traffic impact assessment - butte county h...draft traffic impact analysis for page 4 rio d’oro...

Appendix H Traffic Impact Assessment

Transportation Engineers

DRAFT

TRAFFIC IMPACT ANALYSIS

FOR

RIO D’ORO SPECIFIC PLAN Butte County, California

Prepared For: Lucky Hill Properties LLC

P.O. Box 2998 Turlock, CA 95381-2998

Prepared By:

KD Anderson & Associates, Inc. 3853 Taylor Road, Suite G

Loomis, CA 95650 (916) 660-1555

December 19, 2013

Job No. 4531-002

Rio D’Oro SP.rpt

DRAFT TRAFFIC IMPACT ANALYSIS FOR RIO D’ORO SPECIFIC PLAN

Butte County, California

TABLE OF CONTENTS

INTRODUCTION ................................................................................................................................................. 1 Project Description ..................................................................................................................................... 1 EXISTING SETTING ........................................................................................................................................... 4 Study Area Circulation System - Roads .................................................................................................... 4 Study Area Circulation System – Intersections ......................................................................................... 5 Existing Traffic Volumes/Levels of Service ............................................................................................. 8 Evaluation Criteria ................................................................................................................................... 10 Level of Service Standards ...................................................................................................................... 12 Existing Levels of Service / Traffic Signal Warrants ............................................................................. 13 Public Transit System .............................................................................................................................. 16 Bicycle System ......................................................................................................................................... 16 Pedestrian System .................................................................................................................................... 17 PROJECT IMPACTS ......................................................................................................................................... 18 Project Characteristics .............................................................................................................................. 18 SHORT TERM FUTURE CONDITIONS ....................................................................................................... 28 Approved Projects .................................................................................................................................... 28 Technical Approach ................................................................................................................................. 28 Circulation System Improvements .......................................................................................................... 30 Short Term Background Traffic Volume Forecasts ................................................................................ 30 Short Term No Project Levels of Service ................................................................................................ 30 Short Term Project Impacts ..................................................................................................................... 34 Project Impacts to Alternative Transportation Modes ............................................................................ 38 CUMULATIVE IMPACTS ................................................................................................................................ 39 Year 2030 Background Information ........................................................................................................ 39 Cumulative Traffic Conditions ................................................................................................................ 42 IMPACT / MITIGATION SUMMARY ........................................................................................................... 52 Existing Plus Approved Projects Plus Project Conditions ...................................................................... 52 Cumulative Plus Project Conditions ........................................................................................................ 52 APPENDIX ........................................................................................................................................................... 58

December 19, 2013

Draft Traffic Impact Analysis for Page 1 Rio D’Oro SP, Butte County CA (December 19, 2013)

DRAFT TRAFFIC IMPACT ANALYSIS FOR RIO D’ORO SPECIFIC PLAN

Butte County, California INTRODUCTION This report documents KD Anderson & Associates' analysis of the traffic impacts associated with implementing the Rio D’Oro Specific Plan in Butte County, California. This assessment of traffic impacts addresses project impacts within the context of all transportation modes and assesses both current and future background conditions at key intersections and roadway segments providing access to the site. The analysis assesses traffic impacts based on adopted Butte County and City of Oroville General Plan standards for significance. The analysis also describes the project’s impact to pedestrian, bicycle and transit facilities. Project Description The Rio D’Oro Specific Plan occupies roughly 689 acres along SR 70 in the area between Ophir Road and Palermo Road, as noted in Figure 1. Access to the western portion of the plan area is proposed at two connections to Pacific Heights Road, a rural road that follows the western boundary of the site and links the project with Ophir Road and with Welsh Road-Palermo Road, as shown in Figure 2. The eastern portion of the plan area encompasses roughly 259 acres with development limited to 30 acres with access to Palermo Road. The project proposes no other regular vehicular access to State Route 70 or to other Butte County roads. The development potential of the Specific Plan area has been identified from the Specific Plan and includes a mix of residential dwellings, Retail & Business Services, and Highway commercial uses. Up to 2,700 homes, 200,000 sf of commercial and office space and 25.9 acres of public facilities could be developed in the area west of SR 70 and 48,000 sf of commercial and public uses could be developed immediately east of SR 70 off of Palermo Road.


EXISTING SETTING This report section describes the facilities that are available today serving vehicular, pedestrian and bicycle traffic and transit users in this area of Butte County, as well as General Plan policies that guide consideration of traffic impacts. Study Area Circulation System - Roads Regionally, the Rio D’Oro Specific Plan will be served by state highways, Butte County roads and City of Oroville streets. State Route 70 connects the project with the Oroville area to the north and the Gridley and Marysville – Yuba County areas to the south. State Route 162 (Oro Dam Blvd) connects the site with central Oroville. Butte County roads such as Palermo Road, Ophir Road and Lincoln Blvd link the site with the Butte County area south of Oroville, while East Gridley Road provides access to the Biggs-Gridley area and to State Route 99. The text which follows provides additional detail regarding the streets included in the study area. State Route 70 (SR 70) is a state highway which connects the Sacramento Metropolitan area with Butte County and with Plumas County. In the immediate area of the Rio D’Oro Specific Plan SR 70 is a two lane conventional highway, but the roadway has recently been widened. SR 70 widens to a four lane highway north of Ophir Road and becomes a four lane divided limited access freeway north of the Georgia Pacific intersection. South of Ophir Road the second southbound lane extends for roughly 2,500 feet. SR 70 provides access to the City of Oroville via grade separated interchanges at Garden Drive, Nelson Avenue/Grand Avenue, Montgomery Street, and Oroville Dam Road (SR-162). The most recent traffic volume information published by Caltrans indicates that in 2012 SR 70 carried an Annual Average Daily Traffic Volume (AADT) of 11,000 vehicles per day north of East Gridley Road, 12,400 north of Palermo Road, and 13,100 north of Ophir Road and south of SR 162. Trucks comprise 12 to 14% of the daily traffic on SR 70. State Route 162 (SR 162) or Oroville Dam Boulevard is an east west state highway that provides regional access to the City of Oroville from the west. SR 162 enters the City of Oroville from the west along Oroville Dam Boulevard as an undivided two-lane highway. The route widens to a two-lane highway with a two-way center left-turn lane between Larkin Road and the SR 70 interchange. East of SR 70 southbound ramps, the highway widens to divided four lane facility which continues into downtown Oroville. The most recent traffic volume information published by Caltrans indicates that SR 162 carries 13,200 AADT west of SR 70 and 30,000 AADT between SR 70 and Feather River Blvd. Trucks comprise 10% of the daily traffic on SR 162. Ophir Road is a two lane arterial-collector road that extends east from an intersection on SR 70 to the Lower Wyandotte / Upper Palermo Road intersection. This eastern segment of Ophir Road carried 6,030 vehicles per day near SR 70 in April 2013. Ophir Road also extends west


from SR 70 for about 150 feet to Pacific Heights Road, and this segment carries roughly 425 vehicles per day. Ophir Road is generally a two lane facility, but the segment through the Lincoln Blvd intersection has been widened to provide two eastbound travel lanes. Palermo Road is a two lane arterial-collector road that extends east from an intersection on SR 70 to the rural Butte County community of Palermo. Welsh Road extends west from the SR 70 / Palermo Road intersection for a short distance to Pacific Heights Road. Pacific Heights Road is a two lane roadway that follows the west side of the specific plan area from an intersection on Welsh Road northerly through an intersection with Ophir Road near SR 70. This segment carried 360 vehicles per day in April 2013. Pacific Heights Road then continues northerly and parallel to SR 70 to an intersection with Georgia Pacific Road. This segment carried 250 vehicles per day. In the area of the proposed project the paved width of Pacific Heights Road is roughly 20 to 22 feet, and the road does not have paved shoulders. Lincoln Blvd is an arterial road that extends north from the community of Palermo to Oroville. Lincoln Blvd is a two lane facility in the area from Palermo Road to Monte Vista Road. At that point north to Baggett Marysville Road, Lincoln Blvd has a continuous two way center lane. Lincoln Blvd becomes a divided four lane road in the area north of Baggett Marysville Road. Study Area Circulation System - Intersections The quality of traffic flow in urban areas is often governed by the operation of key intersections. The following nine intersections, listed from north to south, have been identified for evaluation in this study in consultation with Butte County, Caltrans and City of Oroville staff. These intersections are noted in Figure 3.


The following study locations are within the City of Oroville:

1. The SR 70 southbound ramps / SR 162 (Oro Dam Blvd) intersection is a controlled by a traffic signal. Oro Dam Road has two eastbound and one westbound travel lane through the intersection, and auxiliary lanes are present on most approaches. The westbound approach has a separate left turn lane, and the eastbound SR 162 approach has a separate right turn lane. The southbound SR 70 off ramp has three lanes which are striped as a separate left turn, a combination left+thru lane and a separate right turn lane.

2. The SR 70 northbound ramps / SR 162 (Oro Dam Blvd) intersection is also

controlled by a traffic signal. There are two through eastbound lanes and two through westbound lanes in the intersection, although the inside westbound lane continues into the left turn lane at the southbound ramps intersection. The eastbound approach has a separate left turn lane, and a separate right turn lane exists on the westbound approach. The off ramp has two lanes that are striped as a combination left+thru lane and a separate right turn lane.

3. The SR 162 (Oro Dam Blvd) / Feather River Blvd intersection lies about 900 feet east

of the SR 70 interchange and is also controlled by a traffic signal. There are two through travel lanes on Oro Dam Blvd through the intersection. Separate left turn lanes exist on each approach and auxiliary right turn lanes are provided on both Feather River Blvd approaches and on the westbound Oro Dam Blvd approach.

4. The SR 70 / Georgia Pacific Way intersection is controlled by a traffic signal. There

are two through lanes in each direction on SR 70 through the intersection, along with separate left turn and right turn lanes. The two lane Georgia Pacific Way approaches are each configured with a combination left turn +thru lane and a separate right turn lane.

These study intersections are located outside of the Oroville City limits in Butte County:

5. The Ophir Road / Pacific Heights Road intersection is a “tee” intersection that lies roughly 150 feet west of SR 70. The intersection is controlled by stop signs on the two Pacific Heights Road approaches. Each approach is a single lane.

