PM - 5:30 PM 285 59 3 8 22 315 116 8 289 54 186 11 11 62 24 5 PHF Trucks PHF AM 0.945 2.9% PM 116 315 22 0.944 PM 0.946 2.2% AM 66 186 11 0.889 PHF 0.9 0.951 AM PM 289 200 17 24 54 32 52 62 186 118 6 11 PM AM PHF 0.852 0.591 PHF 0.871 414 71 3 AM 0.876 285 59 3 PM Turning Movement Report Southbound El Camino Real / Halcyon Rd / US 101 SB Ramps San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1231 -120.5916 Page 1 of 3Halcyon Rd US 101 On & Offramp El Camino RealEl Camino Real Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 124 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0001000000000000 7:45 AM - 8:00 AM 0001000100000000 8:00 AM - 8:15 AM 0002000000000000 8:15 AM - 8:30 AM 0001000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0005000100000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000100000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000100000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000200000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0004000100000000 4:30 PM - 5:30 PM 0000000200000000 Bikes Peds Peds <> AM Peak Total 05 PM0000 PM Peak Total 0 2 AM 0004 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>1000AM 2000PM Turning Movement Report El Camino Real / Halcyon Rd / US 101 SB Ramps 35.1231 San Luis Obispo -120.5916 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds US 101 On & Offramp El Camino Real El Camino Real Halcyon Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 125 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 4 71 12 0 13 19 9 5 25 52 1 1 4 44 29 5 7:15 AM - 7:30 AM 6 8624 1 223912 2 2267 6 1 104633 5 7:30 AM - 7:45 AM 7 120 24 2 18 27 12 3 22 60 2 5 7 69 34 3 7:45 AM - 8:00 AM 4 8228 2 254426 4 3275 7 4 258742 4 8:00 AM - 8:15 AM 8 101 28 1 24 54 24 2 23 49 3 2 11 83 39 5 8:15 AM - 8:30 AM 10 93 35 1 27 51 28 1 30 92 6 8 17 83 38 4 8:30 AM - 8:45 AM 14 98 29 3 28 42 37 3 45 91 7 5 20 79 35 8 8:45 AM - 9:00 AM 11 92 29 3 37 40 35 5 36 80 4 7 20 96 37 4 TOTAL 64 743 209 13 194 316 183 25 235 566 36 33 114 587 287 38 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 12 67 38 0 67 107 49 6 46 129 6 2 29 117 40 2 4:15 PM - 4:30 PM 14 56 33 1 51 95 33 3 49 134 5 0 40 136 34 2 4:30 PM - 4:45 PM 7 64 27 0 47 94 43 1 60 145 9 6 32 112 30 2 4:45 PM - 5:00 PM 21 87 43 0 65 134 44 1 43 128 8 2 33 102 39 2 5:00 PM - 5:15 PM 20 54 31 1 66 112 38 1 51 163 14 3 50 133 44 0 5:15 PM - 5:30 PM 20 41 23 0 69 115 49 1 48 141 19 1 43 146 38 3 5:30 PM - 5:45 PM 23 55 26 0 64 119 39 0 60 144 18 4 32 91 40 1 5:45 PM - 6:00 PM 8 46 32 0 56 108 45 3 34 129 14 2 36 118 27 2 TOTAL 125 470 253 2 485 884 340 16 391 1113 93 20 295 955 292 14 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 43 384 121 8 116 187 124 11 134 312 20 22 68 341 149 21 4:45 PM - 5:45 PM 84 237 123 1 264 480 170 3 202 576 59 10 158 472 161 6 PHF Trucks PHF AM 0.952 3.1% PM 170 480 264 0.94 PM 0.962 0.7% AM 124 187 116 0.953 PHF 0.918 0.815 AM PM 202 134 149 161 576 312 341 472 59 20 68 158 PM AM PHF 0.912 0.871 PHF 0.972 43 384 121 AM 0.735 84 237 123 PM Turning Movement Report Southbound Oak Park Blvd / E. Grand Ave San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1210 -120.6092 Page 1 of 3Oak Park Blvd Oak Park Blvd E Grand AveW Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 126 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0001000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0002000000000002 7:45 AM - 8:00 AM 0001000100000000 8:00 AM - 8:15 AM 0001000000030000 8:15 AM - 8:30 AM 0004000200000003 8:30 AM - 8:45 AM 0002000000000000 8:45 AM - 9:00 AM 0005000300020002 TOTAL 00016000600050007 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0001000000020003 4:15 PM - 4:30 PM 0001000000020003 4:30 PM - 4:45 PM 0005000300040001 4:45 PM - 5:00 PM 0005000400010002 5:00 PM - 5:15 PM 0004000300000001 5:15 PM - 5:30 PM 0002000100030001 5:30 PM - 5:45 PM 0009000300060001 5:45 PM - 6:00 PM 0003000700030004 TOTAL 00030000210002100016 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 00012000500050005 4:45 PM - 5:45 PM 0002000011000100005 Bikes Peds Peds <> AM Peak Total 027 PM00020 PM Peak Total 0 46 AM 00012 Peds <>55 AM PM 00 00 00 00 00 00 PM AM Peds <> 510 Peds <>5000AM 11000PM Turning Movement Report Oak Park Blvd / E. Grand Ave 35.1210 San Luis Obispo -120.6092 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Oak Park Blvd W Grand Ave E Grand Ave Oak Park Blvd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 127 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 437052526730236623 7:15 AM - 7:30 AM 157152121103 4977 1 4641 5 7:30 AM - 7:45 AM 8310142617971469842 7:45 AM - 8:00 AM 1244192132710935713034 8:00 AM - 8:15 AM 15 7 12 0 15 2 11 1 9 94 4 2 8 114 5 5 8:15 AM - 8:30 AM 17 4 11 1 9 4 15 1 12 129 3 6 6 114 4 4 8:30 AM - 8:45 AM 8 10 5 3 23 3 17 0 10 141 4 5 11 119 6 7 8:45 AM - 9:00 AM 86601951811113016512441 TOTAL 87 44 70 8 96 21 95 11 66 870 23 31 50 829 29 31 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 14 14 7 0 25 17 16 1 30 192 10 2 10 162 15 2 4:15 PM - 4:30 PM 26 12 9 0 37 25 23 1 28 194 7 1 16 152 13 3 4:30 PM - 4:45 PM 14 7 3 0 37 11 20 2 19 191 7 8 11 153 17 2 4:45 PM - 5:00 PM 25 11 4 0 27 9 17 0 29 202 13 1 10 145 14 2 5:00 PM - 5:15 PM 12 17 4 0 34 17 21 0 28 217 16 2 16 189 24 0 5:15 PM - 5:30 PM 18 10 9 0 32 10 23 1 24 195 11 2 10 175 21 4 5:30 PM - 5:45 PM 22 12 7 1 31 11 18 0 28 179 12 2 6 132 13 0 5:45 PM - 6:00 PM 17 9 3 0 27 14 19 0 26 190 13 3 12 135 11 1 TOTAL 148 92 46 1 250 114 157 5 212 1560 89 21 91 1243 128 14 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 48 27 34 4 66 14 61 3 42 494 12 19 30 471 19 17 4:15 PM - 5:15 PM 77 47 20 0 135 62 81 3 104 804 43 12 53 639 68 7 PHF Trucks PHF AM 0.923 3.3% PM 81 62 135 0.818 PM 0.896 1.0% AM 61 14 66 0.82 PHF 0.911 0.884 AM PM 104 42 19 68 804 494 471 639 43 12 30 53 PM AM PHF 0.956 0.83 PHF 0.801482734AM 0.766774720PM Turning Movement Report Southbound E Grand Ave / Courtland St San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1208 -120.6067 Page 1 of 3Courtland St Courtland St E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 128 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0001000000000001 7:15 AM - 7:30 AM 0001000000000000 7:30 AM - 7:45 AM 0000000100000000 7:45 AM - 8:00 AM 0000000000030002 8:00 AM - 8:15 AM 0100000000010000 8:15 AM - 8:30 AM 0003000000000003 8:30 AM - 8:45 AM 0001010100000000 8:45 AM - 9:00 AM 0003000600010000 TOTAL 0109010800050006 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0001000400000000 4:15 PM - 4:30 PM 0001000400000000 4:30 PM - 4:45 PM 0006000600000000 4:45 PM - 5:00 PM 0002000300020002 5:00 PM - 5:15 PM 0002000200010001 5:15 PM - 5:30 PM 0005000100050000 5:30 PM - 5:45 PM 0002000000010001 5:45 PM - 6:00 PM 0002000000000001 TOTAL 000210002000090005 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 0107010700020003 4:15 PM - 5:15 PM 000110001500030003 Bikes Peds Peds <> AM Peak Total 219 PM00011 PM Peak Total 0 32 AM 0107 Peds <>33 AM PM 00 00 00 00 00 00 PM AM Peds <> 23 Peds <>7010AM 15000PM Turning Movement Report E Grand Ave / Courtland St 35.1208 San Luis Obispo -120.6067 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Courtland St E Grand Ave E Grand Ave Courtland St Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 129 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 171471220007883165704 7:15 AM - 7:30 AM 21293042006124145246338 7:30 AM - 7:45 AM 2261040105110112114339844 7:45 AM - 8:00 AM 202593910031099550148118 8:00 AM - 8:15 AM 328642312041021423511557 8:15 AM - 8:30 AM 38 10 68 1 6 9 12 2 4 128 10 5 32 110 19 7 8:30 AM - 8:45 AM 27 10 56 0 23 13 15 0 8 139 19 6 34 107 10 11 8:45 AM - 9:00 AM 262843647041262363811235 TOTAL 203 41 575 10 63 37 37 3 29 918 108 36 262 810 55 54 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 355511523051833127417122 4:15 PM - 4:30 PM 324570468261794547717674 4:30 PM - 4:45 PM 327430574181643848314952 4:45 PM - 5:00 PM 453582222041913517815241 5:00 PM - 5:15 PM 309560363081943328918351 5:15 PM - 5:30 PM 414750839071814429116522 5:30 PM - 5:45 PM 293490273051594927414192 5:45 PM - 6:00 PM 2310430410041523727614051 TOTAL 267 45 432 3 33 34 32 3 47 1403 312 19 642 1277 39 15 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 8:00 AM - 9:00 AM 123 30 272 6 38 27 36 2 20 495 66 19 139 444 37 30 4:30 PM - 5:30 PM 148 23 232 2 18 18 18 1 27 730 150 9 341 649 16 6 PHF Trucks PHF AM 0.937 3.3% PM 18 18 18 0.675 PM 0.940 0.8% AM 36 27 38 0.495 PHF 0.965 0.875 AM PM 27 20 37 16 730 495 444 649 150 66 139 341 PM AM PHF 0.963 0.908 PHF 0.916 123 30 272 AM 0.84 148 23 232 PM Turning Movement Report Southbound E. Grand Ave / Elm St San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1205 -120.6005 Page 1 of 3S Elm St N Elm St E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 130 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0001000000000000 7:15 AM - 7:30 AM 0001000000000000 7:30 AM - 7:45 AM 0000000000020000 7:45 AM - 8:00 AM 0001000100010000 8:00 AM - 8:15 AM 0000000000010000 8:15 AM - 8:30 AM 0000000200000000 8:30 AM - 8:45 AM 0000000200010000 8:45 AM - 9:00 AM 0000000400020000 TOTAL 0003000900070000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0003000100000001 4:15 PM - 4:30 PM 0003000100000001 4:30 PM - 4:45 PM 0005000000030000 4:45 PM - 5:00 PM 0004000200000001 5:00 PM - 5:15 PM 0002000100000002 5:15 PM - 5:30 PM 0002000100000005 5:30 PM - 5:45 PM 0000000200000001 5:45 PM - 6:00 PM 0000000000000000 TOTAL 000190008000300011 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 8:00 AM - 9:00 AM 0000000800040000 4:30 PM - 5:30 PM 00013000400030008 Bikes Peds Peds <> AM Peak Total 012 PM00013 PM Peak Total 0 28 AM 0000 Peds <>80 AM PM 00 00 00 00 00 00 PM AM Peds <> 43 Peds <>8000AM 4000PM Turning Movement Report E. Grand Ave / Elm St 35.1205 San Luis Obispo -120.6005 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds N Elm St E Grand Ave E Grand Ave S Elm St Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 131 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 00006019341850205343 7:15 AM - 7:30 AM 000020242771362306886 7:30 AM - 7:45 AM 00003024175152060113103 7:45 AM - 8:00 AM 00003026147127060185156 8:00 AM - 8:15 AM 00004039460109020115113 8:15 AM - 8:30 AM 000010045472127040113236 8:30 AM - 8:45 AM 0000505936314916090198 8:45 AM - 9:00 AM 0000703927714319012063 TOTAL 0000400275205121028 4 38 0 857 96 38 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 00004086049185000166192 4:15 PM - 4:30 PM 00007067254179050184103 4:30 PM - 4:45 PM 00004087151164020155112 4:45 PM - 5:00 PM 00001065057195020182193 5:00 PM - 5:15 PM 00006076150196030205190 5:15 PM - 5:30 PM 00004094069193020161102 5:30 PM - 5:45 PM 0000107104715802013262 5:45 PM - 6:00 PM 0000407005215501015172 TOTAL 000031061644291425 0 17 0 1336 101 16 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:45 AM - 8:45 AM 00002201691224251211805036823 4:30 PM - 5:30 PM 00001503222227748090703597 PHF Trucks PHF AM 0.941 3.5% PM 322 0 15 0.86 PM 0.939 0.9% AM 169 0 22 0.746 PHF 0.93 0.886 AM PM 227 242 68 59 748 512 503 703 01 00 PM AM PHF 0.714 0.85 PHF ##### 0 0 0 AM ##### 0 0 0 PM Turning Movement Report Southbound E. Grand Ave / Brisco Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1204 -120.5995 Page 1 of 3 Brisco Rd E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 132 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0001000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0001000100000000 8:00 AM - 8:15 AM 0000000100000000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000400000000 TOTAL 0002000600000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0001000400000000 4:15 PM - 4:30 PM 0001000400000000 4:30 PM - 4:45 PM 0001000000000000 4:45 PM - 5:00 PM 0004000100000000 5:00 PM - 5:15 PM 0001000500000000 5:15 PM - 5:30 PM 0000000100000000 5:30 PM - 5:45 PM 0000000200000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 00080001700000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:45 AM - 8:45 AM 0001000200000000 4:30 PM - 5:30 PM 0006000700000000 Bikes Peds Peds <> AM Peak Total 03 PM0006 PM Peak Total 0 13 AM 0001 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>2000AM 7000PM Turning Movement Report E. Grand Ave / Brisco Rd 35.1204 San Luis Obispo -120.5995 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Brisco Rd E Grand Ave E Grand Ave 0 Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 133 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 13 72 34 3 1 31 6 1 15 74 14 0 18 51 6 4 7:15 AM - 7:30 AM 22 87 59 5 5 53 9 2 20 98 30 4 27 56 4 4 7:30 AM - 7:45 AM 32 104 102 3 3 59 13 3 21 117 39 4 44 115 8 4 7:45 AM - 8:00 AM 51 100 74 6 7 51 14 0 9 99 21 7 42 183 5 7 8:00 AM - 8:15 AM 29 75 50 3 5 45 9 2 16 96 20 3 48 122 6 3 8:15 AM - 8:30 AM 27 66 41 3 5 41 16 1 20 109 14 3 43 112 7 8 8:30 AM - 8:45 AM 28 73 37 3 10 42 12 4 20 109 15 6 29 94 7 7 8:45 AM - 9:00 AM 32 69 40 5 7 34 19 2 17 115 20 9 29 107 6 4 TOTAL 234 646 437 31 43 356 98 15 138 817 173 36 280 840 49 41 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 46 49 41 2 15 79 21 3 15 158 30 1 22 132 12 1 4:15 PM - 4:30 PM 36 65 42 2 14 90 25 3 22 139 38 3 34 129 6 2 4:30 PM - 4:45 PM 33 55 35 1 14 90 25 3 14 132 45 3 32 120 9 3 4:45 PM - 5:00 PM 35 57 32 1 15 76 16 2 18 139 44 4 31 135 6 4 5:00 PM - 5:15 PM 34 66 37 1 15 82 23 0 23 172 54 4 29 144 3 1 5:15 PM - 5:30 PM 30 50 25 0 7 82 17 2 18 147 46 2 35 125 5 2 5:30 PM - 5:45 PM 27 43 39 0 9 76 16 2 13 143 30 3 34 99 6 3 5:45 PM - 6:00 PM 30 49 29 1 10 91 17 1 10 131 31 2 22 110 5 1 TOTAL 271 434 280 8 99 666 160 16 133 1161 318 22 239 994 52 17 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 139 345 267 15 20 196 52 6 66 421 94 17 177 532 26 22 4:15 PM - 5:15 PM 138 243 146 5 58 338 89 8 77 582 181 14 126 528 24 10 PHF Trucks PHF AM 0.889 2.6% PM 89 338 58 0.94 PM 0.927 1.5% AM 52 196 20 0.893 PHF 0.843 0.821 AM PM 77 66 26 24 582 421 532 528 181 94 177 126 PM AM PHF 0.799 0.963 PHF 0.789 139 345 267 AM 0.921 138 243 146 PM Turning Movement Report Southbound E. Grand Ave / Halcyon Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1187 -120.5916 Page 1 of 3Halcyon Rd Halcyon Rd E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 134 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000100010001 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0001000100000000 7:45 AM - 8:00 AM 0001000400030005 8:00 AM - 8:15 AM 0001000000010000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000400000003 8:45 AM - 9:00 AM 0002000000000001 TOTAL 000500010000500010 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000200020000 4:15 PM - 4:30 PM 0000000200020000 4:30 PM - 4:45 PM 0000000700060000 4:45 PM - 5:00 PM 0002000200000000 5:00 PM - 5:15 PM 0000000400020000 5:15 PM - 5:30 PM 0000000000000001 5:30 PM - 5:45 PM 0002000100000002 5:45 PM - 6:00 PM 0002000200010000 TOTAL 000600020000130003 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0003000500040005 4:15 PM - 5:15 PM 000200015000100000 Bikes Peds Peds <> AM Peak Total 017 PM0002 PM Peak Total 0 27 AM 0003 Peds <>05 AM PM 00 00 00 00 00 00 PM AM Peds <> 410 Peds <>5000AM 15000PM Turning Movement Report E. Grand Ave / Halcyon Rd 35.1187 San Luis Obispo -120.5916 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Halcyon Rd E Grand Ave E Grand Ave Halcyon Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 135 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 000010010710501089298 7:15 AM - 7:30 AM 00009020161960501002310 7:30 AM - 7:45 AM 00001102111255090157285 7:45 AM - 8:00 AM 00007040111750402383310 8:00 AM - 8:15 AM 0000502011143141124304 8:15 AM - 8:30 AM 00006051191600301623810 8:30 AM - 8:45 AM 1000140409162271110181 8:45 AM - 9:00 AM 000070207155090131184 TOTAL 1000690222911351 3 42 2 1111 217 52 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 000019017111189020161226 4:15 PM - 4:30 PM 0010140705195141151102 4:30 PM - 4:45 PM 201015010012193020170210 4:45 PM - 5:00 PM 100080909165010150262 5:00 PM - 5:15 PM 0000903110216040129175 5:15 PM - 5:30 PM 00001605111196020151160 5:30 PM - 5:45 PM 0020120816178041143131 5:45 PM - 6:00 PM 0000606110142030132174 TOTAL 3040990655741474 1 22 2 1187 142 20 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 000029013252733120168112929 4:00 PM - 5:00 PM 3020560431377421916327910 PHF Trucks PHF AM 0.876 3.1% PM 43 0 56 0.688 PM 0.941 1.3% AM 13 0 29 0.808 PHF 0.951 0.739 AM PM 37 52 129 79 742 733 681 632 11 11 PM AM PHF 0.748 0.932 PHF ##### 0 0 0 AM 0.417302PM Turning Movement Report Southbound E Grand Ave / El Camino Real San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1205 -120.5861 Page 1 of 3 El Camino Real E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 136 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0002000000000000 7:15 AM - 7:30 AM 0002000000000000 7:30 AM - 7:45 AM 0002000000000001 7:45 AM - 8:00 AM 0001000100000000 8:00 AM - 8:15 AM 0000000100000000 8:15 AM - 8:30 AM 0002000100000001 8:30 AM - 8:45 AM 0000000100000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0009000400000002 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0002000100000000 4:15 PM - 4:30 PM 0002000100000000 4:30 PM - 4:45 PM 0002000100000000 4:45 PM - 5:00 PM 0002000300000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000100000001 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0008000700000001 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0005000300000002 4:00 PM - 5:00 PM 0008000600000000 Bikes Peds Peds <> AM Peak Total 010 PM0008 PM Peak Total 0 14 AM 0005 Peds <>02 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>3000AM 6000PM Turning Movement Report E Grand Ave / El Camino Real 35.1205 San Luis Obispo -120.5861 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds El Camino Real E Grand Ave E Grand Ave 0 Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 137 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 00001601020715401711507 7:15 AM - 7:30 AM 00002709601385861012006 7:30 AM - 7:45 AM 00004905401828371518805 7:45 AM - 8:00 AM 000045022014257710268013 8:00 AM - 8:15 AM 0000250122092543915306 8:15 AM - 8:30 AM 000040094011551320193012 8:30 AM - 8:45 AM 00005107701215971612802 8:45 AM - 9:00 AM 000058011701144791713804 TOTAL 0000311065340975463421141303 0 55 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 000050022301257524017209 4:15 PM - 4:30 PM 000041011301188432815803 4:30 PM - 4:45 PM 000046019101199523918402 4:45 PM - 5:00 PM 000046010101128723216905 5:00 PM - 5:15 PM 000049011101179554113706 5:15 PM - 5:30 PM 000046011101229822514902 5:30 PM - 5:45 PM 00003808101168233315202 5:45 PM - 6:00 PM 00005201220946922814302 TOTAL 00003680104130923685212661264 0 31 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 00001590281205312452054802036 4:00 PM - 5:00 PM 0000183062804743419139683019 PHF Trucks PHF AM 0.868 3.7% PM 62 0 183 0.851 PM 0.937 1.9% AM 28 0 159 0.866 PHF 0.952 0.732 AM PM 00 00 474 531 802 683 341 245 54 139 PM AM PHF 0.77 0.922 PHF ##### 0 0 0 AM ##### 0 0 0 PM Turning Movement Report Southbound E. Grand Ave / US 101 SB Ramps* San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1210 -120.5847 Page 1 of 3US 101 Onramp US 101 Offramp E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 138 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0002000200000000 7:15 AM - 7:30 AM 0002000100000000 7:30 AM - 7:45 AM 0002000000000000 7:45 AM - 8:00 AM 0003000000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0001000200000000 8:30 AM - 8:45 AM 0001000100000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 00011000600000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000100000000 4:15 PM - 4:30 PM 0000000100000000 4:30 PM - 4:45 PM 0003000100000000 4:45 PM - 5:00 PM 0002000300000000 5:00 PM - 5:15 PM 0000000100000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000100000000 TOTAL 0005000800000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0006000200000000 4:00 PM - 5:00 PM 0005000600000000 Bikes Peds Peds <> AM Peak Total 08 PM0005 PM Peak Total 0 11 AM 0006 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>2000AM 6000PM Turning Movement Report E. Grand Ave / US 101 SB Ramps* 35.1210 San Luis Obispo -120.5847 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds US 101 Offramp E Grand Ave E Grand Ave US 101 Onramp Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 139 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 4701120000226101080767 7:15 AM - 7:30 AM 44013600003313504090945 7:30 AM - 7:45 AM 52012100001520801201461113 7:45 AM - 8:00 AM 66032600002916607021610311 8:00 AM - 8:15 AM 55021400002987000106912 8:15 AM - 8:30 AM 6101530000341220401579514 8:30 AM - 8:45 AM 420171000035135013098826 8:45 AM - 9:00 AM 5402370000251490170102908 TOTAL 42101443000002221063 0 58 0 995 742 56 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 5302380000201520301551099 4:15 PM - 4:30 PM 430144000023137030150913 4:30 PM - 4:45 PM 630171000025139030157953 4:45 PM - 5:00 PM 440122000021133030156944 5:00 PM - 5:15 PM 3801210000261430201391167 5:15 PM - 5:30 PM 470131000023145000129933 5:30 PM - 5:45 PM 510132000015140010137884 5:45 PM - 6:00 PM 480152000017129020121842 TOTAL 38701192100001701118 0 17 0 1144 770 35 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 234080140000107583023062540030 4:00 PM - 5:00 PM 20306615000089561012061838919 PHF Trucks PHF AM 0.829 3.3% PM 0 0 0 ##### PM 0.940 2.4% AM 0 0 0 ##### PHF 0.945 0.774 AM PM 89 107 400 389 561 583 625 618 00 00 PM AM PHF 0.803 0.954 PHF 0.801 234 0 80 AM 0.841 203 0 66 PM Turning Movement Report Southbound E. Grand Ave / US 101 NB Ramps San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1217 -120.5828 Page 1 of 3US 101 Offramp US 101 Onramp E Grand AveE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 140 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000000000000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0000000000000000 4:00 PM - 5:00 PM 0000000000000000 Bikes Peds Peds <> AM Peak Total 00 PM0000 PM Peak Total 0 0 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>0000AM 0000PM Turning Movement Report E. Grand Ave / US 101 NB Ramps 35.1217 San Luis Obispo -120.5828 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds US 101 Onramp E Grand Ave E Grand Ave US 101 Offramp Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 141 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 2050311035911414677 7:15 AM - 7:30 AM 406060405131164178174 7:30 AM - 7:45 AM 2060102010200074243266 7:45 AM - 8:00 AM 404130712118001413054113 8:00 AM - 8:15 AM 2080501201789024192236 8:15 AM - 8:30 AM 30409211151190652243515 8:30 AM - 8:45 AM 21111709012131094161148 8:45 AM - 9:00 AM 20906071141570223176323 TOTAL 21 1 53 2 40 3 53 3 87 1066 2 67 29 1625 195 62 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 2 0 11 1 12 0 29 2 10 169 0 11 5 232 34 7 4:15 PM - 4:30 PM 209010114012139044216384 4:30 PM - 4:45 PM 406011116014131143237203 4:45 PM - 5:00 PM 106010018111135043238355 5:00 PM - 5:15 PM 307011118013134013232276 5:15 PM - 5:30 PM 4 0 10 0 7 0 15 0 13 132 0 0 4 201 24 3 5:30 PM - 5:45 PM 3050141150171380252033710 5:45 PM - 6:00 PM 3 0 11 0 9 2 14 0 10 126 0 4 9 186 25 4 TOTAL 22 0 65 1 84 6 139 3 100 1104 1 30 36 1745 240 42 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:30 AM - 8:30 AM 11 0 22 1 18 2 32 2 53 588 0 29 14 964 125 40 4:00 PM - 5:00 PM 9 0 32 1 43 2 77 3 47 574 1 23 15 923 127 19 PHF Trucks PHF AM 0.808 3.9% PM 77 2 43 0.744 PM 0.918 2.5% AM 32 2 18 0.591 PHF 0.869 0.763 AM PM 47 53 125 127 574 588 964 923 1 0 14 15 PM AM PHF 0.795 0.965 PHF 0.825 11 0 22 AM 0.788 9 0 32 PM Turning Movement Report Southbound W. Branch St / E. Grand Ave San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1221 -120.5820 Page 1 of 3 W Branch St E Branch StE Grand Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 142 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000100000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000000000 8:00 AM - 8:15 AM 0000000100000000 8:15 AM - 8:30 AM 0000000200000000 8:30 AM - 8:45 AM 0000000100000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000000500000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0004000000000000 4:45 PM - 5:00 PM 0002000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0001000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0007000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:30 AM - 8:30 AM 0000000300000000 4:00 PM - 5:00 PM 0006000000000000 Bikes Peds Peds <> AM Peak Total 03 PM0006 PM Peak Total 0 6 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>3000AM 0000PM Turning Movement Report W. Branch St / E. Grand Ave 35.1221 San Luis Obispo -120.5820 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds W Branch St E Grand Ave E Branch St 0 Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 143 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 71641233035119475515 7:15 AM - 7:30 AM 1332531610497425279812 7:30 AM - 7:45 AM 1543760135001484954216619 7:45 AM - 8:00 AM 1391136454071254732716043 8:00 AM - 8:15 AM 102843210613634011411024 8:15 AM - 8:30 AM 107634445016944510129110 8:30 AM - 8:45 AM 8248555203102599128163 8:45 AM - 9:00 AM 909519107169849111611956 TOTAL 878 49 39 29 27 56 33 2 27 753 349 43 155 918 21 42 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 11329191110051234651513515 4:15 PM - 4:30 PM 109 3 6 2 10 26 11 0 5 116 54 5 18 129 3 8 4:30 PM - 4:45 PM 131682517306946661213834 4:45 PM - 5:00 PM 145341813604924122714316 5:00 PM - 5:15 PM 133 5 4 2 11 19 12 0 1 95 56 1 30 140 1 0 5:15 PM - 5:30 PM 93 1 4 1 20 13 4 0 3 98 54 1 26 137 2 3 5:30 PM - 5:45 PM 1081526121206834723113155 5:45 PM - 6:00 PM 68260914707903132312464 TOTAL 900 23 46 11 78 125 65 0 37 791 395 25 182 1077 22 35 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 528 24 19 18 7 34 16 1 14 433 178 14 110 534 8 18 4:15 PM - 5:15 PM 518 17 22 7 34 75 32 0 16 397 217 14 87 550 8 18 PHF Trucks PHF AM 0.810 2.7% PM 32 75 34 0.75 PM 0.973 2.0% AM 16 34 7 0.792 PHF 0.9 0.793 AM PM 16 14 8 8 397 433 534 550 217 178 110 87 PM AM PHF 0.78 0.943 PHF 0.87 528 24 19 AM 0.916 518 17 22 PM Turning Movement Report Southbound W. Branch St / Traffic Way San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1225 -120.5813 Page 1 of 3Traffic Way Wesley st E Branch StE Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 144 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000110001000 7:15 AM - 7:30 AM 0001000210001000 7:30 AM - 7:45 AM 0001100200002100 7:45 AM - 8:00 AM 0000000000000100 8:00 AM - 8:15 AM 1001000000000000 8:15 AM - 8:30 AM 1000000100000000 8:30 AM - 8:45 AM 0000000100000100 8:45 AM - 9:00 AM 0000000100001000 TOTAL 2003100820005300 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000100100 4:15 PM - 4:30 PM 0000000000101000 4:30 PM - 4:45 PM 0001100010001100 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0102000000001200 5:15 PM - 5:30 PM 0001000000100200 5:30 PM - 5:45 PM 0000000000000100 5:45 PM - 6:00 PM 0000000000100000 TOTAL 0104100010403700 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 1003100410003200 4:15 PM - 5:15 PM 0103100010103300 Bikes Peds Peds <> AM Peak Total 87 PM0013 PM Peak Total 10 3 AM 0013 Peds <>00 AM PM 11 00 00 23 10 33 PM AM Peds <> 00 Peds <>4100AM 0010PM Turning Movement Report W. Branch St / Traffic Way 35.1225 San Luis Obispo -120.5813 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Wesley st E Branch St E Branch St Traffic Way Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 145 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 02500114036228206503 7:15 AM - 7:30 AM 019000210587353212510 7:30 AM - 7:45 AM 0081043805149283521714 7:45 AM - 8:00 AM 0160133909124422122211 8:00 AM - 8:15 AM 016002241456141711002 8:15 AM - 8:30 AM 0 0 12 0 0 2 15 0 8 64 8 8 19 129 0 4 8:30 AM - 8:45 AM 0 1 10 0 0 3 16 0 8 81 1 10 13 123 1 2 8:45 AM - 9:00 AM 0 2 14 0 0 1 13 1 4 85 10 10 14 149 1 2 TOTAL 0 8 70 1 1 16 180 2 46 708 31 55 171 1140 5 18 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 0 1 14 0 1 2 16 0 6 90 5 6 28 127 1 9 4:15 PM - 4:30 PM 0 1 13 0 0 2 20 0 8 107 4 5 24 123 2 10 4:30 PM - 4:45 PM 0 0 12 0 0 1 20 0 8 87 4 7 27 125 2 4 4:45 PM - 5:00 PM 0 1 14 0 1 1 12 0 8 94 5 2 30 136 1 8 5:00 PM - 5:15 PM 0 0 12 0 0 2 20 0 6 117 12 3 18 171 0 3 5:15 PM - 5:30 PM 0 1 15 0 1 3 18 0 5 130 2 1 34 159 0 5 5:30 PM - 5:45 PM 0 0 12 0 0 2 16 0 6 92 8 1 38 148 1 5 5:45 PM - 6:00 PM 0150021701085812912014 TOTAL 0 5 97 0 3 15 139 0 57 802 48 26 228 1109 8 48 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 0 3 29 1 1 9 122 1 23 416 10 19 105 674 3 7 4:45 PM - 5:45 PM 0 2 53 0 2 8 66 0 25 433 27 7 120 614 2 21 PHF Trucks PHF AM 0.760 2.0% PM 66 8 2 0.864 PM 0.918 2.1% AM 122 9 1 0.767 PHF 0.885 0.72 AM PM 25 23 3 2 433 416 674 614 27 10 105 120 PM AM PHF 0.773 0.953 PHF 0.8 0 3 29 AM 0.859 0 2 53 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Bridge St Nevada St E Branch StE Branch St Northbound Westbound Turning Movement Report Southbound W Branch / Bridge St San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1232 -120.5791 Item 8.b - Page 146 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0001000101000000 7:15 AM - 7:30 AM 0001000200000000 7:30 AM - 7:45 AM 0002000100000000 7:45 AM - 8:00 AM 0000000200030100 8:00 AM - 8:15 AM 0001000100010000 8:15 AM - 8:30 AM 0003000000020000 8:30 AM - 8:45 AM 0002000000000000 8:45 AM - 9:00 AM 0004000100020000 TOTAL 00014000801080100 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0008000500050000 4:15 PM - 4:30 PM 0009000300020000 4:30 PM - 4:45 PM 0004000500090000 4:45 PM - 5:00 PM 0002000100090000 5:00 PM - 5:15 PM 0005000200040000 5:15 PM - 5:30 PM 00013000000050000 5:30 PM - 5:45 PM 0007000200020000 5:45 PM - 6:00 PM 0004000300000000 TOTAL 0005200021000360000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0004000600040100 4:45 PM - 5:45 PM 000270005000200000 Bikes Peds Peds <> AM Peak Total 114 PM00027 PM Peak Total 0 52 AM 0004 Peds <>00 AM PM 00 00 00 10 00 00 PM AM Peds <> 420 Peds <>6000AM 5000PM Westbound Bikes W.Leg Peds Nevada St E Branch St E Branch St Bridge St Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report W Branch / Bridge St 35.1232 San Luis Obispo -120.5791 Thursday, November 14, 2019 Clear Item 8.b - Page 147 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 0000000004804210805 7:15 AM - 7:30 AM 00000000010415114006 7:30 AM - 7:45 AM 00000000016536120408 7:45 AM - 8:00 AM 00000000012319121105 8:00 AM - 8:15 AM 0000000006635010305 8:15 AM - 8:30 AM 00000000082060134010 8:30 AM - 8:45 AM 000000000105210010307 8:45 AM - 9:00 AM 000000000102414213102 TOTAL 000000000795145971134 0 48 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 00000000012478315403 4:15 PM - 4:30 PM 00000000011334017501 4:30 PM - 4:45 PM 0000000009484216303 4:45 PM - 5:00 PM 00000000011333217404 5:00 PM - 5:15 PM 00000000010471515207 5:15 PM - 5:30 PM 0000000009671314803 5:30 PM - 5:45 PM 00000000012541415304 5:45 PM - 6:00 PM 00000000011081317702 TOTAL 0000000008794723221296 0 27 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 0000000004588253658024 4:00 PM - 5:00 PM 00000000044421197666011 PHF Trucks PHF AM 0.755 4.3% PM 0 0 0 ##### PM 0.974 2.6% AM 0 0 0 ##### PHF 0.887 0.693 AM PM 00 00 444 458 658 666 21 8 3 7 PM AM PHF 0.779 0.956 PHF ##### 0 0 0 AM ##### 0 0 0 PM Turning Movement Report Southbound E Branch / Short St San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1240 -120.5776 Page 1 of 3Short St E Branch StE Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 148 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0003000000000001 7:30 AM - 7:45 AM 0001000000020003 7:45 AM - 8:00 AM 0000000000020002 8:00 AM - 8:15 AM 0002000000030003 8:15 AM - 8:30 AM 0002000000000001 8:30 AM - 8:45 AM 0000000000010004 8:45 AM - 9:00 AM 0001000000000002 TOTAL 00090000000800016 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000500030000 4:15 PM - 4:30 PM 0000000500030000 4:30 PM - 4:45 PM 0000000500040000 4:45 PM - 5:00 PM 0000000100010000 5:00 PM - 5:15 PM 0000000500070000 5:15 PM - 5:30 PM 0000000500030000 5:30 PM - 5:45 PM 00000003000140000 5:45 PM - 6:00 PM 0000000600010000 TOTAL 000000035000360000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0006000000070009 4:00 PM - 5:00 PM 000000016000110000 Bikes Peds Peds <> AM Peak Total 022 PM0000 PM Peak Total 0 27 AM 0006 Peds <>09 AM PM 00 00 00 00 00 00 PM AM Peds <> 711 Peds <>0000AM 16000PM Turning Movement Report E Branch / Short St 35.1240 San Luis Obispo -120.5776 Thursday, November 21, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds 0 E Branch St E Branch St Short St Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 149 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 110311 110110 1480 8 6970 2 7:15 AM - 7:30 AM 6 13 45 2 2 23 18 1 10 91 3 6 18 123 6 0 7:30 AM - 7:45 AM 5 17 102 1 3 27 24 1 8 149 2 8 30 177 4 0 7:45 AM - 8:00 AM 1 17 84 1 2 11 13 0 6 118 5 4 21 191 6 1 8:00 AM - 8:15 AM 317331298126424129412 8:15 AM - 8:30 AM 3 8 37 0 2 12 20 3 4 73 3 6 9 117 0 5 8:30 AM - 8:45 AM 253321156019812969712 8:45 AM - 9:00 AM 10 23 22 0 3 7 11 0 12 86 1 13 12 109 6 5 TOTAL 31 110 387 8 16 114 111 6 62 710 18 58 114 1005 24 17 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 6 14 39 0 3 13 16 0 17 104 3 6 27 140 0 6 4:15 PM - 4:30 PM 5 16 44 1 5 12 18 1 13 97 4 6 15 152 0 4 4:30 PM - 4:45 PM 517593 218160 9844 6331470 1 4:45 PM - 5:00 PM 11 29 45 0 2 27 13 1 13 98 4 1 38 154 5 7 5:00 PM - 5:15 PM 6 9 45 1 8 18 17 0 6 91 8 2 43 131 1 4 5:15 PM - 5:30 PM 8 13 38 0 5 19 12 0 17 72 8 1 50 134 2 2 5:30 PM - 5:45 PM 10 19 36 1 3 19 20 0 16 104 6 1 43 122 4 5 5:45 PM - 6:00 PM 317301 5109 013917 1381742 3 TOTAL 54 134 336 7 33 136 121 2 104 741 44 24 287 1154 14 32 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 15 64 264 5 9 70 63 3 26 422 12 22 81 585 17 3 4:45 PM - 5:45 PM 35 70 164 2 18 83 62 1 52 365 26 5 174 541 12 18 PHF Trucks PHF AM 0.743 2.0% PM 62 83 18 0.948 PM 0.912 1.6% AM 63 70 9 0.657 PHF 0.879 0.723 AM PM 52 26 17 12 365 422 585 541 26 12 81 174 PM AM PHF 0.783 0.923 PHF 0.692 15 64 264 AM 0.791 35 70 164 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3S Mason St N Mason St E Branch StE Branch St Northbound Westbound Turning Movement Report Southbound E Branch / S Mason St San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1244 -120.5767 Item 8.b - Page 150 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000201011002 7:15 AM - 7:30 AM 0000000301011001 7:30 AM - 7:45 AM 0101000700030008 7:45 AM - 8:00 AM 0100000400020005 8:00 AM - 8:15 AM 0000000100000003 8:15 AM - 8:30 AM 0000000200010001 8:30 AM - 8:45 AM 0001010500010002 8:45 AM - 9:00 AM 0002000600010101 TOTAL 0204010300201021023 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0101000100020002 4:15 PM - 4:30 PM 0101000100020002 4:30 PM - 4:45 PM 0011000300010001 4:45 PM - 5:00 PM 0102000200040003 5:00 PM - 5:15 PM 0005000000010004 5:15 PM - 5:30 PM 0003000300030001 5:30 PM - 5:45 PM 0004000100070002 5:45 PM - 6:00 PM 0006000200041001 TOTAL 03123000130002410016 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 020100015010610017 4:45 PM - 5:45 PM 0101400060001500010 Bikes Peds Peds <> AM Peak Total 439 PM00014 PM Peak Total 1 45 AM 0001 Peds <>10 17 AM PM 00 00 01 00 00 10 PM AM Peds <> 615 Peds <>15020AM 6010PM Westbound Bikes W.Leg Peds N Mason St E Branch St E Branch St S Mason St Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report E Branch / S Mason St 35.1244 San Luis Obispo -120.5767 Thursday, November 21, 2019 Clear Item 8.b - Page 151 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 62156033227233304881 7:15 AM - 7:30 AM 400150433294872169162 7:30 AM - 7:45 AM 4220100562424764480183 7:45 AM - 8:00 AM 2021210463648137062281 8:00 AM - 8:15 AM 30005128148552307772 8:15 AM - 8:30 AM 00003030233422907262 8:30 AM - 8:45 AM 200117025143568607285 8:45 AM - 9:00 AM 40016034238411610274265 TOTAL 25 4 5 9 73 1 295 16 324 393 47 44 7 554 117 21 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 50001115483379522100213 4:15 PM - 4:30 PM 61001505203964850104160 4:30 PM - 4:45 PM 1101081461317352393121 4:45 PM - 5:00 PM 800014067337672207790 5:00 PM - 5:15 PM 501090721418230071111 5:15 PM - 5:30 PM 200018162236671006241 5:30 PM - 5:45 PM 4020120592236030179100 5:45 PM - 6:00 PM 20009051031571016862 TOTAL 43 1 4 0 96 3 463 17 271 549 28 11 7 654 89 8 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 13 2 4 2 41 1 173 9 183 231 18 16 5 288 69 8 4:00 PM - 5:00 PM 30 1 1 0 48 2 219 12 140 283 20 11 5 374 58 4 PHF Trucks PHF AM 0.832 3.4% PM 219 2 48 0.83 PM 0.949 2.3% AM 173 1 41 0.802 PHF 0.947 0.73 AM PM 140 183 69 58 283 231 288 374 20 18 5 5 PM AM PHF 0.887 0.888 PHF 0.594 13 2 4 AM 0.667 30 1 1 PM Turning Movement Report Southbound E. Branch St / Huasna Rd / Corbett Canyon Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1273 -120.5700 Page 1 of 3Stanley Ave Corbett Canyon Rd Huasna RdE Branch St Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 152 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000100000010 7:30 AM - 7:45 AM 0001000100020000 7:45 AM - 8:00 AM 0000000200000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000000000020 8:45 AM - 9:00 AM 0001000100000000 TOTAL 0002000500020030 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000200000000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000100000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000200100000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0001000400020010 4:00 PM - 5:00 PM 0000200000000000 Bikes Peds Peds <> AM Peak Total 17 PM0020 PM Peak Total 2 0 AM 0001 Peds <>00 AM PM 00 10 00 00 00 00 PM AM Peds <> 20 Peds <>4000AM 0000PM Turning Movement Report E. Branch St / Huasna Rd / Corbett Canyon Rd 35.1273 San Luis Obispo -120.5700 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Corbett Canyon Rd E Branch St Huasna Rd Stanley Ave Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 153 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 051020650200001020 7:15 AM - 7:30 AM 01123268002000020150 7:30 AM - 7:45 AM 0132055780300002091 7:45 AM - 8:00 AM 0133154740400002080 8:00 AM - 8:15 AM 097133500000000060 8:15 AM - 8:30 AM 079014420000001080 8:30 AM - 8:45 AM 0661256101000020101 8:45 AM - 9:00 AM 085141500100002040 TOTAL 0755724285000130000120622 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 079017880100001020 4:15 PM - 4:30 PM 0930461060200001050 4:30 PM - 4:45 PM 0871271230200001030 4:45 PM - 5:00 PM 09012121050000000070 5:00 PM - 5:15 PM 0892141190000000030 5:15 PM - 5:30 PM 0872091010000003070 5:30 PM - 5:45 PM 091209980000000050 5:45 PM - 6:00 PM 048207830200002080 TOTAL 066410106182307000080400 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 04745151828209000060381 4:15 PM - 5:15 PM 0359492945304000020180 PHF Trucks PHF AM 0.910 3.0% PM 0 453 29 0.927 PM 0.974 1.5% AM 0 282 18 0.872 PHF ##### #####AM PM 0 0 38 18 00 00 00 62 PM AM PHF 0.647 0.714 PHF 0.894 0 474 5 AM 0.976 0 359 4 PM Turning Movement Report Southbound Traffic Way / US 101 NB Ramps San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1174 -120.5745 Page 1 of 3US 101 Ramps Traffic Way S Traffic Way Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 154 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000000000000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0000000000000000 4:15 PM - 5:15 PM 0000000000000000 Bikes Peds Peds <> AM Peak Total 00 PM0000 PM Peak Total 0 0 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>0000AM 0000PM Turning Movement Report Traffic Way / US 101 NB Ramps 35.1174 San Luis Obispo -120.5745 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Traffic Way 0 S Traffic Way US 101 Ramps Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 155 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 32 40 0 4 0 32 25 2 62 0 32 0 0 0 0 0 7:15 AM - 7:30 AM 64 63 0 3 0 52 57 0 134 0 33 0 0 0 0 0 7:30 AM - 7:45 AM 79 94 0 4 0 51 110 3 150 0 31 3 0 0 0 0 7:45 AM - 8:00 AM 55 95 0 5 0 42 37 5 171 0 43 7 0 0 0 0 8:00 AM - 8:15 AM 41 72 0 3 0 29 20 4 70 0 26 4 0 0 0 0 8:15 AM - 8:30 AM 49 65 0 4 0 31 23 6 73 0 31 5 0 0 0 0 8:30 AM - 8:45 AM 29 56 0 1 0 33 22 4 70 0 59 3 0 0 0 0 8:45 AM - 9:00 AM 43 83 0 4 0 25 17 3 64 0 36 3 0 0 0 0 TOTAL 392 568 0 28 0 295 311 27 794 0 291 25 0 0 0 0 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 47 61 0 2 0 67 41 2 97 0 49 5 0 0 0 0 4:15 PM - 4:30 PM 57 60 0 4 0 95 39 1 54 0 42 5 0 0 0 0 4:30 PM - 4:45 PM 63 59 0 3 0 75 34 1 96 0 47 2 0 0 0 0 4:45 PM - 5:00 PM 54 65 0 2 0 89 43 2 95 0 44 0 0 0 0 0 5:00 PM - 5:15 PM 52 62 0 2 0 80 61 1 84 0 48 1 0 0 0 0 5:15 PM - 5:30 PM 64 61 0 1 0 55 63 1 106 0 51 2 0 0 0 0 5:30 PM - 5:45 PM 43 67 0 0 0 82 35 0 65 0 41 1 0 0 0 0 5:45 PM - 6:00 PM 33 38 0 0 0 50 32 1 53 0 54 1 0 0 0 0 TOTAL 413 473 0 14 0 593 348 9 650 0 376 17 0 0 0 0 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 239 324 0 15 0 174 224 12 525 0 133 14 0 0 0 0 4:30 PM - 5:30 PM 233 247 0 8 0 299 201 5 381 0 190 5 0 0 0 0 PHF Trucks PHF AM 0.786 2.5% PM 201 299 0 0.887 PM 0.969 1.2% AM 224 174 0 0.618 PHF 0.909 0.769 AM PM 381 525 0 0 0 0 0 0 190 133 0 0 PM AM PHF ##########PHF 0.814 239 324 0 AM 0.96 233 247 0 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Traffic Way Traffic Way Fair Oaks Ave Northbound Westbound Turning Movement Report Southbound Fair Oaks Ave / Traffic Way San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1197 -120.5764 Item 8.b - Page 156 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 0 0 0 0 12 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 23 0 0 0 2 0 0 0 2 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 0 0 0 0 0 3 0 0 0 3 0 0 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 4 0 0 0 3 0 0 0 4 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0 0 0 0 0 0 0 20 0 0 0 1 0 0 0 1 4:30 PM - 5:30 PM 0 0 0 0 0 0 0 3 0 0 0 3 0 0 0 0 Bikes Peds Peds <> AM Peak Total 0 22 PM 0 0 0 0 PM Peak Total 0 6 AM 0 0 0 0 Peds <>0 1 AM PM 0 0 0 0 0 0 0 0 0 0 0 0 PM AM Peds <>1 3 Peds <>20 0 0 0 AM 3 0 0 0 PM Westbound Bikes W.Leg Peds Traffic Way Fair Oaks Ave 0 Traffic Way Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report Fair Oaks Ave / Traffic Way 35.1197 San Luis Obispo -120.5764 Thursday, November 14, 2019 Clear Item 8.b - Page 157 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 5 0 14 0 12 13 25 3 0 80 4 3 9 40 0 3 7:15 AM - 7:30 AM 0 0 24 1 12 17 56 4 0 123 5 3 21 97 0 4 7:30 AM - 7:45 AM 17 0 46 1 4 36 46 2 0 125 4 2 46 122 0 1 7:45 AM - 8:00 AM 24 0 65 2 11 27 35 2 0 164 3 5 34 99 0 3 8:00 AM - 8:15 AM 3 0 8 1 6 5 36 2 0 84 7 5 9 56 0 2 8:15 AM - 8:30 AM 5 0 21 1 13 5 35 4 0 86 5 3 5 55 0 0 8:30 AM - 8:45 AM 2 0 9 0 13 5 21 2 0 94 4 7 4 48 0 2 8:45 AM - 9:00 AM 5 0 7 0 19 5 16 3 0 110 3 4 7 71 0 3 TOTAL 61 0 194 6 90 113 270 22 0 866 35 32 135 588 0 18 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 7 0 17 0 17 7 36 3 0 111 8 5 10 111 0 2 4:15 PM - 4:30 PM 10 0 16 0 15 6 39 1 0 83 5 1 10 88 0 1 4:30 PM - 4:45 PM 8 0 23 0 23 1 45 1 0 111 7 1 6 113 0 1 4:45 PM - 5:00 PM 8 0 6 0 19 10 53 4 0 98 5 0 12 115 0 2 5:00 PM - 5:15 PM 6 0 15 0 22 15 41 0 0 103 7 2 16 109 0 0 5:15 PM - 5:30 PM 17 0 17 1 16 8 51 0 0 124 4 2 7 115 0 0 5:30 PM - 5:45 PM 4 0 8 0 16 9 41 0 0 87 7 1 9 80 0 0 5:45 PM - 6:00 PM 5 0 9 0 23 5 44 0 0 96 9 0 10 84 0 1 TOTAL 65 0 111 1 151 61 350 9 0 813 52 12 80 815 0 7 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 44 0 143 5 33 85 173 10 0 496 19 15 110 374 0 10 4:30 PM - 5:30 PM 39 0 61 1 80 34 190 5 0 436 23 5 41 452 0 3 PHF Trucks PHF AM 0.799 2.7% PM 190 34 80 0.927 PM 0.944 1.0% AM 173 85 33 0.846 PHF 0.896 0.771 AM PM 0 0 0 0 436 496 374 452 23 19 110 41 PM AM PHF 0.72 0.97 PHF 0.525 44 0 143 AM 0.735 39 0 61 PM Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Page 1 of 3Orchard St US 101 Offramp Fair Oaks AveFair Oaks Ave Northbound Westbound Turning Movement Report Southbound Fair Oaks Ave / US 101 Sb Off Ramp/ Orchard St* San Luis Obispo Thursday, November 21, 2019 Clear Eastbound 35.1187 -120.5785 Item 8.b - Page 158 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0 0 0 0 0 0 0 3 0 0 0 0 0 1 0 0 7:15 AM - 7:30 AM 0 0 0 0 0 0 0 37 0 0 0 0 0 0 0 0 7:30 AM - 7:45 AM 0 0 0 1 0 0 0 34 0 0 0 0 0 0 0 0 7:45 AM - 8:00 AM 0 0 0 0 0 0 0 6 0 1 0 0 0 1 0 0 8:00 AM - 8:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 8:15 AM - 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM - 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM - 9:00 AM 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 TOTAL 0 0 0 1 0 0 0 84 0 1 0 0 0 2 0 0 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 4:15 PM - 4:30 PM 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 4:30 PM - 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM - 5:00 PM 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 0 5:00 PM - 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM - 5:30 PM 0 0 1 0 0 0 0 2 0 0 0 0 0 1 0 0 5:30 PM - 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM - 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 2 0 0 0 0 17 0 1 0 0 0 1 0 0 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0 0 0 1 0 0 0 78 0 1 0 0 0 1 0 0 4:30 PM - 5:30 PM 0 0 2 0 0 0 0 3 0 1 0 0 0 1 0 0 Bikes Peds Peds <> AM Peak Total 2 79 PM 0 0 0 0 PM Peak Total 4 3 AM 0 0 0 1 Peds <>0 0 AM PM 0 0 0 0 1 1 1 1 0 0 0 0 PM AM Peds <>0 0 Peds <>78 0 0 0 AM 3 0 0 2 PM Westbound Bikes W.Leg Peds US 101 Offramp Fair Oaks Ave Fair Oaks Ave Orchard St Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds Turning Movement Report Fair Oaks Ave / US 101 Sb Off Ramp/ Orchard St*35.1187 San Luis Obispo -120.5785 Thursday, November 21, 2019 Clear Item 8.b - Page 159 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 1703010000060131232902 7:15 AM - 7:30 AM 45045500000113450375203 7:30 AM - 7:45 AM 123079000000146782395304 7:45 AM - 8:00 AM 94072100000744425110204 8:00 AM - 8:15 AM 220535000002871264905 8:15 AM - 8:30 AM 2606120000037103225602 8:30 AM - 8:45 AM 1605540000049171433607 8:45 AM - 9:00 AM 1606120000038111492606 TOTAL 3590456200000054522511290403033 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 2104620000042221658903 4:15 PM - 4:30 PM 2003760000049181617304 4:30 PM - 4:45 PM 1605910000072283539501 4:45 PM - 5:00 PM 1705000000081361699403 5:00 PM - 5:15 PM 2404500000066455738602 5:15 PM - 5:30 PM 170490000007041410111501 5:30 PM - 5:45 PM 1204100000054242809201 5:45 PM - 6:00 PM 1203500000052152425703 TOTAL 139036290000048622919544701018 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 284024911000003611745153256016 4:30 PM - 5:30 PM 7402031000002891501329639007 PHF Trucks PHF AM 0.713 2.2% PM 0 0 0 ##### PM 0.892 1.5% AM 0 0 0 ##### PHF 0.938 0.597 AM PM 00 00 289 361 256 390 150 174 153 296 PM AM PHF 0.668 0.794 PHF 0.66 284 0 249 AM 0.923 74 0 203 PM Turning Movement Report Southbound Fair Oaks Ave / Valley Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1163 -120.5827 Page 1 of 3Valley Rd Fair Oaks AveFair Oaks Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 160 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0006000000000000 7:15 AM - 7:30 AM 00017000000020000 7:30 AM - 7:45 AM 00028000000050001 7:45 AM - 8:00 AM 00011000000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0002000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0003000000000000 TOTAL 00067000000070001 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000000004 5:00 PM - 5:15 PM 0000000000000004 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000001 TOTAL 0000000000000009 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 00056000000070001 4:30 PM - 5:30 PM 0000000000000008 Bikes Peds Peds <> AM Peak Total 064 PM0000 PM Peak Total 0 8 AM 00056 Peds <>81 AM PM 00 00 00 00 00 00 PM AM Peds <> 70 Peds <>0000AM 0000PM Turning Movement Report Fair Oaks Ave / Valley Rd 35.1163 San Luis Obispo -120.5827 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds 0 Fair Oaks Ave Fair Oaks Ave Valley Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 161 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 2 93 37 2 15 47 2 1 10 27 1 1 15 14 17 1 7:15 AM - 7:30 AM 1 144 72 6 52 40 1 1 5 66 2 0 26 31 30 0 7:30 AM - 7:45 AM 414163 1 6274 5 6 1677 6 2 634686 1 7:45 AM - 8:00 AM 2 129 36 6 22 61 12 1 16 25 5 2 53 65 75 3 8:00 AM - 8:15 AM 12 109 14 2 15 61 20 3 21 11 15 1 22 28 21 4 8:15 AM - 8:30 AM 5 86 13 1 16 68 23 0 44 32 13 2 25 36 23 2 8:30 AM - 8:45 AM 4 90 28 2 20 51 8 7 17 23 6 2 16 14 26 4 8:45 AM - 9:00 AM 1 107 22 4 19 42 5 1 8 12 3 1 22 18 26 3 TOTAL 31 899 285 24 221 444 76 20 137 273 51 11 242 252 304 18 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 4 8429 2 1310411 4 1622 7 1 554029 2 4:15 PM - 4:30 PM 3 81 26 3 21 111 12 1 9 20 5 1 43 39 35 0 4:30 PM - 4:45 PM 6 68 47 4 28 114 16 2 6 25 4 0 46 41 37 1 4:45 PM - 5:00 PM 6 9150 1 2810512 2 1133 4 1 475021 1 5:00 PM - 5:15 PM 3 64 28 2 31 142 10 2 8 38 4 2 47 52 21 1 5:15 PM - 5:30 PM 3 63 47 2 30 126 7 4 3 28 5 0 65 38 19 0 5:30 PM - 5:45 PM 5 61 30 1 15 107 8 2 3 30 5 1 42 37 26 0 5:45 PM - 6:00 PM 6 50 29 2 12 117 5 0 3 30 1 1 22 18 23 1 TOTAL 36 562 286 17 178 926 81 17 59 226 35 7 367 315 211 6 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 19 523 185 15 151 236 38 11 58 179 28 5 164 170 212 8 4:30 PM - 5:30 PM 18 286 172 9 117 487 45 10 28 124 17 3 205 181 98 3 PHF Trucks PHF AM 0.763 2.0% PM 45 487 117 0.887 PM 0.971 1.4% AM 38 236 151 0.754 PHF 0.845 0.669 AM PM 28 58 212 98 124 179 170 181 17 28 164 205 PM AM PHF 0.7 0.976 PHF 0.838 19 523 185 AM 0.81 18 286 172 PM Turning Movement Report Southbound Fair Oaks Ave / Halcyon Rd San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1127 -120.5916 Page 1 of 3Halcyon Rd Halcyon Rd Fair Oaks AveFair Oaks Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 162 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0006000000000000 7:15 AM - 7:30 AM 0005000200010000 7:30 AM - 7:45 AM 0001000200000000 7:45 AM - 8:00 AM 0004000200010001 8:00 AM - 8:15 AM 00014000400050001 8:15 AM - 8:30 AM 0003100013000280008 8:30 AM - 8:45 AM 00018001000010005 8:45 AM - 9:00 AM 0002000000010002 TOTAL 00081001230003700017 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0001000200030000 4:15 PM - 4:30 PM 0001000200030000 4:30 PM - 4:45 PM 0003000300000000 4:45 PM - 5:00 PM 0001000100000000 5:00 PM - 5:15 PM 0000000600020000 5:15 PM - 5:30 PM 0000000200000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0001000000000000 TOTAL 00070001600080000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 000240001000070002 4:30 PM - 5:30 PM 00040001200020000 Bikes Peds Peds <> AM Peak Total 043 PM0004 PM Peak Total 0 18 AM 00024 Peds <>02 AM PM 00 00 00 00 00 00 PM AM Peds <> 72 Peds <>10000AM 12000PM Turning Movement Report Fair Oaks Ave / Halcyon Rd 35.1127 San Luis Obispo -120.5916 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds Halcyon Rd Fair Oaks Ave Fair Oaks Ave Halcyon Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 163 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 112603054121150300210 7:15 AM - 7:30 AM 31800305982360210010 7:30 AM - 7:45 AM 3163050120215480510010 7:45 AM - 8:00 AM 716205187283150510000 8:00 AM - 8:15 AM 1011002077215150400000 8:15 AM - 8:30 AM 198802074341150400000 8:30 AM - 8:45 AM 19702061126170310000 8:45 AM - 9:00 AM 2114030581211601300100 TOTAL 46 1040 0 25 1 590 148 24 177 0 39 40330 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 792061131297200810101 4:15 PM - 4:30 PM 591020124342140700000 4:30 PM - 4:45 PM 3950101412322811320000 4:45 PM - 5:00 PM 7114110122301290700000 5:00 PM - 5:15 PM 5760101513621811100000 5:15 PM - 5:30 PM 585012167253230900000 5:30 PM - 5:45 PM 573011126251240510000 5:45 PM - 6:00 PM 156021118211200500000 TOTAL 38 682 1 15 5 1080 223 19 176 2 65 40101 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 236150151343781511401630020 4:30 PM - 5:30 PM 2037014258111489824020000 PHF Trucks PHF AM 0.825 2.8% PM 114 581 2 0.898 PM 0.972 1.1% AM 78 343 1 0.748 PHF 0.833 0.613 AM PM 98 114 2 0 20 00 40 16 0 0 PM AM PHF 0.5 ##### PHF 0.872 23 615 0 AM 0.801 20 370 1 PM Turning Movement Report Southbound S Halcyon Rd / Farroll Ave San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1107 -120.5916 Page 1 of 3S Halcyon Rd S Halcyon Rd Farroll AveFaroll Ave Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 164 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000001 7:30 AM - 7:45 AM 0000000000000001 7:45 AM - 8:00 AM 0000000000000001 8:00 AM - 8:15 AM 0000000000010000 8:15 AM - 8:30 AM 0000000000020003 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000030000 TOTAL 0000000000060006 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000010001 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000010000 5:15 PM - 5:30 PM 0000001000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000001000020001 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0000000000010003 4:30 PM - 5:30 PM 0000001000020001 Bikes Peds Peds <> AM Peak Total 04 PM1000 PM Peak Total 1 3 AM 0000 Peds <>13 AM PM 00 00 00 00 00 00 PM AM Peds <> 12 Peds <>0000AM 0000PM Turning Movement Report S Halcyon Rd / Farroll Ave 35.1107 San Luis Obispo -120.5916 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds S Halcyon Rd Faroll Ave Farroll Ave S Halcyon Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 165 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:00 AM - 7:15 AM 67101040170460720000 7:15 AM - 7:30 AM 990030342216202010020 7:30 AM - 7:45 AM 1385012694746202500100 7:45 AM - 8:00 AM 10109040484324211530000 8:00 AM - 8:15 AM 138204048264280700000 8:15 AM - 8:30 AM 327401146291180810110 8:30 AM - 8:45 AM 956000421952501110020 8:45 AM - 9:00 AM 1069020451723501610130 TOTAL 102636016337222019318110990380 Time Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 4:00 PM - 4:15 PM 1663011744053202850100 4:15 PM - 4:30 PM 1569132933322202110222 4:30 PM - 4:45 PM 1161021805103302300010 4:45 PM - 5:00 PM 1673002753723501600120 5:00 PM - 5:15 PM 1348110994311811601000 5:15 PM - 5:30 PM 448000984903103100010 5:30 PM - 5:45 PM 1355022744501701800010 5:45 PM - 6:00 PM 641010813601302000000 TOTAL 94458210867433410201117361472 PEAK HOUR Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks Left Thru Right Trucks 7:15 AM - 8:15 AM 4536601221991381119416740120 4:00 PM - 5:00 PM 58266166322161912208860452 PHF Trucks PHF AM 0.835 2.7% PM 161 322 6 0.926 PM 0.989 2.2% AM 138 199 2 0.718 PHF 0.875 0.753 AM PM 122 194 2 5 01 14 88 67 0 0 PM AM PHF 0.375 0.563 PHF 0.863 45 366 0 AM 0.913 58 266 1 PM Turning Movement Report Southbound S Halcyon Rd / The Pike San Luis Obispo Thursday, November 14, 2019 Clear Eastbound 35.1064 -120.5917 Page 1 of 3S Halcyon Rd S Halcyon Rd The PikeThe Pike Northbound Westbound Southbound Southbound Eastbound Northbound Westbound Eastbound WestboundNorthbound Item 8.b - Page 166 Metro Traffic Data Inc. 310 N. Irwin Street - Suite 20 Hanford, CA 93230 Prepared For: GHD 800-975-6938 Phone/Fax 943 Reserve Drive www.metrotrafficdata.com Roseville, CA 95678 LOCATION LATITUDE COUNTY LONGITUDE COLLECTION DATE WEATHER Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:00 AM - 7:15 AM 0000000000000000 7:15 AM - 7:30 AM 0000000000000000 7:30 AM - 7:45 AM 0000000000000000 7:45 AM - 8:00 AM 0000000000000000 8:00 AM - 8:15 AM 0000000000000000 8:15 AM - 8:30 AM 0000000000000000 8:30 AM - 8:45 AM 0000000000000000 8:45 AM - 9:00 AM 0000000000000000 TOTAL 0000000000000000 Time Left Thru Right Left Thru Right Left Thru Right Left Thru Right 4:00 PM - 4:15 PM 0000000000000000 4:15 PM - 4:30 PM 0000000000000000 4:30 PM - 4:45 PM 0000000000000000 4:45 PM - 5:00 PM 0000000000000000 5:00 PM - 5:15 PM 0000000000000000 5:15 PM - 5:30 PM 0000000000000000 5:30 PM - 5:45 PM 0000000000000000 5:45 PM - 6:00 PM 0000000000000000 TOTAL 0000000000000000 PEAK HOUR Left Thru Right Left Thru Right Left Thru Right Left Thru Right 7:15 AM - 8:15 AM 0000000000000000 4:00 PM - 5:00 PM 0000000000000000 Bikes Peds Peds <> AM Peak Total 00 PM0000 PM Peak Total 0 0 AM 0000 Peds <>00 AM PM 00 00 00 00 00 00 PM AM Peds <> 00 Peds <>0000AM 0000PM Turning Movement Report S Halcyon Rd / The Pike 35.1064 San Luis Obispo -120.5917 Thursday, November 14, 2019 Clear E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes E.Leg Peds S.Leg Peds Eastbound Bikes E.Leg Peds Westbound Bikes W.Leg Peds Northbound Bikes N.Leg Peds Southbound Bikes S.Leg Peds Eastbound Bikes Westbound Bikes W.Leg Peds S Halcyon Rd The Pike The Pike S Halcyon Rd Page 2 of 3 Northbound Bikes N.Leg Peds Southbound Bikes Item 8.b - Page 167 Draft Document – For Discussion Only – Final Version May Differ From Draft GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx Appendix B Synchro Reports Item 8.b - Page 168 HCM 6th Signalized Intersection Summary Arroyo Grande 1: Oak Park Blvd & James Way Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 44 43 114 125 100 44 496 225 105 32 285 71 Future Volume (veh/h) 44 43 114 125 100 44 496 225 105 32 285 71 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 54 52 17 152 122 38 605 274 82 39 348 61 Peak Hour Factor 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 Percent Heavy Veh, %222222222222 Cap, veh/h 67 138 117 196 199 62 622 1345 394 47 526 91 Arrive On Green 0.04 0.07 0.07 0.11 0.15 0.15 0.35 0.50 0.50 0.03 0.17 0.17 Sat Flow, veh/h 1781 1870 1579 1781 1367 426 1781 2709 794 1781 3026 525 Grp Volume(v), veh/h 54 52 17 152 0 160 605 178 178 39 203 206 Grp Sat Flow(s),veh/h/ln 1781 1870 1579 1781 0 1793 1781 1777 1726 1781 1777 1774 Q Serve(g_s), s 1.7 1.5 0.6 4.8 0.0 4.8 19.2 3.2 3.3 1.2 6.1 6.2 Cycle Q Clear(g_c), s 1.7 1.5 0.6 4.8 0.0 4.8 19.2 3.2 3.3 1.2 6.1 6.2 Prop In Lane 1.00 1.00 1.00 0.24 1.00 0.46 1.00 0.30 Lane Grp Cap(c), veh/h 67 138 117 196 0 262 622 882 857 47 309 309 V/C Ratio(X) 0.80 0.38 0.15 0.78 0.00 0.61 0.97 0.20 0.21 0.83 0.66 0.67 Avail Cap(c_a), veh/h 622 816 689 622 0 782 622 1085 1055 622 1085 1084 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 27.3 25.3 24.8 24.8 0.0 22.9 18.4 8.1 8.1 27.8 22.1 22.1 Incr Delay (d2), s/veh 7.9 0.6 0.2 2.5 0.0 0.9 29.2 0.0 0.0 12.7 0.9 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 0.6 0.2 2.0 0.0 1.9 11.5 0.9 0.9 0.7 2.4 2.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.2 25.9 25.1 27.3 0.0 23.8 47.5 8.1 8.1 40.5 23.0 23.1 LnGrp LOS DCCCACDAADCC Approach Vol, veh/h 123 312 961 448 Approach Delay, s/veh 29.9 25.5 32.9 24.5 Approach LOS CCCC Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 5.0 33.4 9.8 9.1 23.5 14.9 5.7 13.3 Change Period (Y+Rc), s 3.5 4.9 3.5 4.9 3.5 4.9 3.5 4.9 Max Green Setting (Gmax), s 20.0 35.0 20.0 25.0 20.0 35.0 20.0 25.0 Max Q Clear Time (g_c+I1), s 3.2 5.3 6.8 3.5 21.2 8.2 3.7 6.8 Green Ext Time (p_c), s 0.0 1.2 0.2 0.1 0.0 1.6 0.0 0.5 Intersection Summary HCM 6th Ctrl Delay 29.4 HCM 6th LOS C Item 8.b - Page 169 HCM 6th AWSC Arroyo Grande 2: Rodeo Dr & James Way Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Intersection Delay, s/veh 8.3 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 76 31 29 119 0 31 08004 Future Vol, veh/h 2 76 31 29 119 0 31 08004 Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 Heavy Vehicles, %222222222222 Mvmt Flow 2 92 37 35 143 0 37 0 10 0 0 5 Number of Lanes 110110010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 2 2 HCM Control Delay 8.2 8.5 8 7.1 HCM LOS A A A A Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1 Vol Left, %79% 100% 0% 100% 0% 0% Vol Thru, %0% 0% 71% 0% 100% 0% Vol Right, %21% 0% 29% 0% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 39 2 107 29 119 4 LT Vol 31 2 0 29 0 0 Through Vol 0 0 76 0 119 0 RT Vol 8 0 31 0 0 4 Lane Flow Rate 47 2 129 35 143 5 Geometry Grp 277772 Degree of Util (X) 0.061 0.003 0.162 0.05 0.187 0.006 Departure Headway (Hd) 4.702 5.217 4.512 5.191 4.691 4.119 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 766 678 784 684 758 873 Service Time 2.703 3.009 2.305 2.963 2.462 2.122 HCM Lane V/C Ratio 0.061 0.003 0.165 0.051 0.189 0.006 HCM Control Delay 8 8 8.2 8.2 8.6 7.1 HCM Lane LOS AAAAAA HCM 95th-tile Q 0.2 0 0.6 0.2 0.7 0 Item 8.b - Page 170 HCM 6th AWSC Arroyo Grande 3: Tally Ho Rd & James Way Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Intersection Delay, s/veh 8.6 Intersection LOS A Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 52 73 40 65 85 117 Future Vol, veh/h 52 73 40 65 85 117 Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 Heavy Vehicles, %222222 Mvmt Flow 63 88 48 78 102 141 Number of Lanes 100110 Approach EB NB SB Opposing Approach SB NB Opposing Lanes 0 1 1 Conflicting Approach Left SB EB Conflicting Lanes Left 1 1 0 Conflicting Approach RightNB EB Conflicting Lanes Right 1 0 1 HCM Control Delay 8.5 8.5 8.7 HCM LOS A A A Lane NBLn1 EBLn1 SBLn1 Vol Left, %38% 42% 0% Vol Thru, %62% 0% 42% Vol Right, %0% 58% 58% Sign Control Stop Stop Stop Traffic Vol by Lane 105 125 202 LT Vol 40 52 0 Through Vol 65 0 85 RT Vol 0 73 117 Lane Flow Rate 127 151 243 Geometry Grp 1 1 1 Degree of Util (X) 0.162 0.187 0.276 Departure Headway (Hd) 4.607 4.465 4.081 Convergence, Y/N Yes Yes Yes Cap 779 804 881 Service Time 2.631 2.49 2.101 HCM Lane V/C Ratio 0.163 0.188 0.276 HCM Control Delay 8.5 8.5 8.7 HCM Lane LOS A A A HCM 95th-tile Q 0.6 0.7 1.1 Item 8.b - Page 171 HCM 6th Signalized Intersection Summary Arroyo Grande 4: Oak Park Blvd & US 101 NB On Ramp/W Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 198 36 347 385 578 191 71 334 168 Future Volume (veh/h) 0 0 0 198 36 347 385 578 191 71 334 168 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 247 0 39 423 635 170 78 367 78 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, %2 2 2 222222 Cap, veh/h 472 0 210 755 1134 303 484 682 143 Arrive On Green 0.13 0.00 0.13 0.22 0.41 0.41 0.05 0.23 0.23 Sat Flow, veh/h 3563 0 1585 1781 2773 741 1781 2922 614 Grp Volume(v), veh/h 247 0 39 423 407 398 78 222 223 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1777 1737 1781 1777 1760 Q Serve(g_s), s 1.9 0.0 0.7 4.4 5.3 5.3 1.0 3.3 3.3 Cycle Q Clear(g_c), s 1.9 0.0 0.7 4.4 5.3 5.3 1.0 3.3 3.3 Prop In Lane 1.00 1.00 1.00 0.43 1.00 0.35 Lane Grp Cap(c), veh/h 472 0 210 755 727 711 484 414 410 V/C Ratio(X)0.52 0.00 0.19 0.56 0.56 0.56 0.16 0.53 0.54 Avail Cap(c_a), veh/h 2386 0 1062 1245 1480 1447 1288 1480 1466 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.1 0.0 11.6 5.3 6.8 6.8 8.1 10.1 10.1 Incr Delay (d2), s/veh 0.3 0.0 0.2 0.2 0.3 0.3 0.1 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.2 0.6 1.1 1.1 0.2 0.8 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 12.5 0.0 11.7 5.6 7.0 7.1 8.2 10.5 10.5 LnGrp LOS B A B AAAABB Approach Vol, veh/h 286 1228 523 Approach Delay, s/veh 12.4 6.5 10.2 Approach LOS B A B Timer - Assigned Phs 1 2 5 6 8 Phs Duration (G+Y+Rc), s5.0 16.7 10.2 11.4 8.4 Change Period (Y+Rc), s 3.5 4.4 3.5 4.4 4.4 Max Green Setting (Gmax), s15.0 25.0 15.0 25.0 20.1 Max Q Clear Time (g_c+I1), s3.0 7.3 6.4 5.3 3.9 Green Ext Time (p_c), s 0.1 3.3 0.5 1.5 0.4 Intersection Summary HCM 6th Ctrl Delay 8.3 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. User approved volume balancing among the lanes for turning movement. Item 8.b - Page 172 HCM 6th Signalized Intersection Summary Arroyo Grande 5: Oak Park Blvd & El Camino Real Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 259 44 160 19 32 130 55 770 26 82 319 133 Future Volume (veh/h) 259 44 160 19 32 130 55 770 26 82 319 133 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 310 0 22 20 34 4 59 819 25 87 339 50 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %222222222222 Cap, veh/h 510 0 226 32 55 75 528 1191 36 362 1262 560 Arrive On Green 0.14 0.00 0.14 0.05 0.05 0.05 0.03 0.34 0.34 0.05 0.36 0.36 Sat Flow, veh/h 3563 0 1582 680 1156 1576 1781 3520 107 1781 3554 1578 Grp Volume(v), veh/h 310 0 22 54 0 4 59 413 431 87 339 50 Grp Sat Flow(s),veh/h/ln1781 0 1582 1836 0 1576 1781 1777 1851 1781 1777 1578 Q Serve(g_s), s 3.3 0.0 0.5 1.1 0.0 0.1 0.9 8.0 8.0 1.2 2.7 0.8 Cycle Q Clear(g_c), s 3.3 0.0 0.5 1.1 0.0 0.1 0.9 8.0 8.0 1.2 2.7 0.8 Prop In Lane 1.00 1.00 0.37 1.00 1.00 0.06 1.00 1.00 Lane Grp Cap(c), veh/h 510 0 226 87 0 75 528 601 626 362 1262 560 V/C Ratio(X) 0.61 0.00 0.10 0.62 0.00 0.05 0.11 0.69 0.69 0.24 0.27 0.09 Avail Cap(c_a), veh/h 1789 0 794 692 0 593 1137 1115 1162 942 2231 991 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.0 0.0 14.8 18.6 0.0 18.1 8.1 11.4 11.4 8.7 9.2 8.6 Incr Delay (d2), s/veh 0.4 0.0 0.1 2.6 0.0 0.1 0.0 0.5 0.5 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.1 0.0 0.1 0.5 0.0 0.0 0.3 2.6 2.7 0.4 0.8 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.4 0.0 14.9 21.2 0.0 18.2 8.2 11.9 11.9 8.8 9.2 8.6 LnGrp LOS B A B C A B ABBAAA Approach Vol, veh/h 332 58 903 476 Approach Delay, s/veh 16.3 21.0 11.6 9.1 Approach LOS B C B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s5.5 17.9 10.1 4.9 18.5 6.3 Change Period (Y+Rc), s 3.5 4.4 4.4 3.5 4.4 4.4 Max Green Setting (Gmax), s15.0 25.0 20.0 15.0 25.0 15.0 Max Q Clear Time (g_c+I1), s3.2 10.0 5.3 2.9 4.7 3.1 Green Ext Time (p_c), s 0.1 3.4 0.5 0.0 1.5 0.1 Intersection Summary HCM 6th Ctrl Delay 12.1 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 173 HCM 6th Signalized Intersection Summary Arroyo Grande 6: US 101 NB Ramps/Camino Mercado & W Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 49 206 0 75 195 10 294 26 7 10 33 21 Future Volume (veh/h) 49 206 0 75 195 10 294 26 7 10 33 21 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1870 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 52 217 0 79 205 9 309 27 0 11 35 1 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %333333233333 Cap, veh/h 81 616 0 110 337 15 429 447 75 76 2 Arrive On Green 0.05 0.17 0.00 0.06 0.19 0.19 0.24 0.24 0.00 0.04 0.04 0.04 Sat Flow, veh/h 1767 3618 0 1767 1764 77 1781 1856 1572 1767 1795 51 Grp Volume(v), veh/h 52 217 0 79 0 214 309 27 0 11 0 36 Grp Sat Flow(s),veh/h/ln1767 1763 0 1767 0 1842 1781 1856 1572 1767 0 1846 Q Serve(g_s), s 1.0 1.8 0.0 1.5 0.0 3.5 5.3 0.4 0.0 0.2 0.0 0.6 Cycle Q Clear(g_c), s 1.0 1.8 0.0 1.5 0.0 3.5 5.3 0.4 0.0 0.2 0.0 0.6 Prop In Lane 1.00 0.00 1.00 0.04 1.00 1.00 1.00 0.03 Lane Grp Cap(c), veh/h 81 616 0 110 0 352 429 447 75 0 78 V/C Ratio(X) 0.64 0.35 0.00 0.72 0.00 0.61 0.72 0.06 0.15 0.00 0.46 Avail Cap(c_a), veh/h 318 1691 0 530 0 1104 1709 1780 848 0 886 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 15.6 12.1 0.0 15.4 0.0 12.3 11.6 9.7 0.0 15.4 0.0 15.6 Incr Delay (d2), s/veh 8.2 0.3 0.0 8.4 0.0 1.7 2.3 0.1 0.0 0.9 0.0 4.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 0.5 0.0 0.7 0.0 1.2 1.9 0.1 0.0 0.1 0.0 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.8 12.4 0.0 23.8 0.0 14.0 13.9 9.8 0.0 16.3 0.0 19.8 LnGrp LOS C B A C A B B A B A B Approach Vol, veh/h 269 293 336 A 47 Approach Delay, s/veh 14.6 16.7 13.6 19.0 Approach LOS B B B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s5.5 10.4 12.0 6.1 9.8 5.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s6.0 20.0 32.0 10.0 16.0 16.0 Max Q Clear Time (g_c+I1), s3.0 5.5 7.3 3.5 3.8 2.6 Green Ext Time (p_c), s 0.0 0.9 1.1 0.1 0.9 0.1 Intersection Summary HCM 6th Ctrl Delay 15.1 HCM 6th LOS B Notes Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. Item 8.b - Page 174 HCM 6th Signalized Intersection Summary Arroyo Grande 7: W Branch St & Rancho Pkwy Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 33 110 220 161 133 46 Future Volume (veh/h) 33 110 220 161 133 46 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1900 Adj Flow Rate, veh/h 35 116 232 73 148 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %222220 Cap, veh/h 78 1820 815 250 487 220 Arrive On Green 0.04 0.51 0.30 0.30 0.14 0.00 Sat Flow, veh/h 1781 3647 2771 822 3563 1610 Grp Volume(v), veh/h 35 116 152 153 148 0 Grp Sat Flow(s),veh/h/ln1781 1777 1777 1722 1781 1610 Q Serve(g_s), s 0.4 0.4 1.4 1.4 0.8 0.0 Cycle Q Clear(g_c), s 0.4 0.4 1.4 1.4 0.8 0.0 Prop In Lane 1.00 0.48 1.00 1.00 Lane Grp Cap(c), veh/h 78 1820 541 524 487 220 V/C Ratio(X) 0.45 0.06 0.28 0.29 0.30 0.00 Avail Cap(c_a), veh/h 2501 6654 3327 3225 5003 2261 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 10.0 2.6 5.7 5.7 8.3 0.0 Incr Delay (d2), s/veh 1.5 0.0 0.5 0.5 0.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.1 0.0 0.2 0.2 0.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.4 2.7 6.1 6.2 8.4 0.0 LnGrp LOS BAAAAA Approach Vol, veh/h 151 305 148 Approach Delay, s/veh 4.7 6.2 8.4 Approach LOS A A A Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s4.4 10.5 6.4 14.9 Change Period (Y+Rc), s 3.5 4.0 3.5 4.0 Max Green Setting (Gmax), s30.0 40.0 30.0 40.0 Max Q Clear Time (g_c+I1), s2.4 3.4 2.8 2.4 Green Ext Time (p_c), s 0.0 3.1 0.1 1.1 Intersection Summary HCM 6th Ctrl Delay 6.4 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 175 Timings Arroyo Grande 8: Brisco Rd & W Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Lane Group EBT EBR WBL WBT NBL Ø5 Ø6 Lane Configurations Traffic Volume (vph)68 173 146 130 256 Future Volume (vph) 68 173 146 130 256 Turn Type NA Perm pm+pt NA Prot Protected Phases 4 3 8 6 5 5 6 Permitted Phases 4 8 Detector Phase 44386 5 Switch Phase Minimum Initial (s) 7.0 7.0 4.0 5.0 5.0 7.0 Minimum Split (s)11.9 11.9 7.5 9.9 8.5 10.8 Total Split (s)18.9 18.9 11.5 30.9 17.5 31.6 Total Split (%)23.6% 23.6% 14.4% 38.6%22% 40% Yellow Time (s)3.9 3.9 3.0 3.9 3.0 3.0 All-Red Time (s)1.0 1.0 0.5 1.0 0.5 0.8 Lost Time Adjust (s)0.0 0.0 0.0 0.0 Total Lost Time (s)4.9 4.9 3.5 4.9 Lead/Lag Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min Act Effct Green (s)8.7 8.7 25.2 23.8 47.5 Actuated g/C Ratio 0.11 0.11 0.32 0.30 0.59 v/c Ratio 0.35 0.54 0.37 0.25 0.22 Control Delay 37.1 11.8 22.9 22.1 0.2 Queue Delay 0.0 0.7 0.0 0.0 0.3 Total Delay 37.1 12.5 22.9 22.1 0.5 LOS D B C C A Approach Delay 19.5 22.5 0.5 Approach LOS B C A Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:NBL, Start of Yellow Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.65 Intersection Signal Delay: 12.0 Intersection LOS: B Intersection Capacity Utilization 34.7%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 8: Brisco Rd & W Branch St Item 8.b - Page 176 Timings Arroyo Grande 9: Brisco Rd & US 101 NB On/US 101 NB Off Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Lane Group WBT WBR NBL NBT SBT Ø3 Ø4 Ø8 Lane Configurations Traffic Volume (vph)0 125 334 275 286 Future Volume (vph)0 125 334 275 286 Turn Type NA Perm Split NA NA Protected Phases 5 6 6 3 4 8 3 4 8 Permitted Phases 5 Detector Phase 55663 4 8 Switch Phase Minimum Initial (s) 5.0 5.0 7.0 7.0 4.0 7.0 5.0 Minimum Split (s)8.5 8.5 10.8 10.8 7.5 11.9 9.9 Total Split (s)17.5 17.5 31.6 31.6 11.5 18.9 30.9 Total Split (%)21.9% 21.9% 39.5% 39.5%14% 24% 39% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.9 3.9 All-Red Time (s)0.5 0.5 0.8 0.8 0.5 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 Total Lost Time (s)3.5 3.5 3.8 3.8 Lead/Lag Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None C-Min C-Min None None None Act Effct Green (s)10.6 10.6 33.3 33.3 25.2 Actuated g/C Ratio 0.13 0.13 0.42 0.42 0.32 v/c Ratio 0.65 0.41 0.48 0.38 0.58 Control Delay 45.6 9.9 26.3 24.2 14.6 Queue Delay 0.0 0.0 1.7 1.1 64.6 Total Delay 45.6 9.9 28.0 25.3 79.2 LOS D A C C E Approach Delay 29.0 26.8 79.2 Approach LOS C C E Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:NBL, Start of Yellow Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.65 Intersection Signal Delay: 41.2 Intersection LOS: D Intersection Capacity Utilization 53.6%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 9: Brisco Rd & US 101 NB On/US 101 NB Off Item 8.b - Page 177 Timings Arroyo Grande 10: Brisco Rd & El Camino Real Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Lane Group EBL EBT WBL WBT WBR NBT NBR SBT Lane Configurations Traffic Volume (vph)21 122 30 113 371 221 65 211 Future Volume (vph) 21 122 30 113 371 221 65 211 Turn Type Perm NA Perm NA pm+ov NA Perm NA Protected Phases 8 4 2 1 2 Permitted Phases 8441 Detector Phase 88442112 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)9.3 9.3 9.3 9.3 7.5 8.1 8.1 7.5 Total Split (s)18.3 18.3 18.3 18.3 37.6 24.1 24.1 37.6 Total Split (%)22.9% 22.9% 22.9% 22.9% 47.0% 30.1% 30.1% 47.0% Yellow Time (s)4.3 4.3 4.3 4.3 3.0 3.6 3.6 3.0 All-Red Time (s)1.0 1.0 1.0 1.0 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.3 5.3 5.3 5.3 3.5 4.1 4.1 3.5 Lead/Lag Lead Lag Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None Min Min C-Min None None C-Min Act Effct Green (s)10.3 10.3 10.3 10.3 53.1 15.8 15.8 41.1 Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.66 0.20 0.20 0.51 v/c Ratio 0.15 0.69 0.27 0.55 0.23 0.79 0.20 0.54 Control Delay 31.8 46.3 35.6 41.0 5.0 46.1 7.3 26.2 Queue Delay 0.1 0.0 0.0 0.0 0.0 0.0 0.0 56.0 Total Delay 31.9 46.3 35.6 41.0 5.0 46.1 7.3 82.3 LOS CDDDADAF Approach Delay 44.5 14.7 38.0 82.3 Approach LOS D B D F Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:SBTL, Start of Yellow, Master Intersection Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 43.8 Intersection LOS: D Intersection Capacity Utilization 63.6%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 10: Brisco Rd & El Camino Real Item 8.b - Page 178 HCM 6th TWSC Arroyo Grande 11: W Branch St & Rodeo Dr Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Int Delay, s/veh 6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 134 77 110 50 37 166 Future Vol, veh/h 134 77 110 50 37 166 Conflicting Peds, #/hr 000000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 - - - 0 - Veh in Median Storage, # - 0 0 - 1 - Grade, % - 0 0 - 0 - Peak Hour Factor 82 82 82 82 82 82 Heavy Vehicles, %222222 Mvmt Flow 163 94 134 61 45 202 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 195 0 - 0 585 165 Stage 1 ----165- Stage 2 ----420- Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 ----5.42 - Critical Hdwy Stg 2 ----5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1378 - - - 473 879 Stage 1 ----864- Stage 2 ----663- Platoon blocked, % - - - Mov Cap-1 Maneuver 1378 - - - 417 879 Mov Cap-2 Maneuver ----512- Stage 1 ----762- Stage 2 ----663- Approach EB WB SB HCM Control Delay, s 5.1 0 11.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1378 - - - 777 HCM Lane V/C Ratio 0.119 - - - 0.319 HCM Control Delay (s) 8 - - - 11.8 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.4 - - - 1.4 Item 8.b - Page 179 HCM 6th Signalized Intersection Summary Arroyo Grande 12: Halcyon Rd/US 101 SB Ramps & El Camino Real Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 200 32 118 6 52 17 414 71 3 11 186 66 Future Volume (veh/h) 200 32 118 6 52 17 414 71 3 11 186 66 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 211 34 35 6 55 7 492 0 0 12 196 11 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %333333333333 Cap, veh/h 287 143 147 252 243 31 729 383 17 284 256 Arrive On Green 0.16 0.17 0.17 0.14 0.15 0.15 0.21 0.00 0.00 0.16 0.16 0.16 Sat Flow, veh/h 1767 836 861 1767 1611 205 3534 1856 0 107 1743 1572 Grp Volume(v), veh/h 211 0 69 6 0 62 492 0 0 208 0 11 Grp Sat Flow(s),veh/h/ln 1767 0 1698 1767 0 1816 1767 1856 0 1850 0 1572 Q Serve(g_s), s 5.4 0.0 1.7 0.1 0.0 1.4 6.1 0.0 0.0 5.1 0.0 0.3 Cycle Q Clear(g_c), s 5.4 0.0 1.7 0.1 0.0 1.4 6.1 0.0 0.0 5.1 0.0 0.3 Prop In Lane 1.00 0.51 1.00 0.11 1.00 0.00 0.06 1.00 Lane Grp Cap(c), veh/h 287 0 289 252 0 274 729 383 301 0 256 V/C Ratio(X)0.74 0.00 0.24 0.02 0.00 0.23 0.67 0.00 0.69 0.00 0.04 Avail Cap(c_a), veh/h 850 0 568 296 0 342 2217 1164 1547 0 1315 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 19.1 0.0 17.2 17.6 0.0 17.8 17.5 0.0 0.0 18.9 0.0 16.9 Incr Delay (d2), s/veh 3.7 0.0 0.4 0.0 0.0 0.4 1.1 0.0 0.0 2.8 0.0 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.2 0.0 0.6 0.1 0.0 0.6 2.2 0.0 0.0 2.1 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.7 0.0 17.6 17.7 0.0 18.3 18.6 0.0 0.0 21.7 0.0 16.9 LnGrp LOS C ABBABBA CAB Approach Vol, veh/h 280 68 492 A 219 Approach Delay, s/veh 21.5 18.2 18.6 21.5 Approach LOS C B B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.3 11.3 14.0 10.3 12.3 11.3 Change Period (Y+Rc), s 3.5 4.1 4.1 3.5 4.1 3.5 Max Green Setting (Gmax), s 23.0 9.0 30.0 8.0 16.0 40.0 Max Q Clear Time (g_c+I1), s 7.4 3.4 8.1 2.1 3.7 7.1 Green Ext Time (p_c), s 0.5 0.1 1.7 0.0 0.2 1.2 Intersection Summary HCM 6th Ctrl Delay 19.9 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. Item 8.b - Page 180 HCM 6th Signalized Intersection Summary Arroyo Grande 13: Oak Park Blvd & Grand Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 312 20 68 341 149 43 384 121 116 187 124 Future Volume (veh/h) 134 312 20 68 341 149 43 384 121 116 187 124 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 141 328 17 72 359 30 45 404 25 122 197 31 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %333333333333 Cap, veh/h 184 886 46 90 728 319 53 796 353 224 797 123 Arrive On Green 0.10 0.26 0.26 0.05 0.21 0.21 0.03 0.23 0.23 0.07 0.26 0.26 Sat Flow, veh/h 1767 3409 176 1767 3526 1545 1767 3526 1562 3428 3057 473 Grp Volume(v), veh/h 141 169 176 72 359 30 45 404 25 122 112 116 Grp Sat Flow(s),veh/h/ln1767 1763 1823 1767 1763 1545 1767 1763 1562 1714 1763 1767 Q Serve(g_s), s 3.3 3.3 3.4 1.7 3.8 0.7 1.1 4.3 0.5 1.5 2.1 2.2 Cycle Q Clear(g_c), s 3.3 3.3 3.4 1.7 3.8 0.7 1.1 4.3 0.5 1.5 2.1 2.2 Prop In Lane 1.00 0.10 1.00 1.00 1.00 1.00 1.00 0.27 Lane Grp Cap(c), veh/h 184 458 473 90 728 319 53 796 353 224 460 461 V/C Ratio(X) 0.77 0.37 0.37 0.80 0.49 0.09 0.84 0.51 0.07 0.55 0.24 0.25 Avail Cap(c_a), veh/h 828 1239 1281 828 2065 905 828 2065 915 1607 1033 1035 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.6 12.9 12.9 20.0 15.0 13.7 20.6 14.4 13.0 19.3 12.5 12.5 Incr Delay (d2), s/veh 2.5 0.5 0.5 6.1 0.5 0.1 12.4 0.5 0.1 0.8 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.3 1.2 1.2 0.8 1.3 0.2 0.6 1.5 0.2 0.5 0.7 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.1 13.4 13.4 26.1 15.5 13.8 33.0 14.9 13.1 20.1 12.7 12.8 LnGrp LOS C B B C B B C B B C B B Approach Vol, veh/h 486 461 474 350 Approach Delay, s/veh 15.7 17.0 16.6 15.3 Approach LOS B B B B Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s7.9 14.3 4.8 15.6 5.7 16.6 6.3 14.1 Change Period (Y+Rc), s 3.5 5.5 3.5 4.5 3.5 5.5 3.5 4.5 Max Green Setting (Gmax), s20.0 25.0 20.0 25.0 20.0 30.0 20.0 25.0 Max Q Clear Time (g_c+I1), s5.3 5.8 3.1 4.2 3.7 5.4 3.5 6.3 Green Ext Time (p_c), s 0.2 2.2 0.0 1.2 0.1 2.0 0.2 2.6 Intersection Summary HCM 6th Ctrl Delay 16.2 HCM 6th LOS B Item 8.b - Page 181 HCM 6th Signalized Intersection Summary Arroyo Grande 14: Courtland St & Grand Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 42 494 12 30 471 19 48 27 34 66 14 61 Future Volume (veh/h) 42 494 12 30 471 19 48 27 34 66 14 61 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 0.98 1.00 0.98 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 46 537 11 33 512 18 52 29 1 72 15 3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %333333333333 Cap, veh/h 53 988 20 175 1211 43 485 334 12 476 280 56 Arrive On Green 0.03 0.28 0.28 0.10 0.35 0.35 0.19 0.19 0.19 0.19 0.19 0.19 Sat Flow, veh/h 1767 3532 72 1767 3473 122 1377 1782 61 1365 1496 299 Grp Volume(v), veh/h 46 268 280 33 260 270 52 0 30 72 0 18 Grp Sat Flow(s),veh/h/ln1767 1763 1841 1767 1763 1832 1377 0 1843 1365 0 1795 Q Serve(g_s), s 0.8 3.9 3.9 0.5 3.4 3.4 1.0 0.0 0.4 1.4 0.0 0.2 Cycle Q Clear(g_c), s 0.8 3.9 3.9 0.5 3.4 3.4 1.2 0.0 0.4 1.8 0.0 0.2 Prop In Lane 1.00 0.04 1.00 0.07 1.00 0.03 1.00 0.17 Lane Grp Cap(c), veh/h 53 493 515 175 615 639 485 0 345 476 0 336 V/C Ratio(X) 0.87 0.54 0.54 0.19 0.42 0.42 0.11 0.00 0.09 0.15 0.00 0.05 Avail Cap(c_a), veh/h 1171 2336 2441 1171 2336 2428 1140 0 1222 1125 0 1190 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 14.6 9.2 9.2 12.5 7.5 7.5 10.6 0.0 10.1 10.9 0.0 10.1 Incr Delay (d2), s/veh 14.8 0.3 0.3 0.2 0.2 0.2 0.0 0.0 0.0 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 1.0 1.0 0.2 0.7 0.8 0.2 0.0 0.1 0.3 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.4 9.6 9.6 12.7 7.7 7.7 10.6 0.0 10.2 10.9 0.0 10.1 LnGrp LOS C AABAABABBAB Approach Vol, veh/h 594 563 82 90 Approach Delay, s/veh 11.1 8.0 10.4 10.8 Approach LOS B A B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s4.9 15.4 9.9 7.0 13.3 9.9 Change Period (Y+Rc), s 4.0 4.9 * 4.2 4.0 4.9 * 4.2 Max Green Setting (Gmax), s20.0 40.0 * 20 20.0 40.0 * 20 Max Q Clear Time (g_c+I1), s2.8 5.4 3.2 2.5 5.9 3.8 Green Ext Time (p_c), s 0.0 2.0 0.1 0.0 2.1 0.1 Intersection Summary HCM 6th Ctrl Delay 9.7 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 182 HCM 6th Signalized Intersection Summary Arroyo Grande 15: Elm St & Grand Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 495 66 139 444 37 123 30 272 38 27 36 Future Volume (veh/h) 20 495 66 139 444 37 123 30 272 38 27 36 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.99 0.99 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 21 527 57 148 472 33 131 32 50 40 29 16 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %333333333333 Cap, veh/h 139 948 102 391 1107 77 463 278 233 262 105 44 Arrive On Green 0.08 0.30 0.30 0.11 0.33 0.33 0.15 0.15 0.15 0.15 0.15 0.15 Sat Flow, veh/h 1767 3205 346 3428 3343 233 1350 1856 1560 564 703 294 Grp Volume(v), veh/h 21 289 295 148 248 257 131 32 50 85 0 0 Grp Sat Flow(s),veh/h/ln1767 1763 1788 1714 1763 1814 1350 1856 1560 1560 0 0 Q Serve(g_s), s 0.3 4.1 4.1 1.2 3.3 3.3 0.9 0.4 0.8 0.4 0.0 0.0 Cycle Q Clear(g_c), s 0.3 4.1 4.1 1.2 3.3 3.3 2.3 0.4 0.8 1.3 0.0 0.0 Prop In Lane 1.00 0.19 1.00 0.13 1.00 1.00 0.47 0.19 Lane Grp Cap(c), veh/h 139 521 529 391 584 601 463 278 233 411 0 0 V/C Ratio(X) 0.15 0.55 0.56 0.38 0.43 0.43 0.28 0.12 0.21 0.21 0.00 0.00 Avail Cap(c_a), veh/h 1189 2372 2406 2307 2372 2440 1169 1248 1049 1196 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 12.8 8.8 8.8 12.2 7.7 7.7 11.6 10.9 11.1 11.3 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.3 0.3 0.2 0.2 0.2 0.1 0.1 0.2 0.1 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.1 1.0 1.0 0.3 0.7 0.8 0.6 0.1 0.2 0.4 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.0 9.2 9.2 12.4 7.9 7.9 11.8 11.0 11.3 11.4 0.0 0.0 LnGrp LOS BAABAABBBBAA Approach Vol, veh/h 605 653 213 85 Approach Delay, s/veh 9.3 8.9 11.5 11.4 Approach LOS A A B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s7.4 13.7 8.6 6.3 14.7 8.6 Change Period (Y+Rc), s 4.0 4.9 * 4.2 4.0 4.9 * 4.2 Max Green Setting (Gmax), s20.0 40.0 * 20 20.0 40.0 * 20 Max Q Clear Time (g_c+I1), s3.2 6.1 4.3 2.3 5.3 3.3 Green Ext Time (p_c), s 0.2 2.3 0.3 0.0 1.9 0.2 Intersection Summary HCM 6th Ctrl Delay 9.6 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 183 HCM 6th TWSC Arroyo Grande 16: Grand Ave & Brisco Rd Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Int Delay, s/veh 3.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 242 512 503 68 22 169 Future Vol, veh/h 242 512 503 68 22 169 Conflicting Peds, #/hr 100111 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 130 - - 130 30 - Veh in Median Storage, # - 0 0 - 1 - Grade, % - 0 0 - 0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, %444444 Mvmt Flow 257 545 535 72 23 180 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 608 0 - 0 1324 270 Stage 1 ----536- Stage 2 ----788- Critical Hdwy 4.18 - - - 6.88 6.98 Critical Hdwy Stg 1 ----5.88 - Critical Hdwy Stg 2 ----5.88 - Follow-up Hdwy 2.24 - - - 3.54 3.34 Pot Cap-1 Maneuver 953 - - - 145 722 Stage 1 ----545- Stage 2 ----403- Platoon blocked, % - - - Mov Cap-1 Maneuver 952 - - - 106 721 Mov Cap-2 Maneuver ----231- Stage 1 ----397- Stage 2 ----403- Approach EB WB SB HCM Control Delay, s 3.3 0 12.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h)952 - - - 231 721 HCM Lane V/C Ratio 0.27 - - - 0.101 0.249 HCM Control Delay (s) 10.2 - - - 22.3 11.6 HCM Lane LOS B - - - C B HCM 95th %tile Q(veh) 1.1 - - - 0.3 1 Item 8.b - Page 184 HCM 6th Signalized Intersection Summary Arroyo Grande 17: Halcyon Rd/Halcyon Road & Grand Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 66 421 94 177 532 26 139 345 267 20 196 52 Future Volume (veh/h) 66 421 94 177 532 26 139 345 267 20 196 52 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 74 473 13 199 598 26 156 388 61 22 220 39 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, %333333333333 Cap, veh/h 95 691 306 247 971 42 455 477 403 36 370 68 Arrive On Green 0.05 0.20 0.20 0.14 0.28 0.28 0.26 0.26 0.26 0.13 0.13 0.13 Sat Flow, veh/h 1767 3526 1560 1767 3441 149 1767 1856 1565 272 2807 518 Grp Volume(v), veh/h 74 473 13 199 306 318 156 388 61 149 0 132 Grp Sat Flow(s),veh/h/ln 1767 1763 1560 1767 1763 1828 1767 1856 1565 1842 0 1755 Q Serve(g_s), s 2.6 7.8 0.4 6.8 9.4 9.5 4.5 12.3 1.9 4.8 0.0 4.4 Cycle Q Clear(g_c), s 2.6 7.8 0.4 6.8 9.4 9.5 4.5 12.3 1.9 4.8 0.0 4.4 Prop In Lane 1.00 1.00 1.00 0.08 1.00 1.00 0.15 0.30 Lane Grp Cap(c), veh/h 95 691 306 247 497 516 455 477 403 243 0 232 V/C Ratio(X) 0.78 0.68 0.04 0.81 0.62 0.62 0.34 0.81 0.15 0.61 0.00 0.57 Avail Cap(c_a), veh/h 565 1972 873 565 986 1022 847 890 750 883 0 842 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 29.2 23.4 20.4 26.1 19.5 19.5 18.9 21.8 18.0 25.6 0.0 25.5 Incr Delay (d2), s/veh 5.1 0.5 0.0 2.4 0.5 0.4 0.2 1.3 0.1 0.9 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 3.0 0.1 2.8 3.5 3.7 1.7 5.0 0.6 2.0 0.0 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.3 23.8 20.4 28.4 20.0 20.0 19.1 23.1 18.0 26.6 0.0 26.3 LnGrp LOS CCCCBBBCBCAC Approach Vol, veh/h 560 823 605 281 Approach Delay, s/veh 25.1 22.0 21.6 26.5 Approach LOS CCCC Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 12.2 16.5 13.0 6.9 21.9 20.9 Change Period (Y+Rc), s 3.5 * 4.2 * 4.7 3.5 * 4.2 4.8 Max Green Setting (Gmax), s 20.0 * 35 * 30 20.0 * 35 30.0 Max Q Clear Time (g_c+I1), s 8.8 9.8 6.8 4.6 11.5 14.3 Green Ext Time (p_c), s 0.2 2.1 1.0 0.1 2.3 1.6 Intersection Summary HCM 6th Ctrl Delay 23.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 185 HCM 6th TWSC Arroyo Grande 18: Grand Ave & El Camino Real Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 733 1 1 681 129 0 0 0 29 0 13 Future Vol, veh/h 52 733 1 1 681 129 0 0 0 29 0 13 Conflicting Peds, #/hr 503305303505 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 100 - - 100 - ------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, %333333333333 Mvmt Flow 59 833 1 1 774 147 0 0 0 33 0 15 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 926 0 0 837 0 0 1349 1883 425 1395 1810 471 Stage 1 ------955955-855855- Stage 2 ------394928-540955- Critical Hdwy 4.16 - - 4.16 - - 7.56 6.56 6.96 7.56 6.56 6.96 Critical Hdwy Stg 1 ------6.56 5.56 - 6.56 5.56 - Critical Hdwy Stg 2 ------6.56 5.56 - 6.56 5.56 - Follow-up Hdwy 2.23 - - 2.23 - - 3.53 4.03 3.33 3.53 4.03 3.33 Pot Cap-1 Maneuver 728 - - 786 - - 108 69 575 100 77 536 Stage 1 ------276333-317371- Stage 2 ------600343-491333- Platoon blocked, % - - - - Mov Cap-1 Maneuver 725 - - 784 - - 98 63 571 93 70 532 Mov Cap-2 Maneuver ------9863-9370- Stage 1 ------253305-290369- Stage 2 ------580341-449305- Approach EB WB NB SB HCM Control Delay, s 0.7 0 0 50.6 HCM LOS A F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 725 - - 784 - - 125 HCM Lane V/C Ratio - 0.082 - - 0.001 - - 0.382 HCM Control Delay (s) 0 10.4 - - 9.6 - - 50.6 HCM Lane LOS A B - - A - - F HCM 95th %tile Q(veh) - 0.3 - - 0 - - 1.6 Item 8.b - Page 186 HCM 6th Signalized Intersection Summary Arroyo Grande 19: Grand Ave & US 101 SB Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 531 245 54 802 0000159028 Future Volume (veh/h) 0 531 245 54 802 0000159028 Initial Q (Qb), veh 000000 000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1841 1841 1841 0 1841 1841 1841 Adj Flow Rate, veh/h 0 610 282 62 922 0 183 0 3 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, %044440 444 Cap, veh/h 0 840 388 89 1774 0 259 0 231 Arrive On Green 0.00 0.36 0.36 0.05 0.51 0.00 0.15 0.00 0.15 Sat Flow, veh/h 0 2413 1072 1753 3589 0 1753 0 1560 Grp Volume(v), veh/h 0 460 432 62 922 0 183 0 3 Grp Sat Flow(s),veh/h/ln 0 1749 1644 1753 1749 0 1753 0 1560 Q Serve(g_s), s 0.0 8.4 8.5 1.3 6.5 0.0 3.7 0.0 0.1 Cycle Q Clear(g_c), s 0.0 8.4 8.5 1.3 6.5 0.0 3.7 0.0 0.1 Prop In Lane 0.00 0.65 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 633 595 89 1774 0 259 0 231 V/C Ratio(X)0.00 0.73 0.73 0.69 0.52 0.00 0.71 0.00 0.01 Avail Cap(c_a), veh/h 0 2167 2037 945 4711 0 1228 0 1093 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 10.2 10.3 17.3 6.1 0.0 15.0 0.0 13.5 Incr Delay (d2), s/veh 0.0 0.6 0.6 3.6 0.1 0.0 2.6 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 2.3 2.1 0.5 1.3 0.0 1.3 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 10.8 10.9 20.9 6.2 0.0 17.7 0.0 13.5 LnGrp LOS A B B C A A B A B Approach Vol, veh/h 892 984 186 Approach Delay, s/veh 10.9 7.1 17.6 Approach LOS B A B Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 5.4 22.0 9.7 27.4 Change Period (Y+Rc), s 3.5 * 8.6 * 4.2 * 8.6 Max Green Setting (Gmax), s 20.0 * 46 * 26 * 50 Max Q Clear Time (g_c+I1), s 3.3 10.5 5.7 8.5 Green Ext Time (p_c), s 0.1 2.9 0.8 3.6 Intersection Summary HCM 6th Ctrl Delay 9.7 HCM 6th LOS A Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 187 HCM 6th Signalized Intersection Summary Arroyo Grande 20: US 101 NB & Grand Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 583 0 0 625 400 234 0 80 0 0 0 Future Volume (veh/h) 107 583 0 0 625 400 234 0 80 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1856 1856 0 0 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 129 702 0 0 753 374 282 0 8 Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 Percent Heavy Veh, %330033333 Cap, veh/h 199 2209 0 0 1014 502 366 0 326 Arrive On Green 0.11 0.63 0.00 0.00 0.44 0.44 0.21 0.00 0.21 Sat Flow, veh/h 1767 3618 0 0 2376 1132 1767 0 1572 Grp Volume(v), veh/h 129 702 0 0 581 546 282 0 8 Grp Sat Flow(s),veh/h/ln1767 1763 0 0 1763 1652 1767 0 1572 Q Serve(g_s), s 3.5 4.6 0.0 0.0 13.6 13.7 7.5 0.0 0.2 Cycle Q Clear(g_c), s 3.5 4.6 0.0 0.0 13.6 13.7 7.5 0.0 0.2 Prop In Lane 1.00 0.00 0.00 0.69 1.00 1.00 Lane Grp Cap(c), veh/h 199 2209 0 0 783 734 366 0 326 V/C Ratio(X) 0.65 0.32 0.00 0.00 0.74 0.74 0.77 0.00 0.02 Avail Cap(c_a), veh/h 708 3532 0 0 1766 1655 1062 0 945 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 21.2 4.3 0.0 0.0 11.5 11.5 18.7 0.0 15.8 Incr Delay (d2), s/veh 1.3 0.0 0.0 0.0 0.5 0.6 1.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.4 0.9 0.0 0.0 4.5 4.2 2.8 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.5 4.4 0.0 0.0 12.0 12.1 20.0 0.0 15.8 LnGrp LOS C AAABBBAB Approach Vol, veh/h 831 1127 290 Approach Delay, s/veh 7.2 12.1 19.9 Approach LOS A B B Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 35.9 9.1 26.8 14.0 Change Period (Y+Rc), s 4.6 3.5 4.6 3.7 Max Green Setting (Gmax), s 50.0 20.0 50.0 30.0 Max Q Clear Time (g_c+I1), s 6.6 5.5 15.7 9.5 Green Ext Time (p_c), s 3.4 0.1 6.5 1.0 Intersection Summary HCM 6th Ctrl Delay 11.3 HCM 6th LOS B Item 8.b - Page 188 HCM 6th TWSC Arroyo Grande 21: Grand Ave/E Branch St & W Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 53 588 0 14 964 125 11 0 22 18 2 32 Future Vol, veh/h 53 588 0 14 964 125 11 0 22 18 2 32 Conflicting Peds, #/hr 003000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 90 - - 65 - ------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 81 81 81 81 81 81 81 81 81 81 81 81 Heavy Vehicles, %444444444444 Mvmt Flow 65 726 0 17 1190 154 14 0 27 22 2 40 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1344 0 0 729 0 0 1489 2237 366 1794 2160 672 Stage 1 ------859859-1301 1301 - Stage 2 ------6301378 - 493 859 - Critical Hdwy 4.18 - - 4.18 - - 7.58 6.58 6.98 7.58 6.58 6.98 Critical Hdwy Stg 1 ------6.58 5.58 - 6.58 5.58 - Critical Hdwy Stg 2 ------6.58 5.58 - 6.58 5.58 - Follow-up Hdwy 2.24 - - 2.24 - - 3.54 4.04 3.34 3.54 4.04 3.34 Pot Cap-1 Maneuver 498 - - 857 - - 84 41 625 50 46 394 Stage 1 ------313367-167226- Stage 2 ------431207-521367- Platoon blocked, % - - - - Mov Cap-1 Maneuver 498 - - 855 - - 64 35 623 42 39 394 Mov Cap-2 Maneuver ------6435-4239- Stage 1 ------271318-145221- Stage 2 ------376203-433318- Approach EB WB NB SB HCM Control Delay, s 1.1 0.1 35.3 104 HCM LOS E F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)159 498 - - 855 - - 93 HCM Lane V/C Ratio 0.256 0.131 - - 0.02 - - 0.69 HCM Control Delay (s) 35.3 13.3 - - 9.3 - - 104 HCM Lane LOS E B - - A - - F HCM 95th %tile Q(veh) 1 0.5 - - 0.1 - - 3.4 Item 8.b - Page 189 HCM 6th Signalized Intersection Summary Arroyo Grande 22: Traffic Way/Wesley St & E Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 14 433 178 110 534 8 528 24 19 7 34 16 Future Volume (veh/h) 14 433 178 110 534 8 528 24 19 7 34 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 17 535 0 136 659 9 673 0 0 9 42 4 Peak Hour Factor 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 0.81 Percent Heavy Veh, %333333333333 Cap, veh/h 399 671 357 1432 20 892 0 12 56 5 Arrive On Green 0.04 0.36 0.00 0.08 0.40 0.40 0.25 0.00 0.00 0.04 0.04 0.04 Sat Flow, veh/h 1767 1856 1572 1767 3559 49 3534 0 1572 297 1387 132 Grp Volume(v), veh/h 17 535 0 136 326 342 673 0 0 55 0 0 Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1763 1845 1767 0 1572 1817 0 0 Q Serve(g_s), s 0.3 15.0 0.0 2.6 7.9 7.9 10.2 0.0 0.0 1.7 0.0 0.0 Cycle Q Clear(g_c), s 0.3 15.0 0.0 2.6 7.9 7.9 10.2 0.0 0.0 1.7 0.0 0.0 Prop In Lane 1.00 1.00 1.00 0.03 1.00 1.00 0.16 0.07 Lane Grp Cap(c), veh/h 399 671 357 709 742 892 0 74 0 0 V/C Ratio(X)0.04 0.80 0.38 0.46 0.46 0.75 0.00 0.75 0.00 0.00 Avail Cap(c_a), veh/h 633 1379 610 1310 1371 1894 0 471 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 10.7 16.6 0.0 11.8 12.7 12.7 20.0 0.0 0.0 27.5 0.0 0.0 Incr Delay (d2), s/veh 0.0 2.2 0.0 0.2 0.5 0.4 1.3 0.0 0.0 5.