Agenda packet — Roseville City Council, October 21, 2026 (part 6 of 6)

Phase Name Offroad Equipment Type Amount Usage Hours Horse Power Load Factor Architectural Coating Air Compressors 1 6.00 78 0.48
Paving Cement and Mortar Mixers 4 6.00 9 0.56
Demolition Concrete/Industrial Saws 1 8.00 81 0.73
Grading Concrete/Industrial Saws 1 8.00 81 0.73
Building Construction Cranes 1 4.00 231 0.29
Building Construction Forklifts 2 6.00 89 0.20
Site Preparation Graders 1 8.00 187 0.41
Paving Pavers 1 7.00 130 0.42
Paving Rollers 1 7.00 80 0.38
Demolition Rubber Tired Dozers 1 1.00 247 0.40
Grading Rubber Tired Dozers 1 1.00 247 0.40
Building Construction Tractors/Loaders/Backhoes 2 8.00 97 0.37 Demolition Tractors/Loaders/Backhoes 2 6.00 97 0.37
Grading Tractors/Loaders/Backhoes 2 6.00 97 0.37
Paving Tractors/Loaders/Backhoes 1 7.00 97 0.37
Site Preparation Tractors/Loaders/Backhoes 1 8.00 97 0.37 Trips and VMT
Phase Name Offroad Equipment
Count
Worker Trip
Number
Vendor Trip
Number
Hauling Trip
Number
Worker Trip
Length
Vendor Trip
Length
Hauling Trip
Length
Worker Vehicle
Class
Vendor
Vehicle Class
Hauling
Vehicle Class
Demolition 4 10.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Site Preparation 2 5.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Grading 4 10.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Building Construction 5 0.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Paving 7 18.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Architectural Coating 1 0.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT CalEEMod Version: CalEEMod.2016.3.2 Page 6 of 29 Date: 12/2/2020 10:23 AM W-20 Coffee Shack - Placer-Sacramento County, Annual

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3.2 Demolition - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Off-Road 3.9800e0030.0363 0.0379 6.0000e0052.0400e0032.0400e0031.9400e0031.9400e0030.0000 5.2047 5.2047 9.7000e0040.0000 5.2289 Total 3.9800e0030.0363 0.0379 6.0000e0052.0400e0032.0400e0031.9400e0031.9400e0030.0000 5.2047 5.2047 9.7000e0040.0000 5.2289 Unmitigated Construction On-Site