6. The SR 70 / Ophir Road intersection is controlled by a traffic signal. There are two

through southbound travel lanes and a single northbound though lane on SR 70 at the intersection. Each approach has a separate left turn lane, and there is an auxiliary right turn lane on the northbound SR 70 approach.

7. The Ophir Road / Lincoln Blvd intersection is controlled by a traffic signal. The

intersection has been widened and there are two through travel lanes in the eastbound direction on Ophir Road. Each approach has a separate left turn lane, and there are separate right turn lanes on the westbound and southbound approaches.


8. The SR 70 / Palermo Road intersection is controlled by stop signs on the Palermo Road approaches. Each approach has a single through lane, and separate left turn lanes have been provided on the northbound and southbound SR 70 approaches.

9. The SR 70 / East Gridley Road intersection is controlled by a traffic signal. There are

two through lanes with a separate left turn lane on each SR 70 approach. A southbound right turn lane has been created on SR 70. The two lane eastbound East Gridley Road approach is configured as a combination left+thru lane and a separate right turn lane, and the westbound approach is a single lane.[KK1]

Existing Traffic Volumes Weekday a.m. and p.m. peak hour intersection turning movements counts were completed for eight study intersections in June 2011, while new data was obtained for the Ophir Road / Pacific Heights Road intersection in April 2013. Intersection turning movement counts were made at study intersections during the periods from 7:00 a.m. to 9:00 a.m. and from 4:00 p.m. to 6:00 p.m. The 4 consecutive 15 minute periods with the greatest total volume within each two hour window was identified as the peak hour. Figure 4 illustrates the intersection turning movement count data recorded for each count period. This figure also notes the existing geometric layout of each intersection and the location of traffic controls. This data has been used to determine the operating Level of Service at each intersection.


Evaluation Criteria Levels of Service were calculated at study area intersections and on roadway segments in order to assess the quality of existing traffic conditions and to provide a basis for analyzing project impacts. "Level of Service" is a qualitative measure of traffic operating conditions whereby a letter grade "A" through "F", corresponding to progressively worsening operating conditions, is assigned to an intersection or roadway segment. In addition, the extent to which traffic volume conditions at un-signalized intersections satisfy traffic signal warrants have also been assessed. Analysis Methodology for Intersections. Both Signalized and Un-signalized intersections were analyzed using the methodology described 2010 Highway Capacity Manual (HCM). HCM techniques base Level of Service on the length of delays experienced by motorists waiting traffic signals or stop signs. Delay values can be reported as an average value for the overall operation of the intersection in the case of traffic signals or for each movement where motorists are required to yield the right of way to other traffic, in the case of side street stops. This evaluation bases evaluation of un-signalized LOS on the “worst case” delay occurring on the side street approach. Table 1 presents general characteristics associated with each Level of Service grade.

TABLE 1 LEVEL OF SERVICE DEFINITIONS

Level of Service

Signalized Intersection Unsignalized Intersection Roadway (Daily)

"A" Uncongested operations, all queues clear in a single-signal cycle. Ave Delay < 10.0 sec

Little or no delay. Ave Delay < 10 sec/veh

Completely free flow.

"B" Uncongested operations, all queues clear in a single cycle. Ave Delay > 10.0 sec and < 20.0 sec

Short traffic delays. Delay > 10 sec/veh and < 15 sec/veh

Free flow, presence of other vehicles noticeable.

"C" Light congestion, occasional backups on critical approaches. Ave Delay >20.0 sec and < 35.0 sec

Average traffic delays. Delay > 15 sec/veh and < 25 sec/veh

Ability to maneuver and select operating speed affected.

"D" Significant congestions of critical approaches but intersection functional. Cars required to wait through more than one cycle during short peaks. No long queues formed. Ave Delay >35.0 sec and < 55.0 sec

Long traffic delays. Delay > 25 sec/veh and < 35 sec/veh

Unstable flow, speeds and ability to maneuver restricted.

"E" Severe congestion with some long standing queues on critical approaches. Blockage of intersection may occur if traffic signal does not provide for protected turning movements. Traffic queue may block nearby intersection(s) upstream of critical approach(es). Ave Delay > 55.0 sec and <80 sec

Very long traffic delays, failure, extreme congestion. Delay > 35 sec/veh and < 50 sec/veh

At or near capacity, flow quite unstable.

"F" Total breakdown, stop-and-go operation. Ave Delay > 80.0 sec

Intersection often blocked by external causes. Delay > 50 sec/veh

Forced flow, breakdown.

Sources: 2010 Highway Capacity Manual, and Transportation Research Board (TRB) Special Report 209.


At intersections, Level of Service calculations can reflect average conditions occurring over the breadth of the hour or can be indicative of conditions occurring during the highest volume 15 minute period within that hour. The choice of perspective is made by local agencies as part of their development of standards of significance. This analysis addresses conditions occurring during the peak 15 minutes. Roadway Segments. The Butte County General Plan and City of Oroville General Plan identify peak hour traffic volume thresholds for LOS on roadway segments, as noted in Tables 2 and 3.

TABLE 2 LEVEL OF SERVICE CRITERIA FOR ROADWAY SEGMENTS – CITY OF OROVILLE

Roadway Type Maximum Peak Hour Volume

A B C D E

Four Lane Freeway 2,270 3,730 5,330 6,610 7,430

Two Lane Highway 190 420 890 1,640 2,530

Four Lane Arterial Street - 1,600 2,550 2,790 3,000

Two Lane Collector Street 890 1,320 1,490

TABLE 3 LEVEL OF SERVICE CRITERIA FOR ROADWAY SEGMENTS – BUTTE COUNTY

Roadway Type Maximum Peak Hour Volume

A B C D E

Minor 2-lane Highway 90 200 680 1,410 1,740

Major 2-Lane Highway Expressway 120 290 790 1,600 2,050

4 Lane, Multi-Lane Highway/Expressway 1,070 1,760 2,530 3,280 3,650

2 Lane Arterial Street - - 970 1,760 1,870

4 Lane Arterial Street, Undivided - - 1,750 2,740 2,890

4 Lane Arterial Street, Divided - - 1,920 3,540 3,740

4 Lane Freeway 2,320 4,200 5,950 7,280 8,140

Major 2-Lane Collector - - 550 1,180 1,520

Traffic Signal Warrants. The extent to which a traffic signal may be justified is determined based on many factors. From the standpoint of traffic impact analysis, signal warrant criteria contained in the California Manual of Uniform Traffic Control Devices (CMUTCD) are employed in order to assess the relative impact of the additional traffic accompanying a development proposal. For this analysis, Warrant 3 (Peak Hour Traffic) has been employed. Variation in warrant requirements occurs based on the design speed of the road (i.e., > 40 mph) and on the location of the intersection (i.e., rural versus urban locations). In this case, rural


criteria have been employed. It is important to note that other warrants addressing factors such as pedestrian activity and collision history should be considered before a decision is made to install a traffic signal. Level of Service Standards Caltrans and local jurisdictions adopt Standards of Significance for determining environmental impacts relating to traffic, and in this study area the standards of Caltrans, Butte County and the City of Oroville apply. Butte County. The Butte County General Plan 2030 identifies Level of Service policy for Butte County. CIR-P6.1 The Level of Service for County-maintained roads within the unincorporated areas of the county but outside municipalities’ sphere of influences (SOIs) shall be Level of Service (LOS) C or better during the p.m. peak hour. Within a municipality’s SOI, the Level of Service shall meet the municipality’s Level of Service policy. In this case, all study intersections off state highways, lie within the City of Oroville’s SOI. Therefore the City’s minimum standard applies at those locations. CIR-P6.2 The Level of Service on State Highways should at least match the concept level of service for the facility, as defined by Caltrans. City of Oroville. While the proposed project site is outside of the City of Oroville, some of the facilities addressed by this study are within the existing City limits, and therefore level of service policies consistent with the City of Oroville were utilized for those locations. The City of Oroville 2030 General Plan was adopted on June 2, 2009. Policy P2.1 of the Circulation and Transportation Element of the General Plan states the following: “Maintain a minimum operating standard of LOS D as defined in the most current edition of the Highway Capacity Manual or subsequent revisions for all arterial, collector streets and intersections, except the following facilities where a LOS E will be acceptable. LOS E operations will be considered acceptable for intersection and roadway segment operations along Oroville Dam Boulevard between Highway 70 and Olive Highway.” For both the Oro Dam Boulevard (SR 162) segment and intersections on that segment, LOS E will be deemed the acceptable threshold. For other segments within City limits and the intersections on those segments, LOS D is the acceptable threshold. Caltrans. The Caltrans published Guide for the Preparation of Traffic Impact Studies (dated December 2002) states the following: “Caltrans endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on State highway facilities, however, Caltrans acknowledges that this may not be always feasible


and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS.” Consistent with Caltrans policies and Transportation Concept Reports for SR 70, a peak hour LOS D has been taken as the general minimum threshold for acceptable operations for the intersections on SR 70, for the intersections at the SR 70 / SR 162 interchange and for highway and freeway mainline. Existing Levels of Service / Traffic Signal Warrants Intersection Level of Service. Table 4 identifies current intersection Levels of Service at the study intersections. As shown, the Level of Service at each signalized location satisfies the minimum Level of Service required by Butte County or the City of Oroville. The Levels of Service reported for un-signalized intersections have also been identified. In each case, the reported value represents “worst case” conditions calculated for motorists waiting to turn onto the main highway. At each location the reported Level of Service satisfies the minimum Level of Service required by Butte County (i.e., LOS D or better). The extent to which current traffic conditions at un-signalized intersections may already justify installation of traffic signals has been reviewed. At each location the current peak hour traffic volumes fall below the levels that might justify a traffic signal based on MUTCD Warrant 3 (peak hour volume). Roadway Segment Levels of Service[KK2]. Table 5 identifies current peak hour traffic volumes on study area roadway segments and uses those values to determine the general Level of Service on these segments based on the thresholds identified in the Butte County and City of Oroville General Plans. As shown, current traffic volume are indicative of Levels of Service that meet the target Level of Service for each agency.


