Exhibit G - Traffic Operational Analysis Report [11-22-2024]

Exhibit G

Traffic Operational Analysis Report

November 22, 2024
Veterans Boulevard
at
Grantland-Gettysburg Avenues
In the City of Fresno, California
Prepared for:

Granville Homes
1306 W. Herndon Avenue, Suite #101
Fresno, CA 93711

Project No. 004-229

Traffic Engineering, Transportation Planning, & Parking Solutions 516 W. Shaw Ave., Ste. 103
Fresno, CA 93704
Phone: (559) 570-8991
www.JLBtraffic.com

Traffic Engineering, Transportation Planning, & Parking Solutions Z:\01 Projects\004 Fresno\004-229 Parc West\Report\R20241122 Veterans at Grantland TOA.docx Traffic Engineering, Transportation Planning, & Parking Solutions 516 W. Shaw Ave., Ste. 103
Fresno, CA 93704
Phone: (559) 570-8991
www.JLBtraffic.com

Traffic Operational Analysis Report

For the intersection of Veterans Boulevard at Grantland-Gettysburg Avenues

In the City of Fresno, CA

November 22, 2024

This Traffic Operational Analysis Report has been prepared under the direction of a licensed Traffic Engineer. The licensed Traffic Engineer attests to the technical information contained therein and has judged the qualifications of any technical specialists providing engineering data from which recommendations, conclusions and decisions are based.

Prepared by:

_________________________________
Jose Luis Benavides, PE, TE
President

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Table of Contents
Introduction and Summary ....................................................................................................................1 Introduction ................................................................................................................................................. 1 Summary ...................................................................................................................................................... 3 Existing plus 450 Dwelling Units Traffic Conditions ................................................................................. 3 Short Term plus 450 Dwelling Units Traffic Conditions ........................................................................... 3 Short Term plus 650 Dwelling Units Traffic Conditions ........................................................................... 3 Near Term plus Parc West Buildout Traffic Conditions ........................................................................... 4 Queuing Analysis ...................................................................................................................................... 4 Scope of Work ......................................................................................................................................5 Study Facilities ............................................................................................................................................. 5 Study Intersection .................................................................................................................................... 5 Study Scenarios ............................................................................................................................................ 7 Existing plus 450 Dwelling Units Traffic Conditions ................................................................................. 7 Short Term plus 450 Dwelling Units Traffic Conditions ........................................................................... 7 Short Term plus 650 Dwelling Units Traffic Conditions ........................................................................... 7 Near Term plus Parc West Buildout Traffic Conditions ........................................................................... 7 LOS Methodology ................................................................................................................................. 8 LOS Thresholds .....................................................................................................................................8 Operational Analysis Assumptions and Defaults ....................................................................................8 Existing plus 450 Dwelling Units Traffic Conditions .................................................................................9 Roadway Network ........................................................................................................................................ 9 Parc West Trip Generation (450 Dwelling Units) ......................................................................................... 9 Results of Existing plus 450 Dwelling Units Level of Service Analysis .......................................................... 9 Short Term plus 450 Dwelling Units Traffic Conditions ......................................................................... 12 Description of Short Term Projects ............................................................................................................ 12 Roadway Network ...................................................................................................................................... 12 Results of Short Term plus 450 Dwelling Units Level of Service Analysis .................................................. 12 Short Term plus 650 Dwelling Units Traffic Conditions ............................................................................ 15 Roadway Network ...................................................................................................................................... 15 Parc West Trip Generation (650 Dwelling Units) ....................................................................................... 15 Traffic Signal Warrants ............................................................................................................................... 15 Results of Short Term plus 650 Dwelling Units Level of Service Analysis .................................................. 16

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Veterans Boulevard at Grantland-Gettysburg Avenues - City of Fresno Traffic Operational Analysis Report
November 22, 2024

Near Term plus Parc West Buildout Traffic Conditions .......................................................................... 20 Description of Near Term Projects ............................................................................................................. 20 Roadway Network ...................................................................................................................................... 21 Parc West Trip Generation (Parc West Buildout) ...................................................................................... 21 Traffic Signal Warrants ............................................................................................................................... 21 Results of Near Term plus Parc West Buildout Level of Service Analysis .................................................. 22 Queuing Analysis ................................................................................................................................ 26 Conclusions and Recommendations..................................................................................................... 27 Existing plus 450 Dwelling Units Traffic Conditions ............................................................................... 27 Short Term plus 450 Dwelling Units Traffic Conditions ......................................................................... 27 Short Term plus 650 Dwelling Units Traffic Conditions ......................................................................... 27 Near Term plus Parc West Buildout Traffic Conditions ......................................................................... 27 Queuing Analysis .................................................................................................................................... 28 Study Participants ............................................................................................................................... 29 References .......................................................................................................................................... 30

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List of Figures
Figure 1: Vicinity Map ............................................................................................................................................... 2 Figure 2: Existing Rerouted - Traffic Volumes ............................................................................................................ 6 Figure 3: Project Only Trips – 450 Dwelling Units .................................................................................................... 10 Figure 4: Existing plus 450 Dwelling Units - Traffic Volumes .................................................................................... 11 Figure 5: Short Term Projects’ Trip Assignment (“L” Intersection)........................................................................... 13 Figure 6: Short Term plus 450 Dwelling Units – Traffic Volumes, Geometrics and Controls ..................................... 14 Figure 7: Project Only Trips – 650 Dwelling Units .................................................................................................... 17 Figure 8: Short Term Projects’ Trip Assignment (“T” Intersection) .......................................................................... 18 Figure 9: Short Term plus 650 Dwelling Units - Traffic Volumes, Geometrics and Controls ..................................... 19 Figure 10: Near Term Projects’ Trip Assignment ..................................................................................................... 23 Figure 11: Project Only Trips – Parc West Buildout ................................................................................................. 24 Figure 12: Near Term plus Parc West Buildout ........................................................................................................ 25

List of Tables
Table I: Parc West Trip Generation (450 Dwelling Units) ........................................................................................... 9 Table II: Short Term Projects’ Trip Generation ........................................................................................................ 12 Table III: Parc West Trip Generation (650 Dwelling Units) ....................................................................................... 15 Table IV: Short Term plus 650 Dwelling Units Intersection LOS Results ................................................................... 16 Table V: Near Term Projects’ Trip Generation ......................................................................................................... 20 Table VI: Parc West Trip Generation (Parc West Buildout) ...................................................................................... 21 Table VII: Near Term plus Parc West Buildout Intersection LOS Results .................................................................. 22 Table VIII: Queuing Analysis.................................................................................................................................... 26

List of Appendices
Appendix A: Scope of Work
Appendix B: Traffic Count
Appendix C: Methodology
Appendix D: Short Term plus 650 Dwelling Units Traffic Conditions Appendix E: Near Term plus Parc West Buildout Traffic Conditions Appendix F: Traffic Signal Warrants

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Introduction and Summary
Introduction
This Report describes a Traffic Operational Analysis (TOA) prepared by JLB Traffic Engineering, Inc. (JLB) for the intersection of Veterans Boulevard at Grantland-Gettysburg Avenues in the City of Fresno. The Parc West development has been conditioned to construct several traffic signals and roadway improvements at different points of development. One of these conditions includes the construction of a traffic signal at the future intersection of Veterans Boulevard at Grantland-Gettysburg Avenues prior to occupancy of the 450
th dwelling unit. Another of these conditions includes the construction of Veterans Boulevard between the Grantland-Gettysburg Avenues alignment and Shaw Avenue prior to occupancy of the 650th dwelling unit. As the current Parc West conditions stand, the intersection of future Veterans Boulevard at Grantland Avenue and future Gettysburg Boulevard would be built as an “L” intersection prior to occupancy of the 450
th dwelling unit and as a “T” intersection prior to occupancy of the 650th dwelling unit. The “L” and “T” intersections are depicted in the image below. Figure 1 shows the location of the Parc West site relative to the surrounding roadway network.

The purpose of the TOA is to evaluate the intersection of Veterans Boulevard at Grantland-Gettysburg Avenues, identify short-term and long-term roadway needs and determine potential roadway improvement measures. The Scope of Work was prepared via consultation with City of Fresno staff.

004-229 - 11/21/24 - DC/ABNNot To Scale
LEGEND#= STUDY INTERSECTION

BRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE

GETTYSBURG AVE
= FUTURE ROADWAY
1 VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoVicinity MapFigure 1

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November 22, 2024

Summary
The potential traffic impacts at the study intersection of Veterans Boulevard at Grantland Avenue were evaluated in accordance with the standards set forth by the Level of Service (LOS) policies of the City of Fresno.

Existing plus 450 Dwelling Units Traffic Conditions
• Under this scenario, Parc West is estimated to generate approximately 4,244 daily trips, 315 AM peak hour trips and 423 PM peak hour trips.
• An “L” intersection configuration cannot be analyzed for LOS operations given the lack of interaction between the traffic entering the intersection. As a result, the intersection was not able to be analyzed in this scenario. Given this information, it is safe to assume that Veterans Boulevard at Grantland Avenue as the an “L” intersection configuration will operate at an acceptable LOS during both peak periods.
• Therefore, it is recommended that the traffic controls for this intersection utilize a one-way stop sign that serves the southbound approach of Grantland Avenue.

Short Term plus 450 Dwelling Units Traffic Conditions
• The total trip generation for the Short Term Projects is 6,226 daily trips, 581 AM peak hour trips and 639 PM peak hour trips.
• An “L” intersection configuration cannot be analyzed for LOS operations given the lack of interaction between the traffic entering the intersection. As a result, the intersection was not able to be analyzed in this scenario. Given this information, it is safe to assume that Veterans Boulevard at Grantland Avenue as the an “L” intersection configuration will operate at an acceptable LOS during both peak periods.
• Therefore, it is recommended that the traffic controls for this intersection utilize a one-way stop sign that serves the southbound approach of Grantland Avenue.

Short Term plus 650 Dwelling Units Traffic Conditions
• Under this scenario, Parc West is estimated to generate approximately 6,130 daily trips, 455 AM peak hour trips and 611 PM peak hour trips.
• Under this scenario, the study intersection is projected to operate at an acceptable LOS during both peak periods.
• Based on the traffic signal warrant, operational analysis and engineering judgment, it is recommended that construction documents for the signalization of the study intersection be prepared and approved prior to occupancy of the 650th dwelling unit.

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November 22, 2024

Near Term plus Parc West Buildout Traffic Conditions
• The total trip generation for the Near Term Projects is 103,559 daily trips, 5,630 AM peak hour trips and 8,999 PM peak hour trips.
• Under this scenario, Parc West is estimated to generate approximately 7,728 daily trips, 563 AM peak hour trips and 752 PM peak hour trips.
• Under this scenario, the study intersection of Veterans Boulevard at Grantland Avenue is projected to exceed its LOS threshold during both peak periods. Additional details as to the recommended improvements for this intersection are presented later in this Report.

