414 13th Street, 5th Floor Oakland, CA 94612 510.444.2600 w-trans.com SANTA ROSA • OAKLAND
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.
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 0.15 0.13
2. SR-116/W Cotati Ave 1 0.03 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.
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 2.250 ksf 533.57* 1,201 93.08 209 107 102 32.29 73 36 37 Internal Capture -34 -3 -2 -1 -3 -1 -2
Subtotal 1,167 206 105 101 70 35 35
Diverted Link -525** -45% -93 -47 -46 -49% -34 -17 -17
Total 642 113 58 55 36 18 18
Multifamily Residential 126 du 4.54 572 0.37 47 11 36 0.39 49 30 19 Internal Capture -34** -6% -3 -1 -2 -6% -3 -2 -1
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 Daily
Trips
AM Trips PM Trips
In/Out In Out In Out
Alder Ave/Helman Ln 30/50% 472 20 45 14 18
Gravenstein Hwy (West of Alder Ave) 25% 295 17 22 12 9
Gravenstein Hwy (East of Alder Ave) 45/25% 413 31 22 21 9 TOTAL 100% 1,180 68 89 46 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 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:
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 0.02 North of SR-116 SR-116
Commerce Blvd II 0.10 Old Redwood Hwy Cotati City Limits Redwood Dr II 0.60 Cotati City Limits SR-116
Old Redwood Hwy II 0.50 US 101 E Cotati Ave
SR-116 II 0.25 Redwood Dr Old Redwood Hwy
West Cotati Ave III 0.34 SR-116 W Cotati Oaks Ct
Gilman Ranch Rd III 0.16 W Cotati Ave End
Planned
Tompkins Rd Trail I 0.06 Richardson Ln Gilman Ranch Dr
SR-116 I 0.80 Redwood Dr Cotati City limits
New North-South Street II 0.15 SR-116 Cotati City limits School St II 0.74 Richardson Ln W Sierra Ave
Derby Ln IIIB 0.28 SR 116 Cotati City limits
Gilman Ranch Rd IIIB 0.16 W Cotati Ave End
West Cotati Ave IIIB 0.43 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 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 Connection
Days of
Operation
Time 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
1.75 hours
Houser St/Redwood Dr to
Northern Rohnert Park
Route 14 0.9 Mon – Sat 7:45 a.m. Once a day Houser St/Redwood Dr to Northern Rohnert Park
Route 26 EB 0.0 Mon – Fri
(School Days)
8:04 a.m. Once a day Hwy-116/Alder Ave to
Sonoma State University
Route 26 WB 0.0 Mon – Fri
(School Days)
3:53 p.m. Once a day Hwy-116/Alder Ave to
Mirabel Park
Golden Gate Transit
Route 101 NB 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
Route 101 SB 0.6 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.
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 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.
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 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.
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 Delay of 10 to 15 seconds. Gaps in traffic are
somewhat less readily available than with LOS A, but
no queuing occurs on the minor street.
Delay of 10 to 20 seconds. More vehicles stop than
with LOS A, but many drivers still do not have to
stop.
C 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 Delay of 25 to 35 seconds. There are fewer acceptable gaps in traffic, and drivers may enter a queue of one or two vehicles on the side street.
Delay of 35 to 55 seconds. The influence of
congestion is noticeable, and most vehicles have to
stop.
E 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
traffic for exiting the side streets, creating long queues.
Delay of more than 80 seconds. Vehicles may wait
through more than one cycle to clear the
intersection.
Reference: Highway Capacity Manual, Transportation Research Board, 2018 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 PM Peak
Approach Delay LOS Delay LOS
1. SR-116/Alder Ave 0.7 A 0.8 A
Southbound (Alder Ave) Approach 19.5 C 22.2 C
2. SR-116/W Cotati Ave 0.5 A 0.9 A
Northbound (W Cotati Ave) Approach 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;
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 Units Daily AM Peak Hour PM Peak Hour
Deduction Rate Trips Rate Trips In Out Rate Trips In Out Strip Retail Plaza 4.7 ksf 54.45 256 2.36 11 7 4 6.59 31 16 15 Pass-By -20% -51 -40% -7 -4 -3 -40% -19 -10 -9
MF Housing (Low-Rise) 177 du 6.74 1,193 0.40 71 17 54 0.51 90 57 33 Retail 10.5 ksf 54.45 572 2.36 25 15 10 6.59 69 35 34
MF Housing (Low-Rise) 157 du 6.74 1,058 0.40 63 15 48 0.51 80 50 30 Hotel 153 rm 8.36 1,279 0.47 72 42 30 0.60 92 47 45
Market Hall 3.596 ksf 106.78 384 3.82 14 8 6 9.48 33 17 16 Internal Trips*** -15% -58 -15% -2 -1 -1 -15% -5 -3 -2
Pass-By Trips -36% -138 -36% -5 -3 -2 -36% -12 -6 -6
Total 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 Delay LOS
1. SR-116/Alder Ave 1.3 A 1.3 A
Southbound (Alder Ave) Approach 28.2 D 25.8 D
2. SR-116/W Cotati Ave 0.5 A 0.9 A
Northbound (W Cotati Ave) Approach 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 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
