Cotati City Council
August 27, 2024

INTRODUCTION AND SUMMARY
This report presents the results of an environmental noise assessment completed for the proposed Cotati Village #2 residential development located on a + 5.6 Acre site at 7515 Alder Avenue in Cotati, California (see Figure 1). The project proposes to construct two, four-story buildings totaling 126 residential units and a separate 2,250 ft2 commercial building. The purpose for this noise assessment is to evaluate the compatibility of the development with respect to the environmental noise levels at the project site and evaluate noise impacts upon sensitive receptors in the area. The Setting Section of this report presents the fundamentals of environmental noise and vibration, describes regulatory criteria that are applicable in the project’s assessment, and summarizes the results of a survey of the existing noise environment at the project site and vicinity.

Figure 1: Project Site, Vicinity and Measurement Locations

SETTING

FUNDAMENTALS OF ENVIRONMENTAL NOISE
Noise may be defined as unwanted sound. Noise is usually objectionable because it is disturbing or annoying. The objectionable nature of sound could be caused by its pitch or its loudness.

Pitch is the height or depth of a tone or sound, depending on the relative rapidity (frequency) of the vibrations by which it is produced. Higher pitched signals sound louder to humans than sounds with a lower pitch. Loudness is the intensity of sound waves combined with the reception characteristics of the ear. Intensity may be compared with the height of an ocean wave in that it is a measure of the amplitude of the sound wave.

In addition to the concepts of pitch and loudness, there are several noise measurement scales, which are used to describe noise in a particular location. A decibel (dB) is a unit of measurement, which indicates the relative amplitude of a sound. The zero on the decibel scale is ST-1
ST-3
(LT-1 Vill #1)
ST-2
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based on the lowest sound level that the healthy, unimpaired human ear can detect. Sound levels in decibels are calculated on a logarithmic basis. An increase of 10 decibels represents a ten-fold increase in acoustic energy, while 20 decibels is 100 times more intense, 30 decibels is 1,000 times more intense, etc. There is a relationship between the subjective noisiness or loudness of a sound and its intensity. Each 10-decibel increase in sound level is perceived as approximately a doubling of loudness over a fairly wide range of intensities. Technical terms are defined in Table 1.

There are several methods of characterizing sound. The most common in California is the Aweighted sound level (dBA). This scale gives greater weight to the frequencies of sound to which the human ear is most sensitive. Representative outdoor and indoor noise levels in units of dBA are shown in Table 2. Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations must be utilized. Most commonly, environmental sounds are described in terms of an average level that has the same acoustical energy as the summation of all the time-varying events. This energy-equivalent sound/noise descriptor is called Leq. The most common averaging period is hourly, but Leq can describe any series of noise events of arbitrary duration.

The scientific instrument used to measure noise is the sound level meter. Sound level meters can accurately measure environmental noise levels to within about plus or minus 1 dBA. Various computer models are used to predict environmental noise levels from sources, such as roadways and airports. The accuracy of the predicted models depends upon the distance the receptor is from the noise source. Close to the noise source, the models are accurate to within about plus or minus 1 to 2 dBA.

Since the sensitivity to noise increases during the evening and at night -- because excessive noise interferes with the ability to sleep -- 24-hour descriptors have been developed that incorporate artificial noise penalties added to quiet-time noise events. The Community Noise Equivalent Level (CNEL) is a measure of the cumulative noise exposure in a community, with a 5 dB penalty added to evening (7:00 pm - 10:00 pm) and a 10 dB addition to nocturnal (10:00 pm - 7:00 am) noise levels. The Day/Night Average Sound Level (DNL or Ldn) is essentially the same as CNEL, with the exception that the evening time period is dropped and all occurrences during this three-hour period are grouped into the daytime period.

EFFECTS OF NOISE
Sleep and Speech Interference. The thresholds for speech interference indoors are about 45 dBA if the noise is steady and above 55 dBA if the noise is fluctuating. Outdoors the thresholds are about 15 dBA higher. Steady noises of sufficient intensity (above 35 dBA) and fluctuating noise levels above about 45 dBA have been shown to affect sleep. Interior residential standards for multi-family dwellings are set by the State of California at 45 dBA Ldn. Typically, the highest steady traffic noise level during the daytime is about equal to the Ldn and nighttime levels are 10 dBA lower. The standard is designed for sleep and speech protection and most jurisdictions apply the same criterion for all residential uses. Typical structural attenuation is 12-17 dBA with open windows. With closed windows in good condition, the noise attenuation factor is around 20 dBA for an older structure and 25 dBA for a newer dwelling. Sleep and speech interference is therefore possible when exterior noise levels are about 57-62 dBA Ldn with open windows and 65-70 dBA Ldn if the windows are closed. Levels of 55-60 dBA are common along collector streets and secondary arterials, while 65-70 dBA is a typical value for a primary/major arterial.

Levels of 75-80 dBA are normal noise levels at the first row of development outside a freeway right-of-way. To achieve an acceptable interior noise environment, bedrooms facing secondary 1039 of 1220

roadways need to be able to have their windows closed, those facing major roadways and freeways typically need special glass windows.

Table 1: Definitions of Acoustical Terms Used in this Report Term Definitions
Decibel, dB A unit describing the amplitude of sound, equal to 20 times the logarithm to the base 10 of the ratio of the pressure of the sound measured to the reference pressure.

The reference pressure for air is 20.

Sound Pressure Level Sound pressure is the sound force per unit area, usually expressed in micro-Pascals (or 20 micro-Newtons per square meter), where 1 Pascal is the pressure resulting from a force of 1 Newton exerted over an area of 1 square meter. The sound pressure level is expressed in decibels as 20 times the logarithm to the base 10 of the ratio between the pressures exerted by the sound to a reference sound pressure (e.g., 20 micro-Pascals). Sound pressure level is the quantity that is directly measured by a sound level meter.

Frequency, Hz The number of complete pressure fluctuations per second above and below atmospheric pressure. Normal human hearing is between 20 Hz and 20,000 Hz.

Infrasonic sound are below 20 Hz and Ultrasonic sounds are above 20,000 Hz.

A-Weighted Sound Level,
dBA
The sound pressure level in decibels as measured on a sound level meter using the A-weighting filter network. The A-weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear and correlates well with subjective reactions to noise.

Equivalent Noise Level,
Leq
The average A-weighted noise level during the measurement period. The hourly Leq used for this report is denoted as dBA Leq[h].

Day-Night Level, Ldn The equivalent noise level for a continuous 24-hour period with a 10-decibel penalty imposed during nighttime and morning hours (10:00 pm to 7:00 am).

Community Noise
Exposure Level, CNEL
CNEL is the equivalent noise level for a continuous 24-hour period with a 5-decibel penalty imposed in the evening (7:00 pm to 10:00 pm) and a 10-decibel penalty imposed during nighttime and morning hours (10:00 pm to 7:00am) L1, L10, L50, L90 The A-weighted noise levels that are exceeded 1%, 10%, 50%, and 90% of the time during the measurement period.

Ambient Noise Level The composite of noise from all sources near and far. The normal or existing level of environmental noise at a given location.

Intrusive That noise which intrudes over and above the existing ambient noise at a given location. The relative intrusiveness of a sound depends upon its amplitude, duration, frequency, and time of occurrence and tonal or informational content as well as the prevailing ambient noise level.

Source: Handbook of Acoustical Measurements and Noise Control, Harris, 1998.

Annoyance. Attitude surveys are used for measuring the annoyance felt in a community for noises intruding into homes or affecting outdoor activity areas. In these surveys, it was determined that the causes for annoyance include interference with speech, radio and television, house vibrations, and interference with sleep and rest. The Ldn as a measure of noise has been found to provide a valid correlation of noise level and the percentage of people annoyed. People have been asked to judge the annoyance caused by aircraft noise and ground transportation noise.

There continues to be disagreement about the relative annoyance of these different sources.

When measuring the percentage of the population highly annoyed, the threshold for ground vehicle noise is about 50 dBA Ldn. At a Ldn of about 60 dBA, approximately 12 percent of the population is highly annoyed. When the Ldn increases to 70 dBA, the percentage of the population highly annoyed increases to about 25-30 percent of the population. There is, 1040 of 1220

therefore, an increase of about 2 percent per dBA between a Ldn of 60-70 dBA. Between a Ldn of 70-80 dBA, each additional decibel increases the percentage of the population highly annoyed by about 3 percent. People appear to respond more adversely to aircraft noise. When the Ldn is 60 dBA, approximately 30-35 percent of the population is believed to be highly annoyed. Each decibel increase to 70 dBA adds about 3 percentage points to the number of people highly annoyed. Above 70 dBA, each decibel increase results in about a 4 percent increase in the percentage of the population highly annoyed.

Table 2: Typical Noise Levels in the Environment
Common Outdoor Noise Source Noise Level (dBA) Common Indoor Noise Source 110 dBA Rock band
Jet fly-over at 1,000 feet
100 dBA
Gas lawn mower at 3 feet
90 dBA
Diesel truck at 50 feet at 50 mph Food blender at 3 feet 80 dBA Garbage disposal at 3 feet
Noisy urban area, daytime
Gas lawn mower, 100 feet 70 dBA Vacuum cleaner at 10 feet Commercial area Normal speech at 3 feet
Heavy traffic at 300 feet 60 dBA
Large business office
Quiet urban daytime 50 dBA Dishwasher in next room
Quiet urban nighttime 40 dBA Theater, large conference room Quiet suburban nighttime
30 dBA Library
Quiet rural nighttime Bedroom at night, concert hall
(background)
20 dBA
Broadcast/recording studio
10 dBA
0 dBA
Source: Technical Noise Supplement (TeNS), Caltrans, November 2009. 1041 of 1220

FUNDAMENTALS OF GROUNDBORNE VIBRATION
Ground vibration consists of rapidly fluctuating motions or waves with an average motion of zero. Several different methods are typically used to quantify vibration amplitude. One is the Peak Particle Velocity (PPV), and another is the Root Mean Square (RMS) velocity. The PPV is defined as the maximum instantaneous positive or negative peak of the vibration wave. The RMS velocity is defined as the average of the squared amplitude of the signal. The PPV and RMS vibration velocity amplitudes are used to evaluate human response to vibration. In this section, a PPV descriptor with units of mm/sec or in/sec is used to evaluate construction generated vibration for building damage and human complaints. Table 3 displays the reactions of people and the effects on buildings that continuous vibration levels produce. The annoyance levels shown in Table 3 should be interpreted with care since vibration may be found to be annoying at much lower levels than those shown, depending on the level of activity or the sensitivity of the individual. To sensitive individuals, vibrations approaching the threshold of perception can be annoying.

Table 3: Reaction of People and Damage to Buildings for Continuous Vibration Levels Vibration Level,
PPV (in/sec) Human Reaction Effect on Buildings

0.006 to 0.019 Threshold of perception,
Possibility of intrusion Vibration unlikely to cause damage of any type

0.08 Vibrations readily perceptible
Recommended upper level of the vibration to
which ruins and ancient monuments should be
subjected

0.10 Level at which continuous
vibrations begin to annoy people
Virtually no risk of “architectural” damage to
normal buildings

0.20 Vibrations annoying to people in
buildings
Threshold at which there is a risk of
“architectural” damage to normal dwellings such
as plastered walls or ceilings.

0.4 to 0.6
Vibrations considered unpleasant
by people subjected to continuous
vibrations
Vibration at this level would cause
“architectural” damage and possibly minor
structural damage.

Source: Transportation Related Earthborne Vibrations (Caltrans Experiences), Technical Advisory, Vibration TAV02-01-R9601, California Department of Transportation, February 20, 2002.

Low-level vibrations frequently cause irritating secondary vibration, such as a slight rattling of windows, doors or stacked dishes. The rattling sound can give rise to exaggerated vibration complaints, even though there is very little risk of actual structural damage. In high noise environments, which are more prevalent where groundborne vibration approaches perceptible levels, this rattling phenomenon may also be produced by loud airborne environmental noise causing induced vibration in exterior doors and windows.

Construction activities can cause vibration that varies in intensity depending on several factors.

The use of pile driving and vibratory compaction equipment typically generate the highest construction related ground-borne vibration levels. Because of the impulsive nature of such activities, the use of the peak particle velocity descriptor (PPV) has been routinely used to measure and assess ground-borne vibration and almost exclusively to assess the potential of vibration to induce structural damage and the degree of annoyance for humans.