Queuing Analysis
• It is recommended that the City consider left-turn and right-turn lane storage lengths as indicated in the Queuing Analysis.

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Scope of Work
The TOA focused on evaluating traffic conditions at the intersection of Veterans Boulevard at Grantland- Gettysburg Avenues that will be impacted by the development of Parc West. On August 9, 2024, a Draft Scope of Work for the preparation of a Traffic Operational Analysis for this intersection was provided to the City of Fresno for their review and comment.

On August 27, 2024, the City of Fresno requested the verification of the status of five (5) near term projects, the elimination of one (1) near term project and the inclusion of five (5) additional near term projects. The near term projects were identified after further discussions with the City of Fresno and included in this TOA.

The Scope of Work and the comments received from the lead agency are included in Appendix A.

Study Facilities
The existing segment volume count was conducted along Grantland Avenue in August 2024 while schools the vicinity of the study intersection site were in session. The traffic count for the existing segment of Grantland Avenue is contained in Appendix B. The intersection turning movement volumes for the existing volumes rerouted for the “L” intersection are illustrated in Figure 2.

Study Intersection

1. Veterans Boulevard / Grantland-Gettysburg Avenue

NNot To Scale
LEGEND#= STUDY INTERSECTION

BRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE

GETTYSBURG AVE
= FUTURE ROADWAY
1 Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
558(391)556(318)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE
= AM PEAK HOUR TRIPS= PM PEAK HOUR TRIPSXX(XX)

PARC WEST
Figure 2
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoExisting Rerouted - Traffic Volumes

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Study Scenarios
Existing plus 450 Dwelling Units Traffic Conditions
This scenario evaluates total traffic volumes and roadway conditions based on the Existing plus 450 Dwelling Units Traffic Conditions. The Existing plus 450 Dwelling Units traffic volumes were obtained by adding the trips for 450 dwelling units of the Parc West development to the existing volumes that have been rerouted for the “L” intersection configuration. The Parc West Project Only Trips to the study facilities were developed based on existing travel patterns, the Fresno COG ABM Project Select Zone, the surrounding roadway network, engineering judgment, knowledge of the study area and the Fresno General Plan Circulation Element in the vicinity of Parc West’s location.

Short Term plus 450 Dwelling Units Traffic Conditions
This scenario evaluates total traffic volumes and roadway conditions based on the Short Term plus 450 Dwelling Units Traffic Conditions. The Short Term plus 450 Dwelling Units traffic volumes were obtained by adding the trips for 450 dwelling units of the Parc West development, the existing volumes that have been rerouted for the “L” intersection configuration and the Short Term related traffic under the “L” intersection configuration.

Short Term plus 650 Dwelling Units Traffic Conditions
This scenario evaluates total traffic volumes and roadway conditions based on the Short Term plus 650 Dwelling Units Traffic Conditions. The Short Term plus 650 Dwelling Units traffic volumes were obtained by adding the trips for 650 dwelling units of the Parc West development, the existing volumes that have been rerouted for the “T” intersection configuration and the Short Term related traffic under the “T” intersection configuration.

Near Term plus Parc West Buildout Traffic Conditions
This scenario evaluates total traffic volumes and roadways conditions based on the Near Term plus Parc West Buildout Traffic Conditions. The Near Term plus Parc West Buildout traffic volumes were obtained by adding the trips for the project buildout of the Parc West development, the existing volumes that have been rerouted for the “T” intersection configuration and the Near Term related traffic under the “T” intersection configuration.

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LOS Methodology
LOS is a qualitative index of the performance of an element of the transportation system. LOS is a rating scale running from “A” to “F”, with “A” indicating no congestion of any kind and “F” indicating unacceptable congestion and delays. LOS in this study describes the operating conditions for signalized and unsignalized intersections.

The Highway Capacity Manual (HCM) 7th Edition is the standard reference published by the Transportation Research Board and contains the specific criteria and methods to be used in assessing LOS.

Synchro software was used to define LOS in this study. Details regarding these calculations are included in Appendix C.

While LOS is no longer the criteria of significance for traffic impacts in the state of California, the City of Fresno continues to apply congestion-related conditions or requirements for land development projects through planning approval processes outside of CEQA Guidelines in order to continue the implementation of Fresno General Plan policies.

LOS Thresholds
The Fresno General Plan has established various degrees of acceptable LOS on its major streets, which are dependent on four (4) Traffic Impact Zones (TIZ) within the City (City of Fresno, 2014). The standard LOS threshold for TIZ I is LOS F, that for TIZ II is LOS E, that for TIZ III is LOS D, and that for TIZ IV is LOS E.

Additionally, the 2035 MEIR made findings of overriding consideration to allow a lower LOS threshold than that established by the underlying TIZ’s. For those cases in which a LOS criterion for a roadway segment differs from that of the underlying TIZ, such criteria are identified in the roadway description. As all the study facilities fall within TIZ III, LOS D is used to evaluate the potential LOS impacts for the study intersection within the City of Fresno pursuant to the Fresno General Plan.

Operational Analysis Assumptions and Defaults
The following operational analysis values, assumptions and defaults were used in this study to ensure a consistent analysis of LOS among the various scenarios. • Yellow time consistent with the California Manual on Uniform Traffic Control Devices (CA MUTCD) based on approach speeds (Caltrans, 2024).
• Yellow time of 3.2 seconds for left-turn phases.
• All-red clearance intervals of 1.0 second for all phases • Walk intervals of 7.0 seconds.
• Flashing Don’t Walk based on 3.5 feet/second walking speed with yellow plus all-red clearance subtracted and 2.0 seconds added.
• At the study intersection, a minimum heavy vehicle factor of 3 percent was utilized under all scenarios.
• An average of 10 pedestrian calls per hour at signalized intersections. • The observed approach Peak Hour Factor (PHF) of Grantland Avenue is utilized under all scenarios.

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November 22, 2024

Existing plus 450 Dwelling Units Traffic Conditions
Roadway Network
The roadways of the study intersection are discussed below. Figure 3 illustrates the Project Only Trips under the Existing plus 450 Dwelling Units Traffic Conditions. Figure 4 illustrates the traffic volumes for the study intersection under this scenario.

Grantland Avenue is an existing north-south four-lane divided arterial. In this area, Grantland Avenue extends south of Parkway Drive through the southern limits of the City of Fresno SOI. The City of Fresno 2035 General Plan Circulation Element designates Grantland Avenue as a two-lane arterial between Parkway Drive and Shaw Avenue, a four-lane collector between Shaw Avenue and Gettysburg Avenue and a four-lane super arterial between Gettysburg Avenue and Belmont Avenue.

Veterans Boulevard is an existing northeast-southwest six-lane divided super arterial directly north of Shaw Avenue. Veterans Boulevard will ultimately extend south of Shaw Avenue to its intersection with Grantland-Gettysburg Avenues. The City of Fresno 2035 General Plan Circulation Element designates Veterans Boulevard as a six-lane super arterial between Herndon Avenue and its future connection to Grantland-Gettysburg Avenues.

Parc West Trip Generation (450 Dwelling Units)
The trip generation rates for Parc West were obtained from the 11th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table I presents the trip generation rates for a portion of Parc West with trip generations for 450 dwelling units of Single-Family Housing (210).

Under this scenario, Parc West is estimated to generate approximately 4,244 daily trips, 315 AM peak hour trips and 423 PM peak hour trips.

Table I: Parc West Trip Generation (450 Dwelling Units) Land Use (ITE Code) Size Unit
Daily AM Peak Hour PM Peak Hour
Rate Total Trip
Rate
In Out
In Out Total Trip
Rate
In Out
In Out Total
% %
Single-Family Detached Housing
(210) 450 DU 9.43 4,244 0.70 26 74 82 233 315 0.94 63 37 266 157 423 Total Driveway Trips 4,244 82 233 315 266 157 423 Note: DU = Dwelling Units
Results of Existing plus 450 Dwelling Units Level of Service Analysis The intersection of future Veterans Boulevard at Grantland Avenue and future Gettysburg Avenue will be initially built as an “L” intersection configuration prior to occupancy of the 450th dwelling unit. An “L” intersection configuration cannot be analyzed for LOS operations given the lack of interaction between the traffic entering the intersection. As a result, the intersection was not able to be analyzed in this scenario. Given this information, it is safe to assume that Veterans Boulevard at Grantland Avenue as an “L” intersection configuration will operate at an acceptable LOS during both peak periods. Therefore, it is recommended that the traffic controls for this intersection utilize a one-way stop sign that serves the southbound approach of Grantland Avenue.

NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
147(94)42(138)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
#= STUDY INTERSECTION= FUTURE ROADWAY= AM PROJECT ONLY TRIPS= PM PROJECT ONLY TRIPSXX(XX) Figure 3
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoProject Only Trips - 450 Dwelling Units NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
705(485)598(456)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
#= STUDY INTERSECTION= FUTURE ROADWAY= AM PEAK HOUR TRIPS= PM PEAK HOUR TRIPSXX(XX) Figure 4
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoExisting plus 450 Dwelling Units - Traffic Volumes

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Short Term plus 450 Dwelling Units Traffic Conditions
Description of Short Term Projects
Short Term Projects consist of developments that were specifically requested to be analyzed in addition to Parc West in this scenario by the City of Fresno. Therefore, the Short Term Projects listed in Table II are Short Term Projects within the proximity of the study intersection that are projected to add traffic to the study intersection.

Table II: Short Term Projects’ Trip Generation
Short Term
Project ID
Short Term
Project Name
Daily
Trips
AM
Peak Hour
PM
Peak Hour
A TT 6234² 4,502 354 472
B TT 6308² 1,208 95 127
C Justin Garza Highschool³ 516 132 40
Total Short Term Project Trips 6,226 581 639
Note: 1 = Trip Generation prepared by JLB Traffic Engineering, Inc. based on readily available information 2 = Trip Generation based on JLB Traffic Engineering, Inc. Traffic Impact Analysis Report 3 = Trip Generation based on a Traffic Impact Analysis Report by another Traffic Engineering Firm

The trip generation listed in Table II is that which is anticipated to be added to the streets and highways by Short Term Projects. As shown in Table II, the total trip generation for the Short Term Projects is 6,226 weekday daily trips, 581 weekday AM peak hour trips and 639 weekday PM peak hour trips. Figure 5 illustrates the location of the Short Term Projects and their combined trip assignment to the study intersection under the Short Term plus 450 Dwelling Units Traffic Conditions scenario.