Approach
AM Peak PM Peak
Delay LOS Delay LOS
1. SR-116/Alder Ave 0.5 A 0.4 A
Southbound (Alder Ave) Approach 9.5 A 13.5 B
2. SR-116/W Cotati Ave 14.8 B 18.6 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 PM Peak
Delay LOS Delay LOS
2. SR-116/W Cotati Ave (Signalized) 12.0 B 33.7 C
3. SR-116/New North-South Street (Signalized) 15.5 B 25.1 C Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service.
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 Existing plus Project Approach AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. SR-116/Alder Ave 0.7 A 0.8 A 4.3 A 1.7 A
Southbound (Alder Ave) Approach 19.5 C 22.2 C 55.5 F 27.4 D With Southbound Left-turn Lane - - - - 36.2 E - -
Traffic Signal (Overall Operation) - - - - 14.6 B - -
2. SR-116/W Cotati Ave 0.5 A 0.9 A 0.5 A 0.9 A
Northbound (W Cotati Ave) Approach 18.1 C 17.7 C 19.5 C 18.3 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.
Ms. Heather Gurewitz Page 16 July 23, 2024
Table 14 – Baseline and Baseline plus Project Peak Hour Intersection Levels of Service Study Intersection Baseline Conditions Baseline plus Project Approach AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. SR-116/Alder Ave 1.3 A 1.3 A 5.0 A 2.2 A
Southbound (Alder Ave) Approach 28.2 D 25.8 C 53.9 F 30.1 D Traffic Signal (Overall Operation) - - - - 16.9 B 11.9 B
2. SR-116/W Cotati Ave 0.5 A 0.9 A 0.5 A 0.9 A
Northbound (W Cotati Ave) Approach 18.9 C 18.8 C 20.3 C 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 Baseline Alt plus Project Approach AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. SR-116/Alder Ave 0.5 A 0.4 A 1.0 A 0.6 A
Southbound (Alder Ave) Approach 9.5 A 13.5 B 10.1 B 14.3 B
2. SR-116/W Cotati Ave 14.8 B 18.6 B 21.6 C 20.4 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
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.
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 Future plus Project AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
2. SR-116/W Cotati Ave 12.0 B 33.7 C 12.1 B 35.3 D
3. SR-116/New North-South Street 15.5 B 25.1 C 18.8 B 26.2 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 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
Date of Count:
Number of Collisions: 5
Number of Injuries: 3
Number of Fatalities: 0
Average Daily Traffic (ADT): 18700
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
5 x
18,700 x x 5
Study Intersection 0.15 c/mve
Statewide Average* 0.13 c/mve
Notes
c/mve = collisions per million vehicles entering intersection * 2021 Collision Data on California State Highways, Caltrans Date of Count:
Number of Collisions: 1
Number of Injuries: 1
Number of Fatalities: 0
Average Daily Traffic (ADT): 18700
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Urban
1 x
18,700 x x 5
Study Intersection 0.03 c/mve
Statewide Average* 0.13 c/mve
Notes
c/mve = collisions per million vehicles entering intersection * 2021 Collision Data on California State Highways, Caltrans ADT x Days per Year x Number of Years
Injury Rate
0.0%
ADT = average daily total vehicles entering intersection
1.3%
100.0%
Collision Rate Fatality Rate
Collision Rate = 365
2:
Number of Collisions x 1 Million
1.3%
Collision Rate = ADT x Days per Year x Number of Years
60.0%
1,000,000
Fatality Rate Injury Rate
0.0%
Intersection Collision Rate Worksheet
October 1, 2018
September 30, 2023
Intersection # SR 116 & Alder Street
Collision Rate = 1,000,000
SR 116 & W Cotati Ave
47.3%
ADT = average daily total vehicles entering intersection October 1, 2018
365
Intersection #
September 30, 2023
Number of Collisions x 1 Million Collision Rate =
1:
Collision Rate
Cotati Village 2 Project
Wednesday, February 23, 2022
Wednesday, February 23, 2022
47.3%
ns
6/10/2024
Project Name: Organization:
Project Location: Performed By:
Scenario Description: Date:
Analysis Year: Checked By:
Analysis Period: Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 0
Retail 0
Restaurant 936 2 ksf 209 107 102
Cinema/Entertainment 0
Residential 221 126 du 47 11 36
Hotel 0
All Other Land Uses2 0
256 118 138
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 0 0 0
Restaurant 0 0 1 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 0 7 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 256 118 138 Office N/A N/A
Internal Capture Percentage 6% 7% 6% Retail N/A N/A
Restaurant 7% 1%
External Vehicle-Trips5 240 110 130 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 9% 19%
External Non-Motorized Trips6 0 0 0 Hotel N/A N/A
NCHRP 684 Internal Trip Capture Estimation Tool
Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) 0 0
Cinema/Entertainment
Development Data (For Information Only )
0 0
0 Estimated Vehicle-Trips3
Land Use
Cotati Village
Table 2-A: Mode Split and Vehicle Occupancy Estimates
Table 4-A: Internal Person-Trip Origin-Destination Matrix* Destination (To) Origin (From)
Origin (From) Destination (To)
Cinema/Entertainment
Land Use Entering Trips Exiting Trips
Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance) Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use 2 Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 5 Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. 1 Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 6 Person-Trips
*Indicates computation that has been rounded to the nearest whole number. 3 Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). 4 Enter 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.