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 6.1 0.0 0.9 2.9 3.0 3.9 0.0 0.0 0.8 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 10.7 18.8 0.0 12.1 13.2 13.1 21.3 0.0 0.0 33.0 0.0 0.0 LnGrp LOS B B B B B C A C A A Approach Vol, veh/h 552 A 804 673 A 55 Approach Delay, s/veh 18.6 13.0 21.3 33.0 Approach LOS B B C C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.4 25.1 6.0 6.0 27.5 18.3 Change Period (Y+Rc), s 3.7 * 4.2 3.7 3.7 * 4.2 3.7 Max Green Setting (Gmax), s 13.0 * 43 15.0 10.0 * 43 31.0 Max Q Clear Time (g_c+I1), s 4.6 17.0 3.7 2.3 9.9 12.2 Green Ext Time (p_c), s 0.1 3.9 0.1 0.0 4.9 2.4 Intersection Summary HCM 6th Ctrl Delay 17.7 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR] is excluded from calculations of the approach delay and intersection delay. Item 8.b - Page 190 HCM 6th TWSC Arroyo Grande 23: Bridge St/Nevada St & E Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 23 416 10 105 674 3 0 3 29 0 9 122 Future Vol, veh/h 23 416 10 105 674 3 0 3 29 0 9 122 Conflicting Peds, #/hr 8 0 6 10 0 8 6 0 10 4 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 60 - - 50 - ------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 76 76 76 76 76 76 76 76 76 76 76 76 Heavy Vehicles, %222222222222 Mvmt Flow 30 547 13 138 887 4 0 4 38 0 12 161 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 899 0 0 570 0 0 - 1799 574 - 1803 901 Stage 1 -------624--1173 - Stage 2 -------1175 - - 630 - Critical Hdwy 4.12 - - 4.12 - - - 6.52 6.22 - 6.52 6.22 Critical Hdwy Stg 1 -------5.52 - - 5.52 - Critical Hdwy Stg 2 -------5.52 - - 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - - 4.018 3.318 - 4.018 3.318 Pot Cap-1 Maneuver 756 - - 1002 - - 0 80 518 0 79 337 Stage 1 ------0478-0266- Stage 2 ------0265-0475- Platoon blocked, % - - - - Mov Cap-1 Maneuver 751 - - 994 - - - 65 509 - 64 334 Mov Cap-2 Maneuver -------65--64- Stage 1 -------455--227- Stage 2 -------227--452- Approach EB WB NB SB HCM Control Delay, s 0.5 1.2 18.4 42.8 HCM LOS C E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)310 751 - - 994 - - 259 HCM Lane V/C Ratio 0.136 0.04 - - 0.139 - - 0.666 HCM Control Delay (s) 18.4 10 - - 9.2 - - 42.8 HCM Lane LOS C A - - A - - E HCM 95th %tile Q(veh) 0.5 0.1 - - 0.5 - - 4.3 Item 8.b - Page 191 HCM 6th Signalized Intersection Summary Arroyo Grande 25: Mason St & E Branch St Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 26 422 12 81 585 17 15 64 264 9 70 63 Future Volume (veh/h) 26 422 12 81 585 17 15 64 264 9 70 63 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.96 1.00 1.00 0.97 0.96 0.99 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 35 570 15 109 791 22 20 86 129 12 95 49 Peak Hour Factor 0.74 0.74 0.74 0.74 0.74 0.74 0.74 0.74 0.74 0.74 0.74 0.74 Percent Heavy Veh, %222222222222 Cap, veh/h 43 859 23 141 958 27 132 266 377 104 183 89 Arrive On Green 0.02 0.47 0.47 0.08 0.53 0.53 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 1781 1812 48 1781 1811 50 179 1601 1518 65 1101 534 Grp Volume(v), veh/h 35 0 585 109 0 813 106 0 129 156 0 0 Grp Sat Flow(s),veh/h/ln1781 0 1860 1781 0 1861 1780 0 1518 1700 0 0 Q Serve(g_s), s 0.8 0.0 10.1 2.5 0.0 15.2 0.0 0.0 2.9 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.8 0.0 10.1 2.5 0.0 15.2 2.1 0.0 2.9 3.4 0.0 0.0 Prop In Lane 1.00 0.03 1.00 0.03 0.19 1.00 0.08 0.31 Lane Grp Cap(c), veh/h 43 0 882 141 0 985 398 0 377 375 0 0 V/C Ratio(X) 0.82 0.00 0.66 0.77 0.00 0.83 0.27 0.00 0.34 0.42 0.00 0.00 Avail Cap(c_a), veh/h 641 0 2677 641 0 2679 1133 0 1036 1097 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 20.3 0.0 8.4 18.8 0.0 8.2 15.4 0.0 13.0 15.9 0.0 0.0 Incr Delay (d2), s/veh 13.2 0.0 0.3 3.4 0.0 0.7 0.1 0.0 0.2 0.3 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 0.0 3.0 1.1 0.0 4.2 0.8 0.0 0.8 1.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.4 0.0 8.7 22.2 0.0 8.9 15.5 0.0 13.2 16.2 0.0 0.0 LnGrp LOS C A A C A A BABBAA Approach Vol, veh/h 620 922 235 156 Approach Delay, s/veh 10.1 10.5 14.2 16.2 Approach LOS B B B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s4.5 26.3 10.9 6.8 24.0 10.9 Change Period (Y+Rc), s 3.5 * 4.2 4.0 3.5 * 4.2 4.0 Max Green Setting (Gmax), s15.0 * 60 25.0 15.0 * 60 25.0 Max Q Clear Time (g_c+I1), s2.8 17.2 5.4 4.5 12.1 4.9 Green Ext Time (p_c), s 0.0 4.8 0.5 0.1 3.0 0.6 Intersection Summary HCM 6th Ctrl Delay 11.3 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 192 HCM 6th AWSC Arroyo Grande 26: Stanley Str/Corbett Canyon Rd & E Branch St/Huasna Rd Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Intersection Delay, s/veh21.2 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 183 231 18 5 288 69 13 2 4 41 1 173 Future Vol, veh/h 183 231 18 5 288 69 13 2 4 41 1 173 Peak Hour Factor 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 0.83 Heavy Vehicles, %333333333333 Mvmt Flow 220 278 22 6 347 83 16 2 5 49 1 208 Number of Lanes 010011010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 2 1 HCM Control Delay 29.5 16.3 10.7 13.7 HCM LOS D C B B Lane NBLn1 EBLn1WBLn1WBLn2 SBLn1 Vol Left, %68% 42% 2% 0% 19% Vol Thru, %11% 53% 98% 0% 0% Vol Right, %21% 4% 0% 100% 80% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 19 432 293 69 215 LT Vol 13 183 5 0 41 Through Vol 2 231 288 0 1 RT Vol 4 18 0 69 173 Lane Flow Rate 23 520 353 83 259 Geometry Grp 25772 Degree of Util (X) 0.047 0.82 0.604 0.126 0.433 Departure Headway (Hd) 7.339 5.674 6.157 5.437 6.017 Convergence, Y/N Yes Yes Yes Yes Yes Cap 491 635 582 655 593 Service Time 5.339 3.738 3.927 3.206 4.099 HCM Lane V/C Ratio 0.047 0.819 0.607 0.127 0.437 HCM Control Delay 10.7 29.5 18 9 13.7 HCM Lane LOS B D C A B HCM 95th-tile Q 0.1 8.5 4 0.4 2.2 Item 8.b - Page 193 HCM 6th AWSC Arroyo Grande 27: US 101 Ramps/Traffic Way & S Traffic Way Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Intersection Delay, s/veh11.2 Intersection LOS B Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 6 38 474 5 18 282 Future Vol, veh/h 6 38 474 5 18 282 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, %333333 Mvmt Flow 7 42 521 5 20 310 Number of Lanes 102011 Approach WB NB SB Opposing Approach SB NB Opposing Lanes 0 2 2 Conflicting Approach Left NB WB Conflicting Lanes Left 2 0 1 Conflicting Approach RightSB WB Conflicting Lanes Right 2 1 0 HCM Control Delay 8.7 11.1 11.7 HCM LOS A B B Lane NBLn1NBLn2WBLn1 SBLn1 SBLn2 Vol Left, %0% 0% 14% 100% 0% Vol Thru, %100% 97% 0% 0% 100% Vol Right, %0% 3% 86% 0% 0% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 316 163 44 18 282 LT Vol 0 0 6 18 0 Through Vol 316 158 0 0 282 RT Vol 0 5 38 0 0 Lane Flow Rate 347 179 48 20 310 Geometry Grp 77277 Degree of Util (X) 0.477 0.245 0.071 0.031 0.443 Departure Headway (Hd) 4.945 4.924 5.265 5.644 5.141 Convergence, Y/N Yes Yes Yes Yes Yes Cap 729 729 678 635 700 Service Time 2.674 2.652 3.318 3.376 2.873 HCM Lane V/C Ratio 0.476 0.246 0.071 0.031 0.443 HCM Control Delay 12.1 9.3 8.7 8.6 11.9 HCM Lane LOS BAAAB HCM 95th-tile Q 2.6 1 0.2 0.1 2.3 Item 8.b - Page 194 HCM 6th Signalized Intersection Summary Arroyo Grande 28: Traffic Way & Fair Oaks Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 525 133 239 324 174 224 Future Volume (veh/h) 525 133 239 324 174 224 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1856 1900 1856 1856 1856 1856 Adj Flow Rate, veh/h 799 0 303 410 220 0 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 Percent Heavy Veh, %303333 Cap, veh/h 1014 462 375 921 353 299 Arrive On Green 0.29 0.00 0.21 0.50 0.19 0.00 Sat Flow, veh/h 3534 1610 1767 1856 1856 1572 Grp Volume(v), veh/h 799 0 303 410 220 0 Grp Sat Flow(s),veh/h/ln1767 1610 1767 1856 1856 1572 Q Serve(g_s), s 8.8 0.0 6.9 6.1 4.6 0.0 Cycle Q Clear(g_c), s 8.8 0.0 6.9 6.1 4.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1014 462 375 921 353 299 V/C Ratio(X) 0.79 0.00 0.81 0.44 0.62 0.00 Avail Cap(c_a), veh/h 1698 773 874 1984 1984 1681 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 14.0 0.0 15.9 6.9 15.8 0.0 Incr Delay (d2), s/veh 0.5 0.0 1.6 0.1 0.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.8 0.0 2.4 1.5 1.7 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 14.5 0.0 17.5 7.0 16.5 0.0 LnGrp LOS BABABA Approach Vol, veh/h 799 713 220 Approach Delay, s/veh 14.5 11.5 16.5 Approach LOS B B B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 25.7 16.8 13.0 12.7 Change Period (Y+Rc), s 4.6 4.6 4.0 4.6 Max Green Setting (Gmax), s 45.4 20.4 21.0 45.4 Max Q Clear Time (g_c+I1), s 8.1 10.8 8.9 6.6 Green Ext Time (p_c), s 1.6 1.3 0.4 0.8 Intersection Summary HCM 6th Ctrl Delay 13.5 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 195 HCM 6th AWSC Arroyo Grande 29: Orchard Ave/US 101 SB & Fair Oaks Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Intersection Delay, s/veh39.8 Intersection LOS E Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 496 19 110 374 0 44 0 143 33 85 173 Future Vol, veh/h 0 496 19 110 374 0 44 0 143 33 85 173 Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Heavy Vehicles, %333333333333 Mvmt Flow 0 620 24 138 468 0 55 0 179 41 106 216 Number of Lanes 020020010110 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 2 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 2 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 2 2 HCM Control Delay 54 33.6 25.7 34 HCM LOS F D D D Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %24% 0% 0% 47% 0% 100% 0% Vol Thru, %0% 100% 90% 53% 100% 0% 33% Vol Right, %76% 0% 10% 0% 0% 0% 67% Sign Control Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 187 331 184 235 249 33 258 LT Vol 44 0 0 110 0 33 0 Through Vol 0 331 165 125 249 0 85 RT Vol 143 0 19 0 0 0 173 Lane Flow Rate 234 413 230 293 312 41 322 Geometry Grp 6777777 Degree of Util (X) 0.604 0.993 0.549 0.733 0.757 0.112 0.782 Departure Headway (Hd) 9.309 8.648 8.573 8.991 8.746 9.736 8.727 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Cap 388 422 422 402 415 368 416 Service Time 7.367 6.403 6.328 6.748 6.503 7.488 6.478 HCM Lane V/C Ratio 0.603 0.979 0.545 0.729 0.752 0.111 0.774 HCM Control Delay 25.7 72.2 21.3 32.9 34.2 13.7 36.6 HCM Lane LOS D F C D D B E HCM 95th-tile Q 3.8 12.2 3.2 5.7 6.2 0.4 6.7 Item 8.b - Page 196 HCM 6th Signalized Intersection Summary Arroyo Grande 30: Valley Rd & Fair Oaks Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 361 174 153 256 0 284 0 249 0 0 0 Future Volume (veh/h) 0 361 174 153 256 0 284 0 249 0 0 0 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 508 190 215 361 0 409 0 20 0 0 0 Peak Hour Factor 0.71 0.71 0.71 0.71 0.71 0.71 0.71 0.71 0.71 0.71 0.71 0.71 Percent Heavy Veh, %222222222222 Cap, veh/h 155 1049 390 285 2308 0 632 0 279 0 4 0 Arrive On Green 0.00 0.41 0.41 0.16 0.65 0.00 0.18 0.00 0.18 0.00 0.00 0.00 Sat Flow, veh/h 1021 2534 943 1781 3647 0 3553 0 1566 0 1870 0 Grp Volume(v), veh/h 0 355 343 215 361 0 409 0 20 0 0 0 Grp Sat Flow(s),veh/h/ln1021 1777 1701 1781 1777 0 1776 0 1566 0 1870 0 Q Serve(g_s), s 0.0 6.8 6.9 5.3 1.8 0.0 5.0 0.0 0.5 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 6.8 6.9 5.3 1.8 0.0 5.0 0.0 0.5 0.0 0.0 0.0 Prop In Lane 1.00 0.55 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 155 736 704 285 2308 0 632 0 279 0 4 0 V/C Ratio(X) 0.00 0.48 0.49 0.75 0.16 0.00 0.65 0.00 0.07 0.00 0.00 0.00 Avail Cap(c_a), veh/h 514 1360 1302 1018 2720 0 2796 0 1233 0 665 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 10.0 10.0 18.6 3.2 0.0 17.7 0.0 15.9 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.8 0.9 1.5 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.0 2.3 2.3 2.0 0.3 0.0 1.8 0.0 0.2 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 10.8 10.9 20.1 3.2 0.0 18.1 0.0 15.9 0.0 0.0 0.0 LnGrp LOS A B B C A A BABAAA Approach Vol, veh/h 698 576 429 0 Approach Delay, s/veh 10.8 9.5 18.0 0.0 Approach LOS B A B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s10.9 23.7 0.0 34.6 11.8 Change Period (Y+Rc), s 3.5 4.5 3.5 4.5 3.5 Max Green Setting (Gmax), s26.5 35.5 16.5 35.5 36.5 Max Q Clear Time (g_c+I1), s7.3 8.9 0.0 3.8 7.0 Green Ext Time (p_c), s 0.1 8.2 0.0 3.4 0.8 Intersection Summary HCM 6th Ctrl Delay 12.2 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 197 HCM 6th Signalized Intersection Summary Arroyo Grande 31: Halcyon Rd & Fair Oaks Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 58 179 28 164 170 212 19 523 185 151 236 38 Future Volume (veh/h) 58 179 28 164 170 212 19 523 185 151 236 38 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.97 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 76 236 25 216 224 190 25 688 175 199 311 26 Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76 Percent Heavy Veh, %222222222222 Cap, veh/h 98 395 42 167 255 216 34 883 224 167 1295 108 Arrive On Green 0.06 0.24 0.24 0.09 0.28 0.28 0.02 0.32 0.32 0.09 0.39 0.39 Sat Flow, veh/h 1781 1660 176 1781 922 782 1781 2798 711 1781 3321 276 Grp Volume(v), veh/h 76 0 261 216 0 414 25 437 426 199 166 171 Grp Sat Flow(s),veh/h/ln1781 0 1836 1781 0 1705 1781 1777 1733 1781 1777 1820 Q Serve(g_s), s 2.9 0.0 8.8 6.5 0.0 16.1 1.0 15.5 15.5 6.5 4.3 4.4 Cycle Q Clear(g_c), s 2.9 0.0 8.8 6.5 0.0 16.1 1.0 15.5 15.5 6.5 4.3 4.4 Prop In Lane 1.00 0.10 1.00 0.46 1.00 0.41 1.00 0.15 Lane Grp Cap(c), veh/h 98 0 436 167 0 471 34 560 547 167 693 709 V/C Ratio(X) 0.77 0.00 0.60 1.29 0.00 0.88 0.73 0.78 0.78 1.19 0.24 0.24 Avail Cap(c_a), veh/h 270 0 596 167 0 553 90 730 712 167 807 826 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.3 0.0 23.5 31.4 0.0 24.0 33.8 21.5 21.6 31.4 14.2 14.3 Incr Delay (d2), s/veh 12.0 0.0 1.3 169.4 0.0 13.5 25.1 4.0 4.2 130.7 0.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.5 0.0 3.7 10.5 0.0 7.8 0.7 6.7 6.6 8.7 1.7 1.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.4 0.0 24.8 200.8 0.0 37.5 58.9 25.6 25.7 162.2 14.4 14.4 LnGrp LOS D A C F A D E C C F B B Approach Vol, veh/h 337 630 888 536 Approach Delay, s/veh 29.2 93.5 26.6 69.3 Approach LOS C F C E Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s11.0 26.4 8.3 23.7 5.8 31.5 11.0 21.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s6.5 28.5 10.5 22.5 3.5 31.5 6.5 22.5 Max Q Clear Time (g_c+I1), s8.5 17.5 4.9 18.1 3.0 6.4 8.5 10.8 Green Ext Time (p_c), s 0.0 4.4 0.1 1.1 0.0 2.0 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 54.2 HCM 6th LOS D Item 8.b - Page 198 HCM 6th TWSC Arroyo Grande 32: Halcyon Rd & Farroll Ave Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Int Delay, s/veh 12.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 114 0 16 0 0 2 23 615 0 1 343 78 Future Vol, veh/h 114 0 16 0 0 2 23 615 0 1 343 78 Conflicting Peds, #/hr 303101301103 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------50--50-140 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 83 83 83 83 83 83 83 83 83 83 83 83 Heavy Vehicles, %333333333333 Mvmt Flow 137 0 19 0 0 2 28 741 0 1 413 94 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1219 1216 419 1273 1310 745 510 0 0 742 0 0 Stage 1 418 418 - 798 798 ------- Stage 2 801 798 - 475 512 ------- Critical Hdwy 7.13 6.53 6.23 7.13 6.53 6.23 4.13 - - 4.13 - - Critical Hdwy Stg 1 6.13 5.53 - 6.13 5.53 ------- Critical Hdwy Stg 2 6.13 5.53 - 6.13 5.53 ------- Follow-up Hdwy 3.527 4.027 3.327 3.527 4.027 3.327 2.227 - - 2.227 - - Pot Cap-1 Maneuver 156 180 632 144 158 412 1050 - - 861 - - Stage 1 610 589 - 378 397 ------- Stage 2 377 397 - 569 535 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 151 174 628 136 153 411 1047 - - 860 - - Mov Cap-2 Maneuver 151 174 - 136 153 ------- Stage 1 592 587 - 367 386 ------- Stage 2 364 386 - 549 533 ------- Approach EB WB NB SB HCM Control Delay, s 109 13.8 0.3 0 HCM LOS F B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1047 - - 167 411 860 - - HCM Lane V/C Ratio 0.026 - - 0.938 0.006 0.001 - - HCM Control Delay (s) 8.5 - - 109 13.8 9.2 - - HCM Lane LOS A - - F B A - - HCM 95th %tile Q(veh) 0.1 - - 7 0 0 - - Item 8.b - Page 199 HCM 6th AWSC Arroyo Grande 33: Halcyon Rd & The Pike Existing Conditions 2019 - AM Peak GHD Synchro 10 Report Intersection Intersection Delay, s/veh 22.3 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 194 1 67 0 1 2 45 366 0 2 199 138 Future Vol, veh/h 194 1 67 0 1 2 45 366 0 2 199 138 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Heavy Vehicles, %333333333333 Mvmt Flow 231 1 80 0 1 2 54 436 0 2 237 164 Number of Lanes 110010010011 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 2 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 2 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 2 HCM Control Delay 15.3 10.8 35 12.5 HCM LOS C B D B Lane NBLn1 EBLn1 EBLn2 WBLn1 SBLn1 SBLn2 Vol Left, %11% 100% 0% 0% 1% 0% Vol Thru, %89% 0% 1% 33% 99% 0% Vol Right, %0% 0% 99% 67% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 411 194 68 3 201 138 LT Vol 451940020 Through Vol 366 0 1 1 199 0 RT Vol 0 0 67 2 0 138 Lane Flow Rate 489 231 81 4 239 164 Geometry Grp 677677 Degree of Util (X) 0.849 0.481 0.141 0.008 0.427 0.26 Departure Headway (Hd)6.244 7.495 6.28 7.689 6.418 5.7 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 577 480 568 468 558 626 Service Time 4.301 5.263 4.048 5.689 4.188 3.469 HCM Lane V/C Ratio 0.847 0.481 0.143 0.009 0.428 0.262 HCM Control Delay 35 17.1 10.1 10.8 13.9 10.5 HCM Lane LOS D C BBBB HCM 95th-tile Q 9.1 2.6 0.5 0 2.1 1 Item 8.b - Page 200 HCM 6th Signalized Intersection Summary Arroyo Grande 1: Oak Park Blvd & James Way Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 70 129 265 138 68 32 219 174 144 49 441 52 Future Volume (veh/h) 70 129 265 138 68 32 219 174 144 49 441 52 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 80 147 48 157 77 20 249 198 54 56 501 50 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, %222222222222 Cap, veh/h 102 240 200 204 266 69 312 1013 270 69 747 74 Arrive On Green 0.06 0.13 0.13 0.11 0.19 0.19 0.17 0.37 0.37 0.04 0.23 0.23 Sat Flow, veh/h 1781 1870 1560 1781 1432 372 1781 2776 738 1781 3264 325 Grp Volume(v), veh/h 80 147 48 157 0 97 249 125 127 56 272 279 Grp Sat Flow(s),veh/h/ln 1781 1870 1560 1781 0 1803 1781 1777 1737 1781 1777 1812 Q Serve(g_s), s 2.1 3.5 1.3 4.1 0.0 2.2 6.4 2.3 2.4 1.5 6.6 6.7 Cycle Q Clear(g_c), s 2.1 3.5 1.3 4.1 0.0 2.2 6.4 2.3 2.4 1.5 6.6 6.7 Prop In Lane 1.00 1.00 1.00 0.21 1.00 0.42 1.00 0.18 Lane Grp Cap(c), veh/h 102 240 200 204 0 335 312 649 634 69 407 415 V/C Ratio(X) 0.78 0.61 0.24 0.77 0.00 0.29 0.80 0.19 0.20 0.81 0.67 0.67 Avail Cap(c_a), veh/h 749 983 820 749 0 948 749 1308 1279 749 1308 1333 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 22.1 19.6 18.6 20.4 0.0 16.7 18.8 10.3 10.3 22.7 16.7 16.7 Incr Delay (d2), s/veh 4.9 0.9 0.2 2.3 0.0 0.2 1.8 0.1 0.1 8.2 0.7 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 1.4 0.4 1.6 0.0 0.8 2.3 0.7 0.7 0.7 2.4 2.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.0 20.6 18.9 22.7 0.0 16.8 20.6 10.4 10.4 30.8 17.4 17.4 LnGrp LOS C C B C A B C B B C B B Approach Vol, veh/h 275 254 501 607 Approach Delay, s/veh 22.1 20.5 15.5 18.7 Approach LOS C C B B Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 5.3 22.3 9.0 11.0 11.8 15.8 6.2 13.7 Change Period (Y+Rc), s 3.5 4.9 3.5 4.9 3.5 4.9 3.5 4.9 Max Green Setting (Gmax), s 20.0 35.0 20.0 25.0 20.0 35.0 20.0 25.0 Max Q Clear Time (g_c+I1), s 3.5 4.4 6.1 5.5 8.4 8.7 4.1 4.2 Green Ext Time (p_c), s 0.0 0.8 0.2 0.5 0.3 2.2 0.1 0.3 Intersection Summary HCM 6th Ctrl Delay 18.6 HCM 6th LOS B Item 8.b - Page 201 HCM 6th AWSC Arroyo Grande 2: Rodeo Dr & James Way Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Intersection Delay, s/veh 9.1 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 2 178 39 11 154 0 30 0 21 0 0 2 Future Vol, veh/h 2 178 39 11 154 0 30 0 21 0 0 2 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, %222222222222 Mvmt Flow 2 189 41 12 164 0 32 0 22 0 0 2 Number of Lanes 110110010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 2 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 2 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 2 2 HCM Control Delay 9.4 8.9 8.2 7.4 HCM LOS A A A A Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1 Vol Left, %59% 100% 0% 100% 0% 0% Vol Thru, %0% 0% 82% 0% 100% 0% Vol Right, %41% 0% 18% 0% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 51 2 217 11 154 2 LT Vol 30 2 0 11 0 0 Through Vol 0 0 178 0 154 0 RT Vol 21 0 39 0 0 2 Lane Flow Rate 54 2 231 12 164 2 Geometry Grp 277772 Degree of Util (X) 0.072 0.003 0.295 0.017 0.221 0.003 Departure Headway (Hd) 4.771 5.324 4.697 5.358 4.856 4.371 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 754 676 771 672 744 821 Service Time 2.78 3.024 2.397 3.058 2.556 2.385 HCM Lane V/C Ratio 0.072 0.003 0.3 0.018 0.22 0.002 HCM Control Delay 8.2 8 9.4 8.2 8.9 7.4 HCM Lane LOS AAAAAA HCM 95th-tile Q 0.2 0 1.2 0.1 0.8 0 Item 8.b - Page 202 HCM 6th AWSC Arroyo Grande 3: Tally Ho Rd & James Way Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Intersection Delay, s/veh 8.8 Intersection LOS A Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 109 86 56 58 76 104 Future Vol, veh/h 109 86 56 58 76 104 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Heavy Vehicles, %222222 Mvmt Flow 117 92 60 62 82 112 Number of Lanes 100110 Approach EB NB SB Opposing Approach SB NB Opposing Lanes 0 1 1 Conflicting Approach Left SB EB Conflicting Lanes Left 1 1 0 Conflicting Approach RightNB EB Conflicting Lanes Right 1 0 1 HCM Control Delay 9.1 8.7 8.5 HCM LOS A A A Lane NBLn1 EBLn1 SBLn1 Vol Left, %49% 56% 0% Vol Thru, %51% 0% 42% Vol Right, %0% 44% 58% Sign Control Stop Stop Stop Traffic Vol by Lane 114 195 180 LT Vol 56 109 0 Through Vol 58 0 76 RT Vol 0 86 104 Lane Flow Rate 123 210 194 Geometry Grp 1 1 1 Degree of Util (X) 0.161 0.261 0.227 Departure Headway (Hd) 4.733 4.486 4.226 Convergence, Y/N Yes Yes Yes Cap 758 801 850 Service Time 2.762 2.513 2.252 HCM Lane V/C Ratio 0.162 0.262 0.228 HCM Control Delay 8.7 9.1 8.5 HCM Lane LOS A A A HCM 95th-tile Q 0.6 1 0.9 Item 8.b - Page 203 HCM 6th Signalized Intersection Summary Arroyo Grande 4: Oak Park Blvd & US 101 NB On Ramp/W Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 0 0 372 44 195 265 464 334 149 725 159 Future Volume (veh/h) 0 0 0 372 44 195 265 464 334 149 725 159 Initial Q (Qb), veh 0 0 0 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 430 0 35 282 494 196 159 771 142 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %2 2 2 222222 Cap, veh/h 649 0 289 523 1019 402 543 1067 197 Arrive On Green 0.18 0.00 0.18 0.14 0.41 0.41 0.09 0.36 0.36 Sat Flow, veh/h 3563 0 1585 1781 2485 980 1781 2995 552 Grp Volume(v), veh/h 430 0 35 282 352 338 159 457 456 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1777 1688 1781 1777 1770 Q Serve(g_s), s 4.3 0.0 0.7 3.5 5.6 5.7 2.1 8.6 8.6 Cycle Q Clear(g_c), s 4.3 0.0 0.7 3.5 5.6 5.7 2.1 8.6 8.6 Prop In Lane 1.00 1.00 1.00 0.58 1.00 0.31 Lane Grp Cap(c), veh/h 649 0 289 523 728 692 543 633 631 V/C Ratio(X)0.66 0.00 0.12 0.54 0.48 0.49 0.29 0.72 0.72 Avail Cap(c_a), veh/h 1851 0 824 958 1148 1091 1074 1148 1144 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 14.7 0.0 13.2 7.3 8.4 8.4 6.7 10.8 10.8 Incr Delay (d2), s/veh 0.4 0.0 0.1 0.3 0.2 0.2 0.1 0.6 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.0 0.2 0.8 1.6 1.5 0.5 2.3 2.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 15.1 0.0 13.3 7.7 8.6 8.6 6.8 11.4 11.4 LnGrp LOS B A B AAAABB Approach Vol, veh/h 465 972 1072 Approach Delay, s/veh 15.0 8.3 10.7 Approach LOS B A B Timer - Assigned Phs 1 2 5 6 8 Phs Duration (G+Y+Rc), s7.0 20.3 9.1 18.2 11.4 Change Period (Y+Rc), s 3.5 4.4 3.5 4.4 4.4 Max Green Setting (Gmax), s15.0 25.0 15.0 25.0 20.1 Max Q Clear Time (g_c+I1), s4.1 7.7 5.5 10.6 6.3 Green Ext Time (p_c), s 0.1 2.7 0.3 3.1 0.8 Intersection Summary HCM 6th Ctrl Delay 10.6 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. User approved volume balancing among the lanes for turning movement. Item 8.b - Page 204 HCM 6th Signalized Intersection Summary Arroyo Grande 5: Oak Park Blvd & El Camino Real Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 326 65 378 27 37 83 65 631 21 147 706 252 Future Volume (veh/h) 326 65 378 27 37 83 65 631 21 147 706 252 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 392 0 72 28 39 4 68 664 19 155 743 176 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %222222222222 Cap, veh/h 614 0 272 41 57 85 341 995 28 423 1181 527 Arrive On Green 0.17 0.00 0.17 0.05 0.05 0.05 0.04 0.28 0.28 0.09 0.33 0.33 Sat Flow, veh/h 3563 0 1577 766 1066 1585 1781 3528 101 1781 3554 1585 Grp Volume(v), veh/h 392 0 72 67 0 4 68 334 349 155 743 176 Grp Sat Flow(s),veh/h/ln1781 0 1577 1832 0 1585 1781 1777 1852 1781 1777 1585 Q Serve(g_s), s 4.3 0.0 1.7 1.5 0.0 0.1 1.1 6.9 7.0 2.4 7.4 3.5 Cycle Q Clear(g_c), s 4.3 0.0 1.7 1.5 0.0 0.1 1.1 6.9 7.0 2.4 7.4 3.5 Prop In Lane 1.00 1.00 0.42 1.00 1.00 0.05 1.00 1.00 Lane Grp Cap(c), veh/h 614 0 272 98 0 85 341 501 522 423 1181 527 V/C Ratio(X) 0.64 0.00 0.26 0.68 0.00 0.05 0.20 0.67 0.67 0.37 0.63 0.33 Avail Cap(c_a), veh/h 1707 0 756 659 0 570 908 1064 1109 900 2129 950 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.1 0.0 15.0 19.4 0.0 18.7 10.3 13.2 13.2 9.4 11.8 10.5 Incr Delay (d2), s/veh 0.4 0.0 0.2 3.1 0.0 0.1 0.1 0.6 0.6 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.4 0.0 0.5 0.6 0.0 0.0 0.4 2.4 2.5 0.7 2.3 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.5 0.0 15.2 22.4 0.0 18.8 10.4 13.8 13.8 9.6 12.0 10.6 LnGrp LOS B A B C A B BBBABB Approach Vol, veh/h 464 71 751 1074 Approach Delay, s/veh 16.3 22.2 13.5 11.4 Approach LOS B C B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s7.3 16.2 11.6 5.2 18.3 6.6 Change Period (Y+Rc), s 3.5 4.4 4.4 3.5 4.4 4.4 Max Green Setting (Gmax), s15.0 25.0 20.0 15.0 25.0 15.0 Max Q Clear Time (g_c+I1), s4.4 9.0 6.3 3.1 9.4 3.5 Green Ext Time (p_c), s 0.1 2.7 0.7 0.0 3.5 0.1 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 205 HCM 6th Signalized Intersection Summary Arroyo Grande 6: US 101 NB Ramps/Camino Mercado & W Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 424 1 185 331 21 264 17 23 23 16 37 Future Volume (veh/h) 55 424 1 185 331 21 264 17 23 23 16 37 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 60 466 1 203 364 21 290 19 0 25 18 0 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, %222222222222 Cap, veh/h 86 757 2 261 536 31 388 408 67 71 0 Arrive On Green 0.05 0.21 0.21 0.15 0.31 0.31 0.22 0.22 0.00 0.04 0.04 0.00 Sat Flow, veh/h 1781 3638 8 1781 1751 101 1781 1870 1585 1781 1870 0 Grp Volume(v), veh/h 60 228 239 203 0 385 290 19 0 25 18 0 Grp Sat Flow(s),veh/h/ln1781 1777 1869 1781 0 1852 1781 1870 1585 1781 1870 0 Q Serve(g_s), s 1.4 4.8 4.8 4.5 0.0 7.5 6.2 0.3 0.0 0.6 0.4 0.0 Cycle Q Clear(g_c), s 1.4 4.8 4.8 4.5 0.0 7.5 6.2 0.3 0.0 0.6 0.4 0.0 Prop In Lane 1.00 0.00 1.00 0.05 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 86 370 389 261 0 567 388 408 67 71 0 V/C Ratio(X) 0.70 0.62 0.62 0.78 0.00 0.68 0.75 0.05 0.37 0.25 0.00 Avail Cap(c_a), veh/h 260 692 728 434 0 902 1388 1457 694 729 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 19.2 14.8 14.8 16.9 0.0 12.5 15.0 12.7 0.0 19.3 19.2 0.0 Incr Delay (d2), s/veh 9.7 1.7 1.6 4.9 0.0 1.4 2.9 0.0 0.0 3.4 1.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 1.7 1.7 1.8 0.0 2.4 2.5 0.1 0.0 0.3 0.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.0 16.4 16.4 21.8 0.0 13.9 17.9 12.7 0.0 22.7 21.1 0.0 LnGrp LOS C B B C A B B B C C A Approach Vol, veh/h 527 588 309 A 43 Approach Delay, s/veh 17.8 16.6 17.6 22.0 Approach LOS B B B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s6.0 16.6 13.0 10.0 12.5 5.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s6.0 20.0 32.0 10.0 16.0 16.0 Max Q Clear Time (g_c+I1), s3.4 9.5 8.2 6.5 6.8 2.6 Green Ext Time (p_c), s 0.0 1.6 1.0 0.2 1.7 0.1 Intersection Summary HCM 6th Ctrl Delay 17.4 HCM 6th LOS B Notes Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. Item 8.b - Page 206 HCM 6th Signalized Intersection Summary Arroyo Grande 7: W Branch St & Rancho Pkwy Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 90 297 275 328 270 145 Future Volume (veh/h) 90 297 275 328 270 145 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1900 Adj Flow Rate, veh/h 98 323 299 155 185 193 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %222220 Cap, veh/h 168 2003 795 402 318 287 Arrive On Green 0.09 0.56 0.35 0.35 0.18 0.18 Sat Flow, veh/h 1781 3647 2371 1150 1781 1610 Grp Volume(v), veh/h 98 323 232 222 185 193 Grp Sat Flow(s),veh/h/ln1781 1777 1777 1650 1781 1610 Q Serve(g_s), s 1.5 1.3 2.8 2.9 2.8 3.3 Cycle Q Clear(g_c), s 1.5 1.3 2.8 2.9 2.8 3.3 Prop In Lane 1.00 0.70 1.00 1.00 Lane Grp Cap(c), veh/h 168 2003 621 576 318 287 V/C Ratio(X) 0.59 0.16 0.37 0.39 0.58 0.67 Avail Cap(c_a), veh/h 1838 4889 2444 2269 1838 1661 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.6 3.0 7.1 7.1 11.0 11.2 Incr Delay (d2), s/veh 1.2 0.1 0.6 0.7 0.6 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 0.0 0.6 0.6 0.8 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.8 3.1 7.7 7.8 11.6 12.2 LnGrp LOS BAAABB Approach Vol, veh/h 421 454 378 Approach Delay, s/veh 5.6 7.8 11.9 Approach LOS A A B Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s6.2 14.2 8.7 20.4 Change Period (Y+Rc), s 3.5 4.0 3.5 4.0 Max Green Setting (Gmax), s30.0 40.0 30.0 40.0 Max Q Clear Time (g_c+I1), s3.5 4.9 5.3 3.3 Green Ext Time (p_c), s 0.0 4.8 0.2 3.5 Intersection Summary HCM 6th Ctrl Delay 8.3 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 207 Timings Arroyo Grande 8: Brisco Rd & W Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Lane Group EBT EBR WBL WBT NBL Ø5 Ø6 Lane Configurations Traffic Volume (vph) 151 415 112 171 434 Future Volume (vph) 151 415 112 171 434 Turn Type NA Perm pm+pt NA Prot Protected Phases 4 3 8 6 5 5 6 Permitted Phases 4 8 Detector Phase 44386 5 Switch Phase Minimum Initial (s) 7.0 7.0 4.0 5.0 5.0 7.0 Minimum Split (s)11.9 11.9 7.5 9.9 8.5 10.8 Total Split (s)18.9 18.9 11.5 30.9 17.5 31.6 Total Split (%)23.6% 23.6% 14.4% 38.6%22% 40% Yellow Time (s)3.9 3.9 3.0 3.9 3.0 3.0 All-Red Time (s)1.0 1.0 0.5 1.0 0.5 0.8 Lost Time Adjust (s)0.0 0.0 0.0 0.0 Total Lost Time (s)4.9 4.9 3.5 4.9 Lead/Lag Lag Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None C-Min Act Effct Green (s)11.7 11.7 30.3 28.9 42.4 Actuated g/C Ratio 0.15 0.15 0.38 0.36 0.53 v/c Ratio 0.59 0.73 0.25 0.27 0.30 Control Delay 40.6 11.0 18.1 19.4 2.1 Queue Delay 0.0 33.3 0.0 0.0 0.3 Total Delay 40.6 44.3 18.1 19.4 2.4 LOS D D B B A Approach Delay 43.3 18.9 2.4 Approach LOS D B A Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:NBL, Start of Yellow Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Intersection Signal Delay: 22.9 Intersection LOS: C Intersection Capacity Utilization 39.7%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 8: Brisco Rd & W Branch St Item 8.b - Page 208 Timings Arroyo Grande 9: Brisco Rd & US 101 NB On/US 101 NB Off Existing Conditions - PM Peak Hour GHD Synchro 10 Report Lane Group WBT WBR NBL NBT SBT Ø3 Ø4 Ø8 Lane Configurations Traffic Volume (vph)0 152 249 364 478 Future Volume (vph)0 152 249 364 478 Turn Type NA Perm Split NA NA Protected Phases 5 6 6 3 4 8 3 4 8 Permitted Phases 5 Detector Phase 55663 4 8 Switch Phase Minimum Initial (s) 5.0 5.0 7.0 7.0 4.0 7.0 5.0 Minimum Split (s)8.5 8.5 10.8 10.8 7.5 11.9 9.9 Total Split (s)17.5 17.5 31.6 31.6 11.5 18.9 30.9 Total Split (%)21.9% 21.9% 39.5% 39.5%14% 24% 39% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.9 3.9 All-Red Time (s)0.5 0.5 0.8 0.8 0.5 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 Total Lost Time (s)3.5 3.5 3.8 3.8 Lead/Lag Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None C-Min C-Min None None None Act Effct Green (s)10.0 10.0 28.9 28.9 30.3 Actuated g/C Ratio 0.12 0.12 0.36 0.36 0.38 v/c Ratio 0.58 0.47 0.41 0.56 0.76 Control Delay 42.7 10.4 27.1 30.3 23.2 Queue Delay 0.0 0.0 0.6 1.4 68.6 Total Delay 42.7 10.4 27.7 31.7 91.8 LOS D B C C F Approach Delay 24.8 30.1 91.8 Approach LOS C C F Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:NBL, Start of Yellow Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Intersection Signal Delay: 51.6 Intersection LOS: D Intersection Capacity Utilization 57.8%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 9: Brisco Rd & US 101 NB On/US 101 NB Off Item 8.b - Page 209 Timings Arroyo Grande 10: Brisco Rd & El Camino Real Existing Conditions - PM Peak Hour GHD Synchro 10 Report Lane Group EBL EBT WBL WBT WBR NBT NBR SBT Lane Configurations Traffic Volume (vph)13 186 37 77 356 242 67 271 Future Volume (vph) 13 186 37 77 356 242 67 271 Turn Type Perm NA Perm NA pm+ov NA Perm NA Protected Phases 8 4 2 1 2 Permitted Phases 8441 Detector Phase 88442112 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)9.3 9.3 9.3 9.3 7.5 8.1 8.1 7.5 Total Split (s)18.3 18.3 18.3 18.3 37.6 24.1 24.1 37.6 Total Split (%)22.9% 22.9% 22.9% 22.9% 47.0% 30.1% 30.1% 47.0% Yellow Time (s)4.3 4.3 4.3 4.3 3.0 3.6 3.6 3.0 All-Red Time (s)1.0 1.0 1.0 1.0 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.3 5.3 5.3 5.3 3.5 4.1 4.1 3.5 Lead/Lag Lead Lag Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Recall Mode None None Min Min C-Min None None C-Min Act Effct Green (s)13.3 13.3 13.3 13.3 56.5 15.9 15.9 37.9 Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.71 0.20 0.20 0.47 v/c Ratio 0.06 0.83 0.38 0.27 0.20 0.79 0.20 0.76 Control Delay 28.7 53.6 40.7 31.3 4.8 46.1 7.1 35.6 Queue Delay 0.1 0.0 0.0 0.0 0.0 0.0 0.0 54.6 Total Delay 28.8 53.6 40.7 31.3 4.8 46.1 7.1 90.2 LOS CDDCADAF Approach Delay 52.3 12.0 38.3 90.2 Approach LOS D B D F Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:SBTL, Start of Yellow, Master Intersection Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 51.8 Intersection LOS: D Intersection Capacity Utilization 79.2%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 10: Brisco Rd & El Camino Real Item 8.b - Page 210 HCM 6th TWSC Arroyo Grande 11: W Branch St & Rodeo Dr Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Int Delay, s/veh 2.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 60 159 206 13 26 73 Future Vol, veh/h 60 159 206 13 26 73 Conflicting Peds, #/hr 200222 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 125 - - - 0 - Veh in Median Storage, # - 0 0 - 1 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, %222222 Mvmt Flow 65 171 222 14 28 78 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 238 0 - 0 534 233 Stage 1 ----231- Stage 2 ----303- Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 ----5.42 - Critical Hdwy Stg 2 ----5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1329 - - - 507 806 Stage 1 ----807- Stage 2 ----749- Platoon blocked, % - - - Mov Cap-1 Maneuver 1327 - - - 480 803 Mov Cap-2 Maneuver ----564- Stage 1 ----766- Stage 2 ----748- Approach EB WB SB HCM Control Delay, s 2.2 0 10.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 Capacity (veh/h)1327 - - - 723 HCM Lane V/C Ratio 0.049 - - - 0.147 HCM Control Delay (s) 7.9 - - - 10.8 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.2 - - - 0.5 Item 8.b - Page 211 HCM 6th Signalized Intersection Summary Arroyo Grande 12: Halcyon Rd/US 101 SB Ramps & El Camino Real Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 289 54 186 11 62 24 285 59 3 22 315 116 Future Volume (veh/h) 289 54 186 11 62 24 285 59 3 22 315 116 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 304 57 152 12 65 19 347 0 0 23 332 60 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %222222222222 Cap, veh/h 364 99 264 214 190 55 504 265 31 448 407 Arrive On Green 0.20 0.22 0.22 0.12 0.14 0.14 0.14 0.00 0.00 0.26 0.26 0.26 Sat Flow, veh/h 1781 449 1199 1781 1391 407 3563 1870 0 121 1744 1585 Grp Volume(v), veh/h 304 0 209 12 0 84 347 0 0 355 0 60 Grp Sat Flow(s),veh/h/ln 1781 0 1648 1781 0 1797 1781 1870 0 1864 0 1585 Q Serve(g_s), s 9.5 0.0 6.6 0.3 0.0 2.5 5.4 0.0 0.0 10.2 0.0 1.7 Cycle Q Clear(g_c), s 9.5 0.0 6.6 0.3 0.0 2.5 5.4 0.0 0.0 10.2 0.0 1.7 Prop In Lane 1.00 0.73 1.00 0.23 1.00 0.00 0.06 1.00 Lane Grp Cap(c), veh/h 364 0 363 214 0 245 504 265 479 0 407 V/C Ratio(X)0.84 0.00 0.58 0.06 0.00 0.34 0.69 0.00 0.74 0.00 0.15 Avail Cap(c_a), veh/h 704 0 453 245 0 278 1836 964 4068 0 3459 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.2 0.0 20.3 22.7 0.0 22.8 23.8 0.0 0.0 19.9 0.0 16.7 Incr Delay (d2), s/veh 2.0 0.0 1.4 0.0 0.0 0.6 1.3 0.0 0.0 2.3 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.8 0.0 2.4 0.1 0.0 1.0 2.2 0.0 0.0 4.4 0.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.2 0.0 21.7 22.7 0.0 23.4 25.0 0.0 0.0 22.1 0.0 16.9 LnGrp LOS C A C C A C C A C A B Approach Vol, veh/h 513 96 347 A 415 Approach Delay, s/veh 23.2 23.3 25.0 21.4 Approach LOS CCCC Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 15.4 12.0 12.3 10.5 16.9 18.4 Change Period (Y+Rc), s 3.5 4.1 4.1 3.5 4.1 3.5 Max Green Setting (Gmax), s 23.0 9.0 30.0 8.0 16.0 127.0 Max Q Clear Time (g_c+I1), s 11.5 4.5 7.4 2.3 8.6 12.2 Green Ext Time (p_c), s 0.3 0.1 0.9 0.0 0.6 2.8 Intersection Summary HCM 6th Ctrl Delay 23.1 HCM 6th LOS C Notes User approved volume balancing among the lanes for turning movement. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. Item 8.b - Page 212 HCM 6th Signalized Intersection Summary Arroyo Grande 13: Oak Park Blvd & Grand Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 202 576 59 158 472 161 84 237 123 264 480 170 Future Volume (veh/h) 202 576 59 158 472 161 84 237 123 264 480 170 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 1.00 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 210 600 54 165 492 36 88 247 25 275 500 147 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, %222222222222 Cap, veh/h 261 884 79 210 853 371 114 776 341 399 730 213 Arrive On Green 0.15 0.27 0.27 0.12 0.24 0.24 0.06 0.22 0.22 0.12 0.27 0.27 Sat Flow, veh/h 1781 3294 296 1781 3554 1545 1781 3554 1563 3456 2708 792 Grp Volume(v), veh/h 210 323 331 165 492 36 88 247 25 275 327 320 Grp Sat Flow(s),veh/h/ln1781 1777 1813 1781 1777 1545 1781 1777 1563 1728 1777 1723 Q Serve(g_s), s 6.9 9.9 9.9 5.5 7.4 1.1 3.0 3.5 0.8 4.6 10.0 10.1 Cycle Q Clear(g_c), s 6.9 9.9 9.9 5.5 7.4 1.1 3.0 3.5 0.8 4.6 10.0 10.1 Prop In Lane 1.00 0.16 1.00 1.00 1.00 1.00 1.00 0.46 Lane Grp Cap(c), veh/h 261 477 487 210 853 371 114 776 341 399 479 464 V/C Ratio(X) 0.81 0.68 0.68 0.79 0.58 0.10 0.77 0.32 0.07 0.69 0.68 0.69 Avail Cap(c_a), veh/h 587 878 895 587 1463 636 587 1463 643 1138 731 709 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.1 19.9 19.9 26.0 20.4 18.0 28.0 19.9 18.9 25.8 19.9 19.9 Incr Delay (d2), s/veh 2.2 1.7 1.7 2.5 0.6 0.1 4.1 0.2 0.1 0.8 1.7 1.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.9 4.0 4.1 2.3 2.8 0.4 1.3 1.4 0.3 1.8 4.0 3.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.3 21.6 21.6 28.5 21.0 18.1 32.1 20.2 18.9 26.6 21.6 21.7 LnGrp LOS CCCCCBCCBCCC Approach Vol, veh/h 864 693 360 922 Approach Delay, s/veh 23.0 22.6 23.0 23.1 Approach LOS C C C C Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s12.4 20.1 7.4 20.9 10.7 21.8 10.5 17.8 Change Period (Y+Rc), s 3.5 5.5 3.5 4.5 3.5 5.5 3.5 4.5 Max Green Setting (Gmax), s20.0 25.0 20.0 25.0 20.0 30.0 20.0 25.0 Max Q Clear Time (g_c+I1), s8.9 9.4 5.0 12.1 7.5 11.9 6.6 5.5 Green Ext Time (p_c), s 0.2 2.9 0.1 3.3 0.2 3.9 0.4 1.5 Intersection Summary HCM 6th Ctrl Delay 22.9 HCM 6th LOS C Item 8.b - Page 213 HCM 6th Signalized Intersection Summary Arroyo Grande 14: Courtland St & Grand Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 804 43 53 639 68 77 47 20 135 62 81 Future Volume (veh/h) 104 804 43 53 639 68 77 47 20 135 62 81 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 116 893 44 59 710 66 86 52 4 150 69 36 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, %222222222222 Cap, veh/h 150 1343 66 71 1135 105 397 347 27 440 234 122 Arrive On Green 0.08 0.39 0.39 0.04 0.35 0.35 0.20 0.20 0.20 0.20 0.20 0.20 Sat Flow, veh/h 1781 3443 170 1781 3282 305 1285 1714 132 1342 1156 603 Grp Volume(v), veh/h 116 461 476 59 384 392 86 0 56 150 0 105 Grp Sat Flow(s),veh/h/ln1781 1777 1836 1781 1777 1810 1285 0 1846 1342 0 1759 Q Serve(g_s), s 2.3 7.6 7.6 1.2 6.4 6.4 2.2 0.0 0.9 3.7 0.0 1.8 Cycle Q Clear(g_c), s 2.3 7.6 7.6 1.2 6.4 6.4 4.0 0.0 0.9 4.6 0.0 1.8 Prop In Lane 1.00 0.09 1.00 0.17 1.00 0.07 1.00 0.34 Lane Grp Cap(c), veh/h 150 693 716 71 615 626 397 0 374 440 0 356 V/C Ratio(X) 0.77 0.67 0.67 0.83 0.63 0.63 0.22 0.00 0.15 0.34 0.00 0.29 Avail Cap(c_a), veh/h 999 1993 2060 999 1993 2030 858 0 1035 921 0 987 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.0 9.0 9.0 17.0 9.7 9.7 13.7 0.0 11.7 13.6 0.0 12.1 Incr Delay (d2), s/veh 3.2 0.4 0.4 8.8 0.4 0.4 0.1 0.0 0.1 0.2 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.9 1.9 2.0 0.6 1.7 1.8 0.5 0.0 0.3 0.9 0.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.2 9.4 9.4 25.8 10.1 10.1 13.8 0.0 11.8 13.7 0.0 12.2 LnGrp LOS B A A C B B BABBAB Approach Vol, veh/h 1053 835 142 255 Approach Delay, s/veh 10.4 11.2 13.0 13.1 Approach LOS B B B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s7.0 17.2 11.4 5.4 18.8 11.4 Change Period (Y+Rc), s 4.0 4.9 * 4.2 4.0 4.9 * 4.2 Max Green Setting (Gmax), s20.0 40.0 * 20 20.0 40.0 * 20 Max Q Clear Time (g_c+I1), s4.3 8.4 6.0 3.2 9.6 6.6 Green Ext Time (p_c), s 0.1 3.2 0.3 0.0 4.0 0.5 Intersection Summary HCM 6th Ctrl Delay 11.2 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 214 HCM 6th Signalized Intersection Summary Arroyo Grande 15: Elm St & Grand Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 27 730 150 341 649 16 148 23 232 18 18 18 Future Volume (veh/h) 27 730 150 341 649 16 148 23 232 18 18 18 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 29 777 139 363 690 16 157 24 34 19 19 3 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %222222222222 Cap, veh/h 111 1108 198 550 1651 38 405 314 265 209 169 20 Arrive On Green 0.06 0.37 0.37 0.16 0.47 0.47 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 1781 3009 538 3456 3549 82 1371 1870 1577 516 1006 120 Grp Volume(v), veh/h 29 459 457 363 345 361 157 24 34 41 0 0 Grp Sat Flow(s),veh/h/ln1781 1777 1770 1728 1777 1855 1371 1870 1577 1642 0 0 Q Serve(g_s), s 0.7 9.5 9.5 4.2 5.6 5.6 3.6 0.5 0.8 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.7 9.5 9.5 4.2 5.6 5.6 4.4 0.5 0.8 0.8 0.0 0.0 Prop In Lane 1.00 0.30 1.00 0.04 1.00 1.00 0.46 0.07 Lane Grp Cap(c), veh/h 111 654 652 550 826 863 405 314 265 398 0 0 V/C Ratio(X) 0.26 0.70 0.70 0.66 0.42 0.42 0.39 0.08 0.13 0.10 0.00 0.00 Avail Cap(c_a), veh/h 828 1652 1645 1606 1652 1724 812 869 733 861 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 19.2 11.6 11.6 17.0 7.6 7.6 16.6 15.1 15.2 15.2 0.0 0.0 Incr Delay (d2), s/veh 0.5 0.5 0.5 0.5 0.1 0.1 0.2 0.0 0.1 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.3 2.8 2.8 1.5 1.5 1.6 1.3 0.2 0.2 0.3 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.7 12.1 12.1 17.5 7.8 7.8 16.9 15.1 15.3 15.3 0.0 0.0 LnGrp LOS BBBBAABBBBAA Approach Vol, veh/h 945 1069 215 41 Approach Delay, s/veh 12.3 11.1 16.4 15.3 Approach LOS B B B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s10.9 20.8 11.4 6.7 24.9 11.4 Change Period (Y+Rc), s 4.0 4.9 * 4.2 4.0 4.9 * 4.2 Max Green Setting (Gmax), s20.0 40.0 * 20 20.0 40.0 * 20 Max Q Clear Time (g_c+I1), s6.2 11.5 6.4 2.7 7.6 2.8 Green Ext Time (p_c), s 0.6 3.9 0.3 0.0 3.0 0.1 Intersection Summary HCM 6th Ctrl Delay 12.2 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 215 HCM 6th TWSC Arroyo Grande 16: Grand Ave & Brisco Rd Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Int Delay, s/veh 4.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 227 748 703 59 15 322 Future Vol, veh/h 227 748 703 59 15 322 Conflicting Peds, #/hr 600666 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 130 - - 130 30 - Veh in Median Storage, # - 0 0 - 1 - Grade, % - 0 0 - 0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, %222222 Mvmt Flow 241 796 748 63 16 343 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 817 0 - 0 1640 386 Stage 1 ----754- Stage 2 ----886- Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 ----5.84 - Critical Hdwy Stg 2 ----5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 807 - - - 91 612 Stage 1 ----425- Stage 2 ----363- Platoon blocked, % - - - Mov Cap-1 Maneuver 803 - - - 63 606 Mov Cap-2 Maneuver ----177- Stage 1 ----296- Stage 2 ----361- Approach EB WB SB HCM Control Delay, s 2.7 0 18.8 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2 Capacity (veh/h)803 - - - 177 606 HCM Lane V/C Ratio 0.301 - - - 0.09 0.565 HCM Control Delay (s) 11.4 - - - 27.3 18.4 HCM Lane LOS B - - - D C HCM 95th %tile Q(veh) 1.3 - - - 0.3 3.5 Item 8.b - Page 216 HCM 6th Signalized Intersection Summary Arroyo Grande 17: Halcyon Rd/Halcyon Road & Grand Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 77 582 181 126 528 24 138 243 146 58 338 89 Future Volume (veh/h) 77 582 181 126 528 24 138 243 146 58 338 89 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.98 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 83 626 79 135 568 24 148 261 23 62 363 80 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, %222222222222 Cap, veh/h 108 868 380 174 977 41 344 361 302 84 508 117 Arrive On Green 0.06 0.24 0.24 0.10 0.28 0.28 0.19 0.19 0.19 0.20 0.20 0.20 Sat Flow, veh/h 1781 3554 1556 1781 3474 147 1781 1870 1560 426 2588 598 Grp Volume(v), veh/h 83 626 79 135 290 302 148 261 23 269 0 236 Grp Sat Flow(s),veh/h/ln 1781 1777 1556 1781 1777 1843 1781 1870 1560 1849 0 1763 Q Serve(g_s), s 2.9 10.3 2.6 4.7 9.0 9.0 4.7 8.4 0.8 8.8 0.0 7.9 Cycle Q Clear(g_c), s 2.9 10.3 2.6 4.7 9.0 9.0 4.7 8.4 0.8 8.8 0.0 7.9 Prop In Lane 1.00 1.00 1.00 0.08 1.00 1.00 0.23 0.34 Lane Grp Cap(c), veh/h 108 868 380 174 500 519 344 361 302 363 0 346 V/C Ratio(X) 0.77 0.72 0.21 0.78 0.58 0.58 0.43 0.72 0.08 0.74 0.00 0.68 Avail Cap(c_a), veh/h 557 1944 851 557 972 1008 835 877 732 867 0 826 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 29.6 22.2 19.3 28.2 19.8 19.8 22.7 24.2 21.1 24.2 0.0 23.9 Incr Delay (d2), s/veh 4.4 0.4 0.1 2.8 0.4 0.4 0.3 1.0 0.0 1.1 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 4.0 0.9 2.0 3.4 3.5 1.8 3.5 0.3 3.6 0.0 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.0 22.6 19.4 31.0 20.2 20.2 23.0 25.2 21.2 25.3 0.0 24.8 LnGrp LOS C C B CCCCCCCAC Approach Vol, veh/h 788 727 432 505 Approach Delay, s/veh 23.5 22.2 24.3 25.1 Approach LOS CCCC Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.7 19.8 17.3 7.4 22.2 17.2 Change Period (Y+Rc), s 3.5 * 4.2 * 4.7 3.5 * 4.2 4.8 Max Green Setting (Gmax), s 20.0 * 35 * 30 20.0 * 35 30.0 Max Q Clear Time (g_c+I1), s 6.7 12.3 10.8 4.9 11.0 10.4 Green Ext Time (p_c), s 0.1 2.9 1.8 0.1 2.2 1.1 Intersection Summary HCM 6th Ctrl Delay 23.6 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 217 HCM 6th TWSC Arroyo Grande 18: Grand Ave & El Camino Real Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 37 742 1 1 632 79 3 0 2 56 0 43 Future Vol, veh/h 37 742 1 1 632 79 3 0 2 56 0 43 Conflicting Peds, #/hr 806608606808 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 100 - - 100 - ------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, %222222222222 Mvmt Flow 39 789 1 1 672 84 3 0 2 60 0 46 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 764 0 0 796 0 0 1220 1640 409 1205 1598 394 Stage 1 ------874874-724724- Stage 2 ------346766-481874- Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 845 - - 822 - - 136 99 592 140 105 605 Stage 1 ------311365-383429- Stage 2 ------643410-535365- Platoon blocked, % - - - - Mov Cap-1 Maneuver 839 - - 818 - - 120 93 585 133 99 597 Mov Cap-2 Maneuver ------12093-13399- Stage 1 ------295346-363426- Stage 2 ------589407-505346- Approach EB WB NB SB HCM Control Delay, s 0.5 0 26.1 41.1 HCM LOS D E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)176 839 - - 818 - - 201 HCM Lane V/C Ratio 0.03 0.047 - - 0.001 - - 0.524 HCM Control Delay (s) 26.1 9.5 - - 9.4 - - 41.1 HCM Lane LOS D A - - A - - E HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - - 2.7 Item 8.b - Page 218 HCM 6th Signalized Intersection Summary Arroyo Grande 19: Grand Ave & US 101 SB Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 474 341 139 683 0000183062 Future Volume (veh/h) 0 474 341 139 683 0000183062 Initial Q (Qb), veh 000000 000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 1870 1870 Adj Flow Rate, veh/h 0 504 363 148 727 0 195 0 7 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %022220 222 Cap, veh/h 0 1046 752 185 2434 0 240 0 214 Arrive On Green 0.00 0.53 0.53 0.10 0.68 0.00 0.13 0.00 0.13 Sat Flow, veh/h 0 2061 1415 1781 3647 0 1781 0 1585 Grp Volume(v), veh/h 0 455 412 148 727 0 195 0 7 Grp Sat Flow(s),veh/h/ln 0 1777 1606 1781 1777 0 1781 0 1585 Q Serve(g_s), s 0.0 11.4 11.5 5.8 5.8 0.0 7.6 0.0 0.3 Cycle Q Clear(g_c), s 0.0 11.4 11.5 5.8 5.8 0.0 7.6 0.0 0.3 Prop In Lane 0.00 0.88 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 945 854 185 2434 0 240 0 214 V/C Ratio(X)0.00 0.48 0.48 0.80 0.30 0.00 0.81 0.00 0.03 Avail Cap(c_a), veh/h 0 945 854 427 2434 0 401 0 357 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 0.84 0.84 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 10.5 10.5 31.1 4.4 0.0 29.8 0.0 26.7 Incr Delay (d2), s/veh 0.0 1.8 1.9 2.5 0.3 0.0 2.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 4.2 3.9 2.5 1.5 0.0 3.2 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 12.2 12.4 33.6 4.7 0.0 32.4 0.0 26.7 LnGrp LOS A B B C A A C A C Approach Vol, veh/h 867 875 202 Approach Delay, s/veh 12.3 9.6 32.2 Approach LOS B A C Timer - Assigned Phs 1 2 4 6 Phs Duration (G+Y+Rc), s 10.9 46.3 13.8 57.2 Change Period (Y+Rc), s 3.5 * 8.6 * 4.2 * 8.6 Max Green Setting (Gmax), s 17.0 * 15 * 16 * 46 Max Q Clear Time (g_c+I1), s 7.8 13.5 9.6 7.8 Green Ext Time (p_c), s 0.0 0.3 0.2 1.0 Intersection Summary HCM 6th Ctrl Delay 13.2 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 219 HCM 6th Signalized Intersection Summary Arroyo Grande 20: US 101 NB & Grand Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 89 561 0 0 618 389 203 0 66 0 0 0 Future Volume (veh/h) 89 561 0 0 618 389 203 0 66 0 0 0 Initial Q (Qb), veh 000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 0 0 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 95 597 0 0 657 326 216 0 8 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, %220022222 Cap, veh/h 648 2656 0 0 749 372 263 0 234 Arrive On Green 0.36 0.75 0.00 0.00 0.33 0.33 0.15 0.00 0.15 Sat Flow, veh/h 1781 3647 0 0 2394 1141 1781 0 1585 Grp Volume(v), veh/h 95 597 0 0 507 476 216 0 8 Grp Sat Flow(s),veh/h/ln1781 1777 0 0 1777 1665 1781 0 1585 Q Serve(g_s), s 2.8 4.0 0.0 0.0 21.3 21.3 9.3 0.0 0.3 Cycle Q Clear(g_c), s 2.8 4.0 0.0 0.0 21.3 21.3 9.3 0.0 0.3 Prop In Lane 1.00 0.00 0.00 0.69 1.00 1.00 Lane Grp Cap(c), veh/h 648 2656 0 0 579 542 263 0 234 V/C Ratio(X) 0.15 0.22 0.00 0.00 0.88 0.88 0.82 0.00 0.03 Avail Cap(c_a), veh/h 648 2656 0 0 652 611 428 0 381 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.83 0.83 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.9 3.0 0.0 0.0 25.1 25.1 32.7 0.0 28.8 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.0 17.0 17.9 2.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.1 0.9 0.0 0.0 11.3 10.8 4.0 0.0 0.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.9 3.2 0.0 0.0 42.1 43.0 35.4 0.0 28.9 LnGrp LOS BAAADDDAC Approach Vol, veh/h 692 983 224 Approach Delay, s/veh 5.1 42.6 35.1 Approach LOS A D D Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 63.6 33.3 30.3 15.4 Change Period (Y+Rc), s 4.6 4.6 * 4.6 3.7 Max Green Setting (Gmax), s 52.0 17.0 * 29 19.0 Max Q Clear Time (g_c+I1), s 6.0 4.8 23.3 11.3 Green Ext Time (p_c), s 2.8 0.1 2.4 0.4 Intersection Summary HCM 6th Ctrl Delay 28.0 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 220 HCM 6th TWSC Arroyo Grande 21: Grand Ave/E Branch St & W Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Int Delay, s/veh 8.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 47 574 1 15 923 127 9 0 32 43 2 77 Future Vol, veh/h 47 574 1 15 923 127 9 0 32 43 2 77 Conflicting Peds, #/hr 600006000606 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 90 - - 65 - ------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %333333333333 Mvmt Flow 51 624 1 16 1003 138 10 0 35 47 2 84 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1147 0 0 625 0 0 1268 1906 319 1530 1837 583 Stage 1 ------727727-1110 1110 - Stage 2 ------5411179 - 420 727 - Critical Hdwy 4.16 - - 4.16 - - 7.56 6.56 6.96 7.56 6.56 6.96 Critical Hdwy Stg 1 ------6.56 5.56 - 6.56 5.56 - Critical Hdwy Stg 2 ------6.56 5.56 - 6.56 5.56 - Follow-up Hdwy 2.23 - - 2.23 - - 3.53 4.03 3.33 3.53 4.03 3.33 Pot Cap-1 Maneuver 599 - - 946 - - 124 67 674 79 74 453 Stage 1 ------379425-221281- Stage 2 ------490260-579425- Platoon blocked, % - - - - Mov Cap-1 Maneuver 596 - - 946 - - 90 60 671 68 66 448 Mov Cap-2 Maneuver ------9060-6866- Stage 1 ------346388-201275- Stage 2 ------387254-499388- Approach EB WB NB SB HCM Control Delay, s 0.9 0.1 20.4 111.5 HCM LOS C F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)278 596 - - 946 - - 146 HCM Lane V/C Ratio 0.16 0.086 - - 0.017 - - 0.908 HCM Control Delay (s) 20.4 11.6 - - 8.9 - - 111.5 HCM Lane LOS C B - - A - - F HCM 95th %tile Q(veh) 0.6 0.3 - - 0.1 - - 6.3 Item 8.b - Page 221 HCM 6th Signalized Intersection Summary Arroyo Grande 22: Traffic Way/Wesley St & E Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 16 397 217 87 550 8 518 17 22 34 75 32 Future Volume (veh/h) 16 397 217 87 550 8 518 17 22 34 75 32 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.97 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 16 409 0 90 567 7 547 0 0 35 77 24 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %222222222222 Cap, veh/h 392 553 374 1164 14 787 0 47 103 32 Arrive On Green 0.05 0.30 0.00 0.07 0.32 0.32 0.22 0.00 0.00 0.10 0.10 0.10 Sat Flow, veh/h 1781 1870 1585 1781 3593 44 3563 0 1585 461 1014 316 Grp Volume(v), veh/h 16 409 0 90 280 294 547 0 0 136 0 0 Grp Sat Flow(s),veh/h/ln 1781 1870 1585 1781 1777 1861 1781 0 1585 1790 0 0 Q Serve(g_s), s 0.3 9.8 0.0 1.7 6.3 6.3 7.0 0.0 0.0 3.7 0.0 0.0 Cycle Q Clear(g_c), s 0.3 9.8 0.0 1.7 6.3 6.3 7.0 0.0 0.0 3.7 0.0 0.0 Prop In Lane 1.00 1.00 1.00 0.02 1.00 1.00 0.26 0.18 Lane Grp Cap(c), veh/h 392 553 374 576 603 787 0 181 0 0 V/C Ratio(X)0.04 0.74 0.24 0.49 0.49 0.70 0.00 0.75 0.00 0.00 Avail Cap(c_a), veh/h 668 1618 707 1537 1610 2221 0 540 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 11.1 15.8 0.0 11.4 13.5 13.5 17.8 0.0 0.0 21.7 0.0 0.0 Incr Delay (d2), s/veh 0.0 2.0 0.0 0.1 0.6 0.6 1.1 0.0 0.0 2.4 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 4.0 0.0 0.6 2.3 2.4 2.6 0.0 0.0 1.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.1 17.7 0.0 11.6 14.1 14.1 18.9 0.0 0.0 24.1 0.0 0.0 LnGrp LOS B B BBBBA CAA Approach Vol, veh/h 425 A 664 547 A 136 Approach Delay, s/veh 17.5 13.8 18.9 24.1 Approach LOS B B B C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.4 18.9 8.7 6.0 20.3 14.7 Change Period (Y+Rc), s 3.7 * 4.2 3.7 3.7 * 4.2 3.7 Max Green Setting (Gmax), s 13.0 * 43 15.0 10.0 * 43 31.0 Max Q Clear Time (g_c+I1), s 3.7 11.8 5.7 2.3 8.3 9.0 Green Ext Time (p_c), s 0.0 2.9 0.3 0.0 4.1 2.0 Intersection Summary HCM 6th Ctrl Delay 17.1 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR, EBR] is excluded from calculations of the approach delay and intersection delay. Item 8.b - Page 222 HCM 6th TWSC Arroyo Grande 23: Bridge St/Nevada St & E Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 25 433 27 120 614 2 0 2 53 0 8 66 Future Vol, veh/h 25 433 27 120 614 2 0 2 53 0 8 66 Conflicting Peds, #/hr 47 0 5 25 0 27 5 0 25 0 0 47 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 60 - - 50 - ------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, %222222222222 Mvmt Flow 27 471 29 130 667 2 0 2 58 0 9 72 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 716 0 0 525 0 0 - 1541 536 - 1554 762 Stage 1 -------565--975- Stage 2 -------976--579- Critical Hdwy 4.12 - - 4.12 - - - 6.52 6.22 - 6.52 6.22 Critical Hdwy Stg 1 -------5.52 - - 5.52 - Critical Hdwy Stg 2 -------5.52 - - 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - - 4.018 3.318 - 4.018 3.318 Pot Cap-1 Maneuver 885 - - 1042 - - 0 115 545 0 113 405 Stage 1 ------0508-0330- Stage 2 ------0329-0501- Platoon blocked, % - - - - Mov Cap-1 Maneuver 850 - - 1020 - - - 91 523 - 90 374 Mov Cap-2 Maneuver -------91--90- Stage 1 -------482--277- Stage 2 -------276--475- Approach EB WB NB SB HCM Control Delay, s 0.5 1.5 14.3 23 HCM LOS B C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)446 850 - - 1020 - - 279 HCM Lane V/C Ratio 0.134 0.032 - - 0.128 - - 0.288 HCM Control Delay (s) 14.3 9.4 - - 9 - - 23 HCM Lane LOS B A - - A - - C HCM 95th %tile Q(veh) 0.5 0.1 - - 0.4 - - 1.2 Item 8.b - Page 223 HCM 6th Signalized Intersection Summary Arroyo Grande 25: Mason St & E Branch St Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 52 365 26 174 541 12 35 70 164 18 83 62 Future Volume (veh/h) 52 365 26 174 541 12 35 70 164 18 83 62 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.98 0.98 0.94 0.97 0.97 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 57 401 26 191 595 12 38 77 62 20 91 46 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, %222222222222 Cap, veh/h 68 569 37 250 785 16 210 243 490 145 194 89 Arrive On Green 0.04 0.33 0.33 0.14 0.43 0.43 0.18 0.18 0.18 0.18 0.18 0.18 Sat Flow, veh/h 1781 1736 113 1781 1826 37 365 1349 1486 125 1075 497 Grp Volume(v), veh/h 57 0 427 191 0 607 115 0 62 157 0 0 Grp Sat Flow(s),veh/h/ln1781 0 1849 1781 0 1863 1714 0 1486 1697 0 0 Q Serve(g_s), s 1.1 0.0 6.7 3.4 0.0 9.2 0.0 0.0 1.0 0.2 0.0 0.0 Cycle Q Clear(g_c), s 1.1 0.0 6.7 3.4 0.0 9.2 1.8 0.0 1.0 2.7 0.0 0.0 Prop In Lane 1.00 0.06 1.00 0.02 0.33 1.00 0.13 0.29 Lane Grp Cap(c), veh/h 68 0 606 250 0 801 453 0 490 428 0 0 V/C Ratio(X) 0.84 0.00 0.70 0.77 0.00 0.76 0.25 0.00 0.13 0.37 0.00 0.00 Avail Cap(c_a), veh/h 804 0 3338 804 0 3364 1366 0 1340 1374 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 15.9 0.0 9.8 13.8 0.0 8.0 11.9 0.0 8.0 12.3 0.0 0.0 Incr Delay (d2), s/veh 9.8 0.0 0.6 1.9 0.0 0.6 0.1 0.0 0.0 0.2 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.0 2.1 1.3 0.0 2.5 0.6 0.0 0.2 0.8 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 25.7 0.0 10.3 15.6 0.0 8.6 12.0 0.0 8.1 12.5 0.0 0.0 LnGrp LOS C ABBAABAABAA Approach Vol, veh/h 484 798 177 157 Approach Delay, s/veh 12.1 10.3 10.6 12.5 Approach LOS B B B B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s4.8 18.5 10.0 8.2 15.1 10.0 Change Period (Y+Rc), s 3.5 * 4.2 4.0 3.5 * 4.2 4.0 Max Green Setting (Gmax), s15.0 * 60 25.0 15.0 * 60 25.0 Max Q Clear Time (g_c+I1), s3.1 11.2 4.7 5.4 8.7 3.8 Green Ext Time (p_c), s 0.0 3.1 0.5 0.2 2.0 0.5 Intersection Summary HCM 6th Ctrl Delay 11.1 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Item 8.b - Page 224 HCM 6th AWSC Arroyo Grande 26: Stanley Str/Corbett Canyon Rd & E Branch St/Huasna Rd Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Intersection Delay, s/veh20.3 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 140 283 20 5 374 58 30 1 1 48 2 219 Future Vol, veh/h 140 283 20 5 374 58 30 1 1 48 2 219 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, %222222222222 Mvmt Flow 147 298 21 5 394 61 32 1 1 51 2 231 Number of Lanes 010011010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 2 Conflicting Approach RightNB SB WB EB Conflicting Lanes Right 1 1 2 1 HCM Control Delay 24.8 20.1 11.1 14.5 HCM LOS C C B B Lane NBLn1 EBLn1WBLn1WBLn2 SBLn1 Vol Left, %94% 32% 1% 0% 18% Vol Thru, %3% 64% 99% 0% 1% Vol Right, %3% 5% 0% 100% 81% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 32 443 379 58 269 LT Vol 30 140 5 0 48 Through Vol 1 283 374 0 2 RT Vol 1 20 0 58 219 Lane Flow Rate 34 466 399 61 283 Geometry Grp 25772 Degree of Util (X) 0.071 0.755 0.689 0.093 0.473 Departure Headway (Hd) 7.562 5.829 6.22 5.501 6.018 Convergence, Y/N Yes Yes Yes Yes Yes Cap 477 616 578 645 592 Service Time 5.562 3.911 4.004 3.284 4.116 HCM Lane V/C Ratio 0.071 0.756 0.69 0.095 0.478 HCM Control Delay 11.1 24.8 21.8 8.9 14.5 HCM Lane LOS B C C A B HCM 95th-tile Q 0.2 6.8 5.4 0.3 2.5 Item 8.b - Page 225 HCM 6th AWSC Arroyo Grande 27: US 101 Ramps/Traffic Way & S Traffic Way Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Intersection Delay, s/veh12.8 Intersection LOS B Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 18 359 4 29 453 Future Vol, veh/h 2 18 359 4 29 453 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Heavy Vehicles, %222222 Mvmt Flow 2 19 370 4 30 467 Number of Lanes 102011 Approach WB NB SB Opposing Approach SB NB Opposing Lanes 0 2 2 Conflicting Approach Left NB WB Conflicting Lanes Left 2 0 1 Conflicting Approach RightSB WB Conflicting Lanes Right 2 1 0 HCM Control Delay 8.5 9.7 15.4 HCM LOS A A C Lane NBLn1NBLn2WBLn1 SBLn1 SBLn2 Vol Left, %0% 0% 10% 100% 0% Vol Thru, %100% 97% 0% 0% 100% Vol Right, %0% 3% 90% 0% 0% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 239 124 20 29 453 LT Vol 0 0 2 29 0 Through Vol 239 120 0 0 453 RT Vol 0 4 18 0 0 Lane Flow Rate 247 127 21 30 467 Geometry Grp 77277 Degree of Util (X) 0.34 0.175 0.03 0.045 0.635 Departure Headway (Hd) 4.964 4.942 5.295 5.396 4.895 Convergence, Y/N Yes Yes Yes Yes Yes Cap 725 728 675 666 738 Service Time 2.682 2.66 3.339 3.113 2.612 HCM Lane V/C Ratio 0.341 0.174 0.031 0.045 0.633 HCM Control Delay 10.2 8.7 8.5 8.4 15.8 HCM Lane LOS BAAAC HCM 95th-tile Q 1.5 0.6 0.1 0.1 4.6 Item 8.b - Page 226 HCM 6th Signalized Intersection Summary Arroyo Grande 28: Traffic Way & Fair Oaks Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 381 190 233 247 299 201 Future Volume (veh/h) 381 190 233 247 299 201 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1900 1870 1870 1870 1870 Adj Flow Rate, veh/h 263 272 240 255 308 52 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %202222 Cap, veh/h 406 367 343 995 439 372 Arrive On Green 0.23 0.23 0.19 0.53 0.23 0.23 Sat Flow, veh/h 1781 1610 1781 1870 1870 1585 Grp Volume(v), veh/h 263 272 240 255 308 52 Grp Sat Flow(s),veh/h/ln1781 1610 1781 1870 1870 1585 Q Serve(g_s), s 5.1 6.0 4.8 2.8 5.8 1.0 Cycle Q Clear(g_c), s 5.1 6.0 4.8 2.8 5.8 1.0 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 406 367 343 995 439 372 V/C Ratio(X) 0.65 0.74 0.70 0.26 0.70 0.14 Avail Cap(c_a), veh/h 949 857 976 2216 2216 1878 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.4 13.7 14.4 4.9 13.4 11.6 Incr Delay (d2), s/veh 0.7 1.1 1.0 0.1 0.8 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.6 0.1 1.6 0.6 2.0 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 14.0 14.9 15.4 4.9 14.2 11.7 LnGrp LOS BBBABB Approach Vol, veh/h 535 495 360 Approach Delay, s/veh 14.5 10.0 13.8 Approach LOS B A B Timer - Assigned Phs 2 4 5 6 Phs Duration (G+Y+Rc), s 25.0 13.3 11.4 13.6 Change Period (Y+Rc), s 4.6 4.6 4.0 4.6 Max Green Setting (Gmax), s 45.4 20.4 21.0 45.4 Max Q Clear Time (g_c+I1), s 4.8 8.0 6.8 7.8 Green Ext Time (p_c), s 0.9 0.7 0.3 1.2 Intersection Summary HCM 6th Ctrl Delay 12.7 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 227 HCM 6th AWSC Arroyo Grande 29: Orchard Ave/US 101 SB & Fair Oaks Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Intersection Delay, s/veh16.9 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 436 23 41 452 0 39 0 61 80 34 190 Future Vol, veh/h 0 436 23 41 452 0 39 0 61 80 34 190 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles, %222222222222 Mvmt Flow 0 464 24 44 481 0 41 0 65 85 36 202 Number of Lanes 020020010110 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 2 2 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 2 2 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 2 2 HCM Control Delay 17.5 18.2 13.4 15 HCM LOS C C B B Lane NBLn1 EBLn1 EBLn2WBLn1WBLn2 SBLn1 SBLn2 Vol Left, %39% 0% 0% 21% 0% 100% 0% Vol Thru, %0% 100% 86% 79% 100% 0% 15% Vol Right, %61% 0% 14% 0% 0% 0% 85% Sign Control Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 100 291 168 192 301 80 224 LT Vol 39 0 0 41 0 80 0 Through Vol 0 291 145 151 301 0 34 RT Vol 61 0 23 0 0 0 190 Lane Flow Rate 106 309 179 204 321 85 238 Geometry Grp 6777777 Degree of Util (X) 0.234 0.604 0.345 0.401 0.621 0.193 0.465 Departure Headway (Hd) 7.917 7.036 6.938 7.087 6.977 8.144 7.023 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Cap 453 513 518 508 516 441 512 Service Time 5.976 4.784 4.685 4.833 4.724 5.889 4.767 HCM Lane V/C Ratio 0.234 0.602 0.346 0.402 0.622 0.193 0.465 HCM Control Delay 13.4 20 13.3 14.5 20.5 12.8 15.8 HCM Lane LOS B C B B C B C HCM 95th-tile Q 0.9 4 1.5 1.9 4.2 0.7 2.4 Item 8.b - Page 228 HCM 6th Signalized Intersection Summary Arroyo Grande 30: Valley Rd & Fair Oaks Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 289 150 296 390 0 74 0 203 0 0 0 Future Volume (veh/h) 0 289 150 296 390 0 74 0 203 0 0 0 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 0.97 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 325 113 333 438 0 86 06000 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, %222222222222 Cap, veh/h 223 821 280 428 2362 0 302 0 138 0 6 0 Arrive On Green 0.00 0.32 0.32 0.24 0.66 0.00 0.09 0.00 0.09 0.00 0.00 0.00 Sat Flow, veh/h 951 2600 888 1781 3647 0 3471 0 1585 0 1870 0 Grp Volume(v), veh/h 0 220 218 333 438 0 86 06000 Grp Sat Flow(s),veh/h/ln 951 1777 1711 1781 1777 0 1735 0 1585 0 1870 0 Q Serve(g_s), s 0.0 3.1 3.2 5.6 1.5 0.0 0.7 0.0 0.1 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 3.1 3.2 5.6 1.5 0.0 0.7 0.0 0.1 0.0 0.0 0.0 Prop In Lane 1.00 0.52 1.00 0.00 1.00 1.00 0.00 0.00 Lane Grp Cap(c), veh/h 223 561 540 428 2362 0 302 0 138 0 6 0 V/C Ratio(X) 0.00 0.39 0.40 0.78 0.19 0.00 0.28 0.00 0.04 0.00 0.00 0.00 Avail Cap(c_a), veh/h 970 1957 1884 1464 3914 0 3930 0 1795 0 957 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 8.6 8.6 11.4 2.1 0.0 13.8 0.0 13.5 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.8 0.8 1.2 0.1 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.0 1.0 1.0 1.6 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 9.4 9.5 12.6 2.1 0.0 14.0 0.0 13.5 0.0 0.0 0.0 LnGrp LOS AAABAABABAAA Approach Vol, veh/h 438 771 92 0 Approach Delay, s/veh 9.4 6.6 13.9 0.0 Approach LOS A A B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s11.2 14.7 0.0 25.9 6.3 Change Period (Y+Rc), s 3.5 4.5 3.5 4.5 3.5 Max Green Setting (Gmax), s26.5 35.5 16.5 35.5 36.5 Max Q Clear Time (g_c+I1), s7.6 5.2 0.0 3.5 2.7 Green Ext Time (p_c), s 0.1 5.0 0.0 4.3 0.2 Intersection Summary HCM 6th Ctrl Delay 8.1 HCM 6th LOS A Notes User approved volume balancing among the lanes for turning movement. Item 8.b - Page 229 HCM 6th Signalized Intersection Summary Arroyo Grande 31: Halcyon Rd & Fair Oaks Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 28 124 17 205 181 98 18 286 172 117 487 45 Future Volume (veh/h) 28 124 17 205 181 98 18 286 172 117 487 45 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 0.99 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 29 128 11 211 187 77 19 295 42 121 502 37 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, %222222222222 Cap, veh/h 49 267 23 266 351 145 34 623 88 155 898 66 Arrive On Green 0.03 0.16 0.16 0.15 0.28 0.28 0.02 0.20 0.20 0.09 0.27 0.27 Sat Flow, veh/h 1781 1695 146 1781 1257 518 1781 3125 440 1781 3356 247 Grp Volume(v), veh/h 29 0 139 211 0 264 19 166 171 121 265 274 Grp Sat Flow(s),veh/h/ln1781 0 1840 1781 0 1775 1781 1777 1789 1781 1777 1826 Q Serve(g_s), s 0.6 0.0 2.7 4.5 0.0 5.0 0.4 3.3 3.3 2.6 5.1 5.1 Cycle Q Clear(g_c), s 0.6 0.0 2.7 4.5 0.0 5.0 0.4 3.3 3.3 2.6 5.1 5.1 Prop In Lane 1.00 0.08 1.00 0.29 1.00 0.25 1.00 0.14 Lane Grp Cap(c), veh/h 49 0 290 266 0 496 34 354 357 155 475 488 V/C Ratio(X) 0.59 0.00 0.48 0.79 0.00 0.53 0.56 0.47 0.48 0.78 0.56 0.56 Avail Cap(c_a), veh/h 498 0 1075 317 0 1037 181 1309 1317 317 1444 1484 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.9 0.0 15.1 16.2 0.0 12.0 19.1 13.9 13.9 17.6 12.4 12.4 Incr Delay (d2), s/veh 10.7 0.0 1.2 11.0 0.0 0.9 13.6 1.0 1.0 8.2 1.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.4 0.0 1.0 2.4 0.0 1.7 0.3 1.2 1.3 1.3 1.7 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.7 0.0 16.3 27.2 0.0 12.9 32.8 14.9 14.9 25.8 13.4 13.4 LnGrp LOS C A B C A B C B B C B B Approach Vol, veh/h 168 475 356 660 Approach Delay, s/veh 18.6 19.2 15.9 15.7 Approach LOS B B B B Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s7.4 11.9 5.1 15.0 4.8 14.5 9.9 10.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 29.0 11.0 23.0 4.0 32.0 7.0 23.0 Max Q Clear Time (g_c+I1), s4.6 5.3 2.6 7.0 2.4 7.1 6.5 4.7 Green Ext Time (p_c), s 0.1 2.1 0.0 1.4 0.0 3.4 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 17.0 HCM 6th LOS B Item 8.b - Page 230 HCM 6th TWSC Arroyo Grande 32: Halcyon Rd & Farroll Ave Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 98 2 40 0 0 0 20 370 1 2 581 114 Future Vol, veh/h 98 2 40 0 0 0 20 370 1 2 581 114 Conflicting Peds, #/hr 301202102201 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------50--50-140 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, %222222222222 Mvmt Flow 101 2 41 0 0 0 21 381 1 2 599 118 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1031 1030 602 1112 1148 387 718 0 0 384 0 0 Stage 1 604 604 - 426 426 ------- Stage 2 427 426 - 686 722 ------- Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------- Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------- Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 211 233 500 186 199 661 883 - - 1174 - - Stage 1 485 488 - 606 586 ------- Stage 2 606 586 - 438 431 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 206 226 498 166 193 658 882 - - 1172 - - Mov Cap-2 Maneuver 206 226 - 166 193 ------- Stage 1 473 487 - 591 571 ------- Stage 2 590 571 - 398 430 ------- Approach EB WB NB SB HCM Control Delay, s 37.9 0 0.5 0 HCM LOS E A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h)882 - - 248 - 1172 - - HCM Lane V/C Ratio 0.023 - - 0.582 - 0.002 - - HCM Control Delay (s) 9.2 - - 37.9 0 8.1 - - HCM Lane LOS A - - E A A - - HCM 95th %tile Q(veh) 0.1 - - 3.3 - 0 - - Item 8.b - Page 231 HCM 6th AWSC Arroyo Grande 33: Halcyon Rd & The Pike Existing Conditions - PM Peak Hour GHD Synchro 10 Report Intersection Intersection Delay, s/veh 13.3 Intersection LOS B Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 122 0 88 0 4 5 58 266 1 6 322 161 Future Vol, veh/h 122 0 88 0 4 5 58 266 1 6 322 161 Peak Hour Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Heavy Vehicles, %222222222222 Mvmt Flow 123 0 89 0 4 5 59 269 1 6 325 163 Number of Lanes 110010010011 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 2 2 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 2 1 2 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 2 1 2 HCM Control Delay 11.2 10 15.6 12.7 HCM LOS B A C B Lane NBLn1 EBLn1 EBLn2 WBLn1 SBLn1 SBLn2 Vol Left, %18% 100% 0% 0% 2% 0% Vol Thru, %82% 0% 0% 44% 98% 0% Vol Right, %0% 0% 100% 56% 0% 100% Sign Control Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 325 122 88 9 328 161 LT Vol 581220060 Through Vol 266 0 0 4 322 0 RT Vol 1 0 88 5 0 161 Lane Flow Rate 328 123 89 9 331 163 Geometry Grp 677677 Degree of Util (X) 0.538 0.244 0.146 0.017 0.524 0.225 Departure Headway (Hd)5.898 7.141 5.92 6.803 5.694 4.976 Convergence, Y/N Yes Yes Yes Yes Yes Yes Cap 614 504 605 525 633 722 Service Time 3.925 4.877 3.656 4.857 3.42 2.703 HCM Lane V/C Ratio 0.534 0.244 0.147 0.017 0.523 0.226 HCM Control Delay 15.6 12.2 9.7 10 14.5 9.1 HCM Lane LOS C BAABA HCM 95th-tile Q 3.2 0.9 0.5 0.1 3.1 0.9 Item 8.b - Page 232 Draft Document – For Discussion Only – Final Version May Differ From Draft GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx Appendix C Signal Warrant Analysis Worksheets Item 8.b - Page 233 Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach 500 420 500 505 500 N/A 600 360 600 460 600 590 700 325 700 420 700 540 800 285 800 360 800 475 900 245 900 325 900 425 1000 200 1000 285 1000 370 1100 175 1100 250 1100 340 1200 150 1200 220 1200 285 1300 130 1300 190 1300 250 1400 120 1400 155 1400 220 1500 100 1500 145 1500 180 1600 100 1600 120 1600 170 1700 100 1700 100 1650 150 1800 100 1800 100 1800 150 * Note: Values in Table are approximate, actual curves based upon 2nd order polynomial equation NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR MINOR STREET APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. SCENARIO (AM/PM)Existing Conditions 2019 INTERSECTION #18 Number of Lanes Major Approach Grand Avenue 2 Minor Approach El Camino Real 1 AM Peak PM Peak Major St. Volume:1,597 1,492 Minor St. Volume:42 99 Warrant Met?:No No Both 1 Lane Approaches 2 or more Lane and One Lane Approaches Both 2 or more Lane Approaches *Major street greater AM and PM left turn volumes of 52 37 vehicles respectively does not meet warrant using left turn with minor street option. 0 100 200 300 400 500 600 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800Minor Street (Higher Volume Approach) - VPH Major Street (Total of Both Approaches) - VPH Peak Hour Volume (Warrant 3) Urban Areas AM Peak PM Peak 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE Item 8.b - Page 234 Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach 500 420 500 505 500 N/A 600 360 600 460 600 590 700 325 700 420 700 540 800 285 800 360 800 475 900 245 900 325 900 425 1000 200 1000 285 1000 370 1100 175 1100 250 1100 340 1200 150 1200 220 1200 285 1300 130 1300 190 1300 250 1400 120 1400 155 1400 220 1500 100 1500 145 1500 180 1600 100 1600 120 1600 170 1700 100 1700 100 1650 150 1800 100 1800 100 1800 150 * Note: Values in Table are approximate, actual curves based upon 2nd order polynomial equation NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR MINOR STREET APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. SCENARIO (AM/PM)Existing Conditions 2019 INTERSECTION #21 Number of Lanes Major Approach E Grand Ave / E Branch St 2 Minor Approach W Branch Ave 1 AM Peak PM Peak Major St. Volume:1,691 1,640 Minor St. Volume:105 169 Warrant Met?:Yes Yes Both 1 Lane Approaches 2 or more Lane and One Lane Approaches Both 2 or more Lane Approaches "At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher volume of the major-street left-turn volumes plus the higher volume minor-street approach as the “minor street” volume and both approaches of the major street minus the higher of the major-street left-turn volume as “major street” volume." 0 100 200 300 400 500 600 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800Minor Street (Higher Volume Approach) - VPH Major Street (Total of Both Approaches) - VPH Peak Hour Volume (Warrant 3) Urban Areas AM Peak PM Peak 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE Item 8.b - Page 235 Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach 500 420 500 505 500 N/A 600 360 600 460 600 590 700 325 700 420 700 540 800 285 800 360 800 475 900 245 900 325 900 425 1000 200 1000 285 1000 370 1100 175 1100 250 1100 340 1200 150 1200 220 1200 285 1300 130 1300 190 1300 250 1400 120 1400 155 1400 220 1500 100 1500 145 1500 180 1600 100 1600 120 1600 170 1700 100 1700 100 1650 150 1800 100 1800 100 1800 150 * Note: Values in Table are approximate, actual curves based upon 2nd order polynomial equation NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR MINOR STREET APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. SCENARIO (AM/PM)Existing Conditions 2019 INTERSECTION #23 Number of Lanes Major Approach E Branch St 1 Minor Approach Nevada St / Bridge St 1 AM Peak PM Peak Major St. Volume:1,126 1,101 Minor St. Volume:236 194 Warrant Met?:Yes Yes Both 1 Lane Approaches 2 or more Lane and One Lane Approaches Both 2 or more Lane Approaches "At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher volume of the major-street left-turn volumes plus the higher volume minor-street approach as the “minor street” volume and both approaches of the major street minus the higher of the major-street left-turn volume as “major street” volume." 0 100 200 300 400 500 600 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800Minor Street (Higher Volume Approach) - VPH Major Street (Total of Both Approaches) - VPH Peak Hour Volume (Warrant 3) Urban Areas AM Peak PM Peak 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE Item 8.b - Page 236 Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach 500 420 500 505 500 N/A 600 360 600 460 600 590 700 325 700 420 700 540 800 285 800 360 800 475 900 245 900 325 900 425 1000 200 1000 285 1000 370 1100 175 1100 250 1100 340 1200 150 1200 220 1200 285 1300 130 1300 190 1300 250 1400 120 1400 155 1400 220 1500 100 1500 145 1500 180 1600 100 1600 120 1600 170 1700 100 1700 100 1650 150 1800 100 1800 100 1800 150 * Note: Values in Table are approximate, actual curves based upon 2nd order polynomial equation NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR MINOR STREET APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. SCENARIO (AM/PM)Existing Conditions 2019 INTERSECTION #29 Number of Lanes Major Approach Fair Oaks Ave 2 Minor Approach US 101 SB / Orchard Ave 1 AM Peak PM Peak Major St. Volume:889 911 Minor St. Volume:401 345 Warrant Met?:Yes Yes Both 1 Lane Approaches 2 or more Lane and One Lane Approaches Both 2 or more Lane Approaches "At an intersection with a high volume of left-turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher volume of the major-street left-turn volumes plus the higher volume minor-street approach as the “minor street” volume and both approaches of the major street minus the higher of the major-street left-turn volume as “major street” volume." 0 100 200 300 400 500 600 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800Minor Street (Higher Volume Approach) - VPH Major Street (Total of Both Approaches) - VPH Peak Hour Volume (Warrant 3) Urban Areas AM Peak PM Peak 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE Item 8.b - Page 237 Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach Major Street Total of Both Approaches Minor Street High Volume Approach 500 420 500 505 500 N/A 600 360 600 460 600 590 700 325 700 420 700 540 800 285 800 360 800 475 900 245 900 325 900 425 1000 200 1000 285 1000 370 1100 175 1100 250 1100 340 1200 150 1200 220 1200 285 1300 130 1300 190 1300 250 1400 120 1400 155 1400 220 1500 100 1500 145 1500 180 1600 100 1600 120 1600 170 1700 100 1700 100 1650 150 1800 100 1800 100 1800 150 * Note: Values in Table are approximate, actual curves based upon 2nd order polynomial equation NOTE: 150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR MINOR STREET APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE. SCENARIO (AM/PM)Existing Conditions 2019 INTERSECTION #32 Number of Lanes Major Approach Halcyon Road 1 Minor Approach Farroll Avenue 1 AM Peak PM Peak Major St. Volume:1,060 1,088 Minor St. Volume:130 140 Warrant Met?:No No Both 1 Lane Approaches 2 or more Lane and One Lane Approaches Both 2 or more Lane Approaches *Major street greater AM and PM left turn volumes of 23 and 20 vehicles respectively does not meet warrant using left turn with minor street option. 0 100 200 300 400 500 600 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800Minor Street (Higher Volume Approach) - VPH Major Street (Total of Both Approaches) - VPH Peak Hour Volume (Warrant 3) Urban Areas AM Peak PM Peak 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE Item 8.b - Page 238 Draft Document – For Discussion Only – Final Version May Differ From Draft GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx Appendix D Bicycle LTS Analysis Worksheets Item 8.b - Page 239 Table A-1: Bicycle Level of Traffic Stress (LTS) AnalysisSegment ID Roadway ClassificationBike Lane (Class 2 or 3)1Bike Lane Width2ParkingLanes (Total)Lanes (Directional)Speed Limit3Narrow Bike Lane (Y/N)4Faded Bike Lane (either direction)Directional GapDirectional Gap - Bike Lane Only5Bike Lane Blockage (Y/N)6High Access Point Density (Y/N)Residential (Y/N)Raised Median (Y/N)Centerline (Y/N) VolumeRolling Terrain (Y/N)LTS Criteria Table # Type of SegmentSpeed ScoreBlockage ScoreStreet Width ScoreBike Lane ScoreBike Lane Segment ScoreMixed Traffic ScoreMixed Traffic Score - Effective9Calculated LTS ScoreAdjustment (Volume)10Adjustment (Rolling Terrain)111 4-Lane (Primary) Arterialn/a42303 Mixed Traffic4442 Collector2 >=521402 Bike Lane (No Parking) 41 2 4443 Residential Collectorn/a21353 Mixed Traffic44444 Collector2 >=521404,6102 Bike Lane (No Parking) 41 2 4445 2-Lane Arterial2 >=521402 Bike Lane (No Parking) 41 2 4446 Residential Collectorn/a 2 21353 Mixed Traffic44447 2-Lane Arterial2 Effectively 0 1 214011 Bike Lane + Parking 4144 448 4-Lane (Primary) Arterial 2 >=5 2 42351 Bike Lane + Parking 33 2 3339 4-Lane (Primary) Arterial 3 n/a42353 Mixed Traffic344410 2-Lane Arterialn/a 2 21303 Mixed Traffic33311 2-Lane Arterialn/a21353 Mixed Traffic444412 2-Lane Arterial3 n/a21403 Mixed Traffic444413 2-Lane Arterial2 >=521402 Bike Lane (No Parking) 41 2 44414 2-Lane Arterial2 Effectively 0 1 21351SB1 Bike Lane + Parking 3134 4415 2-Lane Arterial2 >=521352 Bike Lane (No Parking) 31 2 33316 4-Lane (Primary) Arterial 2 >=542402 Bike Lane (No Parking) 43 2 44417 2-Lane Arterialn/a21453 Mixed Traffic444418 2-Lane Arterialn/a21453 Mixed Traffic444419 2-Lane Arterialn/a21403 Mixed Traffic444420 Residential Collectorn/a21453 Mixed Traffic444421 Residential Collectorn/a 1 21303 Mixed Traffic33322 Residential Collectorn/a2125YN3 Mixed Traffic11123 Residential Collectorn/a2125YN3 Mixed Traffic11124 Residential Collectorn/a21403 Mixed Traffic444425 Residential Collector 2 >=521302 Bike Lane (No Parking)1 2 22226 2-Lane Arterialn/a 1 423514,3603 Mixed Traffic444427 Collector2 >=5 2 21351 Bike Lane + Parking 31 2 33328 Residential Collectorn/a 2 21303 Mixed Traffic33329 Collectorn/a 1 21253 Mixed Traffic22230 Residential Collector 2 <5 2 2130 Y1 Bike Lane + Parking1 3 33331 Residential Collectorn/a 2 21303 Mixed Traffic33332 2-Lane Arterial2 <52140 Y2Bike Lane (No Parking) 41 3 44433 2-Lane Arterial2 >=5 2 21351 Bike Lane + Parking 31 2 33334 Residential Collectorn/a 1 2125YY3 Mixed Traffic11 2235 2-Lane Arterialn/a 2 21403 Mixed Traffic444436 2-Lane Arterialn/a 1 21353 Mixed Traffic444437 2-Lane Arterialn/a21359,7403 Mixed Traffic444438 4-Lane (Primary) Arterialn/a 2 423510,2503 Mixed Traffic444439 4-Lane (Primary) Arterial 2 Effectively 0 1 423511NB1 Bike Lane + Parking 3334 4440 4-Lane (Primary) Arterial 2 Effectively 0 1 423511 Bike Lane + Parking 3334 4441 4-Lane (Primary) Arterial 2 Effectively 0 1 42351NB1 Bike Lane + Parking 3334 4442 4-Lane (Primary) Arterialn/a42403 Mixed Traffic444443 4-Lane (Primary) Arterial 2 >=542402 Bike Lane (No Parking) 43 2 44444 4-Lane (Primary) Arterialn/a42403 Mixed Traffic444445 2-Lane Arterial2 Effectively 02140113,5402 Bike Lane (No Parking) 4144 4446 2-Lane Arterial2 >=521402 Bike Lane (No Parking) 41 2 44447 2-Lane Arterial2 >=521402 Bike Lane (No Parking) 41 2 44448 Collector2 >=521352 Bike Lane (No Parking) 31 2 33349 Collector2 >=521352 Bike Lane (No Parking) 31 2 33350 Collector2 >=521352 Bike Lane (No Parking) 31 2 33351 2-Lane Arterialn/a21353 Mixed Traffic444452 2-Lane Arterialn/a 2 2125Y 13,7003 Mixed Traffic223353 2-Lane Arterial2 <52130 Y2 Bike Lane (No Parking)1 3 33354 2-Lane Arterial2 <5 1 2135 Y1 Bike Lane + Parking 31 3 33355 2-Lane Arterial2 >=5 1 21351 Bike Lane + Parking 31 2 33356 4-Lane (Primary) Arterial 2 >=542352 Bike Lane (No Parking) 33 2 33357 2-Lane Arterialn/a 1 423512,9203 Mixed Traffic444458 2-Lane Arterialn/a 1 21353 Mixed Traffic444459 2-Lane Arterial2 >=5 2 21301 Bike Lane + Parking1 2 22260 2-Lane Arterial2 >=5 2 21251 Bike Lane + Parking1 2 22261 Residential Collector 2 >=521302 Bike Lane (No Parking)1 2 22262 2-Lane Arterial2 >=5 3 2135Y1 Bike Lane + Parking 3 3 1 2 33363 2-Lane Arterial3 n/a 1 21353 Mixed Traffic344464 4-Lane (Primary) Arterialn/a42353 Mixed Traffic444465 Residential Collectorn/a21353Mixed Traffic444466 4-Lane (Primary) Arterial 2 >=5 2 42351 Bike Lane + Parking 33 2 33367 4-Lane (Primary) Arterial 2 >=5 2 42351 Bike Lane + Parking 33 2 33368 4-Lane (Primary) Arterialn/a42353 Mixed Traffic444469 2-Lane Arterial2 >=521452 Bike Lane (No Parking) 41 2 44470 Residential Collectorn/a21303 Mixed Traffic33371 2-Lane Arterial3 n/a21303 Mixed Traffic33372 Collectorn/a 2 21303 Mixed Traffic333Roadway InputsBike Lane InputsAdjustmentsIndividual Criteria ScoresFinal12LTS ScoreSegment TypeBike Lane Roadway7Criteria FactorsAdjustmentsLTS Results8Overall Segment ScoresItem 8.b - Page 240 Segment ID Roadway ClassificationBike Lane (Class 2 or 3)1Bike Lane Width2ParkingLanes (Total)Lanes (Directional)Speed Limit3Narrow Bike Lane (Y/N)4Faded Bike Lane (either direction)Directional GapDirectional Gap - Bike Lane Only5Bike Lane Blockage (Y/N)6High Access Point Density (Y/N)Residential (Y/N)Raised Median (Y/N)Centerline (Y/N) VolumeRolling Terrain (Y/N)LTS Criteria Table # Type of SegmentSpeed ScoreBlockage ScoreStreet Width ScoreBike Lane ScoreBike Lane Segment ScoreMixed Traffic ScoreMixed Traffic Score - Effective9Calculated LTS ScoreAdjustment (Volume)10Adjustment (Rolling Terrain)11Roadway InputsBike Lane InputsAdjustments Individual Criteria ScoresFinal12LTS ScoreSegment TypeBike Lane Roadway7Criteria FactorsAdjustmentsLTS Results8Overall Segment Scores73 Collector2 Effectively 0 2 213511 Bike Lane + Parking 3134 4474 Collector2 >=5 2 21401 Bike Lane + Parking 41 2 44475 2-Lane Arterialn/a21353 Mixed Traffic444476 Residential Collector 2 >=521352 Bike Lane (No Parking) 31 2 33377 2-Lane Arterialn/a21353 Mixed Traffic444478 Residential Collectorn/a 1 2125YY3 Mixed Traffic22279 2-Lane Arterial2 >=521452 Bike Lane (No Parking) 41 2 44480 4-Lane (Primary) Arterial 2 <54225 YY2 Bike Lane (No Parking)3 3 334481 4-Lane (Primary) Arterialn/a 1 42353 Mixed Traffic444482 2-Lane Arterialn/a21403 Mixed Traffic444483 2-Lane Arterial2 <52140 Y2 Bike Lane (No Parking) 41 3 44484 4-Lane (Primary) Arterialn/a 2 42353 Mixed Traffic444485 4-Lane (Primary) Arterial 2 Effectively 042351 WB2 Bike Lane (No Parking) 3334 4486 2-Lane Arterial2 >=5 1 21351 Bike Lane + Parking 31 2 33387 2-Lane Arterialn/a 2 21303 Mixed Traffic33388 4-Lane (Primary) Arterialn/a42303 Mixed Traffic44489 2-Lane Arterial2 Effectively 0214011NB2 Bike Lane (No Parking) 4144 4490 Collector2 >=5 1 21401 Bike Lane + Parking 41 2 44491 2-Lane Arterial2 >=521352 Bike Lane (No Parking) 31 2 33392 2-Lane Arterial2 >=521402 Bike Lane (No Parking) 41 2 44493 4-Lane (Primary) Arterial 2 Effectively 042351EB2 Bike Lane (No Parking) 3334 44Notes:1No width reported for Class III bike routes; considered "Mixed Traffic" segments.2If bike lane is faded along any portion of the segment, or if there is a directional gap, then width is "Effectively 0", and the roadway is analyzed as a "Mixed Traffic" segment.3 Source: 2018 Citywide Engineering and Traffic Survey (E&TS), Pavement Engineering Inc., November 2018.4Narrow bike lane is considered to be < 5', resulting in a Bike Lane Score of LTS 3.5 Directional Gap means that there is a bike lane on only one side of the roadway (if "SB", there is only a bike lane in the Southbound direction). LTS score is based on the side without a bike lane. 6Blockage refers to bike lanes that are often blocked by vehicles entering/existing driveways, or other constraints (such as diagonal parking stalls, etc.).7 Values only provided if it would effect the LTS score, re: Mineta Tables 2.1 and 2.2. 8 Based on Mineta Transportation Institute "Low‐Stress Bicycling and Network Connectivity" (May 2012) criteria tables.9For roadways with faded bike lanes or directional gaps in bike lane facilities (effectively no bike lane), the roadway is analyzed as a "Mixed Traffic" segment.10 Adjustment made based on ODOT 'Analysis Procedures Manual Version 2' 4/2020 Exhibit 14‐5 and 14‐6.11Adjustment made based on field observations.12 Considered to be the maximum segment LTS score based on individual criteria scores and adjustments. Item 8.b - Page 241 Fair Oaks AvenueJames Way R o deoDriveEl Ca m i n o R e a lOak Park BoulevardAsh Street The Pike V alleyRoadElm StreetBranch Mill R o adFarroll AvenueBrisco RoadRancho ParkwayTallyHoRoadE a s t B r a n c h StreetEast Grand Avenue Halcyon RoadWest Bra n c h S t r e e t23247 634 92 4 49 1208 31 1233 13 3 263816 69 73 30 46 28 211945 40 83377953361027 1852483925644262 2 9 50 76937441817280 35 2354 70 47 1171 9 1 61 77 5985 876088442 2 92 63 8 2 755 5 14 17 1 54386£¤101 5 6567 90 5666 577 8 8 9 8468 5158APPENDIXFIGURE 0 0.1 0.2 0.3 0.4 Miles Project No.Revision No.-11144936 Date 09/01/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Map Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California II FIPS 0402 Feet Paper Size ANSI A o Data source: N:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\DeliverablesCreated by: Makinzie Clark Legend Major Roads US 101 City Limits Roads MAJOR ROADS SEGMENT IDSItem 8.b - Page 242 Initial Study/Mitigated Negative Declaration for the City of Arroyo Grande General Plan Circulation Element Update, Arroyo Grande, San Luis Obispo County, California MAY 2021 PREPARED FOR City of Arroyo Grande PREPARED BY SWCA Environmental Consultants EXHIBIT B Item 8.b - Page 243 Item 8.b - Page 244 INITIAL STUDY/MITIGATED NEGATIVE DECLARATION FOR THE CITY OF ARROYO GRANDE GENERAL PLAN CIRCULATION ELEMENT UPDATE, ARROYO GRANDE, SAN LUIS OBISPO COUNTY, CALIFORNIA Prepared for City of Arroyo Grande Community Development Department 300 East Branch Street Arroyo Grande, CA 93420 Attn: Robin Dickerson, City Engineer Prepared by Jacqueline Markley, M.S., AICP, Environmental Planner SWCA Environmental Consultants 1422 Monterey Street, Suite C200 San Luis Obispo, CA 93401 (805) 543-7095 www.swca.com SWCA Project No. 55896 May 2021 Item 8.b - Page 245 Item 8.b - Page 246 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration i CONTENTS 1 Introduction .......................................................................................................................................... 1 1.1 Project Location ........................................................................................................................ 1 1.2 Existing Conditions ................................................................................................................... 1 1.3 Proposed Improvements .......................................................................................................... 15 1.4 Required Discretionary Approvals .......................................................................................... 27 2 Environmental Checklist and Environmental Evaluation .............................................................. 31 I. Aesthetics ................................................................................................................................ 32 II. Agriculture and Forestry Resources ........................................................................................ 35 III. Air Quality ............................................................................................................................... 38 IV. Biological Resources ............................................................................................................... 46 V. Cultural Resources .................................................................................................................. 57 VI. Energy ..................................................................................................................................... 62 VII. Geology and Soils ................................................................................................................... 63 VIII. Greenhouse Gas Emissions ..................................................................................................... 69 IX. Hazards and Hazardous Materials ........................................................................................... 73 X. Hydrology and Water Quality ................................................................................................. 77 XI. Land Use and Planning ............................................................................................................ 80 XII. Mineral Resources ................................................................................................................... 82 XIII. Noise ........................................................................................................................................ 83 XIV. Population and Housing .......................................................................................................... 90 XV. Public Services ........................................................................................................................ 91 XVI. Recreation ................................................................................................................................ 93 XVII. Transportation ......................................................................................................................... 94 XVIII. Tribal Cultural Resources ........................................................................................................ 98 XIX. Utilities and Service Systems ................................................................................................ 101 XX. Wildfire ................................................................................................................................. 