Roadway Network
The Short Term plus 450 Dwelling Units Traffic Conditions scenario assumes that the roadway geometrics and traffic controls will remain the same as the Existing plus 450 Dwelling Units scenario. Figure 6 illustrates the traffic volumes for the study intersection under this scenario.

Results of Short Term plus 450 Dwelling Units Level of Service Analysis The intersection of Grantland Avenue at future Veterans Boulevard and future Gettysburg Avenue will be initially built as an “L” intersection configuration prior to occupancy of the 450th dwelling unit. An “L” intersection configuration cannot be analyzed for LOS operations given the lack of interaction between the traffic entering the intersection. As a result, the intersection was not able to be analyzed in this scenario. Given this information, it is safe to assume that the intersection will operate at an acceptable LOS during both peak periods. Therefore, it is recommended that the traffic controls for this intersection utilize a one-way stop sign that serves the southbound approach of Grantland Avenue.

NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
33(15)53(24)
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VETERANS BLVD

SHAW AVE

GARFIELD AVE
X= SHORT TERM PROJECT LOCATION

PARC WEST
A
C B
#= STUDY INTERSECTION= FUTURE ROADWAY= AM SHORT TERM TRIPS= PM SHORT TERM TRIPSXX(XX) Figure 5
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoShort Term Projects' Trip Assignment ("L" Intersection) NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
738(500)651(480)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
= STOP SIGN#= STUDY INTERSECTION= FUTURE ROADWAY= AM PEAK HOUR TRIPS= PM PEAK HOUR TRIPSXX(XX) Figure 6
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoShort Term plus 450 Dwelling Units - Traffic Volumes, Geometrics and Controls

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Short Term plus 650 Dwelling Units Traffic Conditions
Roadway Network
The Short Term plus 650 Dwelling Units Traffic Conditions scenario assumes that the intersection of Veterans Boulevard at Grantland-Gettysburg Avenues will be built as a “T” intersection configuration.

Figure 7 illustrates the Project Only Trips under the Short Term plus 650 Dwelling Units Traffic Conditions.

Figure 8 illustrates the location of the Short Term Projects and their combined trip assignment to the study intersection under the Short Term plus 650 Dwelling Units Traffic Conditions scenario. Figure 9 illustrates the traffic volumes, geometrics and traffic controls for the study intersection under this scenario.

Parc West Trip Generation (650 Dwelling Units)
The trip generation rates for Parc West were obtained from the 11th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table III presents the trip generation rates for a portion of Parc West with trip generations for 650 dwelling units of Single-Family Housing (210).

Under this scenario, Parc West is estimated to generate approximately 6,130 daily trips, 455 AM peak hour trips and 611 PM peak hour trips.

Table III: Parc West Trip Generation (650 Dwelling Units) Land Use (ITE Code) Size Unit
Daily AM Peak Hour PM Peak Hour
Rate Total Trip
Rate
In Out
In Out Total Trip
Rate
In Out
In Out Total
% %
Single-Family Detached Housing
(210) 650 DU 9.43 6,130 0.70 26 74 118 337 455 0.94 63 37 385 226 611 Total Driveway Trips 6,130 118 337 455 385 226 611 Note: DU = Dwelling Units
Traffic Signal Warrants
The CA MUTCD indicates that an engineering study of traffic conditions, pedestrian characteristics and physical features of an intersection shall be conducted to determine whether the installation of traffic signal controls are justified. The CA MUTCD provides a total of nine (9) warrants to evaluate the need for traffic signal controls. These warrants include 1) Eight-Hour Vehicular Volume, 2) Four-Hour Vehicular Volume, 3) Peak Hour, 4) Pedestrian Volume, 5) School Crossing, 6) Coordinated Signal System, 7) Crash Experience, 8) Roadway Network and 9) Intersection Near a Grade Crossing. Signalization of an intersection may be appropriate if one or more of the signal warrants is satisfied. However, the CA MUTCD also states that “[t]he satisfaction of a signal warrant or warrants shall not in itself require the installation of a traffic control signal” (Caltrans, 2024).

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If traffic signal warrants are satisfied when a LOS threshold impact is identified at an unsignalized intersection, then installation of a traffic signal control may serve as an improvement measure. For instances where traffic signal warrants are satisfied, a traffic signal control is not considered to be the default improvement measure. Since the installation of a traffic signal control typically results in increased average delay and requires the construction of additional lanes, an attempt is made to improve the intersection approach lane geometrics in order to improve its LOS while maintaining the existing intersection controls. If the additional lanes did not result in acceptable LOS at the intersection, then in those cases implementation of a traffic signal control would be considered.

Warrant 3 was prepared for the study intersection under the Short Term plus 650 Dwelling Units Traffic Conditions scenario. This warrant is contained in Appendix F. Under this scenario, Warrant 3 is met for the study intersection during both peak periods. Based on the traffic signal warrant, operational analysis and engineering judgment, it is recommended that construction documents for the signalization of the study intersection be prepared and approved prior to occupancy of the 650 th dwelling unit.

Results of Short Term plus 650 Dwelling Units Level of Service Analysis Figure 9 illustrates the Short Term plus 650 Dwelling Units turning movement volumes, intersection geometrics and traffic controls. LOS worksheets for the Short Term plus 650 Dwelling Units Traffic Conditions scenario are provided in Appendix D. Table IV presents a summary of the Short Term plus 650 Dwelling Units peak hour LOS at the study intersection.

Under this scenario, the study intersection is projected to operate at an acceptable LOS during both peak periods.

Table IV: Short Term plus 650 Dwelling Units Intersection LOS Results ID Intersection Intersection Control
AM (7 - 9) Peak Hour PM (4 - 6) Peak Hour
Average Delay
(sec/veh) LOS Average Delay
(sec/veh) LOS
1 Veterans Boulevard / Grantland Avenue Two-Way Stop 24.3 C 15.1 C Note: LOS for two-way and one-way STOP controlled intersections are based on the worst approach/movement of the minor street.

NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
56(184)Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
193(126)14(9)4(18)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
#= STUDY INTERSECTION= FUTURE ROADWAY= AM PROJECT ONLY TRIPS= PM PROJECT ONLY TRIPSXX(XX) Project Only Trips - 650 Dwelling UnitsFigure 7
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoProject Only Trips - 650 Dwelling Units NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
31(7)Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
14(7)19(8)22(17)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
A
C B
X= SHORT TERM PROJECT LOCATION#= STUDY INTERSECTION= FUTURE ROADWAY= AM SHORT TERM TRIPS= PM SHORT TERM TRIPSXX(XX) Figure 8
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoShort Term Projects' Trip Assignment ("T" Intersection) NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
3(9)504(430)Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
625(426)173(115)165(114)8(5)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
= STOP SIGN#= STUDY INTERSECTION= FUTURE ROADWAY= AM PEAK HOUR TRIPS= PM PEAK HOUR TRIPSXX(XX) Figure 9
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoShort Term plus 650 Dwelling Units - Traffic Volumes, Geometrics and Controls

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Near Term plus Parc West Buildout Traffic Conditions
Description of Near Term Projects
Near Term Projects consist of developments that are either under construction, built but not fully occupied, are not built but have final site development review (SDR) approval. City of Fresno staff were consulted throughout the preparation of this TIA regarding Near Term Projects that could potentially impact the study intersection. JLB staff conducted a reconnaissance to confirm the Near Term Projects.

Therefore, the Near Term Projects listed in Table V were within the proximity of the study intersection.

Table V: Near Term Projects’ Trip Generation
Near Term
Project ID
Near Term
Project Name
Daily
Trips
AM
Peak Hour
PM
Peak Hour
A TT 6234² 4,502 354 472
B TT 6308² 1,208 95 127
C Justin Garza Highschool³ 516 132 40
D TT 5479¹ 1,150 85 115
E TT 5537¹ 377 28 38
F TT 5604¹ 1,037 77 103
G TT 5756¹ 962 71 96
H TT 5766¹ 170 13 17
I TT 6192² 1,207 90 120
J TT 6195² 840 66 88
K TT 6199² 1,104 87 116
L TT 6294³ 1,748 137 184
M TT 6310¹ 358 27 36
N TT 6423¹ 783 58 78
O TT 6429² 1,226 91 122
P TT 6472³ 4,026 287 366
Q Ashlan and Blythe Commercial² 5,088 346 357
R Ashlan and Polk Commercial² 2,589 247 183
S AutoZone/Pizza Hut Development¹ 1,099 82 94
T Bella Vita² 6,777 471 544
U Dakota and Grantland² 1,699 133 178
V El Paseo³ 41,213 1,251 3,473
W Fresno Costco³ 10,616 284 934
X Golden West Plaza² 313 7 27
Y Jack in the Box² 1,284 118 84
Z Riverside Apartments² 2,101 161 196
AA Shaw and 99 Mixed-Use Development² 3,332 302 321
AB SWC Herndon and Hayes² 5,036 454 397
AC Westbridge Apartments² 1,198 76 93
Total Near Term Project Trips 103,559 5,630 8,999
Note: 1 = Trip Generation prepared by JLB Traffic Engineering, Inc. based on readily available information 2 = Trip Generation based on JLB Traffic Engineering, Inc. Traffic Impact Analysis Report 3 = Trip Generation based on a Traffic Impact Analysis Report by another Traffic Engineering Firm

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The trip generation listed in Table V is that which is anticipated to be added to the streets and highways by Near Term Projects between the time of the preparation of this Report and five (5) years after buildout of Parc West. As shown in Table V, the total trip generation for the Near Term Projects is 103,559 weekday daily trips, 5,630 weekday AM peak hour trips and 8,999 weekday PM peak hour trips. It should be noted that a large percentage of the non-residential trips are often pass-by or diverted trips and thus the net new trips from the near term projects would likely be lower. Nevertheless, this TIA provides a conservative analysis of the traffic impacts by utilizing the total Near Term Project trips. Figure 10 illustrates the location of the Near Term Projects and their combined trip assignment to the study intersection under the Near Term plus Parc West Buildout Traffic Conditions scenario.

Roadway Network
The Near Term plus Parc West Buildout Traffic Conditions scenario assumes that the Short Term plus 650 Dwelling Units roadway geometrics and traffic controls will remain in place. Figure 11 illustrates the Project Only Trips under the Near Term plus Parc West Buildout Traffic Conditions. Figure 12 illustrates the traffic volumes, geometrics and traffic controls for the study intersection under this scenario.

Parc West Trip Generation (Parc West Buildout)
The trip generation rates for Parc West were obtained from the 11th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table VI presents the trip generation rates for Parc West with trip generations for 738 dwelling units of Single-Family Housing (210), 114 dwelling units of Multifamily Housing (Low-Rise) (210) and 1.819 acres of Public Park (411). Under this scenario, Parc West is estimated to generate approximately 7,728 daily trips, 563 AM peak hour trips and 752 PM peak hour trips.