The two primary concerns with construction-induced vibration, the potential to damage a structure and the potential to interfere with the enjoyment of life are evaluated against different vibration limits. Studies have shown that the threshold of perception for average persons is in the range of 0.008 to 0.012 in/sec PPV. Human perception to vibration varies with the individual and is a function of physical setting and the type of vibration. Persons exposed to elevated 1042 of 1220

ambient vibration levels such as people in an urban environment may tolerate a higher vibration level.

Structural damage can be classified as cosmetic only, such as minor cracking of building elements, or may threaten the integrity of the building. Safe vibration limits that can be applied to assess the potential for damaging a structure vary by researcher and there is no general consensus as to what amount of vibration may pose a threat for structural damage to the building.

Construction-induced vibration that can be detrimental to the building is very rare and has only been observed in instances where the structure is at a high state of disrepair and the construction activity occurs immediately adjacent to the structure.

REGULATORY BACKGROUND
The State of California and the City of Cotati have established regulatory criteria that are applicable in this assessment. The State of California Environmental Quality Act (CEQA) Guidelines, Appendix G, are used to assess the potential significance of impacts pursuant to local General Plan policies, Zoning Code standards, or the applicable standards of other agencies. A summary of the applicable regulatory criteria is provided below.

State CEQA Guidelines. CEQA contains guidelines to evaluate the significance of effects of environmental noise attributable to a proposed project. Under CEQA, noise impacts would be considered significant if the project would 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, if the project would expose people residing or working in the project area to excessive noise levels.
2022 California Building Code, Title 24, Part 2. The current version of the California Building Code (CBC) requires interior noise levels attributable to exterior environmental noise sources to be limited to a level not exceeding 45 dBA Ldn/CNEL in any habitable room.

City of Cotati General Plan (adopted 3.24.15) The Noise Element of the City of Cotati’s General Plan provides the following Goal, Policies, and Implementation Measures which are relevant to the proposed project:

GOAL N-1 Create a Pleasant Sound Environment by Minimizing Exposure to Harmful and Annoying Noise.

OBJECTIVE N-1A Minimize Noise Levels to Enhance the Quality of Existing and Future Land Uses
Policy N 1.1: Ensure the noise compatibility of existing and future uses when making land use planning decisions.

Policy N 1.2: Require development and infrastructure projects to be consistent with the Land Use Compatibility for Community Noise Environments standards indicated in Table N-1 to ensure acceptable noise levels at existing and future uses. 1043 of 1220

Policy N 1.3: Require development to mitigate excessive noise through best practices, including building location and orientation, building design features, placement of noise-generating equipment away from sensitive receptors, shielding of noise-generating equipment, placement of noise-tolerant features between noise sources and sensitive receptors, and use of noise-minimizing materials such as rubberized asphalt.

Policy N 1.4: Require mixed-use projects to minimize noise exposure within the indoor areas of nearby residential areas through the use of noise attenuating building materials, engineering techniques, and site design practices. Site Design practices may include locating mechanical equipment, loading bays, parking lots, driveways, and trash enclosures away from residential uses and providing noise attenuating screening features onsite.

TABLE N-1: LAND USE COMPATIBILITY FOR COMMUNITY NOISE ENVIRONMENT

LAND USE CATEGORY

EXTERIOR NOISE EXPOSURE, LDN
55 60 65 70 75 80
Single Family Residential
Multi-Family Residential, Hotels, and Motels
Outdoor Sports and Recreation, Neighborhood
Parks and Playgrounds
Schools, Libraries, Museums, Hospitals, Personal
Care, Meeting Halls, Churches
Office Buildings, Business
Commercial, and Professional
Auditoriums, Concert Halls, Amphitheaters
Industrial, Manufacturing, Utilities and Agriculture
NORMALLY ACCEPTABLE Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction, without any special insulation requirements.

CONDITIONALLY ACCEPTABLE: Specified land use may be permitted only after detailed analysis of the noise reduction requirements and needed noise insulation features included in the design.

UNACCEPTABLE: New construction or development should generally not be undertaken because mitigation is usually not feasible to comply with noise element policies.

Policy N 1.5: Control non‐transportation related noise from site specific noise sources.

Policy N 1.6: Support noise-compatible land uses along existing and future roadways, highways, and freeways.

Policy N 1.7: The following criteria shall be used to determine the significance, for projects required by the California Environmental Quality Act to analyze noise impacts, of noise impacts for development, transportation, and other projects that increase noise:

Stationary and Non‐Transportation Noise Sources
• A significant impact will occur if the project results in an exceedance of the noise level standards contained in this Noise Element, or the project will result in an increase in ambient noise levels by more than 3 dB.
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Transportation Noise Sources
• Where existing traffic noise levels are less than 60 dB Ldn at the outdoor activity areas of noise‐sensitive uses, a +5 dB Ldn increase in roadway noise levels will be considered significant; and
• Where existing traffic noise levels range between 60 and 65 dB Ldn at the outdoor activity areas of noise-sensitive uses, a +3 dB Ldn increase in roadway noise levels will be considered significant; and
• Where existing traffic noise levels are greater than 65 dB Ldn at the outdoor activity areas of noise-sensitive uses, a +1.5 dB Ldn increase in roadway noise levels will be considered significant.

Policy N 1.8: Ensure that new development does not result in indoor noise levels for sleeping areas in excess of 45 dBA Ldn.

Policy N 1.11: Require acoustical studies and mitigation measures, where necessary, for new developments and transportation improvements that affect noise sensitive uses such as schools, hospitals, libraries, group care facilities, convalescent homes, and residential areas.

Policy N 1.15: Require new development to minimize vibration impacts to adjacent uses during demolition and construction. For sensitive historic structures, a vibration limit of 0.08 in/sec PPV (peak particle velocity) will be used to minimize the potential for cosmetic damage to the building. A vibration limit of 0.30 in/sec PPV will be used to minimize the potential for cosmetic damage at buildings of normal conventional construction.

Action N1a: Update the Land Use Code to ensure that the noise standards are consistent with this Noise Element, including Tables N-­‐1 and N2, and to require new residential, mixed-­‐use with a residential component, and other noise-­‐sensitive development to be designed to minimize noise exposure to noise sensitive users through incorporation of site planning and architectural techniques such as:
• Locating dwellings as far from noise generators aspossible. • Locating noise sensitive interior spaces, such as bedrooms, away from noise generators. • Orienting buildings to shield noise sensitive outdoor spaces from noise generators. • Use of sound walls should be avoided or minimized, through alternative measures such as berms, setbacks, or other measures, to the maximum extent feasible andappropriate.

Action N1b: Review land use and development proposals, including use permits, for compliance with the noise requirements established in this element, including the standards established in Tables N-­‐1 and N-­‐2. Where necessary, mitigation measures to achieve the noise standards identified in Tables N-1 and N-2 and, where applicable to minimize exposure of sensitive uses to existing or potential vibration levels to the maximum feasible extent.

Action N1c: Require an acoustical study for all new discretionary projects, including development and transportation, with potential noise impacts. The study shall include mitigation measures necessary to ensure compliance with this Noise Element and relevant noise standards in the Land Use Code.

Action N1h: During the environmental review process, determine if proposed construction will constitute a significant impact on nearby residents and require mitigation measures in addition to the standard “best practice” controls. Suggested “best practices” for control of construction noise:
• Construction period shall be less than twelve months. • Noise‐generating construction activities, including truck traffic coming to and from the construction site for any purpose, shall be limited to between the hours of 7:00 am and 7:00 pm on weekdays and 9:00 am and 5:00 pm on Saturdays (if allowed through specific project conditions of approval). No construction shall occur on Sundays or holidays. • All equipment driven by internal combustion engines shall be equipped with mufflers, which are in good condition and appropriate for the equipment.
• The construction contractor shall utilize “quiet” models of air compressors and other stationary noise sources where technology exists.
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• At all times during project grading and construction, stationary noise-generating equipment shall be located as far as practicable from sensitive receptors and placed so that emitted noise is directed away from residences.
• Unnecessary idling of internal combustion engines shall be prohibited. • Construction staging areas shall be established at locations that will create the greatest distance between the construction related noise sources and noise-­‐sensitive receptors nearest the project site during all project construction.
• The required construction-related noise mitigation plan shall also specify that haul truck deliveries are subject to the same hours specified for construction equipment. • Neighbors located adjacent to the construction site shall be notified of the construction schedule in writing.
• The construction contractor shall designate a “noise disturbance coordinator” who will be responsible for responding to any local complaints about construction noise. The disturbance coordinator would determine the cause of the noise complaint (e.g., starting too early, bad muffler, etc.) and institute reasonable measures as warranted to correct the problem. A telephone number for the disturbance coordinator shall be conspicuously posted at the construction site.

EXISTING NOISE ENVIRONMENT
The proposed project is located at the northwest corner of the Gravenstein Highway and Alder Avenue intersection in Cotati and is bordered by an existing retail center to the south (between it and the Gravenstein Highway), the future Cotati Village #1 mixed use development to the east across Alder Lane, the Cotati large animal hospital to the west and a vehicle storage lot/vacant land to the north. The existing noise environment on the project site results primarily from vehicular traffic on Gravenstein Highway, with distant noise from Hwy 101 contributing to background sound levels. Other sources of noise in the area include commercial, agricultural, and residential noise in the project vicinity.

A short-term noise measurement survey was conducted at the project site on Friday June 23rd, 2023 to quantify the existing noise environment on the project site through an update of the prior survey conducted for the Cotati Village #1 mixed use development between September 15th and 17th, 2022. This noise survey included three short-term measurement locations, shown as ST-1, ST-2, and ST-3 in Figure 1. Two of these measurements (ST-1 and ST-2) were made in the vicinity of proposed buildings A and B at approximately 235 feet and 400 feet from the centerline of Hwy 116. The noise measurements were conducted with Larson Davis Laboratories (LDL) Type I Model LXT Sound Level Meters All meters were equipped with ½-inch prepolarized condenser microphones and windscreens and were calibrated with a Larson Davis Model CA250 precision acoustic calibrator prior to and following the measurement survey. The measurements at ST-1 and ST-2 were conducted simultaneously with measurements at a third location (ST-3), which was conducted at the position of the long-term measurement closest to the Gravenstein Highway conducted for the Cotati Village #1 development (indicated as LT-1in that report and as discussed below).

The prior (2022) long term noise measurement at LT-1 was made on the trunk of a tree at a height of 12 feet above grade and approximately 100 feet from the centerline of Gravenstein Hwy (see Figure 1). The measured noise levels at this location, including the energy equivalent noise level (Leq), maximum (Lmax), minimum (Lmin), and the noise levels exceeded 10, 50 and 90 percent of the time (indicated as L10, L50 and L90) are shown on Chart 1, following. 1046 of 1220

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A review of Chart 1 indicates that the noise levels at site LT-1 followed a diurnal pattern characteristic of traffic noise, with the average daytime noise levels ranging from 62 to 68 dBA Leq and the average hourly nighttime noise levels ranging from 53 to 66 dBA Leq. The overall average Day/Night noise Level (Ldn) for the 48-hour monitoring period at position LT-1 was 68 dBA, with the full day (Friday 9/16/22) Ldn at 69 dBA.

The results of the current short measurements at ST-1, ST-2 and ST-3 (LT-1) which are shown in Table 4 below, indicate that the overall Ldn at approximately 235 feet from the Hwy 116 centerline was 61 dBA, while the overall Ldn at approximately 400 feet from the Hwy 116 centerline was 57 dBA. Considering these existing condition levels and the distances from the facades of Building A and B with views of Hwy 116 traffic, we would expect the traffic noise exposure at Building A to range from 56 to 62 dBA Ldn and the traffic noise exposure at Building B to range from 60 to 61 57 dBA Ldn under existing conditions.