103 XXI. Mandatory Findings of Significance ..................................................................................... 106 3 Literature Cited ................................................................................................................................ 108 Appendices Appendix A. Circulation Element Update Existing Conditions Background Report Appendix B. Air Quality and Greenhouse Gas Emissions Policy Consistency Tables Appendix C. Vehicle Miles Traveled Analysis and TAZ Modelling Output Files Appendix D. Species Lists Item 8.b - Page 247 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration ii Figures Figure 1. Project vicinity map. ...................................................................................................................... 2 Figure 2. Existing roadway functional classification map. ........................................................................... 4 Figure 3. Proposed intersections and roadway improvements. ................................................................... 28 Figure 4. Proposed bicycle facility improvements. ..................................................................................... 29 Figure 5. Proposed pedestrian and transit facility improvements. .............................................................. 30 Figure 6. City of Arroyo Grande 2005 GHG emissions inventory by sector. ............................................. 71 Tables Table 1. Existing Conditions Intersection Operations .................................................................................. 6 Table 2. Existing Conditions Roadway Operations ...................................................................................... 8 Table 3. Agency Permits/Authorizations .................................................................................................... 27 Table 4. Summary of Ambient Air Quality Standards and Attainment Designations ................................ 39 Table 5. APCD Thresholds of Significance for Construction Operations .................................................. 41 Table 6. Daily Vehicle Miles Traveled ....................................................................................................... 42 Table 7. General Plan Land Use Compatibility Guidelines Near Transportation Noise Sources ............... 84 Table 8. City of Arroyo Grande General Plan Maximum Allowable Noise Exposure Standards for Transportation Noise Sources ...................................................................................................... 84 Table 9. Damage Potential to Buildings at Various Groundborne Vibration Levels .................................. 85 Table 10. Annoyance Potential to People at Various Groundborne Vibration Levels ............................... 86 Table 11. Construction Equipment Noise Levels ....................................................................................... 86 Table 12. Representative Vibration Source Levels for Construction Equipment ....................................... 88 Item 8.b - Page 248 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 1 1 INTRODUCTION The City of Arroyo Grande (City) is proposing a comprehensive update of the City of Arroyo Grande General Plan Circulation Element to adequately anticipate and plan transportation infrastructure to meet future needs of the City. The Circulation Element—one of eight mandatory elements of the City of Arroyo Grande General Plan—identifies the general location and extent of existing and proposed major roads, transit routes, terminals, and public utilities and facilities, and seeks to make policies governing circulation consistent with the City of Arroyo Grande General Plan Land Use Element (LUE). The City’s Circulation Element sets standards for developing streets and highways, levels of service, multi-modal circulation, and transportation systems. It also coordinates land use and circulation and provides the basis for planning and prioritizing transportation improvement projects and funding. Significant work has been completed over the past several years, as time and resources permitted, that inform the City of Arroyo Grande General Plan Circulation Element Update (GPCEU), including preparation of existing transportation conditions, corridor and operational studies, transportation model updates, and initial draft policies. On May 14, 2019, the City Council authorized a consultant services agreement with GHD to update the City’s Circulation Element. The process of updating the Circulation Element began with obtaining updated traffic counts at various locations throughout the City in September and October 2019. This process also included review of existing Circulation Element programs, an evaluation of existing conditions, and development of a report reflecting current facilities that have been constructed since the Circulation Element was last updated in 2012. GHD, in conjunction with City staff, then prepared the Final Existing Conditions and Background Report (Appendix A) that would be incorporated into the GPCEU. The Circulation Element policies and maps are also being updated. The GPCEU effort also includes updates to the City’s Transportation Impact Analysis Report Guidelines. Additionally, the City is in the process of updating the City’s Capital Improvement Program and Impact Fee Program. Following receipt of feedback from the City Planning Commission and the public during this study session, the Draft GPCEU will be finalized. The final document would return to the Planning Commission seeking a recommendation for adoption by the City Council. The process would conclude with a City Council meeting to consider adoption of the Circulation Element. 1.1 Project Location The project location includes the entire incorporated City of Arroyo Grande (also referred to as the study area) in San Luis Obispo County, California (Figure 1). 1.2 Existing Conditions The City of Arroyo Grande is an incorporated community located within the “Five Cities” area of San Luis Obispo County. The City is approximately 200 miles south of the San Francisco Bay Area and 150 miles north of Los Angeles. The City is 5.45 square miles in area and is at an elevation of approximately 114 feet above mean sea level. Arroyo Grande is located approximately 10 miles south of the City of San Luis Obispo, along the U.S. Route 101 (US 101) coastal corridor. The City is contiguous with the incorporated areas of the City of Pismo Beach to the northwest and the City of Grover Beach to the west. Item 8.b - Page 249 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 2 Figure 1. Project vicinity map. Item 8.b - Page 250 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 3 US 101 runs diagonally through the middle of the City in a northwest to southeast direction. US 101 is the primary state highway providing regional access, connecting the City with other parts of San Luis Obispo County and the state. State Route (SR) 227 also provides more localized access to and from the City to surrounding local communities. 1.2.1 Roadway System A hierarchy of streets provides access to and from residential, commercial, and industrial uses throughout the City and beyond. A route’s design, including the number of lanes needed, is determined by its functional classification and its projected traffic levels to achieve “safe and convenient movement at the development intensity anticipated in the Land Use Element” (City of Arroyo Grande 2021b). The study area and existing roadway functional classifications are presented in Figure 2 and described in further detail below. STATE FREEWAYS Controlled access facilities with junctions free of at-grade crossing with other roads, railways, or pedestrian pathways, and served by interchanges are classified as freeways. Freeways can either be toll or non-toll roads, with speed limits usually ranging from 60 to 70 miles per hour (mph). The following freeway services the surrounding Arroyo Grande community. US 101 is a major north–south freeway facility that traverses along coastal California. US 101 serves as the principal inter-regional auto and truck travel route that connects San Luis Obispo County (and other portions of the Central Coast) with the San Francisco Bay Area to the north and the Los Angeles urban basin to the south. Within San Luis Obispo County, US 101 provides major connection between and through several cities. Through the “Five Cities” area of San Luis Obispo County, US 101 represents a major recreational as well as commuter travel route and has a general four-lane divided freeway cross- section with 65 mph posted speed limits. Within the City of Arroyo Grande, US 101 forms full-access interchanges with Oak Park Boulevard, Brisco Road/Halcyon Road, and Grand Avenue/Branch Street, as well as directional interchange access at Traffic Way and Fair Oaks Avenue. STATE HIGHWAYS Controlled access facilities with junctions with cross streets characterized by at-grade intersections rather than interchanges are classified as highways. Highways can either be divided or undivided roadways, with speed limits usually ranging from 40 to 55 mph. The following highway services the surrounding Arroyo Grande community. State Route (SR) 227 is a state highway route that runs predominantly in a north–south direction connecting the cities of San Luis Obispo and Arroyo Grande. SR 227 has a general two-lane highway- type cross-section through most segments. SR 227 represents a significant parallel commuter route to US 101, as well as a recreational travel route serving the City of Arroyo Grande. ARTERIAL STREETS Arterial streets serve to connect areas of major activity within the urban area and function primarily to distribute cross-town traffic from freeways and highways to collector streets. The City’s Standard Specifications and Engineering Standards define two categories: primary arterials and arterials. Primary arterials feature four lanes with a turn lane, and arterials feature two lanes with a turn lane. Within the City of Arroyo Grande, arterial streets are mostly two-lane facilities with maximum operating speeds ranging from 30 to 45 mph. In addition, arterial facilities generally have limited access to adjacent land uses. The following arterials are identified in the City’s General Plan circulation system. Item 8.b - Page 251 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 4 Figure 2. Existing roadway functional classification map. Item 8.b - Page 252 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 5 East Branch Street extends Grand Avenue to the east and serves as the City’s main downtown commercial thoroughfare, as well as a commuter connection between US 101 and SR 227. The duality of purpose of this three-lane arterial road with on-street parking creates safety and capacity concerns. The high volume of traffic (18,500 average daily trips [ADT]) at times conflicts with the community’s desire to have a pedestrian-friendly downtown. Elm Street is a two-to-four-lane arterial road that runs north–south between SR 1 in the south and Brighton Avenue in the north. The four-lane portion of Elm Street is located between Ash Street and Grand Avenue. Fair Oaks Avenue is a two-to-four-lane arterial road that provides important east–west connectivity across US 101 in the southern portion of the City. It extends from Traffic Way in the east to Elm Street in the west. East of Valley Road, Fair Oaks Avenue is not built to full arterial facility design standards. Grand Avenue is a four-to-five-lane east–west primary arterial through and within the City (two travel lanes per direction with a two-way left-turn median lane along several segments within the City). West of the City of Arroyo Grande, Grand Avenue extends into the City of Grover Beach and extends farther west to the coastline. East of the full-access interchange with US 101, Grand Avenue becomes East Branch Street, which extends farther east to Corbett Canyon Road and SR 227. Grand Avenue represents one of the “gateway” routes for recreational travelers headed westwards from US 101 to the Pacific coastline. Halcyon Road is a two-to-four-lane north–south arterial road that connects between US 101 in the City of Arroyo Grande and SR 1 in the Halcyon area located to the south of the City, with the southernmost terminus at Zenon Way. Between Grand Avenue and Fair Oaks Avenue, Halcyon Road is a four-lane primary arterial road. Halcyon Road, in conjunction with Brisco Road and El Camino Real, forms a full- access interchange with US 101, just north of the US 101/Grand Avenue interchange. Oak Park Boulevard is a two-to-five-lane north-south arterial road that runs along the northwestern City limit line, defining Arroyo Grande’s boundary with the adjacent cities of Grover Beach and Pismo Beach. Oak Park Boulevard forms a full-access interchange with US 101 and extends south of US 101 as a four- lane primary arterial into the City of Grover Beach, continuing south beyond The Pike at 22nd Street. North of the City of Arroyo Grande, Oak Park Boulevard forks into Old Oak Park Road, which extends north into county lands, and Noyes Road, which extends in a northeasterly direction to connect with SR 227. Traffic Way is a two-to-four-lane arterial road serving local commercial developments. It extends from East Branch Street (SR 227) in the north and terminates into ramp junctions with US 101 to the south. Valley Road is a two-lane arterial road that extends south from Fair Oaks Avenue, connecting to SR 1 south of the City limits. West Branch Street is a two-lane arterial road and frontage road east of US 101 with both commercial and residential frontage. It extends from Oak Park Boulevard to West Branch Street and provides important circulation and commercial accessibility east of US 101. COLLECTORS Collectors function as connector routes between local and arterial streets and provide access to residential, commercial, and industrial property. The City’s Standard Specifications and Engineering Standards define two categories: collectors and residential collectors. Collectors feature turn lanes at intersections and may feature a two-way left-turn lane, while residential collectors do not have turn lanes. Item 8.b - Page 253 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 6 James Way is a predominantly east–west two-lane road serving as a residential collector between Oak Park Boulevard and Tally Ho Road. Printz Road is a predominantly east–west two-lane collector that runs just north of the City’s northern limits. Printz Road connects between SR 227 and Noyes Road, and provides access for several small local roads. The Pike is a two-lane east–west collector. It runs between 13th Street and Halcyon Road. A portion of The Pike runs adjacent to part of the southern City limits. Rancho Parkway is a two-lane north–south collector that runs between West Branch Street and James Way. Rancho Parkway provides access to the large shopping centers along West Branch Street, including the Walmart and residential areas north. Ash Street, Branch Mill Road, Brisco Road, Courtland Street, East Cherry Avenue, El Camino Mercado, Farroll Avenue, Huasna Road, Mason Street, North Corbett Canyon Road, Rodeo Drive, and Tally Ho Road are other important roadways serving Residential Collector functions within the City (residential collectors are hereafter referred to as local collectors in the GPCEU and in this document). LOCAL STREETS Local streets provide direct access to abutting properties and allow for localized movement of traffic. Local streets are characterized by low daily traffic volumes and low travel speeds. All roadways not identified in the Roadway Functional Classifications Map (see Figure 2) as freeways, highways, arterials, or collectors are designated as local streets. 1.2.2 Existing Traffic Operations Intersection facilities were evaluated on an AM and PM peak hour basis using peak hour turning movement counts collected on Thursday, November 14, 2019, and Thursday, November 21, 2019. These counts were collected while school was in session. The AM peak hour is defined as the one continuous hour of peak traffic flow counted between 7:00 AM and 9:00 AM, and the PM peak hour is defined as the one continuous hour of peak traffic flow counted between 4:00 PM and 6:00 PM under typical weekday conditions. EXISTING CONDITIONS INTERSECTION OPERATIONS AND DEFICIENCIES Existing weekday AM and PM peak hour intersection traffic operations were quantified using existing traffic volumes, lane geometrics, and intersection controls. Table 1 presents a summary of the level of service (LOS) and delay (in seconds per vehicle) at each study intersection under existing conditions. Table 1. Existing Conditions Intersection Operations # Intersection Control Type Target LOS AM Peak PM Peak Warrant 3 Met? Delay LOS Delay LOS 1 James Way & Oak Park Blvd Signal C 29.4 C 18.6 B - 2 James Way & Rodeo Dr AWSC C 8.3 A 9.1 A - 3 James Way & Tally Ho Rd AWSC C 8.6 A 8.8 A - 4 W Branch St / US 101 NB Ramp & Oak Park Ave Signal C 8.3 A 10.6 B - Item 8.b - Page 254 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 7 # Intersection Control Type Target LOS AM Peak PM Peak Warrant 3 Met? Delay LOS Delay LOS 5 El Camino Real & Oak Park Ave Signal C 12.1 B 13.4 B - 6 W Branch St & Camino Mercado / US 101 NB Ramps Signal C 15.1 B 17.4 B - 7 W Branch St & Rancho Parkway Signal C 6.4 A 8.3 A - 8 W Branch St & Brisco Rd Signal C 12.0 B 22.9 C - 9 US 101 NB Ramps & Brisco Rd Signal C 41.2 D 51.6 D - 10 El Camino Real & Brisco Rd Signal C 43.8 D 51.8 D - 11 W Branch St & Rodeo Dr TWSC C 11.8 B 10.8 B - 12 El Camino Real & US 101 SB Ramps / Halcyon Rd Signal C 19.9 B 23.1 C - 13 E Grand Ave & Oak Park Blvd Signal C 16.2 B 22.9 C - 14 E Grand Ave & Courtland St Signal C 9.7 A 11.2 B - 15 E Grand Ave & Elm St Signal C 9.6 A 12.2 B - 16 E Grand Ave & Brisco Road TWSC C 12.8 B 18.8 C - 17 E Grand Ave & Halcyon Rd Signal C 23.2 C 23.6 C - 18 E Grand Ave & El Camino Real TWSC C 50.6 F 41.1 E No 19 E Grand Ave & US 101 SB Ramps Signa C 9.7 A 13.2 B - 20 E Grand Ave & US 101 NB Ramps Signal C 11.3 B 28.0 C - 21 E Grand Ave & E Branch St & W Branch St TWSC C 104.0 F 111.5 F Yes 22 E Branch St & Wesley St / Traffic Way Signal C 17.7 B 17.1 B - 23 E Branch St & Nevada St / Bridge St TWSC C 42.8 E 23.0 C Yes 24 E Branch St & Short St None C - - - - - 25 E Branch St & Mason St Signal C 11.4 B 11.1 B - 26 E Branch St / Huasna Rd & Corbett Canyon Rd / Stanley AWSC C 21.2 C 20.3 C - 27 S Traffic Way & Traffic Way / US 101 Ramps TWSC C 11.2 B 12.8 B - 28 Fair Oaks Ave & Traffic Way Signal C 13.5 B 12.7 B - 29 Fair Oaks Ave & US 101 SB Ramp / Orchard Ave AWSC C 39.8 E 16.9 C Yes 30 Fair Oaks Ave & Valley Rd Signal C 12.2 B 8.1 A - 31 Fair Oaks Ave & Halcyon Rd Signal C 54.2 D 17.0 B - 32 Farroll Ave & Halcyon Rd TWSC C 109.0 F 37.9 E No 33 The Pike & Halcyon Rd AWSC C 22.3 C 13.3 B - Notes: 1. AWSC = All Way Stop Control; TWSC = Tw o Way Stop Control; RNDBT = Roundabout 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for AWSC, 3. Warrant = Based on California Manual on Uniform Traffic Control Devices (MUTCD) Warrant 3 4. Bold = Unacceptable Conditions 5. OVR = Delay over 300 seconds Source: GHD 2020. Item 8.b - Page 255 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 8 The City’s current Circulation Element includes a goal to attain and maintain LOS C or better on all streets and controlled intersections. As shown in Table 1, the following study intersections operate at unacceptable LOS 1 (D, E, or F) during the AM or PM peak hours under existing conditions: • 18: East Grand Avenue & El Camino Real (at LOS F [AM]/E [PM]) • 21: East Grand Avenue / East Branch Street & West Branch Street (at LOS F) • 23: East branch Street & Nevada Street / Bridge Street (at LOS E [AM only]) • 29: Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue (at LOS E [AM only]) • 32: Farroll Avenue & Halcyon Road (at LOS F [AM]/E [PM]) Of the locations listed above, several are unsignalized intersections that meet peak hour traffic signal warrant criteria, as follows: • 21: East Grand Avenue / East Branch Street & West Branch Street • 23: East branch Street & Nevada Street / Bridge Street • 29: Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue EXISTING CONDITIONS ROADWAY OPERATIONS New daily roadway traffic counts (two weekday counts at each location) were taken in November 2019 and compared to daily roadway counts taken in May 2012. Table 2 presents a summary of the prior 2012 ADT and current (2019) roadway volumes and LOS at each roadway segment. As presented in Table 2, all study roadway segments operate at acceptable LOS under Existing Conditions. There are no roadway segment deficiencies at 2019 count locations. Table 2. Existing Conditions Roadway Operations # Street Segment Facility Type 2012 Past ADT 2019 Average ADT LOS 1 E Grand Ave West of Courtland St Four Lane (with turning lane) Arterial 21,630 19,770 A 2 E Grand Ave East of Courtland St Four Lane (with turning lane) Arterial 18,600 19,220 A 3 E Grand Ave West of Halcyon Rd Four Lane (with turning lane) Arterial 18,630 15,710 A 4 E Grand Ave East of Halcyon Rd Four Lane (with turning lane) Arterial 19,610 17,400 A 5 E Grand Ave East of US 101 NB Ramps Four Lane (with turning lane) Arterial 24,090 19,650 A 1 It should be noted that the GPCEU includes a change that would make LOS D an acceptable LOS compared to the current Circulation Element, which considers LOS D an unacceptable LOS. Senate Bill (SB) 743 amends the California Environmental Quality Act (CEQA) transportation impact analysis for projects by replacing auto delay (LOS) as a basis for determining significant impacts under CEQA with average vehicle miles traveled (VMT). The legislation in SB 743 does not preclude agencies from adopting the use of auto LOS outside of CEQA in the local transportation planning and policy set forth in the Circulation Element; however, it is no longer used as a threshold for evaluating environmental impacts related to transportation under CEQA. Item 8.b - Page 256 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 9 # Street Segment Facility Type 2012 Past ADT 2019 Average ADT LOS 6 E Branch St East of Traffic Way Two Lane (with turning lane) Arterial 18,4900 13,700 C 7 E Branch St East of Crown Hill Two Lane (no turning lane) Arterial 11,410 10,980 C 8 Huasna Road East of SR 227 Two Lane Collector 6,600 8,190 C 9 Huasna Rd East of City Limits Two Lane Collector - 5,080 A 10 SR 227 South of Talley Ho Rd Two Lane Hwy 3,300 3,860 B 11 SR 227 South of Royal Oak Place Two Lane Hwy 1,880 1,950 A 12 Corbett Canyon Rd North of SR 227 Two Lane (no turning lane) Arterial 1,500 3,610 A 13 N Halcyon Rd North of E Grand Ave Two Lane (no turning lane) Arterial 8,900 9,740 B 14 Elm St South of E Grand Ave Four Lane (with turning lane) Arterial - 10,250 A 15 El Camino Real North of E Grand Ave Two Lane (with turning lane) Arterial - 2,310 A 16 S Halcyon Rd South of East Grand Ave Four Lane (no turning lane) Arterial 17,280 14,360 A 17 S Halcyon Rd North of Farroll Ave Four Lane (with tuning lane) Arterial - 12,920 A 18 S Halcyon Rd South of The Pike Two Lane (with turning lane) Arterial 67,00 8,530 A 19 Fair Oaks Ave East of S Halcyon Rd Two Lane (with turning lane) Arterial 11,220 8,800 A 20 Fair Oaks Ave East of Valley Rd Four Lane (no turning lane) Arterial 8,800 11,350 A 21 Valley Rd South of Fair Oaks Ave Two Lane (no turning lane) Arterial 5,900 7,620 A 22 Traffic Way South of Branch St Four Lane (no turning lane) Arterial 13,180 10,770 A 23 W Branch St North of E Grand Ave Two Lane (with turning lane) Arterial 3,900 3,180 A 24 W Branch St West of Brisco Rd Four Lane (with turning lane) Arterial 13,900 12,810 A 25 W Branch St East of Oak Park Blvd Two Lane (with turning lane) Arterial 12,000 13,540 C 26 Rancho Pkwy North of W Branch St Two Lane (with turning lane) Arterial 8,400 8,390 A 27 Old Oak Park Rd North of Noyes Rd Two Lane (no turning lane) Arterial 4,090 1,470 A 28 Noyes Rd North of Old Oak Park Rd Two Lane (no turning lane) Arterial 4,960 6,210 A 29 Oak Park Blvd South of El Camino Real Four Lane (no turning lane) Arterial 20,400 16,060 A 30 Oak Park Blvd South of E Grand Ave Four Lane (with turning lane) Arterial 12,490 11,030 A Item 8.b - Page 257 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 10 # Street Segment Facility Type 2012 Past ADT 2019 Average ADT LOS 31 Oak Park Blvd North of Farroll Ave Four Lane (with turning lane) Arterial 8,850 9,350 A 32 James Way West of Oak Park Blvd Four Lane (with turning lane) Arterial 7,710 6,160 A 33 James Way East of Oak Park Blvd Two Lane (no turning lane) Arterial 6,340 6,110 A 34 James Way West of Talley Ho Rd Two Lane Collector 3,470 3,570 A 35 El Camino Real West of Brisco Rd Two Lane (no turning lane) Arterial 4,630 4,610 A 36 Farroll Ave East of Oak Park Blvd Two Lane Collector 4,820 4,850 A 37 Branch Mill Rd East of E Cherry Ave Two Lane Collector 1,710 1,690 A Source: GHD 2020. TRUCK ROUTES Truck routes are intended to carry heavyweight commercial, industrial, and agricultural vehicles through and around the community with minimum disruption to local auto traffic and minimum annoyance to residential areas. The 1982 Surface Transportation Assistance Act set standards for large trucks, known as STAA Trucks, and set minimum truck sizes that states must allow on the National Network, including the Interstate System and other defined routes. The US 101 freeway through the City of Arroyo Grande and statewide is a National Truck Network. SR 1 is a California Legal Truck Network north of the City of Arroyo Grande, passing through San Luis Obispo County. The last truck route to access Arroyo Grande is SR 227. SR 227 north of Arroyo Grande is a combination of California Legal Truck Network and the California Legal Advisory Truck Route. The following street segments are the approved truck routes in Arroyo Grande: • Barnett Street, from El Camino Real to East Grand Avenue • Branch Mill Road, from East Cherry Avenue to the Easterly City Limit • Brisco Road, from El Camino Real to East Grand Avenue • Corbett Canyon Road, from East Branch Street/Crown Hill to the Easterly City Limit • East Branch Street, from US 101 Overpass to East Branch Street/Crown Hill • East Cherry Avenue, from Traffic Way to Branch Mill Road • East Grand Avenue, from US 101 Overpass to the Westerly City Limit • El Camino Real, from Oak Park Boulevard to Barnett Street • Fair Oaks Avenue, from Halcyon Road to Traffic Way • Halcyon Road, from El Camino Real to the Southerly City Limit • Huasna Road, from East Branch Street/Crown Hill to the Easterly City Limit • Nelson Street, from Traffic Way to South Mason Street • Oak Park Boulevard, from El Camino Real to City Limit • South Elm Street, from East Grand Avenue to the Southerly City Limit Item 8.b - Page 258 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 11 • South Mason Street, from Nelson Street to East Branch Street • The Pike, from the Westerly City Limit to Halcyon Road • Traffic Way, from East Branch Street to US 101 • Valley Road, from Fair Oaks Avenue to the Southerly City Limit BICYCLE AND PEDESTRIAN FACILITIES The City previously adopted the 2012 Bicycle & Trails Master Plan, which encourages walking and bicycling through proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the partial network already in place in the City and County. The following functional classifications of bicycle facilities are utilized within the GPCEU. Class I Bike Path. Class I facilities are multi-use facilities that provide a completely separated right-of- way for the exclusive use of bicycles and pedestrians with minimized cross flows of motorized traffic. Class I bikeways must be compliant with provisions of the Americans with Disabilities Act (ADA). These bikeways are intended to provide superior safety, connectivity, and recreational opportunities as compared to facilities that share right-of-way with motor vehicles. Class II Bike Lane. Class II facilities provide a striped and signed lane for one-way bicycle travel on each side of a street or highway within the paved area of a roadway. The minimum width for bike lanes ranges between 4 and 6 feet depending on the edge of roadway conditions (curb and gutter). Bike lanes are demarcated by a 6-inch white stripe, signage, and pavement legends. Class III Bike Route. Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network. By law, bicycles are allowed on all roadways in California except on freeways when a suitable alternate route exists. However, Class III bikeways serve to identify roads that are more suitable for bicycles. Shared Roadway (No Bikeway Designation). A roadway that permits bicycle use but is not officially designated as a bikeway. This generally occurs in rural areas by touring bicyclists and recreation. In some instances, entire street systems may be fully adequate for safe and efficient bicycle travel, where signing and pavement marking for bicycle use may be unnecessary. In other cases, prior to designation as a bikeway, routes may need improvements for bicycle travel. Class IV Separated Bikeways. Known as separated bikeways or cycle tracks, Class IV bikeways provide a separate travel way that is designated exclusively for bicycle travel adjacent to the roadway and are protected from vehicular traffic by physical separation. The separation may include, but is not limited to, grade separation, planters, flexible posts, inflexible posts, physical barriers, or on-street parking. The above five definitions are consistent with the California Department of Transportation (Caltrans) Highway Design Manual (HDM; Caltrans 2020a). It is emphasized that the designation of bikeways as Class I, II, III, and IV should not be construed as a hierarchy of bikeways; that one is better than the other. Each class of bikeway has its appropriate application. In addition, the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (AASHTO 2012) and National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide (NACTO 2004) are used as resources to identify the following bicycle facilities. Item 8.b - Page 259 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 12 Bicycle Boulevard. Bicycle boulevards are streets where the following conditions are created in order to prioritize bicycle safety and optimize through travel for bicycles rather than automobiles: • Slow traffic speed and low volume. • Use of diverters and roundabouts to discourage through and non-local motor vehicle traffic. • Improved travel for bicyclists by assigning the right-of-way priority to the bicycle boulevard at intersections with other roads wherever possible. • Traffic controls that help bicyclists cross major arterial roads. • Signage and street design that encourages use by bicyclists and informs motorists that the roadway is a priority route for bicyclists. Bicycle boulevards use a variety of traffic calming elements to achieve a safe environment. For instance, diverters with bicycle cut-outs allow cyclists to continue to the next block but discourage through traffic by motor vehicles. Typically, these modifications will also calm traffic and improve pedestrian safety, as well as encourage bicycling. Bicycle boulevards are generally applicable to local roadways. Buffered Bike Lanes. Buffered bike lanes are conventional bicycle lanes (Class II) paired with a designated buffer space separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. A buffered bike lane is allowed as per Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD; FHWA 2012) guidelines for buffered preferential lanes (section 3D-01). Buffered bike lanes provide space between bicyclists and the traveled way, allow room for bicyclists to pass without encroaching into the vehicle travel lane, and can be used to provide a buffer between on-street parking and the bike lane. Buffered bike lanes are ideal for streets with extra lanes or extra lane width, and along roadways with higher travel speeds, higher traffic, and truck volume. Green-Colored Bike Facilities. Green-colored bike facilities may be installed within bicycle lanes or the extension of the bicycle lane through an intersection or transition through a conflict area as a supplement to bike lane markings. The FHWA issued an Interim Approval (IA-14) on April 15, 2011, for the optional use of green-colored pavement for marked bicycle lanes. Bike Boxes. Bike boxes designate an area for bicyclists to queue in front of automobiles but behind the crosswalk at signalized intersections. Bike boxes provide cyclists a safe way to be visible to motorists by getting ahead of the queue during the red signal phase, and they reduce vehicle incursion into crosswalks. Bike boxes also improve safety for conflicts with right-turning vehicles when the traffic signal turns green. Bike boxes can be utilized to facilitate left-turn positioning and gives priority to cyclists. Shared Lane Markings (“Sharrows”). Sharrows help remind motorists that bicyclists are allowed to use the full lane and remind bicyclists to avoid riding too close to parked cars for safety. The shared lane markings help bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane. These markings are primarily recommended on low-speed streets. Existing Bicycle and Pedestrian Facility Conditions The current bicycle and trail network consists mainly of on-street facilities that are identified as Class II and Class III bikeways. The City also has short segments of off-street trails typically consisting of soft surface (decomposed granite) materials. The trails are typically situated in open space along a creek tributary. The two exceptions are trails located along Equestrian Way and Grace Lane, which are decomposed granite paths located behind the curb. These do not meet Class I Bike Path standards (10-foot paved path with 2-foot shoulders, or 12-foot paved path). Item 8.b - Page 260 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 13 There are gaps in the sidewalk network; a Pedestrian Safety Review conducted by ITS Berkeley in 2010 and the Draft Halcyon Road Complete Streets Plan identify some areas where there are opportunities for improvement. The Pedestrian Safety Review focused on key intersections throughout the City and suggested recommendations that could improve the pedestrian safety crossing large streets with many lanes of traffic. The Draft Halcyon Road Complete Streets Plan focused on multimodal improvements along the Halcyon Road corridor, connecting Arroyo Grande Hospital, residences, and the elementary school. Locations near and between residences, schools, parks, retail centers, and City services should provide adequate sidewalks and marked crossings. There are gaps in the network of bicycle facilities. Arterials and collectors that are north–south roadways that do not have bicycle facilities include portions of Elm Street, Halcyon Road, Corbett Canyon Road, Tally Ho Road, Ash Street, and Oak Park Boulevard. Arterials and collectors that are east–west roadways that do not have bicycle facilities include portions of Farroll Avenue, East Grand Avenue, East Branch Street, and East Cherry Avenue. Subsequent bicycle Level of Traffic Stress (LTS) analysis is included. Safe, convenient, and continuous access needs to be provided along major routes throughout the City for active transportation modes. As part of the GPCEU, roadway facilities will be identified where it is possible to modify the existing cross section and increase the active transportation components for pedestrians and bicyclists. Included in the proposed GPCEU policies are requirements to prepare a Pedestrian Master Plan and update the existing Bicycle and Trails Master Plan. It is proposed for the bicycle portion of the plan that an assessment of bicycle LTS will be required to specifically evaluate the performance of the existing bicycle system and to help identify bicycle facility improvements. Mineta Transportation Institute criteria was applied to roadway segments with bike lanes (with and without on-street parking) and roadway segments without bike lanes (mixed traffic segments) to determine existing Bicycle LTS. As shown, the majority of segments along major roads (arterials and collectors) within the City of Arroyo Grande can be considered high stress (LTS 3 or 4). Even with the presence of bike lanes, the high stress nature of roadway segments within the City are primarily due to roadway speed limits of 35 mph or greater, and roadways with three or more total travel lanes. For those roadways with speed limits lower than 35 mph, lack of adequate bike lane striping or physical separation between cyclists and vehicles (i.e., buffers) results in high stress conditions. In addition, lack of adequate bicycle protection (i.e., bike pockets) at intersections with lengthy vehicle right-turn pockets, or gaps in bike lane striping at intersection approaches, result in high stress conditions at all intersections along major roads within the City of Arroyo Grande. Other factors were noted as contributing to high stress conditions, including quality and condition of existing bike lane striping and gaps in striping along segments on either side of the roadway. Segments with significant bike lane striping fading along existing Class II bicycle routes were noted at the following locations: • West Branch Street between Oak Park Boulevard and Camino Mercado • El Camino Real between Hillcrest Drive and Brisco Road • Oak Park Boulevard Between Ash Street and The Pike • The Pike between Oak Park Boulevard and Elm Street • Valley Road between Fair Oaks Avenue and Castillo Del Mar Item 8.b - Page 261 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 14 Major gaps along existing Class II bicycle routes (i.e., roadway segments with incomplete bike lanes, or bike lanes only in one direction) occur at the following locations: • East Grand Avenue: eastbound approach at Halcyon Road • East Grand Avenue: between Elm Street and Grande Foods Market • Traffic Way: northbound segment between Nelson Street and Bridge Street • Oak Park Boulevard: southbound segment between Farroll Road and The Pike • Oak Park Boulevard: southbound between Manhattan Avenue and Ash Street • Fair Oaks Avenue: westbound segment between California Street and Traffic Way Vehicle on-street parking is also a contributor to high stress conditions for cyclists and is allowed on the majority of the City’s arterials and collectors. PUBLIC TRANSPORTATION The City’s public transportation is provided by South County Transit (SoCo Transit), a branch of the San Luis Obispo Regional Transit Authority (SLORTA); SoCo Transit will merge with SLORTA early 2021. Routes 21, 24, 27, and 28 serve major arterial roadways in the City. The Avila-Pismo Trolley connects to SoCo Transit Routes at the Pismo Premium Outlets. All SoCo Transit Routes make stops at the Town Center/Walmart, and Ramona Gardens Park and Routes 21 and 24 make stops at the Pismo Premium Outlets. The following route descriptions are from the San Luis Obispo South County Transit Short- Range Transit Plan (LSC Transportation Consultants 2019). Route 21 provides hourly service between 6:29 AM and 7:29 PM on weekdays, 7:29 AM and 7:29 PM on Saturdays, and 7:29 AM and 6:29 PM on Sundays. The route consists of a large clockwise loop traveling south on James Way and West Branch Street serving Arroyo Grande, west on Grand Avenue serving Grover Beach, and north on Price Street and US 101 to complete a smaller counter-clockwise loop serving Pismo Beach and Shell Beach. This route connects with SLORTA Route 10 at the top of the hour at the Pismo Beach Premium Outlets (Pismo Beach Outlets), and with Routes 24, 27, and 28 at Ramona Garden Park Transit Center in Grover Beach at 29 minutes after the hour. Route 24 provides service hourly from 6:29 AM to 7:29 PM on weekdays, 7:29 AM to 7:29 PM on Saturdays, and 7:29 AM to 6:29 PM on Sundays. This loop route serves the core of Pismo Beach, Grover Beach, and Arroyo Grande, primarily in a counter-clockwise direction. It is largely aligned with Route 21, except that Route 24 adds service to downtown Arroyo Grande but does not serve the Shell Beach area of Pismo Beach. From the Pismo Beach Outlets, the route travels northwest towards Pismo Beach circling south down Highway 1 to Ramona Garden Park Transit Center in Grover Beach. The route then travels east on Grand Avenue, north towards Arroyo Grande, and west looping back towards the Town Center/Walmart stop before returning to the Pismo Beach Outlets. Route 27 provides hourly service from 6:03 AM to 8:13 PM on weekdays only. This route travels in clockwise direction serving Arroyo Grande, Oceano, and the eastern portions of Grover Beach. This route connects with Routes 21 and 24 at Ramona Gardens at 29 minutes after the hour and with Route 28 at 32 minutes after the hour. Route 28 provides hourly service from 6:20 AM to 8:14 PM on weekdays, 7:32 AM to 8:14 PM on Saturdays, and 7:32 AM to 7:14 PM on Sundays. This route travels in a counter-clockwise direction serving the same route as Route 27 in reverse order (except for one block around Long Branch Avenue and Oak Park Boulevard). This route connects with Routes 21 and 24 at Ramona Garden Park at 29 minutes after the hour and with Route 27 at 32 minutes after the hour. Item 8.b - Page 262 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 15 Avila-Pismo Trolley runs April through September during holidays, weekends, and Fridays. Hourly service is generally provided from 10:00 AM to 6:00 PM with hours extending to 9:00 PM in June, July, and August. The trolley connects with SoCo Transit Routes 21 and 24 and SLORTA 10 at the Pismo Beach Outlets at the top of each hour. No fare is charged on this service. RTA Route 10 provides hourly regional service between San Luis Obispo and Santa Maria. SoCo Transit is connected to other cities by SLORTA Route 10, which makes stops in Arroyo Grande at East Grand Avenue at El Camino Real and El Camino Real at Halcyon Park and Ride. RAIL No commuter rail transportation (Amtrak) is currently located in the City of Arroyo Grande. The nearest Amtrak station is located in the City of Grover Beach, 2.2 miles west of Arroyo Grande. The primary access to the station is on West Grand Avenue east of SR 1. The SoCo Transit Bus Route 21 provides service to the railway station for the City of Arroyo Grande. AIR The Oceano County Airport is the closest airport to the City, located in the unincorporated community of Oceano in San Luis Obispo County, southwest of Arroyo Grande. SoCo Transit Route 21 provides service to this airport for the City of Arroyo Grande. The airport is mainly used for recreational activities and is accessible by SR 1 via West Grand Avenue. The San Luis Obispo County Regional Airport, also known as McChesney Field, is located in the City of San Luis Obispo, about 9 miles north of Arroyo Grande. It is served by three commercial airlines providing services to Dallas/Fort Worth, Denver, Phoenix, San Francisco, and Seattle. It is also home to full service general aviation and corporate facilities. McChesney Field is located on the west side of SR 227, about 2 miles east of US 101. 1.3 Proposed Improvements The City’s GPCEU goals and policies will provide the overall direction the City desires in planning and implementing the expansion of the circulation system to meet the changing travel demands of the community. The implementing policies will establish the link between the City’s goals and the implementing programs, and guide how the programs will actually be implemented. The programs are the specific action items that will accomplish the improvement or plan that will meet and serve the expanded community need. The guiding and implementing policies reflect the City’s vision for a comprehensive circulation system that is safe and efficient for pedestrians, bicycles, trucks, automobiles, and public transportation. 1.3.1 Proposed Circulation Plan The City’s proposed Circulation Plan, shown on Figures 3 through 5, following the listed policies, was developed through transportation analysis and public input to guide the future circulation planning and improvements to the Arroyo Grande circulation system. The Circulation Plan includes the following policies. Item 8.b - Page 263 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 16 AUTOMOBILE POLICIES Street and Highway Standards CT1 Schedule and implement the Circulation system identified in the Circulation Map (Circulation Element Update Figure 2-2) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Circulation Map. CT1-1 Standards: Streets shall be constructed in conformance with the City and State’s adopted Engineering Standards, Plans, and Policies that apply to each classification. Variations and modifications in Standards and planned alignments may be permitted with City Council approval or City Engineer / Public Works Director approval where delegated. CT1-1.1 Consider specific design guidelines and landscaping standards appropriate to a designated connected system of “Scenic Streets & Highways” for resident and visitor enjoyment. CT1-1.2 Update City’s Engineering Standards, Plans, and Policies to be consistent with the Proposed Standard Cross Sections shown in Table 2-2 (reference). CT1-2 Intersections: Roundabouts should be considered when evaluating new or modified intersection controls as an alternative to intersection signalization. Protected active transportation intersection elements should be considered when intersections are improved along a protected (Class I or Class IV) bikeway route. CT1-3 State Facilities: State facilities are to be designed and constructed per Caltrans design standards or as mutually approved. CT1-4 Primary Arterial Streets: 4 lanes with or without median / two-way left turn lane, access management, optional parkways, optional on-street parking, bike & pedestrian facilities per adopted plan, transit turnouts and other design features: minimum 110’ right of way. CT1-5 Arterial Streets: 2 lanes with or without median/center turn lane, optional landscaped parkways, optional on-street parking, bike and pedestrian facilities per adopted plan, some transit and other design features; minimum 86’ of right-of-way. CT1-6 Collector Streets: 2 lanes with or without turn lane; access management, bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways & on-street parking where feasible; minimum 78’ of right-of-way. CT1-7 Local Collector Streets: 2 lanes without a turn lane; bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways and on-street parking where feasible; minimum 60’ right-of-way. CT1-8 Local Streets: 2 lanes, on-street parking; bike and pedestrian facilities per adopted plan, sidewalks on one or both sides, other design variables in hillside, cul-de-sac, or other special conditions; minimum 52’ right-of-way. CT1-9 Complete Streets: Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all Item 8.b - Page 264 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 17 ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-9.1 Evaluate projects to ensure that the safety, comfort, and convenience of pedestrians, bicyclists, and transit users are given an equal level of consideration to automobiles. CT1-9.2 Use roadway rehabilitation and maintenance projects as opportunities to introduce or enhance multimodal facilities and amenities by making the best use of available right of way, including narrowing travel lanes to standard dimensions, striping new or enhanced bikeways, adding or enhancing crosswalks, improving intersection markings, and other transportation “best practices”. CT1-9.3 Consider ways to increase and improve travel choices when reviewing development or transportation infrastructure projects by closing gaps in multimodal networks and enhancing the quality of multimodal facilities and amenities. CT1-9.4 Improve the existing street network to minimize nonmotorized and transit travel times and improve the mobility experience of transit, bicycle, and walking trips between new projects and surrounding land uses in an effort to reduce vehicle trips. CT1-9.5 Recognize and meet the mobility needs of pedestrians and bicyclists all skill levels and ages, persons using wheelchairs, and those with other mobility limitations. CT1-10 Alternative Improvements: Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two-stage turns, and other alternative striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT1-11 Auto Circulation: Provide efficient citywide automobile circulation by maintaining and, where necessary, improving local and regional roadway facilities. Continue to seek opportunities to improve connectivity throughout the City and to maintain safe and efficient regional connectivity with improved access to US 101. CT1-12 Signal Operations: Provide and maintain coordinated traffic control systems that move traffic within and through the City in an efficient and orderly manner. Upgrade systems as technology evolves. Item 8.b - Page 265 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 18 CT1-13 Safety: Maintain and periodically update a local roadway safety plan consistent with state and federal Highway Safety Improvement Program requirements. CT1-14 Access Management: Minimize, to the maximum extent feasible, the number of access points along arterial roadways, including by consolidating or relocating driveways to provide for more efficient traffic movement. Vehicle Miles Traveled CT2 Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1 Reduce VMT: Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. Automobile Level of Service (LOS) CT3 Attain and maintain automobile Level of Service LOS “D” or better on all street segments and controlled intersections to the maximum extent feasible. CT3-1 Degradation of LOS: New development, which is projected to degrade conditions to a LOS E or below or further exacerbate conditions already below LOS D, shall be required to make transportation improvements that offset the level of degradation to the maximum extent feasible. Improvements to non-automobile modes of transportation at the same segment or intersection may also be considered as an offset to degradation of automobile LOS. CT3-2 Transportation Monitoring: The City should conduct periodic traffic counts, monitor selected streets and model arterial and collector street network. CT3-2.1 The City should periodically review actual system performance to consider Capital Improvement Programs, operational improvements, and/or policy revision and refinement. CT3-3 Transportation Study Requirements: Require that General Plan Amendments, Specific Plans, Rezoning Applications, and development projects that generate 100 or more peak hour trips are studied in accordance with the City’s adopted Transportation Impact Study Guidelines. Transportation Studies may also be required at the discretion of the City’s Public Works and/or Planning Departments. Parking CT4 Establish and manage on street parking to serve the primary purposes of the uses of each street while balancing the interferences that on-street parking may have on the primarily purposes of those streets. CT4-1 On-Street Parking: The City shall manage curb parking in business & commercial districts to provide for high turnover & short-term use to those visiting businesses and public facilities. CT4-1.1 Management of on-street parking shall not preclude consideration of converting on-street parking spaces to parklets. Item 8.b - Page 266 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 19 CT4-2 Village Core Parking Lots: Develop adequate public or shared off-street parking lots conveniently located behind and beside buildings in the Village Core and East Grand Avenue corridor, consistent with area design guidelines. CT4-3 Parking in-lieu districts: Support parking district(s) to collect in-lieu fees from new development to construct public parking where parking requirements cannot be met. CT4-4 Parking in Industrial Areas: Encourage secure off-street parking for tractor-trailer rigs in industrial land use areas where feasible. CT4-5 Parking in Agricultural Areas: Discourage on-street parking in Agricultural areas to enhance visibility and minimize trespassing. Coordinated Land Use and Circulation CT5 Ensure compatibility and complimentary relationships between the circulation system and existing and planned land uses, promoting environmental objectives such as safe and uncongested neighborhoods, energy conservation, reduction of greenhouse as, air, and noise pollution, and access bicycle, pedestrian, and transit facilities. CT5-1 Government Code Consistency: Provide and maintain a citywide circulation system that is correlated with planned land uses in the City and surrounding areas in the region consistent with Government Code §65302. CT5-2 Transit Oriented Development: Promote “Transit-Oriented Developments” and coordinated, compatible land use patterns by encouraging multiple family residential and special needs housing in Mixed Use Corridors, the Village Core, and near Office, Regional Commercial, Business Park, and major Community Facility areas. CT5-2.1 Work with RTA to continue to support and expand transit routes that serve regional destinations within the City like the Regional Commercial areas and the Village Core, E. Grand Avenue, and W. Branch Street missed use and commercial corridors. CT5-2.2 Work with RTA to continue to support and expand transit loops to serve Halcyon Road / Fair Oaks Boulevard, local office buildings, James Way and Rancho Parkway residential areas, and the Village Core, E. Grand Avenue, and W. Branch Street corridors. CT5-3 High Density Development: Consider higher density allowance and reduced parking requirements within one-quarter mile of transit routes when updating Development Code. CT5-4 Community Design: Utilize the circulation system as a positive element of community design, including street trees and landscaped parkways and medians, special streetscape features in Mixed Use corridors and Village Core, and undergrounding of utilities, particularly along major streets. CT5-5 Provision of Rights of Way: When new development occurs in the vicinity of adopted “Study Areas” as shown in Circulation Map (Figure 2-2) or “Plan Lines”, and where legally and financially feasible, require installation or funding of all or a portion of right- of-way and improvements associated with new development. Item 8.b - Page 267 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 20 CT5-6 Building Code Bicycle Facility Requirements: Update Building Code to include requirements for enhanced bicycle facilities such as, showers, repair stations, ebike chargers, lockers, etc., for buildings that support large employers. CT5-6.1 Update Development Code to include bicycle-parking requirements for new development. CT5-7 Building Setback Lines: The City shall amend its municipal code enabling adoption of official building setback lines for the City, and to provide for the designation, recording, enforcement of, and appeal from such official building setback lines for the purposes of conveying planned multimodal transportation infrastructure. The amended Municipal Code shall prohibit issuance of building permits for structures within designated setback areas. CT5-8 Priority Multimodal Corridors: Plan and prioritize Village Core and E. Grand Avenue corridor improvements that reduce congestion and promote non-motorized travel between nearby complimentary uses. CT5-9 Travel Demand Management: Consider ways to shift travel demand away from the peak period using Transportation Demand Management (TDM) strategies, especially in situations where peak traffic problems result from a few major generators (e.g., large retail developments on highway corridor). Strategies to consider include: a) Requiring employer-sponsored incentives for transit, bike, or carpool use; b) Requiring shuttle service to major events and destinations; c) Requiring events to occur at off-peak hours; d) Coordinating centralized TDM programs that serve multiple tenants at large shopping or office centers; and e) Performing periodic evaluations of the City’s (and Caltrans) traffic control system with emphasis on traffic signal timing, phasing, and coordination to optimize flow along arterial corridors. Planning and Funding CT6 Coordinate circulation and transportation planning and funding of collector and arterial street and highway improvements with other local, County, SLOCOG, State and federal agencies. Request contribution to major street improvement projects from other jurisdictions that generate traffic within the City. CT6-1 Priority Multimodal Corridors: Coordinate and support SLOCOG updates to the Regional Transportation Plan (RTP) to maintain consistency with the City of Arroyo Grande’s General Plan. CT6-2 Interchange Priorities: Coordinate and support progress on the Brisco Road/Halcyon Road and Traffic Way/Fair Oaks Avenue interchange improvements to US Route 101. CT6-3 County Impact Fee Program Support: Encourage the County to establish a “Road Impact Fee” within Arroyo Grande Fringe areas of the County to fund new development’s proportional share of transportation improvements. CT6-4 City Transportation Impact Fee Program: Maintain & periodically update a Multimodal City circulation and transportation impact fee program for new or intensified Item 8.b - Page 268 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 21 development in Arroyo Grande to ensure proportional share developer participation and implementation of the City’s adopted multimodal infrastructure plans, programs, and policies. CT6-5 Right of Way Acquisition: Pursue acquisition of public street right-of-way as opportunity for dedication and/or purchase arises. Attempt to obtain ultimate right-of- way for street improvements at the time of development, except when lesser right-of-way will avoid significant social, neighborhood, or environmental impacts and will perform equivalent traffic movement function. CT6-5.1 Plan lines establish planned right-of-way acquisitions necessary to implement future roadway improvements, plan lines are intended to prevent development from obstructing or precluding planned infrastructure. Adopt plan lines, or planned right-of-way acquisitions, as necessary to accommodate planned widening, extension, or realignment improvements and include Right-of-Way acquisition costs into Transportation Impact Fee Program. CT6-6 Regional Travel Demand Model Consistency: Encourage Caltrans, SLOCOG, and the County to refine and maintain a regional transportation demand model to be consistent with adopted City plans and policies and to assist in regional and local circulation and transportation planning, CIP funding, and new development project environmental and impact analysis. CT6-7 County MOU for Development Review: Pursue MOU with the County for referral of development projects and long-range plans in the County’s Nipomo Mesa area. CT6-8 Supplemental Private Funding: Utilize assessment and improvement districts and other supplemental private funding to correct local area deficiencies such as inadequate parking, transit and streetscape enhancement, or completion of local street or trail segments that benefit the area. CT6-9 Regional Coordination: As both City and regional travel increase transportation demand, work cooperatively with regional partner agencies, including Caltrans, San Luis Obispo Council of Governments, San Luis Obispo County, and others, to plan and fund improvement projects that increase roadway capacity while maintaining or improving access to multi-modal facilities following the City’s community & circulation priorities. CT6-9.1 Coordinate local actions with State, regional, County, and neighboring agencies to ensure consistency between local and regional actions. CT6-9.2 Coordinate with partner agencies to implement regional transit solutions as part of the SB 375 Sustainable Communities Strategy. CT6-10 Debit Financing: Consider debt financing for projects identified in the Transportation Impact Fee Program to advance high priority improvements such as but not limited to the Brisco Interchange project. Neighborhood Traffic Management CT7 Provide safe and well-connected neighborhood streets that balance automotive circulation needs with neighborhood context and bicycle and pedestrian users’ safety. Item 8.b - Page 269 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 22 CT7-1 Local Streets: On residential, Local Streets strive to achieve an average daily (ADT) automobile volume of 1,500 or less. CT7-2 Local Collector Streets: On Local Collector Streets strive to achieve an average daily (ADT) automobile volume of 3,000 or less. CT7-3 Degradation of Neighborhood Traffic Conditions: New development that causes Local Streets to exceed 1,500 ADT, Local Collector streets to exceed 3,000 ADT, or further exacerbates streets already exceeding these thresholds shall be required to implement traffic calming measures on those affected neighborhood streets to the maximum extent feasible. CT7-4 Neighborhood Traffic Management Guidelines: The City shall maintain and periodically updates its Neighborhood Traffic Calming Guidelines in accordance with industry best practices. CT7-5 Non-Automobile Connections: Design new street network and modify existing street network where possible to enable direct physical connections within and between residential areas, shopping destinations, employment centers, and neighborhood parks/open spaces, including, where appropriate, connections accessible only by pedestrians and bicycles. BICYCLE AND PEDESTRIAN POLICIES Bicycle Transportation CT8 Schedule and implement the Bicycle network identified in the Bicycle Improvements Map (Figure 3-3) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Bicycle & Trails Master Plan. CT8-1 Prioritization: Promote and improve bicycle circulation facilities to serve all areas of the City as a priority system. Link with regional systems and prioritize connections with schools, parks, transit, and major public facilities. CT8-1.1: The City should strive to include implementation of planned bicycle facilities as part of its Capital Improvement Budget. CT8-2 Bicycle Network Connectivity: New development that lacks connectivity to the existing bicycle network beyond the project frontage shall be required to complete missing offsite gaps per the City’s Bicycle and Trails Master plan to the maximum extent feasible. Improvements maybe facilitated through reimbursement agreements. CT8-2.1 New development adjacent to planned bicycle infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure. CT8-3 Standards & Guidance: Implement the Bicycle & Trails Master Plan and proposed improvements (Figure 3-3 and 3-4) in accordance with the City’s Standard Specifications & Engineering Standards, State Engineering Standards & Specifications, and the National Association of Transportation Officials (NACTO) Urban Bikeway Design Guide. Item 8.b - Page 270 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 23 CT8-3.1 Update the City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan, to incorporate pedestrian travel, in accordance with State guidelines and industry best practices. CT8-3.2 Ensure that the future updates to the adopted Bicycle & Trails Master Plan maintains consistency with the requirements of the Streets and Highway Code in order to be eligible for further funding for improvements from the State, such as the Active Transportation Program (ATP). CT8-4 Class I Bike Path: An essential part of developing a low-stress bicycle network, these off-street paths and trails are designated for both pedestrian and bicycle use. CT8-5 Class II Bike lanes: On-Street lanes designated for bicycle use and delineated from automobile lanes by roadway markings. Where ROW permits, class II bike lanes shall be provided to the maximum extent feasible with buffers between adjacent auto lanes. When Class II bike lanes exceed LTS 3 (or operate low-stress network LTS standard), the facility shall be converted to protected Class IV bikeway or a parallel Class I to the maximum extent feasible. CT8-6 Class III Bike Route: On-street auto lanes shared by both bicycles and automobiles. In order to increase awareness and visibility of bicyclists sharing the roadway with motorized vehicles, Class III bicycle facilities shall include respective signage (Bikes May Use Full Lane) and markings such as shared lane markings (sharrows) to the maximum extent feasible. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-7 Class III Bike Boulevard: On local collectors where Class II bike lanes are not present, on local streets where LTS 3 is exceeded, Class III bike routes should be upgraded to the maximum extent feasible with features commensurate with a bicycle boulevard. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-8 Class IV Protected Bike Lanes: On-street separated bikeways reserved for use by bicyclists only, with physical separation between the bikeway, travel lanes, and sidewalks. Class IV facilities can be one-way facilities on both sides of the street or two-way facilities on one side of the street. Physical separation can include concrete curbs, landscaping, parking lanes, bollards, or other vertical elements. Bicycle Level of Traffic Stress (LTS) CT9 Strive to attain and maintain a bicycle Level of Traffic Stress (LTS) of 3 or better on all bicycle facilities. Strive to attain and maintain designated low-stress network. CT9-1 Designation of LTS Standards: The City shall designate and adopt context-specific LTS standards that exceed the general LTS 3 goal, including designation of a low-stress Item 8.b - Page 271 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 24 bicycle network of complimentary LTS 1 and LTS 2 facilities, as part of an Active Transportation Plan, and/or through Safe Routes to School Plan(s). CT9-2 Degradation of LTS: New development which is projected to degrade bicycle LTS below the designated standard, or further exacerbate conditions already below the standard shall be required to make transportation improvements that offset the level of degradation to the maximum extent feasible. Pedestrian Transportation CT10 Schedule and complete projects to fulfill gaps in City’s sidewalk network and construct new connections identified in the Pedestrian and Transit Infrastructure Improvements Map (Figure 3-4) as development occurs and as part of the City’s Capital Improvement Program. CT10-1 Prioritization: Promote and improve pedestrian circulation facilities to serve all areas of the City as a priority system, prioritize connections with schools, parks, transit, and major public facilities. CT10-1.1 The City should strive to include implementation of planned pedestrian facilities as part of its Capital Improvement Budget. CT10-2 Pedestrian Network Connectivity: New development that lacks connectivity to the existing pedestrian network beyond the project frontage shall be required to complete missing offsite gaps. Improvements maybe facilitated through reimbursement agreements. CT10-2.1 New development adjacent to planned pedestrian infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure CT10-3 Standards & Guidance: Implement pedestrian infrastructure in accordance with City and State Engineering Standards & Specifications. CT10-3.1 Provide pedestrian facilities that are accessible to persons with disabilities and ensure that roadway improvement projects address accessibility by employing universal design concepts consistent with ADA requirements. CT10-3.2 Strive to attain an effective walkway width (continuous clear path of travel) of 8’ or more in high pedestrian traffic areas. CT10-3.3 Pedestrian walkways on roadways with speed limits above 35 mph shall be buffered (i.e., on-street parking, bike lanes, landscape strips, etc.) from the adjacent travel lane to the maximum extent feasible. CT10-4 Active Transportation Plan: Expand the City’s Bicycle & Trails Master Plan into a Citywide Active Transportation Plan including pedestrian mode improvement plan and policies. Safe Routes to School Policies CT11 Create safe and inviting environments for students, families, and staff to walk, bicycle, and use public transportation to and from school. Item 8.b - Page 272 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 25 CT11-1 Develop Safe Routes to School Plan(s): Develop a focused Safe Routes to School Plan (or Plans) for all K-12 schools in Arroyo Grande to improve safe and convenient walking and biking to school. CT11-2 Designate Low-Stress Bicycle Network: Designate a low-stress bicycle network that supports safe bicycle access to schools for all ages and abilities. A network of LTS 1 and LTS 2 facilities should be designated in the vicinity of schools when preparing and updating Safe Routes to School Plans and/or the City’s Active Transportation Plan. CT11-3 Prioritize Active Transportation Network Improvements: Prioritize the closure of gaps in the pedestrian network (sidewalks, crosswalks) and low-stress bicycle network. Seek connections and paths between homes and schools, especially where dead-end streets, cul-de-sacs, and other street patterns impede circulation. Identify, improve, and formalize “shortcuts” and “goat paths” where feasible and implement wayfinding. PUBLIC TRANSIT POLICIES Transit Service CT12 Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops: Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1 New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2 Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3 Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators: In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1 The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2 Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. Item 8.b - Page 273 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 26 CT12-3 Employers: The City should encourage major employers to promote use of public transit and/or provide van/carpools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts: Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. CT12-5 Marketing: Encourage ridership on public transit systems through marketing and promotional efforts. Provide information to residents and employees on transit services available for local and regional trips. TRUCK AND GOODS MOVEMENT POLICIES Truck and Emergency Services Transportation CT13 Design and designate efficient truck and emergency access routes utilizing the arterial and collector street network to minimize impact on local streets, particularly residential neighborhoods. CT13-1 Truck Routes: Truck routes should coordinate with County and adjoining City’s designated routes and avoid traversing residential areas. CT13-1.1 Continue to sign truck routes and ensure that clear signage is provided from regional gateways to truck routes in the City. CT13-2 Deliveries: Promote off-peak truck deliveries within the village core. CT13-3 Emergency Access Design: Emergency access design standards shall limit cul-de-sac lengths to the maximum extent feasible, provide a logical grid or connected system of local streets providing at least two directions of neighborhood access, and minimize through traffic on local streets, particularly traversing single-family residential neighborhoods. 1.3.2 Proposed Future Improvements The GPCEU identifies areas for future improvements to the City’s circulation system. Some future improvements identified in the GPCEU and listed below are included in the City’s existing 2012 Circulation Element as proposed improvements and some improvements listed below are newly proposed in the GPCEU. The improvements included in the 2012 Circulation Element and listed below have not been constructed yet; therefore, for analysis purposes, the following improvements are considered collectively as potential future improvements in the GPCEU and throughout this document. PROPOSED IMPROVEMENTS 1. Brisco Road Interchange Project: relocate northbound ramps and roundabout at Rodeo Drive; realign Grace Lane/Rodeo Drive; changes to Brisco Road/El Camino Real); and realignment of southbound onramp at East Branch Street 2. East Branch Street at Huasna Road/Corbett Canyon Road: new roundabout 3. Fair Oaks Ave/Halcyon Road: new roundabout Item 8.b - Page 274 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 27 4. Halcyon Road/Farroll Avenue: intersection improvements (possibly a new signal or roundabout) 5. Halcyon Road road diet (lane reduction or road rechannelization) 6. Fair Oaks Avenue road diet (lane reduction or road rechannelization) 7. East/West Branch Street at East Grand Avenue: restrict turns to be right-out only, allowing left turns in, in conjunction with roundabouts at Traffic Way/East Branch Street and at East Grand Avenue/US 101 northbound ramps 8. East Branch Street/Bridge Street/Nevada: intersection improvements (anticipated to be additional turn restrictions) 9. Proposed pedestrian improvements: a. Controlled crossings include marked crossings at signalized or stop-controlled intersection where the approach with intersection control is proposed for a marked crossing or improved crossing. b. Midblock crossings include marked crossings at uncontrolled locations and may necessitate the need for advance warning, higher visibility, signage, flashing beacons, bulb-outs, and/or median refuges. 10. Bikeway improvements: a. new Class IV facilities on arterials and all arterials and collectors improved with Class II facilities except for East Branch Street; b. new bike boulevards at Linda Drive and at Mason Street south of East Branch Street; and c. new bikeways across new road extensions. 1.4 Required Discretionary Approvals As proposed, the project is expected to require authorizations/permits from the agencies shown in Table 3. Table 3. Agency Permits/Authorizations Agency Applicable Permit or Authorization City of Arroyo Grande (Lead Agency) California Environmental Quality Act Lead Agency Environmental Clearance/Adoption California Department of Transportation Environmental Clearance Encroachment Permit San Luis Obispo County Air Pollution Control District Authority to Construct, Portable Engine Permit, Diesel Engine Permit Item 8.b - Page 275 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 28 Figure 3. Proposed intersections and roadway improvements. Item 8.b - Page 276 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 29 Figure 4. Proposed bicycle facility improvements. Item 8.b - Page 277 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 30 Figure 5. Proposed pedestrian and transit facility improvements. Item 8.b - Page 278 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 31 2 ENVIRONMENTAL CHECKLIST AND ENVIRONMENTAL EVALUATION ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED The proposed project could have a “Potentially Significant Impact” for environmental factors checked below. Please refer to the attached pages for discussion on mitigation measures or project revisions to either reduce these impacts to less than significant levels or require further study. ☐ Aesthetics ☐ Greenhouse Gas Emissions ☐ Public Services ☐ Agriculture and Forestry Resources ☒ Hazards and Hazardous Materials ☐ Recreation ☒ Air Quality ☒ Hydrology and Water Quality ☒ Transportation ☒ Biological Resources ☒ Land Use and Planning ☒ Tribal Cultural Resources ☒ Cultural Resources ☐ Mineral Resources ☐ Utilities and Service Systems ☐ Energy ☒ Noise ☒ Wildfire ☒ Geology and Soils ☐ Population and Housing ☒ Mandatory Findings of Significance ENVIRONMENTAL DETERMINATION On the basis of this initial evaluation: ☐ I find that the proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. ☒ I find that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because revisions in the project have been made by or agreed to by the project proponent. A MITIGATED NEGATIVE DECLARATION will be prepared. ☐ I find that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. ☐ I find that the proposed project MAY have a “potentially significant impact” or “potentially significant unless mitigated” impact on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measure based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. ☐ I find that although the proposed project could have a significant effect on the environment, because all potentially significant effects (a) have been analyzed adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or NEGATIVE DECLARATION, including revisions or mitigation measures that are imposed upon the proposed project, nothing further is required. Date: Signed: Item 8.b - Page 279 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 32 I. Aesthetics Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Except as provided in Public Resources Code Section 21099, would the project: (a) Have a substantial adverse effect on a scenic vista? ☐ ☐ ☒ ☐ (b) Substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? ☐ ☐ ☒ ☐ (c) In non-urbanized areas, substantially degrade the existing visual character or quality of public views of the site and its surroundings? (public views are those that are experienced from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? ☐ ☐ ☒ ☐ (d) Create a new source of substantial light or glare which would adversely affect day or nighttime views in the area? ☐ ☐ ☒ ☐ Setting The California Environmental Quality Act (CEQA) establishes that it is the policy of the state to take all action necessary to provide people of the state “with… enjoyment of aesthetic, natural, scenic and historic environmental qualities” (California Public Resources Code [PRC] Section 21001(b)). A scenic vista is generally defined as a high-quality view displaying good aesthetic and compositional values that can be seen from public viewpoints. Some scenic vistas are officially or informally designated by public agencies or other organizations. A substantial adverse effect on a scenic vista would occur if the project would significantly degrade the scenic landscape as viewed from public roads or other public areas. A proposed project’s potential effect on a scenic vista is largely dependent on the degree to which it would complement or contrast with the natural setting, the degree to which it would be noticeable in the existing environment, and whether it detracts from or complements the scenic vista. The California Scenic Highway Program was created by the State Legislature in 1963 with the intention of protecting and enhancing the natural scenic beauty of California highways and adjacent corridors. A highway may be designated scenic depending on how much of the natural landscape can be seen by travelers, the scenic quality of the landscape, and the extent to which development intrudes upon the traveler’s enjoyment of the view. Designated and eligible Scenic Highways within San Luis Obispo County include US 101, SR 46, portions of SR 41, SR 1, and Lake Nacimiento Drive. A portion of US 101 extends northwest to southwest through the City of Arroyo Grande. The City of Arroyo Grande Agriculture, Conservation and Open Space Element (ACOSE) includes goals and policies intended to protect visually accessible scenic resources. Scenic resources protected under the City’s ACOSE may include agricultural land, open spaces, hillsides, ridgelines, canyons, valleys, landmark trees, woodlands, wetlands, streambeds, and banks, as well as aspects of the built environment of historic nature or that are unique to the City (City of Arroyo Grande 2007). The City of Arroyo Grande is comprised of 3,388 acres of land along US 101 that is predominantly urban and built up with agricultural areas located in the southern and southeastern portions of the City and conservation and open space areas located in the eastern and southern portions of the City. The City is Item 8.b - Page 280 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 33 surrounded by developed land in all directions, including the cities of Pismo Beach and Grover Beach and other unincorporated communities in the county. Land in the northern and eastern portions of the City are comprised of hilly terrain and the central, southern, and western portions of the City are comprised of relatively flat alluvial plains. Environmental Evaluation a) Would the project have a substantial adverse effect on a scenic vista? For CEQA purposes, a scenic vista is generally defined as a viewpoint that provides expansive views of a highly valued landscape or scenic resource for the benefit of the general public. A substantial adverse effect on a scenic vista would occur if the proposed project would significantly degrade the scenic landscape as viewed from public roads or other public areas. As described above, the City’s ACOSE identifies scenic resources as agricultural land, open spaces, hillsides, ridgelines, canyons, valleys, landmark trees, woodlands, wetlands, streambeds, and banks, as well as aspects of the built environment of historic nature or that are unique to the City. Visual quality of the area is characterized by urban and built-up land with agricultural and open space conservation areas scattered throughout the City, predominantly located in the southeastern and northeastern portions of the City and along portions of the western side of the US 101, located in the southern portion of the City (City of Arroyo Grande 2007). The GPCEU proposes goals and policies intended to create an optimal multi-modal transportation system for the City and adequately anticipate and plan transportation infrastructure to meet future needs of the City. Proposed updates to the objectives and policies included in the Circulation Element would allow future development of improvements to the circulation system, but improvements facilitated by the objective and policy updates are not anticipated to have a substantial adverse effect on a scenic vista. In addition to objective and policy updates, the GPCEU identifies specific planned improvements for the City’s circulation system. As shown on Figures 3 through 5, the GPCEU identifies future improvements to freeway ramps, roadways and intersections, bicycle lanes, and transit facilities. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These improvements are anticipated to be mostly at ground level and are not expected to have the potential to compromise views of scenic resources. Future construction activities associated with the buildout of identified improvements have the potential to result in short-term construction-related impacts to local views; however, these impacts are anticipated to be short term in nature and would not result in any permanent impacts to scenic vistas. Future design and buildout of improvements to the circulation system would be required to comply with objectives and policies of the City’s ACOSE, specifically Objective C/OS1-1 and corresponding policies intended to protect visually accessible scenic resources; therefore, buildout of future improvements is not anticipated to have a substantial adverse effect on a scenic vista and impacts would be less than significant. b) Would the project substantially damage scenic resources, including, but not limited to, trees, rock outcroppings, and historic buildings within a state scenic highway? US 101 runs in a northwest–southwest direction through the City of Arroyo Grande and is considered an eligible state scenic highway by Caltrans (Caltrans 2020b). There are no other eligible or designated state scenic highways in the City of Arroyo Grande. The proposed GPCEU objective and policy updates do not identify specific improvements that would result in adverse effects to scenic resources. Proposed updates to the objectives and policies included in the Circulation Element would allow future development of Item 8.b - Page 281 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 34 improvements to the circulation system; however, improvements facilitated by the objective and policy updates are not anticipated to have a substantial adverse effect on a scenic resource because the improvements are anticipated to be located within existing developed areas within the City to modify existing transportation infrastructure. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These improvements would be located within existing developed areas to modify existing transportation infrastructure and would not result in substantial damage to scenic resources. As described previously, the City’s ACOSE includes goals and policies intended to protect visually accessible scenic resources. Scenic resources protected under the City’s ACOSE may include agricultural land, open spaces, hillsides, ridgelines, canyons, valleys, landmark trees, woodlands, wetlands, streambeds, and banks, as well as aspects of the built environment of historic nature or that are unique to the City (City of Arroyo Grande 2007). Future development of improvements to the transportation system would be required to comply with the City’s ACOSE, specifically Objective C/OS1-1 and corresponding policies intended to protect visually accessible scenic resources. If future development of improvements to the transportation system has the potential to result in substantial damage to scenic resources, subsequent environmental review would be required; therefore, for the purposes of this analysis, buildout of future improvements is not anticipated to have a substantial adverse effect on a scenic vista and impacts would be less than significant. c) In non-urbanized areas, would the project substantially degrade the existing visual character or quality of public views of the site and its surroundings? (public views are those that are experienced from publicly accessible vantage point). If the project is in an urbanized area, would the project conflict with applicable zoning and other regulations governing scenic quality? The City of Arroyo Grande is an urbanized area and the City’s ACOSE includes Objective C/OS1-1 and corresponding policies intended to protect visual resources within the City. The GPCEU proposes objectives and policies related to existing and future transportation needs of the City. The proposed GPCEU objectives and policies would not result in changes to existing land use or zoning designations; damage a scenic resource, viewshed, or scenic corridor; or result in other substantial impacts to the visual character of the City; therefore, the objectives and policies would not conflict with applicable zoning or other regulations governing scenic quality. In addition to objective and policy updates, the GPCEU identifies specific future improvements to the City’s circulation network. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These improvements would be located within developed areas and would include improvements to existing transportation infrastructure. The improvements would not result in changes to existing land use or zoning designations; damage a scenic resource, viewshed, or scenic corridor; or result in other substantial permanent impacts to the visual character of the City; therefore, the improvements identified in the GPCEU would not conflict with applicable zoning or other regulations governing scenic quality. If future improvements would conflict with applicable zoning or other regulations governing scenic quality, they would be subject to subsequent environmental review; therefore, for the purposes of this analysis, buildout of future improvements is not anticipated to conflict Item 8.b - Page 282 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 35 with applicable zoning or other regulations governing scenic quality and impacts would be less than significant. d) Would the project create a new source of substantial light or glare which would adversely affect day or nighttime views in the area? The GPCEU includes proposed objectives, policies, and specific improvements related to the City’s transportation system. The only source of new light or glare associated with improvements identified in the proposed GPCEU would be the installation of new traffic signals at intersections. Any new traffic signals or lighting installed would be required to comply with the lighting regulations identified in Section 16.48.090 of the City’s Municipal Code to prevent light pollution from degrading nighttime views of the area. The GPCEU does not include other objectives, policies, or specific improvements that would create a new source of substantial light or glare capable of adversely affecting day or nighttime views; therefore, impacts would be less than significant. Conclusion The GPCEU identifies objectives, policies, and specific improvements related to the City’s circulation system. Future improvements made to the existing roadways, bicycle and pedestrian facilities, and public transit are anticipated to be mostly at ground level and are not expected to have the potential to compromise vistas of scenic resources, damage scenic resources, compromise scenic quality, or create a new source of substantial light or glare. Additionally, future development would be required to comply with applicable land use and zoning designations, the policies identified in the City’s ACOSE for the protection of scenic resources, and lighting regulations identified in Section 16.48.090 of the City’s Municipal Code. Therefore, impacts would be less than significant, and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. II. Agriculture and Forestry Resources Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact In determining whether impacts to agricultural resources are significant environmental effects, lead agencies may refer to the California Agricultural Land Evaluation and Site Assessment Model (1997) prepared by the California Dept. of Conservation as an optional model to use in assessing impacts on agriculture and farmland. In determining whether impacts to forest resources, including timberland, are significant environmental effects, lead agencies may refer to information compiled by the California Department of Forestry and Fire Protection regarding the state’s inventory of forest land, including the Forest and Range Assessment Project and the Forest Legacy Assessment project; and forest carbon measurement methodology provided in Forest Protocols adopted by the California Air Resources Board. Would the project: (a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? ☐ ☐ ☒ ☐ (b) Conflict with existing zoning for agricultural use, or a Williamson Act contract? ☐ ☐ ☒ ☐ Item 8.b - Page 283 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 36 Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (c) Conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code section 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104(g))? ☐ ☐ ☐ ☒ (d) Result in the loss of forest land or conversion of forest land to non-forest use? ☐ ☐ ☐ ☒ (e) Involve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non-agricultural use or conversion of forest land to non-forest use? ☐ ☐ ☒ ☐ Setting The California Department of Conservation (DOC) Farmland Mapping and Monitoring Program (FMMP) develops maps and statistical data used for analyzing impacts on California’s agricultural resources. Agricultural land is rated according to soil quality and current land use. For environmental review purposes under CEQA, the FMMP categories of Prime Farmland, Farmland of Statewide Importance, Unique Farmland, Farmland of Local Importance, and Grazing Land are considered “farmland.” Other non-agricultural designations include Urban and Built-up Land, Other Land, and Water. According to the FMMP, Arroyo Grande is primarily comprised of land designated as Urban and Built-up Land with areas of Prime Farmland and Unique Farmland located in the southern and northeastern portions of the City. The City’s General Plan Land Use Map identifies areas north and south of US 101 as Agricultural land use in the southern and northeastern portions of the City. The City’s ACOSE includes Objectives Ag1 through Ag6 and corresponding policies for the protection of agricultural resources, including, but not limited to, the conservation of prime agricultural land and soils, conservation of groundwater for agricultural operations, and the promotion of the coexistence of agricultural and urban land uses (City of Arroyo Grande 2007). Environmental Evaluation a) Would the project convert Prime Farmland, Unique Farmland, or Farmland of Statewide Importance (Farmland), as shown on the maps prepared pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency, to non-agricultural use? According to the DOC FMMP, the City of Arroyo Grande is primarily comprised of land designated as Urban and Built-up land with areas designated Prime Farmland and Unique Farmland located in the southern and northeastern portions of the City (DOC 2020). The proposed GPCEU does not include goals, policies, or specific future improvements that would result in the conversion of Prime Farmland, Unique Farmland, or Farmland of Statewide Importance. Future improvements and development activities related to the City’s circulation system are anticipated to be within existing developed and disturbed areas and are not expected to have the potential to result in the conversion of farmland. Future development would be required to comply with applicable land use and zoning designations and the policies identified in the City’s ACOSE for the protection of agricultural resources. If future development has the potential to conflict with land use or zoning designations or result in the conversion of farmland, subsequent environmental review would be required. Therefore, impacts would be less than significant. Item 8.b - Page 284 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 37 b) Would the project conflict with existing zoning for agricultural use, or a Williamson Act contract? The City of Arroyo Grande includes land that is currently under a Williamson Act contract in the southern and northeastern portions of the City along Valley, Branch Mill, and Corbett Canyon Roads (County of San Luis Obispo 2016b). The GPCEU does not include objectives, policies, or specific future improvements that would result in changes to existing land use or zoning designations for agricultural use or conflict with a Williamson Act contract. Buildout of future improvements is anticipated to occur within existing developed areas within the City and be limited to improvements to existing transportation infrastructure. Future development would be required to comply with applicable land use and zoning designations and the policies identified in the City’s ACOSE for the protection of agricultural resources If future improvements have the potential to conflict with existing zoning for agricultural use or a Williamson Act contract, they would be subject to subsequent environmental review. Therefore, impacts would be less than significant. c) Would the project conflict with existing zoning for, or cause rezoning of, forest land (as defined in Public Resources Code section 12220(g)), timberland (as defined by Public Resources Code section 4526), or timberland zoned Timberland Production (as defined by Government Code section 51104(g))? According to the City’s Zoning map, there is no designated forest land or timberland within the City limits. The GPCEU does not include objectives, policies, or specific future improvements that would conflict with existing zoning standards or alter the physical environment in a manner that would result in the loss of forest land or timberland; therefore, no impact would occur. d) Would the project result in the loss of forest land or conversion of forest land to non-forest use? According to the City’s Land Use and Zoning maps, there is no designated forest land within the City limits. The GPCEU does not include objectives, policies, or specific future improvements that would result in the loss or conversion of forest land to non-forest uses; therefore, no impact would occur. e) Would the project involve other changes in the existing environment which, due to their location or nature, could result in conversion of Farmland, to non- agricultural use or conversion of forest land to non-forest use? As discussed previously, the GPCEU includes objectives, policies, and specific improvements related to the City’s transportation system. The objectives, policies, and specific improvements would not result in changes to existing land use or zoning for agricultural resources or result in the conversion of Farmland. Future improvements associated with buildout of the GPCEU are anticipated to be located in existing developed areas and include improvements to existing transportation infrastructure. Improvements would be required to comply with existing land use and zoning designations and the objectives and policies pertaining to the protection of agricultural resources included in the City’s ACOSE; therefore, future improvements would not result in the conversion of Farmland to non-agricultural use or forest land to non-forest use. If future improvements have the potential to result in the conversion of Farmland to non- agricultural use, they would be subject to subsequent environmental review. Therefore, impacts would be less than significant. Conclusion The GPCEU does not include goals, policies, or specific future improvements that would result in changes to existing land use or zoning designations, conflicts with zoning for agricultural use, the Item 8.b - Page 285 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 38 conversion of Farmland, conflicts with a Williamson Act contract, or the conversion of forest land or timberland. Future improvements made to the existing roadways, bicycle and pedestrian facilities, and public transit are anticipated to be located within existing developed and disturbed areas and are not expected to result in the conversion of farmland, conflict with existing zoning for agricultural use or a Williamson Act contract, or conflict with zoning or result in the conversion or loss of timberland or forest land. Additionally, future development would be required to comply with applicable land use and zoning designations and the policies identified in the City’s ACOSE for the protection of agricultural resources. Therefore, impacts would be less than significant, and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. III. Air Quality Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to make the following determinations. Would the project: (a) Conflict with or obstruct implementation of the applicable air quality plan? ☐ ☐ ☒ ☐ (b) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard? ☐ ☒ ☐ ☐ (c) Expose sensitive receptors to substantial pollutant concentrations? ☐ ☒ ☐ ☐ (d) Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people? ☐ ☐ ☒ ☐ Setting San Luis Obispo County is part of the South Central Coast Air Basin, (SCCAB), which also includes Santa Barbara and Ventura Counties. Air quality within the SCCAB is regulated by several jurisdictions including the U.S. Environmental Protection Agency (USEPA), California Air Resources Board (CARB), and San Luis Obispo County Air Pollution Control District (SLOAPCD). Each of these jurisdictions develops rules, regulations, and policies to attain the goals or directives imposed upon them through legislation. The CARB is the agency responsible for coordination and oversight of state and local air pollution control programs in California and for implementing the California Clean Air Act (CCAA) of 1988. The State Department of Public Health established California Ambient Air Quality Standards (CAAQS) in 1962 to define the maximum amount of a pollutant (averaged over a specified period of time) that can be present without any harmful effects on people or the environment. The CARB adopted the CAAQS developed by the Department of Public Health in 1969, which had established CAAQS for 10 criteria pollutants: particulate matter (under 10 microns [PM10] and under 2.5 microns [PM2.5]), ozone (O3), nitrogen dioxide (NO2), sulfate, carbon monoxide (CO), sulfur dioxide (SO2), visibility reducing particles, lead (Pb), hydrogen sulfide (H2S), and vinyl chloride. The Federal Clean Air Act (FCAA) later required the USEPA to establish National Ambient Air Quality Standards (NAAQS) for pollutants considered harmful to public health and the environment, and also set Item 8.b - Page 286 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 39 deadlines for their attainment. The USEPA has established NAAQS for six criteria pollutants (all of which are also regulated by CAAQS): CO, lead, NO2, ozone, PM10 and PM2.5, and SO2. California law continues to mandate compliance with CAAQS, which are often more stringent than national standards. However, California law does not require that CAAQS be met by specified dates as is the case with NAAQS. Rather, it requires incremental progress toward attainment. The SLOAPCD is the agency primarily responsible for ensuring that NAAQS and CAAQS are not exceeded and that air quality conditions within the county are maintained. The state and national attainment status designations pertaining to San Luis Obispo County are summarized in Table 4. San Luis Obispo County is currently designated as a nonattainment area with respect to the state ozone and PM10 standards. In addition, the eastern portion of the county is designated nonattainment for the national ozone standards. The county is designated attainment or unclassified for the remaining state and national standards. Table 4. Summary of Ambient Air Quality Standards and Attainment Designations Pollutant Averaging Time California Standards* National Standards* Concentration Attainment Status Primary Attainment Status Ozone (O3) 1-hour 0.09 ppm (180 μg/m3) Non-Attainment -- Non-Attainment Eastern San Luis Obispo County Attainment Western San Luis Obispo County** 8-hour 0.070 ppm (137 μg/m3) 0.070 ppm (137 μg/m3) Respirable Particle Matter (PM10) 24-hour 50 μg/m3 Non-Attainment 150 μg/m3 Unclassified/ Attainment AAM 20 μg/m3 – Fine Particulate Matter (PM2.5) 24-hour No State Standard Attainment 35 μg/m3 Unclassified/ Attainment AAM 12 μg/m3 12 μg/m3 Carbon Monoxide (CO) 1-hour 20 ppm (23 mg/m3) Attainment 35 ppm (40 mg/m3) Unclassified 8-hour 9 ppm (10 mg/m3) 9 ppm (10 mg/m3) Nitrogen Dioxide (NO2) 1-hour 0.18 ppm (339 μg/m3) Attainment 100 ppb (188 μg/m3) Unclassified AAM 0.030 ppm (57 μg/m3) 0.053 ppm (100 μg/m3) Sulfur Dioxide (SO2) 1-hour 0.25 ppm (655 μg/m3) Attainment 75 ppb (196 mg/m3) Unclassified 3-hour – Secondary: 0.5 ppm (1,300 μg/m3) 24-hour 0.04 ppm (105 μg/m3) 0.14 ppm (for certain areas) AAM – 0.030 ppm (for certain areas) Lead 30-day Average 1.5 μg/m3 Attainment – No Attainment Information Calendar Quarter – –1.5 µg/m3 (for certain areas) Item 8.b - Page 287 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 40 Pollutant Averaging Time California Standards* National Standards* Concentration Attainment Status Primary Attainment Status Rolling 3-Month Average – 0.15 μg/m3 Visibility-Reducing Particle Matter 8-hour Extinction of 0.23 per kilometer Attainment No Federal Standards Sulfates 24-hour 25 μg/m3 Attainment Hydrogen Sulfide 1-hour 0.03 ppm (42 μg/m3) Attainment Vinyl Chloride 24-hour 0.01 ppm (26 μg/m3) No Attainment Information Notes: µg/m3 = micrograms per cubic meter, pp, = parts per million, AAM = Annual Arithmetic Mean * Unclassified (USEPA/federal definition): Any area that cannot be classified on the basis of available information as meeting or not meeting the national primary or secondary ambient air quality standard for that pollutant. ** San Luis Obispo County has been designated non-attainment east of the -120.4 degree longitude line, in areas of San Luis Obispo County that are south of latitude 35.45 degrees, and east of the -120.3 degree longitude line, in areas of San Luis Obispo County that are north of latitude 35.45 degrees. *** Any project with a grading area greater than 4.0 acres of worked area can exceed the 2.5-ton PM10 quarterly threshold. Source: SLOAPCD 2019. Naturally Occurring Asbestos (NOA) is identified as a toxic air contaminant by the CARB. Serpentine and other ultramafic rocks are fairly common throughout the county and may contain NOA. If these areas are disturbed during construction, NOA-containing particles can be released into the air and have an adverse impact on local air quality and human health. According to the SLOAPCD’s NOA map, the southeastern portion of the City is located in an area the SLOAPCD has identified as having the potential for NOA to be present (SLOAPCD 2021). The SLOAPCD’s San Luis Obispo County 2001 Clean Air Plan (CAP) is a comprehensive planning document intended to evaluate long-term air pollutant emissions and cumulative effects and provide guidance to the SLOAPCD and other local agencies on how to attain and maintain the state standards for ozone and PM10. The CAP presents a detailed description of the sources and pollutants that impact the jurisdiction’s attainment of state standards, future air quality impacts to be expected under current growth trends, and an appropriate control strategy for reducing ozone precursor emissions, thereby improving air quality. The SLOAPCD has developed and updated their CEQA Air Quality Handbook (most recently updated with a November 2017 Clarification Memorandum) to help local agencies evaluate project-specific impacts and determine if air quality mitigation measures are needed, or if potentially significant impacts could result. General screening criteria is used by the SLOAPCD to determine the type and scope of air quality assessment required for a particular project (Table 1-1 in the SLOAPCD’s CEQA Air Quality Handbook). These criteria are based on project size in an urban setting and are designed to identify those projects with the potential to exceed the SLOAPCD’s significance thresholds. A more refined analysis of air quality impacts specific to a given project is necessary for projects that exceed the screening criteria below or are within 10% of exceeding the screening criteria. The county’s air quality is measured by a total of 10 ambient air quality monitoring stations, and pollutant levels are measured continuously and averaged each hour, 24 hours a day. The significance of a given pollutant can be evaluated by comparing its atmospheric concentration to federal and state air quality standards. These standards represent allowable atmospheric containment concentrations at which the public health and welfare are protected and include a factor of safety. The SLOAPCD prepares an Annual Item 8.b - Page 288 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 41 Air Quality Report detailing information on air quality monitoring and pollutant trends in the county. The 2019 Annual Air Quality Report is the most recent available Air Quality Report (SLOAPCD 2020). Sensitive Receptors One of the most important reasons for air quality standards is the protection of those members of the population who are most sensitive to the adverse health effects of air pollution, termed “sensitive receptors.” The term “sensitive receptors” refers to specific population groups, as well as the land uses where individuals would reside for long periods. Commonly identified sensitive population groups include children, the elderly, the acutely ill, and the chronically ill. Commonly identified sensitive land uses would include facilities that house or attract children, the elderly, people with illnesses, or others who are especially sensitive to the effects of air pollutants. Residential dwellings, schools, parks, playgrounds, childcare centers, convalescent homes, and hospitals are examples of sensitive land uses. Health Risk from a Nearby High-Volume Roadway Diesel‐fueled trucks and cars travel on US 101, which is considered a high‐volume roadway, so future residents living in any proposed residential units near US 101 could be exposed to diesel particulate matter (DPM), which has been classified by the state as a toxic air contaminant and a carcinogen. San Luis Obispo County Air Pollution Control District Thresholds The SLOAPCD thresholds for determining the significance of impacts for total emissions expected from a project’s construction activities are provided in Table 5, below. The SLOAPCD has discretion to require mitigation for projects that would not exceed the mitigation thresholds if those projects would result in special impacts, such as the release of DPM emissions or asbestos near sensitive receptors. Table 5. APCD Thresholds of Significance for Construction Operations Pollutant Threshold1 Daily Quarterly Tier 1 Quarterly Tier 2 Reactive Organic Gases (ROG) + Nitrogen Oxides (NOx) (combined) 137 lbs 2.5 tons 6.3 tons Diesel Particulate Matter (DPM) 7 lbs 0.13 tons 0.32 tons Fugitive Particulate Matter (PM10), Dust 2 -- 2.5 tons -- Notes: 1. Daily and quarterly emission thresholds are based on the California Health and Safety Code and the CARB Carl Moyer Guidelines. 2. Any project with a grading area greater than 4.0 acres of worked area can exceed the 2.5-ton PM10 quarterly threshold. Source: APCD 2012. Environmental Evaluation a) Would the project conflict with or obstruct implementation of the applicable air quality plan? As part of the CCAA, the SLOAPCD is required to develop a plan to achieve and maintain the state ozone standard by the earliest practicable date. The SLOAPCD’s 2001 CAP addresses the attainment and maintenance of federal and state ambient air quality standards. The CAP was adopted by the SLOAPCD on March 26, 2002. Item 8.b - Page 289 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 42 The CAP outlines the SLOAPCD’s strategies to reduce ozone-precursor pollutants (i.e., reactive organic gases [ROG] and nitrogen oxides [NOx]) from a wide variety of sources. The CAP includes a stationary- source control program, which includes control measures for permitted stationary sources, as well as transportation and land use management strategies to reduce motor vehicle emissions and use. The stationary-source control program is administered by the SLOAPCD. Transportation and land use control measures are implemented at the local or regional level by promoting and facilitating the use of alternative transportation options, increased pedestrian access and accessibility to community services and local destinations, reductions in vehicle miles traveled (VMT), and promotion of congestion management efforts. In addition, local jurisdictions also prepare population forecasts, which are used by SLOAPCD to forecast population-related emissions and air quality attainment, including those contained in the CAP. In July 2005, SLOAPCD also adopted the Particulate Matter Report (PM Report). The PM Report identifies various measures and strategies to reduce public exposure to particulate matter emitted from a wide variety of sources, including emissions from permitted stationary sources and fugitive sources, such as construction activities. The proposed GPCEU is not considered a large development project that would have the potential to result in a substantial increase in population or employment. Furthermore, based on the traffic modeling and VMT analysis prepared for this project (Appendix C), the proposed GPCEU is anticipated to result in an overall reduction in VMT by approximately 783 miles (Table 6). It is also important to note that circulation network improvements in the proposed GPCEU would be anticipated to improve system-wide circulation and result in additional reductions in vehicle congestion and delay. Table 6. Daily Vehicle Miles Traveled Year Land Use1 Network Net VMT 20152 2015 Existing Land Uses 2015 Existing 296,012 20153 2015 Existing Land Uses 2015 + GPCEU 294,717 Net VMT Difference -1,294 20454 2045 Land Use Element 2045 Land Use Element 340,173 20455 2045 Land Use Element 2045 Land Use Element + GPCEU 339,391 Net VMT Difference -783 Notes: 1 Applied the San Luis Obispo Council of Governments (SLOCOG) model. 2 2015 Conditions represent existing land uses and existing transportation network. 3 2015 + GPCEU represent existing land uses with the proposed circulation element improvements. 4 2045 Conditions represent 30-year Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) scenario 5 2045 Conditions + GPCEU represent 30-year RTP/SCS scenario plus the proposed circulation element improvements VMT modelling methodology is boundary-based total Citywide VMT using the SLOCOG Model VMT postprocessor (includes Residential VMT, Retail VMT, and Work VMT) Model does not reflect GPCEU’s full potential to decrease VMT as the policies are not reflected (Ex: Complete Streets policies, bicycle/pedestrian improvements, safe routes to school, etc.) Source: GHD 2020 APPLICABLE GENERAL PLAN CIRCULATION ELEMENT POLICIES Applicable policies related to air quality contained in the proposed GPCEU are summarized in Table B-1 (Appendix B). As depicted, the proposed GPCEU includes numerous policies that would support alternative means of transportation, including improvements to transit, pedestrian, and bicycling networks. Additional policies are included to support reductions in VMT, including traffic-flow improvements and improved pedestrian and bicyclist safety. Item 8.b - Page 290 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 43 In summary, the proposed GPCEU would not result in an increase in population or employment. In addition, policies contained in the GPCEU are consistent with the control measures identified in the CAP. Therefore, this impact is considered less than significant. b) Would the project result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard? SHORT-TERM CONSTRUCTION EMISSIONS Construction-generated emissions are short term and of temporary duration, lasting only as long as activities occur, but possess the potential to represent a significant air quality impact. Construction activities that typically result in short-term emissions may include, but are not limited to, demolition, site grading and excavation, road paving, motor vehicle exhaust associated with construction equipment and worker trips, and the movement of construction equipment, especially on unpaved surfaces. Emissions of airborne particulate matter are largely dependent on the amount of ground disturbance associated with site preparation activities. The specific construction-related requirements associated with future development of the proposed improvements are not known at this time. As a result, no modeling of potential construction emissions was performed. However, future development would be anticipated to result in an increase in short-term construction-generated emissions. Depending on the activities conducted, emissions associated with individual construction projects may exceed the SLOAPCD’s significance thresholds. As a result, construction of future transportation improvements would be considered to have a potentially significant short-term air quality impact. Implementation of mitigation measures provided below would reduce potential impacts to be less than significant. APPLICABLE GENERAL PLAN CIRCULATION ELEMENT POLICIES The proposed GPCEU does not include any policies related to short-term construction-generated emissions. Air quality impacts associated with proposed construction-related projects would be analyzed in more detail in subsequent project-specific environmental review (if applicable) and mitigation measures would be recommended to reduce significant construction-related air quality impacts. The level of mitigation would be project- and site-specific and would include measures normally required by the City and/or SLOAPCD. With implementation of emission reduction measures and compliance with applicable SLOAPCD rules and regulations, this impact would be considered less than significant with mitigation. LONG-TERM OPERATIONAL EMISSIONS As noted in Impact III(a), the proposed GPCEU includes numerous policies that would support alternative means of transportation, including improvements to transit, pedestrian, and bicycle networks. Additional policies are included to support reductions in VMT, including traffic-flow improvements and improved pedestrian and bicyclist safety. Although construction of future transportation improvements may result in a redistribution of local vehicle traffic, these improvements are proposed for purposes of improving overall circulation system performance and reducing VMT, congestion, and idling. It is also important to note that implementation of the proposed GPCEU would not result in changes to existing designated truck routes or construction of major transportation facilities near sensitive receptors. As a result, implementation of the proposed GPCEU is anticipated to result in overall reductions in mobile source emissions. This impact is considered less than significant. Item 8.b - Page 291 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 44 c) Would the project expose sensitive receptors to substantial pollutant concentrations? As noted in Impact III(b), future development of proposed circulation improvements would be anticipated to result in short-term increases in emissions, including emissions of fugitive dust and diesel-exhaust particulate matter. Depending on the activities conducted, emissions associated with individual construction projects may exceed the SLOAPCD’s significance thresholds. As a result, construction of future transportation improvements would be considered to have a potentially significant short-term air quality impact. Refer to Impact III(b) for additional discussion of air quality impacts. Impacts related to the construction of future transportation improvements and associated short-term air quality impacts are considered to be less than significant with mitigation. As previously discussed, construction of future transportation improvements may result in a redistribution of local vehicle traffic. However, these improvements are proposed for purposes of improving overall circulation system performance and reducing VMT, congestion, and idling. As a result, implementation of the proposed GPCEU would not result in a worsening of existing or projected future intersection or roadway levels of service. It is also important to note that implementation of the proposed GPCEU would not result in changes to existing designated truck routes. Based on the traffic analysis prepared for this project, implementation of the proposed GPCEU would also result in an overall reduction in VMT. For these reasons, implementation of the proposed GPCEU is anticipated to result in overall reductions in long-term exposure of sensitive land uses to localized concentrations of mobile source pollutants. This impact is considered less than significant. Refer to Impacts III(a) and III(b) for additional discussion of consistency with applicable air quality plans and long-term air quality impacts. d) Would the project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people? NOA is identified as a toxic air contaminant by the CARB. NOA-containing particles released into the air during construction could have an adverse impact on local air quality and human health. According to the SLOAPCD NOA map, the southeastern portion of the City is located in an area identified as containing NOA. Future improvement projects located within the southeastern portion of the City have the potential to release NOA and would be required to comply with SLOAPCD regulations for construction activity within areas identified as containing NOA. The occurrence and severity of odor impacts depends on numerous factors, including: the nature, frequency, and intensity of the source; wind speed and direction; and the sensitivity of the receptors. While offensive odors rarely cause any physical harm, they still can be very unpleasant, leading to considerable distress among the public and often generating citizen complaints to local governments and regulatory agencies. Projects with the potential to frequently expose members of the public to objectionable odors would be deemed to have a significant impact. The proposed GPCEU would not result in the development of odorous emission sources. However, construction of proposed future transportation improvements may result in short-term increases in odors commonly associated with roadway construction, such as asphalt paving. Odorous emissions associated with construction projects would be short-term, limited to the duration of the construction activity, and would dissipate rapidly at increased distance from the source. As a result, construction of proposed future transportation improvements would not result in odors that would affect a substantial number of people. This impact is considered less than significant. Item 8.b - Page 292 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 45 Conclusion The GPCEU proposes goals, policies, and objectives aimed at reducing VMT by promoting the creation of complete streets and an increase in pedestrian, bicycle, and transit access throughout the City. Implementation of the GPCEU would be consistent with applicable air quality management plans and is anticipated to reduce vehicle-related emissions throughout the City. Future buildout of improvements identified in the GPCEU has the potential to result in the generation of emissions during short-term construction activities that could exceed SLOAPCD thresholds. Future physical improvements to the circulation system, as allowed by the GPCEU, would be subject to applicable General Plan and SLOAPCD regulations, as well as identified mitigation. Certain future improvement projects may also be subject to subsequent environmental review and possibly additional mitigation measures to address any potentially significant impacts related to air quality. Therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate environmental review and would include project-specific mitigation measures as determined appropriate; however, implementation of the following measure to the maximum extent feasible is recommended to avoid potential impacts. AQ/MM-1 Future development projects that are subject to discretionary review shall be evaluated in comparison to SLOAPCD-recommended thresholds of significance and shall incorporate emission-reduction measures sufficient to reduce potentially significant short-term air quality impacts to a less-than-significant level. Examples of such measures may include, but are not necessarily limited to, the following: Implementation of SLOAPCD-recommended measures to reduce construction- related emissions, including emissions from construction vehicles, off-road equipment, and fugitive dust. For any project located within an area identified as potentially containing NOA, compliance with the measures outlined in CARB’s Air Toxics Control Measure (NOA ATCM) for Construction, Grading, Quarrying, and Surface Mining Operations shall be required. Use of low- or zero-emission construction equipment and use of existing electrical power, to the extent locally available. Increased diversion of demolition and construction-generated waste for recycling/reuse. Use of low- or zero-volatile organic compound (VOC) content architectural coatings. If hydrocarbon-contaminated soil is encountered during any project, the SLOAPCD should be notified as soon as possible. Item 8.b - Page 293 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 46 IV. Biological Resources Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? ☐ ☒ ☐ ☐ (b) Have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? ☐ ☒ ☐ ☐ (c) Have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? ☐ ☒ ☐ ☐ (d) Interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? ☐ ☒ ☐ ☐ (e) Conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? ☐ ☐ ☒ ☐ (f) Conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? ☐ ☒ ☐ ☐ Setting Arroyo Grande is an urbanized, developed city located 1 mile inland from the Pacific Ocean. Arroyo Grande Creek is located in the southern portion of the City, serves as a wildlife corridor, and extends east to west, draining at the Pacific Ocean through way of Pismo Beach. There are freshwater/forested shrub wetlands associated with Arroyo Grande Creek and there are other wetland resources located throughout the City (U.S. Fish and Wildlife Service [USFWS] 2020). The City has designated conservation and open space areas in the southeastern and northeastern portions of the City and along portions of the western edge of US 101 located in the southern portion of the City (City of Arroyo Grande 2018). Open space and wetland areas would serve as prime habitat for several plant and wildlife species. Item 8.b - Page 294 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 47 Environmental Evaluation a) Would the project have a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or by the California Department of Fish and Game or U.S. Fish and Wildlife Service? SPECIAL-STATUS PLANT SPECIES Based on a review of the USFWS Information for Planning and Consultation (IPaC) database and the California Department of Fish and Wildlife (CDFW) California Natural Diversity Database (CNDDB), the following special-status plant species either have documented occurrences within the City or are considered to have the potential to occur within the City (Appendix D): • California jewelflower (Caulanthus californicus); Federally Endangered, State Endangered, California Native Plant Society (CNPS) Rare Plant Rank 1B.1 • Chorro Creek bog thistle (Cirsium fontinale var. obispoense); Federally Endangered, State Endangered, CNPS Rare Plant Rank 1B.2 • coastal goosefoot (Chenopodium littoreum); CNPS Rare Plant Rank 1B.2; CNDDB Occurrence (Occ.) 5 • Gambel’s water cress (Nasturtium gambelii); Federally Endangered, State Threatened, CNPS Rare Plant Rank 1B.1; CNDDB Occ. 16 • Kellogg’s horkelia (Horkelia cuneata var. sericea); CNPS Rare Plant Rank 1B.1; CNDDB Occ. 48 • La Graciosa thistle (Cirsium loncholepis); Federally Endangered, State Threatened, CNPS Rare Plant Rank 1B.1 • marsh sandwort (Arenaria paludicola); Federally Endangered, State Endangered, Rare Plant Rank 1B.1 • Nipomo Mesa lupine (Lupinus nipomensis); Federally Endangered, State Endangered, CNPS Rare Plant Rank 1B.1 • Pismo clarkia (Clarkia speciosa ssp. immaculata); Federally Endangered, State Rare, CNPS Rare Plant Rank 1B.1; CNDDB Occ. 7 and 8 • salt marsh bird’s beak (Cordylanthus maritimus ssp. maritimus); Federally Endangered, State Endangered, CNPS Rare Plant Rank 1B.2 • San Luis Obispo owl’s-clover (Castilleja densiflora var. obispoensis); CNPS Rare Plant Rank 1B.2; CNDDB Occ. 19 • Santa Margarita manzanita (Arctostaphylos pilosula); CNPS Rare Plant Rank 1B.2; CNDDB Occ. 31 • southern curly-leaved monardella (Monardella sinuata ssp. sinuata); CNPS Rare Plant Rank 1B.2; CNDDB Occ. 29 and 38 • spreading navarretia (Navarretia fossalis); Federally Threatened, CNPS Rare Plant Rank 1B.1 • straight-awned spineflower (Chorizanthe rectispina); CNPS Rare Plant Rank 1B.3; CNDDB Occ. 21, 22, and 26 Item 8.b - Page 295 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 48 The GPCEU identifies objectives, policies, and specific improvements for the City’s circulation system. Proposed GPCEU objectives and policies do not include specific improvements that have the potential to result in habitat modification or other adverse impacts to special-status plant species. Future buildout of the GPCEU is not anticipated to result in habitat modification or adverse impacts to special-status plants because improvements are anticipated to be located within developed and disturbed areas. Similarly, specific future improvements that are identified in the GPCEU are anticipated to occur in developed areas and are not expected to result in habitat modification or other adverse impacts to special-status plant species. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These future improvements would be located within existing developed and disturbed areas and would not result in habitat modification or other adverse impacts to special-status plant species. If special-status plants are present within the undeveloped portions of the project impact area, implementation of construction activities could result in direct and indirect impacts to special-status species. Direct impacts could include destruction or removal of special-status plants as a result of the movement or use of construction equipment, materials, and workers within the undeveloped project impact areas. Indirect impacts to special-status plants could occur through habitat modification, ground disturbance, and erosion. Development of future improvements would be required to comply with existing land use and zoning designations, as well as the City’s ACOSE, specifically Objective C/OS2 and corresponding policies intended to protect important environmental and sensitive biological resources. Future development of improvements that has the potential to result in adverse impacts to special-status plants would be subject to subsequent environmental review. Mitigation has been provided to avoid and/or minimize potential adverse impacts to special-status plants, if present, through botanical surveys, avoidance, preservation, and relocation. Therefore, impacts to special-status plants are expected to be less than significant with mitigation. SPECIAL-STATUS ANIMAL SPECIES Based on a review of the USFWS IPaC database and the CDFW CNDDB, the following special-status animal species either have documented occurrences within the City or are considered to have the potential to occur within the City (see Appendix D): • American badger (Taxidea taxus); Species of Special Concern (SSC); Occ. 200 • blunt-nosed leopard lizard (Gambelia silus); Federally Endangered, State Endangered, CDFW Fully Protected • California clapper rail (Rallus longirostris obsoletus); Federally Endangered • California condor (Gymnogyps californianus); Federally Endangered, State Endangered, CDFW Fully Protected • California least tern (Sterna antillarum browni); Federally Endangered, State Endangered, CDFW Fully Protected • California red-legged frog (Rana draytonii); Federally Threatened, CDFW SSC; CNDDB Occ. 319, 418, and 459 • California tiger salamander (Ambystoma californiense); Federally Threatened, State Threatened • giant kangaroo rat (Dipodomys ingens); Federally Endangered, State Endangered • Kern primrose sphinx moth (Euproserpinus Euterpe); Federally Threatened Item 8.b - Page 296 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 49 • least Bell’s vireo (Vireo bellii pusillus); Federally Endangered, State Endangered • marbled murrelet (Brachyramphus marmoratus); Federally Threatened, State Endangered • monarch – California overwintering population (Danaus plexippus pop. 1); Special Animal; CNDDB Occ. 249, 251, 320, and 399 • Northern California legless lizard (Anniella pulchra); CDFW SSC • obscure bumble bee (Bombus caliginosus); Special Animal; CNDDB Occ. 164 and 165 • southwestern willow flycatcher (Empidonax traillii extimus); Federally Endangered, State Endangered • steelhead – south-central California coast Distinct Population Segment (DPS) (Oncorhynchus mykiss irideus pop. 9); Federally Threatened; CNDDB Occ 17 • tidewater goby (Eucyclogobius newberryi); Federally Endangered • vernal pool fairy shrimp (Branchinecta lynchi); Federally Threatened • western pond turtle (Emys marmorata); SSC; CNDDB Occ. 1143 and 1165 • western snowy plover (Charadrius nivosus nivosus); Federally Threatened, SSC; CNDDB Occ. 171, 172, and 173 The GPCEU includes objectives, policies, and specific improvements related to the City’s circulation system. As discussed previously, proposed GPCEU objectives and policies do not include specific improvements that have the potential to result in habitat modification or other adverse impacts to special- status animal species. Future buildout of the GPCEU is not anticipated to result in habitat modification or adverse impacts to special-status animal species because improvements are anticipated to be located within developed and disturbed areas. As shown on Figures 3 through 5, specific future improvements that are identified in the GPCEU are anticipated to occur in developed areas and are not expected to result in habitat modification or other adverse impacts to special-status animal species. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). Proposed improvements located within existing developed areas would generally not require building demolition or tree or vegetation removal; therefore, impacts to special-status animal species in these areas are not anticipated. However, additional special-status animals included in the species lists in Appendix D are considered to have the potential to occur within undeveloped areas in the City. Implementation of proposed improvements in these areas have the potential to result in direct and indirect impacts to special-status animal species in the form of injury or mortality resulting from the use and/or movement of construction equipment, and disturbance from noise, dust, and habitat modification resulting from construction activities. Development of future improvements would be required to comply with existing land use and zoning designations, as well as the City’s ACOSE, specifically Objective C/OS2 and corresponding policies intended to protect important environmental and sensitive biological resources. Implementation of the avoidance and minimization measures, such as appropriate timing of vegetation removal, preconstruction surveys, and exclusion zones, would reduce the potential for adverse effects to special-status animal species. Therefore, potential impacts to sensitive species would be less than significant with mitigation. Item 8.b - Page 297 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 50 b) Would the project have a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or US Fish and Wildlife Service? There are numerous surface water resources and associated riparian habitat present within the City, including Arroyo Grande Creek, which is located in the southern portion of the City. The GPCEU identifies objectives, policies, and specific improvements related to the City’s circulation system. Proposed GPCEU objectives and policies do not include specific improvements that have the potential to result in riparian habitat modification or other adverse impacts to sensitive natural communities. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These proposed improvements would generally be located within existing developed areas and are not anticipated to result in impacts to riparian habitat or other sensitive natural communities. Future improvements would be required to avoid alteration of riparian corridors, implement erosion control and drainage measures, implement vegetation management within riparian corridors, and maintain setbacks in accordance with the City’s ACOSE, specifically Objective C/OS2 and corresponding policies. Mitigation has also been included to avoid impacts to riparian habitat to the maximum extent feasible. If future improvements have the potential to result in adverse impacts to riparian habitat or other sensitive natural communities, those improvements would be subject to subsequent environmental review. Therefore, impacts would be less than significant with mitigation. c) Would the project have a substantial adverse effect on state or federally protected wetlands (including, but not limited to, marsh, vernal pool, coastal, etc.) through direct removal, filling, hydrological interruption, or other means? According to the National Wetlands Inventory (NWI) surface waters and wetlands mapping tool, there is a freshwater forested/shrub wetland associated with Arroyo Grande Creek located in the southern portion of the City and several other wetland areas located throughout the City. Proposed GPCEU objectives and policies do not include specific improvements that have the potential to result in a substantial adverse effect on federally or state-protected wetlands. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These proposed improvements would generally be located within existing developed areas and are not anticipated to result in impacts to federally or state-protected wetlands. Future improvements would be required to avoid alteration of riparian corridors, implement erosion control and drainage measures, implement vegetation management within riparian corridors, and maintain setbacks in accordance with the City’s ACOSE, specifically Objective C/OS2 and corresponding policies. Mitigation has also been included to avoid impacts to wetlands to the maximum extent feasible. If future improvements have the potential to result in adverse impacts to wetlands, those improvements would be subject to subsequent environmental review. Therefore, impacts would be less than significant with mitigation. d) Would the project interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors, or impede the use of native wildlife nursery sites? Arroyo Grande Creek serves as a wildlife corridor, is located in the southern portion of the City, and flows east to west, emptying in the Pacific Ocean through Pismo Beach. The City is predominately Item 8.b - Page 298 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 51 comprised of developed land with limited connectivity opportunities. However, there is an area of land located in the northwestern portion of the City that has connection with implementation flexibility, meaning that there are areas identified as having connectivity importance, but have not been identified as channelized areas, species corridors, or habitat linkages at this time (CDFW 2021). Proposed GPCEU objectives and policies do not include specific improvements that have the potential to interfere substantially with the movement of any native resident or migratory fish or wildlife species or with established native resident or migratory wildlife corridors or impede the use of native wildlife nursery sites. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These proposed improvements would generally be located within existing developed areas and are not anticipated to interfere with the movement of wildlife or otherwise impact wildlife migration corridors. Future improvements would be required to comply with Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more prepare and implement a Stormwater Pollution Prevention Plan (SWPPP) with Best Management Practices (BMPs) to reduce or avoid construction-related pollution to water resources. Future improvement and development projects would be required to comply with the City’s ACOSE, Municipal Code, and State Water Resources Control Board (SWRCB) water discharge requirements. Mitigation has been included to avoid further avoid impacts to riparian corridors and migratory birds to the maximum extent feasible. Any future improvements that have the potential to interfere with the movement of wildlife or result in other impacts to migration corridors or nursery sites would be subject so subsequent environmental review. Therefore, impacts would be less than significant with mitigation. e) Would the project conflict with any local policies or ordinances protecting biological resources, such as a tree preservation policy or ordinance? Section 12.16 of the City’s Municipal Code is designed to preserve, enhance, and revitalize the City’s urban forest. The Community Tree Program sets forth guidelines and policies with regards to: • Street tree requirements for new development; • Landmark trees; • Responsibility for tree-damaged sidewalks and public improvements; • Privately owned trees affecting the public right-of-way; • Tree removal in residential, mixed-use, and commercial zones; • Public utility company requirements; and • Installation, maintenance, and removal of trees relating to property development. Regulated trees include street trees within the public right-of-way fronting the property, landmark trees, and any oak trees with a trunk width over 12 inches in diameter when measured 4.5 feet from the base. Removing them is prohibited without first obtaining a permit. The permit is available when the removal is deemed appropriate. Any removal of a regulated tree without a permit is considered to be a misdemeanor violation with a minimum $150.00 tree replacement fee. Item 8.b - Page 299 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 52 Proposed GPCEU objectives and policies would not conflict with the City’s Municipal Code. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These proposed improvements would generally be located within existing developed areas and are not anticipated to conflict with any local policies or ordinances protecting biological resources. Future improvements would be required to comply with the City’s ACOSE, specifically Objective C/OS-2 and corresponding policies, which is intended to safeguard important environmental and sensitive biological resources contributing to a healthy, functioning ecosystem. Future improvements would also be required to comply with the City’s Municipal Code, specifically the Community Tree Program. Future improvements that would conflict with the City’s ACOSE or the Community Tree Program would be subject to subsequent environmental review. Therefore, impacts would be less than significant. f) Would the project conflict with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan? A Habitat Conservation Plan (HCP) was prepared for Arroyo Grande Creek in 2004 to address protection of habitat for steelhead and California red-legged frog. The HCP extends approximately 10 miles and its boundaries include Arroyo Grande Creek downstream from Lopez Dam to the flood control channel at Fair Oaks Boulevard. Proposed GPCEU objectives and policies would not conflict with the HCP prepared for Arroyo Grande Creek. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These proposed improvements would generally be located within existing developed areas and are not anticipated to conflict with any HCP policies or ordinances protecting biological resources. Future improvements would be required to comply with the City’s ACOSE, specifically Objective C/OS-2 and corresponding policies, which is intended to safeguard important environmental and sensitive biological resources contributing to a healthy, functioning ecosystem. Future improvements would also be required to comply with the HCP prepared for Arroyo Grande Creek. Mitigation has been included to further avoid potential adverse impacts to biological resources to the maximum extent feasible. Future improvements that would conflict with the City’s ACOSE or an applicable HCP would be subject to subsequent environmental review. Therefore, impacts would be less than significant with mitigation. Conclusion The City of Arroyo Grande supports special-status plant and wildlife species, surface water resources, wetland resources, wildlife corridors, and other sensitive biological communities. Proposed GPCEU objectives and policies do not include specific improvements that have the potential to result in habitat modification or other adverse impacts to special-status species, riparian habitat or sensitive natural communities, wetlands, wildlife corridors or nursery sites, or conflict with applicable policies, ordinances, or HCPs intended to protect biological resources. Future buildout of the GPCEU is not anticipated to result in impacts to these resources because improvements are anticipated to be located within developed and disturbed areas. Proposed improvements that are specifically identified in the GPCEU would generally be limited to the realignment of on/off ramps, construction of new roundabouts, lane and intersection improvements (road diets, turn modifications, etc.), roadway extensions, pedestrian improvements (controlled and midblock crossings), and bikeway improvements (Class IV and II facilities, bike boulevards, and new bikeways). These future improvements would be located within existing Item 8.b - Page 300 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 53 developed and disturbed areas and are not anticipated to result in substantial adverse impacts to these species. Future improvements would be required to comply with the City’s ACOSE, Municipal Code, Community Tree Program, applicable HCPs, and associated policies intended to protect biological resources. Mitigation has also been included to further avoid potential impacts to sensitive biological resources. Therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of the following measures to the maximum extent feasible is recommended to avoid potential adverse impacts to biological resources. BIO/MM-1 Prior to commencement of construction activities within undeveloped areas that could contain special-status plants, the City shall retain a qualified biologist to conduct an appropriately timed protocol-level botanical survey. If special-status plants are observed within the project impact area, the following measures shall be implemented: An environmental training program shall be developed to educate construction personnel about special-status plant species with potential to be encountered during construction, and the avoidance and minimization measures being employed to prevent or reduce impacts to these species. If federally listed plant species are determined to occur within the project area and cannot be avoided, the project must obtain incidental take authorization from the USFWS through a Federal Endangered Species Act (FESA) Section 7 Biological Opinion and Incidental Take Statement. If feasible, avoid disturbance in areas with special-status plant species. Areas with special-status plant species to be avoided shall be marked on project plans and marked in the field with flagging and/or brightly colored fencing to facilitate plant recognition and avoidance. If plant species listed by the state as endangered or threatened are determined to occur within the project area and cannot be avoided, the project must obtain incidental take authorization from CDFW through a California Endangered Species Act (CESA) Section 2081 Incidental Take Permit. Species that are considered State Rare by CDFW must be completely avoided since CDFW currently does not have a legal mechanism to allow for “take.” Plants listed as rare by the CNPS that have no federal or state status are not protected under CESA. During CEQA project analysis, CDFW may require implementation of specific mitigation measures for impacts to rare plants found within the project area. If it is determined by the City that impacts to special-status plant species exceed the levels that are authorized by the affected regulatory agency, they will notify the project contractor immediately. The project contractor will resolve the situation immediately by eliminating the cause of the identified effect to special- status species or require that all actions that are causing these effects are halted until coordination with the appropriate resource agency is completed. No work will resume until the issue is resolved. Item 8.b - Page 301 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 54 BIO/MM-2 During construction, the project contractor shall implement the following measures, as appropriate to avoid the spread of invasive species: To avoid the spread of invasive species, the contractor shall stockpile topsoil and redeposit the stockpiled soil within the excavated trenches after construction of the new project component is complete, or transport topsoil to a certified landfill for disposal. During construction, the project contractor will make all reasonable efforts to limit the use of imported soils for fill. Soils currently existing on-site should be used for fill material. If the use of imported fill material is necessary, the imported material must be obtained from a source that is known to be free of invasive plant species; or the material must consist of purchased clean material such as crushed aggregate, sorted rock, or similar. Any landscape and/or restoration planting plans, if proposed, must emphasize the use of native species expected to occur in the area. Project plans must avoid the use of plant species that the California Invasive Plant Council (Cal-IPC), California Exotic Pest Plant Council (Cal-EPPC), CDFW, or other resource organizations considers to be invasive or potentially invasive. Prior to issuance of grading permits, all project landscape and restoration plans shall be verified to ensure that the plans do not include the use of any species considered invasive by the Cal-IPC, Cal-EPPC, or CDFW. Use of rodenticides and herbicides shall be prohibited. BIO/MM-3 Prior to construction in any undeveloped area that contains a potential wetland, seep, drainage, or other surface water feature, the City shall retain a qualified biologist or wetland delineation specialist to conduct a biological survey and/or wetland delineation within the project impact area and shall implement the following measures, as applicable: Prior to project implementation, the project area shall be clearly flagged or fenced so that the contractor is aware of the limits of allowable site access and disturbance. Areas within the designated project site that do not require regular access shall be clearly flagged as off-limit areas to avoid unnecessary damage to sensitive habitats or existing vegetation within the project area. Prior to project implementation, a project Erosion Control Plan shall be prepared. During project activities, erosion control measures shall be implemented. Silt fencing, fiber rolls, and barriers (e.g., hay bales) shall be installed to establish a minimum 25-foot setback distance between the project impact areas and adjacent wetlands and other waters. At a minimum, silt fencing shall be checked and maintained on a daily basis throughout the construction period. The contractor shall also apply adequate dust control techniques, such as site watering, during construction. Prior to construction, the City shall prepare and submit to the Regional Water Quality Control Board (RWQCB) or SWRCB a Notice of Intent (NOI) and prepare a SWPPP in accordance with the requirements of the State General Order related to construction projects. The SWPPP shall identify the selected stormwater management procedures, pollution control technologies, spill response procedures, and other means that will be used to minimize erosion and sediment production and the release of pollutants to surface water during construction. The City shall ensure that sedimentation and erosion control measures are installed prior to any ground-disturbing activities. Item 8.b - Page 302 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 55 Prior to the commencement of site preparation, ground-disturbing, or construction activities, the City will identify required BMPs on all construction plans. These practices will be implemented prior to, during, and following construction activities as necessary to ensure their intended efficacy. Measures may include, but not necessarily be limited to, the placement of silt fencing along the down-slope side of the construction zone, on-site storage of a spill and clean- up kit at all times, and employment of both temporary and permanent erosion and sedimentation control measures (e.g., silt fencing, hay bales, straw wattles). During project activities, if work within stream channels is necessary, it shall be conducted during the dry season if possible (April 15–October 15). Prior to construction within 50 feet of any stream or other surface water resource, the City shall prepare project-specific plans for crossings. If construction activities require any earthwork within the banks of the drainage (including beneath the bed of the channel), the City shall coordinate with the U.S. Army Corps of Engineers (USACE), CDFW, and RWQCB to obtain the appropriate permits for direct impacts to the jurisdictional features. Prior to construction within 50 feet of any stream or other surface water resource, the City shall ensure preparation and implementation of a Spill Prevention and Contingency Plan that includes provisions for avoiding and/or minimizing impacts to sensitive habitat areas, including wetland and riparian areas and waterbodies due to equipment-related spills during project implementation. The City shall ensure contamination of habitat does not occur during such operations. Prior to the onset of work, the City shall ensure that the plan allows a prompt and effective response to any accidental spills. All workers shall be informed of the importance of preventing spills and of the appropriate measure to take should a spill occur. The plan shall include the following provisions: a. All equipment fueling shall be conducted within the designated staging areas of the project site. Such areas shall consist of roadway or ruderal habitat. At no time shall any equipment fueling be conducted within 100 feet of any wetland and riparian habitat area, or waterbody; b. An overview of the containment measures to appropriately store and contain all fuels and associated petroleum products during the project shall be included in the plan. This shall include provisions for equipment staging areas, such as the need for drip pans underneath parked equipment and designated storage areas for fuel dispensing equipment with visqueen lining or similar and secondary containment; and c. A description of the response equipment that would be on-site during construction and exact procedures for responding to any inadvertent spills, including miscellaneous fuel and/or lubricant spills from construction equipment and vehicles during operations. Final specifications of the Spill Prevention and Contingency Plan shall be reviewed and approved by the City prior to project implementation. If impacts to wetlands or other surface water resources would occur as a result of proposed project activities and are unavoidable, a mitigation, monitoring, and reporting plan shall be prepared and approved by the City and other jurisdictional agencies, as appropriate (i.e., USACE, CDFW, and RWQCB). Wetland mitigation will increase the aerial extent of wetland habitat on site at a 2:1 ratio (created wetland area to impacted wetland area), or other ratio determined by the Item 8.b - Page 303 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 56 permitting agency. Mitigation implementation and success will be monitored for a minimum of 3 years, depending on the jurisdictional agencies’ requirements. BIO/MM-4 Prior to commencement of construction activities, the City shall retain a qualified biologist that is familiar with the special-status species that have documented occurrences within the City and that have the potential to occur within the City. BIO/MM-5 Prior to commencement of site preparation, ground-disturbing, or construction activities, the City will retain a biologist to prepare and deliver a worker orientation and training program for all construction staff. This program will include information on the protection of trees, riparian and wetland habitat, special-status plant and animal species that have the potential to occur in the project area, and nesting birds. The training shall also include any applicable regulatory policies and provisions regarding species protection and minimization measures to be implemented. The point of contact appointed by the City will be identified. Any employee or contractor who might detect the presence of or inadvertently injure or kill a special-status species or who finds a dead, injured, or entrapped animal will report their observation to this point of contact. BIO/MM-7 Prior to the commencement of site preparation, ground-disturbing, or construction activities, the City will obtain all necessary permits, approvals, and authorizations from regulatory agencies. BIO/MM-8 A preconstruction survey by the qualified biologist shall be conducted no more than 30 days and no less than 14 days prior to the commencement of any site preparation and/or construction activities in previously undisturbed areas. If any evidence of occupation of that portion of the project site by listed or other special-status plant or animal species is observed, the following measures shall be implemented: A buffer shall be established by a qualified biologist that results in sufficient avoidance to comply with applicable regulations. If sufficient avoidance cannot be established, the USFWS and CDFW shall be contacted for further guidance and consultation on additional measures. The City shall obtain any required permits from the appropriate wildlife agency. Copies of the preconstruction survey and results, as well as all permits and evidence of compliance with applicable regulations, shall be maintained by the City. BIO/MM-9 Prior to the commencement of construction activities, the City shall retain a qualified biologist to conduct a preconstruction nesting bird survey. Within 1 week (7 days) prior to construction activities taking place during the avian breeding season (February 1– August 31) the approved qualified biologist shall conduct a nesting bird survey within the project disturbance areas and a 500-foot buffer surrounding all project disturbance areas (wherever legal access is available). At a minimum, nesting surveys shall be conducted prior to construction occurring between February 1 and August 31. A qualified biologist will determine if nesting activity is occurring either prior to or after this February–August period and nesting surveys will be performed accordingly. If an active nest is found, an avoidance buffer shall be established around the nest in which no construction work is permitted. The size of the buffer will be adequate to ensure that the nest, nesting birds, and chicks (including fledglings and precocial chicks) are not disturbed. For nests of raptors and special-status bird species, the size of the buffer will be determined based on a project-specific nesting bird management plan approved by the Item 8.b - Page 304 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 57 appropriate resource agencies or consultation with the appropriate resource agencies. For all other nests, the size of the buffer will be determined by a qualified biologist. Construction monitors will ensure that work crews are aware of the buffer and related work restrictions. The buffer zone will remain in place until the young have fledged and are no longer dependent on the nest or the nest is no longer active, as determined by a qualified biologist. An active nest is defined as a nest with eggs or chicks, or as otherwise defined by the CDFW. If an active nest must be moved during the nesting season, the City shall coordinate with the USFWS and CDFW to obtain approval prior to moving the nest. Prior to the start of construction, the City shall prepare a draft Nesting Bird Management Plan, in consultation with CDFW, describing measures to detect birds that may nest on and adjacent to the project corridor or facilities and to avoid impacts to or take of those birds or their nests during project construction. The draft Nesting Bird Management Plan shall be submitted to the City for review and approval in consultation with the USFWS and CDFW. The Nesting Bird Management Plan will be finalized by the City prior to issuance of CDFW’s Notification to Proceed. The Nesting Bird Management Plan will describe avoidance measures, such as buffer distances from active nests, based on the specific nature of project activities, noise, or other disturbance of those activities, the bird species and conservation status, and other pertinent factors. The plan will specify species’ (or groups of species) appropriate buffer distances based on tolerance of human activities. Standard nest buffers shall be 300 feet, and 500 feet for raptor species, or as specified in the CDFW-approved Nesting Bird Management Plan. BIO/MM-10 Prior to the commencement of site preparation, ground-disturbing, or construction activities, the perimeter of these activity areas will be delineated with construction fencing to avoid inadvertent egress into habitat intended to remain undisturbed. Verification that this fencing has been installed will be conveyed to the City by the contractor. The contractor will be responsible for fence maintenance throughout the entire construction process. With the incorporation of these measures, residual impacts to biological resources would be less than significant. V. Cultural Resources Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Cause a substantial adverse change in the significance of a historical resource pursuant to § 15064.5? ☐ ☒ ☐ ☐ (b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to § 15064.5? ☐ ☒ ☐ ☐ (c) Disturb any human remains, including those interred outside of dedicated cemeteries? ☐ ☐ ☒ ☐ Item 8.b - Page 305 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 58 Setting San Luis Obispo County possesses a rich and diverse cultural heritage and has an abundance of historic and prehistoric cultural resources dating as far back as 9,000 B.C. The County of San Luis Obispo (County) protects and manages cultural resources in accordance with the provisions detailed by CEQA and local ordinances. PRC Section 5024.1 requires that any properties that can be expected to be directly or indirectly affected by a proposed project be evaluated for California Register of Historical Resources (CRHR) eligibility. The purpose of the CRHR is to maintain listings of the state’s historical resources and to indicate what properties are to be protected, to the extent prudent and feasible, from material impairment and substantial adverse change. As defined by CEQA, a historical resource includes: 1. A resource listed in or determined to be eligible for listing in the CRHR. 2. Any object, building, structure, site, area, place, record, or manuscript that a lead agency determines to be historically significant or significant. The architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural records of California may be considered to be a historical resource, provided the lead agency’s determination is supported by substantial evidence. The earliest inhabitants of Arroyo Grande Valley were the northern or Obispeño Chumash Indians. The Arroyo Grande area was still occupied by Chumash Indians at the time of contact with the first Spanish explorer, Juan Rodríguez Cabrillo. During the colonial settlement of California, the Arroyo Grande Valley became separated into two major ranchos, which were granted by the Mexican government around 1840. In the mid-1860s, a severe drought decimated the cattle population, forcing the large ranchos to subdivide property and sell smaller parcels to new settlers for agricultural uses. In 1863 the County Board of Supervisors established the township of Arroyo Grande. The town of Arroyo Grande was founded in 1897 in southern San Luis Obispo County (City of Arroyo Grande Police Department [AGPD] 2020). Beginning in the late 1800s, inhabitants of Arroyo Grande utilized its location and soils for agriculture production. Others came to Arroyo Grande to drill oil. Commercial and residential areas began growing as more inhabitants came to the City. Arroyo Grande Creek supported irrigation needs and its periodic flooding and drought was critical for agricultural practices (Page & Turnbull 2013). Environmental Evaluation a) Would the project cause a substantial adverse change in the significance of a historical resource pursuant to § 15064.5? The City contains buildings that are designated as Historical Resources by the California Office of Historic Preservation (OHP). These resources include Former City Hall (214 East Branch Street), Conrad House (208 East Branch Street), a residence (145 West Branch Street), an office (139 West Branch Street), Santa Manuela Schoolhouse (Heritage Square/Nelson Green), Ruby’s House (134 South Mason Street), Heritage House (126 South Mason Street), Swinging Bridge (Short Street, spanning Arroyo Grande Creek), Bridge Street Bridge (Bridge Street, south of Olohan Alley), Paulding House (551 Crown Hill Street), and 100F Hall (128 Bridge Street) (Page & Turnbull 2013). The GPCEU proposes goals and policies intended to create a multi-modal transportation system for the City and adequately anticipate and plan future transportation infrastructure to meet future needs of the City. Construction activities required for the implementation of proposed GPCEU improvements have the potential to affect historical resources. Future development would be required to comply with goals and policies of the City’s ACOSE, specifically Objective C/OS4 and corresponding policies, which are Item 8.b - Page 306 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 59 intended to preserve historic and cultural resources of public interest that reflect the legacy of earlier human settlement. Compliance with Policies C/OS4-3 and C/OS4-4 would require avoiding disturbance to archaeological and culturally sensitive sites and protecting the character of significant historical features and settings by C/OS designation. Mitigation in the form of avoidance measures has been included to ensure impacts to known CRHR-eligible properties and historic and archaeologically sensitive areas would be minimized. Therefore, potential impacts would be less than significant with mitigation. b) Would the project cause a substantial adverse change in the significance of an archaeological resource pursuant to § 15064.5? Arroyo Grande has a rich heritage of both with numerous Chumash Indian sites dating back more than 9,000 years. Given the abundance of historic and prehistoric archaeological resources known to be located in the City of Arroyo Grande, and comments expressed by interested Native American parties, the City is considered sensitive for the presence of known and previously unidentified historic-era and Chumash affiliated archaeological sites. As such, it is possible that intact archaeological deposits may be present below paved and/or developed portions of the study area. Early development may have served as a means of “capping” any resources that may have been present in the currently obscured portions of the City. While these paved areas are planned to be subject to varying levels of potential disturbance, any excavations into native soils below prior disturbance would have a heightened potential for discovery of previously undiscovered, subsurface archaeological resources. Construction activities required for the implementation of proposed GPCEU improvements have the potential to affect archaeological resources. Future development would be required to comply with goals and policies of the City’s ACOSE, specifically Objective C/OS4 and corresponding policies, which are intended to preserve historic and cultural resources of public interest that reflect the legacy of earlier human settlement. Compliance with Policies C/OS4-3 and C/OS4-4 would require avoiding disturbance to archaeological and culturally sensitive sites and protecting the character of significant historical features and settings by C/OS designation. Avoidance is the most effective mitigation; early, meaningful consultation with locally affiliated Native American representatives would assist in the avoidance of sacred sites and significant resources. Although the uppermost 2 to 3 feet within the road prism of developed areas have largely been disturbed by excavation from the placement of utilities and associated infrastructure, it is possible that intact native soils remain capped at greater depth. Where excavations for the proposed improvements occur in unpaved areas or exceed 2 to 3 feet in paved areas, there is increased potential to encounter buried archaeological deposits. Mitigation is provided to ensure impacts to any unknown resources that may be encountered during project development would be minimized. Therefore, potential impacts would be less than significant with mitigation. c) Would the project disturb any human remains, including those interred outside of dedicated cemeteries? Arroyo Grande Cemetery is a dedicated cemetery within the City’s limits and is located on the western side of the US 101 between West Branch Street and North Halcyon Road. No human remains are known to exist within the GPCEU improvement areas, and the likelihood for unknown human remains to exist is low within the uppermost 2 to 3 feet of the soil horizon where construction activities would be expected to occur, due to the extent of previous disturbance. However, the discovery of unknown human remains is always a possibility during ground disturbance. Protocol for properly responding to the inadvertent discovery of human remains is identified in the State of California Health and Safety Code Section 7050.5(b). This code section states that no further disturbance shall occur until the County Coroner has made a determination of origin and disposition pursuant to PRC Section 5097.98. The County Coroner must be notified of the find immediately. If the human remains are determined to be prehistoric, the Item 8.b - Page 307 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 60 Coroner will notify the California Native American Heritage Commission (NAHC), which will determine and notify a most likely descendant. The potential for discovery of unknown buried human remains within locations of proposed GPCEU improvements is low due to the extent of previous disturbance and limited depth of grading that would be required for most of the proposed improvements, and compliance with existing state law requirements would minimize adverse impacts. Therefore, potential impacts associated with the disturbance of human remains would be less than significant. Conclusion The GPCEU proposes objectives, policies, and specific improvements to the City’s circulation system to meet the existing and future transportation needs of the City. Any future development within the City resulting from buildout of GPCEU improvements would be subject to applicable state and local policies and regulations, including Objective C/OS4 and corresponding policies in the City’s ACOSE, and State of California Health and Safety Code Section 7050.5(b). Implementation of Mitigation Measures CUL/MM-1 through CUL/MM-4 would further ensure potential impacts would be avoided. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review, would be required to comply with the objectives and policies in the City’s ACOSE, and would include project- specific mitigation measures as determined appropriate; however, implementation of the following measures to the maximum extent feasible is recommended to avoid potential impacts. CUL/MM-1 Prior to commencement of construction activities that will require ground disturbance at more than a surficial depth (e.g., outside of the developed road prism [asphalt, road base]), including activities within paved areas and landscaped areas, the City shall retain a City-approved archaeologist to conduct a review of existing records search data to determine if the site of new improvements has been previously subject to archaeological study, and whether the study adequately addresses the potential for archaeological resources to occur within the disturbance area associated with construction. The City and/or the approved archaeologist shall coordinate with locally affiliated Native American representative(s) in determining archaeological sensitivity for proposed projects. If it is determined a study has not been conducted or existing research is inadequate, a City-approved archaeologist shall prepare a Phase I Archaeological Survey Report of the project area. The study shall identify cultural resources that have the potential to be impacted by future development and provide mitigation measures to avoid and/or minimize potential impacts. If the City determines that the construction of a proposed improvement has the potential to result in direct or indirect impacts to a significant historic resource, the City shall retain a qualified architectural historian who meets the Secretary of the Interior’s Professional Qualification Standards to evaluate the resource(s) and provide recommendations for avoidance or mitigation measure to reduce impacts. To the extent feasible, sensitive resources shall be avoided during all ground-disturbing site preparation and construction activities. If impacts to sensitive archaeological areas are unavoidable, additional tasks such as additional Native American coordination, Phase II archaeological testing, Phase III data recovery, and historic research shall also be conducted, as necessary. Archaeological and Native American monitoring may also be required during project construction in sensitive areas. Item 8.b - Page 308 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 61 CUL/MM-2 Prior to commencement of construction activities that will require ground disturbance at more than a surficial depth (e.g., outside of the developed road prism [asphalt, road base]), including activities within paved areas and landscaped areas, project contractors and their staff shall have cultural resources sensitivity training and be made aware of the potential for cultural resources being unearthed, the process for such discoveries, and proper treatment of significant cultural resources. This information may be presented to contractors and their staff through the use of “tail-gate” meetings or other mechanisms (e.g., handouts). CUL/MM-3 If a potentially significant cultural resource is encountered during subsurface earthwork activities, and an archaeological and/or Native American monitor is not present, all construction activities within a 100-foot radius of the find shall cease and the City shall be notified immediately. Work shall not continue until a qualified archaeologist, in conjunction with locally affiliated Native American representative(s) as necessary, determines whether the uncovered resource requires further study. A standard inadvertent discovery clause shall be included in every grading and construction contract to inform contractors of this requirement. Any previously unidentified resources found during construction shall be recorded on appropriate California Department of Parks and Recreation (DPR) forms and evaluated for significance in terms of CEQA criteria by a qualified archaeologist. Potentially significant cultural resources consist of, but are not limited to, stone, bone, glass, ceramic, wood, or shell artifacts; fossils; or features including hearths, structural remains, or historic dumpsites. If the resource is determined significant under CEQA, the qualified archaeologist shall prepare and implement a research design and archaeological data recovery plan, in conjunction with locally affiliated Native American representative(s) as necessary, that will capture those categories of data for which the site is significant. The archaeologist shall also perform appropriate technical analysis, prepare a comprehensive report, and file it with the Central Coast Information Center (CCIC), located at the University of California, Santa Barbara, and provide for the permanent curation of the recovered materials. CUL/MM-4 All project-related ground disturbance that may disturb geologic units that are considered to have a high paleontological sensitivity (i.e., previously undisturbed native soils) will be monitored by a qualified paleontological monitor on a full-time basis. However, the frequency of monitoring may be reduced at the discretion of the qualified paleontologist if the disturbed geologic units are determined to have a low potential to yield significant fossils resources upon further examination of the geologic units during grading operations. Where excavations for the project exceed 2 to 3 feet, monitoring by a qualified paleontological monitor shall be required. With the incorporation of these measures, residual impacts related to cultural resources would be less than significant. Item 8.b - Page 309 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 62 VI. Energy Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Result in a potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation? ☐ ☐ ☒ ☐ (b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency? ☐ ☐ ☒ ☐ Setting Pacific Gas & Electric Company (PG&E) has historically been the primary electricity provider for the City. On August 13, 2019, the City Council adopted a resolution joining Monterey Bay Community Power (MBCP) under a joint powers agreement (JPA) implementing the community choice aggregation program authorized by Ordinance No. 700. Through that resolution, the City Council committed to joining Central Coast Community Energy (3CE; formerly Monterey Bay Community Power) and, beginning in January 2020, 3CE became the City’s primary electricity provider. 