Table VI: Parc West Trip Generation (Parc West Buildout) Land Use (ITE Code) Size Unit
Daily AM Peak Hour PM Peak Hour
Rate Total Trip
Rate
In Out
In Out Total Trip
Rate
In Out
In Out Total
% %
Single-Family Detached Housing
(210) 738 DU 9.43 6,959 0.70 26 74 134 383 517 0.94 63 37 437 257 694 Multifamily Housing (Low Rise)
Not Close to Transit (220) 114 DU 6.74 768 0.40 24 76 11 35 46 0.51 63 37 37 21 58 Public Park (411) 1.819 Acres 0.78 1 0.02 59 41 0 0 0 0.11 55 45 0 0 0 Total Driveway Trips 7,728 145 418 563 474 278 752 Note: DU = Dwelling Units

Traffic Signal Warrants
Warrant 3 was prepared for the study intersection under the Near Term plus Parc West Buildout Traffic Conditions scenario. This warrant is contained in Appendix F. Under this scenario, Warrant 3 is met for the study intersection during both peak periods. Based on the traffic signal warrant, operational analysis and engineering judgment, signalization is recommended for the study intersection.

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Results of Near Term plus Parc West Buildout Level of Service Analysis Figure 12 illustrates the Near Term plus Parc West Buildout turning movement volumes, intersection geometrics and traffic controls. LOS worksheets for the Near Term plus Parc West Buildout Traffic Conditions scenario are provided in Appendix G. Table VII presents a summary of the Near Term plus Parc West peak hour LOS at the study intersection.

Under this scenario, the study intersection of Veterans Boulevard at Grantland Avenue is projected to exceed it LOS threshold during both peak periods. It is recommended that the following improvements be considered for implementation to improve the LOS at this intersection. • Veterans Boulevard / Grantland Avenue
 Signalize the intersection with protective left-turn phasing in all directions.

Table VII: Near Term plus Parc West Buildout Intersection LOS Results ID Intersection Intersection Control
AM (7 - 9) Peak Hour PM (4 - 6) Peak Hour
Average Delay
(sec/veh) LOS Average Delay
(sec/veh) LOS
1 Veterans Boulevard / Grantland Avenue Two-Way Stop >120.0 F 47.7 E Traffic Signal (Improved) 31.1 C 23.2 C
Note: LOS = Level of Service based on average delay on signalized intersections and All-Way STOP Controls.

LOS for two-way STOP controlled intersections are based on the worst approach/movement of the minor street.

NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
20(48)105(164)Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
111(156)63(79)58(85)24(17)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE
A
G
J
K
L
O
P
RQ
S
U
VW Y
AAAC
Figure 10
C B

FNEDHIM
Z TAB
#= STUDY INTERSECTION= FUTURE ROADWAY= AM NEAR TERM TRIPS= PM NEAR TERM TRIPSXX(XX)X= NEAR TERM PROJECT LOCATION004-229 - 11/21/24 - DC/AB Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoNear Term Projects' Trip Assignment NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
69(227)Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
239(155)18(11)5(22)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE

PARC WEST
#= STUDY INTERSECTION= FUTURE ROADWAY= AM PEAK HOUR TRIPS= PM PEAK HOUR TRIPSXX(XX) Figure 11
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoProject Only Trips - Parc West Buildout NNot To Scale

LEGENDBRYAN AVE

GRANTLAND AVE

ASHLAN AVE

DAKOTA AVE
GETTYSBURG AVE1
23(57)591(630)Grantland Ave
Veterans Blvd
Grantland AveVeterans Blvd &1.
768(604)221(188)202(186)32(22)
PHONE:(559) 570-8991, EMAIL: [email protected], www.JLBtraffic.com 516 W. Shaw Ave., Ste. 103, Fresno, CA 93704

VETERANS BLVD

SHAW AVE

GARFIELD AVE
= STOP SIGN#= STUDY INTERSECTION= FUTURE ROADWAY= AM PEAK HOUR TRIPS= PM PEAK HOUR TRIPSXX(XX) Figure 12
004-229 - 11/21/24 - DC/AB
Veterans Boulevard at Grantland-Gettysburg AvenuesCity of FresnoNear Term plus Parc West Buildout

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November 22, 2024

Queuing Analysis
Table VIII provides a queue length summary for left-turn and right-turn lanes at the study intersection under all study scenarios. The queuing analyses for the study intersection are contained in the LOS worksheets for the respective scenarios. Appendix C contains the methodologies used to evaluate this intersection. Queuing analyses were completed using SimTraffic output information. Synchro provides both 50th and 95th percentile maximum queue lengths (in feet). According to the Synchro Studio 12 User Guide, “the 50th percentile maximum queue is the maximum back of queue on a typical cycle and the 95th percentile queue is the maximum back of queue with 95th percentile volumes” (Cubic ITS, Inc., 2023). The queues shown in Table VIII are the 95th percentile queue lengths for the respective lane movements.

The California Highway Design Manual (CA HDM) provides guidance for determining deceleration lengths for the left-turn and right-turn lanes based on design speeds. According to the CA HDM, tapers for right- turn lanes are “usually unnecessary since main line traffic need not be shifted laterally to provide space for the right-turn lane. If, in some rare instances, a lateral shift were needed, the approach taper would use the same formula as for a left-turn lane” (Caltrans, 2021). Therefore, a bay taper length pursuant to the CA HDM would need to be added, as necessary, to the recommended storage lengths presented in Table VIII.

The storage capacity for the Near Term plus Parc West Buildout Traffic Conditions shall be based on the SimTraffic output files and engineering judgment. The values in bold presented in Table VIII are the projected queue lengths that will likely need to be accommodated by the Near Term plus Parc West Buildout Traffic Conditions scenario.

Table VIII: Queuing Analysis
ID Intersection Existing Queue Storage Length
(ft.)
Short Term plus 650
Dwelling Units
Near Term plus Parc West
Buildout

AM PM AM PM
1 Veterans Boulevard
/
Grantland Avenue
Eastbound Left * 31 19 51 57
Eastbound Right * 61 46 133 107
Northbound Left * 75 59 245 169
Northbound Through * 0 0 219 199
Southbound Through * 0 0 314 368
Southbound Right * 7 0 39 140
Note: * = Does not exist or is not projected to exist

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Conclusions and Recommendations
Conclusions and recommendations regarding the intersection of Veterans Boulevard at Grantland Avenue are presented below.

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• Under this scenario, the study intersection of Veterans Boulevard at Grantland Avenue is projected to exceed its LOS threshold during both peak periods. It is recommended that the following improvements be implemented to improve the LOS at this intersection. o Veterans Boulevard / Grantland Avenue
 Signalize the intersection with protective left-turn phasing in all directions.

Queuing Analysis
• It is recommended that the City consider left-turn and right-turn lane storage lengths as indicated in the Queuing Analysis.

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Study Participants
JLB Traffic Engineering, Inc. Personnel:

Jose Luis Benavides, PE, TE Project Manager
Matthew Arndt, EIT Engineer I/II
Christian Sanchez, EIT Engineer I/II
Adrian Benavides Engineer I/II
Arjun Dillon Engineering Aide
Diana Cortes Engineering Aide

Persons Consulted:

Brian Phelps Granville Homes
Jill Gormley, TE City of Fresno
Sophia Pagoulatos City of Fresno

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References
Caltrans. 2019. "Highway Design Manual". Sacramento: State of California.

Caltrans. 2020. “Vehicle Miles Traveled-Focused Transportation Impact Study Guide”. Sacramento: State of California.

Caltrans. 2021. "California Manual on Uniform Traffic Control Devices". Sacramento: State of California.

City of Fresno. 2009. "Traffic Impact Study Guidelines". Fresno: City of Fresno.

City of Fresno. 2014. "Fresno General Plan". Fresno: City of Fresno.

Cubic ITS, Inc. 2023. “Synchro Studio 12 User Guide”. Sugar Land: Trafficware, LLC.

National Academies of Sciences, Engineering, and Medicine. 2022. “Highway Capacity Manual 7th Edition:

A Guide for Multimodal Mobility Analysis” Washington: The National Academies Press.

Transportation Research Board. 2016. "Highway Capacity Manual". Washington: The National Academy of Sciences.

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Appendix A: Scope of Work

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August 9, 2024

Mrs. Jill Gormley, T.E.

Assistant Director
City of Fresno
2600 Fresno Street
Fresno, CA 93721-3616

Via Email Only: [email protected]

Subject: Draft Scope of Work for the Preparation of a Traffic Operational Analysis for the Intersection of Gettysburg Avenue at Veterans Boulevard-Grantland Avenue in the City of Fresno (JLB Project 004-067)
Dear Mrs. Gormley,
JLB Traffic Engineering, Inc. (JLB) hereby submits this Draft Scope of Work for the preparation of a Traffic Operational Analysis (TOA) for the above referenced intersection. The Parc West development was conditioned to construct several traffic signals and roadway improvements at different points of development. One of these conditions includes the construction of a traffic signal at the future intersection of Grantland Avenue at Veterans Boulevard prior to occupancy of the 450 th dwelling unit.

Another of these conductions includes the construction of Veterans Boulevard between the Gettysburg Avenue alignment and Shaw Avenue prior to occupancy of the 650th dwelling unit. As the current Parc West conditions stand, the intersection of Grantland Avenue at future Veterans Boulevard and future Gettysburg Boulevard would be built as an “L” intersection prior to occupancy of the 450th dwelling unit and as a “T” intersection prior to occupancy of the 650th dwelling unit. The “L” and “T” intersections are depicted in the image below. The purpose of this TOA is to determine the timing of the signalization of the intersection of Grantland Avenue with Veterans Boulevard. To complete this analysis, JLB proposes the following TOA Draft Scope of Work.

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Mrs. Gormley
Grantland-Gettysburg-Veterans Intersection TOA - Draft Scope of Work August 9, 2024
Scope of Work
• JLB Proposes to utilize the Fresno Council of Governments traffic forecasting model run for the project (Select Zone Analysis) utilized for the original Parc West TIA dated November 27, 2019 . • JLB will conduct new traffic 24-hour directional volume count for Grantland Avenue between Rialto Avenue and the Gettysburg Avenue alignment. This count will be tabulated in 15-minute intervals. • JLB will perform a site visit to observe existing traffic conditions, especially during the AM and PM peak hours. Existing roadway conditions including intersection geometrics and traffic controls will be verified.
• JLB will forecast trip distribution based on turn count information, school boundaries and knowledge of the existing and planned circulation network in the vicinity of the Project. • JLB will evaluate existing and forecasted levels of service (LOS) at the study intersection(s). JLB will use HCM 7 methodologies within Synchro to perform this analysis for the AM and PM peak hours.