TABLE 4

EXISTING INTERSECTION LEVEL OF SERVICE

Intersection Control Minimum

LOS Standard

Time Period

AM Peak Hour (7:00 to 9:00 a.m.)

PM Peak Hour (4:00 to 6:00 p.m.)

LOS Average Delay

(sec/veh)

Signal Warrants

Met? LOS

Average Delay(sec/veh)

Signal Warrants

Met?

SR 70 SB ramps / SR 162 (Oro Dam Blvd) Signal D A 9.1 - A 9.0 -

SR 70 NB ramps / SR 162 (Oro Dam Blvd) Signal D A 3.1 - A 4.9 -

SR 162 (Oro Dam Blvd) / Feather River Blvd Signal E B 18.4 - C 24.5 -

SR 70 / Georgia Pacific Way Signal D A 7.6 - A -8.0 -

Ophir Road / Pacific Heights Road NB/SB Stop D A 8.9 No A 8.9 No

SR 70 / Ophir Road Signal D B 17.5 - B 17.4 -

Ophir Road / Lincoln Blvd Signal D B 15.4 - B 15.5 -

SR 70 / Palermo Road EB/WB Stop D C 18.6 No D 27.4 No

SR 70 / East Gridley Road Signal D B 14.2 - B 10.3 -

Bold indicates conditions in excess of adopted minimum LOS standard


TABLE 5

EXISTING ROADWAY SEGMENT LEVL OF SERVICE

Facility Location Lanes Classification Target LOS

Volume (6/9/2011)

Level of Service

SR 70 East Gridley Road to Palermo Rd 2 Major 2-Lane Highway D 1,204 D Palermo Road to Ophir Road 2 Major 2-Lane Highway D 1,168 D Ophir Road to freeway south of SR 160 Oro Dam Road

4 4-Lane Highway D 1,302 B

South of Oro Dam Road 4 4 lane Freeway D 1,302 A North of Oro Dam Road 4 4-lane Freeway D 1,816 A

Ophir Road Pacific Heights Road to SR 70 2 2-Lane Arterial D 49 C or better SR 70 to Lone Tree Road 2 2-lane Arterial D 509 C or better Lone Tree Road to Lincoln Blvd 2 2-lane Arterial D 649 C or better

Palermo Road West of SR 70 2 Major 2-lane Collector D 17 C or better SR 70 to Palermo[KK3] 2 Major 2 lane Collector D 139 C or better

Pacific Heights Road Palermo Road to Golf Course 2 Major 2-Lane Collector D 17 C or better Golf Course to Ophir Road 2 Major 2-Lane Collector D 30 C or better Ophir Road to Georgia Pacific Way 2 Major 2-Lane collector D 23 C or better

SR 162 (Oro Dam Blvd)

SR 70 to Feather River Blvd 4 4-Lane Arterial Street E 2,014 C



Public Transit System Although the automobile is the primary mode of travel within Butte County, there are other modes of travel available, such as public transit, paratransit, and private bus operators. Butte Regional Transit (B-Line) provides fixed route bus and paratransit services to Biggs, Chico, Gridley, Oroville, Paradise, and the unincorporated county. The B-Line intercity buses connect Biggs, Chico, Gridley, Oroville, and Paradise, and as well as with the two existing Tribal Rancherias and casinos. However, most of these routes are concentrated in urban areas. Route 30 (Oroville-Biggs) comes closest to the project site with stops at the SR 70 / Palermo Road intersection on a route that continues easterly to the community of Palermo. Route 30 provides three round trips each weekday and four on Saturday. For seniors and disabled individuals, there are a number of service providers and social service agencies that provide door-to-door service. Additional services that are open to the general public include Glenn Ride, which provides transportation from Chico to Glenn County; Plumas Transit, which provides weekly service between Chico and Quincy; and Greyhound and Amtrak Bus lines, which provide scheduled service from the Butte County area. Bicycle System Butte County adopted a Countywide Bikeway Master Plan in 2011. The Master Plan identifies the following classifications of bicycle facilities: Class I Bike Paths are designated for exclusive use by both bicyclists and pedestrians,

and are separated from, but often adjacent to, roadways. Class II Bike Lanes usually consist of one-way lanes adjacent to the traffic lane on either

side of the roadway, separated from the motor vehicle lane by a painted white stripe and designated with signs and permanent pavement markings. These facilities are intended for the exclusive use of bicyclists. However, in rural areas, bike lanes are located on the roadway shoulder, which is also utilized by pedestrians.

Class III Bike Routes may be located on roadway facilities with sufficient width for shared motor vehicle and bicycle usage and are usually only designated by signs indicating the route and shared use.

All new County development and Public Works projects are reviewed for possible incorporation of bicycle facilities. Budgetary constraints and right-of-way issues may also restrict the design and incorporation of complete bicycle facilities. In the greater Oroville area, two County bicycle facilities have been constructed or designated. In 2002, a Class I bike path was constructed adjacent to Palermo Road from Lincoln Boulevard to Palermo-Honcut Highway. In 2003, the Board of Supervisors designated Lincoln Boulevard from Oroville city limits south to Monte Vista Avenue as a Class II bike lane facility.


The Master Plan notes plans for future bikeway facilities in unincorporated areas. Class II bike lanes are planned for: Feather River Blvd from Ophir Road to Georgia Pacific Way Ophir Road from Pacific Heights Road to Lower Wyandotte Road Pacific Heights Road from Welsh Road to Georgia Pacific Way

Pedestrian System The majority of pedestrian facilities in the unincorporated area of Butte County consist of paved shoulders adjacent to rural roads. Where sidewalks exist, they are maintained by the County and are gradually being updated to meet County and Americans with Disabilities Act (ADA) standards as part of the County’s Capital Improvement Program (CIP). Short segments of sidewalk near the project site exist at the signalized SR 70 / Ophir Road intersection.


PROJECT IMPACTS Project Characteristics The proposed project is a Specific Plan for development of 689 acres along SR 70 in Butte County within the Oroville Sphere of Influence and outside of the current City limits. The Specific Plan designates various residential and non-residential land use categories and notes a range of permissible land uses in each category. Table 6 summarizes the land use assumptions made of the traffic study.

TABLE 6 RIO D’ORO LAND USE SUMMARY

Designation Acres Density Range

Land Use Quantity

LDR 128.5 3-6 du 100% Single Family Detached Housing 510 Dwelling

MDR 162.0 6-14 du/ac 50% Single Family Detached Housing 768 Dwelling

50% Residential Condominium / Townhouse 768 Dwelling

HDR 26.8 14-20 du/ac 100% Apartment 485 Dwelling

VHDR 6.3 20-30 du/ac 100% Apartment 170 Dwelling

323.6 Total Residential 2,701 Dwellings

RBS 23.5 n.a. Shopping Center – South 110 Ksf

Shopping Center – North 90 Ksf

HS 4.3 n.a.

Gasoline sales – Mini-Market 12 fueling positions

Fast Food Restaurants 6 ksf

Mini-storage 40 ksf

PF

10.0 n.a. Elementary School 648 Students

2.0 n.a. Public Safety Building 12 ksf

13.9 n.a. Public Utility (detention / recycled water treatment) n.a.

P 35.4 n.a. Various parks n.a.

For the purposes of Traffic Impact Analysis, the characteristics of the project are described in terms of its Trip Generation and its Trip Distribution. Trip Generation. The amount of new traffic associated with development projects is typically forecast using information developed from recognized national sources. The Institute of Transportation Engineers (ITE) publication Trip Generation, 9th Edition is a source recognized by Butte County, the City of Oroville and Caltrans, and applicable trip generation rates for residential and commercial development have been employed.


Trip generation rates for many uses vary based on the size of the use, and ITE rates account for this variation through the application of regression equations. Table 7 presents the resulting “per unit rate” that was derived from the applicable equation. Trip Generation Forecasts. Table 8 identifies the initial trip generation forecasts made for the land uses assumed for the Rio D’Oro Specific Plan Area, as well as the internal interaction between complimentary land uses. As shown, a total of 38,554 daily trips would accompany these uses. Of that total, roughly 18% would be “Internal Trips” that remain on-site between Rio D’Oro residences and the planned commercial areas, school and other uses, and 31,478 trips may be external to the project. A portion of the external trips generated by retail uses are “pass-by” trips drawn from the stream of traffic passing the site. The share of external trips that are pass-by has been estimated for each use based on information presented in the ITE Trip Generation Handbook. As shown in Table 9, retail uses could generate 5,526 daily pass-by trips drawn from traffic already on SR 70 or passing the uses in the RBS area on the main entry to the project. After discount for pass-by trips, Rio D’Oro is expected to generate 25,952 new external daily trips, with 1,826 new trips in the a.m. peak hour and 2,200 new trips in the p.m. peak hour.