Table 4: Short-term Measurement Results
Location Time/ Date. Lmax L01 L10 Leq L50 L90 Ldn
ST-1 (~235 ft. to CL of Hwy 116)
3:10 PM
6/6/2023 71 62 59 56 55 48 61
ST-3 (Long-term LT-1, ~115 ft. to Hwy 116 CL)
3:10 PM
6/6/2023 77 72 67 64 63 51 68
ST-2 (~400 ft. to CL of Hwy 116)
3:30 PM
6/6/2023 59 58 56 53 53 50 57
ST-3 (Long-term LT-1, ~115 ft. to Hwy 116 CL)
3:30 PM
6/6/2023 74 72 69 65 64 55 68

FUTURE NOISE ENVIRONMENT
The future noise environment on the project site would continue to result primarily from traffic on Gravenstein Hwy. Based on a review of the future versus existing traffic volumes for this roadway without the project from the traffic reports and memo for Cotati Villages 1 and 2 projects1, we have calculated the future noise environment on the project site and surroundings will increase by 3 dBA over existing noise conditions. Thus, under future conditions, the traffic noise exposure in areas of Building A with views of Hwy 116 traffic are expected to range from 59 to 65 dBA Ldn and the traffic noise exposure in areas of Building B with views of Hwy 116 traffic are expected to range from 63 to 64 dBA Ldn.

SIGNIFICANCE CRITERIA
Appendix G of the CEQA Guidelines states that a project would normally be considered to result in significant noise impacts if noise levels conflict with adopted environmental standards or plans or if noise generated by the project would substantially increase existing noise levels at sensitive receivers over a permanent or temporary basis. A significant impact would be identified for a proposed land use if it were exposed to noise levels exceeding established guidelines or standards for noise and land use compatibility. A substantial permanent noise increase would occur if the noise level increase resulting from the project is 1.5 dBA where existing traffic noise levels are greater than 65 dBA Ldn, 3 dBA Ldn where existing traffic noise levels are between 60 and 65 dBA Ldn, and 5 dBA Ldn where existing traffic noise levels are less than 60 dBA Ldn as established by the Cotati General Plan. A substantial temporary noise level increase would occur where noise from construction activities exceeds 60 dBA Leq and the ambient noise environment by at least 5 dBA Leq at adjacent land uses in the project vicinity for 1 W-Trans, “Draft Report, Transportation Impact Study for the Cotati Village Project”, 09/8/2022 1048 of 1220

a period of one year or more. Vibration levels generated during demolition or construction activities would be significant if they cause cosmetic or structural damage to adjacent buildings.

NOISE IMPACTS AND MITIGATION MEASURES
Impact 1a: Exterior Residential Noise and Land Use Compatibility. Residential uses developed at portions of the project site would be exposed to normally and conditionally acceptable noise levels. This is a less-than-significant impact.

Project drawings show that the common outdoor use area for the project, labeled the ‘Central Green Commons’, will be south of Building B and north of project parking and the ‘Woonerf’2 connecting it to Alder Lane. A review of the site plan shows that this central common open space will be as close as 275 feet from the centerline of Gravenstein Highway and will receive partial acoustical shielding from intervening structures. Based on the results of our measurement survey and future noise projections, but without consideration of any partial noise shielding, sound levels in the project common open space areas are expected to be up to 65 dBA Ldn under future conditions. Such exterior noise levels are considered “normally acceptable” for multifamily residential land uses by the City of Cotati General Plan Noise Element.

Mitigation Measure 1a: None Required.

Impact 1b: Interior Residential Noise and Land Use Compatibility. The interiors of residences on portions of the project site that would be exposed to “conditionally acceptable” noise levels such that the interior noise levels may exceed the City and State required 45 dBA Ldn level. This is a less-than-significant impact with the incorporation of noise control measures in the project design.

Interior noise levels within residential buildings of normal construction are typically 15 dBA lower than exterior noise levels with the windows partially open. With the windows closed, standard residential construction typically provides 20 to 25 decibels of exterior to interior noise reduction. Considering this, where exterior day-night average noise levels are 65 dBA Ldn or less, interior noise levels can typically be maintained below the City and State interior noise standard of 45 dBA Ldn with the incorporation of forced air mechanical ventilation systems to provide adequate fresh air when residents wish to keep their windows closed for noise control.

Where exterior noise levels are less than 60 dBA Ldn, the City and State interior noise standard of 45 dBA Ldn can typically be achieved indoors with windows open for fresh air.

Based on the results of the measurement survey and acoustical calculation, all residential units within 400 feet of the centerline of Hwy 116 with a view of traffic on this roadway will be exposed to an Ldn of 60 dBA or greater under future conditions and the closest residential units to Hwy 116 (southernmost façade of Building A) will be exposed to exterior noise levels of 65 dBA Ldn under future conditions. Considering this, the following noise control measures are assumed to be included in the final project design:

Exterior to Interior Noise Control Design Measures:

All apartments in Buildings A and B within 400 feet of the centerline of Hwy 116, as shown in Figure 2, will be equipped with a mechanical ventilation system to supply fresh air to the units while allowing residents to keep their windows closed for noise control. These mechanical ventilation systems may take the form of an acoustically rated straight air transfer duct such as the Fresh 80, 90 or 100-dB units by Fresh Ventilation (or equal), a standard central air conditioning and/or a central heating system with adequate fresh air supply, which is equipped 2 A Woonerf is a ‘Street for Living’ where vehicles are slowed by placing trees, planters, parking areas, and other obstacles in the street.
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with a ‘summer switch’ to allow the fan to circulate air without cooling or heating operation, or other systems satisfactory to the local building official, which provide adequate mechanical ventilation to the residences with closed windows.

Mitigation Measure 1b: No additional measures required
Figure 2: Project Site Plan Showing Units Equipped with Mechanical Ventilation Impact 2: Project Operational Noise Generation Noise due to the use and occupation of the project residences on adjacent noise sensitive uses is not expected to significantly increase or alter the existing noise environment at these uses. This is a less-than-significant impact.

The proposed project would place new residential uses within 175 feet of the future Cotati Village #1 residential development to the east and within 200 feet of an existing multi-family housing development to the northeast. The occupation and use of the proposed homes is expected to result in the typical noises associated with residential development, including voices of the new residents, home maintenance activities, barking dogs and children. The Heating Ventilation and Air Conditioning (HVAC) and other mechanical equipment associated with multifamily residential development may also add noise the existing environment. Based on noise measurements made at similar projects the outdoor condensing units at the proposed residences may produce constant sound levels of 47 to 50 dBA Leq at 50 feet and could operate continuously during both daytime and nighttime hours. Considering these noise levels and distances to the adjacent residential uses, noise from the project HVAC equipment would be at or below ambient noise levels at these adjacent residences. Additionally, though noise resulting from occupation of the new residences may noticeably change the noise environment in some adjacent residential areas, these sources are not expected to increase noise levels in any surrounding areas by four or more dBA and the noise associated with the proposed residences is Residential units requiring
Mechanical Ventilation
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not incompatible with the surrounding land uses. Therefore, project operation is not judged to result in a noise impact.

Mitigation 2: None Required.

Impact 3: Project-Generated Traffic Noise. The proposed project would not substantially increase noise levels on a permanent basis at noise sensitive uses in the vicinity.

This is a less-than-significant impact.

A significant impact would be identified if traffic generated by the project would substantially increase noise levels at sensitive receivers in the vicinity. A substantial increase would occur if the project traffic on area roadways where to result in a noise level increase of 5 dBA Ldn or greater at multi-family homes east of the project site, or by 1.5 dBA Ldn or greater at the singlefamily homes south of the project site. The traffic analysis for the Cotati Village #2 development3 indicates that it would generate 68 trips during the a.m. peak hour and 69 during the p.m. peak hour, and the traffic analysis for the Cotati Village #1indicates that it would generate 110 trips during the a.m. peak hour and 178 during the p.m. peak hour1 for a total trip generation between the Village #1 and Village #2 projects of 178 trips during the a.m. peak hour and 247 trips during the p.m. peak hour. The analysis from Cotati Village #1 traffic report also indicated there are currently 1348 am peak hour trips and 1251 pm peak hour trips on Gravenstein Highway adjacent to the site. Considering these volumes, traffic from both Cotati Village #1 and #2 project traffic would result in a less than 1 dBA increase in noise levels on the Gravenstein Highway. An additional review shows that under existing conditions project traffic on Alder Avenue, would result in a 3 dBA or less increase in noise levels on Alder Avenue.

Mitigation 3: None Required.

Impact 4: Exposure to Construction Generated Groundborne Vibration. Residences in the vicinity of the project site are not expected to be exposed to perceptible vibration levels from construction activities. This is a less-than-significant impact.

Construction activities would include site preparation work such as grading and the installation of utilities, foundation work, and new building framing. Construction techniques that generate the highest vibration levels, such as impact or vibratory pile driving, are not expected at this project. Construction activities would generally occur at distances of 200 feet or more from the nearest residential units to northeast. Construction activities near the southern project perimeter could occur at distances of 600 feet or more from the single-family homes to the south.

For structural damage, the California Department of Transportation uses a vibration limit of 0.5 in/sec, PPV for buildings structurally sound and designed to modern engineering standards and

0.2 in/sec, PPV for buildings that are found to be structurally sound but where structural damage is a major concern.

Project construction activities such as drilling, the use of jackhammers, rock drills and other high-power or vibratory tools, and rolling stock equipment (tracked vehicles, compactors, etc.) may generate substantial vibration in the immediate vicinity. Building framing, exterior and interior finishing, and landscaping activities are not anticipated to be sources of substantial vibration. Construction activities may extend over several construction seasons, but construction vibration would not be substantial for most of this time except during vibration generating activities (as discussed above).

Table 7 presents vibration source levels for typical construction equipment at distances of 25 and 200 feet. Jackhammers typically generate vibration levels of 0.002 in/sec PPV, drilling typically 3 W-Trans, “Memorandum of Understanding for Cotati Village 2 Project”, 04/5/2024 1051 of 1220

generates vibration levels of 0.004 in/sec PPV, and vibratory rollers generate vibration levels of

0.009 in/sec PPV at distances of 200 feet. Based on this, construction vibration levels would be well below the 0.50 in/sec PPV damage criteria at the closest residential structures.

TABLE 7 Vibration Source Levels for Construction Equipment4 Equipment PPV at 25 ft. (in/sec) PPV at 200 ft. (in/sec) Clam shovel drop 0.202 0.009
Hydromill (slurry wall) in soil 0.004 0.0004
in rock 0.008 0.001
Vibratory Roller 0.210 0.009
Hoe Ram 0.089 0.004
Large bulldozer 0.089 0.004
Caisson drilling 0.089 0.004
Loaded trucks 0.076 0.003
Jackhammer 0.035 0.002
Small bulldozer 0.003 0.0001
Mitigation 4: None Required
Impact 5: Construction Noise. Noise levels generated by project construction activities would temporarily elevate ambient noise levels at sensitive land uses in the vicinity. Major noise generating construction activities would be limited to less than one construction season or less. This is a less-than-significant impact.

The construction of the project would generate noise and would temporarily increase noise levels at adjacent residential receivers. Noise impacts resulting from construction depend on the noise generated by various pieces of construction equipment operating on site, the timing and duration of noise generating activities, and the distance between construction noise sources and noise sensitive receptors. Construction of the project would involve site improvements, such as the establishment of utilities, excavation of foundations, building erection, paving, and landscaping along with home construction. The hauling of excavated material and construction materials would generate truck trips on local roadways.

Construction activities are typically carried out in stages. During each stage of construction, there would be a different mix of equipment operating. Construction noise levels would vary by stage and vary within stages based on the amount of equipment in operation and location where the equipment is operating. Typical noise levels which during the construction of housing at 50 feet are shown in Table 6, which gives the average noise level ranges by construction phase. Site work and residential construction noise ranges from 65 to 88 dBA at 50 feet from the source.

The nearest noise sensitive uses will be 120 to 200 feet from close-in on-site work and home construction. Average noise levels produced by work at this distance would range from 74 to 88 dBA. Construction activities at these distances would range from 73 to 90 dBA, with average levels of 75 to 78 dBA. These noise levels drop off at a rate of about 6 dBA per doubling of distance between the noise source and receptor, such that noise levels produced during most site construction activities, which would occur at distances of 400 feet or more from adjacent noise sensitive uses, would produce average noise levels of 71 dBA or less. 4 Transit Noise and Vibration Impact Assessment, United States Department of Transportation, Office of Planning and Environment, Federal Transit Administration, May 2006.
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TABLE 6: Typical Ranges of Leq Construction Noise Levels at 50 Feet, dBA Construction
Stage
Domestic
Housing
Office Building, Hotel, Hospital,
School, Public Works
Public Works Roads &
Highways, Sewers, and Trenches

I II I II I II
Ground Clearing 83 83 84 84 84 84
Excavation 88 75 89 79 88 78
Foundations 81 81 78 78 88 88
Erection 81 65 87 75 79 78
Finishing 88 72 89 75 84 84
I - All pertinent equipment present at site, II - Minimum required equipment present at site.