JLB will identify the causes of poor LOS.
• JLB will prepare California Manual on Uniform Traffic Control Devices (CA MUTCD) peak hour signal warrants for the study intersection under all study scenarios.

Study Scenarios:

1. Existing plus 450 Parc West Single Family Residential Units traffic conditions with proposed improvement measures (if any);

2. Existing plus 450 Parc West Single Family Residential Units + Short Term Projects traffic conditions with proposed improvement measures (if any);

3. Existing plus 650 Parc West Single Family Residential Units + Short Term Projects traffic conditions with proposed improvement measures (if any); and

4. Near Term plus Parc West Buildout traffic conditions with needed improvements (if any).

Weekday (Tuesday, Wednesday, or Thursday Only) peak hours to be analyzed:

1. 7 - 9 AM peak hour

2. 4 - 6 PM peak hour
Study Intersections:

1. Grantland Avenue / Gettysburg Avenue (future) / Veterans Boulevard (future) Parc West Trip Generation
The trip generation rates for Parc West were obtained from the 11th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table I presents the trip generation for 450 Single-Family Detached Housing units. At 450 Single Family Detached Housing units, Parc West is estimated to generate approximately 4,244 daily trips, 315 AM peak hour trips and 423 PM peak hour trips.

Table I: Parc West at 450 Single Family Housing Units Trip Generation Note: d.u. = Dwelling Units
Land Use (ITE Code) Size Unit
Daily AM Peak Hour PM Peak Hour
Rate Total Trip
Rate
In Out In Out Total Trip
Rate
In Out In Out Total % %
Single-Family Detached Housing (210) 450 d.u. 9.43 4,244 0.70 26 74 82 233 315 0.94 63 37 266 157 423 Total Project Trips 4,244 82 233 315 266 157 423

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Mrs. Gormley
Grantland-Gettysburg-Veterans Intersection TOA - Draft Scope of Work August 9, 2024
Table II presents the Parc West trip generation for 650 Single-Family Detached Housing units. At 650 Single Family Detached Housing units, Parc West is estimated to generate approximately of 6,130 daily trips, 455 AM peak hour trips and 611 PM peak hour trips.

Table II: Parc West at 650 Single Family Housing Units Trip Generation Note: d.u. = Dwelling Units
Table III presents the Parc West Buildout Trip Generation. At Buildout, Parc West will include the construction of up to 738 Single-Family Detached Housing units, 114 Multifamily Housing (Low Rise) units, and a 1.819-acre Public Park. Parc West at Buildout is estimated to generate approximately 7,728 daily trips, 563 AM peak hour trips and 752 PM peak hour trips.

Table III: Proposed Project Buildout Land Use Trip Generation Note: d.u. = Dwelling Units
Short Term and Near Term Cumulative Projects to be Included Based on our local knowledge of the study area, JLB proposes to include the following projects in the vicinity of the proposed study intersection under the Short Term, Near Term and Buildout of the Parc West Project. Under the Near Term Plus Parc West Buildout analysis, it will be assumed that one hundred percent of these Near Term projects have been developed. For the Existing plus 450 and Existing plus 650 dwelling units, JLB will coordinate with City of Fresno Traffic Engineering the portions of the Short Term or Near Term projects to be assumed to be built prior to completing the analysis for those scenarios. The cumulative projects proposed to be included in the Short Term and Near Term study scenarios are:

Short Term Cumulative Project Name General Location

1. TT 6162 NE of Hayes Avenue and Ashlan Avenue

2. TT 6234 NW and SW of Dakota Avenue and Hayes Avenue

3. TT 6308 NE Bryan Avenue and Ashlan Avenue

4. Justin Garza High School NE of Ashlan Avenue and Grantland Avenue

Land Use (ITE Code) Size Unit
Daily AM Peak Hour PM Peak Hour
Rate Total Trip
Rate
In Out In Out Total Trip
Rate
In Out In Out Total % %
Single-Family Detached Housing (210) 650 d.u. 9.43 6,130 0.70 26 74 118 337 455 0.94 63 37 385 226 611 Total Project Trips 6,130 118 337 455 385 226 611 Land Use (ITE Code) Size Unit
Daily AM Peak Hour PM Peak Hour
Rate Total Trip
Rate
In Out In Out Total Trip
Rate
In Out In Out Total % %
Single-Family Detached Housing (210) 738 d.u. 9.43 6,959 0.70 26 74 134 383 517 0.94 63 37 437 257 694 Multifamily Housing (Low Rise) (220) 114 d.u 6.74 768 0.40 24 76 11 35 46 0.51 63 37 37 21 58 Public Park (411) 1.81 acres 0.78 1 0.02 59 41 0 0 0 0.11 55 45 0 0 0 Total Project Trips 7,728 145 418 563 474 278 752

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Mrs. Gormley
Grantland-Gettysburg-Veterans Intersection TOA - Draft Scope of Work August 9, 2024
Near Term Cumulative Project Name

5. TT 5479 SE of Dakota Avenue and Cornelia Avenue

6. TT 5537 SW of Polk Avenue and Dayton Avenue

7. TT 5538 (portion of) SE of Ashlan Avenue and Hayes Avenue

8. TT 5604 NE of Shields Avenue and Hayes Avenue

9. TT 5756 Ashlan Avenue between Polk Avenue and Hayes Avenue

10. TT 5766 Ashlan Avenue between Blythe Avenue and Cornelia Avenue

11. TT 6192 SE of Dakota Avenue and Blythe Avenue

12. TT 6199 SE of Ashlan Avenue and Grantland Avenue

13. Ashlan and Blythe Commercial NE of Ashlan Avenue and Blythe Avenue

14. Ashlan and Polk Commercial NE of Ashlan Avenue and Polk Avenue

15. AutoZone/Pizza Hut Development SE of Weber Avenue and Clinton Avenue

16. Dakota Grantland Subdivision SE of Grantland Avenue and Dakota Avenue

17. El Paseo (portion of) SE of Herndon Avenue and Golden State

18. Fresno Costco NE of Herndon Avenue and Riverside Avenue

19. Herndon Hayes Commercial SW of Herndon Avenue and Hayes Avenue

20. Jack in the Box SW of Shaw Avenue and Barcus Avenue

21. Manufactured Housing Development SW of Marks Avenue and Olive Avenue

22. Shaw and 99 Mixed-Use SE of Island Water Park

23. Westbridge Apartments SE of Barstow Avenue and Grantland Avenue

24. Bella Vista NW of Veterans Boulevard and Hayes Avenue

25. Commercial Development SW of Clinton Avenue and Blythe Avenue

26. Multi-Family Residential SE of Herndon Avenue and Riverside Drive

Other Near-Term Projects the City has knowledge of and for which it is anticipated that said project(s) is/are projected to be whole or partially built by the Near Term Plus Project Buildout. City would provide JLB with project details such as a project description, location, proposed land uses with breakdowns and type of residential units and square footage for non-residential uses.

Thank you for your review of the above proposed scope of work. If you have any questions or require additional information, please contact me by phone at (559) 570-8991 or by e-mail at [email protected].

Sincerely,

Jose Luis Benavides, P.E., T.E.

President

cc: Matthew Arndt EIT, JLB Traffic Engineering, Inc.

Z:\01 Projects\004 Fresno\004-229 Parc West\Draft Scope of Work\L20240809 Gettysburg Veterans Draft Scope of Work.docx

1 Matt Arndt
From: Jill Gormley <[email protected]>
Sent: Tuesday, August 27, 2024 6:04 PM
To: Matt Arndt
Subject: RE: Gettysburg Veterans Draft Scope of Work
Hi MaƩ,

I have the following comments on the scope of work.

1. Please conﬁrm near-term cumulaƟve projects 5, 8,12,15, & 16 are approved.

2. Near term project 21 is too far from the project site and does not need to be included in the analysis.

3. Please include the following near term projects
a. Lennar development at Veterans/GeƩysburg/Grantland
b. SF development on the SEC of Ashlan/Bryan
c. Gas StaƟon at Barstow/Grantland
d. Tract 6294 – Barstow/Grantland
e. Development NEC Shields/Polk

Let me know if you have any quesƟons.

Jill

From: Jill Gormley
Sent: Thursday, August 22, 2024 2:18 PM
To: 'Matt Arndt' <[email protected]>
Subject: RE: Gettysburg Veterans Draft Scope of Work

Hi MaƩ,

I plan on ﬁnishing my review and having comments completed by Tuesday.

Jill

From: Matt Arndt <[email protected]>
Sent: Thursday, August 22, 2024 1:32 PM
To: Jill Gormley <[email protected]>
Subject: RE: Gettysburg Veterans Draft Scope of Work

External Email: Use caution with links and attachments

Hello Jill,

Just following up on this draŌ scope of Work to see if you had a chance to review. Please let me know if you have any quesƟons.

www.JLBtraffic.com

[email protected]
516 W. Shaw Ave., Ste. 103
Fresno, CA 93704 App | B
(559) 570-8991

Appendix B: Traffic Count

Metro Traffic Data Inc.
310 N. Irwin Street - Suite 20
Hanford, CA 93230 Prepared For: JLB Traffic Engineering, Inc. 516 W. Shaw Ave, Suite 103
800-975-6938 Phone/Fax Fresno, CA 93704
www.metrotrafficdata.com

STREET LATITUDE

SEGMENT LONGITUDE

COLLECTION DATE WEATHER

NUMBER OF LANES
Hour 1st 2nd 3rd 4th Total 1st 2nd 3rd 4th Total
12:00 AM 0 4 1 3 8 2 1 3 4 10 18
1:00 AM 2 3 0 1 6 1 1 1 1 4 10
2:00 AM 2 0 0 0 2 2 1 0 0 3 5
3:00 AM 6 0 0 5 11 0 1 0 0 1 12
4:00 AM 1 3 5 3 12 0 2 1 7 10 22
5:00 AM 2 11 6 11 30 8 11 17 44 80 110
6:00 AM 7 11 24 35 77 32 37 20 57 146 223
7:00 AM 43 46 71 96 256 43 61 67 123 294 550
8:00 AM 156 180 126 30 492 210 195 28 36 469 961
9:00 AM 28 36 25 31 120 21 29 20 25 95 215
10:00 AM 33 38 32 32 135 28 27 16 28 99 234
11:00 AM 31 28 30 26 115 12 30 21 33 96 211
12:00 PM 26 41 38 72 177 23 32 23 31 109 286
1:00 PM 38 26 42 37 143 33 55 40 28 156 299
2:00 PM 49 40 83 64 236 49 34 53 58 194 430
3:00 PM 58 53 120 160 391 72 81 108 57 318 709
4:00 PM 52 57 70 48 227 44 57 38 49 188 415
5:00 PM 63 60 58 71 252 45 41 47 45 178 430
6:00 PM 39 42 25 25 131 42 27 31 41 141 272
7:00 PM 94 40 22 18 174 29 35 19 39 122 296
8:00 PM 47 27 16 8 98 20 24 22 26 92 190
9:00 PM 12 27 7 6 52 18 18 14 8 58 110
10:00 PM 8 10 12 2 32 6 6 5 6 23 55
11:00 PM 2 18 4 1 25 9 2 8 4 23 48
3202 2909
AM% 42.1% AM Peak 1114 7:45 am to 8:45 am AM P.H.F. 0.74 PM% 57.9% PM Peak 709 3:00 pm to 4:00 pm PM P.H.F. 0.78 Tuesday, August 27, 2024 Clear
24 Hour Count Report
Grantland Ave 36.8007628
South of Rialto Ave 119.9163831
2 Northbound Southbound Hourly
Totals
Total 52.4% 47.6%
6111
0 100
200
300
400
500
600
# of vehicles
Time Period
Northbound
Southbound

www.JLBtraffic.com

[email protected]
516 W. Shaw Ave., Ste. 103
Fresno, CA 93704 App | C
(559) 570-8991