TABLE 7

TRIP GENERATION RATES

Designation ITE Code Land Use Unit

Trip Generation

Daily AM Peak Hour PM Peak Hour

Inbound Outbound Total Inbound Outbound Total

LDR 210 Single Family Detached Housing (<200 du’s) Dwelling 9.94 25% 75% 0.749 63% 37% 0.980

LDR 210 Single Family Detached Housing Dwelling 8.57 25% 75% 0.708 63% 37% 0.814

MDR 210 Single Family Detached Housing Dwelling 8.57 25% 75% 0.708 63% 37% 0.814

230 Residential Condominium / Townhouse Dwelling 5.04 17% 83% 0.343 67% 33% 0.417

HDR 220 Apartment Dwelling 6.22 20% 80% 0.496 65% 35% 0.577

VHDR 220 Apartment Dwelling 6.22 20% 80% 0.496 65% 35% 0.577

RBS 820 Shopping Center (110 ksf) Ksf 65.68 62% 38% 1.502 48% 52% 5.806

820 Shopping Center (90 ksf) Ksf 70.46 62% 38% 1.624 48% 52% 6.203

HS

945 Gasoline Service Station with Convenience Market

Fueling position 162.78 50% 50% 10.16 50% 50% 13.51

934 Fast-Food Restaurant with Drive-Through Window ksf 496.12 51% 49% 45.42 52% 48% 32.65

151 Mini-Storage ksf 2.50 55% 45% 0.14 50% 50% 0.26

PF 520 Elementary School Student 1.29 55% 45% 0.45 49% 51% 0.15

730 Government Office Building ksf 11.95 84% 16% 1.02 31% 69% 1.21

Parks 412 County Park acre 2.28 61% 39% 0.02 61% 39% 0.09

Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers (ITE)


TABLE 8 TRIP GENERATION FORECASTS

Designation ITE Code Land Use Quantity Unit

Trip Generation



Phase 1

LDR 210 Single Family Detached Housing (< 200 du’s) 200 Dwellings 1,988 37 113 150 59 137 196

Build Out

LDR 210 Single Family Detached Housing 510 Dwellings 4,371 90 271 361 262 153 415

MDR 210 Single Family Detached Housing 768 Dwellings 6,582 136 408 544 394 231 625

230 Residential Condominium / Townhouse

768 Dwellings 3,871 45 218 263 215 105 320

HDR 220 Apartment 485 Dwellings 3,017 48 193 241 182 98 280

VHDR 220 Apartment 170 Dwellings 1,057 17 67 84 64 34 98

Total Residential 2,701 Dwellings 18,898 336 1157 1493 1117 621 1738

Internal

Residential to RBS 2,713 23 39 62 124 115 239

Residential to Elementary School 752 119 144 263 43 44 87

Residential to Parks 73 0 1 1 1 2 3

Subtotal Internal 3,538 142 184 326 168 161 329

External 15,360 194 973 1,167 949 460 1,409



TABLE 8 (cont’d) TRIP GENERATION FORECASTS

Designation ITE Code Land Use Quantity Unit

Trip Generation



RBS 820 Shopping Center - South 110 Ksf 7,225 102 63 165 307 332 639

820 Shopping Center - North 90 Ksf 6,341 91 55 146 268 290 558

HS

945 Gasoline Service Station with Convenience Market

12 Fueling Positions 1,953 61 61 122 81 81 162

934 Fast-Food Restaurant with Drive-Through Window 6 ksf 2,977 139 134 273 102 94 196

151 Mini-Storage 40 ksf 100 3 3 6 5 5 10

PF 520 Elementary School 648 Students 836 160 132 292 48 49 97

730 Government Office Building 12 ksf 143 10 2 12 5 10 15

Parks 412 County Park 36 acre 81 1 0 1 2 1 3

Total Non-Residential 19,656 567 450 1017 818 862 1680

Internal

RBS to Residential 20% 20% 20%

2,713 39 23 62 115 124 239

Elementary School to Residential 90% 90% 90%

752 144 119 263 43 44 87

Parks to Residential 90% 90% 90%

73 1 0 1 2 1 3

Subtotal Internal 3,538 184 142 326 160 169 329

External 16,118 383 308 691 658 693 1,351

Total 38,554 903 1,607 2,510 1,935 1,483 3,418

Internal 7,076 326 326 652 329 329 658

External 31,478 755 1,281 1,858 1,606 1,154 2,760



TABLE 9 PASS BY TRIP GENERATION AND NET NEW EXTERNAL TRIPS FORECASTS

Designation ITE Code Land Use

Quantity Unit

External Trip Generation



RBS

820

Shopping Center - South 110 Ksf 5,780 82 50 132 246 265 511

Pass-By related to SR 70 867 (15%) 0 0 0 (0%) 47 50 97 (19%)

Pass-By Related to Rio D’Oro Residential 867 (15%) 0 0 0 (0%) 47 50 97 (19%)

820

Shopping Center – North 90 Ksf 5,073 73 44 117 214 232 446

Pass-By related to SR 70 812 (16%) 0 0 0 (0%) 43 46 89 (20%)

Pass-By Related to Rio D’Oro Residential 812 (16%) 0 0 0 (0%) 43 46 89 (20%)

HS

945

Gasoline Service Station with Convenience Market

12 Fueling Positions 1,953 61 61 122 81 81 162

Pass-By Related to SR 70 977 (50%) 38 38 76 (62%) 45 45 90 (56%)

934

Fast-Food Restaurant with Drive-Through Window 6 ksf 2,977 139 134 273 102 94 196

Pass By Related to SR 70 1,191 (40%) 68 66 134 (49%) 51 47 98 (50%)

Total External 31,478 755 1,281 1,858 1,606 1,154 2,760

PASS-BY 5,526 106 104 210 276 284 560

NET NEW EXTERNAL 25,952 649 1,177 1,826 1,330 870 2,200


Vehicle Trip Distribution. Having determined the number of vehicle trips expected to be generated by the project, the next step is to identify the directional distribution of external project-generated traffic. For residences, the general location of employment, shopping, social services and entertainment are the primary indicators of the regional trip distribution. Conversely, the location of residences within a business’s trade area is the primary indicator of the distribution of new external trips generated by retail uses. These factors affect the distribution of trips generated by residential and non-residential uses in the Rio D’Oro Specific Plan. To quantify regional distribution patterns for both land use categories a select zone analysis was conducted using the BCAG traffic model created for the 2012 Regional Transportation Plan. Table 10 identifies the resulting distribution assumptions for new external trips (i.e., excludes internal trips and retail pass-by trips, as well as the number of daily and peak hour trips associated with this distribution pattern).

TABLE 10 REGIONAL TRIP DISTRIBUTION ASSUMPTIONS

Direction Route

Distribution of Net New External Trips at Project Build Out

Percent Trips

Daily AM PM

North

SR 70 beyond SR 162 28.4% 7,370 520 625

Lincoln Blvd north of Ophir Road 8.5% 2,205 155 185

Pacific Heights Road north of Ophir Road 1.0% 260 20 25

East

SR 162 (Oro Dam Blvd) east of SR 70 17.0% 4,410 310 375

Georgia Pacific Way east of SR 70 8.9% 2,310 165 195

Off of Ophir Road between SR 70 and Lincoln Blvd

4.9% 1,270 90 110

Ophir Road east of Lincoln Blvd 5.6% 1,455 100 125

Palermo Road east of SR 70 9.3% 2,415 170 205

South SR 70 south of East Gridley Road 2.8% 725 50 60

Lincoln Blvd south of Ophir Road 1.4% 365 25 30

West SR 162 west of SR 70 3.5% 910 65 75

East Gridley Road 8.7% 2,260 160 190

Total 100% 25,955 1830 2200


Trip Assignment. Project trips were assigned to the local street system based on the regional distribution assumptions identified above under Phase 1 (200 dwellings) and Build Out conditions. Because of the size of the project, the assignment to specific streets is predicated on the travel time through the site or to the site access points on Pacific Heights Road. Figure 5 identifies the assignment of Phase 1 project trips through the study intersections. Under Phase 1 only the south access to Pacific Heights Road is available, but Phase 1 residents could travel in either direction on Pacific Heights Road. Under this scenario trips to the north are split between two routes, with ½ of those trips using Pacific Heights Road and ½ using SR 70 to the Welsh Road – Palermo Road intersection. All trips arriving from the south use the southern project entrance via the Welsh-Palermo intersection on SR 70. Figure 6 presents the trip assignment under project Build Out conditions. With the completion of the balance of the internal circulation system, the route through the site to Ophir Road becomes the primary choice for most residents, and Pacific Heights Road west of the site becomes less important. At Build Out 86% of the external trips associated with development on the west side of SR 70 use the northern entrance, and 14% use the southern entrance.


SHORT TERM FUTURE CONDITIONS The traffic impacts of the first phase of Rio D’Oro have been assessed within the context of future conditions occurring when that phase is likely to be completed. For this assessment it has been assumed that Phase 1 could be occupied in four years (i.e., Year 2018), and the background future condition assumes occupancy of other approved project identified by Butte County. Approved Projects City of Oroville Projects. Two projects in the City of Oroville have been assumed to be occupied within the short term horizon, as noted in Table 11. These projects include: Oroville Walmart – a 200 ksf discount store located south of Oro Dam Blvd near Feather River Blvd. This project was the subject of an EIR prepare for the City Of Oroville. PED Sr. Residential – a 50 unit age restricted apartment complex located at 1511 Robinson Street. Butte County Projects. Two projects are assumed to be occupied in the short term horizon. Las Plumas (Ashcroft) – Las Plumas is master plan for roughly 965 acres located south of Oroville and east of the UPPR. A tentative map has been approved for one portion (Ashcroft) near the Lincoln Blvd / Ophir Road intersection. This analysis assumes 50 residential units and 20% (24,000 s.f.) of the retail in that area will be occupied. The other projects within the Las Plumas area are not currently active nor do they have tentative approval, but this analysis conservatively assumes another 50 units for other projects in the Las Plumas area. This project was the subject of an EIR prepared for Butte County. Power House Aggregates Project – The Power House Aggregates Project would harvest aggregates from a 500 acre site located south of Rio D’Oro along SR 70. Material would be hauled via private roads to the existing aggregate processing plant located north of Rio D’Oro off of Pacific Heights Road, but employee and delivery traffic would use SR 70 to reach the site. This project was the subject of an EIR prepared for Butte County. Technical Approach The approach taken to estimate short term baseline traffic volumes first identified the trips resulting from other development in their respective traffic studies. Where studies were not available, ITE trip generation rates were employed. These trips were then assigned to study area intersection using the distribution patterns identified for each project and were added to the existing traffic volumes to create the short term background condition.