Source: U.S.E.P.A., Legal Compilation on Noise, Vol. 1, p. 2-104, 1973.

Construction of the project is expected to take less than 1 year to complete. Based on this timetable, the construction noise levels at various distances discussed above, and a consideration that once intervening structures are built, they would provide some degree of noise attenuation at the surrounding residences, we expect that the existing residences adjacent to the project site would not be exposed to construction related noise levels exceeding 60 dBA Leq for a period of greater than one year.

The following standard “best practice” controls from Action N1h as contained in Policy N 1.15 of the City General Plan are assumed to be included in the project:
• Noise‐generating construction activities, including truck traffic coming to and from the construction site for any purpose, shall be limited to between the hours of 7:00 am and 7:00 pm on weekdays and 9:00 am and 5:00 pm on Saturdays (if allowed through specific project conditions of approval). No construction shall occur on Sundays or holidays. • All equipment driven by internal combustion engines shall be equipped with mufflers, which are in good condition and appropriate for the equipment. • The construction contractor shall utilize “quiet” models of air compressors and other stationary noise sources where technology exists.
• At all times during project grading and construction, stationary noise-­‐generating equipment shall be located as far as practicable from sensitive receptors and placed so that emitted noise is directed away from residences.
• Unnecessary idling of internal combustion engines shall be prohibited. • Construction staging areas shall be established at locations that will create the greatest distance between the construction related noise sources and noise-­‐sensitive receptors nearest the project site during all project construction. • The required construction related noise mitigation plan shall also specify that haul truck deliveries are subject to the same hours specified for construction equipment. • Neighbors located adjacent to the construction site shall be notified of the construction schedule in writing.
• The construction contractor shall designate a “noise disturbance coordinator” who will be responsible for responding to any local complaints about construction noise. The disturbance coordinator would determine the cause of the noise complaint (e.g., starting too early, bad muffler, etc.) and institute reasonable measures as warranted to correct the problem. A telephone number for the disturbance coordinator shall be conspicuously posted at the construction site.

With the implementation of these controls, and the limited duration of the noise generating construction at the adjacent noise sensitive uses, the substantial temporary increase in ambient noise levels associated with construction activities would be less-than-significant.

Mitigation Measure 5: No additional measures required.
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July 23, 2024
Ms. Heather Gurewitz
M-Group
1275 4th St., #265
Santa Rosa, CA 95401
Transportation Impact Study for the Cotati Village 2 Project Dear Ms. Gurewitz;
As requested, W-Trans has prepared an analysis of the potential transportation impacts and adverse traffic operational effects that would be associated with development of 126 proposed multifamily housing units, thirteen of which would be designated as affordable, as well as a 2,250 square foot cafe to be located on the west side of Alder Avenue north of SR-116 in the City of Cotati. The traffic study was completed in accordance with the criteria established by the City and is consistent with standard traffic engineering techniques.

Existing Conditions
The study area consists of Alder Avenue, which runs along the frontage of the project site as well as the intersections of SR-116/Alder Avenue and SR-116/W. Cotati Avenue. Alder Avenue runs north-south and is classified as a local street. Along the project frontage, the road has two travel lanes, of which the northbound lane is 13 feet wide and the southbound lane is 10 feet wide with a painted Class II bike lane for 170 feet north of the intersection with SR-116. Traffic counts obtained on Alder Avenue on Tuesday, May 7, 2024, indicate that the roadway is carrying approximately 900 vehicles per day.

Project Description
The project as proposed includes two parcels. The northern portion of the site is currently vacant and would be developed with 126 residential units, including thirteen affordable units, as well as a café. The southern portion of the site currently includes a cannabis dispensary and a pizza restaurant, which will remain. The project site is located in the CG (Commercial, Gravenstein Corridor) Zoning District. The zoning code allows for a density of 15 units per acre, which would allow for 84 units; but by providing 15 percent of the required residential units (13 units) to very low-income households, the project is eligible under the State Density Bonus Law for a density bonus of 50 percent.

Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue. Collision rates were calculated based on records available from the California Highway Patrol as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most current five-year period available is October 1, 2018, through September 30, 2023.

As presented in Table 1, the calculated collision rates for the existing study intersections were compared to average collision rates for similar facilities statewide, as indicated in 2021 Collision Data on California State Highways, California Department of Transportation (Caltrans). These average rates statewide are for intersections in the same environment (urban, suburban, or rural), with the same number of approaches (three or four), and the same controls (all-way stop, two-way stop, or traffic signal). The study intersections have collision rates below or nominally above the statewide average, indicating that there are no apparent operational safety concerns. The collision rate calculations are enclosed.
414 13th Street, 5th Floor Oakland, CA 94612 510.444.2600 w-trans.com SANTA ROSA • OAKLAND
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Ms. Heather Gurewitz Page 2 July 23, 2024
Table 1 – Collision Rates for the Study Intersections
Study Intersection Number of
Collisions
(2018-2023)
Calculated
Collision Rate
(c/mve)
Statewide
Average
Collision Rate
(c/mve)

1. SR-116/Alder Ave 5
1 0.15

0.03 0.13

2. SR-116/W Cotati Ave 0.13
Note: c/mve = collisions per million vehicles entering
Trip Generation
The anticipated trip generation for the proposed project was estimated using standard rates published by the Institute of Transportation Engineers (ITE) in Trip Generation Manual, 11th Edition, 2021, for Multifamily Housing (Mid-Rise) Not Close to Transit (LU #221), and Coffee/Donut Shop without Drive-Through Window (LU #936) as these descriptions most closely match the proposed project. Since no daily trip rate was available for LU #936, the rate for a Coffee/Donut Shop with Drive-Through Window (LU #937) was applied to estimate the number of daily trips as this was the most similar use available and the number of peak hour trips is similar.

Internal Capture Trips
The Trip Generation Manual also includes data and methodologies that can be applied to determine the proportion of internal trips that may occur within a development area that includes a variety of land uses. Internal trips occur at mixed-use developments, and in the case of the proposed project, would consist of new and existing nearby residents patronizing the adjacent cafe. The majority of these trips would be made by walking, and the few that would be made by automobile would not affect the study intersection. Copies of the spreadsheets indicating the derivation of the internal capture rates are enclosed along with the projected trip generation of the proposed project.

Diverted Link Trips
A substantial portion of the traffic associated with the café component of the project would be drawn from existing traffic on nearby streets. These vehicle trips are considered “non-primary” as the drivers who are already driving by the site or on the nearby streets to arrive at their “primary” destinations choose to make an interim stop at the proposed cafe. These “non-primary” trips are referred to as “pass-by” if they originated on a street adjacent to the project site, and “diverted link” if the trip originated on a roadway near the project site but require routing through additional streets to access the site. Since rates are not available for diverted link trips, rates for pass-by trips from the Trip Generation Manual are typically used to estimate the number of diverted link trips. The pass-by rates for drive-through coffee shop in the a.m. and p.m. peak periods are 90 percent and 98 percent, respectively; no rate is available for a coffee shop without a drive-through window. Since westbound traffic would be able to access the site more easily and a coffee shop is present off the south side of SR-116 near the Redwood Drive intersection, these rates were reduced to 45 percent during the a.m. peak and 49 percent during the p.m. peak.

Total Project Trip Generation
Based on application of these rates and taking into account internal capture and diverted link trips, the proposed project is expected to generate an average of 1,180 net new trips per day, including 157 a.m. peak hour trips and 82 trips during the p.m. peak hour. These results are summarized in Table 2. 1055 of 1220
Ms. Heather Gurewitz Page 3 July 23, 2024
Table 2 – Trip Generation Summary
Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Proposed
Coffee/Donut Shop
Internal Capture
Subtotal

2.250 ksf 533.57* 1,201 93.08 209 107 102 32.29 73
-3
36 -1
37 -34 -3 -2 -1 -2
1,167 206 105 101 70 35 35
Diverted Link
Total
-525** -45% -93 -47 -46 -49% -34 -17 -17
642
572
113 58 55 36
49 -3
18 30
-2
18 19
-1
Multifamily Residential
Internal Capture
126 du 4.54 0.37
-6%
47 -3
11 36
-1 -2

0.39 -34** -6%
Total Project Trip Generation 1,180 157 68 89 82 46 36
Note: du = dwelling unit; ksf = 1,000 square feet; * Rate is for Coffee/Donut Shop with Drive-Through Window; ** Daily internal trips and diverted link estimated using the average percentages for the a.m. and p.m. peak hours Trip Distribution
The pattern used to allocate new project trips to the street network was determined based on a review of existing turning movements at the study intersections, observations of neighborhood travel circulation, and knowledge of traffic patterns in the area and surrounding region. Data previously collected at the existing housing on Alder Avenue indicates that residents will travel out of their way to use Helman Lane and Redwood Drive to access eastbound Gravenstein Highway via the signalized intersection, though given the proximity of this site to Gravenstein Highway, a smaller portion of trips were assumed to take this longer route. This route was applied to an additional 20 percent of outbound trips only as trips inbound from Gravenstein Highway east of the site could simply be made by turning right at Alder Avenue. The applied distribution assumptions and resulting trips are shown in Table 3.

Table 3 – Trip Distribution Summary
Route Percent
In/Out
30/50%
25%
Daily
Trips
AM Trips PM Trips
In
20 17
31 68
Out In Out
18 9
Alder Ave/Helman Ln 472
295
45 22
22 89
14 12
21 46
Gravenstein Hwy (West of Alder Ave)
Gravenstein Hwy (East of Alder Ave)
TOTAL
45/25%
100%
413 9
1,180 36
For the purposes of the operational analysis, it was additionally assumed that for the diverted trips to and from the cafe, 80 percent would be traveling westbound on Gravenstein Highway and would make a right-turn in and out at Alder Avenue. The remaining 20 percent would be traveling eastbound on Gravenstein Highway and would make left turns in and out at Alder Avenue.

Alternative Modes
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions, and various streetscape amenities such as lighting, benches, etc. In general, access for pedestrians is limited within the 1056 of 1220
Ms. Heather Gurewitz Page 4 July 23, 2024
vicinity of the proposed project site due to large gaps in the sidewalk system. These existing gaps and obstacles along the connecting roadways impact convenient and continuous access for pedestrians and present safety concerns in those locations where appropriate pedestrian infrastructure would address potential conflict points. •
•
Alder Avenue – Sidewalk coverage is currently provided along the west side of Alder Avenue for approximately 150 feet north of SR-116 and on the east side of Alder Avenue from SR-116 to the City limits north of Ford Lane; pedestrian-scale lights are provided. No sidewalk coverage or lighting is provided between Helman Lane and the Cottages, the small residential complex across from the project site. In general, Alder Avenue is a rural street that provides access to the Cottages. Rural streets typically contain minimal sidewalk coverage and lighting.

SR-116 – There are no existing sidewalks along the project frontage. Sidewalk coverage is provided on both sides of SR-116 east of Redwood Drive and on the properties adjacent to the Redwood Drive intersection.

West of Redwood Drive, including along the project frontage, pedestrian access is available along the roadway shoulders. Lighting is provided by overhead streetlights, which are more prevalent east of Redwood Drive.

Crosswalks are proposed at SR-116/West Cotati Avenue as part of the West Cotati Realignment project.

Additionally, the Cotati Active Transportation Plan, 2024, proposes new sidewalks to eliminate the gaps on West Cotati Avenue between SR-116 and Cotati Oaks Court.

As part of the project, a Class I multi-use path is proposed along the project frontage on SR-116 as well as on the west side of the project site. Additionally, a sidewalk would be built along the Alder Avenue frontage on the east side of the project site. These facilities along the project frontage would improve pedestrian access to and from the site.

Pedestrian Safety
The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue for pedestrians in the vicinity of the project site. For the same five-year study period used for the vehicle collision analysis of October 1, 2018, through September 30, 2023, there were no reported collisions involving pedestrians at the study intersections indicating that there are no readily apparent existing safety issues for pedestrians.