Appendix C: Methodology

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516 W. Shaw Ave., Ste. 103

Fresno, CA 93704

(559) 570-8991
App | C-1

Levels of Service Methodology
The description and procedures for calculating capacity and level of service (LOS) are found in the Transportation Research Board, Highway Capacity Manual (HCM). The HCM 7th Edition represents the research on capacity and quality of service for transportation facilities.

Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience.

Six levels of service are defined for each type of facility that has analysis procedures available. Letters designate each level of service (LOS), from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each LOS represents a range of operating conditions and the driver’s perception of these conditions. Safety is not included in the measures that establish an LOS.

Intersection Levels of Service
One of the more important elements limiting and often interrupting the flow of traffic on a highway is the intersection. Flow on an interrupted facility is usually dominated by points of fixed operation such as traffic signals, stop signs and yield signs.

Signalized Intersections
LOS can be characterized for the entire intersection, each intersection approach and each lane group.

Control delay alone is used to characterize LOS for the entire intersection or an approach. Control delay and volume-to-capacity ratio are used to characterize LOS for a lane group. Delay quantifies the increase in travel time due to traffic signal control. It is also a surrogate measure of driver discomfort and fuel consumption. The volume-to-capacity ratio quantifies the degree to which a phase’s capacity is utilized by a lane group. A description of LOS for signalized intersections is found in Table A-1.

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516 W. Shaw Ave., Ste. 103

Fresno, CA 93704

(559) 570-8991
App | C-2

Table 1: Signalized Intersection LOS Description (Motorized Vehicle Mode) Level
of
Service
Description
Average
Control
Delay
(Seconds
per Vehicle)
A
Operations with a control delay of 10 seconds/vehicle or less and a volume -to-capacity ratio no greater than 1.0. This level is typically assigned when the volume -to-capacity ratio is really low and either progression is exceptionally favorable or the cycl e length is very short. If it’s due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. ≤10
B
Operations with control delay between 10.1 to 20.0 seconds/vehicle and a volume -to- capacity ratio no greater than 1.0. This level is typically assigned when the volume -to- capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A.
>10.0 to

20.0 C
Operations with average control delays between 20.1 to 35.0 seconds/vehicle and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio no greater than 1.0, the progression is favorable or the cycl e length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is significant, although man y vehicles still pass through the intersection without stopping.
>20 to 35
D
Operations with control delay between 35.1 to 55.0 seconds/vehicle and a volume -to- capacity ratio no greater than 1.0. This level is typically assigned when the volume -to- capacity ratio is high and either progression is ineffective or the cycle length is long.

Many vehicles stop and individual cycle failures are noticeable. >35 to 55
E
Operations with control delay between 55.1 to 80.0 seconds/vehicle and a volume -to- capacity ratio no greater than 1.0. This level is typically assigned when the volume -to- capacity ratio is high, progression is unfavorable and the cycle length is long. In dividual cycle failures are frequent.
>55 to 80
F
Operations with unacceptable control delay exceeding 80.0 seconds/vehicle and a volume-to-capacity ratio greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor and the cycle length is long. Most cycles fail to clear the queue.
>80
Note: Source: Highway Capacity Manual 7th Edition
All-Way Stop Controlled Intersections
All-way stop controlled intersections are common in the United States. They are characterized by having all approaches controlled by stop sign without any street having priority. Streets intersecting at all-way stop controlled intersections can be public or private. The intersection analysis boundaries for an all-way stop controlled intersection are assumed to be those of an isolated intersection, no upstream or downstream effects are accounted for in analysis.

www.JLBtraffic.com

[email protected]
516 W. Shaw Ave., Ste. 103

Fresno, CA 93704

(559) 570-8991
App | C-3

Two-Way Stop Controlled Intersections
Two-way stop controlled (TWSC) intersections are also common in the United States. A typical configuration is a four-leg intersection in which one street, the major street, is uncontrolled and the other street, the minor street, is controlled by stop signs. The other typical intersection is a three-leg intersection in which a single minor street approach is controlled by a stop sign.

For the analysis of the motorized vehicle mode, the methodology addresses special circumstances that may exist at two-way stop controlled intersections including two-stage gap acceptance, approaches with shared lanes, the presence of upstream traffic signals and flared approaches for minor-street right- turning vehicles. Table A-2 provides a description of LOS at unsignalized intersections.

Table 2: Unsignalized Intersection LOS Description (Motorized Vehicle Mode) Control Delay (Seconds per Vehicle) LOS by Volume-to-Capacity Ratio v/c ≤ 1.0 v/c > 1.0
≤10 A F
>10 to 15 B F
>15 to 25 C F
>25 to 35 D F
>35 to 50 E F
>50 F F
Note: Source: HCM 7th Edition, Exhibit 21-8.

Roundabout Controlled Intersections
Roundabouts are intersections with a generally circular shape, characterized by yield on entry and circulation around a central island. Roundabouts have been used successfully throughout the world and are being used increasingly in the United States, especially since 1990. Intersection analysis models generally fall into two categories: regression models and analytical models. Regression models use field data to develop statistically derived relationships between geometric features and performance measures such as capacity and delay. Analytical models are based on traffic flow theory combined with field measures of driver behavior, resulting in an analytical formulation of the relationship of driver behavior, resulting in an analytical formulation of the relationship between those field measures and performance measures such as capacity and delay. Table A-3 provides a description of LOS at roundabout intersections.

Table 3: Roundabout Intersection Level of Service Description (Automobile Mode) Control Delay (Seconds per Vehicle) LOS by Volume-to-Capacity Ratio v/c ≤ 1.0 v/c > 1.0
≤10 A F
>10 to 15 B F
>15 to 25 C F
>25 to 35 D F
>35 to 50 E F
>50 F F
Note: Source: HCM 7th Edition, Exhibit 22-8.

www.JLBtraffic.com

[email protected]
516 W. Shaw Ave., Ste. 103

Fresno, CA 93704

(559) 570-8991
App | C-4

Segment Levels of Service
Segments are portions of roads without any interruption of flow. These typically include basic freeway segments, multilane highway segments, freeway weaving segments, freeway merge and diverge segments, two-lane highway segments and urban street segments.

Urban Street Segments (Motorized Vehicle Mode)
The term “urban street segments” refers to two elements that are found: points and segments. A point is the boundary between links and is represented by an intersection or ramp terminal. A link is a length of roadway between two points. A link and its boundary are referred to as a segment. A signalized intersection is always used to define a boundary. Only intersections, or ramp terminals, in which the segment through volumes is uncontrolled can exist along the segment. A midsegment traffic control signal provided for the exclusive use of pedestrians should not be used to define a segment boundary.

Chapter 18 of the Highway Capacity Manual categorizes each LOS as follows:

LOS A describes primarily free-flow operation. Vehicles are completely unimpeded in their ability to maneuver within the traffic stream. Control delay at signalized intersections is minimal. Travel speeds exceed 80 percent of the base free flow speed (FFS) and the volume-to-capacity ratio is no greater than

1.0. LOS B describes reasonably unimpeded operation. The ability to maneuver within the traffic stream is only slightly restricted and control delay at the boundary intersections is not significant. The travel speed is between 67 and 80 percent of the base FFS and the volume-to-capacity ratio is no greater than

1.0. LOS C describes stable operations. The ability to maneuver and change lanes in midblock location may be more restricted than at LOS B. Longer queues at the boundary intersections may contribute to lower travel speeds. The travel speed is between 50 and 67 percent of the base FFS and the volume-to- capacity ratio is no greater than 1.0.

LOS D indicates a less stable condition in which small increases in flow may cause substantial increases in delay and decreases in travel speed. This operation may be due to adverse signal progression, high volumes or inappropriate signal timing at the boundary intersections. The travel speed is between 40 and 50 percent of the base FFS and the volume-to-capacity ratio is no greater than 1.0.

LOS E is characterized as an unstable operation and has significant delay. Such operations may be due to some combination of adverse progression, high volume and inappropriate signal timing at the boundary intersections. The travel speed is between 30 and 40 percent of the base FFS and the volume-to-capacity ratio is no greater than 1.0.

LOS F is characterized by flow at extremely low speed. Congestion is likely occurring at the boundary intersections, as indicated by high delay and extensive queuing. The travel speed is 30 percent or less of the base FFS or the volume-to-capacity ratio is greater than 1.0.

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516 W. Shaw Ave., Ste. 103

Fresno, CA 93704

(559) 570-8991
App | C-5

Urban Street Segments LOS
Two performance measures are used to characterize vehicular LOS for a given direction of travel along an urban street segment. One measure is travel speed for through vehicles. This speed reflects the factors that influence running time along the link and the delay uncured by through vehicles at the boundary intersections. The second measures Is the volume-to-capacity ratio for the through movements at the downstream boundary intersection. These performance measures indicate the degree of mobility provided by the segment. Table A-4 provides a description of LOS for Urban Street Segments.

Table 4: Urban Street Segment Levels of Service (Motorized Vehicle Mode) LOS Travel Speed Threshold by Base Free-Flow Speed (miles/hour) Volume-to- Capacity Ratio 55 50 45 40 35 30 25
A >44 >40 >36 >32 >28 >24 >20
≤ 1.0
B >37 >34 >30 >27 >23 >20 >17
C >28 >25 >23 >20 >18 >15 >13
D >22 >20 >18 >16 >14 >12 >10
E >17 >15 >14 >12 >11 >9 >8
F ≤17 ≤15 ≤14 ≤12 ≤11 ≤9 ≤8
F Any > 1.0
Note: a = Volume-to-capacity ratio of through movement at downstream boundary intersection.