3CE is striving to provide 100% carbon-free energy mix to the City by 2030. The City’s ACOSE establishes objectives and policies to achieve energy conservation. These goals include development standards and design guidelines that consider refinement to minimize unnecessary energy use. The City of Arroyo Grande Climate Action Plan (City of Arroyo Grande 2013) identifies transportation as the largest contributor of greenhouse gas (GHG) emissions at 44%. The City’s Climate Action Plan includes climate action measures intended to conserve energy, reduce VMT, divert solid waste from landfills, reduce water consumption, and plant trees to reduce GHG emissions. Environmental Evaluation a) Would the project result in a potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation? The GPCEU proposes objectives, policies, and specific improvements for the City’s transportation network, including objectives aimed at maintaining compatibility between the circulation system and existing and planned land uses to promote energy conservation in the form of fossil fuel use. Future development facilitated by the GPCEU is expected to be limited to transportation infrastructure and would not result in the development of new buildings that would be subject to energy-efficient building design or permanently increase energy demand within the City. Future improvements that require the long-term use of energy, including traffic signals, would be supplied by 3CE, is striving to provide 100% carbon-free energy mix to the City by 2030. During construction of future improvements, fossil fuels, electricity, and natural gas would be used by construction vehicles and equipment. The energy consumed during construction would be temporary in nature and would be typical of other similar construction activities in the City. Federal and state regulations in place require fuel-efficient equipment and vehicles and prohibit wasteful activities, such as diesel idling; therefore, potential impacts associated with construction energy use would be less than significant. Item 8.b - Page 310 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 63 b) Would the project conflict with or obstruct a state or local plan for renewable energy or energy efficiency? The GPCEU identifies objectives, policies, and future improvements related to the City’s transportation system. Specific goals include the reduction of VMT throughout the City through the creation of complete streets, increasing pedestrian, bicycle, and transit accessibility and ensuring compatibility between the circulation system and existing and planned land uses to promote energy conservation in the form of fossil fuel use. Future improvements would be designed in a manner that is consistent with relevant energy conservation plans designed to encourage development that results in the efficient use of energy resources. Future improvements are anticipated to result in the construction of permanent buildings that would need to comply with green building codes or substantial new sources of energy demand. As concluded in Impact VI(a), the GPCEU would not result in impacts associated with wasteful, inefficient, or unnecessary use of energy; additionally, with the implementation of the energy efficiency policies listed above, energy usage associated with future improvements would be minimized. The GPCEU would not conflict with other goals and policies set forth in the SLOAPCD’s CAP related to renewable energy or energy efficiency. Therefore, the GPCEU would not result in a conflict with or obstruction of a state or local plan for renewable energy or energy efficiency, and impacts would be less than significant. Conclusion Future improvements would be required to comply with state and local energy efficiency standards during construction. Additionally, the GPCEU would be consistent with the goals and policies set forth in the SLOAPCD’s CAP related to renewable energy or energy efficiency. Therefore, impacts would be less than significant, and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. VII. Geology and Soils Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving: (i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42. ☐ ☐ ☒ ☐ (ii) Strong seismic ground shaking? ☐ ☐ ☒ ☐ (iii) Seismic-related ground failure, including liquefaction? ☐ ☐ ☒ ☐ (iv) Landslides? ☐ ☐ ☒ ☐ Item 8.b - Page 311 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 64 Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (b) Result in substantial soil erosion or the loss of topsoil? ☐ ☐ ☒ ☐ (c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse? ☐ ☐ ☒ ☐ (d) Be located on expansive soil, as defined in Table 18- 1-B of the Uniform Building Code (1994), creating substantial direct or indirect risks to life or property? ☐ ☐ ☒ ☐ (e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? ☐ ☐ ☐ ☒ (f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? ☐ ☒ ☐ ☐ Setting The City of Arroyo Grande is located within the Coast Ranges geomorphic province, which is characterized by its many elongated mountain ranges and valleys extending 600 miles along the coast of California from the Oregon border south to the Santa Ynez River in Santa Barbara County. The City is situated along the interface of the coastal range and the gently sloping coastal terrace, which extends to the shoreline. The City encompasses an urban landscape in the southern portion of San Luis Obispo County at an elevation of approximately 50–400 feet above mean sea level (msl). There are a number of active or potentially active fault systems throughout San Luis Obispo County and, given the past history of earthquakes in the area, experts agree that the probability of a damaging earthquake occurring is high. Mapped faults within the City of Arroyo Grande include the potentially active Wilmar Avenue Fault and the inactive Pismo Fault. The Wilmar Avenue Fault is exposed in the sea cliff near Pismo Beach and the buried trace of the fault is inferred to strike northwest–southeast parallel and adjacent to US 101 beneath portions of Arroyo Grande. The potentially active fault presents a moderate potential fault rupture hazard to the City. The inactive Pismo Fault presents a very low potential fault rupture hazard. Further studies to evaluate the activity of the faults are warranted, prior to placing structures near the mapped fault traces (Mathe 2015). Liquefaction potential increases with earthquake magnitude and ground shaking duration. Low-lying areas adjacent to creeks, rivers, beaches, and estuaries underlain by unconsolidated alluvial soil are most likely to be vulnerable to liquefaction. The portions of the City with high liquefaction potential are those areas underlain by younger alluvium (Qa), which includes most of the low-lying downtown areas south of Branch Street and along Grand Avenue. Higher elevation at the west end of the City, and north of Highway 101 and Branch Street, are underlain by older Quaternary sediments comprised of sand dune deposits (Qos) and the Paso Robles Formation (QTp) that have moderate liquefaction potential (City of Arroyo Grande 2001b). The U.S. Department of Agriculture (USDA) Natural Resources Conservation Service (NRCS) Web Soil Survey was used to estimate the erodibility of the City. The erosion factor within the City ranges from slight to severe throughout the City (NRCS 2021). Landslides and slope instability can occur as a result of wet weather, weak soils, improper grading, improper drainage, steep slopes, adverse geologic structure, Item 8.b - Page 312 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 65 earthquakes, or a combination of these factors. Despite current codes and policies that discourage development in areas of known landslide activity or high risk of landslide, there is a considerable amount of development that is impacted by landslide activity in the county each year. A majority of the existing development in Arroyo Grande is located on gently inclined alluvial valley sediments, which has low to very low potential for slope stability hazards. However, the residences located on the hilly terrain north of Branch Street have greater potential for landslide activity (City of Arroyo Grande 2001b). Shrink/swell potential is the extent to which the soil shrinks as it dries out or swells when it gets wet. Extent of shrinking and swelling is influenced by the amount and kind of clay in the soil. Shrinking and swelling of soils can cause damage to building foundations, roads and other structures. A high shrink/swell potential indicates a hazard to maintenance of structures built in, on, or with material having this rating. Moderate and low ratings lessen the hazard accordingly. The City of Arroyo Grande General Plan Safety Element includes objectives for reducing the potential for loss of life and property resulting from geologic and seismic hazards (City of Arroyo Grande 2001b). Paleontological resources are fossilized remains of ancient environments, including fossilized bone, shell, and plant parts; impressions of plant, insect, or animal parts preserved in stone; and preserved tracks of insects and animals. Paleontological resources are considered nonrenewable resources under federal and state law. Paleontological sensitivity is defined as the potential for a geologic unit to produce scientifically significant fossils, as determined by rock type, past history of the rock unit in producing fossil materials, and fossil sites that have been recorded in the unit. Paleontological resources are generally found below ground surface in sedimentary rock units. The boundaries of the sedimentary rock unit are used to define the limits of paleontological sensitivity in a given region. In the county, the Coastal Franciscan domain generally lies along the mountains and hills associated with the Santa Lucia Range. Fossils recorded from the Coastal Franciscan formation include trace fossils (preserved tracks or other signs of the behaviors of animals), mollusks, and marine reptiles. Nonmarine or continental deposits are more likely to contain vertebrate fossil sites. Occasionally vertebrate marine fossils such as whale, porpoise, seal, or sea lion can be found in marine rock units such as the Miocene Monterey Formation and the Pliocene Sisquoc Formations known to occur throughout Central and Southern California. Vertebrate fossils of continental material are usually rare, sporadic, and localized. The City’s ACOSE does not identify goals or policies related to the preservation of paleontological resources; however, the County of San Luis Obispo General Plan Conservation and Open Space Element (COSE) identifies a policy for the protection of paleontological resources from the effects of development by avoiding disturbance where feasible. Where substantial subsurface disturbance is proposed in paleontologically sensitive units, Implementation Strategy CR 4.5.1 (Paleontological Studies) requires a paleontological resource assessment and mitigation plan be prepared to identify the extent and potential significance of resources that may exist within the proposed development and provide mitigation measures to reduce potential impacts to paleontological resources. Environmental Evaluation a) Would the project directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving: a-i) Rupture of a known earthquake fault, as delineated on the most recent Alquist- Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault? Refer to Division of Mines and Geology Special Publication 42. a-ii) Strong seismic ground shaking? Item 8.b - Page 313 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 66 a-iii) Seismic-related ground failure, including liquefaction? a-iv) Landslides? As discussed above, the City is located in a seismically active area and the potential for erosion, liquefaction, and landslides is present within and surrounding the City (City of Arroyo Grande 2001b). The placement of structures within these soil conditions poses a moderate risk for structure instability, damage, failure, and/or collapse. Development of future improvements facilitated by the proposed GPCEU would be required to meet or exceed the most current AASHTO requirements, which have been developed to establish the minimum requirements necessary for design to safeguard the public health, safety, and general welfare through structural strength, stability, access, and other standards. Seismic design is based on Caltrans Seismic Design Criteria (SDC), Version 2.0 (Caltrans 2019). Roadway, pedestrian, and bicycle path elements would comply with AASHTO’s A Policy on Geometric Design of Highways and Streets (“The Green Book;” AASHTO 2018) and relevant City standards. Compliance with AASHTO, the Caltrans HDM, and other applicable standards would typically indicate that people and structures, including those related to unstable soil conditions, were properly safeguarded against possible risks. The GPCEU does not propose development of any habitable structures; therefore, no risk of injury or death resulting from damage or collapse of a habitable structure would occur. Through compliance with applicable standards, the structural components of the proposed improvements would be designed to withstand anticipated seismic and geologic stresses according to current established engineering practices. Therefore, impacts would be less than significant. b) Would the project result in substantial soil erosion or the loss of topsoil? As discussed above, erosion hazards within the City are considered to vary from slight to severe (NRCS 2021). Future improvements facilitated by the GPCEU would generally occur within existing developed and disturbed areas and would include modifications to existing transportation infrastructure. Construction activities required for the development of future improvements could result in soil erosion or the loss of topsoil. Future improvements facilitated by the proposed GPCEU would be required to comply with the City’s ACOSE, which requires erosion control measures to protect riparian areas and other water resources (see Policies C/OS2-1.4, C/OS2-1.6, and C/OS-1.12), and Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more prepare and implement a SWPPP with BMPs to reduce or avoid construction-related pollution to water resources. BMPs would be intended to control stormwater runoff and prevent pollution and would include measures to prevent soil erosion; therefore, compliance with these policies and regulations would ensure impacts would be less than significant. c) Would the project be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project, and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction or collapse? Refer to Impact Discussion VII(a), above. The City is located in a seismically active area and is underlain with soils that may become unstable. Development of future improvements facilitated by the proposed GPCEU would be required to meet or exceed the most current AASHTO requirements and comply with the Caltrans SDC (Caltrans 2019), The Green Book (AASHTO 2018), and relevant City standards. Compliance with AASHTO, the Caltrans HDM, and other applicable standards would typically indicate that people and structures, including those related to unstable soil conditions, were properly safeguarded Item 8.b - Page 314 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 67 against possible risks. The GPCEU does not propose development of any habitable structures; therefore, no risk of injury or death resulting from damage or collapse of a habitable structure would occur. Through compliance with applicable standards, the structural components of the proposed improvements would be designed to withstand anticipated seismic and geologic stresses according to current established engineering practices. Therefore, impacts would be less than significant. d) Would the project be located on expansive soil, as defined in Table 18-1-B of the Uniform Building Code (1994), creating substantial direct or indirect risks to life or property? Refer to Impact Discussion VII(a), above. The City is underlain with numerous soil types, some of which are considered expansive. Development of future improvements facilitated by the proposed GPCEU would be required to meet or exceed the most current AASHTO requirements and comply with the Caltrans SDC (Caltrans 2019), The Green Book (AASHTO 2018), and relevant City standards. Compliance with AASHTO, the Caltrans HDM, and other applicable standards would typically indicate that people and structures, including those related to unstable soil conditions, were properly safeguarded against possible risks. The GPCEU does not propose development of any habitable structures; therefore, no risk of injury or death resulting from damage or collapse of a habitable structure would occur. Through compliance with applicable standards, the structural components of the proposed improvements would be designed to withstand anticipated seismic and geologic stresses according to current established engineering practices. Therefore, impacts would be less than significant. e) Would the project have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater? Implementation of the GPCEU would not result in the construction of septic tanks or alternative wastewater disposal systems; therefore, no impact would occur. f) Would the project directly or indirectly destroy a unique paleontological resource or site or unique geologic feature? According to U.S. Geologic Survey (USGS), Arroyo Grande is underlain by the Pismo Formation, which is primarily comprised of massive gray or white arkosic sandstone that is fine- to medium-grained, moderately well sorted, soft to hard, and friable. Based on marine megafossils from the area, the formation is from the late Pliocene era (USGS 2020). The proposed GPCEU improvement areas are largely comprised of engineered fill associated with the development of existing roadways, where presence of paleontological resources is very low. Although the uppermost 2 to 3 feet within the road prism have largely been disturbed by excavation for previous utilities, it is possible that intact native soils remain capped at greater depth. Where excavations for the construction of future improvements exceed 2 to 3 feet, there is increased potential to encounter buried paleontological resources. Mitigation is provided to minimize the potential for disturbance of paleontological resources to less-than-significant levels. Therefore, impacts would be less than significant with mitigation. Conclusion Development of future improvements facilitated by the proposed GPCEU would be required to meet or exceed the most current AASHTO requirements and comply with the Caltrans SDC, the Caltrans HDM, The Green Book, relevant City standards, and other applicable standards. Mitigation has been included to Item 8.b - Page 315 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 68 avoid potential impacts to paleontological resources if excavation exceeds 2 to 3 feet; therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate environmental review, and would be required to meet or exceed the most current AASHTO requirements and comply with the Caltrans SDC, The Green Book, relevant City standards, and other applicable standards. Additionally, implementation of the following measures to the maximum extent feasible is recommended to avoid potential impacts to paleontological resources. GEO/MM-1 For any projects that require excavation or other ground-disturbing activities that would exceed 2 to 3 feet below ground surface, the following measures shall be implemented: All project-related ground disturbance that may disturb geologic units that are considered to have a high paleontological sensitivity (i.e., previously undisturbed native soils) will be monitored by a qualified paleontological monitor on a full- time basis. However, the frequency of monitoring may be reduced at the discretion of the qualified paleontologist if the disturbed geologic units are determined to have a low potential to yield significant fossil resources upon further examination of the geologic units during grading operations. Where excavations for the project exceed 2 to 3 feet, monitoring by a qualified paleontological monitor shall be required. Paleontological resource monitoring will include inspection of exposed rock units during active excavations within sensitive geologic deposits. The monitor will have authority to temporarily divert grading away from exposed fossils to professionally and efficiently recover the fossil specimens and collect associated data. All efforts to avoid delays in project schedules will be made. Monitors will be equipped with the necessary tools for the rapid removal of fossils and retrieval of associated data to prevent construction delays. This equipment will include handheld Global Positioning System (GPS) receivers, digital cameras, and cellular phones, as well as a tool kit containing specimen containers and matrix sampling bags, field labels, field tools (e.g., awls, hammers, chisels, shovels, etc.), and plaster kits. In the event that a subsurface fossil is discovered within the project corridor, field data forms will be used to record pertinent geologic data, stratigraphic sections will be measured at the fossil locality, and appropriate sediment samples will be collected and submitted for analysis. Any recovered fossils will be prepared to the point of curation, identified by qualified experts, listed in a database to facilitate analysis, and reposited in a designated paleontological curation facility. The qualified paleontologist will prepare a paleontological mitigation and monitoring report to be filed with the City, as lead agency, and the repository. The report will include, but will not be limited to, a discussion of the results of the mitigation and monitoring program, an evaluation and analysis of the fossils collected (including an assessment of their significance, age and geologic context), an itemized inventory of fossils collected, a confidential appendix of locality and specimen data with locality maps and photographs, an appendix of curation agreements and other appropriate communications, and a copy of the project-specific paleontological mitigation plan. Item 8.b - Page 316 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 69 VIII. Greenhouse Gas Emissions Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? ☐ ☐ ☒ ☐ (b) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases? ☐ ☐ ☒ ☐ Setting GHGs are any gases that absorb infrared radiation in the atmosphere, and are different from the criteria pollutants discussed in Section III, Air Quality, above. The primary GHGs that are emitted into the atmosphere as a result of human activities are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and fluorinated gases. These are most commonly emitted through the burning of fossil fuels (oil, natural gas, and coal), agricultural practices, decay of organic waste in landfills, and a variety of other chemical reactions and industrial processes (e.g., the manufacturing of cement). CO2 is the most abundant GHG and is estimated to represent approximately 80–90% of the principal GHGs that are currently affecting the earth’s climate. According to the CARB, transportation (vehicle exhaust) and electricity generation are the main sources of GHG in the state. The passage of Assembly Bill (AB) 32, the California Global Warming Solutions Act (2006), recognized the need to reduce GHG emissions and set the GHG emissions reduction goal for the State of California into law. The law required that by 2020, state emissions must be reduced to 1990 levels. This is to be accomplished by reducing GHG emissions from significant sources through regulation, market mechanisms, and other actions. Subsequent legislation (i.e., Senate [SB] Bill 97, Greenhouse Gas Emissions bill) directed the CARB to develop statewide thresholds. In March 2012, the SLOAPCD approved thresholds for GHG emission impacts, and these thresholds have been incorporated into the SLOAPCD’s CEQA Air Quality Handbook (SLOAPCD 2012). The SLOAPCD determined that a tiered process for land use development projects was the most appropriate and effective approach for assessing the GHG emission impacts. The tiered approach includes three methods, any of which can be used for any given project: 1. Qualitative GHG Reduction Strategies (i.e., Climate Action Plans): A qualitative threshold that is consistent with AB 32 Scoping Plan measures and goals; or 2. Bright-Line Threshold: Numerical value to determine the significance of a project’s annual GHG emissions; or 3. Efficiency-Based Threshold: Assesses the GHG impacts of a project on an emissions per capita basis. Item 8.b - Page 317 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 70 SAN LUIS OBISPO COUNTY REGIONAL TRANSPORTATION PLAN/SUSTAINABLE COMMUNITIES STRATEGY San Luis Obispo County’s 2014 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) was adopted by the San Luis Obispo Council of Governments (SLOCOG) in 2015. The GHG reduction target designated for this region is 8% per capita by 2035. Implementation of the strategies identified in the 2014 RTP/SCS is anticipated to achieve a projected 10% per capita GHG reduction by 2035. Mobile source related GHG reduction strategies contained in the RTP/SCS include the following: • Provide a variety of transportation options • Improve accessibility: bring people closer to products & services • Encourage mixed land uses • Encourage more compact building design • Strengthen and direct development towards existing communities • Prioritize funding to improve connectivity & Target Development Areas • Encourage preservation of agricultural lands • Encourage preservation of open space and critical environmental areas The 2014 RTP/SCS includes numerous policies intended to achieve the above-noted strategies. Table B-2 (Appendix B) provides a summary of the proposed GPCEU consistency with the applicable policies identified in the 2014 RTP/SCS. As depicted, the proposed GPCEU is consistent with applicable GHG reduction measures identified in the 2014 RTP/SCS. CITY OF ARROYO GRANDE CLIMATE ACTION PLAN The City’s Climate Action Plan (City of Arroyo Grande 2013) is a long-range plan aimed to reduce GHG emissions from City operations, developments, and community activities throughout the City in anticipation of the effects of climate change. The primary purposes of the Climate Action Plan are the following: • Summarizes the results of the City of Arroyo Grande 2005 Greenhouse Gas Emissions Inventory Update, which identifies the major sources and quantities of GHG emissions produced within Arroyo Grande and forecasts how these emissions may change over time. • Identifies the quantity of GHG emissions that Arroyo Grande will need to reduce to meet its target of 15% below 2005 levels by the year 2020, consistent with AB 32. • Sets forth City government and community-wide GHG reduction measures, including performance standards which, if implemented, would collectively achieve the specified emission reduction target. • Identifies proactive strategies that can be implemented to help Arroyo Grande prepare for anticipated climate change impacts. • Sets forth procedures to implement, monitor, and verify the effectiveness of the Climate Action Plan measures and adapt efforts moving forward as necessary. The Climate Action Plan is designed as a Qualified GHG Reduction Plan, consistent with State CEQA Guidelines Section 15183.5(b). This allows for the streamlining of the GHG analysis on a project level by using a programmatic GHG reduction plan meeting certain criteria. Project-specific analysis of GHG Item 8.b - Page 318 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 71 emissions is required if GHG emissions from a project would be cumulatively considerable notwithstanding compliance with the Climate Action Plan. The Climate Action Plan included an inventory of community-wide GHG emissions. The inventory was prepared for purposes of identifying major sources and quantities of GHG emissions produced in Arroyo Grande in 2005 and to forecast how these emissions may change over time. Based on the GHG emissions inventory prepared in 2005, the City emitted approximately 84,399 metric tons of carbon dioxide equivalent (MTCO2e). As shown in Figure 6, the largest contributors of community-wide GHG emissions were the transportation (44%), residential energy (30%), and commercial/industrial energy (14%) sectors. The remainder of emissions resulted from the solid waste (7%) and off-road (5%) sectors. Source: City of Arroyo Grande 2013. Figure 6. City of Arroyo Grande 2005 GHG emissions inventory by sector. With implementation of GHG reduction efforts implemented by the state, including Pavley fuel efficiency regulations, low-carbon fuel standards, Title 24 energy efficiency standards, and renewable portfolio standards for energy production, the City’s community-wide GHG emissions inventory is projected to decrease by 17,860 MTCO2e by year 2020. Additional GHG reduction measures implemented by the City are projected to result in additional reductions of approximately 920 MTCO2e in 2020. Overall, community-wide GHG emissions are projected to decrease to 75,653 MTCO2e (approximately 19% below the projected business-as-usual [BAU] scenario of 93,513 MTCO2e). Environmental Evaluation a) Would the project generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment? The proposed GPCEU includes numerous policies that would support alternative means of transportation, including improvements to transit, pedestrian and bicycle facilities. Additional policies are included to support reductions in VMT. Although construction of future transportation improvements may result in a redistribution of local vehicle traffic, these improvements are proposed for purposes of improving overall circulation system performance and reducing VMT, congestion, and idling. As previously noted in Table 6, the proposed GPCEU would result in overall reductions in VMT, which would result in overall reductions in mobile-source GHG emissions. Because the proposed GPCEU would not result in increased population, these anticipated reductions in mobile-source GHG emissions would result in overall reductions in GHG emissions on a per capita basis. This impact would be considered less than significant. Item 8.b - Page 319 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 72 b) Would the project conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases? AB 32 SCOPING PLAN AND SB 375 In 2017, the CARB published California’s 2017 Climate Change Scoping Plan, which is the state’s plan to achieve GHG reductions in California required by AB 32 (CARB 2017). This scoping plan contained the main strategies to be implemented in order to achieve the target emission levels identified in AB 32. The scoping plan states that land use planning and urban growth decisions will play important roles in the state’s GHG reductions because local governments have primary authority to plan, zone, approve, and permit how land is developed to accommodate population growth and the changing needs of their jurisdictions. With regard to land use planning, the scoping plan expects approximately 5 million metric tons of carbon dioxide equivalent (MMTCO2e) will be achieved associated with implementation of SB 375. SB 375 supports the state’s climate action goals to reduce GHG emissions through coordinated transportation and land use planning with the goal of developing more sustainable communities. Under SB 375, the CARB sets regional targets for GHG emissions reductions associated with passenger vehicle use. Each of California’s metropolitan planning organizations must prepare an SCS as an integral part of its RTP. The SCS contains land use, housing, and transportation strategies that, if implemented, would allow the region to meet its GHG emission reduction targets. The Sustainable Communities Act of 2019 also establishes incentives to encourage local governments and developers to implement the identified GHG reduction strategies. As stated in the Setting discussion, implementation of the strategies identified in the 2014 RTP/SCS are anticipated to achieve a projected 10% per capita GHG reduction by 2035. Table B-2 provides a summary of the proposed GPCEU consistency with the applicable policies identified in the 2014 RTP/SCS. As depicted, the proposed GPCEU is consistent with applicable GHG reduction measures identified in the 2014 RTP/SCS; therefore, impacts would be less than significant. CITY OF ARROYO GRANDE CLIMATE ACTION PLAN The transportation sector constituted roughly 44% of the City’s baseline GHG emissions. Factors affecting transportation emissions include fuel economy, the type of fuel used, and VMT. The City’s Climate Action Plan included various GHG reduction measures, which were projected to result in overall reductions in VMT and associated mobile-source GHG emissions. In total, these GHG reduction measures were projected to reduce community-wide GHG emissions by approximately 17,860 MTCO2e in 2020. Table B-2 provides a summary of the proposed GPCEU consistency with applicable GHG reduction measures identified in the City’s Climate Action Plan. As depicted, the proposed GPCEU is consistent with applicable GHG reduction measures identified in the City’s Climate Action Plan; therefore, impacts would be less than significant. Conclusion The proposed GPCEU includes numerous policies that would support alternative means of transportation, including improvements to transit, pedestrian, and bicycle facilities. Additional policies are included to support reductions in VMT. Although construction of future transportation improvements may result in a redistribution of local vehicle traffic, these improvements are proposed for purposes of improving overall circulation system performance and reducing VMT, congestion, and idling. The proposed GPCEU would result in overall reductions in VMT, which would result in overall reductions in mobile-source GHG emissions. Because the proposed GPCEU would not result in increased population, these anticipated reductions in mobile-source GHG emissions would result in overall reductions in GHG emissions on a Item 8.b - Page 320 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 73 per capita basis. Additionally, the GPCEU is consistent with applicable GHG reduction measures identified in the City’s RPT/SCS and Climate Action Plan; therefore, impacts would be less than significant. Mitigation Measures Mitigation is not necessary. IX. Hazards and Hazardous Materials Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? ☐ ☐ ☒ ☐ (b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? ☐ ☒ ☐ ☐ (c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? ☐ ☐ ☒ ☐ (d) Be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? ☐ ☐ ☒ ☐ (e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area? ☐ ☐ ☒ ☐ (f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? ☐ ☒ ☐ ☐ (g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death involving wildland fires? ☐ ☐ ☒ ☐ Setting According to the California Department of Toxic Substance Control (DTSC) EnviroStor database, there are no active hazardous materials sites within the City of Arroyo Grande. The nearest hazardous materials site is a military evaluation site located in Grover Beach, approximately 1.5 miles northwest (DTSC 2021). In addition, the SWRCB Geotracker database indicates that previously active leaking underground storage tank and other hazardous materials sites are inactive and there are no currently active sites located within the City of Arroyo Grande (SWRCB 2021). Given the developed condition of the majority of the City, it is highly likely that the surface soils along existing roadways are affected by deposition of contaminants, including aerial lead, oils, fuels, and other lubricants. Item 8.b - Page 321 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 74 The purpose of the City’s Safety Element is to be prepared for disaster and to manage development to reduce risk. Hazards identified in the City’s Safety Element include flooding, dam inundation, dam failure, fire, geologic and seismic hazards, landslides, hazardous trees, and radiation hazards (City of Arroyo Grande 2001b). Environmental Evaluation a) Would the project create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? Although US 101 and local roadways within the City are commonly used for the routine transport of potentially hazardous materials, the GPCEU would not change existing land uses or cause a routine or permanent increase in the transport of hazardous substances within the project area. The GPCEU does not include any changes to existing haul routes, and includes the following policies related to truck and goods movement: CT13 Design and designate efficient truck and emergency access routes utilizing the arterial and collector street network to minimize impact on local streets, particularly residential neighborhoods. CT13-1 Truck Routes: Truck routes should coordinate with County and adjoining City’s designated routes and avoid traversing residential areas. CT13-1.1 Continue to sign truck routes and ensure that clear signage is provided from regional gateways to truck routes in the City. CT13-2 Deliveries: Promote off-peak truck deliveries within the village core. CT13-3 Emergency Access Design: Emergency access design standards shall limit cul-de-sac lengths to the maximum extent feasible, provide a logical grid or connected system of local streets providing at least two directions of neighborhood access, and minimize through traffic on local streets, particularly traversing single-family residential neighborhoods. No adverse change in the transport or handling of hazardous materials within proximity to adjacent schools would occur outside of construction activities; therefore, impacts would be less than significant. b) Would the project create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment? As discussed previously, it is highly likely that the surface soils along these roadways are affected by deposition of contaminants, including aerial lead, oils, fuels, and other lubricants. Aerially deposited lead (ADL) is often found along unpaved areas adjacent to highways as a result of tailpipe emissions occurring during years that lead was used as an additive in gasoline. When present in high enough concentrations, it is possible for ADL to cause soils to be classified as a hazardous waste, which could become a health hazard for people exposed to the soil. The soil would be classified as hazardous waste if total lead concentrations exceed 1,000 milligrams/kilogram or soluble lead concentrations exceed 5 milligrams/liter. If ADL is present at high concentrations in the soil that would be exposed during construction of future improvements, it could present a significant impact associated with hazardous materials. Therefore, mitigation has been provided to reduce the potential impacts associated with exposure to soil containing ADL during construction of the proposed project. Item 8.b - Page 322 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 75 Oils, gasoline, lubricants, fuels, and other potentially hazardous substances would be used and stored on- site during construction activities. Should a spill or leak of these materials occur during construction activities, sensitive resources within the vicinity could be adversely affected. Stormwater runoff flows down gradient into the Pacific Ocean, and any unrestricted contaminants may be washed downslope during a rain event. Mitigation would be implemented to ensure potential impacts are reduced to less than significant, including compliance with standard requirements for the handling of hazardous materials, preparation and implementation of a Hazardous Material Spill Prevention and Contingency Plan, and implementation of a SWPPP. The GPCEU does not propose new operational use, storage, or discharge of any hazardous substances and would not change the existing land use or substantially increase the potential use of hazardous materials in the City. Future construction activity would use common household materials including fuels, gasoline, paints, solvents, oils, etc. and would be transported, handled, stored, and cleaned according to Title 22, Division 4.5 of the California Code of Regulations (CCR). Therefore, implementation of the GPCEU would not create a significant hazard to the public through foreseeable accident or upset and potential impacts would be less than significant with mitigation. c) Would the project emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school? There are numerous public and private elementary and high schools located throughout the City. As discussed previously, construction activities have the potential to emit hazardous emissions or result in the accidental release of hazardous materials within 0.25 mile of an existing school. Future improvements and construction activities are not expected to use hazardous materials that would create a significant hazard to the public in the event of accidental release. Construction activities are expected to use commonly used household materials and would be required to comply with state requirements and regulations regarding hazardous material transportation, handling, storage, and potential clean-up. Future construction activities within 0.25 mile of a school would be required to comply with 22 CCR Division 4.5 and PRC Section 21151.8. The GPCEU would not facilitate the use of dangerous hazardous materials that could lead to foreseeable upset, and future work would be subject to applicable state and local regulations; therefore, impacts would be less than significant. d) Would the project be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962.5 and, as a result, would it create a significant hazard to the public or the environment? There are no active/open hazardous material sites within the vicinity of proposed improvements. Therefore, impacts would be less than significant. e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area? The nearest airport to the project site is the Oceano County Airport, located approximately 0.8 mile southwest from the southwestern border of the City of Arroyo Grande. According to the Airport Land Use Plan for the Oceano County Airport (ALUP), the City of Arroyo Grande is not located within the planning area of the ALUP (County of San Luis Obispo 2007). However, the City is located within 2 miles of the Oceano County Airport. The GPCEU proposes objectives, policies, and improvements for the City’s circulation system. Future improvements facilitated by the GPCEU would be limited to transportation infrastructure and are not anticipated to result in the development of new buildings or Item 8.b - Page 323 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 76 structures that have the potential to expose people to excessive noise as a result of being placed within close proximity to an airport; therefore, impacts would be less than significant. f) Would the project impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan? The project would improve existing transportation infrastructure to improve long-term operation of the local circulation system in the City. Construction of the proposed improvements may temporarily restrict certain access routes in the City; however, future construction activities would be temporary in nature and would be required to use proper detour signage and give notice of temporary traffic controls in accordance with the City’s Safety Element and the Multi-Jurisdictional Local Hazard Mitigation Plan (LHMP). Detours around the site would be made available during the temporary road closure; however, partial road closures could result in temporary impacts associated with public access during construction of the proposed improvements. Therefore, impacts would be less than significant with mitigation. g) Would the project expose people or structures, either directly or indirectly, to a significant risk of loss, injury or death involving wildland fires? According to the California Department of Forestry and Fire Protection (CAL FIRE) Fire Hazard Severity Zone (FHSZ) map, the City of Arroyo Grande and other cities included in the Five Cities area are located within a Local Responsibility Area (LRA). Land surrounding the northern edge of the City is designated as a moderate FHSZ, land surrounding the eastern edge of the City is designated as a high FHSZ, and land surrounding the southern edge of the City is designated as a very high FHSZ (CAL FIRE 2020). The proposed GPCEU improvements would be located in an urban area and would not expose people or structures to a substantial risk of wildfires. The Five Cities Fire Authority (FCFA) is located within the City and response times would be within acceptable levels. Future improvements are not expected to result in new buildings that would be applicable to the California Fire Code. In addition, the GPCEU would be consistent with the City’s Safety Element, the Multi-Jurisdictional LHMP, and CAL FIRE standards for road development in order to reduce the risk of loss, injury, or death in the event of a wildfire; therefore, impacts would be less than significant. Conclusion The GPCEU identifies objectives, policies, and future improvements to roadways, intersections, freeway ramps, pedestrian and bicycle facilities, and public transit that would be subject to applicable state and local regulations regarding the use of hazardous materials during construction to avoid upset to the public. In addition, improvements are not expected to result in the development of new buildings that would be at risk of excessive noise, be located in close proximity to an airport, or be at risk of being located within a high FHSZ. The GPCEU would be consistent with the City’s Safety Element, the Multi-Jurisdictional LHMP, and CAL FIRE standards for road development to prevent the public from hazards involving the use of hazardous materials or wildfire. Mitigation is included to ensure impacts related to the accidental release of hazardous materials are avoided. Therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of the following measures to the maximum extent feasible is recommended to avoid potential impacts. In addition to Mitigation Measure BIO/MM-3, implementation of the following measure would reduce potential impacts to be less than significant. Item 8.b - Page 324 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 77 HAZ/MM-1 Prior to construction, the City shall prepare a Phase I Environmental Site Assessment (ESA) to identify areas of existing hazardous materials. Based on the findings of the Phase I ESA, recommended sampling or testing shall be implemented to avoid inadvertent disturbance and/or release of hazardous materials. With the incorporation of this measure, residual impacts related to hazards and hazardous materials would be less than significant. X. Hydrology and Water Quality Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality? ☐ ☒ ☐ ☐ (b) Substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? ☐ ☐ ☒ ☐ (c) Substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: (i) Result in substantial erosion or siltation on- or off-site; ☐ ☐ ☒ ☐ (ii) Substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site; ☐ ☐ ☒ ☐ (iii) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff; or ☐ ☐ ☒ ☐ (iv) Impede or redirect flood flows? ☐ ☐ ☒ ☐ (d) In flood hazard, tsunami, or seiche zones, risk release of pollutants due to project inundation? ☐ ☐ ☒ ☐ (e) Conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan? ☐ ☐ ☒ ☐ Setting The City of Arroyo Grande is located approximately 1 mile inland from the Pacific Ocean; however, the City is not located within a coastal zone. The City is located in the Central Coast Watershed (Watershed number: 18060006). Arroyo Grande Creek runs east–west in the southern portion of the City and terminates at the Pacific Ocean. In addition, the City is comprised of wetland areas associated with Arroyo Grande Creek and numerous other wetland and surface water areas throughout the City. There are no Wild and Scenic River System features located within the City; the closest system is located more than 30 miles from the City. Item 8.b - Page 325 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 78 The City of Arroyo Grande is located within the Santa Maria River Valley Groundwater Basin – Arroyo Grande Subbasin (No. 3-12.02). The Arroyo Grande Subbasin is approximately 7 miles long, oriented in a northeastern to southwestern direction. The Arroyo Grande Subbasin is not considered a high-priority basin and has ample water supply to meet the water demand of the City. However, a groundwater sustainability plan (GSP) for the subbasin is being prepared to facilitate sustainable groundwater management and use (County of San Luis Obispo 2020). Environmental Evaluation a) Would the project violate any water quality standards or waste discharge requirements or otherwise substantially degrade surface or ground water quality? Based on the highway stormwater runoff data collected by the Caltrans Stormwater Research and Monitoring Program, untreated runoff from Caltrans facilities may contain materials such as heavy metals, sediment, and litter (Caltrans 2008). Caltrans has a well-developed stormwater program that, under most circumstances, addresses all potentially significant impacts to water quality during storm events. This program is primarily intended to comply with the Caltrans Statewide National Pollutant Discharge Elimination System (NPDES) Stormwater Permit and ensures that all construction, design, and treatment BMPs are implemented and comply with RWQCB requirements. Construction of the proposed GPCEU improvements would include the upgrading of existing facilities, could result in a minor increase in impervious surfaces, and could contribute to an increase in runoff. Additionally, improvements facilitated by the GPCEU could require crossing of Arroyo Grande Creek or other local creek features. Future improvements would require construction activities that have the potential to degrade water quality due to erosive, polluted, or other degraded sources of runoff. Future improvements would be required to comply with the City’s ACOSE, which identifies goals and policies for protection of biological resources, including water resources and associated habitat. Future improvements would also be required to comply with Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more to prepare and implement a SWPPP with BMPs to reduce or avoid construction-related pollution to water resources. Compliance with the City’s ACOSE and Municipal Code would ensure potential impacts to water quality associated with future improvements facilitated by the SWPPP would be minimized. Mitigation would be implemented to require preparation and implementation of a Hazardous Material Spill Prevention and Contingency Plan; therefore, impacts would be less than significant with mitigation. b) Would the project substantially decrease groundwater supplies or interfere substantially with groundwater recharge such that the project may impede sustainable groundwater management of the basin? The GPCEU improvements would require minimal short-term construction-related water demands, which would be served by the City’s municipal water supply. Implementation of the GPCEU would not require long-term water demand and would not deplete groundwater supplies; therefore, impacts would be less than significant. c) Would the project substantially alter the existing drainage pattern of the site or area, including through the alteration of the course of a stream or river or through the addition of impervious surfaces, in a manner which would: c-i) Result in substantial erosion or siltation on- or off-site? Item 8.b - Page 326 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 79 c-ii) Substantially increase the rate or amount of surface runoff in a manner which would result in flooding on- or off-site; c-iii) Create or contribute runoff water which would exceed the capacity of existing or planned stormwater drainage systems or provide substantial additional sources of polluted runoff? c-iv) Impede or redirect flood flows? Refer to Impact Discussion X(a), above. Construction activities associated with buildout of improvements identified in the GPCEU could alter existing drainages, result in erosion or siltation, increase surface runoff, create polluted runoff, and impede flood flows associated with Arroyo Grande Creek. It is anticipated that construction pollutants would primarily consist of sediment, construction debris from demolished structures, and dust generated during excavation, grading, hauling, demolition, and various other activities. The impacts of these activities would vary each day as construction progresses and on-site conditions change. Potential sources of temporary surface water impacts include construction materials, contaminants in the existing roadway, and vehicle leaks. Future improvements would require construction activities that have the potential to degrade water quality due to erosive, polluted, or other degraded sources of runoff. Future improvements would be required to comply with the City’s ACOSE, which identifies goals and policies for protection of biological resources, including water resources and associated habitat. Future improvements would also be required to comply with Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more to prepare and implement a SWPPP with BMPs to reduce or avoid construction-related pollution to water resources. Therefore, impacts related to the alteration of drainage patters, erosion, siltation, runoff, and flood flows would be less than significant. d) In flood hazard, tsunami, or seiche zones, would the project risk release of pollutants due to project inundation? Arroyo Grande Creek runs through the southern portion of the City, is oriented in an east–west direction, and supports a 500-year flood hazard zone. Additionally, the mouth of Arroyo Grande Creek terminates at the Pacific Ocean and is potentially at risk for inland tsunami (County of San Luis Obispo 2016a). Future construction activities associated with the buildout of improvements identified in the GPCEU could risk release of pollutants and, if improvement areas are located within a flood zone or near areas of potential inland tsunami, pollutants from the project site could be released in the event of project inundation. Future improvements would be required to comply with the City’s ACOSE, which identifies goals and policies for protection of biological resources, including water resources and associated habitat. Future improvements would also be required to comply with Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more to prepare and implement a SWPPP with BMPs to reduce or avoid construction-related pollution to water resources. Therefore, impacts related to the alteration of drainage patters, erosion, siltation, runoff, and flood flows would be less than significant. e) Would the project conflict with or obstruct implementation of a water quality control plan or sustainable groundwater management plan? The Arroyo Grande Subbasin is not considered a high-priority basin; however, a GSP is being prepared for the sustainable management of the Arroyo Grande Subbasin. Future improvements to roads, bicycle Item 8.b - Page 327 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 80 and pedestrian facilities, and public transit, as facilitated by the GPCEU, are not anticipated to result in new buildings or connections to the groundwater basin that could increase water demand or substantially deplete groundwater resources. Future construction activities would likely require short-term water demand for dust control and related construction needs; however, water is anticipated to be from the City’s municipal water supply. Construction water demand would be temporary in nature and would be conducted in accordance with applicable regulations for construction water use; therefore, the GPCEU would not interfere with a groundwater management plan and impacts would be less than significant. Conclusion Future improvements would be required to comply with the City’s ACOSE, which identifies goals and policies for protection of biological resources, including water resources and associated habitat. Future improvements would also be required to comply with Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more to prepare and implement a SWPPP with BMPs to reduce or avoid construction-related pollution to water resources. Future improvements are not anticipated to result in new buildings or connections to the groundwater basin that could deplete groundwater supply or interfere with a groundwater management plan. Mitigation would be implemented to require preparation and implementation of a Hazardous Material Spill Prevention and Contingency Plan to minimize potential water quality impacts; therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of Mitigation Measure BIO/MM-3 would reduce potential impacts to be less than significant. With the incorporation of this measure, residual impacts related to hydrology and water quality would be less than significant. XI. Land Use and Planning Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Physically divide an established community? ☐ ☐ ☒ ☐ (b) Cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? ☐ ☒ ☐ ☐ Setting The City’s General Plan consists of nine elements, including the Agriculture, Conservation and Open Space; Land Use; Circulation; Housing; Safety; Noise; Economic Development; and Parks and Recreation Elements, which guide and facilitate planning and development in the City (City of Arroyo Grande 2001b). The City’s LUE identifies zoning and land use designations for the City and includes goals and policies intended to guide growth and development. The City is comprised of a developed urban area with agricultural land located in the eastern and southeastern portions of the City. Item 8.b - Page 328 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 81 Environmental Evaluation a) Would the project physically divide an established community? The proposed GPCEU would be consistent with the 2014 RTP/SCS (SLOCOG 2014b) and the City’s General Plan (City of Arroyo Grande 2018). Implementation of the GPCEU would not physically divide an established community; instead, the improvements facilitated by the GPCEU would improve vehicle, bicycle, pedestrian, and public transit connectivity throughout the City and with surrounding communities. Therefore, impacts would be less than significant. b) Would the project cause a significant environmental impact due to a conflict with any land use plan, policy, or regulation adopted for the purpose of avoiding or mitigating an environmental effect? The proposed GPCEU would be consistent with the 2014 RTP/SCS (SLOCOG 2014) and the City’s Grande General Plan (City of Arroyo Grande 2018). The GPCEU would not result in any conflicts with existing land use or zoning designations. As previously discussed, the GPCEU policies are intended to promote compatibility between existing and planned land uses and the City’s circulation system to promote safe and uncongested neighborhoods; energy conservation; reduction of GHG, air, and noise pollution; and access to bicycle, pedestrian, and transit facilities, which is consistent with the City’s General Plan. Future improvements would be required to comply with land use and zoning designations, the City’s ACOSE, the City’s Municipal Code, and the mitigation measures included throughout this Initial Study; therefore, impacts would be less than significant with mitigation. Conclusion The GPCEU would not conflict with existing land use or zoning designations or result in the development of an improvement to the circulation network that would divide an established community. Development of future improvements would be required to comply with existing land use and zoning designations, the City’s General Plan, the City’s ACOSE, the City’s Municipal Code, and the additional mitigation measures included throughout this Initial Study; therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of the measures included throughout this Initial Study, in addition to the following measures, to the maximum extent feasible is recommended to avoid potential impacts. LU/MM-1 Prior to commencement of construction activities required for proposed improvements located within a Caltrans right-of-way, the City shall obtain an encroachment permit. LU/MM-2 Prior to commencement of construction activities, the City shall prepare circulation and traffic plans, which shall identify how temporary construction activities would avoid conflicts with existing bike and pedestrian access ways to the greatest extent feasible. If construction activities would interfere with existing bike or pedestrian routes, temporary access shall be provided to all areas of the project area to ensure continued access to commercial businesses in the project area during construction of the proposed project. The plan shall be approved by the City Public Works Director prior to the start of construction. Item 8.b - Page 329 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 82 With the incorporation of these measures, residual impacts related to land use and planning would be less than significant. XII. Mineral Resources Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state? ☐ ☐ ☐ ☒ (b) Result in the loss of availability of a locally- important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? ☐ ☐ ☐ ☒ Setting The California Surface Mining and Reclamation Act (SMARA) of 1975 requires that the State Geologist classify land into mineral resource zones (MRZ) according to the known or inferred mineral potential of the land (PRC Sections 2710–2796). The three MRZs used in the SMARA classification-designation process in the San Luis Obispo-Santa Barbara Production-Consumption Region are defined below (California Geological Survey [CGS] 2015): • MRZ-1: Areas where available geologic information indicates that little likelihood exists for the presence of significant mineral resources. • MRZ-2: Areas where adequate information indicates that significant mineral deposits are present, or where it is judged that a high likelihood for their presence exists. This zone shall be applied to known mineral deposits or where well-developed lines of reasoning, based on economic–geologic principles and adequate data, demonstrate that the likelihood for occurrence of significant mineral deposits is high. • MRZ-3: Areas containing known or inferred aggregate resources of undetermined significance. According to the DOC CGS Information Warehouse: Mineral Land Classification map, the City is located within a SMARA Study area (CGS 2015). The 1990 General Plan did not identify any Mineral Resource Zones within the City. According to the General Plan Integrated Program Environmental Impact Report (EIR), the 1990 General Plan does not identify any mineral resource zones within the City limits (City of Arroyo Grande 2001a). Environmental Evaluation a) Would the project result in the loss of availability of a known mineral resource that would be of value to the region and the residents of the state? The City is located within a SMARA study area; however, there are no identified mineral resource zones within the City (CGS 2015; City of Arroyo Grande 2001a). The GPCEU would not result in the loss of availability of a known mineral resource that would be of value to the region; therefore, no impact would occur. Item 8.b - Page 330 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 83 b) Would the project result in the loss of availability of a locally- important mineral resource recovery site delineated on a local general plan, specific plan or other land use plan? The City’s General Plan Integrated Program EIR does not identify any mineral resource zones within the City. The GPCEU would not result in the loss of availability of a locally important mineral resource recovery site delineated on a local general plan, specific plan, or other land use plan; therefore, no impact would occur. Conclusion The City is located within a SMARA study area; however, there are no identified mineral resource zones within the City (CGS 2015; City of Arroyo Grande 2001a). The GPCEU would not result in the loss of availability of a known mineral resource and future improvements would be required to comply with state and local regulations to ensure the protection of unknown mineral resources. Therefore, impacts would be less than significant, and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. XIII. Noise Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project result in: (a) Generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? ☐ ☒ ☐ ☐ (b) Generation of excessive groundborne vibration or groundborne noise levels? ☐ ☒ ☐ ☐ (c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? ☐ ☐ ☒ ☐ Setting The City of Arroyo Grande General Plan Noise Element provides policy framework for addressing potential noise impacts. The Noise Element establishes maximum allowable noise exposure levels for transportation and non-transportation noise sources. The standards applied to transportation noise sources are based on average-daily noise exposure levels (in A-weighted decibels [dBA] Community Noise Equivalent Level/day-night equivalent level [CNEL/Ldn]). For noise-sensitive land uses exposed to non- transportation noise, the maximum allowable noise exposure standards vary depending on the duration of exposure and time of day. The City’s noise standards for determining the compatibility for new development near transportation noise sources are summarized in Table 7. Item 8.b - Page 331 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 84 City Municipal Code Section 9.16.030 (Exceptions to Noise Standards) allow exceptions to construction- related noise throughout the City so long as construction occurs between the hours of 7:00 a.m. and 10:00 p.m., Monday through Friday, and 8:00 a.m. and 5:00 p.m., Saturday and Sunday. Table 7. General Plan Land Use Compatibility Guidelines Near Transportation Noise Sources Land Use Land Use Compatibility Acceptable Conditionally Acceptable Unacceptable Residential, Theaters, Auditoriums, Music Halls, Meeting Halls, Churches <60 60–70 >70 Transient Lodging: Hotels and Motels <60 60–75 >75 Schools, Libraries, Museums, Hospitals, Nursing Homes <60 60–75 >75 Playgrounds and Parks <70 70–75 >75 Office Buildings <60 60–75 >75 Notes: Acceptable: Specified land use is satisfactory. No noise mitigation measures are required. Conditionally Acceptable: Use should be permitted only after careful study and inclusion of protective measures as needed to satisfy the policies of the Noise Element. Unacceptable: Development is usually not feasible in accordance with the goals of the Noise Element. Source: City of Arroyo Grande 2001b In areas where the noise environment is acceptable, new development may be permitted without requiring noise mitigation. For areas where the noise environment is conditionally acceptable, new development should be allowed only after noise mitigation has been incorporated into the design of the project to reduce noise exposure. For areas where the noise environment is unacceptable, new development in compliance with Noise Element policies is usually not feasible. New development of noise-sensitive land uses shall not be permitted in areas exposed to existing or projected future levels of noise from transportation noise sources which exceed 60 dB CNEL or Ldn (70 CNEL/Ldn for playgrounds and neighborhood parks) unless the project design includes mitigation measures to reduce noise to or below levels identified in Table 8 (City of Arroyo Grande 2001b). US 101 runs northeast–southeast through Arroyo Grande and is the primary source of transportation- related ambient noise within the City. Other sources of transportation-related ambient noise are from other local roads throughout the City. Table 8. City of Arroyo Grande General Plan Maximum Allowable Noise Exposure Standards for Transportation Noise Sources Land Use Outdoor Activity Areas1 (dBA CNEL/Ldn) Interior Spaces (dBA CNEL/Ldn) Interior Spaces2 (dBA Leq) Residential (except temporary dwellings and residential accessory uses) 603 45 -- Transient Lodging 603 45 -- Hospitals, Nursing Homes 603 45 -- Theaters, Auditoriums, Music Halls -- -- 35 Churches, Meeting Halls, Office Buildings Restaurants 603 -- 45 Schools, Libraries, Museums, Preschools, Child Care Facilities -- 45 Playgrounds (including school playgrounds) 70 -- -- Item 8.b - Page 332 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 85 Land Use Outdoor Activity Areas1 (dBA CNEL/Ldn) Interior Spaces (dBA CNEL/Ldn) Interior Spaces2 (dBA Leq) Notes: 1 Where the location of outdoor activity areas is unknown, the exterior noise level standard shall be applied to the property line of the receiving land use. 2 As determined for a typical worst-case hour during periods of use. 3 Where it is not possible to reduce noise in outdoor activity areas to 60 dB CNEL/Ldn or less using a practical application of the best-available noise reduction measures, an exterior noise level of up to 65 dB CNEL/Ldn may be allowed provided that available exterior noise level reduction measures have been implemented and interior noise levels are in compliance with this table. This determination will be made as the result of an acoustical study. Source: City of Arroyo Grande 2001b GROUNDBORNE VIBRATION Various criteria have been established to assist in the evaluation of vibration impacts. For instance, Caltrans has developed vibration criteria based on potential structural damage risks and human annoyance. Caltrans-recommended criteria for the evaluation of groundborne vibration levels, with regard to structural damage and human annoyance, are summarized in Tables 9 and 10, respectively. The criteria differentiate between transient and continuous/frequent sources. Transient sources of groundborne vibration include intermittent events, such as blasting, whereas, continuous and frequent events would include the operations of equipment, including construction equipment, and vehicle traffic on roadways (Caltrans 2019). The groundborne vibration criteria recommended by Caltrans for evaluation of potential structural damage is based on building classifications, which take into account the age and condition of the building. For newer residential structures and buildings, Caltrans considers a minimum peak-particle velocity (ppv) threshold of 0.5 inches per second (in/sec) for continuous/frequent sources to be sufficient to protect against building damage. With the exception of fragile buildings, ruins, and ancient monuments, continuous groundborne vibration levels below approximately 0.3 in/sec ppv are unlikely to cause structural damage. In terms of human annoyance, continuous vibrations in excess of 0.1 in/sec ppv and transient sources in excess of 0.9 in/sec ppv are identified by Caltrans as being “strongly perceptible” and considered to result in increased levels of annoyance. Within buildings, short periods of ground vibration in excess of 0.2 in/sec ppv are generally considered to result in increased levels of annoyance (Caltrans 2019). Table 9. Damage Potential to Buildings at Various Groundborne Vibration Levels Structure and Condition Vibration Level (in/sec ppv) Transient Sources Continuous/Frequent Intermittent Sources Extremely Fragile Historic Buildings, Ruins, Ancient Monuments 0.12 0.08 Fragile Buildings 0.2 0.1 Historic and Some Old Buildings 0.5 0.25 Older Residential Structures 0.5 0.3 New Residential Structures 1.0 0.5 Modern Industrial/Commercial Buildings 2.0 0.5 Note: Transient sources create a single, isolated vibration event, such as blasting or drop balls. Continuous/frequent intermittent sources include impact pile drivers, pogo-stick compactors, crack-and-seat equipment, vibratory pile drivers, and vibratory compaction equipment. Source: Caltrans 2013 Item 8.b - Page 333 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 86 Table 10. Annoyance Potential to People at Various Groundborne Vibration Levels Human Response Vibration Level (in/sec ppv) Transient Sources Continuous/Frequent Intermittent Sources Barely Perceptible 0.04 0.01 Distinctly Perceptible 0.25 0.04 Strongly Perceptible 0.9 0.10 Severe 2.0 0.4 Note: Transient sources create a single, isolated vibration event, such as blasting or drop balls. Continuous/frequent intermittent sources include impact pile drivers, pogo-stick compactors, crack-and-seat equipment, vibratory pile drivers, and vibratory compaction equipment. Source: Caltrans 2013 Environmental Evaluation a) Would the project result in generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies? The proposed GPCEU includes various roadway improvements. The operation of heavy equipment during the construction of infrastructure improvements would result in temporary increases in noise in the immediate vicinity of individual construction sites. During construction of the proposed improvements, noise from construction activities may intermittently dominate the noise environment in the immediate area of construction. Table 11 summarizes noise levels produced by off-road equipment commonly used on roadway construction projects. Table 11. Construction Equipment Noise Levels Equipment Typical Noise Level (dBA) at 50 feet from Source* Distance to Noise Contours (feet, dBA Leq) Lmax Leq 70 65 60 Air Compressor 80 76 105 187 334 Backhoe/Front End Loader 80 76 105 187 334 Boring Hydraulic Jack/Power Unit 80 77 118 210 374 Compactor (Ground) 80 73 74 133 236 Concrete Mixer Truck 85 81 187 334 594 Concrete Mixer (Vibratory) 80 73 74 133 236 Concrete Pump Truck 82 75 94 167 297 Concrete Saw 90 83 236 420 748 Crane 85 77 118 210 374 Dozer/Grader/Excavator/Scraper 85 81 187 334 594 Generator 82 79 149 265 472 Gradall 85 81 187 334 594 Hydraulic Break Ram 90 80 167 297 529 Item 8.b - Page 334 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 87 Equipment Typical Noise Level (dBA) at 50 feet from Source* Distance to Noise Contours (feet, dBA Leq) Lmax Leq 70 65 60 Jack Hammer 85 78 133 236 420 Impact Hammer/Hoe Ram (Mounted) 90 83 236 420 748 Pavement Scarifier/Roller 85 78 133 236 420 Paver 85 82 210 374 667 Pile Driver (Impact/Vibratory) 95 88 420 748 1,330 Pneumatic Tools 85 82 210 374 667 Pumps 77 74 83 149 265 Truck (Dump/Flat Bed) 84 80 167 297 529 Notes: Distances to noise contours are approximate * Lmax = maximum sound level; Leq = equivalent continuous sound pressure level Source: AMBIENT Air Quality and Noise Consulting 2018. As indicated in Table 11, maximum intermittent noise levels associated with construction equipment typically range from approximately 77 to 95 dBA maximum sound level (Lmax) at 50 feet. Pile driving and demolition activities involving the use of pavement breakers and jackhammers are among the noisiest activities associated with transportation improvement and construction projects. For most transportation improvement projects, excluding pile driving activities, average-hourly equipment noise levels typically range from approximately 73 to 83 dBA equivalent continuous sound pressure level (Leq) at 50 feet. For activities requiring pile driving, average hourly noise levels can reach levels of approximately 88 dBA Leq at 50 feet. Noise levels from point sources such as construction sites typically attenuate at a rate of about 6 dBA per doubling of distance. Based on this attenuation rate and assuming a maximum noise level of 88 dBA Leq at 50 feet, average construction noise levels would decrease to 65 dBA Leq at approximately 700 feet from the construction site. Predicted noise levels would vary depending on multiple factors, such as the number and type of equipment used, equipment usage rates, area of activity, and shielding provided by intervening terrain and structures. Delivery vehicles, construction employee vehicle trips, and haul truck trips may also contribute to overall construction noise levels. Although construction-generated noise levels associated with road improvement projects would be short term, significant increases in ambient noise levels at nearby land uses could potentially occur. For noise- sensitive land uses, such as residential dwellings, activities occurring during the more noise-sensitive evening and nighttime hours are of particular concern. Construction activities occurring during these more noise-sensitive hours may result in increased levels of annoyance and potential sleep disruption to occupants of nearby residential dwellings. For these reasons, potential impacts would be less than significant with mitigation. Goals and policies included in the GPCEU would promote compatibility between the circulation system and existing and planned land uses with the goal of reducing traffic-related noise pollution. The GPCEU identifies areas for future improvements and development related to the City’s circulation system. Future construction activities have the potential to temporarily increase ambient noise levels within public areas and would be required to comply with noise regulations and thresholds included in the City’s Noise Element and allowable construction hours identified in Section 9.16.030 (Exceptions to Noise Standards) of the City’s Municipal Code. As long as construction occurs between the hours of 7:00 a.m. and 10:00 p.m. on weekdays and 8:00 a.m. and 5:00 p.m. on weekends, noise from construction activities is exempt from standards established in Chapter 9.16 of the City’s Municipal Code. Future development of transportation infrastructure has the potential to permanently increase ambient traffic-related noise as a result of moving transportation noises closer to sensitive receptor locations and increasing transportation Item 8.b - Page 335 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 88 noise levels in the vicinity of sensitive receptor locations. Future development would be subject to subsequent environmental review and would be required to comply with the City’s Noise Element and LUE to ensure new sources of traffic-related noise do not result in adverse effects to the public; therefore, impacts would be less than significant. b) Would the project result in generation of excessive groundborne vibration or groundborne noise levels? Construction activities would require the use of various tractors, trucks, and jackhammers, which could adversely affect nearby land uses. Groundborne vibration levels commonly associated with construction equipment are summarized in Table 12. As indicated, the highest groundborne vibration levels would be generated by the use of pile drivers and vibratory rollers. For most road construction and improvement projects, excluding those involving the use of pile drivers, groundborne vibration levels at nearby land uses would not typically exceed commonly applied criteria for structural damage or human annoyance. However, depending on the equipment required and distance between the source and receptor, groundborne vibration levels associated with some proposed roadway construction and improvement projects could potentially exceed recommended criteria for structural damage and/or human annoyance (0.2 and 0.1 in/sec ppv, respectively) at nearby land uses. However, proposed mitigation measures would reduce potentially significant impacts to short- and long-term construction noise to less-than-significant levels. Therefore, impacts would be less than significant with mitigation. Table 12. Representative Vibration Source Levels for Construction Equipment Equipment Peak Particle Velocity at 25 Feet (in/sec) Pile Driver (Impact) Upper Range 1.518 Typical 0.644 Pile Driver (Sonic) Upper Range 0.734 Typical 0.170 Vibratory Roller 0.210 Hoe Ram 0.089 Large Bulldozers 0.089 Loaded Trucks 0.076 Jackhammer 0.035 Small Bulldozers 0.003 Source: FTA 2006, Caltrans 2004 Groundborne vibration impacts associated with proposed GPCEU would be analyzed in more detail in subsequent project-specific CEQA and National Environmental Policy Act (NEPA) (if applicable) environmental impact assessments. Mitigation measures would be recommended to reduce significant groundborne vibration impacts. The level of mitigation would be project and site specific and would include measures normally required by Caltrans and/or applicable requirements of local jurisdictions. With mitigation, this impact would be considered less than significant. Item 8.b - Page 336 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 89 c) For a project located within the vicinity of a private airstrip or an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project expose people residing or working in the project area to excessive noise levels? The nearest airport to the City is the Oceano County Airport, located approximately 0.8 mile southwest of the City of Arroyo Grande. According to the ALUP, the City of Arroyo Grande is not located within the planning area of the ALUP (County of San Luis Obispo 2007); however, the City is located within 2 miles of the Oceano County Airport. The GPCEU proposes policies and goals for the City’s circulation system and identifies areas for future improvements and development of roadways, intersection, freeway ramps, pedestrian and bicycle facilities, and public transit. Future improvements facilitated by the GPCEU are not anticipated to result in the construction of new buildings or residential units or other improvements that could expose people to excessive noise as a result of residing or working within 2 miles of an airport; therefore, impacts would be less than significant. Conclusion Future improvements are expected to be conducted in compliance with the City’s Municipal Code and Noise Element; however, mitigation is included to further reduce potential impacts related to noise and groundborne vibration to be less than significant. Arroyo Grande is not located within an ALUP; however, it is located in close proximity to Oceano Airport. Future improvements would not result in the development of buildings that could be placed in close proximity to an airport and expose people to excessive noise. Therefore, noise impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of the following measures to the maximum extent feasible is recommended to avoid potential impacts. NOI/MM-1 The City shall ensure that, where residences or other noise-sensitive uses are located near construction sites, appropriate measures shall be implemented to reduce construction- related noise impacts to a less-than-significant level. Specific techniques may include, but are not limited to, restrictions on construction timing, use of sound control devices on construction equipment, and the use of temporary walls and noise barriers to block and deflect noise. NOI/MM-2 If a particular project located adjacent to sensitive receptors requires pile driving, the City shall require the use of pile drilling techniques instead, where feasible, to reduce the physical impact and associated noise generation from pile driving. This shall be accomplished through the placement of conditions on the project during its individual environmental review. NOI/MM-3 The City shall ensure that proposed new transportation projects are analyzed, in accordance with applicable CEQA and/or NEPA (if applicable) requirements, for potential noise and groundborne vibration impacts to nearby noise-sensitive land uses. Noise and groundborne vibration studies shall be conducted in accordance with applicable federal, state, and local requirements. Where significant impacts are identified, mitigation measures shall be implemented to reduce identified adverse impacts. Noise- reduction measures may include, but are not necessarily limited to, the following: Site/project design and use of buffers to ensure that future development is compatible with transportation facilities. Item 8.b - Page 337 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 90 Construction of acoustic barriers to shield nearby noise-sensitive land uses. For aesthetic concerns, the use of sound barriers, or any other architectural feature that could block views from scenic highway or other view corridors, shall be discouraged to the extent possible. Long expanses of walls or fences should be interrupted with offsets and provided with accents to prevent monotony. Whenever possible, a combination of construction elements should be used, including solid fences, walls, and landscaped berms. Changes to transportation facility design, if feasible. Examples may include changes in proposed roadway alignment or construction of roadways so that they are depressed below-grade of nearby sensitive land uses to create an effective barrier between the roadway and sensitive receptors. Where practical, use of low-noise pavements (e.g., rubberized asphalt). With the incorporation of these measures, residual impacts related to noise would be less than significant. XIV. Population and Housing Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? ☐ ☐ ☒ ☐ (b) Displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere? ☐ ☐ ☒ ☐ Setting The City’s population has grown from 17,252 in 2010 to an estimated 17,976 in 2019, based on the 2010 Census. According to the Census Quickfacts for the City of Arroyo Grande, the City’s population is 84.8% White, 14.2% Hispanic and Latino, 4.2% Asian, 1.7% American Indian or Alaska Native, 1.0% Black or African American, and 0.4% Native Hawaiian or other Pacific Islander (U.S. Census Bureau 2010). Approximately 21.8% of the population is aged 65 years and older, approximately 19.2% of the population is aged 18 years and under, and approximately 4.9% of the population is aged 5 years and under (U.S. Census Bureau 2010). Between 2015 and 2019, there were 7,026 households with an average of 2.53 persons per household and 67.5% owner-occupied housing unit rate (U.S. Census Bureau 2010). Environmental Evaluation a) Would the project induce substantial unplanned population growth in an area, either directly (for example, by proposing new homes and businesses) or indirectly (for example, through extension of roads or other infrastructure)? The purpose of the GPCEU is to relieve congestion and safety issues associated with current conditions. The proposed improvements are designed to improve existing traffic conditions within the local transportation network based on existing and proposed land uses within the City, along with regional growth in adjacent cities, throughout San Luis Obispo County, and along the US 101 north/south corridor Item 8.b - Page 338 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 91 that has occurred since the City of Arroyo Grande General Plan Circulation Element was last updated in 2012. Future improvements would be built out as needed to accommodate planned growth, consistent with the General Plan. Implementation of the GPCEU and associated improvements are intended to serve the existing population and planned growth within the City and would not result in changes to land use or zoning designations or induce unplanned population growth directly or indirectly; therefore, impacts would be less than significant. b) Would the project displace substantial numbers of existing people or housing, necessitating the construction of replacement housing elsewhere? The GPCEU includes improvements to the City’s circulation system that are not anticipated to displace existing people or housing. Any future improvements that would have the potential to displace substantial numbers of existing people or housing would require subsequent environmental review. The GPCEU is not expected to necessitate the construction of replacement housing elsewhere and impacts would be less than significant. Conclusion The GPCEU includes policies intended to address existing and future transportation planning needs of the City. Future improvements are not anticipated to result in the construction of new buildings or residential units or other improvements that could contribute to population growth. Implementation of the GPCEU and associated improvements are intended to serve the existing population and planned growth within the City and would not result in changes to land use or zoning designations, induce unplanned population growth directly or indirectly, or displace substantial numbers of existing people or housing; therefore, impacts would be less than significant. Mitigation Measures Mitigation is not necessary. XV. Public Services Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services: Fire protection? ☐ ☐ ☒ ☐ Police protection? ☐ ☐ ☒ ☐ Schools? ☐ ☐ ☒ ☐ Parks? ☐ ☐ ☒ ☐ Other public facilities? ☐ ☐ ☒ ☐ Item 8.b - Page 339 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 92 Setting FIRE PROTECTION SERVICES The FCFA is a JPA between the City of Arroyo Grande, City of Grover Beach, and Oceano Community Services District, serving a population of 37,000 in a 10-square-mile service area (City of Arroyo Grande 2020). The FCFA was created to increase service levels to citizens and visitors, to ensure consistent and professional training standards and to increase operational efficiencies. The FCFA currently operates out of three stations with an average response time of 6 minutes. POLICE PROTECTION SERVICES The AGPD provides public safety services for the City of Arroyo Grande. The AGPD is located at 200 North Halcyon Road in Arroyo Grande and consists of 29 full-time employees (AGPD 2021). The crime rate in the region is among the lowest in California. The AGPD responded to 17,137 documented incidents in 2016 and 17,925 documented incidents in 2017. At the same time, the Department has been able to maintain a response time for emergency calls at less than two minutes. The California Highway Patrol (CHP) office, located at 4115 Broad Street in San Luis Obispo, serves South County, including the City of Arroyo Grande. SCHOOLS Arroyo Grande students in grades K–12 are served by two school districts: San Luis Obispo Coastal Unified School District and Lucia Mar Unified School District (LMUSD). LMUSD covers 550 square miles and serves the adjoining communities of Arroyo Grande, Grover Beach, Nipomo, Oceano, Pismo Beach, and Shell Beach. PARKS Arroyo Grande has 13 City parks, several sports facilities, and open space and wildlife preserve areas. LIBRARIES The City does not provide library services to City residents. This service is provided by the San Luis Obispo City-County Library system, which presently maintains the Arroyo Grande Library located at 800 West Branch Street in Arroyo Grande. Environmental Evaluation a) Would the project result in substantial adverse physical impacts associated with the provision of new or physically altered governmental facilities, need for new or physically altered governmental facilities, the construction of which could cause significant environmental impacts, in order to maintain acceptable service ratios, response times or other performance objectives for any of the public services? The GPCEU does not include and would not result in the provision of or need for new or physically altered governmental facilities. Additionally, the proposed GPCEU does not have the potential to induce unplanned growth, as it does not involve changes to land use or zoning designations or the construction of new housing or businesses. As such, it would not have the potential to increase demand for fire or police protection, schools, parks, libraries, or other public facilities. Therefore, impacts would be less than significant. Item 8.b - Page 340 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 93 Conclusion The GPCEU does not propose changes to land use or zoning designations or other development that could result in unplanned population growth or otherwise contribute to demand for public services in a manner that would require the provision of new or physically altered public services or facilities; therefore, impacts related to public services would be less than significant and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. XVI. Recreation Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? ☐ ☐ ☒ ☐ (b) Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? ☐ ☐ ☒ ☐ Setting The City of Arroyo Grande General Plan Parks and Recreation Element states that it is the overall goal of the City to adequately provide for the recreational needs of residents and visitors of Arroyo Grande. The Parks and Recreation Element acts as a guide for the development of additional park and recreation facilities. The City currently funds public recreational facilities through the Quimby Act, federal and state grants, land dedications and easements, trail easements, development impact fees, user fees, general obligation bonds, revenue bonds, and cooperation with other agencies (City of Arroyo Grande 2001b). Arroyo Grande prides itself on its beautiful array of parks, open space, and community recreational facilities. The City provides and maintains recreational facilities, including 12 parks, the Soto Sports Complex, fields and courts, and the James Way Oak Habitat open space and wildlife preserve (City of Arroyo Grande 2021c). Environmental Evaluation a) Would the project increase the use of existing neighborhood and regional parks or other recreational facilities such that substantial physical deterioration of the facility would occur or be accelerated? The proposed GPCEU would not create a new use that would generate unplanned population growth or increase demand on existing recreational facilities. Deterioration of existing facilities would not occur as a result of the proposed GPCEU; therefore, this impact would be considered less than significant. Item 8.b - Page 341 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 94 b) Does the project include recreational facilities or require the construction or expansion of recreational facilities which might have an adverse physical effect on the environment? The City adopted the City of Arroyo Grande Bicycle & Trails Master Plan (BTMP) (City of Arroyo Grande 2012b), which was prepared in accordance with the California Bicycle Transportation Act and includes all the requirements for Bicycle Transportation Account (BTA) eligibility and the necessary information for pedestrian and beach access grant applications and projects. The BTMP provides the implementation tools for many General Plan/Local Coastal Plan directives. Future projects identified in the BTMP are included in the SLOCOG 2014 RTP/SCS, the basis for identifying potentially fundable projects in the next 25 years. The goal of this local and regional planning effort is to interconnect the surrounding communities with a seamless bicycle and pedestrian network for recreational and commuter use. The plan includes proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the multimodal network throughout the City. The GPCEU encourages the use of walking and bicycling through proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the partial network already in place in the City and county. The GPCEU includes policies that would facilitate future improvements to the bicycle network, promote and improve bicycle circulation facilities and connectivity, promote and improve pedestrian circulation facilities to serve all areas of the City as a priority system, and prioritize connections with schools, parks, transit, and major public facilities. The GPCEU does not include other recreational facilities or require the construction or expansion of recreational facilities that might have an adverse physical effect on the environment. Any future improvements to recreational facilities would be subject to subsequent environmental review and would be required to avoid or mitigate adverse physical effects on the environment; therefore, impacts would be less than significant. Conclusion The GPCEU proposes a comprehensive update of goals and policies of the City’s current Circulation Element and would not result in new development that could increase demand on recreational facilities. In addition, the GPCEU does not include the construction or expansion of existing recreational facilities that would result in adverse physical effects on the environment that are not evaluated in this Initial Study or subject to subsequent environmental review; therefore, impacts would be less than significant, and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. XVII. Transportation Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Conflict with a program plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities? ☐ ☒ ☐ ☐ Item 8.b - Page 342 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 95 Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (b) Would the project conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b)? ☐ ☐ ☒ ☐ (c) Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? ☐ ☐ ☒ ☐ (d) Result in inadequate emergency access? ☐ ☒ ☐ ☐ Setting As discussed in the Project Description, the GPCEU provides objectives and policy guidance for long- term planning and implementation of the transportation system needed to serve the City’s projected development. The objectives and policies in the GPCEU are closely correlated with the City’s LUE and other elements that comprise the General Plan and are intended to enhance travel choices for current and future residents, visitors, and workers. The GPCEU also defines a preferred transportation system that reflects the City’s financial resources and broader goals, including providing safe and convenient access for all modes of travel while preserving the local character of the community. The 2019 RTP/SCS, adopted on June 5, 2019, is a long-term blueprint of San Luis Obispo County’s transportation system. The plan identifies and analyzes transportation needs of the region and creates a framework for project priorities. SLOCOG represents and works with the County and the cities within the county in facilitating the development of the RTP/SCS. Environmental Evaluation a) Would the project conflict with a program plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle and pedestrian facilities? As discussed in the Project Description, the GPCEU objectives and policies would provide the overall direction the City desires in planning and implementing the expansion of the circulation system to meet the changing travel demands of the community. The implementing policies would establish the link between the City’s goals and the implementing programs, and guide how the programs would actually be implemented. The guiding and implementing policies reflect the City’s vision for a comprehensive circulation system that is safe and efficient for pedestrians, bicycles, trucks, automobiles, and public transportation. The objectives, policies, and improvements proposed in the GPCEU are intended to reduce VMT, enhance circulation, improve safety, and reduce congestion. The GPCEU is intended to improve circulation infrastructure within the City and bring the circulation system capacity into consistency with the intensity of surrounding land uses, the RTP/SCS, the City’s LUE, and the City’s BTMP. It should be noted that the GPCEU includes a change that would make LOS D an acceptable LOS compared to the current Circulation Element, which considers LOS D an unacceptable LOS. Senate Bill (SB) 743 amends the CEQA transportation impact analysis for projects by replacing auto delay (LOS) as a basis for determining significant impacts under CEQA with average VMT. The legislation in SB 743 does not preclude agencies from adopting the use of auto LOS outside of CEQA in the local transportation planning and policy set forth in the Circulation Element; however, it is no longer used as a threshold for evaluating environmental impacts related to transportation under CEQA. Item 8.b - Page 343 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 96 The City adopted the 2012 BTMP, which includes proposed bicycle and pedestrian trails, as well as on- street bicycle facilities to complete the partial network already in place in the City and County. The GPCEU identifies goals and policies for existing and planned land uses to be connected to the City’s bicycle network and would require any separately proposed development that has a gap in the network to implement improvements to allow for connectivity to the network. In addition, the GPCEU would allow for pedestrian accessibility and would promote future development to be located within a walkable distance to surrounding land uses. Therefore, the GPCEU would be consistent with the 2012 BTMP. The GPCEU also includes policies that require coordination with the SLORTA to promote regional and local public transit. Therefore, the GPCEU would not conflict with an applicable plan, ordinance, or policy establishing measures of effectiveness for the performance of the circulation system or a congestion management plan. Short-term construction activities would likely cause increased congestion in the vicinity of the construction area; however, these impacts would be short term and minimized to the extent feasible through adherence to standard Caltrans road construction standards and BMPs contained in the Caltrans 2018 Standard Plans and Standard Specifications (Caltrans 2018) and City measures contained in the General Plan. Mitigation measures have been recommended to minimize construction-related traffic impacts. Therefore, impacts would be less than significant with mitigation. b) Would the project conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b)? The GPCEU proposes objectives and policies intended to create an optimal multi-modal transportation system for the City and adequately anticipate and plan transportation infrastructure to meet future needs of the City. The objectives and policies of the GPCEU are intended to reduce VMT throughout the City. The proposed GPCEU is not considered a large development project that would have the potential to result in a substantial increase in population or employment. Furthermore, based on the traffic analysis prepared for this project (see Appendix C), the proposed GPCEU is anticipated to result in an overall reduction of 783 VMT (see Table 6). It is also important to note that circulation network improvements in the proposed GPCEU would be anticipated to improve system-wide circulation and result in reductions in vehicle congestion and delay. The GPCEU does not propose specific development for improvement of roadways, bicycle and pedestrian facilities, and public transit; however, it would allow for future identification and buildout of improvements to the City’s transportation infrastructure. Future improvements would require construction activity that would require worker and equipment trips to and from future project sites; however, vehicle trips are not expected to exceed the current threshold of 110 trips per day and would be considered less than significant. The GPCEU would promote VMT-reduction strategies for existing and planned land uses and would be consistent with SB 743; therefore, impacts would be less than significant. c) Would the project substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? The GPCEU identifies goals, policies, and future improvements related to the circulation system. As discussed in the Project Description, the proposed roadway alignments and improvements identified in the GPCEU are conceptual and subject to further engineering and environmental review. Street designs for the proposed roads shall conform to the typical street widths and design elements. The roadway design standards for the City are based on engineering standards and on evolving policies and practices regarding the City’s transportation infrastructure. The roadway design standards meet both nationally and state acceptable design criteria. While these roadway design standards provide a template for construction, it is Item 8.b - Page 344 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 97 not a substitute for professional engineering judgment and close coordination with the City Engineer during project development and plan preparations. All street improvements within the City would be subject to the approval of the City Engineer; furthermore, these improvements would be subject to the standards of the latest adopted edition of the Caltrans HDM. Therefore, none of the improvements would be designed to substantially increase hazards due to a design feature. Any design features that are inconsistent with these standards would require City Council or City Engineer or Public Works Director approval; therefore, impacts would be less than significant. d) Would the project result in inadequate emergency access? Construction of the proposed improvements included in the GPCEU could require temporary street closures to accommodate construction vehicles and equipment during the installation of new infrastructure and during the modification of existing roadways and intersections; however, detours would be provided. Temporary closures of roadways and associated detours could result in temporary delays in emergency response in the City by the AGPD; however, long-term congestion relief resulting from implementation of the GPCEU would improve emergency access throughout the City for police, fire, and emergency protection services. The proposed improvements would be subject to all applicable Caltrans road design and construction standards and City measures contained in the General Plan. Therefore, no dangerous design components would occur. Implementation of mitigation measures would minimize short-term construction delays in emergency response and, following construction, the proposed GPCEU improvements would accommodate the access requirements of emergency vehicles. Potential impacts would be less than significant with mitigation. Conclusion The GPCEU proposes policies, goals, and objectives to create an optimal multi-modal transportation system for the City and adequately anticipate and plan transportation infrastructure to meet future needs of the City. Implementation of the GPCEU would result in comprehensive updates to goals and policies and a reduction of VMT through several strategies outlined in the GPCEU. The GPCEU would allow for future improvements of roads, bicycle and pedestrian facilities, and public transit. Improvements would be subject to goals and policies of the GPCEU and other General Plan Elements. In addition, goals and policies of the GPCEU would be consistent with the City’s General Plan and other applicable transportation plans. Mitigation is included to reduce potential impacts related to temporary road closures during construction activities; therefore, impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of the following measures to the maximum extent feasible is recommended to avoid potential impacts. TR/MM-1 Prior to the initiation of construction activities, the City shall prepare a Construction Timing, Access, and Circulation Plan, which shall include the following measures. This plan shall be approved by the City Public Works Director prior to the start of construction and made available for local residents to review and comment on prior to the onset of construction activities. Methods for ensuring permanent access to the commercial/retail centers and private residents is preserved and/or improved to the maximum extent feasible through implementation of the proposed improvements. Item 8.b - Page 345 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 98 A signage plan and other methods, if feasible, for increasing the visibility of businesses blocked by construction activities and educating travelers that businesses adjacent to the construction activities are to remain open during construction. Clearly marked detour routes for alternate access to any businesses that are made inaccessible or difficult to access due to construction activities. Hours of haulage (8:00 a.m. to 5:00 p.m.). Designation of truck routes that avoid residential areas to the extent possible. Methods of traffic control on adjacent streets within the project area. Adequate safety signage regarding traffic control. Designated construction staging areas for construction personnel vehicles, supplies, and equipment. A telephone number for local residents to call if there are issues or complaints. Measures to resolve potential conflicts between construction activities and adjacent businesses. Business owners directly adjacent to the project area shall be directly notified of the availability of and allowed to comment on the plan. TR/MM-2 Traffic control plans affecting state facilities shall be reviewed and approved by Caltrans, and traffic control plans affecting City facilities shall be reviewed and approved by the City Public Works Director through consultation with affected emergency responders and service providers prior to construction activities. With the incorporation of these measures, as well as measures LU/MM-1 and LU/MM-2, residual impacts associated with transportation and traffic would be less than significant. XVIII. Tribal Cultural Resources Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (a) Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is: (i) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k), or ☐ ☒ ☐ ☐ Item 8.b - Page 346 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 99 Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (ii) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe. ☐ ☒ ☐ ☐ Setting Approved in 2014, AB 52 added tribal cultural resources to the categories of resources that must be evaluated under CEQA. Tribal cultural resources are defined as either of the following: 1. Sites, features, cultural landscapes, sacred places, and objects with cultural value to a California Native American tribe that are either of the following: a. Included or determined to be eligible for inclusion in the CRHR; or b. Included in a local register of historical resources as defined in PRC Section 5020.1(k). 