Project Impacts on Pedestrian Facilities
Given the proximity of commercial and residential destinations near the site, it is reasonable to assume that some project patrons and employees would want to walk, bicycle, and/or use transit to reach the project site. Upon construction of the Class I paths, sidewalks, and crosswalks along the project frontages on SR-116 and along the internal project streets, the project site would be connected to the pedestrian facilities that currently exist near the site. A network of sidewalks and crosswalks would be provided throughout the project site, resulting in connected on-site pedestrian circulation. The project includes a Class I multi-use path along the SR-116 frontage to provide pedestrian and bicycle access. With the completion of a Class I path along the frontage of the approved Cotati Village 1 project on the east side of Alder Avenue and the anticipated requirement for a similar facility along the proposed Redwood Row project to the east of Cotati Village 1, the project would be connected to the larger pedestrian network.

Finding – Upon constructing the Class I path along the project frontage on SR-116 and the west side of the project frontage, as well as sidewalks along the east side of the project frontage, the project site would be connected to the existing pedestrian network and circulation for pedestrians in the area would be improved, though still inadequate. Planned future improvements to be constructed as part of other developments or by the City would provide adequate pedestrian facilities.

Bicycle Facilities
The Highway Design Manual, Caltrans, 2017, classifies bikeways into four categories:
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Ms. Heather Gurewitz Page 5 July 23, 2024
• Class I Multi-Use Path – a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized.
•
•
Class II Bike Lane – a striped and signed lane for one-way bike travel on a street or highway.

Class III Bike Route – signing only for shared use with motor vehicles within the same travel lane on a street or highway.
• Class IV Bikeway – also known as a separated bikeway, a Class IV Bikeway is for the exclusive use of bicycles and includes a separation between the bikeway and the motor vehicle traffic lane. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.

The Cotati Active Transportation Plan also includes Class IIIB Bicycle Boulevards, which include traffic calming measures on low-volume, low-speed, local streets.

In the project area, a Class I path exists on Commerce Boulevard between the Laguna de Santa Rosa Trail and Enterprise Drive in the City of Rohnert Park, and the Laguna de Santa Rosa Trail extends from Commerce Boulevard to East Cotati Avenue. A Class II bike lane is planned on Madrone Place next to Thomas Page Academy. Class II bike lanes exist on SR-116, Old Redwood Highway, Redwood Drive, Commerce Boulevard, and for a short (less than 100 feet) segment of Alder Avenue north of SR-116, and are planned on Richardson Lane and West Cotati Avenue.

Bicyclists ride in the roadway and/or on sidewalks along all other streets within the project study area. Table 4 summarizes the existing and planned bicycle facilities in the project vicinity, as contained in the Cotati Active Transportation Plan.

Table 4 – Bicycle Facility Summary
Status
Facility
Class Length
(miles)
Begin Point End Point
Existing
Alder Ave II
II

0.02 0.10

0.60 0.50

0.25 0.34

0.16 North of SR-116
Old Redwood Hwy
Cotati City Limits
US 101
SR-116
Cotati City Limits
SR-116
Commerce Blvd
Redwood Dr II
Old Redwood Hwy
SR-116
II E Cotati Ave
Old Redwood Hwy
W Cotati Oaks Ct
End
II Redwood Dr
West Cotati Ave SR-116
Gilman Ranch Rd
III
III W Cotati Ave
Planned
Tompkins Rd Trail
SR-116
I
I

0.06 0.80

0.15 0.74

0.28 0.16

0.43 Richardson Ln
Redwood Dr
SR-116
Gilman Ranch Dr
Cotati City limits
Cotati City limits
W Sierra Ave
Cotati City limits
End
New North-South Street
School St
II
II Richardson Ln
Derby Ln IIIB SR 116
IIIB
IIIB
Gilman Ranch Rd
West Cotati Ave
W Cotati Ave
SR-116 Maple Ave
Source: Cotati Active Transportation Plan, 2024
Bicyclist Safety
Collision records for the study area were reviewed to determine if any bicyclist-involved crashes were reported.

During the five-year study period between October 1, 2018, and September 30, 2023, there were no reported 1058 of 1220
Ms. Heather Gurewitz Page 6 July 23, 2024
collisions involving bicyclists at any of the study intersections indicating that there are no readily apparent safety issues for cyclists.

Project Impacts on Bicycle Facilities
The project includes a Class I facility to be constructed along the SR-116 frontage and on the west side of the project site to provide access for pedestrians and bicyclists and connect to future facilities along adjacent properties. These facilities, along with planned facilities and existing bicycle lanes and minor streets in the vicinity of the project site would provide adequate access for bicyclists.

Finding – Facilities to be constructed as part of the project, in addition to existing bicycle facilities, including bicycle lanes on SR-116, and shared use of minor streets provide adequate access for bicyclists.

Transit Facilities
Sonoma County Transit (SCT) provides fixed route bus service in the City of Cotati. SCT Local Routes 12 and 14 provide loop service to destinations throughout Cotati and Rohnert Park and stop on Houser Street and Redwood Drive. Route 26 runs between Mirabel Park to the west and Sonoma State University to the east and stops on Highway 116 at Alder Avenue.

Golden Gate Transit provides a regional bus service along the US 101 corridor between Santa Rosa and San Francisco with a stop at Old Redwood Highway/St Joseph Way, approximately one-half mile from the project site.

Existing transit routes and their operation are summarized in Table 5.

Table 5 – Transit Routes
Transit
Agency
Route
Distance
to Stop
(mi)1
Service
Time
Connection
Days of
Operation
Frequency
Sonoma County Transit
Route 12 0.9 Mon – Fri
Sat
6:25 a.m. – 6:10 p.m.
9:10 a.m. – 4:20 p.m.

0.75 – 1.75
hours
Houser St/Redwood Dr to
Northern Rohnert Park

1.75 hours
Route 14 0.9

0.0 0.0
Mon – Sat 7:45 a.m.
8:04 a.m.

Once a day
Once a day
Once a day
Houser St/Redwood Dr to
Northern Rohnert Park
Route 26 EB
Route 26 WB
Mon – Fri
(School Days)
Hwy-116/Alder Ave to
Sonoma State University
Mon – Fri
(School Days)
3:53 p.m. Hwy-116/Alder Ave to
Mirabel Park
Golden Gate Transit
Route 101 NB
Route 101 SB

0.6 0.6
Mon – Sun 8:00 a.m. – 1:00 a.m. 1 – 1.25 hours Old Redwood Hwy/St Joseph Wy to Santa Rosa
Mon – Sun 4:00 a.m. – 10:00 p.m. 1 – 1.25 hours Old Redwood Hwy/ St Joseph Wy to SF
Note: 1 Defined as the shortest walking distance between the project site and the nearest bus stop; SF = San Francisco Source: www.sctransit.com, www.goldengate.org
Two or three bicycles can be carried on the front of all SCT buses. Bike rack space is on a first come, first served basis. Riders are responsible for loading and unloading their bicycles. 1059 of 1220
Ms. Heather Gurewitz Page 7 July 23, 2024
Dial-a-ride, also known as paratransit, or door-to-door service, is available for those who are unable to independently use the transit system due to a physical or mental disability. SCT Paratransit is designed to serve the needs of individuals with disabilities within three quarters of a mile of their fixed-route transit services within Cotati and Sonoma County.

Project Impact on Transit Facilities
The proposed project would be expected to create demand on the nearby transit routes. Existing stops served by SCT Route 26 are within an acceptable walking distance of the site, but there is no existing crosswalk or any pedestrian facilities for residents who wish to walk to the eastbound Route 26 stop, located directly south of the proposed project site.

Finding – Existing transit facilities serving the project site are not adequate due to the lack of pedestrian facilities available to reach the transit stops.

Recommendation – The City may wish to work with Sonoma County Transit to determine the preferred bus stop locations for Route 26 in the vicinity of Alder Avenue, given that Cotati Village 2 is proposed in addition to the adjacent Cotati Village 1 and Redwood Row projects. If the SR-116/Alder Avenue intersection is to be signalized, a crosswalk could be added at this location and the existing bus stops upgraded to meet ADA requirements. If it is determined that the bus stop should be relocated to the SR 116/West Cotati Avenue intersection, improvements at the existing stop locations would be unnecessary, as new ADA-compliant bus stops would be recommended to replace them.

Vehicle Miles Traveled (VMT)
The potential for the project to conflict or be inconsistent with CEQA Guidelines § 15064.3, subdivision (b) was evaluated based the project’s anticipated Vehicle Miles Traveled (VMT). Senate Bill (SB) 743 established the change in Vehicle Miles Traveled (VMT) as a result of a project as the basis for determining California Environmental Quality Act (CEQA) impacts with respect to transportation and traffic.

The project-related VMT was assessed by applying the City of Cotati’s Guidelines for Analysis of Vehicle Miles Traveled (VMT), adopted in September 2020. The California Governor’s Office of Planning and Research (OPR) publication Transportation Impacts (SB 743) CEQA Guidelines Update and Technical Advisory, 2018, was also referenced. Per the City’s policy, VMT for mixed use projects was assessed by applying the significance threshold for each use.

Residential VMT
For residential projects, VMT is assessed using vehicle miles traveled per capita as estimated in the Sonoma County Transportation Authority (SCTA) travel demand model. VMT per capita measures home-based trips, or trips that have the place of residence as one of the trip ends. Based on data from the February 2022 update of the SCTA model, the City of Cotati has a baseline average residential VMT of 18.3 miles per capita. Applying the City guidelines, a residential project generating a VMT that is 15 percent or more below this value, or 15.5 miles per capita or less, would have a less-than-significant VMT impact. The SCTA model includes traffic analysis zones (TAZ) covering geographic areas throughout Sonoma County, and the Cotati Village project site is located within TAZ 425, which has a baseline VMT per capita of 20.2 miles. For the project to achieve the applied VMT significance threshold of 15.5 miles per capita, its VMT would need to be 23.2 percent lower than the average for the project TAZ.

The VMT associated with a development project is influenced by factors including density and the provision of onsite affordable housing. The publication Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity, California Air Pollution Control Officers Association (CAPCOA), 2021, includes a methodology to determine the VMT reductions associated with increases in residential density, using conventional single-family home development as a baseline. The reduction associated with project 1060 of 1220
Ms. Heather Gurewitz Page 8 July 23, 2024
density was estimated using the same approach recommended by City staff for the Cotati Village 1 project. The density was calculated based on the developable land rather than total acreage for both the Cotati Village 2 site and the nearby 46-unit Cotati Cottages project, which makes up approximately 90 percent of the existing residential development in the TAZ. Portions of both developments used for internal streets were excluded from the analysis, as was the already-developed portion of the Cotati Village 2 site. To provide a conservative VMT analysis for Cotati Village 2, the acreage included the area occupied by the residential buildings as well as the commercial buildings and the common space with the pool and clubhouse; since the total assumed acreage of the site would therefore be higher for the same number of residential units, this in effect reduces the estimated density of the project. Diagrams of the areas included in the density calculations are enclosed. The area of the surface parking was also included in the estimate of developable land for both projects.

Since Cotati Cottages makes up such a large portion of the existing residential development for the project TAZ, its density was used as a proxy for the density of the entire zone. According to the SCTA travel demand model, there are eight other residential units in the TAZ, all of which are on parcels larger than one acre. To provide a conservative estimate of the residential density, these low-density parcels were excluded from this analysis.

Applying these assumptions, the density of Cotati Village 2 is 46.3 units per developed acre, while the density of the TAZ is 21.4 units per developed acre. As calculated using the SCTA VMT tool, the proposed density for Cotati Village would allow for a VMT reduction of 25.6 percent.

The SCTA VMT tool also provides for VMT reductions based on the inclusion of affordable units as part of residential projects, as affordable units have been found to produce lower levels of VMT. Cotati Village 2 would designate 10 percent of its total units as affordable, which reduces VMT by 2.9 percent based on the SCTA VMT tool.

Applying the calculated densities of the Cotati Village project and the TAZ to the SCTA VMT tool and factoring in the affordable housing component of the project, the project’s estimated VMT can be reduced by 27.7 percent (this is less than the sum of the density and affordable housing reductions because the SCTA VMT tool applies a dampening factor to avoid double counting). This is greater than the 23.2 percent reduction needed to achieve a less-than-significant impact for the project. Therefore, applying the modified methodology for evaluating VMT, it was determined that the VMT impact for Cotati Village would be less than significant.