TABLE 11

APPROVED BUT UNBUILT PROJECTS AND THEIR TRIP GENERATION

Description Land Use Size Daily

Trips

AM Peak Hour Trips PM Peak Hour Trips

Quantity Unit In Out Total In Out Total

Oroville Walmart

Retail 200.225 Ksf 10,554 187 147 334 452 471 923

Pass-By/Diverted -1,794 -32 -25 -57 -77 -80 -157

Net New Trips 8,760 155 122 277 375 391 766

PED Sr Residential Sr Apartments 50 Du 172 3 7 10 7 5 12

Las Plumas – (Ashlock) Residential 50 Du 478 9 29 38 32 19 51

Las Plumas – (Ashlock)

Retail 24 Ksf 1,028 14 10 24 44 46 90

Pass By -308 0 0 0 -13 -14 -27

Net New Trips 720 14 10 24 31 32 63

Las Plumas - Other Residential 50 Du 478 9 29 38 32 19 51

Power House Aggregate Project Quarry 500 acre 70 22 2 24 2 22 24

Total 10,678 212 199 411 479 488 967


Circulation System Improvements No circulation system improvements are anticipated at study locations under short term conditions. Short Term Background Traffic Volume Forecasts The trips generated by identified projects were added to existing traffic volumes and the results are presented in Figure 7. Short Term No Project Levels of Service Intersection Levels of Service. Table 12 compares existing Levels of Service at study area intersections with condition occurring under the short term future scenario. As shown the addition of trips accompanying other projects does not result in appreciable changes to current Levels of Service. Traffic Signal warrants. The short term future traffic volumes at un-signalized intersections remain below the level that would satisfy MUTCD Warrant 3. Roadway Segment Level of Service. Table 13 compares existing peak hour volumes with the short term future volumes resulting from occupancy of identified projects. As shown, the addition of trips associated with other projects does not result in volumes that would change the existing Level of Service, and conditions will continue to meet the minimum target LOS at each location.


TABLE 12

SHORT TERM PEAK HOUR INTERSECTION LEVEL OF SERVICE

Intersection Control

Time Period AM Peak Hour

(7:00 to 9:00 a.m.) PM Peak Hour

(4:00 to 6:00 p.m.)

Existing Short Term Future Existing Short Term Future

LOS Average Delay

(sec/veh) LOS

Average Delay (sec/veh)

LOS Average Delay

(sec/veh) LOS

Average Delay (sec/veh)

SR 70 SB ramps / SR 162 (Oro Dam Blvd) Signal A 9.1 A 9.5 A 9.0 B 10.1

SR 70 NB ramps / SR 162 (Oro Dam Blvd) Signal A 3.1 A 5.9 A 4.9 A 4.9

SR 162 (Oro Dam Blvd) / Feather River Blvd Signal B 18.4 C 23.6 C 24.5 D 47.1

SR 70 / Georgia Pacific Way Signal A 7.6 A 8.0 A 8.0 A 9.8

Ophir Road / Pacific Heights Road NB/SB Stop A 8.9 A 8.5 A 8.9 A 8.6

SR 70 / Ophir Road Signal B 17.5 B 18.9 B 17.4 C 24.2

Ophir Road / Lincoln Blvd Signal B 15.4 B 16.1 B 15.5 B 17.2

SR 70 / Palermo Road EB/WB Stop C 18.6 C 19.9 D 27.4 D 32.7

SR 70 / East Gridley Road Signal B 14.2 B 14.1 B 10.3 B 11.4



TABLE 13

SHORT TERM FUTURE ROADWAY SEGMENT LEVL OF SERVICE


Existing Short Term Future

Volume LOS Volume (vph)

LOS Approved Projects Only

Total

SR 70 East Gridley Road to Palermo ROAd

2 Major 2-Lane

Highway D 1,204 D 105 1,309 D

Palermo Road to Ophir Road 2 Major 2-Lane

Highway D 1,168 D 108 1,276 D

Ophir Road to freeway south of SR 162 Oro Dam Road

4 4-Lane Highway D 1,302 B 174 1,476 B

South of Oro Dam Road 4 4 lane Freeway D 1,302 A 10 1,312 A

North of Oro Dam Road 4 4-lane Freeway D 1,816 A 203 2,019 A Ophir Road Pacific Heights Road to SR 70 2 2-Lane Arterial D 49 C or better 8 57 C or better

SR 70 to Lone Tree Road 2 2-lane Arterial D 509 C or better 102 611 C or betterLone Tree Road to Lincoln Blvd

2 2-lane Arterial D 649 C or better 128 777 C or better

Palermo Road West of SR 70 2 Major 2-lane Collector D 17 C or better 0 17 C or better

SR 70 to Palermo[KK4] 2 Major 2 lane Collector D 139 C or better 5 144 C or betterPacific Heights Road

Palermo Road to Golf Course

2 Major 2-Lane

Collector D 17 C or better 0 17 C or better

Golf Course to Ophir Road 2 Major 2-Lane


Ophir Road to Georgia Pacific Way

2 Major 2-Lane collector D 23 C or better 0 23 C or better


SR 70 to Feather River Blvd 4 4-Lane Arterial Street E 2,014 C 303 2,317 C


Short Term Project Impacts Traffic Volume Forecasts. Trips generated by the first phase of Rio D’Oro were added to the baseline short term background volumes to create the “Short Term Plus Project Phase 1” condition presented in Figure 8. Intersection Levels of Service. Table 14 compares short term Levels of Service at study area intersections with and without Phase 1 of Rio D’ Oro. As shown the addition of project trips will result in one intersection operating at a Level of Service that exceeds Butte County’s minimum LOS D standard. The SR 70 / Ophir Road intersection is projected to operate at LOS F during the p.m. peak hour. A traffic signal would be needed to deliver Level of Service satisfying minimum standards. Traffic Signal Warrants. The short term future traffic volumes at one un-signalized intersection would reach the level that would satisfy MUTCD warrant 3. The SR 70 / Welsh Road / Palermo Road intersection could satisfy traffic signal warrants based on a.m. peak hour volumes, but the volumes occurring in the p.m. peak hour would not satisfy warrants. Roadway Segment Level of Service. Table 15 compares short term future volumes resulting from occupancy of identified projects with conditions that include Phase 1 of Rio D’Oro. As shown, the addition of trips associated with Phase 1 does not result in volumes that would change the existing Level of Service, and conditions will continue to meet the minimum target LOS at each location.


TABLE 14

SHORT TERM PLUS PHASE 1 PEAK HOUR INTERSECTION LEVEL OF SERVICE


Time Period AM Peak Hour


(4:00 to 6:00 p.m.)

Short Term Baseline Short Term Plus Phase 1 Short Term Baseline

Short Term Plus Phase 1

LOS Average Delay

(sec/veh) LOS Average Delay



(sec/veh)

SR 70 SB ramps / SR 162 (Oro Dam Blvd) Signal A 9.5 A 9.8 B 10.1 B 10.3

SR 70 NB ramps / SR 162 (Oro Dam Blvd) Signal A 5.9 A 3.2 A 4.9 A 5.1

SR 162 (Oro Dam Blvd) / Feather River Blvd Signal C 23.6 C 23.9 D 47.1 D 49.3

SR 70 / Georgia Pacific Way Signal A 8.0 A 8.0 A 9.8 B 10.1

Ophir Road / Pacific Heights Road NB/SB Stop A 8.5 A 9.3 A 8.6 B 10.0

SR 70 / Ophir Road Signal B 18.9 C 21.2 C 24.2 C 25.6

Ophir Road / Lincoln Blvd Signal B 16.1 B 16.7 B 17.2 B 17.6

Pacific Heights Road / South Access WB Stop - - A 9.2 - - A 9.7

SR 70 / Palermo Road EB/WB Stop C 19.9 D 27.5 D 32.7 F 68.0

SR 70 / East Gridley Road Signal B 14.2 B 15.6 B 11.4 B 12.4

Bold indicates conditions in excess of adopted minimum LOS standard Highlighted values are significant impacts.


TABLE 15 SHORT TERM PLUS PHASE 1 ROADWAY SEGMENT LEVL OF SERVICE


Short Term Future Baseline

Short Term Plus Phase 1


LOS Phase 1 Only Total

SR 70 East Gridley Road to Palermo Road

2 Major 2-Lane

Highway D 1,309 D 23 1,332 D

Palermo Road to Ophir Road 2

Major 2-Lane Highway

D 1,276 D 76 1,352 D


4 4-Lane Highway D 1,476 B 114 1,590 B

South of Oro Dam Road 4 4 lane Freeway D 1,312 A 98 1,410 A

North of Oro Dam Road 4 4-lane Freeway D 2,019 A 57 2,076 A Ophir Road Pacific Heights Road to SR 70

2 2-Lane Arterial D 57 C or

better 90 147

C or better

SR 70 to Lone Tree Road 2 2-lane Arterial D 611

C or better

40 651 C or

better Lone Tree Road to Lincoln Blvd

2 2-lane Arterial D 777 C or

better 31 808

C or better

Palermo Road / Welsh Road

West of SR 70 2

Major 2-lane Collector

D 17 C or

better 120 137

C or better

SR 70 to Palermo Road 2

Major 2 lane Collector

D 144 C or

better 19 163

C or better

Pacific Heights Road

Welsh Road to Golf Course 2

Major 2-Lane Collector

D 17 C or

better 120 137

C or better

Golf Course to Ophir Road 2


D 38 C or

better 81 119

C or better

Ophir Road to Georgia Pacific Way

2 Major 2-Lane

collector D 23

C or better

2 25 C or

better SR 162 (Oro Dam Blvd)

SR 70 to Feather River Blvd 4

4-Lane Arterial Street

E 2,317 C 34 2,351 C

Bold indicates conditions in excess of adopted minimum LOS standard Highlighted values are significant impacts.