2. A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in PRC Section 5024.1(c). In applying these criteria for the purposes of this paragraph, the lead agency shall consider the significance of the resource to a California Native American Tribe. Recognizing that tribes have expertise with regard to their tribal history and practices, AB 52 requires lead agencies to provide notice to tribes that are traditionally and culturally affiliated with the geographic area of a proposed project if they have requested notice of projects proposed within that area. If the tribe requests consultation within 30 days upon receipt of the notice, the lead agency must consult with the tribe regarding the potential for adverse impacts on tribal cultural resources as a result of a project. Consultation may include discussing the type of environmental review necessary, the presence and/or significance of tribal cultural resources, the level of significance of a project’s impacts on the tribal cultural resources, and available project alternatives and mitigation measures recommended by the tribe to avoid or lessen potential impacts on tribal cultural resources. The earliest inhabitants of Arroyo Grande Valley were the northern or Obispeño Chumash Indians. The Arroyo Grande area was still occupied by Chumash Indians at the time of contact with the first Spanish explorer, Juan Rodríguez Cabrillo (AGPD 2020). Archaeological evidence indicates that the Chumash and their ancestors inhabited the California Coast for over 11,000 years. Their lifestyle was closely connected to marine and terrestrial habitats where the diversity of the land allowed for complex sociopolitical and technological culture. In 1542, at the time Spanish explorers arrived in California, the Chumash had a population of approximately 20,000 and was one of the largest and most advanced tribes in the region (Page & Turnbull 2013). Item 8.b - Page 347 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 100 Environmental Evaluation a) Would the project cause a substantial adverse change in the significance of a tribal cultural resource, defined in Public Resources Code section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American tribe, and that is: a-i) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in Public Resources Code section 5020.1(k)? a-ii) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of Public Resources Code Section 5024.1. In applying the criteria set forth in subdivision (c) of Public Resource Code Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe. Given the abundance of prehistoric archaeological resources known to be located in the study area, and interest expressed by interested Native American parties, the City is considered sensitive for the presence of buried (i.e., obscured) resources. The City has sent the notices required for consideration of tribal cultural resources consistent with AB 52. The City received a request for consultation on this project from the Northern Chumash Tribal Council and has commenced consultation with this tribe. Standard mitigation has been proposed to ensure impacts to any unknown resources that may be encountered during project development would be avoided and/or minimized. Therefore, potential impacts would be less than significant with mitigation. Conclusion The GPCEU proposes objectives, policies, and specific improvements to the City’s circulation system to meet the existing and future transportation needs of the City. Any future development within the City resulting from buildout of GPCEU improvements would be subject to applicable state and local policies and regulations, including Objective C/OS4 and corresponding policies in the City’s ACOSE, and State of California Health and Safety Code Section 7050.5(b). Implementation of Mitigation Measures CUL/MM-1 through CUL/MM-4 would further ensure potential impacts would be avoided. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review, would be required to comply with the objectives and policies in the City’s ACOSE, and would include project- specific mitigation measures as determined appropriate; however, implementation of the following measures to the maximum extent feasible is recommended to avoid potential impacts. With the incorporation of Mitigation Measures CUL/MM-1 through CUL/MM-4, residual impacts related to cultural resources would be less than significant. Item 8.b - Page 348 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 101 XIX. Utilities and Service Systems Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact Would the project: (a) Require or result in the relocation or construction of new or expanded water, wastewater treatment or storm water drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects? ☐ ☐ ☒ ☐ (b) Have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years? ☐ ☐ ☒ ☐ (c) Result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments? ☐ ☐ ☒ ☐ (d) Generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? ☐ ☐ ☒ ☐ (e) Comply with federal, state, and local management and reduction statutes and regulations related to solid waste? ☐ ☐ ☒ ☐ Setting Utilities would be served by both the City and other regional entities. Conoco Phillips 66 oil lines; overhead electrical, telephone, and cable utility lines; water lines; water hydrants; and other utilities are located within the developed areas of the City. Water and wastewater services within the City are provided by the City Public Works Department. The City has a franchise agreement with South County Sanitary Service for collection, diversion, and disposal of solid waste and is served by the Cold Canyon Landfill, located approximately 2 miles north of the City in unincorporated San Luis Obispo County. The Cold Canyon Landfill currently has a daily capacity of 1,650 tons per day and an estimated remaining capacity of 13,000,000 cubic yards. Currently, the estimated closure date for this landfill is December 31, 2040 (California Department of Resources Recycling and Recovery [CalRecycle] 2020). Environmental Evaluation a) Would the project require or result in the relocation or construction of new or expanded water, wastewater treatment or storm water drainage, electric power, natural gas, or telecommunications facilities, the construction or relocation of which could cause significant environmental effects? The GPCEU proposes a comprehensive update of the City’s current Circulation Element and identifies areas for future improvements and development. Future improvements would be limited to roads, intersections, freeway ramps, pedestrian and bicycle facilities, and public transit facilities and would not result in the development of buildings or residential units that would require or result in the relocation or Item 8.b - Page 349 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 102 construction of new or expanded water, wastewater treatment, electric power, natural gas, or telecommunications facilities. The existing stormwater drainage system in the City consists of City and Caltrans drains and outlets in the developed portions of the City. Future improvements would also be required to comply with Section 13.24.120 (Erosion and Sedimentation Control Plan Requirements) and Section 13.24.130 (Stormwater Pollution Prevention Plan Requirements) of the City’s Municipal Code, which require that all construction and grading permit projects prepare an erosion and sedimentation control plan for all project phases, and require projects that result in site disturbance of 1 acre or more to prepare and implement a SWPPP with BMPs to reduce or avoid construction-related pollution to water resources. The GPCEU improvements would not result in substantial changes; therefore, no permanent or substantially altered effects associated with discharge into or contamination of surface waters would result above that which currently exists. Therefore, impacts would be less than significant. b) Would the project have sufficient water supplies available to serve the project and reasonably foreseeable future development during normal, dry and multiple dry years? The proposed GPCEU would require water supply during construction activities for uses such as dust suppression and vehicle washing. The GPCEU would not result in a long-term increase in water demand. The existing water supply is the City’s existing municipal water system. This water source is expected to be capable of meeting the short-term water demands of the proposed improvements included in the City’s GPCEU; therefore, potential impacts would be less than significant. c) Would the project result in a determination by the wastewater treatment provider which serves or may serve the project that it has adequate capacity to serve the project’s projected demand in addition to the provider’s existing commitments? The GPCEU does not propose use or development of any on-site wastewater disposal systems or connection to any community wastewater system. Implementation of the proposed improvements would not require wastewater discharge, except for short-term construction activities that would be serviced by on-site portable restroom and hand-washing facilities and/or existing facilities within the project area. Therefore, potential impacts would be less than significant. d) Would the project generate solid waste in excess of State or local standards, or in excess of the capacity of local infrastructure, or otherwise impair the attainment of solid waste reduction goals? The GPCEU would result in construction activities that would generate solid waste materials, including cut volumes and demolition of existing road infrastructure. Future GPCEU improvements would be served by the Cold Canyon Landfill, which has adequate permitted capacity to serve the project. Upon completion of the proposed improvements, operation of the improvements would not generate any solid waste. Short-term solid waste generated by construction activities would be disposed of in accordance with state and local solid waste regulations; therefore, impacts would be less than significant. e) Would the project comply with federal, state, and local management and reduction statutes and regulations related to solid waste? Refer to Impact Discussion XIX(d). Short-term solid waste produced by construction activities would be disposed of in accordance with state and local solid waste regulations. Implementation of the GPCEU is not anticipated to generate long-term solid waste that would be subject to applicable plans for the reduction and regulation of solid waste; therefore, impacts would be less than significant. Item 8.b - Page 350 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 103 Conclusion The GPCEU includes goals and policies intended to guide future improvements to the City’s transportation, bicycle and pedestrian, and public transit facilities within the City’s circulation system. Future improvements would not result in the development of new business, residential units, or other buildings that would require new or expanded utility connections, new long-term water demand, or increase the generation of wastewater or solid waste. Therefore, impacts would be less than significant, and mitigation is not necessary. Mitigation Measures Mitigation is not necessary. XX. Wildfire Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project: (a) Substantially impair an adopted emergency response plan or emergency evacuation plan? ☐ ☒ ☐ ☐ (b) Due to slope, prevailing winds, and other factors, exacerbate wildfire risks, and thereby expose project occupants to, pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire? ☐ ☐ ☒ ☐ (c) Require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? ☐ ☐ ☒ ☐ (d) Expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes? ☐ ☐ ☒ ☐ Setting In central California, the fire season usually extends from May through October; however, recent events indicate that wildfire behavior, frequency, and duration of the fire season are changing in California. FHSZs are defined by CAL FIRE based on the presence of fire-prone vegetation, climate, topography, assets at risk (e.g., high population centers), and a fire protection agency’s ability to provide service to the area (CAL FIRE 2007). FHSZs throughout the county have been designated as “Very High,” “High,” or “Moderate.” In San Luis Obispo County, most of the area that has been designated as a “Very High Fire Hazard Severity Zone” is located in the Santa Lucia Mountains, which extend parallel to the coast along the entire length of the county. The Moderate FHSZ designation does not mean the area cannot experience a damaging fire; rather, it indicates that the probability is reduced, generally because the number of days a year that the area has “fire weather” is less than in high or very high FHSZs. The City of Arroyo Grande is located within an LRA (CAL FIRE 2020) The City’s Safety Element includes the objective of reducing the threat to life, structures, and the environment caused by fire and includes specific policies related to pre-fire management; availability of Item 8.b - Page 351 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 104 facilities, equipment, and personnel; readiness and response; and loss prevention (City of Arroyo Grande 2001b). The Multi-Jurisdictional LHMP was originally adopted in 2013 and modified in 2015. The intention of the LHMP is to implement practical mitigation solutions to minimize risk of hazards within each City covered by the LHMP. The plan includes specific action items related to fire hazard mitigation within each jurisdiction (Mathe 2015). Environmental Evaluation a) If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project substantially impair an adopted emergency response plan or emergency evacuation plan? According to the CAL FIRE FHSZ Viewer, the City is located in an LRA and is not located in a State Responsibility Area (SRA). The GPCEU includes goals, policies, and future improvements related to the City’s circulation system and future planning needs. Future improvements would be required to comply with the City’s Safety Element, City’s Municipal Code, and Multi-Jurisdictional LHMP to ensure that any temporary traffic controls and roadway designs are consistent with emergency response and evacuation plans. Construction of the proposed improvements included in the GPCEU could require temporary street closures to accommodate construction vehicles and equipment during the installation of new infrastructure and the modification of existing roadways and intersections; however, detours would be provided. Temporary closures of roadways and associated detours could result in temporary delays in emergency response and evacuation in the City; however, long-term congestion relief resulting from implementation of the GPCEU would improve emergency access throughout the City. The proposed improvements would be subject to all applicable Caltrans road design and construction standards and City measures contained in the General Plan. Therefore, no dangerous design components would occur. Implementation of mitigation measures would minimize short-term construction delays in emergency response and, following construction, the proposed GPCEU improvements would accommodate the access requirements of emergency vehicles. Potential impacts would be less than significant with mitigation. b) Due to slope, prevailing winds, and other factors, if located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project exacerbate wildfire risks, and thereby expose project occupants to, pollutant concentrations from a wildfire or the uncontrolled spread of a wildfire? The City of Arroyo Grande is comprised of developed urban areas and is not designated as a FHSZ. The City’s Safety Element designates wildland-urban interface (WUI) areas in the northern and eastern portions of the City. The northern and eastern portions of the City consist of hilly areas and support parcels within grassland or forested areas (City of Arroyo Grande 2001b). In Arroyo Grande, the windier part of the year occurs between November and June and has average wind speeds of 8.3 miles per hour. The other months of the year have an average wind speed of 7 miles per hour (Weather Spark 2020). Future improvements to the circulation system would improve overall circulation but would not result in the development of new buildings that could be placed within or adjacent to a high FHSZ or otherwise exacerbate wildfire risks; therefore, impacts would be less than significant. Item 8.b - Page 352 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 105 c) If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project require the installation or maintenance of associated infrastructure (such as roads, fuel breaks, emergency water sources, power lines or other utilities) that may exacerbate fire risk or that may result in temporary or ongoing impacts to the environment? According to the CAL FIRE FHSZ Viewer, the City of Arroyo Grande is not located within an SRA. The GPCEU includes goals, policies, and future improvements for the City’s circulation system. Future roadway and other transportation infrastructure improvements would be required to comply with the City’s Safety Element and CAL FIRE standards to ensure public safety involving wildfire hazard; therefore, impacts would be less than significant. d) If located in or near state responsibility areas or lands classified as very high fire hazard severity zones, would the project expose people or structures to significant risks, including downslope or downstream flooding or landslides, as a result of runoff, post-fire slope instability, or drainage changes? According to the CAL FIRE FHSZ viewer, the City of Arroyo Grande is not located within a SRA. The GPCEU includes goals, policies, and future improvements for the City’s circulation network. Future improvements to the City’s circulation system would not result in the development of new buildings that could be placed within or adjacent to an area at high risk for wildfire or post-fire hazards. Future improvements would be required to comply with the City’s Safety Element and CAL FIRE standards to ensure public safety; therefore, impacts would be less than significant. Conclusion The GPCEU proposes objectives to design and designate efficient emergency access routes throughout the City, which is consistent with the City’s Safety Element. Future improvements are not anticipated to increase fire risk or place people or structures within a high FHSZ. Implementation of mitigation measures would minimize short-term construction delays in emergency response and, following construction, the proposed GPCEU improvements would accommodate the access requirements of emergency vehicles. Potential impacts would be less than significant with mitigation. Mitigation Measures Future projects would be evaluated on a case-by-case basis for appropriate CEQA review and would include project-specific mitigation measures as determined appropriate; however, implementation of Mitigation Measures TR/MM-1 and TR/MM-2 to the maximum extent feasible is recommended to avoid potential impacts. With the incorporation of these measures, as well as measures LU/MM-1 and LU/MM-2, residual impacts associated with transportation and traffic would be less than significant. Item 8.b - Page 353 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 106 XXI. Mandatory Findings of Significance Environmental Issues Potentially Significant Impact Less Than Significant with Mitigation Incorporated Less Than Significant Impact No Impact (a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? ☐ ☒ ☐ ☐ (b) Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? ☐ ☒ ☐ ☐ (c) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? ☐ ☒ ☐ ☐ Environmental Evaluation a) Does the project have the potential to substantially degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels, threaten to eliminate a plant or animal community, substantially reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? The GPCEU has the potential to substantially degrade the quality of the environment. Implementation of recommended mitigation measures would ensure that future buildout of the GPCEU would not substantially reduce the habitat of a fish or wildlife species, cause a fish or wildlife population to drop below self-sustaining levels or threaten to eliminate a plant or animal community, or substantially reduce the number or restrict the range of a rare or endangered plant or animal. The GPCEU would not contribute significantly to GHG emissions, significantly increase energy consumption, or eliminate important examples of the major periods of California history or prehistory. Therefore, impacts would be less than significant with mitigation described within each issue area. b) Does the project have impacts that are individually limited, but cumulatively considerable? (“Cumulatively considerable” means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? Because the GPCEU does not propose a new or significantly different use than the existing use, the project’s impacts would be limited in extent and duration and could be generally minimized through application of standard control measures. The GPCEU does not have impacts that would be individually limited but cumulatively considerable with implementation of identified mitigation. There are no proposed or planned projects in the area that would create similar impacts, which, when considered Item 8.b - Page 354 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 107 together with the project-related impacts, would be considerable, or which compound or increase other environmental impacts. Therefore, impacts would be less than significant with mitigation described within each issue area. c) Does the project have environmental effects which will cause substantial adverse effects on human beings, either directly or indirectly? The GPCEU would not create environmental effects that would cause substantial adverse effects on human beings, either directly or indirectly. The GPCEU would improve existing infrastructure providing beneficial impacts on the existing traffic and circulation systems. Adverse project effects would generally be limited to the construction phase of the project and minimized through identified mitigation measures. Therefore, impacts would be less than significant with mitigation described within each issue area. Item 8.b - Page 355 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 108 3 LITERATURE CITED American Association of State Highway and Transportation Officials (AASHTO). 2012. 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Accessed December 2020. ———. 2007. Airport Land Use Plan for the Oceano County Airport. Figure 2: Airport Land Use Planning Areas. Available at: https://www.sloairport.com/wp- content/uploads/2019/02/OceanoFig2.pdf. Accessed December 2020. ———. 2016a. Tsunami Emergency Response Plan. County of San Luis Obispo Office of Emergency Services (OES). Revised April. Available at: https://www.slocounty.ca.gov/getattachment/c3d4bac0-f54f-47fa-bf10-b6e8368da393/Tsunami- Response-Plan.aspx. Accessed April 2021. ———. 2016b. Land Use View. Available at: Land Use View (ca.gov). Accessed January 2021. ———. 2020. Arroyo Grande Groundwater Basin. Available at: https://www.slocounty.ca.gov/Departments/Public-Works/Committees-Programs/Sustainable- Groundwater-Management-Act-(SGMA)/Arroyo-Grande-Groundwater-Basin.aspx. Accessed December 28, 2020. Federal Highway Administration (FHWA). 2012. Manual on Uniform Traffic Control Devices. 2009 Edition, with May 2012 Revisions 1 and 2. Available at: https://mutcd.fhwa.dot.gov/pdfs/2009r1r2/mutcd2009r1r2edition.pdf. Accessed March 2021. GHD. 2020. Circulation Element Update Existing Conditions Background Report. Prepared for City of Arroyo Grande. Item 8.b - Page 358 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 111 LSC Transportation Consultants, Inc. 2019. San Luis Obispo South County Transit Short-Range Transit Plan. Prepared for the San Luis Obispo Regional Transit Authority. December 23. Available at: http://www.slorta.org/wordpress/wp-content/uploads/SoCo-Transit-Draft-Final-Plan.pdf. Accessed March 2021. Mathe, David. 2015. Multi-Jurisdictional Local Hazard Mitigation Plan. Prepared by David L. Mathe, Emergency Preparedness Coordinator, Five Cities Fire Authority. Available at: http://www.arroyogrande.org/DocumentCenter/View/3857/Local-Hazard-Mitigation-Plan-PDF. Accessed April 2021. Municicode. 2020. Arroyo Grande, CA Municipal Code. Available at: https://library.municode.com/ca/arroyo_grande/codes/code_of_ordinances?nodeId=16194. Accessed December 28, 2020. National Association of City Transportation Officials (NACTO) 2004. Urban Bikeway Design Guide. Second Edition. March. Available at: https://nacto.org/publication/urban-bikeway-design-guide/. Accessed March 2021. Page & Turnbull. 2013. Historic Context Statement and Survey Report for the City of Arroyo Grande, California. Revised by the City of Arroyo Grande Historical Resources Committee. February 12. Available at: https://www.arroyogrande.org/DocumentCenter/View/1389/Historic-Context- Statement-PDF. Accessed December 2020. San Luis Obispo Air Pollution Control District (SLOAPCD). 2001. 2001 Clean Air Plan. December 2001. Available at: https://storage.googleapis.com/slocleanair- org/images/cms/upload/files/business/pdf/CAP.pdf. Accessed February 2021. ———. 2012. CEQA Air Quality Handbook. April. 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Accessed April 2021. ———. 2019. 2019 Regional Transportation Plan. June 5. Available at: https://www.dropbox.com/s/oc6i8wshikuirsh/__FINAL%202019%20RTP.pdf?dl=0. Accessed April 2021. Item 8.b - Page 359 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration 112 State Water Resources Control Board (SWRCB). 2021. GeoTracker. Available at: GeoTracker (ca.gov). Accesses January 2021. U.S. Census Bureau. 2010. City of Arroyo Grande Quickfacts. Available at: https://www.census.gov/quickfacts/fact/table/arroyograndecitycalifornia,fountainvalleycitycalifo rnia,claremontcitycalifornia,cherrylandcdpcalifornia,nationalcitycitycalifornia,placervillecitycali fornia#. Accessed April 2021. U.S. Department of Agriculture (USDA) Natural Resources Conservation Service (NRCS). 2021. Web Soil Survey. Available at: https://websoilsurvey.sc.egov.usda.gov/App/WebSoilSurvey.aspx. Accessed December 29, 2020. U.S. Environmental Protection Agency (USEPA). 2021. National Ambient Air Quality Standards Table. Available at: https://www.epa.gov/criteria-air-pollutants/naaqs-table. Accessed April 5, 2021. U.S. Fish and Wildlife Service (USFWS). 2020 National Wetlands Inventory (NWI) Mapper. Available at: https://www.fws.gov/wetlands/Data/Mapper.html. Accessed December 28, 2020. U.S. Geological Survey (USGS). 2020. National Geologic Map Database. Available at: https://ngmdb.usgs.gov/Geolex/UnitRefs/SquireRefs_11983.html. Accessed December 29, 2020. US-Mining. 2020. Arroyo Grande, CA Mines. Available at: http://www.us-mining.com/california/arroyo- grande. Accessed December 29, 2020. Waste Connections. 2020. Cold Canyon Landfill. Available at: https://www.coldcanyonlandfill.com/. Accessed December 28, 2020. Weather Spark. 2020. Average Weather in Arroyo Grande California, United States. Available at: https://weatherspark.com/y/1273/Average-Weather-in-Arroyo-Grande-California-United-States- Year-Round. Accessed December 28, 2020. Item 8.b - Page 360 APPENDIX A Circulation Element Update Existing Conditions Background Report Item 8.b - Page 361 Item 8.b - Page 362 GHD | 669 Pacific Street, Suite A, San Luis Obispo, CA 93401 11144936 | 2101 | R1584RPT007.docx | November 2, 2020 Circulation Element Update Existing Conditions Background Report Prepared for: City of Arroyo Grande Final Report Item 8.b - Page 363 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page i THIS PAGE IS INTENTIONALLY LEFT BLANK Item 8.b - Page 364 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 1 Table of Contents 1. Introduction ................................................................................................................................... 4 1.1 Existing Setting .................................................................................................................. 4 1.2 Demographics and Commute Trends ................................................................................ 4 1.3 Roadway System ............................................................................................................... 7 1.3.1 State Freeways ................................................................................................. 7 1.3.2 State Highways ................................................................................................. 7 1.3.3 Arterial Streets .................................................................................................. 9 1.3.4 Collectors ........................................................................................................ 10 1.3.5 Local Streets ................................................................................................... 10 2. Technical Analysis Methodologies and Parameters .................................................................. 11 2.1 Vehicle Miles Traveled (VMT) .......................................................................................... 11 2.1.1 VMT Methodologies ........................................................................................ 11 2.1.2 VMT Policies ................................................................................................... 12 2.2 Level of Service & Traffic Operations .............................................................................. 13 2.2.1 Intersection Operations .................................................................................. 13 2.2.2 Traffic Signal Warrant Analysis ...................................................................... 14 2.2.3 Roadway Segment Operations ....................................................................... 16 2.2.4 Technical Analysis Parameters ...................................................................... 16 2.2.5 Level of Service Policies ................................................................................. 16 2.3 Bicycle Level of Traffic Stress .......................................................................................... 17 2.3.1 Bicycle LTS Criteria ........................................................................................ 18 2.3.2 Bicycle LTS Policy .......................................................................................... 19 3. Existing Traffic Operations ......................................................................................................... 21 3.1 Existing Conditions Intersection Operations & Deficiencies ............................................ 21 3.2 Existing Conditions Roadway Operations ........................................................................ 25 3.3 Truck Routes .................................................................................................................... 28 3.4 Bicycle & Pedestrian Facilities ......................................................................................... 30 3.5 Existing Bicycle & Pedestrian Facility Conditions ............................................................ 33 Item 8.b - Page 365 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 2 3.5.1 Bicycle Level of Traffic Stress (LTS) Analysis ................................................ 36 3.6 Public Transportation ....................................................................................................... 38 3.7 Rail ................................................................................................................................... 39 3.8 Air ..................................................................................................................................... 39 Figure Index Figure 1.1 Travel Time to Work .......................................................................................................... 6 Figure 1.2 Roadway Functional Classifications .................................................................................. 8 Figure 2.1 Bicycle Level of Traffic Stress (LTS) Definitions ............................................................. 17 Figure 3.1 Existing Intersection Lane Geometrics & Control ............................................................ 22 Figure 3.2 Existing Intersection Peak Hour Traffic Volumes ............................................................ 23 Figure 3.3 Existing Daily Roadway Traffic Volumes ......................................................................... 26 Figure 3.4 Map of Truck Routes in the City of Arroyo Grande ......................................................... 29 Figure 3.5 2012 Bicycle & Trail Master Plan..................................................................................... 31 Figure 3.6 City of Arroyo Grande Sidewalk Inventory ...................................................................... 34 Figure 3.7 Existing Bikeways Map .................................................................................................... 35 Figure 3.8 City of Arroyo Grande Major Roads Bicycle Level of Traffic Stress (LTS) ...................... 37 Figure 3.9 Transit Routes Serving the City of Arroyo Grande .......................................................... 38 Table Index Table 1.1 Means of Transportation and Carpooling Statistics........................................................... 5 Table 1.2 Travel Time to Work .......................................................................................................... 6 Table 2.1 Level of Service (LOS) Criteria for Intersections ............................................................. 15 Table 2.2 Roadway Segment ADT Operational Thresholds ........................................................... 16 Table 2.3 Technical Analysis Parameters ....................................................................................... 16 Table 2.4 LTS Criteria for Intersection Approaches with Right Turn Lanes .................................... 18 Table 2.5 LTS Criteria for Mixed Traffic ........................................................................................... 19 Table 2.6 LTS Criteria for Bike Lanes ............................................................................................. 19 Table 3.1 Existing Conditions Intersection Operations .................................................................... 24 Table 3.2 Existing Conditions Roadway Operations ....................................................................... 27 Item 8.b - Page 366 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 3 Appendix Index Appendix A Traffic Counts Appendix B Synchro Reports Appendix C Warrant Analysis Worksheets Appendix D Bicycle LTS Analysis Worksheets Item 8.b - Page 367 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 4 1. Introduction The City of Arroyo Grande has retained GHD to complete updates to the City’s General Plan Circulation Element (CE), associated Transportation Impact Fee (TIF) and nexus study, and finalization of the Traffic Impact Analysis (TIA) guidelines. As part of the CE update, this Existing Conditions Background Report has been prepared in order to document available background data, vehicle miles traveled (VMT), existing traffic operations, multimodal facilities, transit services, and other pertinent transportation information describing the City’s transportation baseline. This report summarizes the City’s existing roadway facilities in the context of a r egional setting and existing service levels on critical facilities. Daily and peak hour traffic volumes are presented and analyzed, and facilities with deficit capacity are identified. The Existing Conditions sets the transportation baseline and will be utilized as the groundwork for forecasting transportation conditions, which will then be utilized to assess future transportation needs. The City’s ultimate objective is to update their Circulation Element to include policies, goals, and objectives that will create an optimal multi-modal transportation system for the City. Policies goals, and objectives will be consistent with the requirements of AB 1358, "The California Complete Street Act", and SB 743, the change from Level of Service to VMT as the measure of transportation impacts under the California Environmental Quality Act (CEQA), to provide integrated smart growth planning. The updated Circulation Element and TIF will also bring the City’s planning efforts in compliance with the goals set forth in San Luis Obispo Council of Governments (SLOCOG) 2019 Regional Transportation Plan / Sustainable Communities Strategy (RTP/SCS) as required by SB 375, “The Sustainable Communities and Climate Protection Act of 2008”, authorized by AB 32, “The Global Warming Solutions Act of 2006”. 1.1 Existing Setting The City of Arroyo Grande is an incorporated community located within the “Five Cities” area of San Luis Obispo County, California. The City lies about 200 miles south of the San Francisco Bay Area and 150 miles north of Los Angeles. The City is 5.45 square miles in area and is at an elevation of 114 feet. The City of Arroyo Grande is located approximately 10 miles south of the City of San Luis Obispo, along the US 101 coastal corridor. The City is located contiguous with the incorporated areas of the City of Pismo Beach to the northwest and the City of Grover Beach to the west. US 101 runs diagonally through the middle of the City in a northwest to southeast direction. US 101 is the primary State highway providing regional access, connecting the City with other parts of San Luis Obispo County and the State. State Route 227 also provides more localized access to/from the City, connecting Arroyo Grande with the City of San Luis Obispo and surrounding County community. 1.2 Demographics and Commute Trends Data from the United States Census Bureau’s 2009-2013 (2013) and 2013-2017 (2017) American Community Survey (ACS) 5-year estimates, form the basis of the following demographic analysis. Based on the ACS data, the population in the City has increased by roughly 560 from 17,411 in 2013 to 17,971 in 2017, approximately a 3.2% increase. Item 8.b - Page 368 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 5 Prior to examining the various transportation modes in the City, the following sub-section will examine some recent trends and current facts concerning commuter mode-choice and travel times in the City. Table 1.1 presents the various means of transportation reported in the City of Arroyo Grande between 2013 and 2017 ACS estimates. Table 1.1 Means of Transportation and Carpooling Statistics As presented in Table 1.1, the number of workers in the City did not increase significantly between the two five year estimates. This increase in workers is approximately 2.2%. Overall, these statistics indicate a consistent trend of a large percentage of commuters driving alone. Carpooling , motorcycle use, and walking decreased between 2013 and 2017, while biking and working at home increased. Public transit use remained consistent. Table 1.2 and Figure 1.1 present the reported travel times from the 2013 and 2017 ACS. As presented in Table 1.2 and Figure 1.1, the average travel time to work for all workers increased by 1.6 minutes, a 7% increase from the 2013 ACS. Number Percent Number Percent Workers 16 and over 35,401 -36,196 - Car, Truck or Van 31,188 88.1%32,070 88.6% Drove Alone 27,082 76.5%28,124 77.7% Carpooled 4,107 11.6%3,945 10.9% Public Transportation (excludes taxi)389 1.1%398 1.1% Motocycle, taxi, or other 354 1.0%290 0.8% Bicycle 389 1.1%434 1.2% Walked 991 2.8%688 1.9% Worked at Home 2,089 5.9%2,317 6.4% Means of Transportation 2013-2017 ACS2009-2013 ACS Sources: U.S. Census American Community Survey (ACS) 5-year estimates Item 8.b - Page 369 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 6 Table 1.2 Travel Time to Work Figure 1.1 Travel Time to Work Number Percent Number Percent Did not work at home 33,312 -33,879 - Less than 10 minutes 5,397 16.2%3,930 11.6% 10 to 14 minutes 5,463 16.4%4,946 14.6% 15 to 19 minutes 5,996 18.0%6,742 19.9% 20 to 24 minutes 6,363 19.1%6,606 19.5% 25 to 29 minutes 2,065 6.2%2,914 8.6% 30 to 34 minutes 4,430 13.3%4,709 13.9% 35 to 44 minutes 1,299 3.9%1,660 4.9% 45 to 59 minutes 1,099 3.3%949 2.8% 60+ minutes 1,166 3.5%1,457 4.3% Mean Travel Time (minutes) Travel Time Sources: U.S. Census American Community Survey (ACS) 5-year estimates 23.221.6 2009-2013 ACS 2013-2017 ACS Item 8.b - Page 370 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 7 As summarized in Table 1.2 and Figure 1.1, more commuters are experiencing longer travel times to work (15+ minutes) in 2017 than in 2013. A large majority of commuters, about 70%, spent less than 25 minutes commuting. Approximately 40% of commuters had a commute time of 20-25 minutes, indicating a presumably high amount of non-localized employment. 1.3 Roadway System A hierarchy of streets provides access to and from residential, commercial, and industrial uses throughout the City and beyond. A route’s design, including number of lanes needed, is determined by its functional classification and its projected traffic levels to achieve “safe and convenient movement at the development intensity anticipated in the Land Use Element.” The study area and existing roadway functional classifications are presented in Figure 1.2. 1.3.1 State Freeways Controlled access facilities whose junctions are free of at-grade crossing with other road, railways or pedestrian pathway, and instead are served by interchange are classified as highways. Highways can either be toll or non-toll roads, with speed limits usually ranging from 60 to 70 mph. The following freeways service the surrounding Arroyo Grande community. US 101 is a major north-south freeway facility that traverses along coastal California. US 101 serves as the principal inter-regional auto and truck travel route that connects San Luis Obispo County (and other portions of the Central Coast) with the San Francisco Bay Area to the north and the Los Angeles urban basin to the south. Within San Luis Obispo County, US 101 provides major connection between and through several cities. Through the “Five Cities” area of San Luis Obispo County, US 101 represents a major recreational as well as commuter travel route and has a general four-lane divided freeway cross-section with 65 mph posted speed limits. Within the City of Arroyo Grande, US 101 forms full-access interchanges with Oak Park Boulevard, Brisco Road/Halcyon Road and Grand Avenue/Branch Street as well as directional interchange access at Traffic Way and Fair Oaks Avenue. 1.3.2 State Highways Controlled access facilities whose junctions with cross streets are characterized by at grade intersections rather than interchanges are classified as highways. Highways can either be divided or undivided roadways, with speed limits usually ranging from 40 to 55 mph. The following highways service the surrounding Arroyo Grande community. State Route 227 (SR 227) is a state highway route that runs predominantly in a north-south direction connecting the City of San Luis Obispo and the City of Arroyo Grande. SR 227 has a general two-lane highway type cross-section through most segments. SR 227 represents a significant parallel commuter route to US 101, as well as a recreational travel route serving the City of Arroyo Grande. Item 8.b - Page 371 Fair Oaks AvenueJames WayOak Park BoulevardElm StreetThe PikeHalcyon RoadEl Camino RealValley RoadFair Oaks AvenueEast Grand AvenueWestBranchStreetHuasna RdRodeoDriveFarroll AvenueTallyHoRoadAsh StreetRanchoParkwayTrafficW ayCorbettCanyonRoadEast Branch StreetBranchMillRoadBrisco RoadCourtland StreetCaminoMercadoEast Cherry AvenueCarpenter Canyon Road£¤101£¤10112272271227FIGURE 1.20 0.1 0.2 0.3 0.4 0.5MilesProject No.Revision No.411144936Date11/02/2020CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORTMap Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California V FIPS 0405 FeetPaper Size ANSI AoData source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community.Created by: rsouthernN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG1.2_RoadClassification.mxdPrint date: 02 Nov 2020 - 15:04LegendCity LimitsUS 101Sphere of Influence4-Lane (Primary)Arterial2-Lane Arterial Collector Residential Collector RoadsState Routes andHighwaysROADWAY FUNCTIONALCLASSIFICATIONItem 8.b - Page 372 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 9 1.3.3 Arterial Streets Arterial facilities serve to connect areas of major activity within the urban area and function primarily to distribute cross-town traffic from freeways / highways to collector streets. The City’s Standard Specifications and Engineering Standards define two categories: Primary Arterials and Arterials. Primary Arterials feature four lanes with a turn lane, and Arterials feature two lanes with a turn lane. Within the City, arterial streets are mostly two-lane facilities with maximum operating speeds ranging from 30 to 45 mph. In addition, arterial facilities generally have limited access to adjacent land uses. The following arterials are identified in the City’s General Plan circulation system. East Branch Street extends Grand Avenue to the east and serves as the City’s main downtown commercial thoroughfare as well as a commuter connection between US 101 and SR 227. The duality of purpose of this three-lane arterial road with on-street parking does create safety and capacity concerns. The high volume of traffic (18,500 ADT) at times conflicts with the community’s desire to have a pedestrian-friendly downtown. Elm Street is a two-to-four-lane arterial road that runs north-south between State Route 1 (SR 1) in the south, and Brighton Avenue in the north. The four-lane portion of Elm Street is located between Ash Street and Grand Avenue. Fair Oaks Avenue is a two-to-four-lane arterial road that provides important east-west connectivity across US 101 in the southern portion of the City. It extends from Traffic Way in the east to Elm Street in the west. East of Valley Road, Fair Oaks Avenue is not built to full arterial facility design standards. Grand Avenue is a four-to-five-lane east-west Primary arterial through and within the City (two travel lanes per direction with a two-way left-turn median lane along several segments within the City). West of the City of Arroyo Grande, Grand Avenue extends into the City of Grover Beach and extends further west to the coastline. East of the full-access interchange with US 101, Grand Avenue becomes East Branch Street, which extends further east to Corbett Canyon Road and SR 227. Grand Avenue represents one of the “gateway” routes for recreational travelers headed westwards from US 101 to the Pacific coastline. Halcyon Road is a two-to-four-lane north-south arterial road that connects between US 101 in the City of Arroyo Grande and State Route 1 (SR 1) in the Halcyon area located to the south of the City, with the southernmost terminus at Zenon Way. Between Grand Avenue and Fair Oaks Avenue, Halcyon Road is a four-lane primary arterial road. Halcyon Road, in conjunction with Brisco Road and El Camino Real, forms a full-access interchange with US 101, just north of the US 101/Grand Avenue interchange. Oak Park Boulevard is two-to-five-lane north-south arterial road that runs along the northwestern City limit line, defining Arroyo Grande’s boundary with the adjace nt Cities of Grover Beach and Pismo Beach. Oak Park Boulevard forms a full-access interchange with US 101, and extends south of US 101 as a four-lane primary arterial into the City of Grover Beach, continuing south beyond The Pike as 22nd Street. North of the City of Arroyo Grande, Oak Park Boulevard forks into Old Oak Park Road, which extends north into County lands, and Noyes Road, which extends in a northeasterly direction to connect with SR 227. Item 8.b - Page 373 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 10 Traffic Way is a two-to-four-lane arterial road serving local commercial developments. It extends from East Branch Street (SR 227) in the north and terminates into ramp junctions with US 101 to the south. Valley Road is a two-lane arterial road that extends south from Fair Oaks Avenue, connecting to State Route 1 (SR 1) south of the City limits. West Branch Street is a two-lane arterial road, and also a frontage road east of US 101 with both commercial and residential frontage. It extends from Oak Park Boulevard to West Branch Street , and provides important circulation and commercial accessibility east of the freeway. 1.3.4 Collectors Collectors function as connector routes between local and arterial streets and provide access to residential, commercial, and industrial property. The City’s Standard Specifications and Engineering Standards define two categories: Collectors and Residential Collectors. Collectors feature turn lanes at intersections and may feature a two-way left turn lane (TWLTL), while residential collectors do not have turn lanes. James Way is a predominantly-east-west two-lane road serving as a residential collector between Oak Park Boulevard and Tally Ho Road. Printz Road is a predominantly-east-west two-lane collector that runs just north of the City’s northern limits. Printz Road connects between SR 227 and Noyes Road, and provides access for several small local roads. The Pike is a two-lane east-west collector. It runs between 13th Street and Halcyon Road. A portion of The Pike runs adjacent to part of the southern City lim its. Rancho Parkway is a two-lane north-south collector that runs between West Branch Street and James Way. Rancho Parkway provides access to the large shopping centers along W Branch Street, including the Walmart, and residential areas north. Ash Street, Branch Mill Road, Brisco Road, Courtland Street, East Cherry Avenue, El Camino Mercado, Farroll Avenue, Huasna Road, Mason Street, North Corbett Canyon Road, Rodeo Drive, and Tally Ho Road are other important roadways serving Residential Collector functions within the City. 1.3.5 Local Streets Local streets provide direct access to abutting properties and allow for localized movement of traffic. Local streets are characterized by low daily traffic volumes and low travel speeds. All roadways not identified in the Roadway Functional Classifications map (Figure 1.2) as freeways, highways, arterials, or collectors are designated as local streets. Item 8.b - Page 374 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 11 2. Technical Analysis Methodologies and Parameters The following section outlines the analysis parameters and methodologies that will be used to quantify the measures of circulation system effectiveness. 2.1 Vehicle Miles Traveled (VMT) SB 743 was signed into law in 2013, with the intent to better align CEQA practices with statewide sustainability goals related to infill development, active transportation, and greenhouse gas (GHG) emissions. SB 743 required the Governor’s Office of Planning and Research (OPR) to identify n ew metrics for identifying and mitigating transportation impacts within CEQA. Among the changes to the State CEQA Guidelines was removal of vehicle delay and Level of Service (LOS) from consideration as environmental impacts under CEQA. For land use projects, OPR identified Vehicle Miles Traveled (VMT) per capita (for residential), VMT per employee (for office), and net VMT (for retail) as new metrics for transportation analysis. For transportation projects, lead agencies for roadway capacity projects have discretion, consistent with CEQA and planning requirements, to choose which methodology to use to evaluate transportation impacts. 2.1.1 VMT Methodologies Various methodologies are currently available to calculate VMT. Travel demand models, sketch models or planning tools, spreadsheet models, research, and data can all be used to calculate and estimate VMT. GHD is investigating local VMT further and will update this section based on the results of additional analysis and validation. Boundary-Based and Project-Based VMT Not all VMT is measured equally, and not all models are equally equipped to assess VMT. Boundary-based VMT is calculated by multiplying traffic volumes on all roadway segments in a study area by each segment’s length. This type of VMT is easily c alculated, but is not adequate for CEQA analysis under SB 743. Project-based (or tour-based) VMT is more challenging to calculate, as it requires estimating or measuring the length of individual trips by purpose, where trips cross study area and jurisdictional boundaries. SB 743 generally requires project-based VMT to be estimated, since boundary-based VMT approaches do not account for the full lengths of trips that leave a particular study area (whether that be a City, County, or State). For this reason, regional travel demand models, “big data”, and household travel surveys that are not limited by local jurisdictional boundaries are the preferred tools to estimate VMT under SB 743. Published Data The San Luis Obispo Council of Governments’ Staff Report dated October 2, 2019 states baseline and recommended VMT for incorporated Cities and County communities, based on the regional Travel Demand Model. This information is presented below. Item 8.b - Page 375 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 12  The Baseline Regional VMT per capita (SLOCOG 2018 results) is 13.43 o Recommended threshold is 15% below baseline at 11.42  The Baseline Regional VMT per employee (SLOCOG 2018 results) is 8.59 o Recommended threshold is at 15% below baseline at 7.3  No baseline or threshold set for Retail.  The Staff Report shows an average daily VMT per capita for Arroyo Grande of approximately 9.5 for residents, and 7 for employees. 2.1.2 VMT Policies With the adopted CEQA Guidelines (revised, January 20, 2016), transportation impacts are to be evaluated based on a project’s effect on vehicle miles travell ed (VMT). The new guidelines became effective statewide on July 1, 2020. GHD has assisted the City in establishing a VMT Policy, which the City has adopted on September 8, 2020, and establishes the thresholds of significance and screening criteria for VMT. Per the City’s Policy, and consistent with OPR’s Technical Advisory on Evaluating Transportation Impacts in CEQA, the target for VMT reduction is 15% below baseline for residential and office projects, and no net increase in total regional VMT for retail, industrial, and other projects. The City’s baseline VMT and significance thresholds are listed below.  Baseline Residential VMT per capita: 20.2 o 15% reduction in baseline VMT per capita: 17.2  Baseline Office VMT per employee: 14.0 o 15% reduction in baseline VMT per employee: 11.9  Retail, Industrial, & Other: No Net increase in total regional VMT  Mixed-Use: Evaluate components independently considering internal capture, and compare to the corresponding threshold. Alternatively, analyze only the project’s the dominant use.  Redevelopment: If a project leads to a net overall increase in VMT, then the thresholds above apply.  A general plan, area plan, or community plan may have a significant impact on transportation if proposed new residential, office, or retail land uses would in aggregate exceed the respective thresholds recommended above. Screening Criteria The City has also identified screening thresholds for projects that are presumed to be less than significant impact. The following are examples (not inclusive) of land use and transportation projects that are identified exempt by OPR, therefore should not require VMT analysis: A) Small Projects – less than 110 vehicle trips per day B) Projects that are within ½ mile of a transit stop at the intersection of two transit routes with 15 minute headways or less, unless the project: Item 8.b - Page 376 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 13 i) Has floor-area-ratio of less than 0.75; ii) Includes more parking than required by the City’s zoning code; iii) Is inconsistent with the region’s Sustainable Communities Strategy, City Zoning Code, or City Land Use Policies, including the City’s General Plan or any applicable Specific Plan ; or iv) Replaces affordable housing with a smaller number of moderate- or high-income residential units. C) Local-serving retail projects, which are generally defined as projects within the City that are less than 50,000 square feet in size. The determination of whether a retail project is local- serving or regional-serving shall be made by City staff on a case by case basis to determine whether they are likely to attract regional trips. For instance, auto dealerships and specialty retailers may propose less than 50,000 square feet of retail space but be de emed regionally serving. D) Transportation projects that are expected to reduce or have no impact on VMT will not require a quantitative analysis. These projects include, but are not limited to, road diets, roundabouts, roadway rehabilitation and maintenance, safety improvements that do not substantially increase auto capacity, installation or reconfiguration of lanes not for through traffic, timing of traffic signals, removal of on-street parking, addition or enhancement of pedestrian, bicycle and transit facilities and services. 2.2 Level of Service & Traffic Operations Although VMT will be used to determine CEQA transportation impacts, the City intends, by policy, to continue to use Level of Service as a metric to evaluate traffic operations to assess need, type, and timing of transportation improvements. Traffic operations were quantified through the determination of "Level of Service" (LOS). Level of Service is a qualitative measure of traffic operating conditions, whereby a letter grade "A" through "F" is assigned to an intersection, or roadway segment, representing progressively worsening traffic conditions. LOS "A" represents free-flow operating conditions and LOS "F" represents over-capacity conditions. Levels of Servic e was calculated for all intersection control types, and freeway ramp merge and diverge sections using the methods documented in the Transportation Research Board Publication Highway Capacity Manual, Sixth Edition, A Guide for Multimodal Mobility Analysis, 2016 (HCM 6). 2.2.1 Intersection Operations The Synchro 10 (Trafficware) software program was used to implement the HCM 6 analysis methodologies for signalized and stop-controlled intersections. Intersection Level of Service (LOS) was calculated for all control types using the methods documented in HCM 6, excluding the clustered intersections and locations with non-NEMA-standard phasing, due to limitations within HCM 6 methodology. The specific locations include the Brisco Road / US 101 partial interchange and Brisco / El Camino Real, which used Synchro Timing methodology to determine intersection Item 8.b - Page 377 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 14 delay. For signalized or all-way stop-controlled (AWSC) intersections, an LOS determination is based on the calculated averaged delay for all approaches and movements. For two-way or side- street stop controlled (TWSC) intersections, an LOS determination is based upon the calculated average delay for all movements of the worst performing approach. The vehicular -based LOS criteria for different types of intersection contro ls are presented in Table 2.1. 2.2.2 Traffic Signal Warrant Analysis A supplemental traffic signal “warrant” analysis was completed. The term “signal warrants” refers to the list of established criteria used by Caltrans and other public agencies to quantitatively justify or ascertain the need for installation of a traffic signal at an otherwise unsignalized intersection. This study employed the signal warrant criteria presented in the latest edition of the 2014 California Manual on Uniform Traffic Control Devices (2014 CA MUTCD, Revision 5). The signal warrant criteria are based upon several factors including volume of vehicular and pedestrian traffic, frequency of accidents, location of school areas etc. The CA MUTCD indicates that the installation of a traffic signal should be considered if one or more of the signal warrants are met. The ultimate decision to signalize an intersection should be determined after careful analysis of all intersection and area characteristics. This traffic operations analysis specifically utilized the Peak -Hour-Volume based Warrant 3 as one representative type of traffic signal warrant analysis. Signal warrant analyses were only conducted for non-signalized intersections which are projected to operate beyond the LOS thresholds. Section 3.1 of this Report further discusses which intersections are evaluated for the peak hour signal warrant. The Signal Warrant analysis worksheets are provided in Appendix C. Item 8.b - Page 378 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 15 Table 2.1 Level of Service (LOS) Criteria for Intersections Level of Service Type of Flow Delay Maneuverability Stopped Delay/Vehicle (sec) Signalized Un- signalized A Stable Flow Very slight delay. Progression is very favorable, with most vehicles arriving during the green phase not stopping at all. Turning movements are easily made, and nearly all drivers find freedom of operation. ≤10.0 ≤10.0 B Stable Flow Good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. Vehicle platoons are formed. Many drivers begin to feel somewhat restricted within groups of vehicles. >10.0 >10.0 and and ≤20.0 ≤15.0 C Stable Flow Higher delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, although many still pass through the intersection without stopping. Back-ups may develop behind turning vehicles. Most drivers feel somewhat restricted >20.0 >15.0 and and ≤35.0 ≤25.0 D Approaching Unstable Flow The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high volume-to-capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. Maneuverability is severely limited during short periods due to temporary back-ups. >35.0 >25.0 and and ≤55.0 ≤35.0 E Unstable Flow Generally considered to be the limit of acceptable delay. Indicative of poor progression, long cycle lengths, and high volume-to-capacity ratios. Individual cycle failures are frequent occurrences. There are typically long queues of vehicles waiting upstream of the intersection. >55.0 >35.0 and and ≤80.0 ≤50.0 F Forced Flow Generally considered to be unacceptable to most drivers. Often occurs with over saturation. May also occur at high volume-to-capacity ratios. There are many individual cycle failures. Poor progression and long cycle lengths may also be major contributing factors. Jammed conditions. Back-ups from other locations restrict or prevent movement. Volumes may vary widely, depending principally on the downstream back-up conditions. >80.0 >50.0 Source: Highway Capacity Manual Sixth Edition, A Guide for Multimodal Mobility Analysis, 2016 (HCM 6) Item 8.b - Page 379 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 16 2.2.3 Roadway Segment Operations Existing roadway LOS was determined on a daily basis with counts collected on weekdays in November, 2019. The LOS for 37 roadway segments throughout Arroyo Grande were established using the capacities in Table 2.2 Table 2.2 Roadway Segment ADT Operational Thresholds Note: All volumes are approximate and assume ideal roadway characteristics. Actual threshold volumes for each Level of Service listed above may vary depending on a variety of factors including (but not limited to) roadway curvature and grade, intersection or interchange spacing, driveway spacing, percentage of trucks and other heavy vehicles, travel lane widths, signal timing characteristics, on-street parking, volume of cross traffic and pedestrians, etc. 2.2.4 Technical Analysis Parameters This evaluation of Existing conditions incorporates appropriate heavy vehicle adjustment factors, peak hour factors, and signal lost time factors and reports the resulting operational analysis as estimated using the HCM 6 based analysis methodologies. Table 2.3 presents the technical parameters that were utilized for the evaluation of the study intersections and ramp segments for the analysis scenarios. All parameters not listed should be assumed as default values or calculated based on parameters listed. Table 2.3 Technical Analysis Parameters Technical Parameter Assumption 1 Intersection Peak Hour Factor Based on counts, intersection overall 2 Intersection Heavy Vehicle % Based on counts, intersection overall, minimum 2% 3 Pedestrian & Bicycle Volumes Based on counts 4 Grades 2% or less, level terrain 5 Signal Timings Based on Caltrans and City signal timing plans 2.2.5 Level of Service Policies City of Arroyo Grande The City of Arroyo Grande’s current LOS policy is identified in the General Plan Circulation Element (October 2001), and specifies the following minimum LOS standards for all streets and intersections within the City’s jurisdiction: CT2. Attain and maintain Level of Service (LOS)’C’ or better on all streets and controlled intersections. A B C D E Four Lane Freeway 28,000 43,200 61,600 74,400 80,000 Two Lane Highway 2,400 4,800 7,900 13,500 22,900 Four Lane (With Turning Lane) Arterial 22,000 25,000 29,000 33,000 36,000 Four Lane (No Turning Lane) Arterial 18,000 21,000 24,000 27,000 30,000 Two Lane (With Turning Lane) Arterial 11,000 12,500 14,500 16,500 18,000 Two Lane (No Turning Lane) Arterial 9,000 10,500 12,000 13,500 15,000 Two Lane Collector 6,000 7,500 9,000 10,500 12,000 Roadway Type Average Daily Traffic (ADT) – Total of Both Directions Item 8.b - Page 380 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 17 CT2-1 Where deficiencies exist, mitigate to an LOS ‘D’ at a minimum and plan improvement to achieve LOS ‘C’ (Los ‘E’ or ‘F’ unacceptable = significant adverse impact unless Statement of Overriding Considerations or CEQA Findings approved). The design and funding for such planned improvements shall be sufficiently definite to enable construction within a reasonable period of time. Based on the current City policy, LOS C will be utilized as the acceptable threshold for the evaluation of intersection and roadway operations in this report . It should be noted however, as part of the update to the Circulation Element, the City is proposing to change the LOS policy to the following: CT3. Strive to attain and maintain automobile Level of Service LOS ‘D’ or better on all street segments and controlled intersections. CT3-1. New development that is projected to degrade conditions to a LOS E or below or further exacerbate conditions already below LOS D should be conditioned to make transportation improvements that offset the level degradation. Improvements to non - automobile modes of transportation at the same segment or intersection may also be considered as an offset to degradation of automobile LOS. If the City decides to adopt this change in LOS policy to LOS D as the threshold, this will change the findings of deficient locations identified within this report. 2.3 Bicycle Level of Traffic Stress Bicycle operations are quantified through a determination of “Level of Traffic Stress” (LTS). LTS must be calculated for roadway segments and intersections using the methods documented in the paper, Low Stress Bicycling and Network Connectivity, Mineta Transportation Institute, Report 11- 19, May 2012. Bicycle LTS quantifies the stress level of a given roadway segment by considering a variety of criteria, including street width (number of lanes), speed limit or prevailing speed, presence and width of bike lanes, and the presence and width of parking lanes. Bicycle LTS is a suitability rating system of the safety, comfort, and convenience of transportation facilities from the perspective of the user. Moreover, the methodology allows planning practitioners to assess gaps in connectivity that may discourage active users from traversing roadways. Bicycle LTS scores roadway facilities into one of four classifications or ratings for measuring the effects of traffic-based stress on bicycle riders, with 1 being the lowest stress or most comfortable, and 4 being the highest stress or least comfortable. Generally, LTS score of 1 indicates the facility provides a traffic stress tolerable by most children and less experienced riders, such as multi-use paths that are separated from motorized traffic. An LTS score of 4 indicates a stress level tolerable by only the most experienced cyclists who are comfortable with high-volume and high-speed, mixed traffic environments. The figure below presents the four scoring classifications, subsequent tables show the criteria associated with determining the LTS score. Figure 2.1 Bicycle Level of Traffic Stress (LTS) Definitions Item 8.b - Page 381 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 18 2.3.1 Bicycle LTS Criteria The Bicycle LTS methodology is comprised of three scoring categories: roadway segments, intersection approaches where right turn lanes exist, and unsignalized intersection crossings. The Bicycle LTS scoring criteria for intersection approaches where right turn lanes exist, for roadway segments with mixed traffic, and for roadway segments where bike lanes exist are provided in the Tables below. Table 2.4 LTS Criteria for Intersection Approaches with Right Turn Lanes Right-turn Lane Configuration Right-turn lane length (ft) Bike Lane Approach Alignment2 Vehicle Turning Speed (mph)3 LTS Score With Pocket Bike Lane Single ≤ 150 Straight ≤ 15 LTS 2 Single >150 Straight ≤ 20 LTS 3 Single Any Left ≤ 15 LTS 3 Single1 or Dual Exclusive/ Shared Any Any Any LTS 4 Without a Pocket Bike Lane Single ≤ 75 ≤ 15 (no effect on LTS) Single 75-150 ≤ 15 LTS 3 Otherwise LTS 4 1 Any other single right turn lane configuration not shown above. 2 The right turn criteria are based on whether the bike lane stays straight or shifts to the left. 3 This is vehicle speed at the corner, not the speed crossing the bike lane. Corner r adius can also be used as a proxy for turning speeds. 4 There is no effect on LTS if the bikeway is physically separated from traffic, as on a shared -use path. Item 8.b - Page 382 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 19 Table 2.5 LTS Criteria for Mixed Traffic Street Width Speed Limit 2-3 lanes 4-5 lanes 6+ lanes Up to 25 mph LTS 1 or 21 LTS 3 LTS 4 30 mph LTS 2 or 31 LTS 4 LTS 4 35+ mph LTS 4 LTS 4 LTS 4 1Use lower value for streets without marked centerlines or classified as residential and with fewer than 3 lanes; use higher value otherwise. Table 2.6 LTS Criteria for Bike Lanes Lane Factor LTS Score LTS 1 LTS 2 LTS 3 LTS 4 Alongside a Parking Lane Street width (through lanes per direction) 1 (no effect) 2 or more (no effect) Sum of bike lane and parking lane width (includes marked buffer and paved gutter) 15 ft. or more 14 or 14.5 ft.2 13.5 ft. or less (no effect) Speed limit or prevailing speed 25 mph or less 30 mph 35 mph 40 mph or more Bike lane blockage (typically applies in commercial areas) rare (no effect) frequent (no effect) Not Alongside a Parking Lane Street width (through lanes per direction) 1 2, if directions are separated by a raised median more than 2, or 2 without a separating median (no effect) Bike Lane Width (includes marked buffer and paved gutter) 6 ft. or more 5.5 ft. or less (no effect) (no effect) Speed limit or prevailing speed 30 mph or less (no effect) 35 mph 40 mph or more Bike lane blockage (typically applies in commercial areas) rare (no effect) frequent (no effect) Note: 1 (no effect) = factor does not trigger an increase to this level of traffic stress. 2 If speed limit < 25 mph or Class = residential, then any width is acceptable for LTS 2. 2.3.2 Bicycle LTS Policy As part of the update to the Circulation Element, the City is proposing to adopt the following Policy related to thresholds for Bicycle LTS: Item 8.b - Page 383 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 20 Inconsistency Criteria: Project causes bicycle level of traffic stress to exceed or exacerbates approaches or crossings that already exceed LTS 3 at intersections with Class II or Class III facilities. Inconsistency Criteria: Project causes bicycle level of traffic stress to exceed or exacerbates segments that already exceed LTS 3 on Class II or Class III routes. This Report contains the analysis of Bicycle LTS of arterial and collector roadways, and approaches of major intersections to review current bicycle connectivity throughout the City. Item 8.b - Page 384 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 21 3. Existing Traffic Operations Intersection facilities were evaluated on an AM and PM peak hour basis using peak hour turning movement counts collected on Thursday, November 14, 2019 and Thursday, November 21, 2019. These counts were collected while school was in session. The AM peak hour is defined as the one continuous hour of peak traffic flow counted between 7:00 AM and 9:00 AM, and the PM peak hour is defined as the one continuous hour of peak traffic flow counted between 4:00 PM and 6:00 PM under typical weekday conditions. 3.1 Existing Conditions Intersection Operations & Deficiencies Existing weekday AM and PM peak hour intersection traffic operations were quantified using existing traffic volumes, lane geometrics, and intersection controls. Figure 3.1 presents the existing lane geometrics and intersection control types that are currently in place at the study intersections. Figure 3.2 presents the existing weekday AM and PM peak hour volumes at the study intersections. Item 8.b - Page 385 Item 8.b - Page 386 Item 8.b - Page 387 Item 8.b - Page 388 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 24 Table 3.1 presents a summary of the LOS and delay (in sec/veh) at each study intersection under Existing conditions. Table 3.1 Existing Conditions Intersection Operations Delay LOS Delay LOS 1 James Way & Oak Park Blvd Signal C 29.4 C 18.6 B - 2 James Way & Rodeo Dr AWSC C 8.3 A 9.1 A - 3 James Way & Tally Ho Rd AWSC C 8.6 A 8.8 A - 4 W Branch St / US 101 NB Ramp & Oak Park Ave Signal C 8.3 A 10.6 B - 5 El Camino Real & Oak Park Ave Signal C 12.1 B 13.4 B - 6 W Branch St & Camino Mercado / US 101 NB Ramps Signal C 15.1 B 17.4 B - 7 W Branch St & Rancho Parkway Signal C 6.4 A 8.3 A - 8 W Branch St & Brisco Rd Signal C 12.0 B 22.9 C - 9 US 101 NB Ramps & Brisco Rd Signal C 41.2 D 51.6 D - 10 El Camino Real & Brisco Rd Signal C 43.8 D 51.8 D - 11 W Branch St & Rodeo Dr TWSC C 11.8 B 10.8 B - 12 El Camino Real & US 101 SB Ramps / Halcyon Rd Signal C 19.9 B 23.1 C - 13 E Grand Ave & Oak Park Blvd Signal C 16.2 B 22.9 C - 14 E Grand Ave & Courtland St Signal C 9.7 A 11.2 B - 15 E Grand Ave & Elm St Signal C 9.6 A 12.2 B - 16 E Grand Ave & Brisco Rd TWSC C 12.8 B 18.8 C - 17 E Grand Ave & Halcyon Rd Signal C 23.2 C 23.6 C - 18 E Grand Ave & El Camino Real TWSC C 50.6 F 41.1 E No 19 E Grand Ave & US 101 SB Ramps Signal C 9.7 A 13.2 B - 20 E Grand Ave & US 101 NB Ramps Signal C 11.3 B 28.0 C - 21 E Grand Ave / E Branch St & W Branch St TWSC C 104.0 F 111.5 F Yes 22 E Branch St & Wesley St / Traffic Way Signal C 17.7 B 17.1 B - 23 E Branch St & Nevada St / Bridge St TWSC C 42.8 E 23.0 C Yes 24 E Branch St & Short St none C ----- 25 E Branch St & Mason St Signal C 11.3 B 11.1 B - 26 E Branch St / Huasna Rd & Corbett Canton Rd / Stanley Ave AWSC C 21.2 C 20.3 C - 27 S Traffic Way & Traffic Way / US 101 Ramps TWSC C 11.2 B 12.8 B - 28 Fair Oaks Ave & Traffic Way Signal C 13.5 B 12.7 B - 29 Fair Oaks Ave & US 101 SB Ramp / Orchard Ave AWSC C 39.8 E 16.9 C Yes 30 Fair Oaks Ave & Valley Rd Signal C 12.2 B 8.1 A - 31 Fair Oaks Ave & Halcyon Rd Signal C 54.2 D 17.0 B - 32 Farroll Ave & Halcyon Rd TWSC C 109.0 F 37.9 E No 33 The Pike & Halcyon Rd AWSC C 22.3 C 13.3 B - #Intersection Control Type1,2 Target LOS AM Peak PM Peak Notes: 1. AWSC = All Way Stop Control; TWSC = Two Way Stop Control; RNDBT = Roundabout 2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for AWSC, 3. Warrant = Based on California MUTCD Warrant 3 4. Bold = Unacceptable Conditions 5. OVR = Delay over 300 seconds Warrant 3 Met? Item 8.b - Page 389 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 25 As presented in Table 3.1, the following study intersections operate at unacceptable LOS during the AM or PM peak hours under Existing conditions:  9 – US 101 Northbound Ramps & Brisco Road (at LOS D)  10 – El Camino Real & Brisco Road (at LOS D)  18 – East Grand Avenue & El Camino Real  21 – East Grand Avenue / East Branch Street & West Branch Street  23 – East branch Street & Nevada Street / Bridge Street  29 – Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue  31 – Fair Oaks Avenue & Halcyon Road (at LOS D)  32 – Farroll Avenue & Halcyon Road Of the locations listed above, several are unsignalized intersections that meet peak hour traffic signal warrant criteria, as follows:  21 – East Grand Avenue / East Branch Street & West Branch Street  23 – East branch Street & Nevada Street / Bridge Street  29 – Fair Oaks Avenue & US 101 Southbound Ramp / Orchard Avenue 3.2 Existing Conditions Roadway Operations New daily roadway traffic counts were taken in November 2019, two weekday counts at each location, and compared to daily roadway counts taken in May 2012. Figure 3.3 presents the existing daily roadway volumes at the study intersections. Item 8.b - Page 390 Item 8.b - Page 391 Item 8.b - Page 392 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 27 Table 3.2 presents a summary of the prior 2012 average daily traffic (ADT) and current 2019 roadway volumes and LOS at each roadway segment. Table 3.2 Existing Conditions Roadway Operations As presented in Table 3.2, all study roadway segments operate at acceptable LOS under Existing Conditions. There are no roadway segment deficiencies at 2019 count locations. 2012 #Street Segment Facility Type Past ADT Average ADT LOS 1 E. Grand Avenue west of Courtland Street Four Lane (With Turning Lane) Arterial 21,630 19,770 A 2 E. Grand Avenue east of Courtland Street Four Lane (With Turning Lane) Arterial 18,600 19,220 A 3 E. Grand Avenue west of Halcyon Road Four Lane (With Turning Lane) Arterial 18,630 15,710 A 4 E. Grand Avenue east of Halcyon Road Four Lane (With Turning Lane) Arterial 19,610 17,400 A 5 E. Grand Avenue east of US 101 NB Ramps Four Lane (With Turning Lane) Arterial 24,090 19,650 A 6 East Branch Street east of Traffic Way Two Lane (With Turning Lane) Arterial 18,490 13,700 C 7 East Branch Street east of Crown Hill Two Lane (No Turning Lane) Arterial 11,410 10,980 C 8 Huasna Road east of SR 227 Two Lane Collector 6,600 8,190 C 9 Huasna Road east of City Limits Two Lane Collector - 5,080 A 10 SR 227 south of Tally Ho Road Two Lane Highway 3,300 3,860 B 11 SR 227 south of Royal Oak Place Two Lane Highway 1,880 1,950 A 12 Corbert Canyon Road north of SR 227 Two Lane (No Turning Lane) Arterial 1,500 3,610 A 13 North Halcyon Road north of E. Grand Avenue Two Lane (No Turning Lane) Arterial 8,900 9,740 B 14 Elm Street south of E. Grand Avenue Four Lane (With Turning Lane) Arterial - 10,250 A 15 El Camino Real north of E. Grand Avenue Two Lane (With Turning Lane) Arterial - 2,310 A 16 S. Halcyon Road south of E. Grand Avenue Four Lane (No Turning Lane) Arterial 17,280 14,360 A 17 S. Halcyon Road north of Farroll Avenue Four Lane (With Turning Lane) Arterial - 12,920 A 18 S. Halcyon Road south of The Pike Two Lane (With Turning Lane) Arterial 6,700 8,530 A 19 Fair Oaks Avenue east of S. Halcyon Road Two Lane (With Turning Lane) Arterial 11,220 8,800 A 20 Fair Oaks Avenue east of Valley Road Four Lane (No Turning Lane) Arterial 8,800 11,350 A 21 Valley Road south of Fair Oaks Avenue Two Lane (No Turning Lane) Arterial 5,900 7,620 A 22 Traffic Way south of Branch Street Four Lane (No Turning Lane) Arterial 13,180 10,770 A 23 West Branch Street north of E. Grand Avenue Two Lane (With Turning Lane) Arterial 3,900 3,180 A 24 West Branch Street west of Brisco Road Four Lane (With Turning Lane) Arterial 13,900 12,810 A 25 West Branch Street east of Oak Park Boulevard Two Lane (With Turning Lane) Arterial 12,000 13,540 C 26 Rancho Pkwy. north of W. Branch Street Two Lane (With Turning Lane) Arterial 8,400 8,390 A 27 Old Oak Park north of Noyes Road Two Lane (No Turning Lane) Arterial 4,090 1,470 A 28 Noyes Road north of Old Oak Park Two Lane (No Turning Lane) Arterial 4,960 6,210 A 29 Oak Park Boulevard south of El Camino Real Four Lane (No Turning Lane) Arterial 20,400 16,060 A 30 Oak Park Boulevard south of E. Grand Avenue Four Lane (With Turning Lane) Arterial 12,490 11,030 A 31 Oak Park Boulevard north of Farroll Avenue Four Lane (With Turning Lane) Arterial 8,850 9,350 A 32 James Way west of Oak Park Boulevard Four Lane (With Turning Lane) Arterial 7,710 6,160 A 33 James Way east of Oak Park Boulevard Two Lane (No Turning Lane) Arterial 6,340 6,110 A 34 James Way west of Talley Ho Road Two Lane Collector 3,470 3,570 A 35 El Camino Real west of Brisco Road Two Lane (No Turning Lane) Arterial 4,630 4,610 A 36 Farroll Avenue east of Oak Park Street Two Lane Collector 4,820 4,850 A 37 Branch Mill Road east of E. Cherry Avenue Two Lane Collector 1,710 1,690 A 2019 Item 8.b - Page 393 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 28 3.3 Truck Routes Truck routes are intended to carry heavyweight commercial, industrial, and agricultural vehicles through and around the community with minimum disruption to local auto traffic and minimum annoyance to residential areas. The 1982 Surface Transportation Assistance Act set standards for large trucks, known as STAA trucks, and set minimum truck sizes that states must allow on t he National Network including the Interstate System and other defined routes. The US 101 highway through the City of Arroyo Grande and statewide is a National Truck Network. California State Route 1 is a California Legal Truck Network, north of City of Arroyo Grande passing through the San Luis Obispo County. The last truck route to access Arroyo Grande is SR 227. SR 227 north of Arroyo Grande is a combination of California Legal Truck Network and the California Legal Advisory Truck Route. The following list of streets is the approved Truck Routes in Arroyo Grande:  Barnett Street, from El Camino Real to East Grand Avenue  Branch Mill Road, from East Cherry Avenue to the Easterly City Limit  Brisco Road, from El Camino Real to East Grand Avenue  Corbett Canyon Road, from East Branch Street/Crown Hill to the Easterly City Limit  East Branch Street, from Highway 101 Overpass to East Branch Street/Crown Hill  East Cherry Avenue, from Traffic Way to Branch Mill Road  East Grand Avenue, from Highway 101 Overpass to the W esterly City Limit  El Camino Real, from Oak Park Boulevard to Barnett Street  Fair Oaks Avenue, from Halcyon Road to Traffic Way  Halcyon Road, from El Camino Real to the Southerly City Limit  Huasna Road, from East Branch Street/Crown Hill to the Easterly City Limit  Nelson Street, from Traffic Way to South Mason Street  Oak Park Boulevard, from El Camino Real to City Limit  South Elm Street, from East Grand Avenue to the Southerly City Limit  South Mason Street, from Nelson Street to East Branch Street  The Pike, from the Westerly City Limit to Halcyon Road  Traffic Way, from East Branch Street to Highway 101  Valley Road, from Fair Oaks Avenue to the Southerly City Limit Figure 3.4 presents a map of approved truck routes, provided by the City. Item 8.b - Page 394 FIGURE 3.4 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.4_TruckRoutes.mxdPrint date: 29 Sep 2020 - 09:46 TRUCK ROUTESItem 8.b - Page 395 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 30 3.4 Bicycle & Pedestrian Facilities The City of Arroyo Grande adopted the 2012 Bicycle & Trails Master Plan, presented in Figure 3.5. The plan includes proposed bicycle and pedestrian trails, as well as on-street bicycle facilities to complete the partial network already in place in the City and County. The plan encourages the use of walking and bicycling. The following functional classifications of bicycle facilities are utilized within this document. Class I Bike Path. Class I facilities are multi-use facilities that provide a completely separated right- of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized. Class I bikeways must be compliant with provisions of the Americans with Disabilities Act (ADA). These bikeways are intended to provide superior safety, connectivity, and recreational opportunities as compared to facilities that share right-of-way with motor vehicles. Class II Bike Lane. Class II facilities provide a striped and signed lane for one-way bicycle travel on each side of a street or highway within the paved area of a roadway. The minimum width for bike lanes ranges between four and six feet depending upon the edge of roadway conditions (curb and gutter). Bike lanes are demarcated by a six-inch white stripe, signage and pavement legends. Class III Bike Route. Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network. By law, bicycles are allowed on all roadways in California except on freeways when a suitable alternate route exists. However, Class III bikeways serve to identify roads that are more suitable for bicycles. Shared Roadway. (No Bikeway Designation). A roadway that permits bicycle use but is not officially designated as a bikeway. This generally occurs in rural areas by touring bicyclists and recreation. In some instances, entire street systems may be fully adequate for safe and efficient bicycle travel, where signing and pavement marking for bicycle use may be unnecessary. In other cases, prior to designation as a bikeway, routes may need improvements for bicycle travel. Class IV Separated Bikeways. Known as separated bikeways or cycle tracks, Class IV bikeways provide a separate travel way that is designated exclusively for bicycle travel adjacent to the roadway and are protected from vehicular traffic by physical separation. The separation may include, but is not limited to, grade separation, planters, flexible posts, inflexible posts, physical barriers, or on-street parking. The above five definitions are consistent with the California Highway Design Manual (HDM, July 2020). It is emphasized that the designation of bikeways as Class I, II,III, and IV should not be construed as a hierarchy of bikeways; that one is better than the other. Each class of bikeway has its appropriate application. Item 8.b - Page 396 FIGURE 3.5 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.5_BikeMasterPlan.mxdPrint date: 30 Sep 2020 - 08:41 2012 BICYCLE & TRAILSMASTER PLAN Item 8.b - Page 397 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 32 In addition, the American Association of State Highway and Transportation Officials “Guide for the Development of Bicycle Facilities” (2012) and National Association of City Transportation Officials “Urban Bikeway Design Guide” are used as resources to identify the following bicycle facilities. Bicycle Boulevard. Bicycle Boulevards are streets where the following conditions are created in order to prioritize bicycle safety and optimize through travel for bicycles rather than automobiles:  Slow traffic speed and low volume.  Use of diverters and roundabouts to discourage through and non-local motor vehicle traffic.  Improved travel for bicyclists by assigning the right-of-way priority to the bicycle boulevard at intersections with other roads wherever possible.  Traffic controls that help bicyclists cross major arterial roads.  Signage and street design that encourages use by bicyclists and informs motorists that the roadway is a priority route for bicyclists. Bicycle boulevards use a variety of traffic calming elements to achieve a safe environment. For instance, diverters with bicycle cut-outs allow cyclists to continue to the next block, but discourage through traffic by motor vehicles. Typically, these modifications will also ca lm traffic and improve pedestrian safety as well as encourage bicycling. Bicycle Boulevards are generally applicable to local roadways. Buffered Bike Lanes. Buffered bike lanes are conventional bicycle lanes (Class II) paired with a designated buffer space separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. A buffered bike lane is allowed as per MUTCD guidelines for buffered preferential lanes (section 3D-01). Buffered bike lanes provide space between bicyclists and the traveled way, allow room for bicyclists to pass without encroaching into the vehicle travel lane, and can be used to provide a buffer between on-street parking and the bike lane. Buffered bike lanes are ideal for streets with extra lanes or extra lane width, and along roadways with higher travel speeds, higher traffic, and truck volume. Green Colored Bike Facilities may be installed within bicycle lanes or the extension of the bicycle lane through an intersection or transition trough a conflict area as a supplement to bike lane markings. The Federal Highway Administration has issued an Interim Approval (IA-14) on April 15, 2011 for the optional use of green colored pavement for marked bicycle lanes.) Bike Boxes designate an area for bicyclists to queue in front of automobiles, but behind the crosswalk at signalized intersections. Bike boxes provide cyclists a safe way to be visible to motorists by getting ahead of the queue during the red signal phase, and they reduce vehicle incursion into crosswalks. Bike Boxes also improve safety for conflicts with right-turning vehicles when the traffic signal turns green. Bike boxes can be utilized to facilitate left turn positioning and gives priority to cyclists. Shared Lane Markings (“Sharrows”) help remind motorists that bicyclists are allowed to use the full lane and remind bicyclists to avoid riding too close to parked cars for safety. The shared lane markings help bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and Item 8.b - Page 398 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 33 a bicycle to travel side by side within the same traffic lane. These markings are primarily recommended on low-speed streets. 3.5 Existing Bicycle & Pedestrian Facility Conditions The current bicycle and trail network consists mainly of on-street facilities that are identified as Class II and Class III bikeways. The city also has short segments of off-street trails typically consisting of soft surface (decomposed granite) materials. The trails are typically situated in open space along a creek tributary. The two exceptions are trails located along Equestrian Way and Grace Lane which are decomposed granite paths located behind the curb. These do not meet Class I Bike Path standards (10-foot paved path with 2-foot shoulders, or 12-foot paved path). Figure 3.6 presents the existing sidewalk inventory, provided by the City. There are gaps in the sidewalk network; a Pedestrian Safety Review conducted by ITS Berkeley in 2010 and the Draft Halcyon Road Complete Streets Plan identifies some areas where there are opportunities for improvement. The ITS study focused on key intersections throughout the City and suggested recommendations that could improve the pedestrian safety crossing large streets with many lanes of traffic. The Draft Halcyon Road Complete Streets Plan focused on multimodal improvements along the Halcyon Road corridor, connecting Arroyo Grande Hospital, residences, and the elementary school. Locations near and between residences, schools, parks, retail centers, and City services should provide adequate sidewalks and marked crossings. Figure 3.7 presents the existing bikeway by classification along arterial and collector roadways throughout the City. There are gaps in the network of bicycle facilities. Arterials and collectors that are north-south roadways which do not have bicycle facilities, include portions of Elm Street, Halcyon Road, Corbett Canyon Road, Tally Ho Road, Ash Street, and Oak Park Boulevard. Arterials and collectors that are east-west roadways which do not have bicycle facilities include portions of Farroll Avenue, E. Grand Avenue, E. Branch Street, and E. Cherry Avenue. Subsequent Bicycle LTS analysis is included. Safe, convenient, and continuous access needs to be provided along major routes throughout the City for active transportation modes. As part of this Circulation Element update, roadway facilities will be identified where it is possible to modify the existing cross-section and increase the active transportation components for pedestrians and bicyclists. Included in the proposed Draft Circulation Element Policies are requirements to prepare a Pedestrian Master Plan and update the existing Bicycle and Trails Master Plan. It is proposed for the bicycle portion of the plan that an assessment of bicycle Level of Traffic Stress (LTS) will be required to specifically evaluate the performance of the existing bicycle system and to help identify bicycle facility improvements. Item 8.b - Page 399 FIGURE 3.6 Project No.Revision No.-11144936 Date 09/29/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Paper Size ANSI A Data source: City of Arroyo Grande. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.6_SidewalkInventory.mxdPrint date: 29 Sep 2020 - 10:33 SIDEWALK INVENTORYItem 8.b - Page 400 Fair Oaks AvenueJames Way R o deoDriveEl Ca m i n o R e a lOak Park BoulevardAsh Street The Pike V alleyRoadElm StreetBranch Mill Ro adFarroll AvenueBrisco RoadRancho ParkwayTallyHoRoadE a s t B r a n c h StreetEast Grand Avenue Halcyon RoadWest Br a n c h S t r e e t Cherry AvenueTraf f i c W a y Courtland Street£¤101 £¤101 FIGURE 3.7 0 0.1 0.2 0.3 0.4 Miles Project No.Revision No.-11144936 Date 09/28/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Map Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California V FIPS 0405 Feet Paper Size ANSI A o Data source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.7_AGExBikeways.mxdPrint date: 29 Sep 2020 - 11:47 Legend US 101 City Limits Roads Bike Facility Class I Class II Class III Gap Bike Lane Gap Directional Gap Directional Gap Bike Lane Fading Severe Bike LaneFading EXISTING BIKEWAYSAND GAPS MAPItem 8.b - Page 401 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 36 3.5.1 Bicycle Level of Traffic Stress (LTS) Analysis Mineta Transportation Institute criteria was applied to roadway segments with bike lanes (with and without on-street parking) and roadway segments without bike lanes (mixed traffic segments) to determine existing Bicycle Level of Traffic Stress, presented in Figure 3.8. As shown, the majority of segments along major roads (arterials and collectors) within the City of Arroyo Grande can be considered high stress (LTS 3 or 4). Even with the presence of bike lanes, the high stress nature of roadway segments within the City are primarily due to roadway speed limits of 35 miles per hour or greater, and roadways with three or more total travel lanes. For those roadways with speed limits lower than 35 mph, lack of adequate bike lane striping or physical separation between cyclists and vehicles (i.e., buffers) results in high stress conditions. In addition, lack of adequate bicycle protection (i.e., bike pockets) at intersections with lengthy vehicle right turn pockets, or gaps in bike lane striping at intersection approaches, result in high stress conditions at all intersections along major roads within the City of Arroyo Grande. Other factors were noted as contributing to high stress conditions, including quality and condition of existing bike lane striping and gaps in striping along segments on either side of the roadway. Segments with significant bike lane striping fading along existing Class II bicycle routes were noted at the following locations:  West Branch Street between Oak Park Boulevard and Camino Mercado  El Camino Real between Hillcrest Drive and Brisco Road  Oak Park Boulevard Between Ash Street and The Pike  The Pick between Oak Park Boulevard and Elm Street  Valley Road between Fair Oaks Avenue and Castillo Del Mar Major gaps along existing Class II bicycle routes (i.e., roadway segments with incomplete bike lanes, or bike lanes only in one direction) occur at the following locations:  East Grand Avenue: eastbound approach at Halcyon Road  East Grand Avenue: between Elm Street and Grande Foods Market  Traffic Way: northbound segment between Nelson Street and Bridge Street  Oak Park Boulevard: southbound segment between Farroll Road and The Pike  Oak Park Boulevard: southbound between Manhattan Avenue and Ash Street  Fair Oaks Avenue: westbound segment between California Street and Traffic Way Vehicle on-street parking is also a contributor to high stress conditions for cyclists, and is allowed on the majority of the City’s arterials and collectors. LTS inputs and scores are provided in Appendix D. Item 8.b - Page 402 Fair Oaks AvenueJames Way R o deoDriveEl Ca m i n o R e a lOak Park BoulevardAsh Street The Pike V alleyRoadElm StreetBranch Mill Ro adFarroll AvenueBrisco RoadRancho ParkwayTallyHoRoadE a s t B r a n c h StreetEast Grand Avenue Halcyon RoadWest Br a n c h S t r e e t Cherry AvenueTraf f i c W a y Courtland Street£¤101 £¤101 FIGURE 3.8 0 0.1 0.2 0.3 0.4 Miles Project No.Revision No.-11144936 Date 09/28/2020 CITY OF ARROYO GRANDECIRCULATION ELEMENT UPDATEBACKGROUND REPORT Map Projection: Lambert Conformal ConicHorizontal Datum: North American 1983Grid: NAD 1983 StatePlane California V FIPS 0405 Feet Paper Size ANSI A o Data source: Esri, HERE, Garmin, (c) OpenStreetMap contributors, and the GIS user community. Created by: mclarkN:\US\Roseville\Projects\Legacy\PRJ\1584\G1584\2020\Maps\Deliverables\1584_FIG3.8_AGBikeLTS_rev2.mxdPrint date: 30 Sep 2020 - 08:36 Legend LTS 1 (Low Stress) 2 (Low-MediumStress) 3 (Medium-HighStress) 4 (High Stress) US 101 City Limits Roads MAJOR ROADS BICYCLELEVEL OF TRAFFIC STRESS (LTS)Item 8.b - Page 403 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 38 3.6 Public Transportation The City of Arroyo Grande public transportation is provided by South County Transit (SoCoTransit), a branch of San Luis Obispo Regional Transit Authority's (SLORTA). SoCo Transit will merge with SLORTA early 2021. Routes 21, 24, 27, and 28 serve major arterial roadways in the City as shown in Figure 3.9. The Avila-Pismo Trolley (not shown on Figure) connects to SoCo Transit Routes at the Pismo Premium Outlets. All SoCo Transit Routes make stops at the Town Center/Walmart, and Ramona Gardens Park, and Routes 21 and 24 make stops at the Pismo Premium Outlets. Figure 3.9 Transit Routes Serving the City of Arroyo Grande The following Route descriptions, and the above Figure, are from the South County Transit Short- Range Transit Plan (December 23, 2019). Route 21 provides hourly service between 6:29 AM and 7:29 PM on Weekdays, 7:29 AM and 7:29 PM on Saturdays, and 7:29 AM and 6:29 PM on Sundays. The route consists of a large clockwise loop traveling south on James Way and West Branch serving Arroyo Grande, west on Grand Avenue serving Grover Beach, and north on Price Street and US 101 to complete a smaller counter-clockwise loop serving Pismo and Shell Beach. This route connects with RTA Route 10 at the top of the hour at the Pismo Beach Premium Outlets (Pismo Beach Outlets), and with Routes 24, 27, and 28 at Ramona Garden Park Transit Center in Grover Beach at 29 minutes after the hour. Route 24 provides service hourly from 6:29 AM to 7:29 PM on weekdays, 7:29 AM to 7:29 PM on Saturdays, and 7:29 AM to 6:29 PM on Sundays. This loop route serves the core of Pismo Beach, Grover Beach, and Arroyo Grande primarily in a counter -clockwise direction. It is largely aligned with Route 21, except that Route 24 adds service to downtown Arroyo Grande but does not serve Item 8.b - Page 404 GHD | Arroyo Grande Circulation Element Update | Existing Conditions Background Report | R1584RPT007.docx | Page 39 the Shell Beach area of Pismo Beach. From the Pismo Beach Outlets, the route travels northwest towards Pismo Beach circling south down Highway 1 to Ramona Garden Park Transit C enter in Grover Beach. The route then travels east on Grand Avenue, north towards Arroyo Grande, and west looping back towards the Town Center/Walmart stop before returning to the Pismo Beach Outlets. Route 27 provides hourly service from 6:03 AM to 8:13 PM on weekdays only. This route travels in clockwise direction serving Arroyo Grande, Oceano and the eastern portions of Grover Beach. This route connects with Routes 21 and 24 at Ramona Gardens at 29 minutes after the hour and with Route 28 at 32 minutes after the hour. Route 28 provides hourly service from 6:20 AM to 8:14 PM on weekdays, 7:32 AM to 8:14 PM on Saturdays, and 7:32 AM to 7:14 PM on Sundays. This route travels in a counter-clockwise direction serving the same route as Route 27 in reverse order (except for one block around Long Branch Avenue and Oak Park Boulevard). This route connects with Routes 21 and 24 at Ramona Garden Park at 29 minutes after the hour and with Route 27 at 32 minutes after the hour. Avila-Pismo Trolley runs April through September during holidays, weekends, and Fridays. Hourly service is generally provided between 10:00 AM to 6:00 PM with hours extending to 9:00 PM during June, July, and August. The trolley connects with SoCo Transit Routes 21 and 24 and RTA 10 at the Pismo Beach Outlets at the top of each hour. No fare is charged on this service. RTA Route 10 provides hourly regional service between San Luis Obispo to Santa Maria. SoCo Transit is connected to other cities by RTA Route 10. RTA Route 10 makes stops in Arroyo Grande at E. Grand Avenue at El Camino Real and El Camino Real at Halcyon Park and Ride. 3.7 Rail No commuter rail transportation (Amtrak) is currently located in the City of Arroyo Grande. The nearest Amtrak station is located in City of Grover Beach, 2.2 miles west of the City of Arroyo Grande. The primary access to the station is on W. Grand Avenue east of Highway 1. The SoCo Transit Bus Route 21 provides service to the railway station for City of Arroyo Grande. 3.8 Air Oceano County Airport is the closest airport to the City, located in the unincorporated community of Oceano in San Luis Obispo County, southwest of Arroyo Grande. The SoCo Transit Bus route 21 provides service to this airport for City of Arroyo Grande. The airport is mainly used for recreational activities and is accessible by Highway 1 via W. Grand Avenue. The San Luis Obispo County Regional Airport, also known as McChesney Field, is located in the City of San Luis Obispo about 9 miles north of Arroyo Grande. It is served by two commercial airlines providing services to Dallas/Fort Worth, Denver, Los Angeles, Phoenix, San Francisco, and Seattle. It is also home to full service general aviation and corporate facilities. McChesney Field is located on the west side of SR 227, about 2 miles east of US 101. Item 8.b - Page 405 Arroyo Grande Circulation Element | Existing Conditions Background Report | R1584RPT007.docx Martin Inouye Martin.Inouye@ghd.com Todd Tregenza Todd.Tregenza@ghd.com 916.782.8688 Item 8.b - Page 406 APPENDIX B Air Quality and Greenhouse Gas Emissions Policy Consistency Tables Item 8.b - Page 407 Item 8.b - Page 408 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-1 Table B-1. Proposed General Plan Circulation Element Update Consistency with the Clean Air Plan Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures T-2B. Regional Transit Improvements. Improving transit service and facilities can attract individuals to use public transit instead of a private automobile. As transit ridership increases, roadway congestion and emissions decrease. CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-10 Alternative Improvements. Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two-stage turns, and other alternative striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT5. Ensure compatibility and complimentary relationships between the circulation system and existing and planned land uses, promoting environmental objectives such as safe and uncongested neighborhoods, energy conservation, reduction of greenhouse as, air, and noise pollution, and access bicycle, pedestrian, and transit facilities. CT5-2 Transit Oriented Development. Promote “Transit-Oriented Developments” and coordinated, compatible land use patterns by encouraging multiple family residential and special needs housing in Mixed Use Corridors, the Village Core, and near Office, Regional Commercial, Business Park, and major Community Facility areas. CT5-2.1 Work with RTA to continue to support and expand transit routes that serve regional destinations within the City like the Regional Commercial areas and the Village Core, E. Grand Avenue, and W. Branch Street missed use and commercial corridors. CT5-2.2 Work with RTA to continue to support and expand transit loops to serve Halcyon Road / Fair Oaks Boulevard, local office buildings, James Way and Rancho Parkway residential areas, and the Village Core, E. Grand Avenue, and W. Branch Street corridors. CT5-9 Travel Demand Management. Consider ways to shift travel demand away from the peak period using Transportation Demand Management (TDM) strategies, especially in situations where peak traffic problems result from a few major generators (e.g., large retail developments on highway corridor). Strategies to consider include: Consistent. The GPCEU guiding policies include numerous implementing policies designed to improve transit service and facilities. Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measure T-2B. Item 8.b - Page 409 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-2 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures (a) Requiring employer-sponsored incentives for transit, bike, or carpool use; (b) Requiring shuttle service to major events and destinations; (c) Requiring events to occur at off-peak hours; (d) Coordinating centralized TDM programs that serve multiple tenants at large shopping or office centers; and (e) Performing periodic evaluations of the City’s (and Caltrans) traffic control system with emphasis on traffic signal timing, phasing, and coordination to optimize flow along arterial corridors. CT12. Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators. In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1. The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2. Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. CT12-3 Employers. The City should encourage major employers to promote use of public transit and/or provide van/carpools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit Item 8.b - Page 410 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-3 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. CT12-5 Marketing. Encourage ridership on public transit systems through marketing and promotional efforts. Provide information to residents and employees on transit services available for local and regional trips. T-3. Bicycling and Bikeway Enhancements. This measure improves air quality in two ways. First, it supports the Voluntary Trip Reduction Program (T1C) by providing a safe and inexpensive way for employees to commute to work or school. In addition, bike infrastructure improvements will increase safety and convenience for those commuters not affected by T1C. The measure also facilitates cycling for shopping and other trip purposes. CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-10 Alternative Improvements. Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two-stage turns, and other alternative striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT5 Ensure compatibility and complimentary relationships between the circulation system and existing and planned land uses, promoting environmental objectives such as safe and uncongested neighborhoods, energy conservation, reduction of greenhouse as, air, and noise pollution, and access bicycle, pedestrian, and transit facilities. CT8 Schedule and implement the Bicycle network identified in the Bicycle Improvements Map (Figure 3-3) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Bicycle & Trails Master Plan. CT8-1 Prioritization. Promote and improve bicycle circulation facilities to serve all areas of the City as a priority system. Link with regional systems and prioritize connections with schools, parks, transit, and major public facilities. CT8-1.1. The City should strive to include implementation of planned bicycle facilities as part of its Capital Improvement Budget. CT8-2 Bicycle Network Connectivity. New development that lacks connectivity to the existing bicycle network beyond the project frontage shall be required to complete Consistent. The GPCEU guiding policies include numerous implementing policies designed to improve promote bicycle access within the community and surrounding areas. Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measure T-3. Item 8.b - Page 411 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-4 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures missing offsite gaps per the City’s Bicycle and Trails Master plan to the maximum extent feasible. Improvements maybe facilitated through reimbursement agreements. CT8-2.1 New development adjacent to planned bicycle infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure. CT8-3 Standards & Guidance. Implement the Bicycle & Trails Master Plan and proposed improvements (Figure 3-3 and 3-4) in accordance with the City’s Standard Specifications & Engineering Standards, State Engineering Standards & Specifications, and the National Association of Transportation Officials (NACTO) Urban Bikeway Design Guide. CT8-3.1. Update the City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan, to incorporate pedestrian travel, in accordance with State guidelines and industry best practices. CT8-3.2. Ensure that the future updates to the adopted Bicycle & Trails Master Plan maintains consistency with the requirements of the Streets and Highway Code in order to be eligible for further funding for improvements from the State, such as the Active Transportation Program (ATP). CT8-4 Class I Bike Path. An essential part of developing a low-stress bicycle network, these off-street paths and trails are designated for both pedestrian and bicycle use. CT8-5 Class II Bike lanes. On-Street lanes designated for bicycle use and delineated from automobile lanes by roadway markings. Where ROW permits, class II bike lanes shall be provided to the maximum extent feasible with buffers between adjacent auto lanes. When Class II bike lanes exceed LTS 3 (or operate low-stress network LTS standard), the facility shall be converted to protected Class IV bikeway or a parallel Class I to the maximum extent feasible. CT8-6 Class III Bike Route. On-street auto lanes shared by both bicycles and automobiles. In order to increase awareness and visibility of bicyclists sharing the roadway with motorized vehicles, Class III bicycle facilities shall include respective signage (Bikes May Use Full Lane) and markings such as shared lane markings (sharrows) to the maximum extent feasible. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-7 Class III Bike Boulevard. On local collectors where Class II bike lanes are not present, on local streets where LTS 3 is exceeded, Class III bike routes should be upgraded to the maximum extent feasible with features commensurate with a bicycle boulevard. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-8 Class IV Protected Bike Lanes. On-street separated bikeways reserved for use by bicyclists only, with physical separation between the bikeway, travel lanes, and sidewalks. Class IV facilities can be one-way facilities on both sides of the street or two-way facilities on one side of the street. Physical separation can include concrete curbs, landscaping, parking lanes, bollards, or other vertical elements. Item 8.b - Page 412 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-5 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures CT9. Strive to attain and maintain a bicycle Level of Traffic Stress (LTS) of 3 or better on all bicycle facilities. Strive to attain and maintain designated low-stress network. CT9-1 Designation of LTS Standards. The City shall designate and adopt context- specific LTS standards that exceed the general LTS 3 goal, including designation of a low-stress bicycle network of complimentary LTS 1 and LTS 2 facilities, as part of an Active Transportation Plan, and/or through Safe Routes to School Plan(s). CT9-2 Degradation of LTS. New development which is projected to degrade bicycle LTS below the designated standard, or further exacerbate conditions already below the standard shall be required to make transportation improvements that offset the level of degradation to the maximum extent feasible. CT10-2.1. New development adjacent to planned pedestrian infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure CT10-4 Active Transportation Plan. Expand the City’s Bicycle & Trails Master Plan into a Citywide Active Transportation Plan including pedestrian mode improvement plan and policies. CT11. Create safe and inviting environments for students, families, and staff to walk, bicycle, and use public transportation to and from school. CT11-1 Develop Safe Routes to School Plan(s). Develop a focused Safe Routes to School Plan (or Plans) for all K-12 schools in Arroyo Grande to improve safe and convenient walking and biking to school. CT11-2 Designate Low-Stress Bicycle Network. Designate a low-stress bicycle network that supports safe bicycle access to schools for all ages and abilities. A network of LTS 1 and LTS 2 facilities should be designated in the vicinity of schools when preparing and updating Safe Routes to School Plans and/or the City’s Active Transportation Plan. CT11-3 Prioritize Active Transportation Network Improvements. Prioritize the closure of gaps in the pedestrian network (sidewalks, crosswalks) and low-stress bicycle network. Seek connections and paths between homes and schools, especially where dead-end streets, cul-de-sacs, and other street patterns impede circulation. Identify, improve, and formalize “shortcuts” and “goat paths” where feasible and implement wayfinding. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. Item 8.b - Page 413 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-6 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. T-4. Park and Ride Lots. Designed to support the Trip Reduction Program, Park and Ride (P&R) lots provide a staging area for ridesharing activities CT2. Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1. Reduce VMT. Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. CT12. Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators. In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1. The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2. Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. Consistent. The GPCEU guiding policies include numerous implementing policies that support ride sharing and coordination with other agencies, such as the SLORTA and other transit operators, to promote vehicle trip reduction. Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measure T-4. Item 8.b - Page 414 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-7 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures CT12-3 Employers. The City should encourage major employers to promote use of public transit and/or provide van/carpools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. T-6. Traffic Flow Improvements. The goal of this measure is to improve the road system and infrastructure in a way that increases its efficiency, reduces emissions, and supports the other Transportation Control Measures in this Plan. Peak hour traffic management should also increase pedestrian and bicyclist safety. CT1. Schedule and implement the Circulation system identified in the Circulation Map (Circulation Element Update Figure 2-2) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Circulation Map. CT1-1 Standards. Streets shall be constructed in conformance with the City and State’s adopted Engineering Standards, Plans, and Policies that apply to each classification. Variations and modifications in Standards and planned alignments may be permitted with City Council approval or City Engineer / Public Works Director approval where delegated. CT1-1.1. Consider specific design guidelines and landscaping standards appropriate to a designated connected system of “Scenic Streets & Highways” for resident and visitor enjoyment. CT1-1.2. Update City’s Engineering Standards, Plans, and Policies to be consistent with the Proposed Standard Cross Sections shown in Table 2-2 (reference). CT1-2 Intersections. Roundabouts should be considered when evaluating new or modified intersection controls as an alternative to intersection signalization. Protected active transportation intersection elements should be considered when intersections are improved along a protected (Class I or Class IV) bikeway route. CT1-3 State Facilities. State facilities are to be designed and constructed per Caltrans design standards or as mutually approved. CT1-4 Primary Arterial Streets. 4 lanes with or without median / two-way left turn lane, access management, optional parkways, optional on-street parking, bike & pedestrian facilities per adopted plan, transit turnouts and other design features: minimum 110’ right of way. CT1-5 Arterial Streets. 2 lanes with or without median/center turn lane, optional landscaped parkways, optional on-street parking, bike and pedestrian facilities per adopted plan, some transit and other design features; minimum 86’ of right-of-way. CT1-6 Collector Streets. 2 lanes with or without turn lane; access management, bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways & on-street parking where feasible; minimum 78’ of right-of-way. Consistent. The GPCEU guiding policies include numerous implementing policies designed to reduce vehicle congestion and improve vehicle flow within the community. Additional measures have also been included to increase pedestrian and bicyclist safety. Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measure T-6. Item 8.b - Page 415 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-8 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures CT1-7 Local Collector Streets. 2 lanes without a turn lane; bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways and on-street parking where feasible; minimum 60’ right-of-way. CT1-8 Local Streets. 2 lanes, on-street parking; bike and pedestrian facilities per adopted plan, sidewalks on one or both sides, other design variables in hillside, cul- de-sac, or other special conditions; minimum 52’ right-of-way. CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-9.1. Evaluate projects to ensure that the safety, comfort, and convenience of pedestrians, bicyclists, and transit users are given an equal level of consideration to automobiles. CT1-9.2. Use roadway rehabilitation and maintenance projects as opportunities to introduce or enhance multimodal facilities and amenities by making the best use of available right of way, including narrowing travel lanes to standard dimensions, striping new or enhanced bikeways, adding or enhancing crosswalks, improving intersection markings, and other transportation “best practices.” CT1-9.3. Consider ways to increase and improve travel choices when reviewing development or transportation infrastructure projects by closing gaps in multimodal networks and enhancing the quality of multimodal facilities and amenities. CT1-9.4. Improve the existing street network to minimize nonmotorized and transit travel times and improve the mobility experience of transit, bicycle, and walking trips between new projects and surrounding land uses in an effort to reduce vehicle trips. CT1-9.5. Recognize and meet the mobility needs of pedestrians and bicyclists all skill levels and ages, persons using wheelchairs, and those with other mobility limitations. CT1-10 Alternative Improvements. Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two-stage turns, and other alternative Item 8.b - Page 416 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-9 Applicable SLOAPCD CAP Transportation Control Measures Proposed General Plan Circulation Element Update Guiding Policies Consistency with SLOAPCD CAP Transportation Control Measures striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT1-11 Auto Circulation. Provide efficient citywide automobile circulation by maintaining and, where necessary, improving local and regional roadway facilities. CT1-12 Signal Operations. Provide and maintain coordinated traffic control systems that move traffic within and through the City in an efficient and orderly manner. Upgrade systems as technology evolves. CT1-13 Safety. Maintain and periodically update a local roadway safety plan consistent with state and federal Highway Safety Improvement Program requirements. CT1-14 Access Management. Maintain and periodically update a local roadway safety plan consistent with state and federal Highway Safety Improvement Program requirements. CT2. Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1. Reduce VMT. Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. Item 8.b - Page 417 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-10 Table B-2. Proposed General Plan Circulation Element Update Consistency with the SLOCOG 2014 RTP/SCS Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies SCS 1. Improve mobility through a combination of strategies and investments to accommodate anticipated growth in transportation demand and reduce current and projected levels of congestion. CT1. Schedule and implement the Circulation system identified in the Circulation Map (Circulation Element Update Figure 2-2) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Circulation Map. CT1-1 Standards. Streets shall be constructed in conformance with the City and State’s adopted Engineering Standards, Plans, and Policies that apply to each classification. Variations and modifications in Standards and planned alignments may be permitted with City Council approval or City Engineer / Public Works Director approval where delegated. CT1-1.1. Consider specific design guidelines and landscaping standards appropriate to a designated connected system of “Scenic Streets & Highways” for resident and visitor enjoyment. CT1-1.2. Update City’s Engineering Standards, Plans, and Policies to be consistent with the Proposed Standard Cross Sections shown in Table 2-2 (reference). CT1-2 Intersections. Roundabouts should be considered when evaluating new or modified intersection controls as an alternative to intersection signalization. Protected active transportation intersection elements should be considered when intersections are improved along a protected (Class I or Class IV) bikeway route. CT1-3 State Facilities. State facilities are to be designed and constructed per Caltrans design standards or as mutually approved. CT1-4 Primary Arterial Streets. 4 lanes with or without median / two-way left turn lane, access management, optional parkways, optional on-street parking, bike & pedestrian facilities per adopted plan, transit turnouts and other design features: minimum 110’ right of way. CT1-5 Arterial Streets. 2 lanes with or without median/center turn lane, optional landscaped parkways, optional on-street parking, bike and pedestrian facilities per adopted plan, some transit and other design features; minimum 86’ of right-of-way. CT1-6 Collector Streets. 2 lanes with or without turn lane; access management, bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways & on-street parking where feasible; minimum 78’ of right-of-way. CT1-7 Local Collector Streets. 2 lanes without a turn lane; bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways and on-street parking where feasible; minimum 60’ right-of-way. CT1-8 Local Streets. 2 lanes, on-street parking; bike and pedestrian facilities per adopted plan, sidewalks on one or both sides, other design variables in hillside, cul- de-sac, or other special conditions; minimum 52’ right-of-way. CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit Consistent. The GPCEU guiding policies include numerous implementing policies and measures designed to implement transportation improvements to address existing and future planned growth. Implementation of these measures, as well as various other policies contained in the GPCEU, would support implementation of measure SCS 1. Item 8.b - Page 418 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-11 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-10 Alternative Improvements. Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two-stage turns, and other alternative striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT5 Ensure compatibility and complimentary relationships between the circulation system and existing and planned land uses, promoting environmental objectives such as safe and uncongested neighborhoods, energy conservation, reduction of greenhouse as, air, and noise pollution, and access bicycle, pedestrian, and transit facilities. CT5-2 Transit Oriented Development. Promote “Transit-Oriented Developments” and coordinated, compatible land use patterns by encouraging multiple family residential and special needs housing in Mixed Use Corridors, the Village Core, and near Office, Regional Commercial, Business Park, and major Community Facility areas. CT5-2.1 Work with RTA to continue to support and expand transit routes that serve regional destinations within the City like the Regional Commercial areas and the Village Core, E. Grand Avenue, and W. Branch Street missed use and commercial corridors. CT5-2.2 Work with RTA to continue to support and expand transit loops to serve Halcyon Road / Fair Oaks Boulevard, local office buildings, James Way and Rancho Parkway residential areas, and the Village Core, E. Grand Avenue, and W. Branch Street corridors. CT5-9 Travel Demand Management. Consider ways to shift travel demand away from the peak period using Transportation Demand Management (TDM) strategies, especially in situations where peak traffic problems result from a few major generators (e.g., large retail developments on highway corridor). Strategies to consider include: (a) Requiring employer-sponsored incentives for transit, bike, or carpool use; (b) Requiring shuttle service to major events and destinations; (c) Requiring events to occur at off-peak hours; Item 8.b - Page 419 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-12 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies (d) Coordinating centralized TDM programs that serve multiple tenants at large shopping or office centers; and (e) Performing periodic evaluations of the City’s (and Caltrans) traffic control system with emphasis on traffic signal timing, phasing, and coordination to optimize flow along arterial corridors. CT8. Schedule and implement the Bicycle network identified in the Bicycle Improvements Map (Figure 3-3) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Bicycle & Trails Master Plan. CT8-1 Prioritization. Promote and improve bicycle circulation facilities to serve all areas of the City as a priority system. Link with regional systems and prioritize connections with schools, parks, transit, and major public facilities. CT8-1.1. The City should strive to include implementation of planned bicycle facilities as part of its Capital Improvement Budget. CT8-2 Bicycle Network Connectivity. New development that lacks connectivity to the existing bicycle network beyond the project frontage shall be required to complete missing offsite gaps per the City’s Bicycle and Trails Master plan to the maximum extent feasible. Improvements maybe facilitated through reimbursement agreements. CT8-2.1. New development adjacent to planned bicycle infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure. CT8-3 Standards & Guidance. Implement the Bicycle & Trails Master Plan and proposed improvements (Figure 3-3 and Figure 3-4) in accordance with the City’s Standard Specifications & Engineering Standards, State Engineering Standards & Specifications, and the National Association of Transportation Officials (NACTO) Urban Bikeway Design Guide. CT8-3.1. Update the City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan, to incorporate pedestrian travel, in accordance with State guidelines and industry best practices. CT8-3.2. Ensure that the future updates to the adopted Bicycle & Trails Master Plan maintains consistency with the requirements of the Streets and Highway Code in order to be eligible for further funding for improvements from the State, such as the Active Transportation Program (ATP). CT8-4 Class I Bike Path. An essential part of developing a low-stress bicycle network, these off-street paths and trails are designated for both pedestrian and bicycle use. CT8-5 Class II Bike lanes. On-Street lanes designated for bicycle use and delineated from automobile lanes by roadway markings. Where ROW permits, class II bike lanes shall be provided to the maximum extent feasible with buffers between adjacent auto lanes. When Class II bike lanes exceed LTS 3 (or operate low-stress network LTS standard), the facility shall be converted to protected Class IV bikeway or a parallel Class I to the maximum extent feasible. Item 8.b - Page 420 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-13 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT8-6 Class III Bike Route. On-street auto lanes shared by both bicycles and automobiles. In order to increase awareness and visibility of bicyclists sharing the roadway with motorized vehicles, Class III bicycle facilities shall include respective signage (Bikes May Use Full Lane) and markings such as shared lane markings (sharrows) to the maximum extent feasible. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-7 Class III Bike Boulevard. On Local Collectors where Class II bike lanes are not present, on local streets where LTS 3 is exceeded, Class III bike routes should be upgraded to the maximum extent feasible with features commensurate with a bicycle boulevard. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-8 Class IV Protected Bike Lanes. On-street separated bikeways reserved for use by bicyclists only, with physical separation between the bikeway, travel lanes, and sidewalks. Class IV facilities can be one-way facilities on both sides of the street or two-way facilities on one side of the street. Physical separation can include concrete curbs, landscaping, parking lanes, bollards, or other vertical elements. CT9. Strive to attain and maintain a bicycle Level of Traffic Stress (LTS) of 3 or better on all bicycle facilities. Strive to attain and maintain designated low-stress network. CT9-1 Designation of LTS Standards. The City shall designate and adopt context- specific LTS standards that exceed the general LTS 3 goal, including designation of a low-stress bicycle network of complimentary LTS 1 and LTS 2 facilities, as part of an Active Transportation Plan, and/or through Safe Routes to School Plan(s). CT9-2 Degradation of LTS. New development which is projected to degrade bicycle LTS below the designated standard, or further exacerbate conditions already below the standard shall be required to make transportation improvements that offset the level of degradation to the maximum extent feasible. CT10-2.1. New development adjacent to planned pedestrian infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure CT10-4 Active Transportation Plan. Expand the City’s Bicycle & Trails Master Plan into a Citywide Active Transportation Plan including pedestrian mode improvement plan and policies. CT11. Create safe and inviting environments for students, families, and staff to walk, bicycle, and use public transportation to and from school. CT11-1 Develop Safe Routes to School Plan(s). Develop a focused Safe Routes to School Plan (or Plans) for all K-12 schools in Arroyo Grande to improve safe and convenient walking and biking to school. CT11-2 Designate Low-Stress Bicycle Network. Designate a low-stress bicycle network that supports safe bicycle access to schools for all ages and abilities. A network of LTS 1 and LTS 2 facilities should be designated in the vicinity of schools when preparing and updating Safe Routes to School Plans and/or the City’s Active Transportation Plan. Item 8.b - Page 421 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-14 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT11-3 Prioritize Active Transportation Network Improvements. Prioritize the closure of gaps in the pedestrian network (sidewalks, crosswalks) and low-stress bicycle network. Seek connections and paths between homes and schools, especially where dead-end streets, cul-de-sacs, and other street patterns impede circulation. Identify, improve, and formalize “shortcuts” and “goat paths” where feasible and implement wayfinding. CT12. Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators. In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1. The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2. Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. CT12-3 Employers. The City should encourage major employers to promote use of public transit and/or provide van/car pools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. Item 8.b - Page 422 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-15 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT12-5 Marketing. Encourage ridership on public transit systems through marketing and promotional efforts. Provide information to residents and employees on transit services available for local and regional trips. SCS 2. Facilitate the development and economic viability of communities in ways that reduce trips and travel distances. CT2. Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1. Reduce VMT. Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators. In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1. The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2. Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. CT12-3 Employers. The City should encourage major employers to promote use of public transit and/or provide van/car pools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. Consistent. The GPCEU guiding policies include numerous implementing policies and measures designed to facilitate improvements that would reduce VMT. Implementation of these measures, as well as various other policies contained in the GPCEU, would support implementation of measure SCS 2. Item 8.b - Page 423 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-16 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies SCS 3. Maintain and improve the regional transportation system in a manner which assists development and implementation of local general plans that support livable community concepts and efforts. CT1. Schedule and implement the Circulation system identified in the Circulation Map (Circulation Element Update Figure 2-2) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Circulation Map. CT1-1 Standards. Streets shall be constructed in conformance with the City and State’s adopted Engineering Standards, Plans, and Policies that apply to each classification. Variations and modifications in Standards and planned alignments may be permitted with City Council approval or City Engineer / Public Works Director approval where delegated. CT1-1.1. Consider specific design guidelines and landscaping standards appropriate to a designated connected system of “Scenic Streets & Highways” for resident and visitor enjoyment. CT1-1.2. Update City’s Engineering Standards, Plans, and Policies to be consistent with the Proposed Standard Cross Sections shown in Table 2-2 (reference). CT1-2 Intersections. Roundabouts should be considered when evaluating new or modified intersection controls as an alternative to intersection signalization. Protected active transportation intersection elements should be considered when intersections are improved along a protected (Class I or Class IV) bikeway route. CT1-3 State Facilities. State facilities are to be designed and constructed per Caltrans design standards or as mutually approved. CT1-4 Primary Arterial Streets. 4 lanes with or without median / two-way left turn lane, access management, optional parkways, optional on-street parking, bike & pedestrian facilities per adopted plan, transit turnouts and other design features: minimum 110’ right of way. CT1-5 Arterial Streets. 2 lanes with or without median/center turn lane, optional landscaped parkways, optional on-street parking, bike and pedestrian facilities per adopted plan, some transit and other design features; minimum 86’ of right-of-way. CT1-6 Collector Streets. 2 lanes with or without turn lane; access management, bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways & on-street parking where feasible; minimum 78’ of right-of-way. CT1-7 Local Collector Streets. 2 lanes without a turn lane; bike and pedestrian facilities per adopted plan, some transit and other design features, optional landscaped parkways and on-street parking where feasible; minimum 60’ right-of-way. CT1-8 Local Streets. 2 lanes, on-street parking; bike and pedestrian facilities per adopted plan, sidewalks on one or both sides, other design variables in hillside, cul- de-sac, or other special conditions; minimum 52’ right-of-way. CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network Consistent. The GPCEU guiding policies include numerous implementing policies and measures to improve regional transportation. Implementation of these measures, as well as various other policies contained in the GPCEU, would support implementation of measure SCS 3. Item 8.b - Page 424 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-17 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-9.1. Evaluate projects to ensure that the safety, comfort, and convenience of pedestrians, bicyclists, and transit users are given an equal level of consideration to automobiles. CT1-9.2. Use roadway rehabilitation and maintenance projects as opportunities to introduce or enhance multimodal facilities and amenities by making the best use of available right of way, including narrowing travel lanes to standard dimensions, striping new or enhanced bikeways, adding or enhancing crosswalks, improving intersection markings, and other transportation “best practices.” CT1-9.3. Consider ways to increase and improve travel choices when reviewing development or transportation infrastructure projects by closing gaps in multimodal networks and enhancing the quality of multimodal facilities and amenities. CT1-9.4. Improve the existing street network to minimize nonmotorized and transit travel times and improve the mobility experience of transit, bicycle, and walking trips between new projects and surrounding land uses in an effort to reduce vehicle trips. CT1-9.5. Recognize and meet the mobility needs of pedestrians and bicyclists all skill levels and ages, persons using wheelchairs, and those with other mobility limitations. CT1-10 Alternative Improvements. Consider alternative improvements to traditional street, highway, and intersection construction that may vary from City standards, which maximize access to active transportation modes and/or provide equivalent mobility to all roadway users. These improvements may include treatments that improve the safety and/or comfort of active transportation and transit users, such as consideration of travel lane reductions (road diets), green paint for conflict markings, buffered bicycle lanes, bicycle boxes for two-stage turns, and other alternative striping, signage, or physical design. Alternatives may be permitted with City Council approval or City Engineer / Public Works Director Approval where delegated. CT1-11 Auto Circulation. Provide efficient citywide automobile circulation by maintaining and, where necessary, improving local and regional roadway facilities. CT1-12 Signal Operations. Provide and maintain coordinated traffic control systems that move traffic within and through the City in an efficient and orderly manner. Upgrade systems as technology evolves. CT1-13 Safety. Maintain and periodically update a local roadway safety plan consistent with state and federal Highway Safety Improvement Program requirements. Item 8.b - Page 425 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-18 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT1-14 Access Management. Minimize, to the maximum extent feasible, the number of access points along arterial roadways, including by consolidating or relocating driveways to provide for more efficient traffic movement. CT2. Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1 Reduce VMT. Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. SCS 4. Reduce vehicle miles of travel related emissions by encouraging the use of public transit and other alternative forms of transportation and by supporting and encouraging the adoption of general plans and zoning that promote more compact communities. SCS 6. Provide more transportation choices. Develop safe, reliable and economical transportation choices to decrease household transportation costs, reduce our nation’s dependence on foreign oil, improve air quality, reduce greenhouse gas emissions and promote public health. CT2. Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1. Reduce VMT. Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. CT12. Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators. In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1. The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2. Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. Consistent. The GPCEU guiding policies include numerous implementing policies and measures to promote alternative means of transportation and reduce VMT. Implementation of these measures, as well as various other policies contained in the GPCEU, would support implementation of measures SCS 4 and SCS 6. Item 8.b - Page 426 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-19 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT12-3 Employers. The City should encourage major employers to promote use of public transit and/or provide van/car pools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. SCS 13. Maintain and enhance quality aesthetic experiences along transportation corridors and surrounding landscapes through mitigation planting, urban streetscape improvements, removal of billboards, and other visual enhancements. CT1-1 Standards. Streets shall be constructed in conformance with the City and State’s adopted Engineering Standards, Plans, and Policies that apply to each classification. Variations and modifications in Standards and planned alignments may be permitted with City Council approval or City Engineer / Public Works Director approval where delegated. CT1-1.1. Consider specific design guidelines and landscaping standards appropriate to a designated connected system of “Scenic Streets & Highways” for resident and visitor enjoyment. CT1-1.2. Update City’s Engineering Standards, Plans, and Policies to be consistent with the Proposed Standard Cross Sections shown in Table 2-2 (reference). CT5-4 Community Design. Utilize the circulation system as a positive element of community design, including street trees and landscaped parkways and medians, special streetscape features in Mixed Use corridors and Village Core, and undergrounding of utilities, particularly along major streets. Consistent. The GPCEU guiding policies include numerous implementing policies and measures to improve the circulation system, including specific design guidelines and landscaping standards. Implementation of these measures, as well as various other policies contained in the GPCEU, would support implementation of measure SCS 13. TL-3. Expand Transit Network. Work with the Regional Transit Authority (RTA) and transit service providers to expand the local transit network (i.e., additional routes or stops, and/or expanded hours of operation) based on the greatest demand for service. TL-4. Increase Transit Service Frequency/Speed. Work with the RTA and transit services providers to increase transit service frequency (i.e., reducing headways) by identifying routes where increased bus frequency would improve service. CT2. Maintain & reduce vehicle miles traveled (VMT) in accordance with SB 743 and the City’s adopted Policy. CT2-1 Reduce VMT. Periodically update VMT baselines and thresholds of significance, as established in the City’s VMT Policy, for evaluating transportation impacts under CEQA pursuant to SB 743. CT12. Maintain and improve transit services and facilities in cooperation with transit operators and providers. CT12-1 Transit Stops. Strive to establish transit stops within ¼ mi walking distance of all residential and non-residential uses within the City. CT12-1.1. New development outside ¼ mi walking distance of existing transit stops shall be required to install transit stops and facilities to achieve a maximum ¼ mi walking distance to transit for the proposed development to the maximum extent feasible. CT12-1.2. Where transit stop locations conflict with protected bikeways, consider “best practices” referenced in the NACTO Urban Bikeway Design Guide, Urban Street Design Guide, and/or Transit Street Design Guide, such as floating transit islands, to minimize conflicts between modes. Consistent. The GPCEU guiding policies include numerous implementing policies and measures designed to improve transit service and facilities. Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measures TL-3 and TL-4. Item 8.b - Page 427 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-20 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT12-1.3. Along high-quality transit routes, improve stops to include stop elements such as transit shelters, bicycle parking, lighting, and level boarding, consistent with “best practices” referenced in the NACTO Transit Street Design Guide, Urban Bikeway Design Guide, and/or Urban Street Design Guide. CT12-2 Transit Providers/Operators. In cooperation with the Regional Transit Authority (RTA) or other transit operators, provide for a safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT12-2.1. The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments CT12-2.2. Work with transit operators to identify opportunities to implement transit intelligent transportation systems (ITS) elements such as transit signal priority, queue jump, and live passenger information and wayfinding. CT12-3 Employers. The City should encourage major employers to promote use of public transit and/or provide van/car pools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management measures. CT12-4 School Districts. Collaborate with Lucia Mar Unified School District and other educational institutions to plan improved school bus transportation system, including parking and loading areas, bus stop amenities, links with other transit providers, public parks, and maintenance and storage facilities, and coordination with safe bicycle and sidewalk facilities. TL-1. Bicycle Network. Continue to improve and expand the City’s bicycle network and infrastructure. TL-2. Pedestrian Network. Continue to improve and expand the City’s pedestrian network. CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT1-9.1. Evaluate projects to ensure that the safety, comfort, and convenience of pedestrians, bicyclists, and transit users are given an equal level of consideration to automobiles. CT1-9.2. Use roadway rehabilitation and maintenance projects as opportunities to introduce or enhance multimodal facilities and amenities by making the best use of available right of way, including narrowing travel lanes to standard dimensions, striping new or enhanced bikeways, adding or enhancing crosswalks, improving intersection markings, and other transportation “best practices”. Consistent. The GPCEU guiding policies include numerous implementing policies designed to promote improved bicycling and pedestrian access within the community and surrounding areas. Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measures TL-1 and TL-2. Item 8.b - Page 428 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-21 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT1-9.3. Consider ways to increase and improve travel choices when reviewing development or transportation infrastructure projects by closing gaps in multimodal networks and enhancing the quality of multimodal facilities and amenities. CT1-9.4. Improve the existing street network to minimize nonmotorized and transit travel times and improve the mobility experience of transit, bicycle, and walking trips between new projects and surrounding land uses in an effort to reduce vehicle trips. CT1-9.5. Recognize and meet the mobility needs of pedestrians and bicyclists all skill levels and ages, persons using wheelchairs, and those with other mobility limitations. CT8. Schedule and implement the Bicycle network identified in the Bicycle Improvements Map (Figure 3-3) as development occurs and as part of the City’s Capital Improvement Program. Make efficient use of existing transportation facilities, improve these facilities, and build new facilities as necessary in accordance with the Bicycle & Trails Master Plan. CT8-1 Prioritization. Promote and improve bicycle circulation facilities to serve all areas of the City as a priority system. Link with regional systems and prioritize connections with schools, parks, transit, and major public facilities. CT8-1.1. The City should strive to include implementation of planned bicycle facilities as part of its Capital Improvement Budget. CT8-2 Bicycle Network Connectivity. New development that lacks connectivity to the existing bicycle network beyond the project frontage shall be required to complete missing offsite gaps per the City’s Bicycle and Trails Master plan to the maximum extent feasible. Improvements maybe facilitated through reimbursement agreements. CT8-2.1. New development adjacent to planned bicycle infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure. CT8-3 Standards & Guidance. Implement the Bicycle & Trails Master Plan and proposed improvements (Figure 3-3 and Figure 3-4) in accordance with the City’s Standard Specifications & Engineering Standards, State Engineering Standards & Specifications, and the National Association of Transportation Officials (NACTO) Urban Bikeway Design Guide. CT8-3.1. Update the City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan, to incorporate pedestrian travel, in accordance with State guidelines and industry best practices. CT8-3.2. Ensure that the future updates to the adopted Bicycle & Trails Master Plan maintains consistency with the requirements of the Streets and Highway Code in order to be eligible for further funding for improvements from the State, such as the Active Transportation Program (ATP). CT8-4 Class I Bike Path. An essential part of developing a low-stress bicycle network, these off-street paths and trails are designated for both pedestrian and bicycle use. Item 8.b - Page 429 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-22 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT8-5 Class II Bike lanes. On-Street lanes designated for bicycle use and delineated from automobile lanes by roadway markings. Where ROW permits, class II bike lanes shall be provided to the maximum extent feasible with buffers between adjacent auto lanes. When Class II bike lanes exceed LTS 3 (or operate low-stress network LTS standard), the facility shall be converted to protected Class IV bikeway or a parallel Class I to the maximum extent feasible. CT8-6 Class III Bike Route. On-street auto lanes shared by both bicycles and automobiles. In order to increase awareness and visibility of bicyclists sharing the roadway with motorized vehicles, Class III bicycle facilities shall include respective signage (Bikes May Use Full Lane) and markings such as shared lane markings (sharrows) to the maximum extent feasible. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-7 Class III Bike Boulevard. On Local Collectors where Class II bike lanes are not present, on local streets where LTS 3 is exceeded, Class III bike routes should be upgraded to the maximum extent feasible with features commensurate with a bicycle boulevard. When Class III bike facilities exceed LTS 3 (or operative low-stress network LTS standard), the facility shall be converted to dedicated Class II lanes if determined feasible. CT8-8 Class IV Protected Bike Lanes. On-street separated bikeways reserved for use by bicyclists only, with physical separation between the bikeway, travel lanes, and sidewalks. Class IV facilities can be one-way facilities on both sides of the street or two-way facilities on one side of the street. Physical separation can include concrete curbs, landscaping, parking lanes, bollards, or other vertical elements. CT9. Strive to attain and maintain a bicycle Level of Traffic Stress (LTS) of 3 or better on all bicycle facilities. Strive to attain and maintain designated low-stress network. CT9-1 Designation of LTS Standards. The City shall designate and adopt context- specific LTS standards that exceed the general LTS 3 goal, including designation of a low-stress bicycle network of complimentary LTS 1 and LTS 2 facilities, as part of an Active Transportation Plan, and/or through Safe Routes to School Plan(s). CT9-2 Degradation of LTS. New development which is projected to degrade bicycle LTS below the designated standard, or further exacerbate conditions already below the standard shall be required to make transportation improvements that offset the level of degradation to the maximum extent feasible. CT10-2.1. New development adjacent to planned pedestrian infrastructure shall not obstruct or otherwise preclude future construction of bicycle infrastructure CT10-4 Active Transportation Plan. Expand the City’s Bicycle & Trails Master Plan into a Citywide Active Transportation Plan including pedestrian mode improvement plan and policies. CT11. Create safe and inviting environments for students, families, and staff to walk, bicycle, and use public transportation to and from school. Item 8.b - Page 430 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-23 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies CT11-1 Develop Safe Routes to School Plan(s). Develop a focused Safe Routes to School Plan (or Plans) for all K-12 schools in Arroyo Grande to improve safe and convenient walking and biking to school. CT11-2 Designate Low-Stress Bicycle Network. Designate a low-stress bicycle network that supports safe bicycle access to schools for all ages and abilities. A network of LTS 1 and LTS 2 facilities should be designated in the vicinity of schools when preparing and updating Safe Routes to School Plans and/or the City’s Active Transportation Plan. CT11-3 Prioritize Active Transportation Network Improvements. Prioritize the closure of gaps in the pedestrian network (sidewalks, crosswalks) and low-stress bicycle network. Seek connections and paths between homes and schools, especially where dead-end streets, cul-de-sacs, and other street patterns impede circulation. Identify, improve, and formalize “shortcuts” and “goat paths” where feasible and implement wayfinding. TL-6. Parking Supply Management. Reduce parking requirements in areas such as the downtown where a variety of uses and services are planned in close proximity to each other and to transit. TL-7. Public Parking Pricing. Establish market-based pricing for public parking spaces, where appropriate. CT4. Establish and manage on street parking to serve the primary purposes of the uses of each street while balancing the interferences that on-street parking may have on the primarily purposes of those streets. CT4-1 On-Street Parking. The City shall manage curb parking in business & commercial districts to provide for high turnover & short-term use to those visiting businesses and public facilities. CT4-1.1. Management of on-street parking shall not preclude consideration of converting on-street parking spaces to parklets. CT4-2 Village Core Parking Lots. Develop adequate public or shared off-street parking lots conveniently located behind and beside buildings in the Village Core and East Grand Avenue corridor, consistent with area design guidelines. CT4-3 Parking in-lieu districts. Support parking district(s) to collect in-lieu fees from new development to construct public parking where parking requirements cannot be met. CT4-4 Parking in Industrial Areas. Encourage secure off-street parking for tractor- trailer rigs in industrial land use areas where feasible. CT4-5 Parking in Agricultural Areas. Discourage on-street parking in Agricultural areas to enhance visibility and minimize trespassing. Consistent. The GPCEU policies include numerous measures that support parking supply management, including use of alternative parking strategies, travel demand management strategies, and a parking incentive program (in-lieu fees). Implementation of these policies, along with various other policies contained in the GPCEU, would support implementation of measures TL-6 and TL-7. TL-8. Electric Vehicle Network and Alternative Fueling Stations. Continue to work with the APCD, Central Coast Clean Cities Coalition, and neighboring jurisdictions to create and implement the electric vehicle readiness plan. TL-9. Smart Growth. Facilitate mixed-use, higher density, and infill development near existing or planned transit stops, in existing CT1-9 Complete Streets. Complete streets are roadways designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities. All street standards should be periodically reviewed and revised for design, construction, operation and maintenance to achieve a network of complete streets. Optional features include landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. When constructing or modifying transportation facilities, strive to provide for the movement of vehicles, commercial trucks, alternative and low energy vehicles, transit, Consistent. The GPCEU policies include numerous measures that support coordination with other agencies, such as the SLORTA, related to smart growth and the promotion of alternative means of transportation. Implementation of these policies, along with various other policies contained in the GPCEU, would support Item 8.b - Page 431 City of Arroyo Grande General Plan Circulation Element Update Initial Study/Mitigated Negative Declaration B-24 Applicable 2014 SCS Policies Proposed General Plan Circulation Element Update Guiding Policies Consistency with 2014 SCS Policies community centers/downtown, and in other designated areas. bicyclists, and pedestrians in a manner that is appropriate for the road classification and adjacent land use. CT5. Ensure compatibility and complimentary relationships between the circulation system and existing and planned land uses, promoting environmental objectives such as safe and uncongested neighborhoods, energy conservation, reduction of greenhouse as, air, and noise pollution, and access bicycle, pedestrian, and transit facilities. CT5-1 Government Code Consistency. Provide and maintain a citywide circulation system that is correlated with planned land uses in the City and surrounding areas in the region consistent with Government Code §65302. CT5-2 Transit Oriented Development. Promote “Transit-Oriented Developments” and coordinated, compatible land use patterns by encouraging multiple family residential and special needs housing in Mixed Use Corridors, the Village Core, and near Office, Regional Commercial, Business Park, and major Community Facility areas. CT5-2.1. Work with RTA to continue to support and expand transit routes that serve regional destinations within the City like the Regional Commercial areas and the Village Core, E. Grand Avenue, and W. Branch Street missed use and commercial corridors. CT5-2.2. Work with RTA to continue to support and expand transit loops to serve Halcyon Road / Fair Oaks Boulevard, local office buildings, James Way and Rancho Parkway residential areas, and the Village Core, E. Grand Avenue, and W. Branch Street corridors. CT5-3 High Density Development. Consider higher density allowance and reduced parking requirements within one-quarter mile of transit routes when updating Development Code. implementation of measures TL-8 and TL-9. Item 8.b - Page 432 APPENDIX C Vehicle Miles Traveled Analysis and TAZ Modelling Output Files Item 8.b - Page 433 Item 8.b - Page 434 Memorandum The Power of Commitment 11144936 1 12 April 2021 To Emily Creel, SWCA Environmental Consultants Copy to From Rosanna Southern, EIT Todd Tregenza, AICP Tel 916-782-8688 Subject Vehicle Miles Traveled (VMT) Methodology for IS/MND Project no. 11144936 Introduction This memorandum has been prepared to present a brief summary of the methodology for evaluating the change in vehicle miles traveled (VMT) for the update of the City of Arroyo Grand e Circulation Element. This memorandum will serve as technical documentation within the environmental document , pursuant to SB 743. Under SB 743, automobile delay, traditionally measured as level of service (LOS), is no longer considered as the metric for environmental transportation impacts under the California Environmental Quality Act (CEQA), but rather VMT. VMT measures the number and length of vehicle trips made on a daily basis. VMT is a useful indicator of overall land use and transportation efficiency, where the most efficient system is one that minimizes VMT by encouraging shorter vehicle trip lengths, more walking and biking, or increased carpooling and transit. Methodology The net change in total VMT Citywide has been evaluated for the proposed Ci rculation Element against the baseline conditions and against the “base” forecasted scenario utilizing the San Luis Obispo Council of Governments (SLOCOG) Regional Travel Demand Model VMT post-processor. The model’s VMT post- processor includes residential VMT, work VMT, and retail VMT. The SLOCOG model forecast land use data was modified to include approved/pending development projects in coordination with City staff. To estimate total VMT for each scenario, a boundary-based VMT assessment was conducted. The boundary-based methodology is quantified by the length of the vehicle trips that occur within the City region. Project impacts on transportation are determined based on an increase in total VMT with the proposed plan. This methodology is consistent with the Office of Planning and Research’s Technical Advisory on Evaluating Transportation Impacts in CEQA (OPR Technical Advisory, December 2018) and CEQA Guidelines. Results The list below describes the scenarios analyzed. Table 1 presents the summary of the VMT results. • “2015 Base” scenario represents existing land uses and existing transportation network • “2015 + AG CEU” scenario represents existing land uses with the proposed Circulation Element improvements • “2045 Base” scenario represent 30-year RTP/SCS scenario • “2045 + AG CEU” represent 30-year RTP/SCS scenario plus the proposed Circulation Element improvements Item 8.b - Page 435 The Power of Commitment 11144936 2 Table 1 VMT Results Summary Year/Land Use Scenario Network Scenario Net VMT 2015 2015 Base 296,012 2015 2015 + AG CEU 294,717 Net VMT Difference -1,294 2045 2045 Base 340,173 2045 2045 + AG CEU 339,391 Net VMT Difference -783 The VMT results show a net decrease in both base and forecast years with the proposed Circulation Element improvements, and therefore does not have a significant impact on transportation. Additionally, the model does not reflect the proposed Circulation Element’s full potential to decrease VMT related to proposed active transportation policies (i.e. complete streets policies, bicycle/pedestrian improvements, safe routes to school, etc.) Item 8.b - Page 436 2015_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 101 208.87 7.03 55.62 271.52 102 0.00 0.00 0.00 0.00 103 0.00 220.26 567.23 787.48 104 418.07 222.97 1740.49 2381.54 105 1110.37 754.66 3233.32 5098.35 106 2958.97 65.07 569.10 3593.14 107 2172.16 4.05 231.59 2407.80 108 1740.38 6.63 210.58 1957.59 109 0.00 3768.59 7637.24 11405.83 110 2780.21 10.29 344.29 3134.79 111 0.00 0.00 0.00 0.00 112 1150.43 14.39 179.39 1344.22 113 58.01 282.70 2694.60 3035.30 115 579.75 0.00 55.09 634.84 116 1037.18 5.20 121.90 1164.28 117 1047.41 55.63 349.27 1452.31 118 1801.48 259.53 1051.75 3112.76 119 633.25 6.77 90.19 730.21 120 551.20 2.01 60.72 613.94 121 97.64 1.96 17.60 117.20 122 7.59 161.69 813.79 983.07 123 1799.05 39.17 598.53 2436.74 124 433.96 4.03 56.18 494.18 125 4043.50 75.77 770.07 4889.34 126 0.00 27.13 166.36 193.48 127 928.26 1.67 92.17 1022.10 128 2880.71 3.32 272.16 3156.19 129 594.84 0.00 53.62 648.46 130 1273.51 28.88 251.92 1554.32 131 775.51 344.38 1754.16 2874.05 132 4851.32 89.54 879.64 5820.50 133 1364.49 2.85 136.41 1503.75 134 204.51 231.54 1057.02 1493.07 135 0.00 0.00 0.00 0.00 136 572.75 0.00 51.21 623.96 137 207.76 124.28 599.15 931.20 138 703.88 66.87 1049.73 1820.48 139 1205.09 9.00 153.36 1367.45 140 160.37 19.23 105.48 285.07 141 951.14 39.71 269.21 1260.05 142 718.09 56.26 312.04 1086.39 143 1369.82 9.71 168.01 1547.54 144 2414.78 89.55 631.73 3136.06 145 623.42 9.17 98.12 730.71 146 691.55 69.40 542.76 1303.71 147 1120.95 1.87 110.00 1232.82 148 3237.15 4.13 320.72 3562.00 149 2453.68 22.54 330.05 2806.27 150 0.00 227.16 531.96 759.12 151 1233.18 1.13 120.13 1354.43 152 3246.53 28.13 445.98 3720.64 Page 1 of 4 Item 8.b - Page 437 2015_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 153 2196.04 21.57 343.01 2560.62 154 3085.02 8.00 338.73 3431.74 155 1128.73 2.76 117.79 1249.27 156 942.89 0.00 86.08 1028.98 157 924.46 53.55 356.34 1334.35 158 1746.74 3.19 186.96 1936.89 159 313.70 20.52 139.60 473.82 160 386.43 2.82 52.11 441.36 161 792.18 27.80 246.08 1066.05 162 83.04 0.00 6.17 89.20 163 578.52 1.97 70.76 651.25 164 369.13 0.00 39.23 408.36 165 2747.60 24.57 423.56 3195.73 166 1096.88 0.00 109.20 1206.08 167 1676.17 7.81 209.87 1893.85 168 3657.38 22.35 469.70 4149.44 169 851.22 7.03 118.03 976.28 170 135.03 46.33 336.55 517.91 171 0.00 0.00 0.00 0.00 172 494.38 135.43 816.46 1446.27 173 1788.66 24.87 285.63 2099.16 174 530.45 0.00 54.02 584.47 175 320.89 61.91 709.73 1092.54 176 459.67 11.82 94.40 565.89 177 560.06 24.36 160.31 744.74 178 238.67 275.16 1117.98 1631.81 179 902.73 0.00 89.38 992.12 180 423.06 6.61 70.68 500.35 181 1212.43 3.10 138.15 1353.68 182 195.08 0.00 18.77 213.85 183 351.64 0.00 34.49 386.13 184 282.47 254.19 1039.57 1576.23 185 447.35 0.00 43.98 491.32 186 260.04 1.66 33.01 294.70 187 0.00 456.34 2114.24 2570.58 188 1000.96 7.41 128.05 1136.41 189 108.70 883.94 5285.64 6278.27 190 0.00 25.03 414.94 439.97 191 597.14 14.97 130.46 742.57 192 180.20 0.00 17.26 197.47 193 100.97 229.53 917.19 1247.69 194 83.75 344.43 1862.67 2290.86 195 201.35 349.82 1508.69 2059.87 196 529.55 0.00 52.16 581.72 197 289.98 282.73 1178.50 1751.21 198 0.00 481.80 1574.61 2056.41 199 106.13 58.21 475.94 640.28 200 0.00 88.43 394.91 483.34 201 1435.97 3.60 161.94 1601.51 202 2457.26 13.82 307.73 2778.80 203 0.00 0.00 0.00 0.00 Page 2 of 4 Item 8.b - Page 438 2015_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 204 388.29 222.68 1496.98 2107.94 205 255.77 187.57 817.47 1260.82 206 1158.86 0.00 108.92 1267.77 207 1427.57 39.56 298.20 1765.33 208 395.27 261.50 1079.30 1736.06 209 421.63 159.97 1120.57 1702.17 210 190.80 265.98 1369.58 1826.37 211 3355.61 875.47 4197.20 8428.29 212 2565.28 216.60 1220.17 4002.06 213 0.00 363.34 1771.30 2134.64 214 0.00 0.00 0.00 0.00 215 0.00 0.00 0.00 0.00 216 12.71 0.00 2.28 14.99 217 0.00 0.00 0.00 0.00 218 851.64 7.79 128.84 988.27 219 52.29 0.00 3.86 56.15 220 1378.98 74.18 446.83 1899.99 221 4954.12 83.83 1033.14 6071.10 222 2296.87 0.00 242.30 2539.17 223 2600.56 17.56 347.96 2966.08 224 12.14 298.24 1330.30 1640.69 225 0.00 0.00 0.00 0.00 226 2130.36 2.59 227.36 2360.31 227 1869.42 0.00 183.13 2052.55 228 1954.26 5.70 218.82 2178.79 229 101.65 0.00 8.68 110.33 230 261.02 0.00 24.99 286.01 231 2493.49 15.68 320.21 2829.38 232 1843.22 2.61 190.90 2036.73 233 0.00 0.00 0.00 0.00 234 365.59 10.65 86.82 463.06 235 1873.63 26.03 350.42 2250.08 236 1908.42 14.43 237.36 2160.22 237 237.17 0.00 23.12 260.30 238 1003.76 1.50 107.29 1112.55 239 244.57 0.00 23.03 267.60 240 994.27 0.00 97.41 1091.68 241 1483.87 18.12 226.52 1728.51 242 0.00 47.64 196.87 244.50 243 399.95 0.00 38.10 438.06 244 338.99 0.00 32.70 371.70 245 507.76 23.96 155.39 687.11 246 1576.22 4.85 181.18 1762.25 247 2692.83 28.83 431.47 3153.12 248 994.98 3.00 114.18 1112.16 249 0.00 0.00 0.00 0.00 250 0.00 871.69 5192.93 6064.63 251 0.00 159.49 727.87 887.36 252 0.00 98.34 407.61 505.95 253 1182.09 1.70 125.07 1308.87 254 0.00 1138.42 11818.17 12956.59 Page 3 of 4 Item 8.b - Page 439 2015_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 255 366.39 0.00 36.54 402.93 256 4786.10 15.20 549.30 5350.60 257 0.00 644.53 4092.01 4736.55 258 918.15 82.85 417.61 1418.61 259 0.00 0.00 0.00 0.00 260 0.00 117.68 580.17 697.85 261 0.00 0.00 0.00 0.00 262 0.00 0.00 0.00 0.00 263 1704.01 9.69 213.70 1927.40 264 289.21 0.00 28.90 318.11 265 13.73 0.00 2.52 16.25 266 0.00 0.00 0.00 0.00 267 1348.75 11.90 200.80 1561.44 268 2748.03 440.51 2122.16 5310.70 269 386.59 14.68 105.45 506.72 270 2844.87 127.87 888.28 3861.01 271 0.00 0.00 0.00 0.00 272 5933.61 82.48 1023.03 7039.12 273 1158.85 2.41 124.72 1285.98 274 103.79 0.00 10.42 114.22 275 749.15 0.00 72.66 821.81 276 12.35 6.34 20.43 39.12 278 868.78 59.37 343.93 1272.08 892 795.65 16.91 148.76 961.32 Total VMT 170,487 18,947 106,577 296,012 Page 4 of 4 Item 8.b - Page 440 2015_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 101 210.01 7.08 56.59 273.68 102 0.00 0.00 0.00 0.00 103 0.00 219.18 566.17 785.35 104 409.16 220.80 1723.79 2353.75 105 1087.98 750.58 3239.27 5077.83 106 2897.81 64.97 566.05 3528.82 107 2154.74 4.05 232.49 2391.28 108 1772.32 6.62 211.63 1990.56 109 0.00 3771.93 7547.74 11319.66 110 2715.73 10.02 335.25 3061.00 111 0.00 0.00 0.00 0.00 112 1165.78 14.40 179.69 1359.87 113 58.09 280.68 2685.53 3024.30 115 586.65 0.00 55.16 641.81 116 1035.96 5.18 121.97 1163.12 117 1048.70 55.15 348.71 1452.56 118 1820.40 259.70 1053.59 3133.69 119 639.29 6.74 90.29 736.32 120 555.94 2.01 60.86 618.81 121 97.84 1.96 17.60 117.40 122 7.62 160.84 812.27 980.74 123 1802.78 39.26 598.94 2440.99 124 434.64 4.02 56.22 494.87 125 4065.66 75.99 772.98 4914.63 126 0.00 27.01 165.98 192.98 127 929.63 1.67 92.34 1023.64 128 2884.51 3.30 272.48 3160.29 129 596.41 0.00 53.66 650.07 130 1280.13 28.86 252.22 1561.21 131 780.33 344.76 1757.43 2882.51 132 4859.44 89.23 879.84 5828.50 133 1366.28 2.84 136.52 1505.63 134 204.49 230.96 1055.62 1491.08 135 0.00 0.00 0.00 0.00 136 574.55 0.00 51.22 625.77 137 205.67 123.13 593.98 922.77 138 696.23 66.01 1039.08 1801.32 139 1193.34 8.97 153.33 1355.64 140 157.79 19.08 105.19 282.07 141 939.86 39.45 267.48 1246.79 142 710.77 56.04 311.12 1077.93 143 1343.53 9.70 167.49 1520.72 144 2354.72 89.29 628.84 3072.85 145 614.75 9.09 97.68 721.52 146 682.58 68.76 538.38 1289.72 147 1096.93 1.86 109.42 1208.21 148 3220.75 4.11 321.88 3546.73 149 2426.73 22.64 328.87 2778.24 150 0.00 225.47 527.76 753.23 151 1221.64 1.12 120.69 1343.45 152 3183.96 28.02 445.18 3657.15 Page 1 of 4 Item 8.b - Page 441 2015_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 153 2168.75 21.53 344.18 2534.46 154 3079.50 8.02 340.03 3427.56 155 1110.19 2.76 117.52 1230.47 156 943.17 0.00 86.35 1029.51 157 925.97 53.52 357.00 1336.49 158 1747.53 3.19 187.09 1937.81 159 315.71 20.67 141.47 477.85 160 399.81 2.86 53.63 456.30 161 791.43 27.43 242.59 1061.45 162 82.77 0.00 6.07 88.84 163 577.18 1.95 70.40 649.53 164 367.65 0.00 39.02 406.67 165 2741.64 24.42 420.84 3186.90 166 1095.14 0.00 109.10 1204.24 167 1677.02 7.81 209.58 1894.42 168 3659.94 22.37 469.53 4151.85 169 849.92 7.03 117.90 974.85 170 134.18 45.84 335.67 515.70 171 0.00 0.00 0.00 0.00 172 490.49 134.01 806.96 1431.46 173 1778.08 24.50 281.38 2083.96 174 528.93 0.00 52.96 581.89 175 318.39 61.25 695.49 1075.12 176 457.90 11.62 93.30 562.81 177 556.01 23.81 157.86 737.68 178 237.99 274.78 1110.04 1622.81 179 894.81 0.00 88.10 982.91 180 421.05 6.54 69.96 497.55 181 1211.23 3.04 136.86 1351.13 182 194.18 0.00 18.53 212.72 183 349.95 0.00 34.31 384.26 184 281.17 253.26 1034.95 1569.38 185 442.73 0.00 42.96 485.69 186 260.00 1.66 32.94 294.60 187 0.00 449.52 2097.96 2547.48 188 997.67 7.36 127.42 1132.44 189 108.45 886.12 5271.59 6266.16 190 0.00 25.00 413.79 438.79 191 596.82 14.95 130.52 742.29 192 179.97 0.00 17.19 197.17 193 100.95 229.46 921.16 1251.57 194 83.39 344.34 1855.73 2283.46 195 201.17 350.37 1513.89 2065.43 196 529.68 0.00 52.03 581.71 197 290.56 283.05 1179.62 1753.23 198 0.00 482.75 1572.60 2055.35 199 105.90 58.41 476.38 640.69 200 0.00 88.45 395.00 483.45 201 1429.42 3.56 158.24 1591.22 202 2458.72 13.83 307.69 2780.25 203 0.00 0.00 0.00 0.00 Page 2 of 4 Item 8.b - Page 442 2015_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 204 392.12 220.97 1492.47 2105.56 205 247.80 186.56 812.50 1246.86 206 1134.50 0.00 108.72 1243.22 207 1394.57 39.35 297.17 1731.08 208 394.44 260.02 1075.33 1729.78 209 413.38 158.49 1109.81 1681.67 210 186.43 265.21 1365.99 1817.63 211 3305.84 868.67 4171.42 8345.94 212 2555.39 215.28 1217.46 3988.14 213 0.00 361.36 1773.08 2134.44 214 0.00 0.00 0.00 0.00 215 0.00 0.00 0.00 0.00 216 12.18 0.00 2.13 14.31 217 0.00 0.00 0.00 0.00 218 828.03 7.58 124.25 959.87 219 53.29 0.00 3.87 57.16 220 1375.57 75.10 451.69 1902.36 221 4783.96 81.24 989.27 5854.47 222 2215.86 0.00 232.12 2447.97 223 2502.65 17.01 337.62 2857.28 224 12.20 300.63 1317.53 1630.36 225 0.00 0.00 0.00 0.00 226 2114.20 2.57 227.98 2344.75 227 1819.53 0.00 178.77 1998.30 228 1950.99 5.71 218.55 2175.25 229 101.71 0.00 8.68 110.38 230 260.64 0.00 24.97 285.60 231 2494.74 15.67 320.00 2830.41 232 1839.78 2.61 190.50 2032.88 233 0.00 0.00 0.00 0.00 234 364.95 10.67 86.77 462.40 235 1872.81 26.06 351.09 2249.97 236 1908.36 14.46 236.12 2158.94 237 237.64 0.00 23.07 260.71 238 1001.85 1.50 107.04 1110.40 239 243.39 0.00 22.97 266.36 240 994.48 0.00 97.08 1091.56 241 1485.20 18.10 226.68 1729.98 242 0.00 47.53 196.31 243.84 243 398.60 0.00 38.02 436.61 244 338.36 0.00 32.64 371.00 245 508.10 24.00 155.34 687.44 246 1577.18 4.86 181.16 1763.20 247 2693.65 28.83 430.84 3153.33 248 995.41 3.00 114.13 1112.54 249 0.00 0.00 0.00 0.00 250 0.00 868.78 5194.06 6062.83 251 0.00 159.41 730.12 889.53 252 0.00 98.74 408.61 507.35 253 1182.87 1.70 125.18 1309.75 254 0.00 1135.65 11869.72 13005.38 Page 3 of 4 Item 8.b - Page 443 2015_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 255 365.59 0.00 36.51 402.10 256 4799.70 15.18 549.95 5364.83 257 0.00 644.41 4092.02 4736.43 258 923.09 82.85 417.52 1423.46 259 0.00 0.00 0.00 0.00 260 0.00 117.70 581.09 698.78 261 0.00 0.00 0.00 0.00 262 0.00 0.00 0.00 0.00 263 1709.48 9.64 213.94 1933.06 264 288.84 0.00 28.87 317.71 265 13.79 0.00 2.52 16.32 266 0.00 0.00 0.00 0.00 267 1351.68 11.89 201.25 1564.81 268 2751.31 441.69 2127.54 5320.55 269 386.90 14.69 105.44 507.03 270 2851.04 127.79 888.92 3867.74 271 0.00 0.00 0.00 0.00 272 5947.56 82.34 1023.65 7053.55 273 1163.68 2.41 124.86 1290.94 274 104.94 0.00 10.56 115.50 275 748.35 0.00 72.57 820.92 276 12.31 6.32 20.20 38.83 278 870.20 59.16 343.76 1273.12 892 796.41 16.95 148.86 962.23 Total VMT 169,543 18,904 106,271 294,717 Page 4 of 4 Item 8.b - Page 444 2045_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 101 307.30 6.82 77.43 391.55 102 0.00 0.00 0.00 0.00 103 0.00 222.69 605.80 828.50 104 395.81 328.79 2383.45 3108.05 105 1349.22 768.04 3571.24 5688.49 106 2865.14 66.86 625.15 3557.15 107 2151.86 4.11 257.26 2413.23 108 1673.48 6.76 227.26 1907.49 109 0.00 3492.49 7797.34 11289.83 110 2755.83 10.31 383.02 3149.15 111 0.00 101.29 861.85 963.14 112 1150.15 14.61 194.92 1359.68 113 68.08 294.76 2950.70 3313.55 115 758.43 0.00 79.84 838.27 116 1006.24 5.28 132.94 1144.47 117 1025.52 56.38 376.25 1458.15 118 2300.83 361.28 2501.35 5163.46 119 603.14 6.84 95.32 705.30 120 525.95 2.04 64.34 592.33 121 92.71 2.00 18.71 113.42 122 61.73 262.44 1721.01 2045.18 123 1689.23 40.23 648.87 2378.33 124 412.22 4.13 59.96 476.31 125 3789.63 76.85 817.75 4684.23 126 0.00 27.82 184.83 212.65 127 876.55 1.70 98.16 976.41 128 2769.34 3.41 294.78 3067.52 129 593.10 0.00 60.16 653.26 130 1201.79 29.47 269.68 1500.94 131 745.85 387.27 2240.50 3373.62 132 4652.66 92.26 962.86 5707.78 133 1387.57 2.92 155.83 1546.33 134 194.13 237.35 1146.28 1577.76 135 0.00 0.00 0.00 0.00 136 541.33 0.00 54.11 595.44 137 697.69 125.52 699.85 1523.05 138 753.41 67.13 1137.38 1957.92 139 1347.39 9.19 186.00 1542.58 140 574.96 19.47 158.59 753.02 141 1066.36 40.44 307.30 1414.09 142 1311.81 57.42 399.16 1768.39 143 1335.87 9.93 184.46 1530.26 144 2302.71 92.00 684.96 3079.67 145 610.81 9.32 106.53 726.66 146 656.06 70.07 596.55 1322.68 147 1084.89 1.91 120.30 1207.10 148 3420.90 4.20 392.22 3817.32 149 2434.56 22.99 369.65 2827.20 150 0.00 230.64 566.25 796.89 151 1235.91 1.15 136.03 1373.09 152 3095.63 28.55 481.67 3605.84 Page 1 of 4 Item 8.b - Page 445 2045_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 153 2096.74 21.98 379.51 2498.22 154 2929.30 8.17 363.34 3300.81 155 1053.36 2.81 128.30 1184.47 156 913.07 0.00 94.33 1007.40 157 878.22 54.67 384.29 1317.17 158 1663.90 3.23 197.05 1864.18 159 598.87 20.37 189.36 808.60 160 367.02 2.72 55.26 425.00 161 807.75 170.32 858.90 1836.97 162 2353.86 0.00 279.17 2633.03 163 544.81 1.93 76.65 623.39 164 370.82 0.00 44.04 414.86 165 2564.03 24.23 458.70 3046.96 166 1113.90 0.00 123.20 1237.10 167 1606.79 7.82 230.52 1845.13 168 3684.30 22.33 522.77 4229.40 169 818.81 6.99 130.90 956.69 170 398.69 73.25 595.74 1067.68 171 1223.47 0.00 137.03 1360.50 172 657.92 147.49 979.65 1785.07 173 1742.55 24.16 310.02 2076.74 174 528.34 0.00 59.65 587.98 175 426.22 60.78 753.13 1240.12 176 442.64 11.50 99.37 553.52 177 533.26 23.81 170.10 727.17 178 496.59 295.46 1404.58 2196.63 179 1059.28 0.00 115.70 1174.98 180 476.46 6.48 82.77 565.71 181 1188.48 3.01 150.87 1342.36 182 186.76 0.00 19.87 206.62 183 401.36 0.00 41.92 443.28 184 460.23 281.59 1338.81 2080.63 185 423.62 0.00 46.88 470.50 186 288.38 1.64 39.47 329.48 187 386.90 447.31 2275.74 3109.95 188 1064.57 7.26 146.09 1217.92 189 414.64 1006.85 6688.79 8110.28 190 0.00 24.51 439.24 463.75 191 602.01 14.64 142.45 759.10 192 290.07 0.00 31.72 321.79 193 231.12 245.51 1145.71 1622.34 194 167.75 353.89 2079.07 2600.71 195 321.16 341.24 1614.71 2277.11 196 508.60 0.00 55.56 564.16 197 848.24 306.32 1532.89 2687.45 198 0.00 477.21 1663.70 2140.91 199 1015.49 586.75 4066.75 5668.99 200 0.00 87.82 427.90 515.73 201 1689.50 3.53 212.31 1905.35 202 2369.84 13.73 332.74 2716.31 203 0.00 0.00 0.00 0.00 Page 2 of 4 Item 8.b - Page 446 2045_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 204 371.89 223.76 1583.47 2179.12 205 241.71 192.16 881.64 1315.51 206 1239.22 0.00 129.56 1368.78 207 1537.87 45.19 372.74 1955.79 208 381.62 364.24 1833.70 2579.56 209 510.78 176.93 1310.05 1997.76 210 523.58 297.40 1735.20 2556.18 211 3242.35 1083.12 5536.43 9861.89 212 2563.14 221.56 1340.28 4124.99 213 0.00 414.73 2276.87 2691.60 214 588.81 0.00 68.39 657.20 215 0.00 0.00 0.00 0.00 216 150.57 0.00 17.05 167.62 217 0.00 0.00 0.00 0.00 218 822.40 7.69 140.02 970.10 219 50.42 414.65 1784.44 2249.52 220 1340.69 73.19 475.79 1889.67 221 4719.52 113.33 1283.82 6116.67 222 2207.56 0.00 257.49 2465.06 223 2500.13 17.69 372.56 2890.39 224 11.80 298.28 1415.41 1725.50 225 0.00 0.00 0.00 0.00 226 2146.51 2.63 258.86 2408.00 227 1802.09 0.00 201.83 2003.91 228 1968.29 5.69 252.08 2226.06 229 98.13 0.00 9.37 107.50 230 251.34 0.00 26.91 278.25 231 2478.87 15.63 352.66 2847.17 232 1761.95 2.58 202.68 1967.21 233 0.00 0.00 0.00 0.00 234 373.75 10.59 96.57 480.91 235 2002.76 25.90 397.48 2426.14 236 1817.75 14.21 252.09 2084.05 237 507.84 0.00 55.41 563.25 238 1009.97 1.49 120.56 1132.03 239 231.26 0.00 24.12 255.38 240 974.13 0.00 105.35 1079.48 241 1456.18 17.98 244.72 1718.87 242 0.00 46.73 206.97 253.70 243 377.88 0.00 40.13 418.01 244 322.14 0.00 34.15 356.29 245 537.25 23.84 172.39 733.48 246 1595.02 4.81 200.95 1800.78 247 2546.27 28.84 468.83 3043.94 248 958.11 2.98 125.32 1086.42 249 0.00 0.00 0.00 0.00 250 0.00 866.47 5446.50 6312.97 251 90.00 230.51 1210.47 1530.98 252 0.00 97.45 432.58 530.03 253 1176.90 1.69 139.53 1318.13 254 0.00 1133.20 12646.97 13780.17 Page 3 of 4 Item 8.b - Page 447 2045_Base Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 255 572.12 0.00 63.68 635.81 256 4769.96 15.32 613.72 5399.00 257 0.00 868.14 8326.67 9194.81 258 867.78 83.45 439.24 1390.47 259 0.00 0.00 0.00 0.00 260 0.00 118.51 623.89 742.40 261 0.00 0.00 0.00 0.00 262 0.00 0.00 0.00 0.00 263 1686.86 9.69 233.50 1930.06 264 400.33 0.00 44.47 444.80 265 13.08 0.00 2.68 15.76 266 0.00 0.00 0.00 0.00 267 1325.56 11.96 221.56 1559.09 268 2596.82 617.60 3133.79 6348.21 269 402.27 14.71 116.86 533.83 270 3309.19 128.60 1113.72 4551.51 271 0.00 0.00 0.00 0.00 272 5823.40 83.96 1153.14 7060.50 273 1132.92 2.43 135.73 1271.09 274 2994.98 0.00 388.73 3383.71 275 758.13 0.00 82.42 840.55 276 11.97 6.31 21.87 40.15 278 838.75 60.82 369.03 1268.59 892 739.62 17.33 153.16 910.10 Total VMT 182,816 21,416 135,941 340,173 Page 4 of 4 Item 8.b - Page 448 2045_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 101 306.14 6.85 77.18 390.17 102 0.00 0.00 0.00 0.00 103 0.00 222.49 605.90 828.39 104 391.97 325.67 2373.56 3091.20 105 1343.69 762.37 3583.54 5689.60 106 2844.39 66.67 623.65 3534.71 107 2151.33 4.09 259.10 2414.53 108 1703.47 6.74 229.17 1939.39 109 0.00 3487.00 7712.89 11199.89 110 2692.38 10.03 370.78 3073.19 111 0.00 101.23 860.32 961.55 112 1159.65 14.61 195.36 1369.62 113 68.18 292.07 2923.60 3283.85 115 765.52 0.00 80.01 845.54 116 1008.62 5.26 133.12 1147.00 117 1027.34 55.87 374.89 1458.10 118 2314.30 360.98 2505.78 5181.06 119 608.55 6.81 95.38 710.73 120 530.15 2.04 64.51 596.70 121 92.91 1.99 18.72 113.62 122 61.78 261.30 1714.70 2037.78 123 1691.27 40.33 649.39 2380.99 124 412.92 4.13 60.00 477.05 125 3808.18 77.29 823.69 4709.16 126 0.00 27.59 184.39 211.98 127 877.88 1.71 98.28 977.87 128 2770.52 3.39 294.87 3068.79 129 593.79 0.00 60.28 654.07 130 1211.57 29.36 270.33 1511.25 131 747.09 388.85 2254.19 3390.13 132 4657.98 91.81 962.19 5711.97 133 1389.32 2.92 155.99 1548.23 134 194.38 236.98 1146.42 1577.78 135 0.00 0.00 0.00 0.00 136 542.80 0.00 54.16 596.96 137 701.22 124.49 696.92 1522.64 138 747.76 66.19 1125.56 1939.51 139 1348.39 9.15 186.51 1544.06 140 571.97 19.23 157.85 749.05 141 1056.01 40.12 305.73 1401.85 142 1310.97 57.36 399.54 1767.87 143 1330.60 9.92 184.54 1525.06 144 2273.51 91.48 682.18 3047.17 145 606.03 9.24 106.15 721.41 146 661.08 69.65 592.19 1322.92 147 1069.49 1.90 119.78 1191.17 148 3442.95 4.18 392.06 3839.20 149 2419.66 22.91 369.89 2812.46 150 0.00 228.64 562.60 791.23 151 1235.29 1.14 136.98 1373.41 152 3042.47 28.55 481.63 3552.65 Page 1 of 4 Item 8.b - Page 449 2045_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 153 2055.97 21.95 380.03 2457.95 154 2931.60 8.22 365.47 3305.29 155 1044.02 2.81 128.34 1175.17 156 914.42 0.00 94.69 1009.11 157 880.55 54.60 385.23 1320.38 158 1658.99 3.24 196.96 1859.19 159 590.68 20.99 187.61 799.28 160 379.77 2.78 56.54 439.10 161 803.29 170.61 852.62 1826.51 162 2360.99 0.00 275.68 2636.67 163 543.50 1.93 76.17 621.60 164 370.57 0.00 43.83 414.40 165 2558.07 24.13 456.64 3038.84 166 1113.50 0.00 123.03 1236.53 167 1632.16 7.80 229.98 1869.94 168 3685.49 22.31 521.48 4229.29 169 817.67 6.98 130.56 955.21 170 395.36 73.14 595.88 1064.38 171 1220.83 0.00 136.38 1357.21 172 653.71 147.45 978.02 1779.18 173 1736.85 24.14 306.10 2067.09 174 530.11 0.00 59.26 589.37 175 424.50 60.70 751.94 1237.14 176 442.48 11.45 98.91 552.84 177 531.06 23.54 168.14 722.74 178 494.16 295.64 1402.03 2191.83 179 1053.64 0.00 114.46 1168.10 180 474.14 6.47 82.70 563.31 181 1181.73 3.02 149.76 1334.51 182 186.10 0.00 19.69 205.79 183 399.20 0.00 41.94 441.15 184 457.65 279.84 1333.80 2071.28 185 421.78 0.00 45.62 467.41 186 287.94 1.64 39.13 328.71 187 384.74 447.92 2275.58 3108.25 188 1064.99 7.23 145.81 1218.03 189 413.53 1010.29 6676.56 8100.38 190 0.00 24.53 438.31 462.83 191 606.29 14.56 142.36 763.21 192 287.37 0.00 31.39 318.76 193 230.56 245.32 1147.28 1623.15 194 167.06 355.02 2068.72 2590.79 195 320.21 340.19 1614.55 2274.95 196 508.61 0.00 55.21 563.82 197 845.57 306.03 1532.03 2683.63 198 0.00 477.04 1658.45 2135.49 199 1011.54 585.36 4051.50 5648.40 200 0.00 87.51 426.87 514.38 201 1685.72 3.53 206.93 1896.18 202 2370.25 13.74 331.80 2715.79 203 0.00 0.00 0.00 0.00 Page 2 of 4 Item 8.b - Page 450 2045_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 204 375.36 222.24 1579.52 2177.13 205 236.10 191.07 876.92 1304.09 206 1241.60 0.00 130.28 1371.88 207 1527.94 45.00 373.77 1946.72 208 383.91 361.94 1828.91 2574.76 209 505.03 175.94 1304.68 1985.65 210 516.90 296.18 1732.12 2545.19 211 3247.94 1075.63 5517.56 9841.13 212 2585.25 219.86 1338.95 4144.06 213 0.00 413.08 2277.95 2691.02 214 563.26 0.00 66.63 629.89 215 0.00 0.00 0.00 0.00 216 147.79 0.00 16.11 163.89 217 0.00 0.00 0.00 0.00 218 808.47 7.49 133.81 949.77 219 51.48 414.50 1795.28 2261.26 220 1338.06 73.94 480.31 1892.30 221 4647.77 110.03 1237.19 5994.99 222 2180.87 0.00 248.89 2429.75 223 2459.46 17.12 359.41 2835.99 224 11.90 298.77 1405.40 1716.08 225 0.00 0.00 0.00 0.00 226 2157.35 2.60 260.75 2420.70 227 1778.32 0.00 198.15 1976.47 228 1964.45 5.67 251.44 2221.57 229 98.20 0.00 9.34 107.54 230 250.96 0.00 26.85 277.81 231 2423.50 15.62 351.70 2790.82 232 1758.36 2.59 202.02 1962.97 233 0.00 0.00 0.00 0.00 234 372.84 10.58 96.35 479.76 235 2003.69 25.93 397.26 2426.88 236 1810.53 14.24 250.58 2075.34 237 506.87 0.00 55.22 562.09 238 1007.98 1.49 120.21 1129.69 239 230.77 0.00 24.06 254.84 240 973.43 0.00 104.42 1077.85 241 1457.10 17.99 244.34 1719.43 242 0.00 46.97 206.70 253.66 243 377.40 0.00 40.00 417.40 244 321.52 0.00 34.08 355.59 245 537.39 23.84 172.16 733.39 246 1595.75 4.82 200.59 1801.15 247 2540.31 28.86 467.91 3037.08 248 958.50 2.98 125.14 1086.63 249 0.00 0.00 0.00 0.00 250 0.00 863.19 5441.56 6304.75 251 90.35 231.07 1209.72 1531.15 252 0.00 97.73 433.79 531.52 253 1182.04 1.69 139.49 1323.22 254 0.00 1128.37 12608.60 13736.97 Page 3 of 4 Item 8.b - Page 451 2045_AG_CEU Zone1 RES_VMT OFF_VMT RET_VMT Total VMT 255 574.67 0.00 63.69 638.36 256 4787.52 15.31 614.65 5417.47 257 0.00 872.38 8363.14 9235.52 258 872.06 83.55 440.24 1395.85 259 0.00 0.00 0.00 0.00 260 0.00 118.77 626.50 745.27 261 0.00 0.00 0.00 0.00 262 0.00 0.00 0.00 0.00 263 1692.55 9.70 233.88 1936.13 264 399.64 0.00 44.37 444.02 265 13.11 0.00 2.68 15.79 266 0.00 0.00 0.00 0.00 267 1325.70 11.99 222.32 1560.02 268 2589.20 620.30 3138.06 6347.56 269 401.31 14.70 116.69 532.70 270 3318.36 128.39 1113.91 4560.65 271 0.00 0.00 0.00 0.00 272 5826.56 83.64 1153.26 7063.47 273 1133.68 2.44 135.75 1271.88 274 2982.71 0.00 392.03 3374.74 275 758.13 0.00 82.25 840.38 276 11.94 6.32 21.78 40.05 278 840.03 60.70 369.28 1270.00 892 739.39 17.32 153.19 909.89 Total VMT 182,408 21,371 135,612 339,391 Page 4 of 4 Item 8.b - Page 452 APPENDIX D Species Lists Item 8.b - Page 453 Item 8.b - Page 454 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 1/19 IPaC resource list This report is an automatically generated list of species and other resources such as critical habitat (collectively referred to as trust resources) under the U.S. Fish and Wildlife Service's (USFWS) jurisdiction that are known or expected to be on or near the project area referenced below. The list may also include trust resources that occur outside of the project area, but that could potentially be directly or indirectly aected by activities in the project area. However, determining the likelihood and extent of eects a project may have on trust resources typically requires gathering additional site-specic (e.g., vegetation/species surveys) and project-specic (e.g., magnitude and timing of proposed activities) information. Below is a summary of the project information you provided and contact information for the USFWS oce(s) with jurisdiction in the dened project area. Please read the introduction to each section that follows (Endangered Species, Migratory Birds, USFWS Facilities, and NWI Wetlands) for additional information applicable to the trust resources addressed in that section. Location San Luis Obispo County, California Local oce Ventura Fish And Wildlife Oce  (805) 644-1766  (805) 644-3958 2493 Portola Road, Suite B Ventura, CA 93003-7726 U.S. Fish & Wildlife ServiceIPaC Item 8.b - Page 455 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 2/19 Endangered species This resource list is for informational purposes only and does not constitute an analysis of project level impacts. The primary information used to generate this list is the known or expected range of each species. Additional areas of inuence (AOI) for species are also considered. An AOI includes areas outside of the species range if the species could be indirectly aected by activities in that area (e.g., placing a dam upstream of a sh population even if that sh does not occur at the dam site, may indirectly impact the species by reducing or eliminating water ow downstream). Because species can move, and site conditions can change, the species on this list are not guaranteed to be found on or near the project area. To fully determine any potential eects to species, additional site-specic and project-specic information is often required. Section 7 of the Endangered Species Act requires Federal agencies to "request of the Secretary information whether any species which is listed or proposed to be listed may be present in the area of such proposed action" for any project that is conducted, permitted, funded, or licensed by any Federal agency. A letter from the local oce and a species list which fullls this requirement can only be obtained by requesting an ocial species list from either the Regulatory Review section in IPaC (see directions below) or from the local eld oce directly. For project evaluations that require USFWS concurrence/review, please return to the IPaC website and request an ocial species list by doing the following: 1. Draw the project location and click CONTINUE. 