Source: Highway Capacity Manual 7th Edition, Exhibit 18-1.

Basic Freeway and Multilane Highway Segments
Segments of multilane highways and basic freeways outside the influence of merging maneuvers, diverging maneuvers, weaving maneuvers, or signalized intersections define LOS by density. Density describes a motorist's proximity to other vehicles and is related to a motorist's freedom to maneuver within the traffic stream. Chapter 12 of the Highway Capacity Manual categorizes each LOS as follows:

LOS A describes free-flow operations. FFS prevails on the freeway or multilane highway, and vehicles are almost completely unimpeded in their ability to maneuver within the traffic stream. The effects of incidents or point breakdowns are easily absorbed.

LOS B represents reasonably free-flow operations, and FFS on the freeway or multilane highway is maintained. The ability to maneuver within the traffic stream is only slightly restricted, and the general level of physical and psychological comfort provided to drivers is still high. The effects of minor incidents are still easily absorbed.

LOS C provides for flow with speeds near the FFS of the freeway or multilane highway. Freedom to maneuver within the traffic stream is noticeably restricted, and lane changes require more care and vigilance on the part of the driver. Minor incidents may still be absorbed, but the local deterioration in service quality will be significant. Queues may be expected to form behind any significant blockages.

LOS D is the level at which speeds begin to decline with increasing flows, with density increasing more quickly. Freedom to maneuver within the traffic stream is seriously limited, and drivers experience reduced physical and psychological comfort levels. Even minor incidents can be expected to create queuing, because the traffic stream has little space to absorb disruptions.

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516 W. Shaw Ave., Ste. 103

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App | C-6

LOS E describes operation at or near capacity. Operations on the freeway or multilane highway at this level are highly volatile because there are virtually no usable gaps within the traffic stream, leaving little room to maneuver within the traffic stream. Any disruption to the traffic stream, such as vehicles entering from a ramp or an access point or a vehicle changing lanes, can establish a disruption wave that propagates throughout the upstream traffic stream. Toward the upper boundary of LOS E, the traffic stream has no ability to dissipate even the most minor disruption, and any incident can be expected to produce a serious breakdown and substantial queuing. The physical and psychological comfort afforded to drivers is poor.

LOS F describes unstable flow. Such conditions exist within queues forming behind bottlenecks.

Breakdowns occur for a number of reasons:
• Traffic incidents can temporarily reduce the capacity of a short segment so that the number of vehicles arriving at a point is greater than the number of vehicles that can move through it. • Points of recurring congestion, such as merge or weaving segments and lane drops, experience very high demand in which the number of vehicles arriving is greater than the number of vehicles that can be discharged.
• In analyses using forecast volumes, the projected flow rate can exceed the estimated capacity of a given location.

Basic Freeway
Basic Freeway segments generally have four to eight lanes (in both directions) and posted speed limits between 50 and 75 mi/hr. The median type depends on right-of-way constraints and other factors. The performance measures include capacity, free flow speed, demand and volume-to-capacity ratio, space mean speed, average density and LOS. The following performance measures are evaluated for each segment: capacity, FFS, demand-to-capacity or volume-to-capacity ratios, space mean average, average density, travel time, vehicle miles traveled, vehicle hours of travel and vehicle hours of delay. Table A-5 provides a description of LOS for Basic Freeway Segments.

Multilane Highway
Multilane Highway segments generally have four to six lanes (in both directions) and posted speed limits between 40 and 55 mi/hr. These highways may be divided, undivided or divided by a two-way left-turn lane. The performance measures include capacity, free flow speed, demand and volume-to-capacity ratio, space mean speed, average density and LOS. The following performance measures are evaluated for each segment: capacity, FFS, demand-to-capacity or volume-to-capacity ratios, space mean average, average density, travel time, vehicle miles traveled, vehicle hours of travel and vehicle hours of delay.

Table A-5 provides a description of LOS for Multilane Highway Segments.

www.JLBtraffic.com

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516 W. Shaw Ave., Ste. 103

Fresno, CA 93704

(559) 570-8991
App | C-7

Table 5: Basic Freeway and Multilane Highway Segment Level of Service Description Level of Service Density (Passenger Cars per Mile per Lane) Urban Rural
A ≤11 ≤6
B >11 to 18 >6 to 14
C >18 to 26 >14 to 22
D >26 to 35 >22 to 29
E >35 to 45 >29 to 39
F >45 or Demand Exceeds Capacity >39 or Demand Exceeds Capacity Note: Source: HCM 7th Edition, Exhibit 10-6.

Two-Lane Highway Segments
Two-Lane Highways generally have one lane per direction. The single lane in each direction may be supplemented with passing lanes, truck climbing lanes, turnouts or pullouts. If allowed, passing maneuvers are limited by the availability of gaps in the opposing traffic stream and by the availability of sufficient sight distance for a driver to discern the approach of an opposing vehicle safely. A principal measure of LOS is average speed, percent followers and follower density. Chapter 15 of the Highway Capacity Manual categorizes each LOS as follows:

At LOS A, motorists experience operating speeds near the posted speed limit and little difficulty in passing. Platooning is minimal and follower density is very low.

At LOS B through LOS D, represent gradations between the conditions for LOS A and LOS E.

At LOS E, speeds may still be reasonable, but platooning is significant and follower density is high.

Passing, if allowed is essentially impossible.

LOS F exists whenever demand flow in one or both directions exceeds the segment's capacity. When demand exceeds capacity, it is expected that there will be a reduction in the capacity at the bottleneck.

Two-Lane Highway
The performance measures include average speed, FFS and follower density. The LOS output is calculated for an establish segment boundary that includes consistent terrain, lane widths, shoulder widths, facility classification and demand flow rate. Table A-6 provides a description of LOS for Two-Lane Highway Segments.

Table 6: Two-Lane Highway Segment Level of Service Description LOS
Follower Density (Followers per Mile per Lane)
Higher-Speed Highways
Posted Speed Limit ≥ 50 miles per hour
Lower-Speed Highways
Posted Speed Limit < 50 miles per hour
A ≤2.0 ≤2.5
B >2.0 to 4.0 >2.5 to 5.0
C >4.0 to 8.0 >5.0 to 10.0
D >8.0 to 12.0 >10.0 to 15.0
E >12.0 >15.0
Note: Source: HCM 7th Edition, Exhibit 15-6.

www.JLBtraffic.com

[email protected]
516 W. Shaw Ave., Ste. 103
Fresno, CA 93704 App | D
(559) 570-8991

Appendix D: Short Term plus 650 Dwelling Units Traffic Conditions

HCM 7th TWSC Short Term plus 650 DU AM Peak
1: Veterans Boulevard & Grantland Avenue 11/04/2024
Baseline Synchro 12 Report
JLB Traffic Engineering, Inc.

Intersection
Int Delay, s/veh 4.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 8 165 173 625 504 3
Future Vol, veh/h 8 165 173 625 504 3
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 250 0 250 - - 250
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 74 74 74 74 74 74
Heavy Vehicles, % 3 3 3 3 3 3
Mvmt Flow 11 223 234 845 681 4
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1993 681 685 0 - 0
Stage 1 681 -----
Stage 2 1312 -----
Critical Hdwy 6.43 6.23 4.13 - - -
C r i t i c a l H d w y S t g 1 5 . 4 3-----
C r i t i c a l H d w y S t g 2 5 . 4 3-----
Follow-up Hdwy 3.527 3.327 2.227 - - -
Pot Cap-1 Maneuver 66 449 904 - - -
Stage 1 501 -----
Stage 2 251 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 49 449 904 - - -
Mov Cap-2 Maneuver 49 -----
Stage 1 371 -----
Stage 2 251 -----
Approach EB NB SB
HCM Control Delay, s/v24.28 2.25 0

HCM LOS C
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 904 - 49 449 - -
HCM Lane V/C Ratio 0.259 - 0.221 0.497 - -
HCM Control Delay (s/veh) 10.4 - 98.3 20.7 - -
HCM Lane LOS B - F C - -
HCM 95th %tile Q(veh) 1 - 0.7 2.7 - -
HCM 7th TWSC Short Term plus 650 DU PM Peak
1: Veterans Boulevard & Grantland Avenue 11/04/2024
Baseline Synchro 12 Report
JLB Traffic Engineering, Inc.

Intersection
Int Delay, s/veh 2.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 5 114 115 426 430 9
Future Vol, veh/h 5 114 115 426 430 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 250 0 250 - - 250
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 78 78 78 78 78 78
Heavy Vehicles, % 3 3 3 3 3 3
Mvmt Flow 6 146 147 546 551 12
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1392 551 563 0 - 0
Stage 1 551 -----
Stage 2 841 -----
Critical Hdwy 6.43 6.23 4.13 - - -
C r i t i c a l H d w y S t g 1 5 . 4 3-----
C r i t i c a l H d w y S t g 2 5 . 4 3-----
Follow-up Hdwy 3.527 3.327 2.227 - - -
Pot Cap-1 Maneuver 156 532 1004 - - -
Stage 1 575 -----
Stage 2 421 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 133 532 1004 - - -
Mov Cap-2 Maneuver 133 -----
Stage 1 491 -----
Stage 2 421 -----
Approach EB NB SB
HCM Control Delay, s/v15.12 1.96 0

HCM LOS C
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 1004 - 133 532 - -
HCM Lane V/C Ratio 0.147 - 0.048 0.275 - -
HCM Control Delay (s/veh) 9.2 - 33.5 14.3 - -
HCM Lane LOS A - D B - -
HCM 95th %tile Q(veh) 0.5 - 0.2 1.1 - -
Queuing and Blocking Report Short Term pl us 650 DU AM Peak Baseline 11/04/2024
Baseline SimTraffic Report
JLB Traffic Engineering, Inc.

Intersection: 1: Veterans Boulevard & Grantland Avenue
Movement EB EB NB SB
Directions Served L R L R
Maximum Queue (ft) 49 68 92 20
Average Queue (ft) 9 36 44 1
95th Queue (ft) 31 61 75 7
Link Distance (ft) 1063
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250 250
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 0
Queuing and Blocking Report Short Term pl us 650 DU PM Peak Baseline 11/04/2024
Baseline SimTraffic Report
JLB Traffic Engineering, Inc.

Intersection: 1: Veterans Boulevard & Grantland Avenue
Movement EB EB NB
Directions Served L R L
Maximum Queue (ft) 26 68 71
Average Queue (ft) 4 27 32
95th Queue (ft) 19 46 59
Link Distance (ft) 1063
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 0

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516 W. Shaw Ave., Ste. 103
Fresno, CA 93704 App | E
(559) 570-8991

Appendix E: Near Term plus Parc West Buildout Traffic Conditions

HCM 7th TWSC Near Term pl us Parc West AM Peak
1: Veterans Boulevard & Grantland Avenue 11/04/2024
Baseline Synchro 12 Report
JLB Traffic Engineering, Inc.