Project Impacts to Alternative Transportation Modes Development of the Rio D’Oro Specific Plan project may incrementally contribute to increased demand for facilities to serve pedestrians, cyclists and transit riders in this area of Butte County. Pedestrian Impacts. At Build Out, project residents may elect to walk throughout the community and to-from the project’s commercial areas. The Specific Plan notes that pedestrian enhancements including sidewalks, enhanced crossings, street trees and other amenities will be constructed along the streets within the Specific Plan area. Externally, there are few attractions within a reasonable distance that would generate regular pedestrian trips by area residents. Conversely the project’s commercial uses may be attractive destinations for those existing residents living along Pacific Heights Road, although the number of pedestrian trips may not be appreciable because the distance from existing residences to Rio D’Oro is relatively long. Pedestrian trips made between those areas and Rio D’Oro would occur along the existing roadway where pedestrians and automobiles mix today and where pedestrian facilities are limited. In these areas conflicts between pedestrians and motor vehicles could occur. While the initial phase of Rio D’Oro does not create safety conflicts, future conflicts associated with pedestrians accessing the commercial area could be minimized by constructing paved shoulders or some other form of all-weather pedestrian facility on Pacific Heights Road. Development of the project does not interfere with the implementation of any other planned pedestrian facilities. Bicycle Impacts. As with any residential development, residents may elect to use bicycles to reach area schools and retail or social destinations. While cycling may be a choice of some residents, the number of residents electing to use bicycles as regular commute option is limited by the rural nature of the site and surrounding uses. Thus, the project is not likely to create appreciable safety impacts on adjacent streets. Those residents who may choose to ride to regional destinations would be expected to make use of existing roadways and would safely share the right of way with other vehicular traffic. The project does not interfere with the implementation of any planned bicycle facility. Transit Impacts. Some project residents may wish to take advantage of public transit service, and the specific plan notes that transit accommodations will be developed on site. The backbone arterial-loop collector streets that parallel SR 70 are designated for an on-site transit route and potential bus stop locations have been identified. Currently B-line’s Route 25 provides transit service along Feather River Boulevard as far south as Feather River Cinemas and also provides service to downtown Oroville and the Oroville Transit Center. The Specific Plan proposes to eventually extend this line to provide service to the Rio D’Oro Commercial Village and possibly the rest of the community, depending upon ridership demand and the ability of B-line to provide services to the area. The specific plan suggests that the timing of implementation of public transit will be determined through a development agreement or similar mechanism.


CUMULATIVE IMPACTS Traffic impacts associated with the Rio D’Oro Specific Plan have also been considered within the context of future traffic conditions in this area of Butte County. The cumulative analysis addresses long term traffic conditions under the Butte County General Plan when Rio D’Oro is fully built out. Year 2030 Background Information Basis for Long Term Projections. The Butte County Association of Governments (BCAG) maintains a regional travel demand forecasting model that has been used for the Butte County and City of Oroville General Plan Update EIR’s and for the Year 2012 Metropolitan Transportation Plan / Sustainable Communities Strategy (MTP). The model is driven by Year 2035 land use assumptions that are consistent with Department of Finance (DOF) forecasts for Butte County with allocation of specific growth to incorporated and unincorporated areas in consultation with city and county planning departments1. Land Use Assumptions. The BCAG travel demand forecasting model acknowledged development on the Rio D’Oro Specific Plan site, as the project was known when the Butte County General Plan was last updated. The traffic model assumes 2,700 dwellings and 200 ksf of Retail and Service uses, as well as 48 ksf of Highway Service uses. The model’s land use assumptions are consistent with the proposed Specific Plan, but because the Specific Plan is allocated to a single Traffic Analysis Zone (TAZ) located west of SR 70, the trips associated with the Highway Services at the SR 70 / Palermo Road intersection area may be mis-assigned. Circulation System Improvements. The traffic volume forecasts made within this analysis include those county-wide circulation system improvements incorporated into the MTP traffic model. Table 16 identifies those funded projects that are assumed to be constructed, as well as two projects that are classified as Unfunded Regional Priorities in the MTP but were not assumed to be constructed for this analysis. As indicated, SR 70 is planned for widening to 4 lanes through the SR 70 / Palermo Road intersection. Based on review of the No Project traffic volume forecasts, a traffic signal would be warranted. Because a traffic signal was already prescribed as mitigation under short term conditions, this analysis assumes a traffic signal would be installed by Caltrans during construction of Segment 1 of the SR 70 widening project.

1 Technical Methodology for Preparing 2012 MTP/SCS Land Use Allocations, Butte County Association of Governments, August 2012.


TABLE 16 LONG TERM CIRCULATION SYSTEM IMPROVEMENTS

STIP – Project and Description RIP Funds / Year

($1,000’s)

Funded Improvements 1 SR 70 Passing Lane Project – Segment 1. Termini @ Ophir Rd to 0.1 miles south of Palermo Rd intersection. Construct 5 lane facility, 2 lanes I each direction with center turn lane. Distance approx. 2.7 miles. Construction target 2015/2016.

$13,000 (2016)

2. SR 70 Passing Lane Project – Segment 2. Termini south end of Segment 1 0.1 mil south of Palermo Rd to termini @ SR 70 Passing Lane Project (northern end) of SR 70 E. Gridley Rd Passing Lane Project. Construct 5 lane facility, 2 lanes in each direction with center turn lane. Distance approx. 2.7 mi. Construction target FY 20/21

$17,000 (2021)

3. SR 70 Passing Lane Project – Segment 3. Termini @ south end of SR 70 Passing Lanes to Butte /Yuba County line. Project includes 2 new bridge structures. Third bridge is located in Yuba County and is not included. Construct 5 lane facility, 2 lanes in each direction with center turn lane. Distance approx. 2.7 miles. Construction target FY 29/30

$25,000 (2030)

Unfunded Regional Priorities SR 70 Ophir Rd Interchange Project – The scope of this project is to provide for a new interchange at Ophir Rd near Oroville. The estimated cost for a new interchange is $30 million.

$30,000

SR 70 Georgia Pacific Interchange – The scope of this project is to provide for a new interchange. The estimated cost for a new interchange is $30 million.

$30,000

Technical Approach. All regional traffic models experience some degree of local error due to the synthesis of a myriad of individual land uses into a representative system of traffic analysis zones and roadway links. An incremental approach is taken to adjust for local error. Traffic model forecasts for its baseline year are compared to current traffic volume counts, and the difference is applied to future projections to create “adjusted” future volumes, Existing daily volumes and adjusted cumulative daily volumes were compared to identify equivalent growth rates for intersection approaches for use in creating intersection turning movement volumes. Table 17 identifies adjusted volumes developed from the 2012 RTP model results, as well as resulting growth factors created under this approach.


TABLE 17 LONG TERM GROWTH FACTORS

Roadway Location Daily Traffic volume

Existing Adjusted 2035

Volume Growth

Rate SR 162 West of SR 70 13,200 20,975 1.59 SR 70 / SR 162 interchange

SB SR 70 off ramp 5,100 8,700 1.70

SB SR 70 on ramp 2,450 7,850 3.21

NB SR 70 off ramp 2,450 6,750 2.75

NB SR 70 on ramp 5,300 7,125 1.35 SR 162 (Oro Dam Blvd) East of SR 70 22,750 36,625 1.61

West of Feather River 23,425 37,300 1.59

East of Feather River 24,800 33,675 1.36 Feather River Blvd South of SR 162 5,400 4,450 0.83

North of SR 162 7,600 9,700 1.28 SR 70 SR 162 to Georgia Pacific Way 14,600 41,050 2.81 Georgia Pacific Way East of SR 70 1,390 1,650 1.17 SR 70 Georgia Pacific Way to Ophir Road 14,600 39,950 2.74 Ophir Road West of SR 70 425 22,125 52.31

East of SR 70 6,025 21,120 3.50

West of Lincoln Blvd 6,225 24,800 3.98

East of Lincoln Blvd 6,000 16,450 2.74 Lincoln Blvd South of Ophir Road 5,925 12,525 2.12

North of Ophir Road 7,625 21,250 2.79 SR 70 Ophir Road to Palermo Road 12,400 18,475 1.49 Welsh Road West of SR 70 360 6,150 17.04 Palermo Road East of SR 70 1,170 7,090 6.07 SR 70 South of Palermo Road 11,400 24,000 2.10

North of East Gridley Road 11,400 22,450 1.97 East Gridley Road West of SR 70 5,175 11,800 2.28 SR 70 South of East Gridley Road 11,800 16,000 1.35

To create peak hour intersection turning movements, the segment growth factors were applied to observed peak hour volumes and the results were balanced to best approximate conditions on each leg using the methodologies contained in the Transportation Research Board’s (TRB’s) NCHRP Report 255, Highway Traffic Data for Urbanized Area Project Planning and Design. This approach reflects the fact that intersection movements may not be affected proportionately because development of various land uses may affect current travel patterns while adding new traffic, while new roadways may provide alternative routes for existing traffic.


Because the locations of individual land uses and access to Rio D’Oro differ from the general assumptions made in the traffic model, it was necessary to manually adjust the intersection turning movements created from adjusted growth rates using a two-step process. First, the assignment of external project trips was identified assuming that the 100% of the project was developed with a single access to Pacific Heights Road. This trip assignment was based on the regional distribution assumptions noted earlier. These trips were then deleted from the adjusted forecasts to create the Cumulative No Project condition. The Cumulative Plus Project condition was then created by superimposing the project trips identified in Figure 6 (Project Build Out Trip Assignment) onto the No Project condition. Cumulative Traffic Conditions Traffic Volume Forecasts. Figure 9 presents the Cumulative No Project peak hour traffic volumes identified for study area streets, while Figure 10 presents volumes under the Cumulative Plus Project condition. Cumulative Intersection Level of Service – No Project. Table 18 compares cumulative peak hour Levels of Service at study intersections with and without the Rio D’Oro. project. As indicated, three intersections are projected to operate at Levels of Service that do not satisfy the minimum LOS standards adopted by local agencies. These include: The SR 70 / Ophir Road intersection is projected to operate at LOS F. Various previous traffic studies have suggested that the capacity of this intersection be increased by adding auxiliary turn lanes, and under the No Project condition the intersection would operate at LOS C with the creation of a second northbound through lane. Caltrans District 3 staff has indicated that no additional lanes would be permitted and that the next level of improvement to the intersection would be a grade separated interchange2. While funding is not programmed for the interchange, Caltrans District 3 has accomplished many of the initial steps needed to pursue the interchange, including completion of the project’s environmental document. While two alternative interchange locations were evaluated by Caltrans, Figure 11 identifies the “preferred” interchange layout identified in the environmental document, which is generally in the location of the existing Ophir Road intersection. The Ophir Road / Lincoln Blvd intersection is projected to operate at LOS F. To achieve the minimum LOS standard it would be necessary to widen Ophir Road to provide a second westbound left turn lane and a second westbound through lane. LOS D would result. However, the Las Plumas Area Plan MEA did not indicate that this level of improvement was required, and these improvements are not included in any adopted CIP or mitigation fee program. The SR 70 / East Gridley Road intersection is projected to operate at LOS F. The Level of Service can be improved by restriping the eastbound approach to a separate left turn lane and a combined thru+right turn lane. With this change, the intersection would operate at

2 Personal communication, Mr. Martin Villanieva, Caltrans District 3, June 25, 2013


LOS B.