Table 6 – Vehicle Miles Traveled Analysis Summary – Residential Component VMT Metric Baseline
VMT Rate
Significance
Threshold
Project
VMT Rate
Resulting
Significance
Residential VMT per Capita
(Citywide Baseline) 18.3 15.5 14.6 Less than Significant Note: VMT Rate is measured in VMT/Capita, or the number of daily miles driven per resident Retail VMT
The City VMT guidelines state that a retail project is considered to have a significant VMT impact if it would result in a net increase in regional total VMT. The policy notes that local-serving retail up to 10,000 square feet would be screened from VMT analysis. The OPR guidance recommends screening local-serving retail from VMT analysis since they introduce a greater mix of services into the urban fabric, resulting in improved proximity of retail to many residents and thereby resulting in shorter trips and a reduction in total VMT. By contrast, regional-serving retail uses would tend to draw customers from longer distances, thereby increasing VMT.

The project as proposed would include a 2,250 square foot café. Given the size of this use and the location of the site, it is expected that the café would be local-serving, as it would primarily cater to residents of the project and other existing and future residents within walking distance of the site as well as drivers traveling along SR-116.

Since the proposed retail uses would be local serving, it is assumed that they would not result in an increase in total VMT and could therefore be screened from a more detailed VMT analysis. 1061 of 1220
Ms. Heather Gurewitz Page 9 July 23, 2024
Finding – The project’s VMT impact for both the residential and retail portions of the project would be expected to be less than significant.

Safety Issues
Site Access
The project site would be accessed via two driveways on Alder Avenue. The southern driveway would be the west leg of the future Batchelor Lane intersection, located approximately 250 feet north of SR-116, while the northern driveway would be an additional west leg of the Alder Avenue/Ford Lane intersection, located approximately 530 feet north of SR-116
Sight Distance
Sight distances along Alder Avenue at the project access points were evaluated based on sight distance criteria contained in the Highway Design Manual published by Caltrans. The recommended sight distance at intersections of public streets is based on corner sight distances, with more sight distance needed for making a left turn versus a right turn, while recommended sight distances for minor street approaches that are either a private road or a driveway are based on stopping sight distance. Both use the approach travel speeds as the basis for determining the recommended sight distance.

Alder Avenue has a speed limit of 35 mph, which corresponds to a minimum corner sight distance of 390 feet for left turns and 335 feet for right turns. Sight distances were evaluated at the new proposed access points on Alder Avenue. The proposed southern access point has measured sight distances of about 385 feet to the north and 350 feet to the south. The sight distance to the south is inadequate for the posted speed limit. Using traffic speeds measured at the proposed entrance the road was determined to have an 85th percentile speed of 29 mph in both directions. Rounding this speed up to 30 mph to present a conservative analysis the entrance would need a sight distance of 290 feet to the north and 330 feet to the south for a driver to complete a left turn. This driveway would therefore have adequate sight distances.

Sight lines at the northern driveway were measured at about 335 feet to the north and over 445 feet to the south, both of which are adequate for the posted speed limit.

Sight lines should be kept free of signs, structures, and tall landscaping, and any new trees associated with the project should be carefully located to avoid placement within sight triangles. Landscaping planted in the vision triangle should be low-lying or above seven feet and maintained to remain outside the area needed for adequate sight lines.

Finding – Sight lines are adequate at both proposed entrances based on the prevailing speed and/or posted speed limit.

Recommendation – Adequate sight lines should be maintained during the design and construction of project access points, and the placement of any signs, structures, or tall landscaping on Alder Avenue or SR-116 that would impede sight lines should be avoided.

Access Analysis
Left-Turn Lane Warrants
The need for a left-turn lane from eastbound SR-116 onto Alder Avenue was evaluated based on criteria contained in the Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985, as well as an update of the methodology developed by the Washington State Department of Transportation and published in the Method for Prioritizing Intersection Improvements, January 1997. The NCHRP report references a methodology developed by M. D. Harmelink that 1062 of 1220
Ms. Heather Gurewitz Page 10 July 23, 2024
includes equations that can be applied to expected or actual traffic volumes to determine the need for a left-turn pocket based on safety issues.

An eastbound left-turn lane is warranted and required for the approved Cotati Village 1 project as a condition of occupancy if the SR-116/West Cotati Avenue intersection realignment and signalization is not completed. As Cotati Village 2 would be further increasing the number of trips to the network, there would be an even greater need for the left-turn lane. If Cotati Village 2 were to be constructed before Cotati Village 1 or if Cotati Village 1 is not constructed until after the SR-116/West Cotati Avenue intersection is realigned and signalized, this project should be required to provide the eastbound left-turn lane.

Left-turn Lane Design Requirements
The projected maximum left-turn queue lengths were determined using a methodology contained in “Estimating Maximum Queue Length at Unsignalized Intersections,” John T. Gard, ITE Journal, November 2001. Using Baseline plus Project volumes, the maximum eastbound left-turn queue on SR-116 at Alder Avenue would be no more than two vehicles, so it is recommended that the storage be based on two passenger cars, or 50 feet. Copies of the queue length calculations are enclosed.

Finding – An eastbound left-turn lane at the intersection of SR-116/Alder Avenue was determined to be warranted for the approved Cotati Village 1 project and is required as a condition of approval. If the Cotati Village 1 project does not provide the left-turn lane before this project is constructed, this project should be required to provide the eastbound left-turn lane.

Recommendation – If the approved Cotati Village 1 project does not provide the eastbound left-turn lane on SR116, Cotati Village 2 should be required to construct a pocket with a minimum of 50 feet of storage. The planned widening of SR-116 would provide the storage needed for the left-turn lane as well as additional through lanes and could be completed either as part of the project or through the project’s Transportation Impact Fee (TIF) contribution; it is a matter of City policy to determine how this improvement is to be funded.

Emergency Access
Adequacy of Site Access
Access to the project site for emergency response vehicles would be facilitated via two driveways on Alder Avenue. According to the site plan, the southern and northern driveways would be designed to a width of 20 feet and 26 feet, respectively, which meets Municipal Code standards. It is anticipated that all aspects of the site, including driveway and street widths, turning radii, and parking lot circulation, would be constructed in accordance with applicable standards and would be reviewed by the Fire Department; therefore, access would be expected to function acceptably for emergency response vehicles.

Off-Site Impacts
While the project would be expected to result in a minor increase in delay for traffic on SR-116 and Alder Avenue, emergency response vehicles can claim the right-of-way by using their lights and sirens; therefore, the project would be expected to have a nominal effect on emergency response times. The availability of two access points is also a benefit for emergency access since a different driveway could be used to gain access to the site should one of the driveways be compromised in an emergency.

Finding – Emergency access and circulation are anticipated to function acceptably, and traffic from the project is expected to have a less-than-significant impact on emergency response times. 1063 of 1220
Ms. Heather Gurewitz Page 11 July 23, 2024
Capacity Analysis
Intersection Level of Service Methodologies
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure that indicates a level of delay generally accompanies the LOS designation.

The study intersections were analyzed using methodologies published in the Highway Capacity Manual (HCM), Transportation Research Board, 2018. This source contains methodologies for various types of intersection control, all of which are related to a measurement of delay in average number of seconds per vehicle.

The Levels of Service for the study intersections, which currently have side street stop controls, were analyzed using the “Two-Way Stop-Controlled” intersection capacity method from the HCM. This methodology determines a level of service for each minor turning movement by estimating the level of average delay in seconds per vehicle.

Results are presented for individual movements together with the weighted overall average delay for the intersection.

The study intersections that are to be controlled by a traffic signal in the future were evaluated using the signalized methodology from the HCM. This methodology is based on factors including traffic volumes, green time for each movement, phasing, whether the signals are coordinated or not, truck traffic, and pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for evaluation in this LOS methodology. For purposes of this study, delays were calculated using optimized signal timing.

The ranges of delay associated with the various levels of service are indicated in Table 7.

Table 7 – Intersection Level of Service Criteria
LOS Two-Way Stop-Controlled Signalized
A Delay of 0 to 10 seconds. Gaps in traffic are readily available for drivers exiting the minor street.

Delay of 0 to 10 seconds. Most vehicles arrive
during the green phase, so do not stop at all.

B
C
Delay of 10 to 15 seconds. Gaps in traffic are
somewhat less readily available than with LOS A, but with LOS A, but many drivers still do not have to no queuing occurs on the minor street.

Delay of 10 to 20 seconds. More vehicles stop than
stop.

Delay of 15 to 25 seconds. Acceptable gaps in traffic
are less frequent, and drivers may approach while
another vehicle is already waiting to exit the side
street.

Delay of 20 to 35 seconds. The number of vehicles
stopping is significant, although many still pass
through without stopping.

D
E
Delay of 25 to 35 seconds. There are fewer acceptable Delay of 35 to 55 seconds. The influence of gaps in traffic, and drivers may enter a queue of one or congestion is noticeable, and most vehicles have to two vehicles on the side street. stop.

Delay of 35 to 50 seconds. Few acceptable gaps in
traffic are available, and longer queues may form on
the side street.

Delay of 55 to 80 seconds. Most, if not all, vehicles
must stop and drivers consider the delay excessive.

F Delay of more than 50 seconds. Drivers may wait for
long periods before there is an acceptable gap in
Delay of more than 80 seconds. Vehicles may wait
through more than one cycle to clear the
traffic for exiting the side streets, creating long queues. intersection.

Reference: Highway Capacity Manual, Transportation Research Board, 2018 1064 of 1220
Ms. Heather Gurewitz Page 12 July 23, 2024
Traffic Operation Standards
According to the Cotati General Plan, Policy C1 1.3, the minimum acceptable Level of Service (LOS) standard for intersections is LOS D. At unsignalized intersections, levels of service shall be determined for both controlled movements and for the intersection overall. A significant traffic-related impact would occur if implementation of the project would cause an intersection to operate below the General Plan’s standard of LOS D, or LOS E for intersections within the boundaries of the Downtown Specific Plan.

At unsignalized intersections, controlled movements operating at LOS E or LOS F are allowable if 1) the intersection is projected to operate at LOS C or better overall, and 2) the projected traffic volume on the controlled movement is 30 vehicles or fewer per hour on approaches with single lanes, or on multi-lane approaches, 30 vehicles or fewer per hour on lanes serving left turns and through movements.

Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes during the a.m. and p.m. peak hours. This condition does not include project-generated traffic volumes. Volume data was collected while local schools were in session. Under Existing Conditions, both study intersections operate at LOS A overall and at LOS C on the minor street approaches, which is considered acceptable. A summary of the intersection Level of Service calculations is contained in Table 8, and copies of the calculations are enclosed.

Table 8 – Existing Peak Hour Intersection Levels of Service Study Intersection AM Peak
Delay
PM Peak
Approach LOS Delay
A
LOS

1. SR-116/Alder Ave 0.7 A

19.5 0.5

0.8 22.2

0.9 Southbound (Alder Ave) Approach

2. SR-116/W Cotati Ave
Northbound (W Cotati Ave) Approach
C C
A A

18.1 C 17.7 C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics
Baseline Conditions
Baseline (Existing plus Approved) operating conditions were determined with traffic from approved or pending projects in the study area that could be operational within the next five years added to the existing volumes. It is noted that the City has required as a condition of occupancy for the Cotati Village 1 project that an eastbound leftturn lane would be provided at the SR-116/Alder Avenue intersection if the SR-116/W. Cotati Avenue intersection realignment and signalization is not complete. In addition, Cotati Village 1 was required to install separate leftturn and right-turn lanes on the southbound Alder Avenue approach. For purposes of this analysis, it was assumed that the SR-116/W. Cotati Avenue intersection realignment and signalization would not be complete prior to occupancy of Cotati Village 1 so the eastbound left-turn lane at the Alder Avenue intersection will have been constructed as part of that project.

As directed by City staff, the following projects were included in the Baseline Conditions scenario:
•
•
Cotati Hotel, 153 rooms, to be located at the northwest corner of Old Redwood Highway/Saint Joseph Way; Cotati Village 1, 177 residential units and 4,700 square feet of retail spaces to be located at the northeast corner of SR 116 and Alder Avenue;
•
•
Redwood Row, 157 multifamily units and 10,500 square feet of retail, located on SR-116 on the property to the east of Cotati Village;
Market Hall, 5,650 square feet, to be located at the northwest corner of Old Redwood Highway/Saint Joseph Way;
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Ms. Heather Gurewitz Page 13 July 23, 2024
• The trip generation rates and trip distribution patterns applied in the traffic studies prepared by W-Trans and TJKM for the projects were used for the Baseline scenario; it is noted that some of the rates differ slightly from those in the 11th Edition of Trip Generation Manual as some reports were written before this edition was published. The trip generation potential of the approved projects is summarized in Table 9.