Intersection
Int Delay, s/veh 19.9
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 32 202 221 768 591 23
Future Vol, veh/h 32 202 221 768 591 23
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 250 0 250 - - 250
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 74 74 74 74 74 74
Heavy Vehicles, % 3 3 3 3 3 3
Mvmt Flow 43 273 299 1038 799 31
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2434 799 830 0 - 0
Stage 1 799 -----
Stage 2 1635 -----
Critical Hdwy 6.43 6.23 4.13 - - -
C r i t i c a l H d w y S t g 1 5 . 4 3-----
C r i t i c a l H d w y S t g 2 5 . 4 3-----
Follow-up Hdwy 3.527 3.327 2.227 - - -
Pot Cap-1 Maneuver ~ 35 384 798 - - -
Stage 1 441 -----
Stage 2 174 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver ~ 22 384 798 - - -
Mov Cap-2 Maneuver ~ 22 -----
Stage 1 276 -----
Stage 2 174 -----
Approach EB NB SB
HCM Control Delay, s/v144.41 2.72 0

HCM LOS F
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 798 - 22 384 - -
HCM Lane V/C Ratio 0.374 - 1.992 0.711 - -
HCM Control Delay (s/veh) 12.2 -$ 839.3 34.3 - -
HCM Lane LOS B - F D - -
HCM 95th %tile Q(veh) 1.7 - 5.6 5.3 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 7th TWSC Near Term plus Parc West PM Peak
1: Veterans Boulevard & Grantland Avenue 11/04/2024
Baseline Synchro 12 Report
JLB Traffic Engineering, Inc.

Intersection
Int Delay, s/veh 7.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 22 186 188 604 630 57
Future Vol, veh/h 22 186 188 604 630 57
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 250 0 250 - - 250
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 78 78 78 78 78 78
Heavy Vehicles, % 3 3 3 3 3 3
Mvmt Flow 28 238 241 774 808 73
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 2064 808 881 0 - 0
Stage 1 808 -----
Stage 2 1256 -----
Critical Hdwy 6.43 6.23 4.13 - - -
C r i t i c a l H d w y S t g 1 5 . 4 3-----
C r i t i c a l H d w y S t g 2 5 . 4 3-----
Follow-up Hdwy 3.527 3.327 2.227 - - -
Pot Cap-1 Maneuver 60 380 763 - - -
Stage 1 437 -----
Stage 2 267 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 41 380 763 - - -
Mov Cap-2 Maneuver 41 -----
Stage 1 299 -----
Stage 2 267 -----
Approach EB NB SB
HCM Control Delay, s/v47.66 2.82 0

HCM LOS E
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 763 - 41 380 - -
HCM Lane V/C Ratio 0.316 - 0.692 0.628 - -
HCM Control Delay (s/veh) 11.9 - 203.6 29.2 - -
HCM Lane LOS B - F D - -
HCM 95th %tile Q(veh) 1.4 - 2.6 4.1 - -
HCM 7th Signalized Intersection Summary Near Term plus Parc West AM Peak 1: Veterans Boulevard & Grantland Avenue 11/04/2024
Baseline Synchro 12 Report
JLB Traffic Engineering, Inc.

Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 32 202 221 768 591 23
Future Volume (veh/h) 32 202 221 768 591 23
I n i t i a l Q ( Q b ) , v e h 000000
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856
Adj Flow Rate, veh/h 43 273 299 1038 799 31
Peak Hour Factor 0.74 0.74 0.74 0.74 0.74 0.74
P e r c e n t H e a v y V e h , % 333333
Cap, veh/h 343 305 333 1299 872 739
Arrive On Green 0.19 0.19 0.19 0.70 0.47 0.47
Sat Flow, veh/h 1767 1572 1767 1856 1856 1572
Grp Volume(v), veh/h 43 273 299 1038 799 31
Grp Sat Flow(s),veh/h/ln 1767 1572 1767 1856 1856 1572
Q Serve(g_s), s 2.0 17.0 16.6 38.1 40.2 1.1
Cycle Q Clear(g_c), s 2.0 17.0 16.6 38.1 40.2 1.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 343 305 333 1299 872 739
V/C Ratio(X) 0.13 0.90 0.90 0.80 0.92 0.04
Avail Cap(c_a), veh/h 423 376 402 1581 1081 916
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 33.4 39.4 39.7 10.2 24.7 14.4
Incr Delay (d2), s/veh 0.2 20.1 19.7 2.5 10.5 0.0
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.8 1.7 8.7 12.2 18.3 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 33.5 59.5 59.5 12.7 35.2 14.4
LnGrp LOS C E E B D B
Approach Vol, veh/h 316 1337 830
Approach Delay, s/veh 56.0 23.1 34.4
Approach LOS E C C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 75.5 24.7 23.1 52.4
Change Period (Y+Rc), s 5.3 5.3 4.2 5.3
Max Green Setting (Gmax), s 85.4 24.0 22.8 58.4
Max Q Clear Time (g_c+I1), s 40.1 19.0 18.6 42.2
Green Ext Time (p_c), s 10.3 0.5 0.3 4.9
Intersection Summary
HCM 7th Control Delay, s/veh 31.1
HCM 7th LOS C
HCM 7th Signalized Intersection Summary Near Term plus Parc West PM Peak 1: Veterans Boulevard & Grantland Avenue 11/04/2024
Baseline Synchro 12 Report
JLB Traffic Engineering, Inc.

Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 186 188 604 630 57
Future Volume (veh/h) 22 186 188 604 630 57
I n i t i a l Q ( Q b ) , v e h 000000
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856
Adj Flow Rate, veh/h 28 238 241 774 808 73
Peak Hour Factor 0.78 0.78 0.78 0.78 0.78 0.78
P e r c e n t H e a v y V e h , % 333333
Cap, veh/h 313 279 281 1292 904 766
Arrive On Green 0.18 0.18 0.16 0.70 0.49 0.49
Sat Flow, veh/h 1767 1572 1767 1856 1856 1572
Grp Volume(v), veh/h 28 238 241 774 808 73
Grp Sat Flow(s),veh/h/ln 1767 1572 1767 1856 1856 1572
Q Serve(g_s), s 1.1 12.3 11.1 18.2 33.1 2.1
Cycle Q Clear(g_c), s 1.1 12.3 11.1 18.2 33.1 2.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 313 279 281 1292 904 766
V/C Ratio(X) 0.09 0.85 0.86 0.60 0.89 0.10
Avail Cap(c_a), veh/h 506 450 354 1714 1249 1059
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 28.8 33.4 34.3 6.6 19.5 11.5
Incr Delay (d2), s/veh 0.1 8.7 15.6 0.4 6.6 0.1
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 10.8 5.7 4.8 13.6 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 28.9 42.1 49.9 7.1 26.1 11.6
LnGrp LOS C D D A C B
Approach Vol, veh/h 266 1015 881
Approach Delay, s/veh 40.8 17.2 24.9
Approach LOS D B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 63.6 20.1 17.5 46.1
Change Period (Y+Rc), s 5.3 5.3 4.2 5.3
Max Green Setting (Gmax), s 77.4 24.0 16.8 56.4
Max Q Clear Time (g_c+I1), s 20.2 14.3 13.1 35.1
Green Ext Time (p_c), s 6.0 0.6 0.2 5.7
Intersection Summary
HCM 7th Control Delay, s/veh 23.2
HCM 7th LOS C
Queuing and Blocking Report Near Term plus Parc West AM Peak Baseline 11/04/2024
Baseline SimTraffic Report
JLB Traffic Engineering, Inc.

Intersection: 1: Veterans Boulevard & Grantland Avenue
Movement EB EB NB NB SB SB
Directions Served L R L T T R
Maximum Queue (ft) 70 150 342 253 328 49
Average Queue (ft) 20 78 149 117 202 12
95th Queue (ft) 51 133 245 219 314 39
Link Distance (ft) 1063 2073 2789
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250 250
Storage Blk Time (%) 1 0 4
Queuing Penalty (veh) 9 0 1
Network Summary
Network wide Queuing Penalty: 10
Queuing and Blocking Report Near Term plus Parc West PM Peak Baseline 11/04/2024
Baseline SimTraffic Report
JLB Traffic Engineering, Inc.

Intersection: 1: Veterans Boulevard & Grantland Avenue
Movement EB EB NB NB SB SB
Directions Served L R L T T R
Maximum Queue (ft) 92 137 187 270 479 370
Average Queue (ft) 16 62 113 90 201 34
95th Queue (ft) 57 107 169 199 368 140
Link Distance (ft) 1063 2073 2789
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250 250
Storage Blk Time (%) 1 5
Queuing Penalty (veh) 1 3
Network Summary
Network wide Queuing Penalty: 4

www.JLBtraffic.com

[email protected]
516 W. Shaw Ave., Ste. 103
Fresno, CA 93704 App | F
(559) 570-8991

Appendix F: Traffic Signal Warrants

516 W. Shaw Ave., Ste. 103
www.JLBtraffic.com Fresno, CA 93704
[email protected] (559) 570-8991

Warrant 3: Peak Hour (Rural)
Short Term plus 650 Dwelling Units Traffic Conditions

1. Veterans Boulevard / Grantland Avenue
AM (PM) Peak Hour

AM Peak Hour – Signal Warrant is Met
PM Peak Hour – Signal Warrant is Met

Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Chapter 4C: Traffic Control Signal Needs Studies
Part 4: Highway Traffic Signals
November 7, 2014
Grantland
Avenue
Highest
Approach
Volume =
173 (119) VPH
Veterans Boulevard Total of Both Approaches =
1305 (980) VPH

516 W. Shaw Ave., Ste. 103
www.JLBtraffic.com Fresno, CA 93704
[email protected] (559) 570-8991

Warrant 3: Peak Hour (Rural)
Near Term plus Project Buildout Traffic Conditions

1. Veterans Boulevard / Grantland Avenue
AM (PM) Peak Hour

AM Peak Hour – Signal Warrant is Met
PM Peak Hour – Signal Warrant is Met

Source: California Manual of Uniform Traffic Control Devices (CA MUTCD 2014 Edition) Chapter 4C: Traffic Control Signal Needs Studies
Part 4: Highway Traffic Signals
November 7, 2014
Grantland
Avenue
Highest
Approach
Volume =
234 (208) VPH
Veterans Boulevard Total of Both Approaches =
1603 (1479) VPH

Fresno City CouncilJuly 17, 2025

Fresno City Council
July 17, 2025