2. Click DEFINE PROJECT. 3. Log in (if directed to do so). 4. Provide a name and description for your project. 5. Click REQUEST SPECIES LIST. Listed species and their critical habitats are managed by the Ecological Services Program of the U.S. Fish and Wildlife Service (USFWS) and the sheries division of the National Oceanic and Atmospheric Administration (NOAA Fisheries ). Species and critical habitats under the sole responsibility of NOAA Fisheries are not shown on this list. Please contact NOAA Fisheries for species under their jurisdiction. 1. Species listed under the Endangered Species Act are threatened or endangered; IPaC also shows species that are candidates, or proposed, for listing. See the listing status page for more information. IPaC only shows species that are regulated by USFWS (see FAQ). 2. NOAA Fisheries, also known as the National Marine Fisheries Service (NMFS), is an oce of the National Oceanic and Atmospheric Administration within the Department of Commerce. The following species are potentially aected by activities in this location: Mammals 1 2 NAME STATUS Item 8.b - Page 456 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 3/19 Birds Reptiles Giant Kangaroo Rat Dipodomys ingens Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/6051 Endangered NAME STATUS California Clapper Rail Rallus longirostris obsoletus Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/4240 Endangered California Condor Gymnogyps californianus There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/8193 Endangered California Least Tern Sterna antillarum browni Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/8104 Endangered Least Bell's Vireo Vireo bellii pusillus Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/5945 Endangered Marbled Murrelet Brachyramphus marmoratus There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/4467 Threatened Southwestern Willow Flycatcher Empidonax traillii extimus Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/6749 Endangered Western Snowy Plover Charadrius nivosus nivosus There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/8035 Threatened Item 8.b - Page 457 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 4/19 Amphibians Fishes Insects Crustaceans NAME STATUS Blunt-nosed Leopard Lizard Gambelia silus Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/625 Endangered NAME STATUS California Red-legged Frog Rana draytonii Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/2891 Threatened California Tiger Salamander Ambystoma californiense There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/2076 Threatened NAME STATUS Tidewater Goby Eucyclogobius newberryi Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/57 Endangered NAME STATUS Kern Primrose Sphinx Moth Euproserpinus euterpe Wherever found There is proposed critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/7881 Threatened NAME STATUS Vernal Pool Fairy Shrimp Branchinecta lynchi Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/498 Threatened Item 8.b - Page 458 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 5/19 Flowering Plants NAME STATUS California Jewelower Caulanthus californicus Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/4599 Endangered Chorro Creek Bog Thistle Cirsium fontinale var. obispoense Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/5991 Endangered Gambel's Watercress Rorippa gambellii Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/4201 Endangered La Graciosa Thistle Cirsium loncholepis Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/6547 Endangered Marsh Sandwort Arenaria paludicola Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/2229 Endangered Nipomo Mesa Lupine Lupinus nipomensis Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/5480 Endangered Pismo Clarkia Clarkia speciosa ssp. immaculata Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/5936 Endangered Salt Marsh Bird's-beak Cordylanthus maritimus ssp. maritimus Wherever found No critical habitat has been designated for this species. https://ecos.fws.gov/ecp/species/6447 Endangered Item 8.b - Page 459 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 6/19 Critical habitats Potential eects to critical habitat(s) in this location must be analyzed along with the endangered species themselves. THERE ARE NO CRITICAL HABITATS AT THIS LOCATION. Migratory birds The birds listed below are birds of particular concern either because they occur on the USFWS Birds of Conservation Concern (BCC) list or warrant special attention in your project location. To learn more about the levels of concern for birds on your list and how this list is generated, see the FAQ below. This is not a list of every bird you may nd in this location, nor a guarantee that every bird on this list will be found in your project area. To see exact locations of where birders and the general public have sighted birds in and around your project area, visit the E-bird data mapping tool (Tip: enter your location, desired date range and a species on your list). For projects that occur o the Atlantic Coast, additional maps and models detailing the relative occurrence and abundance of bird Spreading Navarretia Navarretia fossalis Wherever found There is nal critical habitat for this species. The location of the critical habitat is not available. https://ecos.fws.gov/ecp/species/1334 Threatened Certain birds are protected under the Migratory Bird Treaty Act and the Bald and Golden Eagle Protection Act . Any person or organization who plans or conducts activities that may result in impacts to migratory birds, eagles, and their habitats should follow appropriate regulations and consider implementing appropriate conservation measures, as described below. 1. The Migratory Birds Treaty Act of 1918. 2. The Bald and Golden Eagle Protection Act of 1940. Additional information can be found using the following links: Birds of Conservation Concern http://www.fws.gov/birds/management/managed-species/ birds-of-conservation-concern.php Measures for avoiding and minimizing impacts to birds http://www.fws.gov/birds/management/project-assessment-tools-and-guidance/ conservation-measures.php Nationwide conservation measures for birds http://www.fws.gov/migratorybirds/pdf/management/nationwidestandardconservationmeasures.pdf 1 2 Item 8.b - Page 460 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 7/19 species on your list are available. Links to additional information about Atlantic Coast birds, and other important information about your migratory bird list, including how to properly interpret and use your migratory bird report, can be found below. For guidance on when to schedule activities or implement avoidance and minimization measures to reduce impacts to migratory birds on your list, click on the PROBABILITY OF PRESENCE SUMMARY at the top of your list to see when these birds are most likely to be present and breeding in your project area. NAME BREEDING SEASON (IF A BREEDING SEASON IS INDICATED FOR A BIRD ON YOUR LIST, THE BIRD MAY BREED IN YOUR PROJECT AREA SOMETIME WITHIN THE TIMEFRAME SPECIFIED, WHICH IS A VERY LIBERAL ESTIMATE OF THE DATES INSIDE WHICH THE BIRD BREEDS ACROSS ITS ENTIRE RANGE. "BREEDS ELSEWHERE" INDICATES THAT THE BIRD DOES NOT LIKELY BREED IN YOUR PROJECT AREA.) Allen's Hummingbird Selasphorus sasin This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9637 Breeds Feb 1 to Jul 15 Bald Eagle Haliaeetus leucocephalus This is not a Bird of Conservation Concern (BCC) in this area, but warrants attention because of the Eagle Act or for potential susceptibilities in oshore areas from certain types of development or activities. https://ecos.fws.gov/ecp/species/1626 Breeds Jan 1 to Aug 31 Black Oystercatcher Haematopus bachmani This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9591 Breeds Apr 15 to Oct 31 Black Skimmer Rynchops niger This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/5234 Breeds May 20 to Sep 15 Black Turnstone Arenaria melanocephala This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. Breeds elsewhere Item 8.b - Page 461 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 8/19 California Thrasher Toxostoma redivivum This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. Breeds Jan 1 to Jul 31 Clark's Grebe Aechmophorus clarkii This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. Breeds Jan 1 to Dec 31 Common Yellowthroat Geothlypis trichas sinuosa This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA https://ecos.fws.gov/ecp/species/2084 Breeds May 20 to Jul 31 Costa's Hummingbird Calypte costae This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA https://ecos.fws.gov/ecp/species/9470 Breeds Jan 15 to Jun 10 Golden Eagle Aquila chrysaetos This is not a Bird of Conservation Concern (BCC) in this area, but warrants attention because of the Eagle Act or for potential susceptibilities in oshore areas from certain types of development or activities. https://ecos.fws.gov/ecp/species/1680 Breeds Jan 1 to Aug 31 Lawrence's Goldnch Carduelis lawrencei This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9464 Breeds Mar 20 to Sep 20 Long-billed Curlew Numenius americanus This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/5511 Breeds elsewhere Marbled Godwit Limosa fedoa This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9481 Breeds elsewhere Nuttall's Woodpecker Picoides nuttallii This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA https://ecos.fws.gov/ecp/species/9410 Breeds Apr 1 to Jul 20 Item 8.b - Page 462 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 9/19 Oak Titmouse Baeolophus inornatus This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9656 Breeds Mar 15 to Jul 15 Rufous Hummingbird selasphorus rufus This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/8002 Breeds elsewhere Short-billed Dowitcher Limnodromus griseus This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9480 Breeds elsewhere Song Sparrow Melospiza melodia This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA Breeds Feb 20 to Sep 5 Spotted Towhee Pipilo maculatus clementae This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA https://ecos.fws.gov/ecp/species/4243 Breeds Apr 15 to Jul 20 Tricolored Blackbird Agelaius tricolor This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/3910 Breeds Mar 15 to Aug 10 Whimbrel Numenius phaeopus This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9483 Breeds elsewhere Willet Tringa semipalmata This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. Breeds elsewhere Wrentit Chamaea fasciata This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. Breeds Mar 15 to Aug 10 Yellow-billed Magpie Pica nuttalli This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska. https://ecos.fws.gov/ecp/species/9726 Breeds Apr 1 to Jul 31 Item 8.b - Page 463 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 10/19 Probability of Presence Summary The graphs below provide our best understanding of when birds of concern are most likely to be present in your project area. This information can be used to tailor and schedule your project activities to avoid or minimize impacts to birds. Please make sure you read and understand the FAQ "Proper Interpretation and Use of Your Migratory Bird Report" before using or attempting to interpret this report. Probability of Presence () Each green bar represents the bird's relative probability of presence in the 10km grid cell(s) your project overlaps during a particular week of the year. (A year is represented as 12 4-week months.) A taller bar indicates a higher probability of species presence. The survey eort (see below) can be used to establish a level of condence in the presence score. One can have higher condence in the presence score if the corresponding survey eort is also high. How is the probability of presence score calculated? The calculation is done in three steps: 1. The probability of presence for each week is calculated as the number of survey events in the week where the species was detected divided by the total number of survey events for that week. For example, if in week 12 there were 20 survey events and the Spotted Towhee was found in 5 of them, the probability of presence of the Spotted Towhee in week 12 is 0.25. 2. To properly present the pattern of presence across the year, the relative probability of presence is calculated. This is the probability of presence divided by the maximum probability of presence across all weeks. For example, imagine the probability of presence in week 20 for the Spotted Towhee is 0.05, and that the probability of presence at week 12 (0.25) is the maximum of any week of the year. The relative probability of presence on week 12 is 0.25/0.25 = 1; at week 20 it is 0.05/0.25 = 0.2. 3. The relative probability of presence calculated in the previous step undergoes a statistical conversion so that all possible values fall between 0 and 10, inclusive. This is the probability of presence score. To see a bar's probability of presence score, simply hover your mouse cursor over the bar. Breeding Season () Yellow bars denote a very liberal estimate of the time-frame inside which the bird breeds across its entire range. If there are no yellow bars shown for a bird, it does not breed in your project area. Survey Eort () Vertical black lines superimposed on probability of presence bars indicate the number of surveys performed for that species in the 10km grid cell(s) your project area overlaps. The number of surveys is expressed as a range, for example, 33 to 64 surveys. To see a bar's survey eort range, simply hover your mouse cursor over the bar. No Data () A week is marked as having no data if there were no survey events for that week. Survey Timeframe Surveys from only the last 10 years are used in order to ensure delivery of currently relevant information. The exception to this is areas o the Atlantic coast, where bird returns are based on all years of available data, since data in these areas is currently much more sparse. Item 8.b - Page 464 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 11/19  no data survey eort breeding season probability of presence SPECIES JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Allen's Hummingbird BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Bald Eagle Non-BCC Vulnerable (This is not a Bird of Conservation Concern (BCC) in this area, but warrants attention because of the Eagle Act or for potential susceptibilities in oshore areas from certain types of development or activities.) Black Oystercatcher BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Black Skimmer BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Item 8.b - Page 465 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 12/19 Black Turnstone BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) California Thrasher BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Clark's Grebe BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Common Yellowthroat BCC - BCR (This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA) Costa's Hummingbird BCC - BCR (This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA) Item 8.b - Page 466 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 13/19 Golden Eagle Non-BCC Vulnerable (This is not a Bird of Conservation Concern (BCC) in this area, but warrants attention because of the Eagle Act or for potential susceptibilities in oshore areas from certain types of development or activities.) Lawrence's Goldnch BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Long-billed Curlew BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) SPECIES JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Marbled Godwit BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Item 8.b - Page 467 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 14/19 Nuttall's Woodpecker BCC - BCR (This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA) Oak Titmouse BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Rufous Hummingbird BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Short-billed Dowitcher BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Song Sparrow BCC - BCR (This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA) Item 8.b - Page 468 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 15/19 Spotted Towhee BCC - BCR (This is a Bird of Conservation Concern (BCC) only in particular Bird Conservation Regions (BCRs) in the continental USA) Tricolored Blackbird BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Whimbrel BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Willet BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Wrentit BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Item 8.b - Page 469 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 16/19 Yellow-billed Magpie BCC Rangewide (CON) (This is a Bird of Conservation Concern (BCC) throughout its range in the continental USA and Alaska.) Tell me more about conservation measures I can implement to avoid or minimize impacts to migratory birds. Nationwide Conservation Measures describes measures that can help avoid and minimize impacts to all birds at any location year round. Implementation of these measures is particularly important when birds are most likely to occur in the project area. When birds may be breeding in the area, identifying the locations of any active nests and avoiding their destruction is a very helpful impact minimization measure. To see when birds are most likely to occur and be breeding in your project area, view the Probability of Presence Summary. Additional measures or permits may be advisable depending on the type of activity you are conducting and the type of infrastructure or bird species present on your project site. What does IPaC use to generate the migratory birds potentially occurring in my specied location? The Migratory Bird Resource List is comprised of USFWS Birds of Conservation Concern (BCC) and other species that may warrant special attention in your project location. The migratory bird list generated for your project is derived from data provided by the Avian Knowledge Network (AKN). The AKN data is based on a growing collection of survey, banding, and citizen science datasets and is queried and ltered to return a list of those birds reported as occurring in the 10km grid cell(s) which your project intersects, and that have been identied as warranting special attention because they are a BCC species in that area, an eagle (Eagle Act requirements may apply), or a species that has a particular vulnerability to oshore activities or development. Again, the Migratory Bird Resource list includes only a subset of birds that may occur in your project area. It is not representative of all birds that may occur in your project area. To get a list of all birds potentially present in your project area, please visit the AKN Phenology Tool. What does IPaC use to generate the probability of presence graphs for the migratory birds potentially occurring in my specied location? The probability of presence graphs associated with your migratory bird list are based on data provided by the Avian Knowledge Network (AKN). This data is derived from a growing collection of survey, banding, and citizen science datasets . Probability of presence data is continuously being updated as new and better information becomes available. To learn more about how the probability of presence graphs are produced and how to interpret them, go the Probability of Presence Summary and then click on the "Tell me about these graphs" link. How do I know if a bird is breeding, wintering, migrating or present year-round in my project area? To see what part of a particular bird's range your project area falls within (i.e. breeding, wintering, migrating or year-round), you may refer to the following resources: The Cornell Lab of Ornithology All About Birds Bird Guide, or (if you are unsuccessful in locating the bird of interest there), the Cornell Lab of Ornithology Neotropical Birds guide. If a bird on your migratory bird species list has a breeding season associated with it, if that bird does occur in your project area, there may be nests present at some point within the timeframe specied. If "Breeds elsewhere" is indicated, then the bird likely does not breed in your project area.Item 8.b - Page 470 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 17/19 What are the levels of concern for migratory birds? Migratory birds delivered through IPaC fall into the following distinct categories of concern: 1. "BCC Rangewide" birds are Birds of Conservation Concern (BCC) that are of concern throughout their range anywhere within the USA (including Hawaii, the Pacic Islands, Puerto Rico, and the Virgin Islands); 2. "BCC - BCR" birds are BCCs that are of concern only in particular Bird Conservation Regions (BCRs) in the continental USA; and 3. "Non-BCC - Vulnerable" birds are not BCC species in your project area, but appear on your list either because of the Eagle Act requirements (for eagles) or (for non-eagles) potential susceptibilities in oshore areas from certain types of development or activities (e.g. oshore energy development or longline shing). Although it is important to try to avoid and minimize impacts to all birds, eorts should be made, in particular, to avoid and minimize impacts to the birds on this list, especially eagles and BCC species of rangewide concern. For more information on conservation measures you can implement to help avoid and minimize migratory bird impacts and requirements for eagles, please see the FAQs for these topics. Details about birds that are potentially aected by oshore projects For additional details about the relative occurrence and abundance of both individual bird species and groups of bird species within your project area o the Atlantic Coast, please visit the Northeast Ocean Data Portal. The Portal also oers data and information about other taxa besides birds that may be helpful to you in your project review. Alternately, you may download the bird model results les underlying the portal maps through the NOAA NCCOS Integrative Statistical Modeling and Predictive Mapping of Marine Bird Distributions and Abundance on the Atlantic Outer Continental Shelf project webpage. Bird tracking data can also provide additional details about occurrence and habitat use throughout the year, including migration. Models relying on survey data may not include this information. For additional information on marine bird tracking data, see the Diving Bird Study and the nanotag studies or contact Caleb Spiegel or Pam Loring. What if I have eagles on my list? If your project has the potential to disturb or kill eagles, you may need to obtain a permit to avoid violating the Eagle Act should such impacts occur. Proper Interpretation and Use of Your Migratory Bird Report The migratory bird list generated is not a list of all birds in your project area, only a subset of birds of priority concern. To learn more about how your list is generated, and see options for identifying what other birds may be in your project area, please see the FAQ "What does IPaC use to generate the migratory birds potentially occurring in my specied location". Please be aware this report provides the "probability of presence" of birds within the 10 km grid cell(s) that overlap your project; not your exact project footprint. On the graphs provided, please also look carefully at the survey eort (indicated by the black vertical bar) and for the existence of the "no data" indicator (a red horizontal bar). A high survey eort is the key component. If the survey eort is high, then the probability of presence score can be viewed as more dependable. In contrast, a low survey eort bar or no data bar means a lack of data and, therefore, a lack of certainty about presence of the species. This list is not perfect; it is simply a starting point for identifying what birds of concern have the potential to be in your project area, when they might be there, and if they might be breeding (which means nests might be present). The list helps you know what to look for to conrm presence, and helps guide you in knowing when to implement conservation measures to avoid or minimize potential impacts from your project activities, should presence be conrmed. To learn more about conservation measures, visit the FAQ "Tell me about conservation measures I can implement to avoid or minimize impacts to migratory birds" at the bottom of your migratory bird trust resources page. Item 8.b - Page 471 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 18/19 Facilities National Wildlife Refuge lands Any activity proposed on lands managed by the National Wildlife Refuge system must undergo a 'Compatibility Determination' conducted by the Refuge. Please contact the individual Refuges to discuss any questions or concerns. THERE ARE NO REFUGE LANDS AT THIS LOCATION. Fish hatcheries THERE ARE NO FISH HATCHERIES AT THIS LOCATION. Wetlands in the National Wetlands Inventory Impacts to NWI wetlands and other aquatic habitats may be subject to regulation under Section 404 of the Clean Water Act, or other State/Federal statutes. For more information please contact the Regulatory Program of the local U.S. Army Corps of Engineers District. Please note that the NWI data being shown may be out of date. We are currently working to update our NWI data set. We recommend you verify these results with a site visit to determine the actual extent of wetlands on site. This location overlaps the following wetlands: FRESHWATER EMERGENT WETLAND PEM1C PEM1A PEM1B FRESHWATER FORESTED/SHRUB WETLAND PFO1C PSS1A PFOA PFO1A PSS/FOC PSSA PSSC PSSCh PFOCh Item 8.b - Page 472 4/1/2021 IPaC: Explore Location resources https://ecos.fws.gov/ipac/location/C2KS6O6HLJEZDII6ID7IKFAHFU/resources 19/19 Data limitations The Service's objective of mapping wetlands and deepwater habitats is to produce reconnaissance level information on the location, type and size of these resources. The maps are prepared from the analysis of high altitude imagery. Wetlands are identied based on vegetation, visible hydrology and geography. A margin of error is inherent in the use of imagery; thus, detailed on-the-ground inspection of any particular site may result in revision of the wetland boundaries or classication established through image analysis. The accuracy of image interpretation depends on the quality of the imagery, the experience of the image analysts, the amount and quality of the collateral data and the amount of ground truth verication work conducted. Metadata should be consulted to determine the date of the source imagery used and any mapping problems. Wetlands or other mapped features may have changed since the date of the imagery or eld work. There may be occasional dierences in polygon boundaries or classications between the information depicted on the map and the actual conditions on site. Data exclusions Certain wetland habitats are excluded from the National mapping program because of the limitations of aerial imagery as the primary data source used to detect wetlands. These habitats include seagrasses or submerged aquatic vegetation that are found in the intertidal and subtidal zones of estuaries and nearshore coastal waters. Some deepwater reef communities (coral or tubercid worm reefs) have also been excluded from the inventory. These habitats, because of their depth, go undetected by aerial imagery. Data precautions Federal, state, and local regulatory agencies with jurisdiction over wetlands may dene and describe wetlands in a dierent manner than that used in this inventory. There is no attempt, in either the design or products of this inventory, to dene the limits of proprietary jurisdiction of any Federal, state, or local government or to establish the geographical scope of the regulatory programs of government agencies. Persons intending to engage in activities involving modications within or adjacent to wetland areas should seek the advice of appropriate federal, state, or local agencies concerning specied agency regulatory programs and proprietary jurisdictions that may aect such activities. PSSCx PSSAh FRESHWATER POND PUBHx PUBFh PUBF RIVERINE R4SBA R3UBH R4SBCx R4SBJ R4SBAx R4SBC R5UBF A full description for each wetland code can be found at the National Wetlands Inventory website Item 8.b - Page 473 Scientific_Name Common_Name Occ_Number Federal_Status State_Status Rare_Plant_Rank CDFW_Status Anniella pulchra Northern California legless lizard 172 None None SSC Anniella pulchra Northern California legless lizard 173 None None SSC Anniella pulchra Northern California legless lizard 171 None None SSC Arctostaphylos pilosula Santa Margarita manzanita 31 None None 1B.2 Arctostaphylos pilosula Santa Margarita manzanita 32 None None 1B.2 Bombus caliginosus obscure bumble bee 164 None None Bombus caliginosus obscure bumble bee 165 None None Castilleja densiflora var. obispoensis San Luis Obispo owl's-clover 19 None None 1B.2 Chenopodium littoreum coastal goosefoot 5 None None 1B.2 Chorizanthe rectispina straight-awned spineflower 21 None None 1B.3 Chorizanthe rectispina straight-awned spineflower 26 None None 1B.3 Chorizanthe rectispina straight-awned spineflower 22 None None 1B.3 Clarkia speciosa ssp. immaculata Pismo clarkia 7 Endangered Rare 1B.1 Clarkia speciosa ssp. immaculata Pismo clarkia 8 Endangered Rare 1B.1 Danaus plexippus pop. 1 monarch - California overwintering population 249 None None Danaus plexippus pop. 1 monarch - California overwintering population 251 None None Danaus plexippus pop. 1 monarch - California overwintering population 320 None None Danaus plexippus pop. 1 monarch - California overwintering population 399 None None Emys marmorata western pond turtle 1143 None None SSC Emys marmorata western pond turtle 1165 None None SSC Horkelia cuneata var. sericea Kellogg's horkelia 48 None None 1B.1 Monardella sinuata ssp. sinuata southern curly-leaved monardella 29 None None 1B.2 Monardella sinuata ssp. sinuata southern curly-leaved monardella 38 None None 1B.2 Nasturtium gambelii Gambel's water cress 16 Endangered Threatened 1B.1 Oncorhynchus mykiss irideus pop. 9 steelhead - south-central California coast DPS 17 Threatened None Rana draytonii California red-legged frog 319 Threatened None SSC Rana draytonii California red-legged frog 418 Threatened None SSC Rana draytonii California red-legged frog 459 Threatened None SSC Taxidea taxus American badger 200 None None SSC California Natural Diversity Database Output: City of Arroyo Grande Item 8.b - Page 474 Multimodal Transportation Impact Study Guidelines May 2021 EXHIBIT C Item 8.b - Page 475 City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines Table of Contents CHAPTER 1: INTRODUCTION ....................................................................................... 1 CHAPTER 2: TRANSPORTATION IMPACT ANALYSIS REQUIREMENTS .............................. 3 Impact Analysis Requirement Triggers ....................................................................................... 4 Memorandum of Assumptions ...................................................................................................... 5 Study Area ............................................................................................................................................ 5 Traffic Data Collection ...................................................................................................................... 5 Trip Generation ................................................................................................................................... 6 Trip Distribution & Assignment ..................................................................................................... 6 CHAPTER 3: CEQA TRANSPORTATION IMPACT ANALYSIS ............................................. 7 Vehicle Miles Traveled (VMT) ......................................................................................................... 8 Safety ..................................................................................................................................................... 11 Induced Travel ................................................................................................................................... 12 CHAPTER 4: LOCAL TRANSPORTATION POLICY ANALYSIS .......................................... 13 Transportation Analysis Scenarios .............................................................................................. 14 Technical Analysis Parameters ..................................................................................................... 14 Item 8.b - Page 476 City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 1 Chapter 1: Introduction Item 8.b - Page 477 Chapter 1: Introduction City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 2 The City of Arroyo Grande’s General Plan Circulation Element establishes key transportation policies to accommodate growth and achieving a multimodal community with a system of complete streets. These Multimodal Transportation Impact Analysis Guidelines establish a consistent means for assessing potential multimodal transportation impacts of proposed projects such as development, land use & zoning designation changes, specific plans & amendments, general plan amendments, and transportation infrastructure modifications or expansions. These guidelines establish standards for technical studies consistent with the latest applicable planning and engineering methodologies, standards, and analysis procedures. These guidelines will also establish protocol for pre-approval of project-specific technical assumptions in a Memorandum of Assumptions (MOA) with the intent of streamlining applicant-side workflow by avoiding duplicative work between draft and final multimodal transportation impact study submissions. The goal of these guidelines and procedures is for resulting multimodal traffic impact studies to provide comprehensive, clear, and consistent analyses for all projects within the City. Development applications will not be deemed complete until a final approved multimodal transportation impact study is received by the City. These guidelines have been prepared in conformance with Senate Bill 743 (SB 743), whereas Level of Service (LOS) as a function of automobile delay is no longer considered a significant impact and Vehicle Miles of Travel (VMT) is now established as the measure of assessing transportation impact under the California Environmental Quality Act (CEQA). SB 743 however does not preclude local agencies from retaining LOS as local policy outside of CEQA. To this end the City of Arroyo Grande has adopted local General Plan policies for motor vehicle LOS, bicycle level of traffic stress, pedestrian connectivity, transit proximity, and neighborhood volume thresholds. Although these measures are not subject to CEQA or considered measures of impacts under SB 743, they are policy measures that should be studied for general plan consistency and compliance. The following provides the framework of a Multimodal Transportation Impact Study document , including the Table of Contents, and outlines within each section the requested information that needs to be provided for an informative multimodal transportation analysis and disclosure of transportation impacts. Item 8.b - Page 478 City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 3 Chapter 2: Transportation Impact Analysis Requirements Item 8.b - Page 479 Chapter 2: Transportation Impact Analysis Requirements City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 4 Transportation impact studies may be required by the City to adequately assess impacts or policy inconsistencies of a development proposal, changes in land use designations through a zoning or General Plan amendment, or modification or expansion of transportation infrastructure. The CEQA Transportation Impact Analysis section of a Transportation Impact Analysis Report (TIAR) will typically be incorporated into the “Circulation” section of an Environmental Impact Report (EIR). The Local Transportation Policy Analysis section of a TIAR is considered as local policy review apart and not subject to CEQA pursuant to Senate Bill (SB) 743. Local Transportation Policy Analysis is used to inform the City if and how a project is inconsistent with adopted Transportation Policy; the City may adopt conditions of approval to offset policy inconsistencies through its legislative authority. If an EIR is not required, a stand-alone TIAR may still be required by the City. The final decision on the type and scope of a TIAR will be determined by the City. Due to potential conflicts, applicants (excluding public agencies) are not permitted to commission and direct the preparation of a TIAR. Funding for TIAR’s are the applicant’s responsibility, however the studies shall be prepared independent of the applicant. Applicants shall deposit the necessary funding and fees for the City to commission & direct the preparation of TIAR’s. A certified professional Transportation Planner, or registered professional Traffic or Civil Engineer must prepare all TIAR studies with adequate experience in Transportation Planning & Engineering. Impact Analysis Requirement Triggers A complete TIAR study will typically be required for a project when the projected trip generation during any peak hour is equal to or greater than 20 trips. This criterion specifically applies to Local Transportation Policy Analysis and does not preclude the need to evaluate transportation impacts under CEQA pursuant to SB 743, which have different screening criteria as described in Chapter 3. The amount of traffic generated by the project shall be calculated using the methodology and guidelines of the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. The table below provides examples of development types that would typically generate 20 peak hour trips and require a TIAR. Table 2-1: Example 20+ Peak Hour Trip Development Scenarios 1. 20 Single Family Units 2. 35 Multi-Family Units 3. 33 Room Hotel 4. 2,560 Sq. Ft. Restaurant 5. 5,240 Sq. Ft. Retail 6. 17,240 Sq. Ft. Office 7. 28,570 Sq. Ft. Industrial Sources: 1. Institute of Transportation Engineers’ Trip Generation Manual, 10th Edition, 2017. The City reserves its authority to require a TIAR for projects with a peak hour trip generation of less than 20 trips typically because of, but not limited to, safety and/or access concerns, community circulation concerns to the project, or when existing service levels on area streets are at or approaching unacceptable levels. Item 8.b - Page 480 Chapter 2: Transportation Impact Analysis Requirements City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 5 Memorandum of Assumptions Upon determining that a TIAR is required, a project applicant must submit a project description including access points, land use types, and land use quantities that will be the foundation of the study. If the project description is later changed, any progress maybe invalidated, and the study would have to start over based on the new project description. Before technical analysis may commence an MOA must be submitted to the City for approval. The MOA shall include basic study parameters and assumptions, including the scope of the TIAR study area, proposed analysis scenarios, proposed data collection efforts, proposed project trip generation, proposed project trip distribution and assignment, and technical analysis parameters and methodologies. The MOA shall also include a summary of existing transportation conditions, and proposed methodology for developing future volumes in the Short-Term Conditions (if necessary) and Cumulative Conditions analyses. Following submittal, the City will review the MOA and submit comments to the applicant, indicating approval of or rejection of submitted content. The consultant will then have an opportunity to modify assumptions and methodologies prior to proceeding with the Technical Analysis and submitting a Draft TIAR. The MOA process provides the consultant pre-approval of many technical assumptions prior to completing a Draft TIAR and provides the City a chance to review important assumptions that will be used in the forthcoming Draft TIAR. Study Area The scope of a TIAR study should be determined by which intersections or roadway segments may be impacted by project-generated traffic. As a general guideline, any roadway segment or intersection through which the project will generate twenty (20) or more peak hour trips will be included in the analysis. In addition, all project access points shall be included in the study. Additional facilities may be studied based on circumstances unique to the site. Consultants should consult and advise the City early regarding any additional study locations based on local or site-specific issues. Traffic Data Collection At minimum, AM and PM weekday peak hour conditions must be analyzed at all study intersections and average daily traffic conditions must be analyzed at all study roadway segment locations. In some cases, the City may also require midday peaks, school-related afternoon peak periods, as well as weekend peak hour, and/or daily conditions. New traffic data must be collected at all study intersections during these peak hour and daily time frames, unless recent traffic data from within two (2) years of initiating the TIAR is available. The City Community Development Department may allow the use of older traffic data if the applicant can quantitatively demonstrate that traffic conditions have either not significantly changed since the date the older counts were collected or that the older counts can be manually adjusted to reflect current year conditions. New AM and PM peak hour traffic counts must be collected on a typical weekday (on a Tuesday, Wednesday, or Thursday of a week without holidays, large special events, or disruptive construction Item 8.b - Page 481 Chapter 2: Transportation Impact Analysis Requirements City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 6 activity) between 7:00 – 9:00 AM and between 4:00 – 6:00 PM respectively. If a school-related peak hour is required, verify the drop-off and pick-up period with the school schedule and collect accordingly. If a weekend peak hour analysis is required, weekend traffic data should be collected between 11:00 AM – 1:00 PM. A peak hour is defined as the highest continuous hour of traffic, as measured in 15-minute increments, of a two-hour data collection sample. Roadway geometrics should be collected at the time of traffic data collection or via aerial photography, as built plans, and site visits. Trip Generation A summary table listing each type of land use, corresponding size, the average trip generation rates used (total daily traffic, AM and PM weekday peak hours, and weekend peak hour if needed), and the resulting total trips generated must be provided for the proposed project. A similar trip generation table must be provided for the approved/pending projects (provided by the City Community Development Department) that were determined necessary for the Short-Term Conditions analysis scenario. Trip generation rates must be calculated using the latest edition of the ITE Trip Generation Manual. At the City’s discretion, the applicant may alternatively use driveway count data from similar existing uses to develop trip generation rates if no published rates are available for the proposed use. Pass-by, link-diverted, and internal capture may be considered subject to City approval. Trip Distribution & Assignment The estimated percentage distribution of the proposed project’s generated trips, to destinations both within and outside the City, must be clearly stated in the report. The San Luis Obispo Council of Governments (SLOCOG) Regional Travel Demand Model should be used to develop trip distribution, although market studies, employee address lists, driveway counts at adjacent uses, or other information concerning origin of trip attractions to the proposed development, may be used to generate or refine trip distribution projections. At the City’s discretion, the City’s local travel demand model may be utilized, if it is updated to current conditions and made available to the public. A map showing the percentage of the proposed project’s generated daily traffic through vicinity roadways must also be pr ovided. The distribution estimates shall be reviewed and approved by the City Community Development Department. The directions of approach and departure of the proposed project’s generated trips, via the area’s street system through project driveways and all study intersections, must be presented in the report. The technical analysis steps, basic methods, and assumptions used in this work must be clearly stated and approved by the City. The assumed trip distribution and assignment must represent the most logically travelled route for drivers accessing the proposed project. These routes should be developed using the SLOCOG Regional Travel Demand Model and refined by observation of travel patterns to and from existing land uses in the study area. Item 8.b - Page 482 City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 7 Chapter 3: CEQA Transportation Impact Analysis Item 8.b - Page 483 Chapter 3: CEQA Transportation Impact Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 8 Vehicle Miles Traveled (VMT) For purposes of transportation analysis, VMT refers to the amount and distance of automobile travel attributable to a project. Baseline VMT is established as the Countywide average including incorporated cities as calculated by the SLOCOG Regional Travel Demand Model (regional average). The baseline VMT per Capita is 20.2, and baseline VMT per Employee is 14.0. Baseline VMT metrics may be updated periodically, at the City’s discretion, for a variety of reasons, such as to maintain an accurate reflection of existing land use or travel conditions, to coincide with changes to VMT analysis best practices, and to reflect updates to the SLOCOG Regional Transportation Plan/ Sustainable Communities Strategy (RTP/SCS) and/or regional model. Project applicants may also elect to calculate the baseline VMT metric utilizing a different methodology or data source, upon demonstrating a need to update the values presented in this document due to changes in existing land use or travel conditions, and upon providing substantial evidence that the baseline VMT calculation follows guidance from OPR and is defensible under CEQA, including accounting for full trip lengths, not restricted to jurisdictional boundaries, and accounting for vehicle trips to and from the County. The VMT threshold for residential and non-residential land use projects shall comply with the 15% below baseline thresholds as set in this document, and the VMT threshold for retail, industrial, or other projects shall comply with the zero-net increase in total regional VMT threshold as set in this document. Projects Assumed to be Less Than Significant. The California Office of Planning & Research Technical Advisory has established the following thresholds under which development projects are presumed to have less than significant impacts on vehicle miles traveled. Projects that meet any of these criteria are assumed to have a less than significant impact and do not require CEQA review as it relates to transportation. A) Project is consistent with the Sustainable Communities Strategy (SCS) or General Plan and generates fewer than 110 daily trips based on the most current edition of the Institute of Traffic Engineer’s Trip Generation Manual. B) Projects that are within ½ mile of a transit stop at the intersection of two transit routes with 15 minute or less headways. Unless the project: a. Has a floor to area ratio (FAR) of less than 0.75, or b. Includes more parking than required under the City’s zoning code, or c. Is inconsistent with the region’s Sustainable Communities Strategy, City Zoning Code, or City Land Use Policies (i.e. General Plan or Specific Plan), or d. Replaces affordable housing with a smaller number of moderate- or high-income residential units. Item 8.b - Page 484 Chapter 3: CEQA Transportation Impact Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 9 C) Project is Locally-serving retail defined as retail project within an urban environment of less than 50,000 square feet. However, retail projects of less than 50,000 square feet may still be regionally serving (i.e., auto dealerships & specialty retailers), therefore each project should be considered on a case-by-case basis by City staff to determine if they are likely to attract regional trips. The City should consider project-specific information such as market surveys or economic impact analysis that may more accurately determine market geography. D) Transportation projects that are expected to reduce or have no impact on VMT will not require a quantitative VMT analysis. These projects include, but are not limited to, road diets (traffic lane reductions/narrowing), roundabouts, roadway rehabilitation and maintenance, safety improvements that do not substantially increase auto capacity, installation or reconfiguration of lanes not for through traffic (addition of left/right turn lanes, etc.), timing of traffic signals, removal of on-street parking, addition or enhancement of pedestrian, bicycle and transit facilities and services. Residential Based Land Use Project VMT per capita shall be calculated by performing a run of the SLOCOG Regional Travel Demand Model and comparing the total regional residential VMT with and without project to determine total project VMT. Total project VMT then shall be divided by the proposed dwelling units multiplied by the City’s average persons per household from the US Census (2.54 Average Persons Per Household). VMT per Capita =Total Regional VMT for Home Based Trips (Proposed Dwelling Units) 𝑥 (Avg.Persons per Household) Significance Criteria: Project VMT per capita exceeds (17.2) 15% below the existing regional average VMT per capita. Employment Based Land Use Project VMT per capita shall be calculated by performing a run of the SLOCOG Regional Travel Demand Model and comparing the total regional work VMT with and without project to determine total project VMT. Total project VMT then shall be divided by the proposed square feet divided by the average square feet per worker. VMT per Employee =Total Regional VMT for Home Based Work Trips (Proposed Office Sq.Ft.) / (Avg.Sq.Ft.per Worker) Significance Criteria: Project VMT per employee exceeds (11.9) 15% below the existing regional average VMT per employee. For purposes of calculating work square footage to employee ratios on a project-by-project basis, the American Community Survey and employment density shown in Table 3-1 below should be considered. The City retains discretion for determining the appropriate ratio assumptions for each project application. Item 8.b - Page 485 Chapter 3: CEQA Transportation Impact Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 10 Table 3-1: Example Employment Density Source: Employment Density Report Table 1A, Southern California Association of Governments (SCAG), 2001. Retail, Industrial, & Other Project VMT per capita shall be calculated by performing a run of the SLOCOG Regional Travel Demand Model and comparing the total regional VMT with and without project to determined total project VMT. Significance Criteria: Project VMT results in a total net increase of the regional VMT. Transportation Projects For transportation projects that increase auto capacity, such as the addition of through lanes on existing or new highways, which would likely lead to a measurable and substantial increase in VMT, quantitative analysis is required to calculate the amount of additional vehicle travel anticipated. For transportation projects that have already been evaluated for VMT at a programmatic level, such as within a General Plan or Specific Plan, the City may tier from that analysis. For transportation projects located within the City that are anticipated to increase vehicle travel, the VMT threshold of significance shall be evaluated and determined on a case-by-case basis, while ensuring that the analysis addresses: A) Direct, indirect and cumulative effects of the transportation project, including potential for induced demand (CEQA Guidelines §15064(d) and (h)); B) Near-term and long-term effects of the transportation project (CEQA Guidelines §§15063(a)(1), 15126. 2(a)); C) The transportation project’s consistency with state greenhouse gas reduction goals (Pub. Res. Code §21099); Item 8.b - Page 486 Chapter 3: CEQA Transportation Impact Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 11 D) The impact of the transportation project on the development of multimodal transportation networks (Pub. Res. Code §21099); and E) The impact of the transportation project on the development of a diversity of land uses (Pub. Res. Code §21099). Mixed-Use Projects Each proposed use will be analyzed separately and compared to the corresponding threshold. Alternatively, the City may consider only the project’s dominant use where doing so will not underestimate potential transportation impacts resulting from the project. In the analysis of each use, a project should take credit for internal capture. Safety Intersections For each of the study intersections an assessment of geometric and operational conditions, turn pocket queues, and review of the City’s Local Roadway Safety Plan shall be conducted. Significance Criteria: A) Introduction of geometric or operational elements which are inconsistent with adopted local and state design standards & policies. B) Project traffic exceeds intersection turn pocket storage length(s) or exacerbates already exceeded turn pocket storage lengths. C) Project traffic added to intersections identified in the City’s adopted Local Roadway Safety Plan and found to potentially exacerbate the identified collision pattern. Segments For each of the study segments and project frontages an assessment of geometry, access, and review of the City’s Local Roadway Safety Plan shall be conducted. Significance Criteria: A) Introduction of geometric or operational elements which are inconsistent with adopted local and state design standards & policies. B) Project access points on collectors and arterials are within the functional area of adjacent signalized intersections. C) Project traffic added to intersections identified in the City’s adopted Local Roadway Safety Plan and found to potentially exacerbate the identified collision pattern. Item 8.b - Page 487 Chapter 3: CEQA Transportation Impact Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 12 Safety Mitigation Measures • Geometric or Operational Modifications • Extension of turn pockets • Modification of Access Points and/or Turning Movement Restrictions • Implementation of Local Roadway Safety Plan (LRSP) recommendations Induced Travel Significance Criteria: Project introduces roadway improvements which in and of themselves increase net vehicle trip frequency and distance, improved travel time allows driving to substitute for non -travel activities, excluding travel shifted from other times and routes. Induced Travel Mitigation Measures Project Infrastructure Modification Item 8.b - Page 488 City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 13 Chapter 4: Local Transportation Policy Analysis Item 8.b - Page 489 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 14 Transportation Analysis Scenarios Typically, TIAR studies will require the analysis of three (3) conditions, with and without the proposed Project. These conditions are: Existing Conditions, Short-Term Conditions, and Cumulative Conditions. At the discretion of the City Community Development Department, fewer conditions may be allowed. Additional scenarios may be required based on project characteristics, such as Project phasing, at the discretion of the City. Within each of the conditions, both AM and PM weekday peak hours must be analyzed at all study intersections and average daily traffic conditions must be analyzed at all study roadway segments, noon peak hour may also be required by the City when volumes are greater than AM or PM peaks. The City Community Development Department may also require weekend peak hour and/or daily analysis if the project is expected to generate significant weekend traffic. The following scenarios will typically be required for analysis: • Existing Conditions • Existing Plus Project Conditions • Short-Term with No Project Conditions • Short-Term with Project Conditions • Cumulative with No Project Conditions • Cumulative with Project Conditions Technical Analysis Parameters The following section outlines the methodology and analysis parameters TIAR studies must use to quantify traffic operations at study locations. This section also describes multi-modal analysis methodologies TIAR studies must follow when quantifying non-vehicular mode service levels. Intersections Motor Vehicle Level of Service Intersection traffic operations are quantified through a determination of “Level of Service” (LOS). Intersection LOS must be calculated for all intersection control types using the methods documented in the latest edition of the Transportation Research Board Publication Highway Capacity Manual (HCM). The current edition of the HCM is the Sixth Edition, A Guide for Multimodal Mobility Analysis, 2016 (if intersection configuration is not supported by HCM 6, HCM 2000 methodologies may be used). Intersection LOS provides a graduated description of traffic operating conditions, whereby a letter grade A through F is assigned to an intersection representing progressively worsening traffic conditions based Item 8.b - Page 490 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 15 on delay calculations. For signalized intersections, roundabouts, and All-Way-Stop-Controlled (AWSC) intersections, intersection delays and LOS are average values for all intersection movements. For Two- Way Stop-Controlled (TWSC) intersections, intersection delays and LOS are representative of the worst- case intersection approach. The delay-based LOS criteria for different types of intersection control are outlined in Table 4-1. Table 4-1: Level of Service (LOS) Criteria for Intersections Level of Service Roundabout Delay Signal Delay All-Way Stop Delay A < 10.0 < 10.0 < 10.0 B >10 and < 15.0 >10 and < 20.0 >10 and < 15.0 C >15 and < 25.0 >20 and < 35.0 >15 and < 25.0 D >25 and < 35.0 >35 and < 55.0 >25 and < 35.0 E >35 and < 50.0 >55 and < 80.0 >35 and < 50.0 F > 50.0 > 80.0 > 50.0 Inconsistency Criteria: Project causes intersection Level of Service to exceed or exacerbates already exceeded intersection Level of Service below D. Motor Vehicle Intersection Level of Service Conditions of Approval • Intersection Improvements • Improvements to adjacent Bicycle & Pedestrian facilities • Improvement in Transit service Bicycle Level of Traffic Stress Intersection bicycle operations are quantified through a determination of “Level of Traffic Stress” (LTS). Intersection LTS must be calculated for all intersection control types using the methods documented in the paper, Low Stress Bicycling and Network Connectivity, Mineta Transportation Institute, Report 11-19, May 2012. Bicycle LTS quantifies the stress level of a given roadway segment by considering a variety of criteria, including street width (number of lanes), speed limit or prevailing speed, presence and width of bike lanes, and the presence and width of parking lanes. Bicycle LTS is a suitability rating system of the safety, comfort, and convenience of transportation facilities from the perspective of the user. Moreover, the methodology allows planning practitioners to assess gaps in connectivity that may discourage active users from traversing roadways. Bicycle LTS scores roadway facilities into one of four classifications or ratings for measuring the effects of traffic-based stress on bicycle riders, with 1 being the lowest stress or most comfortable, and 4 being the highest stress or least comfortable. Generally, LTS score of 1 indicates the facility provides a traffic stress Item 8.b - Page 491 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 16 tolerable by most children and less experienced riders, such as multi-use paths that are separated from motorized traffic. An LTS score of 4 indicates a stress level tolerable by only the most experienced cyclists who are comfortable with high-volume and high-speed, mixed traffic environments. The Figure below presents the four scoring classifications, subsequent tables show the criteria associated with determining the LTS score. The Bicycle LTS methodology is comprised of three scoring categories: roadway segments, intersection approaches where right turn lanes exist, and unsignalized intersection crossings. The Bicycle LTS scoring criteria for intersection approaches where right turn lanes exist, and for unsignalized intersection crossings are provided below. Table 4-2 LTS Criteria for Intersection Approaches with Right Turn Lanes Right-turn Lane Configuration Right-turn lane length (ft) Bike Lane Approach Alignment2 Vehicle Turning Speed (mph)3 LTS Score With Pocket Bike Lane Single ≤ 150 Straight ≤ 15 LTS 2 Single >150 Straight ≤ 20 LTS 3 Single Any Left ≤ 15 LTS 3 Single1 or Dual Exclusive/ Shared Any Any Any LTS 4 Without a Pocket Bike Lane Single ≤ 75 ≤ 15 (no effect on LTS) Single 75-150 ≤ 15 LTS 3 Otherwise LTS 4 1 Any other single right turn lane configuration not shown above. 2 The right turn criteria are based on whether the bike lane stays straight or shifts to the left. 3 This is vehicle speed at the corner, not the speed crossing the bike lane. Corner radius can also be used as a proxy for turning speeds. 4 There is no effect on LTS if the bikeway is physically separated from traffic, as on a shared-use path. Item 8.b - Page 492 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 17 Table 4-3 LTS Criteria for Unsignalized Crossings Without a Median Refuge Speed Limit of Street Being Crossed Width of Street Being Crossed Up to 3 lanes 4-5 lanes 6+ lanes Up to 25 mph LTS 1 LTS 2 LTS 4 30 mph LTS 1 LTS 2 LTS 4 35 mph LTS 2 LTS 3 LTS 4 40+ LTS 3 LTS 4 LTS 4 1 Refuge should be at least 10 feet to accommodate a wide range of bicyclists (i.e. bicycle with a trailer) for LTS 1, otherwise LTS=2 for refuges 6 to <10 feet. Table 4-4 LTS Criteria for Unsignalized Crossings With a Median Refuge Speed Limit of Street Being Crossed Width of Street Being Crossed Up to 2 lanes 4-5 lanes 6+ lanes Up to 25 mph LTS 1 LTS 1 LTS 2 30 mph LTS 1 LTS 2 LTS 3 35 mph LTS 2 LTS 3 LTS 4 40+ LTS 3 LTS 4 LTS 4 1 Refuge should be at least 10 feet to accommodate a wide range of bicyclists (i.e. bicycle with a trailer) for LTS 1, otherwise LTS=2 for refuges 6 to <10 feet. Inconsistency Criteria: Project causes bicycle level of traffic stress to exceed or exacerbates approaches or crossings that already exceed LTS 3 at intersections with Class II or Class III facilities. Bicycle Intersection Level of Traffic Stress Conditions of Approval • Project Land use Modifications • Improvements to Bicycle Facilities Segments Motor Vehicle Level of Service Roadway segment traffic operations are quantified through a determination of LOS based on Average Daily Traffic (ADT). The volume-based LOS criteria for different types of roadways are outlined in Table 4- 5. Item 8.b - Page 493 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 18 Table 4-5 Level of Service (LOS) Criteria for Roadways Volume-to-Capacity Ratio (V/C) <0.6 0.6-0.7 0.7-0.8 0.8-0.9 0.9-1.0 Roadway Segment Type Max. Average Daily Traffic (ADT) For Given Service Level LOS “A” LOS “B” LOS “C” LOS “D” LOS “E” Six Lane Freeway 42,000 64,800 92,400 111,600 120,000 Four Lane Freeway 28,000 43,200 61,600 74,400 80,000 Four Lane Highway 4,800 9,600 15,800 27,000 45,800 Two Lane Highway 2,400 4,800 7,900 13,500 22,900 Four Lane (With Turning Lane) Arterial 22,000 25,000 29,000 33,000 36,000 Four Lane (No Turning Lane) Arterial 18,000 21,000 24,000 27,000 30,000 Two Lane (With Turning Lane) Arterial 11,000 12,500 14,500 16,500 18,000 Two Lane (No Turning Lane) Arterial 9,000 10,500 12,000 13,500 15,000 Four Lane Collector 12,000 15,000 18,000 21,000 24,000 Two Lane Collector 6,000 7,500 9,000 10,500 12,000 Note: All volumes are approximate and assume ideal roadway characteristics. Actual threshold volumes for each Level of Service listed above may vary depending on a variety of factors including (but not limited to) roadway curvature and grade, intersection or interchange spacing, driveway spacing, percentage of trucks and other heavy vehicles, travel lane widths, signal timing characteristics, on-street parking, volume of cross traffic and pedestrians, etc. Inconsistency Criteria: Project degrades segment Level of Service or exacerbates already degraded segment level below LOS D. Motor Vehicle Roadway Segment LOS Conditions of Approval • Roadway Segment widening, channelization or other capacity or safety enhancing improvements • Improvements to adjacent Bicycle & Pedestrian facilities • Improvement in Transit service Pedestrians Network Connectivity Inconsistency Criteria: Project lacks connectivity to the existing pedestrian network beyond the project frontage. Sidewalk Buffer Inconsistency Criteria: Project introduces un-buffered sidewalk on roadways with speed limits above 35 mph. Item 8.b - Page 494 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 19 Pedestrian Conditions of Approval • Project Land use Modifications • Improvements to Bicycle Facilities Bicycles Network Connectivity Inconsistency Criteria: Project which fronts a planned bicycle network; omits planned network frontage improvements, lacks connectivity to the planned bicycle network, or obstructs implementation of the planned network. Bicycle Level of Traffic Stress The Bicycle LTS scoring criteria for roadway segments with bike lanes and for mixed traffic (no bi ke lanes) are provided below. Item 8.b - Page 495 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 20 Table 4-6 LTS Criteria for Bike Lanes Lane Factor LTS Score LTS 1 LTS 2 LTS 3 LTS 4 Alongside a Parking Lane Street width (through lanes per direction) 1 (no effect) 2 or more (no effect) Sum of bike lane and parking lane width (includes marked buffer and paved gutter) 15 ft. or more 14 or 14.5 ft.2 13.5 ft. or less (no effect) Speed limit or prevailing speed 25 mph or less 30 mph 35 mph 40 mph or more Bike lane blockage (typically applies in commercial areas) rare (no effect) frequent (no effect) Not Alongside a Parking Lane Street width (through lanes per direction) 1 2, if directions are separated by a raised median more than 2, or 2 without a separating median (no effect) Bike Lane Width (includes marked buffer and paved gutter) 6 ft. or more 5.5 ft. or less (no effect) (no effect) Speed limit or prevailing speed 30 mph or less (no effect) 35 mph 40 mph or more Bike lane blockage (typically applies in commercial areas) rare (no effect) frequent (no effect) Note: 1 (no effect) = factor does not trigger an increase to this level of traffic stress. 2 If speed limit < 25 mph or Class = residential, then any width is acceptable for LTS 2. Item 8.b - Page 496 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 21 Table 4-7 LTS Criteria for Mixed Traffic Street Width Speed Limit 2-3 lanes 4-5 lanes 6+ lanes Up to 25 mph LTS 1 or 21 LTS 3 LTS 4 30 mph LTS 2 or 31 LTS 4 LTS 4 35+ mph LTS 4 LTS 4 LTS 4 1Use lower value for streets without marked centerlines or classified as residential and with fewer than 3 lanes; use higher value otherwise. Inconsistency Criteria: Project causes bicycle level of traffic stress to exceed or exacerbates segments that already exceed LTS 3 on Class II or Class III routes. Bicycle Roadway Segment Level of Traffic Stress Conditions of Approval • Project Land use Modifications • Improvements to Bicycle Facilities on Roadway Segments, including buffering, bike lane widening, sharrows and other bicycle safety enhancements. Transit Inconsistency Criteria: • Project Frontage or Frontages(s) to the Public Right of Way are more than ¼ mi along ADA accessible pedestrian routes. • Project lacks connectivity to the existing pedestrian network beyond the project frontage. Transit Conditions of Approval • Project Land use Modifications • Improvements to Transit Stop Locations Neighborhood Traffic Inconsistency Criteria: • Project traffic causes local residential streets to exceed or exacerbates streets that already exceed 1,500 ADT. • Project traffic causes collector residential streets to exceed or exacerbates streets that already exceed 3,000 ADT. Item 8.b - Page 497 Chapter 4: Local Transportation Policy Analysis City of Arroyo Grande | Multimodal Transportation Impact Study Guidelines | Page 22 Neighborhood Traffic Conditions of Approval • Project Land use Modifications • Project Site Plan Redesign to redistribute neighborhood traffic to below local residential and/or collector roadway criteria. • Introduce traffic calming measures as secondary options, to redistribute neighborhood traffic. Item 8.b - Page 498 Objectives and Policies Streets and Highways, Standards Level of Service Alternative Circulation/Transportation Systems Transit & School Buses Bike & Pedestrian Recreation Trails Truck & Emergency Routes Scenic Routes Coordinated Land Use and Circulation Planning and Funding Implementation Measures CIRCULATION/TRANSPORTATION ELEMENT Adopted by City Council, October 9, 2001 ATTACHMENT 5 Item 8.b - Page 499 CE - 1 CIRCULATION ELEMENT OBJECTIVES AND POLICIES Streets and Highways Standards CT1. Plan and develop a coordinated and efficient, functional classification system of local streets and highways throughout the community that designates the purpose and physical characteristics of the roadway, composed of the five categories. CT1-1 State Freeway 101, 4 to 6 lane with interchange access: Caltrans design standards or as mutually approved. Typically 120’ or more. CT1-2 Major Arterial Street – 4 lane with or without median; City controlled access, on- street parking optional; include bike lanes, sidewalks, transit turnouts and other design features: 80’ – 104’ r of w. CT1-3 State Highway 227 or Minor Arterial Streets – 2 to 4 lanes with or without median/turn lane: State or City controlled access, on-street parking optional; includes bike lanes, sidewalks, some transit and other design features: 64’ – 104’ r of w. CT1-4 Collector Streets – 2 lanes with or without turn lane, controlled access, on-street parking optional; includes bike lanes, sidewalks, some transit and other design features: 84’ r of w. CT 1-5 Local Streets – 2 lanes, access and on-street parking; includes some bike lanes, sidewalks on one or both sides, other design variables in hillside, cul-de-sac, or other special conditions: 42’ – 60’ r of w. CT1-6 All street standards shall be reviewed and revised as determined appropriate including optional features such as landscaped medians, curb bulbouts and parkways and/or street trees and similar design amenities when approved by the City. Alternative local street standards for neo-traditional subdivisions or Planned Developments/Specific Plans will also be considered. Level of Service CT2. Attain and maintain Level of Service (LOS)’C’ or better on all streets and controlled intersections. CT2-1 Where deficiencies exist, mitigate to an LOS ‘D’ at a minimum and plan improvement to achieve LOS ‘C’ (Los ‘E’ or ‘F’ unacceptable = significant adverse impact unless Statement of Overriding Considerations or CEQA Findings approved). The design and funding for such planned improvements shall be sufficiently definite to enable construction within a reasonable period of time. CT2-2 The City should conduct periodic traffic counts, monitor selected streets and model arterial and collector street network to determine where LOS ‘C’ is not attained and provide a current baseline for development project impact analyses. Item 8.b - Page 500 CE - 2 CT2-3 Require that General Plan Amendments, Rezoning Applications or development projects involving 20 or more estimated peak hour trip additions provide traffic studies according to City LOS policy, including subsequent amendments and refinements. CT2-3.1 Traffic studies shall include roadway capacity, safety and design analysis using Highway Capacity Manual methodology. CT2-3.2 Traffic studies shall describe possible mitigation measures available to attain LOS ‘C’ or better and project-related methods of funding. CT2-3.3 Public Works Director should meet with applicants prior to application to discuss study scope, probable impacts and mitigation. CT2-4 The City should periodically review LOS policy and actual system performance to identify model deficiencies and consider Capital Improvement Programs, mitigation measures and/or policy revision and refinement. Item 8.b - Page 501 CITY OF ARROYO GRANDE 2001 GENERAL PLAN UPDATE CIRCULATION - MAP 3 = Revised October 9, 2001 Highway/Arterial Collector Circulation Study Area Pedestrian Area Proposed Signal/Alternative Priority 1 Transit Stops Priority 2 Transit Stops Signal/Intersection Alternative T T T TTT T T T T T T T T T T T T T T T T T T T T T T T T T Path/Trail Item 8.b - Page 502 CE - 4 Circulation/Transportation Map-3 Scenic Routes Bikeways and Pedestrian Facilities Recreation Trails (Refer to Parks and Recreation Element) Item 8.b - Page 503 CE - 5 Alternative Circulation and transportation Systems CT3. Maintain and improve existing “multi-modal” circulation and transportation systems and facilities, to maximize alternatives to new street and highway construction. CT3-1 In cooperation with SCAT and CCAT or other operators, provide for safe and efficient transit system for local and regional travel, particularly for youth, elderly, low-income or disabled persons. CT3-1.1 The City should encourage convenient routes and schedules on arterial and/or collector streets including stops, shelters, bus benches, turnouts, park and ride, transfer and other facilities or features to be provided in connection with new developments. CT3-1.2 The City should encourage major employers to promote use of public transit and/or provide van/car pools, private shuttles or other trip reduction (flex time, telecommuting, bike) and transportation demand management. CT3-2 Cooperate with Lucia Mar Unified School District to plan improved school bus transportation system, including parking and loading, maintenance and storage, bike ad sidewalk access facilities. CT3-2.1 Consider shared corporation yard to relocate existing maintenance and storage from residential neighborhoods. CT3-2.2 Program a priority system of school bus routes, stops/shelter, sidewalks and bike lanes to serve schools and parks and link with other transit and alternative transportation. CT3-3 Promote non-motorized bike and pedestrian circulation facilities to serve all areas of the City and linking with regional systems, with priority coordination with school, park, transit and major public facilities. CT3-3.1 Improve bike lanes and sidewalks serving all school, parks, and selected transit and community facilities as priority system, including neighborhood connections in addition to conventional streets. CT3-3.2 Plan and prioritize Village Core and E. Grand Avenue Mixed Use corridor improvements. CT3-3.3 Update City Bikeway Plan to meet State guidelines to seek increase regional and state funding assistance. CT3-4.4 Plan and prioritize greenway trail network along Arroyo Grande, Tally Ho and Meadow Creeks and linking with other open space or recreational trails within the City and region. CT3-4 Design and designate efficient truck and emergency access routes utilizing the arterial and collector street network to minimize impact on local streets, particularly residential neighborhoods. Item 8.b - Page 504 CE - 6 CT3-4.1 Truck routes should coordinate with County and adjoining Cities designated routes and avoid traversing residential areas. CT3-4.2 Emergency access design standards should limit cul-de-sac lengths, provide a logical grid or connected system of local streets providing at least two directions of neighborhood access, and minimize through traffic on local streets, particularly traversing single family residential neighborhoods. CT3-5 The City should designate a connected system of “scenic streets and highways” and consider specific design guidelines and landscaping standards appropriate to this network for resident and visitor enjoyment. CT3-5.1 The basic scenic route system should include these streets and highways as shown on the Circulation Element Map. CT3-5.2 Discourage on-street parking in Agriculture areas to enhance visibility and minimize trespassing. CT3-5.3 Develop adequate public or shared off-street parking lots conveniently located behind and beside buildings in Village Core and Mixed Use Corridors, according to area design guidelines. Coordinated Land Use and Circulation CT4. Ensure compatibility and complementary relationships between the circulation/transportation system and existing and planned land uses, promoting environmental objectives such as safe and un-congested neighborhoods, energy conservation, reduction of air and noise pollution, transit, bike and pedestrian friendly characteristics. CT4-1 Promote “transit-oriented developments” and coordinated, compatible land use pattern by encouraging multiple family residential and special needs housing in Mixed Use Corridors, Village Core and near Office, Regional Commercial, Business Park and major Community Facility areas. CT4-1.1 Transit routes should serve E. Grand Avenue Mixed Use corridor, Village Core, and West Branch street Regional Commercial areas. CT4-1.2 Future transit loop to serve Halcyon/Fair Oaks, Offices, Village Core, James Way and Rancho Parkway residential areas. CT4-1.3 Consider higher density allowance and reduced parking requirements within one-quarter mile of transit routes when updating Development Code. CT4-2 Utilize the circulation system as a positive element of community design, including street trees and landscaped parkways and medians, special streetscape features in Mixed Use corridors and Village Core, undergrounding of utilities, particularly along major streets. Item 8.b - Page 505 CE - 7 Planning and Funding CT5. Coordinate circulation and transportation planning and funding of collector and arterial street and highway improvements with other local, County, SLOCOG, State and federal agencies. Request County contribution to major street improvement projects. CT5-1 Update the Regional Transportation Plan to include the Circulation and Transportation Element of the City of Arroyo Grande General Plan Update. CT5-2 Request that Caltrans, SLOCOG and the County give high priority to Brisco/Halcyon and Traffic Way/El campo interchange improvements to Freeway 101. CT5-3 Ask the County to establish a “Road Impact Fee” within Arroyo Grande Fringe and other non-Agriculture areas of the Arroyo Grande Area of Environmental Concern, and add to the fees for South County/Nipomo Mesa area based on cost studies for needed improvements (including portions of City street systems impacted by regional traffic increases) to serve new development. CT5-4 Review and revise City circulation and transportation impact fees associated with new development in Arroyo Grande to assure either facility and system improvements and/or in-lieu fee payments to maintain adequate facilities and services at LOS ‘C’ to General Plan buildout, including regional traffic increase and funding assistance. CT5-5 Define and preserve “study area” corridors and alternatives for future freeway, arterial and collector street connections, extensions, completions, reconstruction, widening, frontage road alternatives or extensions, and/or other improvements to Circulation and Transportation networks until cooperative resolution of Element revisions and/or Capital Improvement Programs. (See PSR and other study areas on Circulation Element). CT5-5.1 Include Brisco/Halcyon Project Study Report (PSR), Traffic Way/El Campo PSR and its western connection and other north, west and eastside study areas. CT5-5.2 Establish “plan lines” for widening, extension or realignment when determined by design and environmental analysis, including proposed funding and priority schedule estimates. (None adopted/Add to CE). CT5-5.3 When new development occurs in vicinity of study areas or plan lines, and where legally and financially feasible, require all or portion of rights- of-way and improvements associated with new development. CT5-6 Encourage Caltrans, SLOCOG and the County to refine and maintain a regional traffic model to assist in regional and local circulation and transportation planning, CIP funding and new development project environmental analysis. CT5-6.1 Request that the Caltrans, County and SLOCOG evaluate Nipomo Mesa cumulative growth and development impacts on Arroyo Grande area circulation and transportation systems prior to Willow Road or other interchange alternative construction. Item 8.b - Page 506 CE - 8 CT5-6.2 Request that the County, Caltrans and SLOCOG consider proportional participation in projects involving regional traffic impacts. CT5-7 Utilize assessment and improvement districts and other supplemental private funding to correct local area deficiencies such as inadequate parking, transit and streetscape enhancement or completion of local street or trail segments that benefit the area. Item 8.b - Page 507