TABLE 18 CUMULATIVE PEAK HOUR INTERSECTION LEVEL OF SERVICE


Time Period

AM Peak Hour (7:00 to 9:00 a.m.)

PM Peak Hour (4:00 to 6:00 p.m.)

Cumulative No Project

Cumulative Plus Rio D’Oro SP Build Out

Cumulative No Project

Cumulative Plus Rio D’Oro SP Build Out

LOS Average

Delay (sec/veh)

LOS Average

Delay (sec/veh)

LOS Average

Delay (sec/veh)

LOS Average

Delay (sec/veh)

SR 70 SB ramps / SR 162 (Oro Dam Blvd) Signal B 15.2 B 16.8 C 16.0 D 38.6

SR 70 NB ramps / SR 162 (Oro Dam Blvd) Signal A 3.5 B 12.1 A 7.3 C 18.7

SR 162 (Oro Dam Blvd) / Feather River Blvd Signal B 16.8 C 20.7 C 29.8 E 57.2

SR 70 / Georgia Pacific Way Signal A 8.2 D 46.3 A 8.9- F 131.6

Pacific Heights Road / Rio D’Oro access SB Stop - - E 47.2 - - F 163.5

Ophir Road / Pacific Heights Road NB/SB Stop A 9.6 F 115.0 A 9.6 F >999

SR 70 / Ophir Road Signal F 148.8 F 589.4 F 137.6 F 389.7

Ophir Road / Lincoln Blvd Signal F 95.1 F 494.4 E 78.7 F 198.6

Pacific Heights Road / South Access WB Stop - - B 10.5 - - B 10.4

SR 70 / Palermo Road Signal A 9.7 C 26.5 D 39.0 C 24.1

SR 70 / East Gridley Road Signal F 341.9 F 293.0 F 216.2 F 287.3

Bold values indicate conditions in excess of adopted minimum LOS D standard. Highlighted values are a significant impact


Cumulative Intersection Levels of Service – With Rio D’Oro. As indicated, the addition of trips associated with Rio D’Oro would exacerbate traffic conditions at the three intersections already noted and result in 5[KK5] other intersections exceeding the minimum Level of Service. The SR 70 / Georgia Pacific Way intersection is projected to operate at LOS F during the p.m. peak hour. While other reports have indicated that additional capacity may be created by adding auxiliary turn lanes, Caltrans District 3 staff indicated that no at-grade improvements would be permitted and that a grade separation would be the expected long term improvement. However, as noted in the 2012 RTP, no funding has been identified for an interchange at this location. Review of current documents outlining other adopted fee programs indicates that the City of Oroville TCIP does not assume an interchange at this location. The Pacific Heights Road / Ophir Road intersection is projected to operate at LOS F if the Rio D’Oro project was built out. Because of the intersections proximity to the SR 70 / Ophir Road intersection, Caltrans plans for an interchange have assumed that Pacific Heights Road will be relocated to provide greater spacing. However, without additional improvements the delays associated with stop controlled movements would continue to deliver LOS F. An [KK6]alternative configuration for realignment of Pacific Heights Road has been identified, including the incorporation of a roundabout that would accommodate Ophir Road, the Rio D’Oro entrance and the two Pacific Heights Road legs. The general configuration of the alignment is noted in Figure 12. With this improvement a two lane roundabout would operate at LOS A. The SR 70 / Ophir Road intersection was projected to operate at LOS F under the No Project conditions and would operate at LOS F with longer delays with build out of Rio D’Oro. The interchange identified by Caltrans would be needed, and while the specific lane geometry incorporated into the interchanges ramp intersections will be determined by Caltrans, the configurations identified in Table 19 will provide a Level of Service meeting minimum Level of Service standards.

TABLE 19 SR 70 / OPHIR ROAD INTERCHANGE GEOMETRY

Intersection Approach Lanes

Off ramp Eastbound Ophir Road Westbound Ophir Road

Pacific Heights Road 2 lane roundabout

Westbound SR 70 ramps 3 lanes (separate right turn and

2 left turn lanes)

3 lanes (separated right turn lane

and 2 through lanes)

2 lanes (separated right turn lane

and through lane) Eastbound SR 70 ramps 2 lanes

(separate left turn lane and right turn lane)

3 lanes (2 left turn lanes and one

through lane)

2 lanes (separate right turn lane

and a through lane)


The Ophir Road / Lincoln Blvd intersection was projected to operate at LOS F under No Project conditions, and longer delays would be expected with build out of the Rio D’Oro project. The SR 70 / East Gridley Road intersection was projected to operate at LOS F under No Project conditions, and longer delays would be expected with build out of Rio D’Oro. However, the same improvement noted for the No Project conditions (i.e., re-striping the eastbound approach) would deliver LOS D under Cumulative Plus Rio D’Oro conditions. Cumulative Roadway Segment Level of Service – No Project. Table 20 compares the peak hour traffic volumes and Levels of Service on study area roads with and without the Rio D’Oro project. As indicated, under the No-Project condition one roadway segment is projected to operate with a Level of Service that exceeds the identified minimum standard: Ophir Road from Lone Tree Road to Lincoln Blvd: LOS F. The two lane segment of Ophir Road west of Lincoln Blvd is projected to carry traffic volumes that are indicative of LOS F. A 4 lane section is needed and would deliver LOS C. However, the Las Plumas Area Plan MEA does not include this improvement and no CIP or adopted fee program includes widening to 4 lanes. Cumulative Roadway Segment Level of Service – Plus Project. As indicated, four roadway segments are projected to operate with Levels of Service that exceed the minimum standard if Rio D’Oro traffic is included under cumulative conditions: SR 70 from Ophir Road north to existing controlled access freeway south of SR 162: LOS E. The four lane expressway would carry peak hour volumes that are indicative of LOS E. The roadway would need to be improved to a controlled access freeway to achieve the minimum LOS D standard. However, as was noted in the discussion of impacts to the SR 70 / Georgia Pacific Way and SR 70 / Ophir Road intersections, no funding has been identified to construct grade separations on this segment of SR 70. Ophir Road from Pacific Heights Road to SR 70: LOS F. The two lane road would operate at LOS F. A four lane roadway would be needed and would operate at LOS D. This level of improvement is consistent with the discussion of the design of the Ophir Road / Pacific Heights Road / Rio D’Oro access roundabout (i.e., 2 lanes) and the treatment of ramp intersections noted in Table 20. Ophir Road from Lone Tree Road to Lincoln Blvd: LOS F. The two lane segment of Ophir Road west of Lincoln Blvd is projected to carry traffic volumes that are indicative of LOS F. As with the No Project condition, a 4 lane section is needed and would deliver LOS D. However, as noted under the No Project conditions, there is no mechanism for funding the cost of widening this roadway to 4 lanes.


SR 162 (Oro Dam Blvd) from SR 70 to Feather River Blvd: LOS F. The addition of Rio D’Oro traffic would result in LOS F conditions on this 4 lane arterial. Theoretically, a 6 lane section would be needed to deliver LOS meeting the minimum LOS E standard. However, while the City of Oroville’s 2012 TCIP & Traffic Impact Fee Update notes that auxiliary lanes may be developed at various intersections along Oro Dam Blvd, widening the roadway to a 6 lane section through this developed area is not feasible, and the City of Oroville’s Traffic Impact Fee program does not contemplate this level of improvement.