SR 116/Alder Avenue
AM Street Peak Hour
W-Trans
BB
2024
5/14/2024
Project Name: Organization:
Project Location: Performed By:
Scenario Description: Date:
Analysis Year: Checked By:
Analysis Period: Date:
ITE LUCs1 Quantity Units Total Entering Exiting
Office 0
Retail 936 2 ksf 73 36 37
Restaurant 0
Cinema/Entertainment 0
Residential 221 126 du 49 30 19
Hotel 0
All Other Land Uses2 0
122 66 56
Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
All Other Land Uses2
Office Retail Restaurant Residential Hotel
Office
Retail 1000
Restaurant
Cinema/Entertainment
Residential 1000
Hotel
Office Retail Restaurant Residential Hotel
Office 0 0 0 0
Retail 0 0 9 0
Restaurant 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 3 0 0
Hotel 0 0 0 0
Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 122 66 56 Office N/A N/A
Internal Capture Percentage 20% 18% 21% Retail 8% 24%
Restaurant N/A N/A
External Vehicle-Trips5 98 54 44 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 30% 16%
External Non-Motorized Trips6 0 0 0 Hotel N/A N/A
*Indicates computation that has been rounded to the nearest whole number.
Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 5/14/2024
2024
PM Street Peak Hour
Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only ) Estimated Vehicle-Trips3 Table 2-P: Mode Split and Vehicle Occupancy Estimates
Land Use Entering Trips Exiting Trips
NCHRP 684 Internal Trip Capture Estimation Tool
Cotati Village W-Trans
SR 116/Alder Avenue BB
Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) Origin (From) Destination (To)
Cinema/Entertainment
Table 4-P: Internal Person-Trip Origin-Destination Matrix* Origin (From) Destination (To)
Cinema/Entertainment
0 0
0 0
0 Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use 4 Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be 6 Person-Trips
1 Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 2 Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3 Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). 5 Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P.
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 295 Residents ADU Units 1.5 Occupancy/Unit 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 5.6 Project Acres 46.3 Project Density -25.6% VMT Reduction (compared to density in project TAZ) 21.4 Density in Project TAZ -5.18 Adjustment to Base Project VMT/Capita
B. Integrate Affordable Housing Source: California Housing Partnership 126 units, 13 very low income
-2.9% VMT Reduction
-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 -1654 VMT Reduction with Adjustments and Mitigation
14.62 Project VMT/Capita with Adjustments & Mitigation 4311 Project VMT (mi) with Adjustments and Mitigation
15.55 OPR Significance Threshold
YES Is threshold met with adjustments and mitigation?
Lanes
Maximum Queues (veh)
35 SR 116
Alder Avenue
Alder Avenue
14 3
1 783
33 Alder Avenue
Southbound
Northbound
Westbound
Eastbound
2 3
2 1
SR 116
2 -
--
SR 116
-
1 mph
4 Northbound
Westbound
3 Two-Way Stop-Controlled Intersections
Maximum Queue Length
0 Uncontrolled Legs Speed Limit:
61 Alder Avenue
Through Street:
Volume Inputs (veh/hr)
# Lanes on Uncontrolled Legs:
Scenario:
Southbound
SR 116
Alder Avenue North/South
Baseline plus Project AM
Source: John T. Gard, ITE Journal, November 2001, "Estimating Maximum Queue Length at Unsignalized Intersections"
Side Street: Stop Controlled Legs:
Eastbound
SR 116
0 2
7 89
804
16 Lanes
Maximum Queue Length
Two-Way Stop-Controlled Intersections
Through Street: SR 116 Scenario: Baseline plus Project PM Uncontrolled Legs Speed Limit: 35 mph
# Lanes on Uncontrolled Legs: 4
Side Street: Alder Avenue Stop Controlled Legs: North/South Volume Inputs (veh/hr)
Southbound
Alder Avenue
21 27
SR 116
29 Westbound
SR 116
711 24
707
Eastbound
13 32 0 Northbound
000
Alder Avenue
Maximum Queues (veh)
Southbound
Alder Avenue
22 9
Westbound
--
- -
0 #NUM!
Alder Avenue
Source: John T. Gard, ITE Journal, November 2001, "Estimating Maximum Queue Length at Unsignalized Intersections"
Eastbound
Northbound
0 SR 116SR 116
2 -
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