Table 9 – Trip Generation for Approved Projects
Land Use
Deduction
Units

4.7 ksf
177 du
Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
15 -9
Strip Retail Plaza
Pass-By

54.45 -20%

6.74 256
-51

2.36 11
-7
7 4
-3

6.59 31 16
-10
57 35
50 47
17 -3
-40% -4 -40% -19
MF Housing (Low-Rise)
Retail
1,193 0.40
572 2.36
71 25
63 72
14 -2
17 15
15 42
8 54
10 48
30 6

0.51 6.59

0.51 0.60

9.48 -15%
90 69
80 92
33 -5
33 34
30 45
16 -2

10.5 ksf 54.45
MF Housing (Low-Rise)
Hotel
157 du
153 rm

6.74 8.36
1,058 0.40
1,279 0.47
Market Hall 3.596 ksf 106.78 384 3.82
Internal Trips***
Pass-By Trips
Total
-15%
-36%
-58 -15% -1 -1
-138 -36% -5 -3 -2 -36% -12 -6 -6
4,495 242 96 146 359 203 156
Note: du = dwelling units; ksf = 1,000 square feet; rm = rooms; MF = Multifamily; * Internal capture for retail use is the opposite end of trips estimated for the residential use; ** Daily internal trips estimated using the average percentages of a.m. and p.m. peak hour internal trips; *** Internal trip reduction applied to market hall trips as in TJKM traffic study.

Under Baseline conditions, the minor approaches to SR-116/Alder Avenue and SR-116/West Cotati Avenue are expected to operate acceptably at LOS D during the a.m. and p.m. peak periods. These results are summarized in Table 10.

Table 10 – Baseline Peak Hour Intersection Levels of Service Study Intersection AM Peak PM Peak
Approach Delay LOS
A
Delay LOS

1. SR-116/Alder Ave 1.3 A

28.2 0.5

1.3 25.8

0.9 Southbound (Alder Ave) Approach

2. SR-116/W Cotati Ave
Northbound (W Cotati Ave) Approach
D D
A A

18.9 C 18.8 C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics Alternative Baseline Scenario
As noted, for the Baseline analysis it was assumed that Cotati Village 1 would be completed prior to Cotati Village 2, but that the realignment and signalization of the SR-116/West Cotati Avenue intersection would not. An Alternative Baseline scenario was analyzed, with the following assumptions: 1) the realignment and signalization of the SR 116/West Cotati Avenue intersection would be complete; 2) as part of the SR-116/West Cotati Avenue intersection project, a median would be installed along SR-116 to limit access to and from Alder Avenueto rightturn in/right-turn out; and 3) vehicles seeking to turn left from eastbound SR-116 onto Alder Lane or turn left onto 1066 of 1220
Ms. Heather Gurewitz Page 14 July 23, 2024
SR-116 from Alder Lane would be routed through the SR-116/West Cotati Avenue intersection and Batchelor Lane.

Batchelor Lane is proposed as an internal street within Cotati Village 1 that would connect the north leg of the SR116/West Cotati Avenue intersection to Alder Avenue. The same trip distribution assumptions made for the original Baseline scenario were made for this scenario except that routing in the immediate vicinity of the project site was modified to reflect the turn restrictions at SR-116/Alder Lane.

Under these assumptions, the minor approaches to SR-116/Alder Avenue and overall operation at SR-116/West Cotati Avenue are expected to operate acceptably at LOS B or better during the a.m. and p.m. peak periods. These results are summarized in Table 11.

Table 11 –Alternative Baseline Peak Hour Intersection Levels of Service Study Intersection AM Peak PM Peak
Approach Delay LOS
A
Delay LOS

1. SR-116/Alder Ave 0.5 A

9.5 0.4
Southbound (Alder Ave) Approach

2. SR-116/W Cotati Ave
A 13.5

18.6 B

14.8 B B
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics It is noted that construction of Cotati Village 2 could potentially precede that of Cotati Village 1. If that is the case, even if the realignment and signalization of SR-116/West Cotati Avenue is completed, project traffic would not have access to the new signal and SR-116/Alder Avenue would continue to operate in its existing configuration. If that were the case, the eastbound left-turn lane should be provided as part of the Cotati Village 2 project. This scenario is included in this discussion to acknowledge uncertainty in the development process and availability of funding for the SR-116/West Cotati Avenue intersection improvements. Analysis of the effect of this scenario on traffic operations was beyond the scope of this study.

Future Conditions
Future volumes for the horizon year 2040, as developed for the traffic analysis that was prepared for the Cotati General Plan March 2015 Update, were used to project future operating conditions at the study intersections. Under Future Conditions, the General Plan indicates that the intersection of SR-116/Alder Avenue will be eliminated, while a new North-South Street would be constructed approximately 500 feet west of Alder Avenue; the SR116/New North-South Street intersection would be signalized. This new signalized intersection would include four legs with dedicated turn lanes on each leg, as described in the Traffic Impact Fee Study, W-Trans, 2015, as well as separate right-turn lanes on the new street approaches. The planned future widening of SR-116 would provide two through lanes in each direction between Redwood Drive and Madrone Avenue. The SR-116/West Cotati Avenue intersection would also be realigned and signalized with protected left turns on SR-116 and split phasing on West Cotati Avenue. These future improvements were assumed to have been constructed and are included as part of the Future Conditions analysis.

Under these conditions, the study intersections are expected to operate acceptably at LOS B or C. These results are summarized in Table 12.

Table 12 – Future Peak Hour Intersection Levels of Service Study Intersection AM Peak
Delay LOS
PM Peak
Delay LOS

2. SR-116/W Cotati Ave (Signalized) 12.0

15.5 B
B

33.7 25.1
C

3. SR-116/New North-South Street (Signalized) C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service. 1067 of 1220
Ms. Heather Gurewitz Page 15 July 23, 2024
Project Conditions
No transportation network changes were assumed for Project Conditions.

Existing plus Project Conditions
Upon the addition of project-related traffic to the existing volumes, the southbound Alder Avenue approach would operate unacceptably at LOS F. These results are summarized in Table 13.

Table 13 – Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection Existing Conditions
AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
Existing plus Project
Approach AM Peak PM Peak

1. SR-116/Alder Ave 0.7

19.5 -
A
C
-

0.8 22.2
-
A
C
-

4.3 55.5

36.2 14.6

0.5 A
F
E
B
A
C

1.7 27.4
-
A
D
-
Southbound (Alder Ave) Approach
With Southbound Left-turn Lane
Traffic Signal (Overall Operation)

2. SR-116/W Cotati Ave
- - - - - -

0.5 18.1
A
C

0.9 17.7
A
C

0.9 18.3
A
Northbound (W Cotati Ave) Approach 19.5 C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; shaded cells indicate conditions with recommended improvements; Bold text = deficient operation
Finding – The southbound Alder Avenue approach would be expected to operate unacceptably at LOS F upon the addition of project-generated traffic to existing volumes. Acceptable LOS B operation could be achieved by installing a traffic signal. Alternatively, if the planned traffic signal at SR-116/West Cotati Avenue is operational, traffic would be diverted to that location and there would not be a need for the signal at Alder Avenue.

Recommendation – It is recommended that a traffic signal be installed at SR-116/Alder Avenue to maintain acceptable operations. If a signal is installed, it should include pedestrian crossing infrastructure to enable bus stop users to walk between the project site and bus stops; coordination would be required with Sonoma County Transit regarding stop locations.

Baseline plus Project Conditions
With project-related traffic added to Baseline volumes, the minor approach to SR-116 at West Cotati Avenue is expected to operate acceptably at LOS C; the southbound Alder Avenue approach to the intersection at SR-116 is projected to operate unacceptably at LOS F and E during the a.m. and p.m. peak hours, respectively. These results are summarized in Table 14.
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Table 14 – Baseline and Baseline plus Project Peak Hour Intersection Levels of Service Study Intersection Baseline Conditions
AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
Baseline plus Project
Approach AM Peak PM Peak

1. SR-116/Alder Ave 1.3

28.2 -
A
D
-

1.3 25.8
-
A
C
-

5.0 53.9

16.9 0.5
A
F

2.2 30.1

11.9 0.9
A
D
B
Southbound (Alder Ave) Approach
Traffic Signal (Overall Operation)

2. SR-116/W Cotati Ave
B
A
C

0.5 18.9
A
C

0.9 18.8
A
C
A
Northbound (W Cotati Ave) Approach 20.3 19.4 C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics, shaded cells indicate conditions with recommended improvements; Bold text = deficient operation
Finding – The study intersection at West Cotati Avenue is expected to continue operating acceptably upon the addition of project-generated traffic to Baseline volumes. Operation on the stop-controlled Alder Avenue approach to SR-116 would deteriorate to LOS F during the a.m. peak hour upon adding project-generated trips, but acceptable LOS B operation could be achieved by installing a traffic signal, as recommended for Existing plus Project conditions and assuming SR-116/West Cotati Avenue is not yet signalized.

Alternative Baseline plus Project Scenario
Under the Alternative Baseline Scenario (for which completion of the SR-116/West Cotati Avenue realignment and signalization is assumed), with the addition of project-generated trips, the minor approaches to SR-116/Alder Avenue and SR-116/West Cotati Avenue are expected to operate acceptably at LOS C or better during both peak periods. These results are summarized in Table 15.

Table 15 – Alternative Baseline and Alternative Baseline plus Project Peak Hour Intersection Levels of Service
Study Intersection Baseline Alt Conditions
AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
Baseline Alt plus Project
Approach AM Peak PM Peak

1. SR-116/Alder Ave 0.5

9.5 A
A
B

0.4 A
B
B

1.0 A
B
C

0.6 A
B
C
Southbound (Alder Ave) Approach

2. SR-116/W Cotati Ave

13.5 18.6

10.1 21.6

14.3 14.8 20.4
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics
Finding – With the addition of project trips to the Alternative Baseline scenario volumes, operation on the stopcontrolled Alder Avenue approach to SR-116 and overall operation at SR-116/West Cotati Avenue would continue to be acceptable.

Future plus Project Conditions
Upon the addition of project-generated traffic to the anticipated future volumes and with the planned future signals at both locations, the study intersections are expected to operate acceptably at LOS D or better. The Future plus Project operating conditions are summarized in Table 16. 1069 of 1220
Ms. Heather Gurewitz Page 17 July 23, 2024
Table 16 – Future and Future plus Project Peak Hour Intersection Levels of Service Study Intersection Future Conditions
AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
Future plus Project
AM Peak PM Peak

2. SR-116/W Cotati Ave 12.0

15.5 B
B

33.7 25.1
C
C

12.1 18.8
B
B

35.3 26.2
D

3. SR-116/New North-South Street C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service Finding – The study intersections are expected to continue operating acceptably with the addition of projectgenerated traffic to future volumes assuming planned improvements.

Conclusions and Recommendations
• The proposed project is expected to generate an average of 1,180 net new trips per day, including 157 a.m. peak hour trips and 82 trips during the p.m. peak hour
• Pedestrian facilities are currently inadequate but would be improved upon completion of the Class I path along the project frontage on SR-116 and the west side of the project boundary, as well as sidewalks along Alder Avenue. This would connect the project site to the existing pedestrian network so circulation for pedestrians in the area would be improved, though still inadequate. Planned future improvements to be constructed as part of other developments or by the City would provide adequate pedestrian facilities. •
•
Existing bicycle facilities, including bicycle lanes on SR-116, and shared use of minor streets currently provide adequate access for bicyclists. Additional facilities to be constructed as part of the project would further improve bicycle facilities.

Existing transit facilities serving the project site are not adequate due to the lack of pedestrian facilities connecting to the transit stops. The City may wish to work with Sonoma County Transit to identify the preferred bus stop locations, given the planned development along this corridor and ensure that adequate pedestrian crossings of SR-116 and sidewalks are provided to enable bus riders to walk to and from the stops. •
•
The proposed project is expected to have a less-than-significant impact on VMT.