TABLE 20 CUMULATIVE ROADWAY SEGMENT LEVEL OF SERVICE


Cumulative No ProjectCumulative Plus

Rio D’Oro SP Build Out


LOS Project Only Total

SR 70

East Gridley Road to Palermo Rd 2 Major 4-Lane

Highway D 2,075 C 251 2,326 C

Palermo Road to Ophir Road 2 Major 2-Lane

Highway D 1,690 B 340 2,030 C


4 4-Lane Highway D 2,345 C 1,249 3,594 E

South of Oro Dam Road 4 4 lane Freeway D 2,400 B 1,052 3,552 B

North of Oro Dam Road 4 4-lane Freeway D 3,195 B 608 3,803 C

Ophir Road

Pacific Heights Road to SR 70 2 2-Lane Arterial D 115 C or better 1,885 2,000 F

SR 70 to Lone Tree Road 2 2-lane Arterial D 1,250 D 405 1,655 D

Lone Tree Road to Lincoln Blvd 2 2-lane Arterial D 2,340 F 284 2,624 F

Palermo Road / Welsh Road

West of SR 70 2 Major 2-lane


SR 70 to Rio D’Oro access 2 Major 2 lane

Collector D 500 C or better 499 999 D

Rio D’Oro access to Palermo[KK7] 2 Major 2 lane

Collector D 500 C or better 240 740 D

Pacific Heights Road

Welsh Road to Rio D’Oro Access 2


D 40 C or better 258 298 C or better

Rio D’Oro S. Access to Ophir Rd 2


D 75 C or better 52 92 C or better

Ophir Rd to Georgia Pacific Way 2 Major 2-Lane

collector D 85 C or better 22 1,978 F


SR 70 to Feather River Blvd 4 4-Lane Arterial

Street E 2,785 D-E 369 3,154 F



IMPACT / MITIGATION SUMMARY[KK8] The section which follows identified those impacts that have been deemed significant under Butte County or City of Oroville standards and prescribes measures that would reduce impacts to less than significant. Locations where no feasible mitigation is available have also been identified. Existing Plus Approved Projects (EPAP) Plus Rio D’Oro Phase 1 Conditions As noted in Table 14, development of the first phase of the project will result in conditions that exceed Butte County minimum Level of Service at one intersection. Impact T-1: The SR 70 / Welsh Road / Palermo Road intersection will operate at LOS F during the p.m. peak hour with Rio D’Oro Phase 1. This is a significant impact. Discussion: A traffic signal would be needed to deliver acceptable Level of Service. The volume of traffic at the intersection would satisfy peak hour traffic signal warrants during the a.m. peak hour, but not in the p.m. peak hour. Signalizing the intersection would yield LOS B (i.e., average delay 12.6 sec a.m. and 15.6 sec p.m.) under Existing Plus Phase 1 conditions. Mitigation T-1: The project proponents shall be responsible for contributing a fair share to the cost of signalizing the SR 70 / Welsh Road / Palermo Road intersection. Because available evidence suggests that traffic signal warrants may not be satisfied until Phase 1 is built out, traffic volumes shall be monitored annually by Caltrans at the intersection as occupancy of Phase 1 proceeds, and a traffic signal shall be installed when deemed warranted and agreed to by the applicant, Butte County and Caltrans. Significance after Mitigation. Less than significant. Cumulative Plus Rio D’Oro Conditions Impact T-2: Development of the Rio D’Oro Specific Plan could result in conflicts between motor vehicles, pedestrians and bicyclists on the portion of Pacific Heights Road west of the main project access. This is a potentially significant impact. Discussion: Development of retail commercial uses in Rio D’Oro may attract pedestrian and bicycle trips by residents along Pacific Heights Road, although the number of pedestrians and cyclists would likely be limited because of the distances involved. Because paved shoulders or other facilities for non-automotive travel are limited, conflicts may result. Development of paved shoulders for a reasonable distance along Pacific Heights Road would be appropriate. Mitigation T-10[KK9]: Prior to occupancy of retail development in the RBS area, Rio D’Oro shall contribute a fair share, as agreed to by the applicant and Butte County, to the cost of constructing an adequate shoulder along one side of Pacific Heights Road from the Rio D’Oro access for a distance no greater than ½ mile.


Significance after Mitigation. With this mitigation, this impact is less than significant. Four intersections are projected to operate at a Level of Service which fails to satisfy both the Butte County and City of Oroville minimum Level of Service standard. Figure 13 identifies the lane geometry described in the text which follows. [KK10] Impact T-3: The SR 70 / Georgia Pacific Way intersection is projected to operate at LOS F during the p.m. peak hour. This is a significant impact. Discussion: If no at grade improvements are permitted at this intersection, then improving the operation of this intersection would require installation of a grade separated interchange, as noted in the 2012 RTP. Mitigation T-3: As mitigation for project-related traffic contributions at this intersection, Rio D’Oro should contribute its fair share, as agreed to by the applicant, Butte County and Caltrans, to the cost of grade-separated improvements if constructed. However, funding for this interchange is not included in any adopted mechanism, nor has any environmental work been completed by Caltrans to confirm the feasibility of an interchange at this location. Significance after Mitigation. Because there is no guarantee that an interchange will be developed at this location, this impact is significant and unavoidable. Impact T-4: The Pacific Heights Road / Ophir Road intersection is projected to operate at LOS F and the SR 70 / Ophir Road intersection are both projected to operate at LOS F when Rio D’Oro is built out. LOS E exceeds the minimum LOS D standard. This is a significant impact. Discussion: Because of the proximity of this intersection to the SR 70 Ophir Road intersection, Caltrans’ plans for an interchange at his location have assumed that Pacific Heights Road will be relocated to provide greater spacing. An alternative configuration for the realignment of Pacific Heights Road is required to accommodate a two lane roundabout that would include Ophir Road, the Rio D’Oro entrance and the two Pacific Heights Road legs. The general configuration of the alignment has been identified and the specific configurations of ramp intersections have been identified. A broad approach combining both private and public resources will be needed to fund the interchange, possibly including various state and federal sources managed by Caltrans and BCAG, regional development impact fees, area of benefit, etc. To initiate the funding process, the project would need to be included as a priority project in the next Regional Transportation Plan (RTP) update. Mitigation T-4: Because an interchange would eventually be needed under the No Project condition, all development projects including Rio D’Oro, as agreed to by the applicant, Butte County and Caltrans, should be responsible for a fair share contribution to the cost of constructing a


grade separated interchange at SR 70 / Ophir Road. Significance after Mitigation. Because there is no adopted mechanism for funding the balance of the construction cost for a grade separated interchange, this impact is significant and unavoidable.


Impact T-5: The Ophir Road / Lincoln Blvd intersection is projected to operate at LOS F. This is a significant impact. Discussion: To improve the Level of Service at this intersection it would be necessary to widen the intersection to provide a second westbound through lane and a second eastbound right turn lane. However, this level of improvement is not included in the City of Oroville TCIP and Impact Fee Update, nor is this improvement identified in the Las Plumas Area Plan MEA. Mitigation T-5: Because the intersection operates at an unacceptable LOS under the No Project condition, development including Rio D’Oro should be responsible for a fair share contribution, as agreed to by the applicant and Butte County, to the cost of constructing a second westbound through lane and a second eastbound left turn lane. With this improvement the intersection would operate at LOS D. Significance after Mitigation. Because there is no adopted mechanism for funding the balance of the construction cost of intersection improvements, there is no guarantee that these improvements will be constructed, and this impact is significant and unavoidable. Impact T-6: The SR 70 / East Gridley Road intersection is projected to operate at LOS F. This is a significant impact. Discussion: Re-striping the eastbound approach to provide a separate left turn and combined thru+right turn lane would deliver LOS C under Cumulative Plus Rio D’Oro conditions. Significance after Mitigation. Because there is no adopted mechanism for funding the balance of the construction cost of intersection improvements, there is no guarantee that these improvements will be constructed, and this impact is significant and unavoidable. Mitigation T-6: Because the intersection operates at an unacceptable LOS under the No Project condition, development projects including Rio D’Oro should be responsible for a fair share contribution, as agreed to by the applicant, Butte County and Caltrans to the cost of re-striping the eastbound approach. Impact T-7: SR 70 from Ophir Road north to existing controlled access freeway south of SR 162 is projected to operate at LOS E which exceeds the minimum LOS D standard. This is a significant impact. Discussion: The four lane SR 70 expressway would carry peak hour volumes that are indicative of LOS E. The roadway would need to be improved to a controlled access freeway to achieve the minimum LOS D standard. However, creating a controlled access freeway requires grade separations at SR 70 / Georgia Pacific Way and SR 70 / Ophir Road. While mitigation measure T-3 addresses the SR 70 / Ophir Road interchange, as noted in the discussion of impact T-2 there is no adopted funding mechanism for the SR 70 / Georgia Pacific Way interchange.


Mitigation T-7: Without the construction of grade separated interchanges referenced above, there is no feasible mitigation to reduce the level of impact on SR 70 to less than significant under cumulative future year conditions. Significance after Mitigation. Because there is no adopted mechanism for constructing the grade separated interchanges necessary to accommodate SR 70 improvements, this impact is significant and unavoidable. Impact T-8: The section of Ophir Road from Pacific Heights Road to SR 70 and the portion of Pacific Heights Road from the Rio D’Oro access to Ophir [KK11]Road are projected to operate at LOS F. This exceeds the minimum LOS D standard. This is a significant impact. Discussion: Widening the route to four lanes from the SR 70 ramps to the Rio D’Oro entrance would deliver LOS C. These roadways would be reconstructed as part of a SR 70 / Ophir Road interchange project and this improvement is addressed by mitigation measure T-3. Significance after Mitigation. Because there is no adopted mechanism for funding the balance of the construction cost for a grade separated SR 70 / Ophir Road interchange, this impact is significant and unavoidable. Impact T-9: The two lane section of Ophir Road from Lone Tree Road to Lincoln Blvd is projected to operate at LOS F if Rio D’Oro is developed. This is a significant impact. Discussion: A 4 lane section is needed in this area. The improvement would deliver LOS C. Development projects including Rio D’Oro should make a fair share contribution, as agreed to by the applicant and Butte County, to the cost of this improvement. The Las Plumas Area Plan MEA did not identify this level of improvement, and widening Ophir Road to 4 lane section is not included in any adopted CIP or impact fee program. Mitigation T-9: Development projects including Rio D’Oro should make a fair share contribution, as agreed to by the applicant and Butte County, to the cost of widening Ophir Road to 4 lanes. Significance after Mitigation. Because there is no adopted mechanism for funding the balance of the construction cost for widening Ophir Road to 4 lanes, there is no guarantee that this mitigation will be constructed; thus, this impact is significant and unavoidable. Impact T-10: The four lane section of SR 162 (Oro Dam Road) from SR 70 to Feather River Blvd will operate at LOS F with build out of Rio D’Oro. As LOS F exceeds the LOS E threshold established by the City of Oroville, this is a significant impact. Discussion: Oro Dam Road would need to be widened to six lanes to deliver the LOS E standard. Development projects that add to traffic volumes, including Rio D’Oro, should make a fair share contribution, as agreed to by the applicant and Butte County, to the cost of this


improvement. However previous traffic studies have acknowledged that widening the highway to this level is not feasible due to existing development. Thus, there is no CIP or adopted traffic mitigation fee program that includes widening Oro Dam Road to 6 lanes. Mitigation T-10: No feasible mitigation is available to reduce this impact to less than significant. Significance after Mitigation. This impact would remain significant and unavoidable.

TABLE 21 MITIGATED CUMULATIVE PEAK HOUR INTERSECTION LEVEL OF SERVICE


Cumulative Plus Rio D’Oro Build Out AM Peak Hour


(4:00 to 6:00 p.m.)

LOS Average Delay


(sec/veh)

SR 70 / Georgia Pacific Way Signal D 46.3 F 131.6

Pacific Heights Rd / Rio D’Oro Access Roundabout A 2.5 A 6.9

Ophir Road / Westbound SR 70 ramps Signal A 10.0 A 8.3

Ophir Road / Eastbound SR 70 ramps Signal C 20.1 B 13.9

Ophir Road / Lincoln Blvd Signal D 52.0 D 47.5

SR 70 / East Gridley Road Signal C 20.6 D 47.9



APPENDIX (under separate cover)

Year 2013 Traffic Counts

Level of Service Worksheets

traffic impact assessment - butte county h...draft traffic impact analysis for page 4 rio d’oro...

Documents