The project as proposed would have adequate sight distance for drivers to safely turn out of and into the project site. To preserve existing sight lines, any new signage, monuments, or other structures installed as part of the project should be positioned outside of the vision triangles of a driver waiting on the project road approaches. Landscaping planted in the vision triangle should be low-lying or above seven feet and maintained to remain outside the area needed for adequate sight lines. • An eastbound left-turn lane is warranted at the intersection of SR-116/Alder Avenue and is required as a condition of occupancy for Cotati Village 1 under specific circumstances. If Cotati Village 1 is ultimately not required to provide the left-turn lane, it should be required as part of Cotati Village 2. •
•
Emergency access and circulation are anticipated to function acceptably, and traffic from the project is expected to have a less-than-significant impact on emergency response times.

Under Existing, Baseline, and Future Conditions, the study intersections are or are expected to operate acceptably. With the addition of project-generated trips to existing and baseline volumes, the southbound Alder Avenue approach to SR-116 is expected to operate unacceptably at LOS F during the a.m. peak hour. It is recommended that a traffic signal be installed at SR-116/Alder Avenue as part of the proposed project to achieve acceptable operations. It is noted that this recommendation would be rescinded if the realignment 1070 of 1220
Ms. Heather Gurewitz Page 18 July 23, 2024
and signalization of SR-116/West Cotati Avenue and construction of Cotati Village 1 preceded occupation of Cotati Village 2.
• Under Alternative Baseline conditions, which include the realignment and signalization of SR-116/West Cotati Avenue and a median installed along SR-116 to limit access to and from Alder Avenue, the stop-controlled Alder Avenue approach to SR-116 and SR-116/West Cotati Avenue would continue operating acceptably without and with the addition of project-generated traffic. •
•
The intersections of SR-116/West Cotati Avenue and SR-116/New North South Street are expected to operate acceptably under Future plus Project conditions.

If the SR-116/Alder Avenue intersection is signalized, curbs connecting the planned crosswalk should be constructed to ADA standards. If the intersection remains stop-controlled, relocation of the bus stop to the future SR-116/West Cotati Avenue signalized intersection is recommended. • If the approved Cotati Village 1 project is not ultimately required to provide the eastbound left-turn lane on SR-116 at Alder Avenue and eastbound SR-116 traffic retains the ability to turn left at this location, the left turn lane should be provided as part of the Cotati Village 2 project. It should have a minimum of 50 feet of storage.

Thank you for giving W-Trans the opportunity to provide these services. Please call if you have any questions.

Sincerely,
Valerie Haines, EIT
Assistant Engineer
Barry Bergman, AICP
Senior Planner
Dalene J. Whitlock, PE (Civil, Traffic), PTOE
Senior Principal
DJW/bdb-vrh/COT102.L1
Enclosures: Collision Rate Calculations, Derivation of Internal Capture Rates, VMT Summary, Queueing Calculations, Level of Service Calculations
1071 of 1220
Intersection Collision Rate Worksheet
Cotati Village 2 Project
Intersection # 1: SR 116 & Alder Street
Date of Count: Wednesday, February 23, 2022
Number of Collisions:

Number of Injuries:

Number of Fatalities:
5 3
0 Average Daily Traffic (ADT): 18700
Start Date: October 1, 2018
End Date: September 30, 2023
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
Number of Collisions x 1 Million
ADT x Days per Year x Number of Years Collision Rate =
Collision Rate = 5
x
x 1,000,000
18,700 365 x 5
Collision Rate Fatality Rate Injury Rate

60.0%

47.3%
Study Intersection
Statewide Average*

0.15 c/mve

0.13 c/mve

0.0%

1.3%
Notes
ADT = average daily total vehicles entering intersection c/mve = collisions per million vehicles entering intersection * 2021 Collision Data on California State Highways, Caltrans Intersection # 2: SR 116 & W Cotati Ave
Date of Count: Wednesday, February 23, 2022
Number of Collisions:

Number of Injuries:

Number of Fatalities:
1 1
0 Average Daily Traffic (ADT): 18700
Start Date: October 1, 2018
End Date: September 30, 2023
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
Number of Collisions x 1 Million
ADT x Days per Year x Number of Years Collision Rate =
Collision Rate = 1
x
x 1,000,000
18,700 365 x 5
Collision Rate Fatality Rate Injury Rate
100.0%

47.3%
Study Intersection
Statewide Average*

0.03 c/mve

0.13 c/mve

0.0%

1.3%
Notes
ADT = average daily total vehicles entering intersection c/mve = collisions per million vehicles entering intersection * 2021 Collision Data on California State Highways, Caltrans ns
6/10/2024
1072 of 1220

NCHRP 684 Internal Trip Capture Estimation Tool
Project Name:

Project Location:

Scenario Description:

Analysis Year:

Cotati Village Organization:

Performed By:

Date:

W-Trans
SR 116/Alder Avenue BB
5/14/2024
2024 Checked By:

Analysis Period: AM Street Peak Hour Date:

Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Development Data (For Information Only ) Estimated Vehicle-Trips3 Land Use ITE LUCs1 Quantity Units Total
0 Entering Exiting
Office
Retail 0
Restaurant 936
221
2 ksf
du
209
0 107
11 102
36 Cinema/Entertainment
Residential 126 47
Hotel 0
All Other Land Uses2 0
256 118 138
Table 2-A: Mode Split and Vehicle Occupancy Estimates
Entering Trips Exiting Trips
% Transit
Land Use Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Non-Motorized Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance) Destination (To) Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Table 4-A: Internal Person-Trip Origin-Destination Matrix* Destination (To) Origin (From)
Office Retail
0 Restaurant Cinema/Entertainment Residential Hotel
Office 0
0 0
0 0
0 0
1 0
0 0
0 0
0 Retail 0
0 0
0 0
Restaurant
Cinema/Entertainment
Residential
Hotel
0 0
0 0
0 7
0 0
0 0
Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use Total
256
6%
Entering
118
Exiting
138
Land Use Entering Trips Exiting Trips
All Person-Trips Office N/A
Retail
N/A
N/A
7%
N/A
9%
N/A
Internal Capture Percentage 7% 6% N/A
Restaurant 1%
External Vehicle-Trips5
External Transit-Trips6
External Non-Motorized Trips6
240
0 110
0 130
0 Cinema/Entertainment
Residential
N/A
19%
0 0 0 Hotel N/A
1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). 4Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete. 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. 6Person-Trips
*Indicates computation that has been rounded to the nearest whole number.

Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 1073 of 1220
NCHRP 684 Internal Trip Capture Estimation Tool
Project Name:

Project Location:

Scenario Description:

Analysis Year:

Cotati Village Organization:

Performed By:

Date:

W-Trans
SR 116/Alder Avenue BB
5/14/2024
2024 Checked By:

Analysis Period: PM Street Peak Hour Date:

Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Development Data (For Information Only ) Estimated Vehicle-Trips3 Land Use ITE LUCs1 Quantity Units Total
0 Entering Exiting
37 Office
Retail 936 2 ksf 73
0 36
Restaurant
Cinema/Entertainment
Residential
0 221 126 du 49
0 30
66 19
56 Hotel
All Other Land Uses2 0
122
Table 2-P: Mode Split and Vehicle Occupancy Estimates
Entering Trips Exiting Trips
% Transit
Land Use Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Non-Motorized Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) Destination (To) Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential 1000
Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
1000
Table 4-P: Internal Person-Trip Origin-Destination Matrix* Destination (To) Origin (From)
Office Retail
0 Restaurant Cinema/Entertainment Residential Hotel
Office 0
0 0
0 0
0 9
0 0
0 0
0 0
0 Retail 0
0 0
0 0
Restaurant
Cinema/Entertainment
Residential
Hotel
0 0
3 0
0 0
0 0
0 0
Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use Total
122
Entering
66 Exiting
56 Land Use Entering Trips Exiting Trips
All Person-Trips Office N/A
Retail
N/A
Internal Capture Percentage 20% 18% 21% 8% 24%
Restaurant N/A
N/A
30%
N/A
N/A
External Vehicle-Trips5
External Transit-Trips6
98 0
54 0
44 0
Cinema/Entertainment
Residential
N/A
16%
External Non-Motorized Trips6 0 0 0 Hotel N/A
1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). 4Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P. 6Person-Trips
*Indicates computation that has been rounded to the nearest whole number.

Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 1074 of 1220
Cotati Village 2 VMT Assessment
W-Trans 6/06/2022
OPR Residential VMT Threshold

18.3 VMT/Capita Citywide Average - City of Cotati

15.5 OPR Threshold = 15% below Citywide Average
Base Unadjusted Project VMT

20.23 Base VMT/Capita from SCTA Model - Project in TAZ 425 126 Single Family Units 2.34 Occupancy/Unit

1.5 Occupancy/Unit
295 Residents
ADU Units 0 Residents
5965 Base Unadjusted Project VMT (mi) 295 Residents ("capita") VMT Adjustments and Potential Mitigation Measures

20.23 Base VMT/Capita from SCTA Model - Project in TAZ 425

15.55 OPR Threshold = 15% below Citywide Average
-23.2% Project VMT Reduction Required to meet OPR Threshold A. Density Adjustment Source: CAPCOA; see journal citation in Appendix C 126 Project Units including ADU
-25.6% VMT Reduction (compared to density in project TAZ) -5.18 Adjustment to Base Project VMT/Capita

5.6 Project Acres 46.3 Project Density

21.4 Density in Project TAZ
B. Integrate Affordable Housing
126 units, 13 very low income
-2.9% VMT Reduction
Source: California Housing Partnership
-0.58 Adjustment to Base Project VMT/Capita
Combined VMT Adjustments and Mitigation Measures (A and B) -28.5% Combined Measures VMT Reduction (unadjusted)
-27.7% Adjusted for Dampening of Combined Measures (per CAPCOA) -5.61 Adjustment to Base Project VMT/Capita
VMT Projections After Adjustments and Mitigation

20.23 Base VMT/Capita from SCTA Model 5965 Unadjusted Base Residential VMT (mi) -5.61 Adjustment to Base Project VMT/Capita

14.62 Project VMT/Capita with Adjustments & Mitigation

15.55 OPR Significance Threshold
-1654 VMT Reduction with Adjustments and Mitigation
4311 Project VMT (mi) with Adjustments and Mitigation
YES Is threshold met with adjustments and mitigation?
1075 of 1220
Maximum Queue Length
Two-Way Stop-Controlled Intersections
Through Street: SR 116 Scenario: Baseline plus Project AM Side Street: Alder Avenue Stop Controlled Legs: North/South Volume Inputs (veh/hr) Alder Avenue
0 Uncontrolled Legs Speed Limit:
# Lanes on Uncontrolled Legs:
35 mph
4 Lanes
61 14
Westbound
33 89
783 804
1 16
Eastbound
3 3
1 7
2 Alder Avenue
Maximum Queues (veh) Alder Avenue
0 Westbound
2 -
- -
- 1
Eastbound
3 2 2
Alder Avenue
Source: John T. Gard, ITE Journal, November 2001, "Estimating Maximum Queue Length at Unsignalized Intersections"
1076 of 1220
Maximum Queue Length
Two-Way Stop-Controlled Intersections
Through Street: SR 116 Scenario: Baseline plus Project PM Side Street: Alder Avenue Stop Controlled Legs: North/South Volume Inputs (veh/hr) Alder Avenue
27 Uncontrolled Legs Speed Limit:
# Lanes on Uncontrolled Legs:
35 mph
4 Lanes
21 29
Westbound
711 24
707 13
32 0
Eastbound
0 2
0 0
2 Alder Avenue
Maximum Queues (veh) Alder Avenue
9 Westbound
2 -
- -
- -
Eastbound
0 0 #NUM!
Alder Avenue
Source: John T. Gard, ITE Journal, November 2001, "Estimating Maximum Queue Length at Unsignalized Intersections"
1077 of 1220
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Cotati City Council
Agenda Staff Report
Item type: PUBLIC HEARINGS (ACTION)
To: City Council
Subject: COTATI DENSITY BONUS ORDINANCE UPDATE
Date: August 27, 2024
Written by: Noah Housh, Director of Community Development Recommendation
It is recommended by the Community Development Department and the Planning Commission that the City Council introduce and conduct a first reading of the draft ordinance amending Chapter 17.32 Density Bonuses of the Cotati Municipal Code.