3.1 Mitigation Measures Construction
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3.2 Demolition - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 1.6000e0041.1000e0041.1900e0030.0000 3.9000e0040.0000 4.0000e0041.0000e0040.0000 1.1000e0040.0000 0.3270 0.3270 1.0000e0050.0000 0.3272 Total 1.6000e0041.1000e0041.1900e0030.0000 3.9000e0040.0000 4.0000e0041.0000e0040.0000 1.1000e0040.0000 0.3270 0.3270 1.0000e0050.0000 0.3272 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Off-Road 3.9800e0030.0363 0.0379 6.0000e0052.0400e0032.0400e0031.9400e0031.9400e0030.0000 5.2047 5.2047 9.7000e0040.0000 5.2289 Total 3.9800e0030.0363 0.0379 6.0000e0052.0400e0032.0400e0031.9400e0031.9400e0030.0000 5.2047 5.2047 9.7000e0040.0000 5.2289 Mitigated Construction On-Site
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3.3 Site Preparation - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 1.0000e0051.0000e0056.0000e0050.0000 2.0000e0050.0000 2.0000e0051.0000e0050.0000 1.0000e0050.0000 0.0164 0.0164 0.0000 0.0000 0.0164 Total 1.0000e0051.0000e0056.0000e0050.0000 2.0000e0050.0000 2.0000e0051.0000e0050.0000 1.0000e0050.0000 0.0164 0.0164 0.0000 0.0000 0.0164 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Fugitive Dust 2.7000e0040.0000 2.7000e0043.0000e0050.0000 3.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 3.2000e0043.9100e0032.0100e0030.0000 1.5000e0041.5000e0041.4000e0041.4000e0040.0000 0.4276 0.4276 1.4000e0040.0000 0.4310 Total 3.2000e0043.9100e0032.0100e0030.0000 2.7000e0041.5000e0044.2000e0043.0000e0051.4000e0041.7000e0040.0000 0.4276 0.4276 1.4000e0040.0000 0.4310 Mitigated Construction On-Site
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3.4 Grading - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Fugitive Dust 7.5000e0040.0000 7.5000e0044.1000e0040.0000 4.1000e0040.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 8.0000e0047.2500e0037.5700e0031.0000e0054.1000e0044.1000e0043.9000e0043.9000e0040.0000 1.0409 1.0409 1.9000e0040.0000 1.0458 Total 8.0000e0047.2500e0037.5700e0031.0000e0057.5000e0044.1000e0041.1600e0034.1000e0043.9000e0048.0000e0040.0000 1.0409 1.0409 1.9000e0040.0000 1.0458 Unmitigated Construction On-Site
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3.4 Grading - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 3.0000e0052.0000e0052.4000e0040.0000 8.0000e0050.0000 8.0000e0052.0000e0050.0000 2.0000e0050.0000 0.0654 0.0654 0.0000 0.0000 0.0654 Total 3.0000e0052.0000e0052.4000e0040.0000 8.0000e0050.0000 8.0000e0052.0000e0050.0000 2.0000e0050.0000 0.0654 0.0654 0.0000 0.0000 0.0654 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Fugitive Dust 7.5000e0040.0000 7.5000e0044.1000e0040.0000 4.1000e0040.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 8.0000e0047.2500e0037.5700e0031.0000e0054.1000e0044.1000e0043.9000e0043.9000e0040.0000 1.0409 1.0409 1.9000e0040.0000 1.0458 Total 8.0000e0047.2500e0037.5700e0031.0000e0057.5000e0044.1000e0041.1600e0034.1000e0043.9000e0048.0000e0040.0000 1.0409 1.0409 1.9000e0040.0000 1.0458 Mitigated Construction On-Site
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3.5 Building Construction - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Off-Road 0.0388 0.3993 0.3632 5.7000e0040.0224 0.0224 0.0206 0.0206 0.0000 50.0410 50.0410 0.0162 0.0000 50.4456 Total 0.0388 0.3993 0.3632 5.7000e0040.0224 0.0224 0.0206 0.0206 0.0000 50.0410 50.0410 0.0162 0.0000 50.4456 Unmitigated Construction On-Site
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3.5 Building Construction - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Off-Road 0.0388 0.3993 0.3632 5.7000e0040.0224 0.0224 0.0206 0.0206 0.0000 50.0410 50.0410 0.0162 0.0000 50.4456 Total 0.0388 0.3993 0.3632 5.7000e0040.0224 0.0224 0.0206 0.0206 0.0000 50.0410 50.0410 0.0162 0.0000 50.4456 Mitigated Construction On-Site
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3.6 Paving - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Off-Road 1.8000e0030.0168 0.0177 3.0000e0058.8000e0048.8000e0048.2000e0048.2000e0040.0000 2.3481 2.3481 6.8000e0040.0000 2.3652 Paving 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 1.8000e0030.0168 0.0177 3.0000e0058.8000e0048.8000e0048.2000e0048.2000e0040.0000 2.3481 2.3481 6.8000e0040.0000 2.3652 Unmitigated Construction On-Site
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3.6 Paving - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 1.5000e0041.0000e0041.0700e0030.0000 3.5000e0040.0000 3.6000e0049.0000e0050.0000 1.0000e0040.0000 0.2943 0.2943 1.0000e0050.0000 0.2944 Total 1.5000e0041.0000e0041.0700e0030.0000 3.5000e0040.0000 3.6000e0049.0000e0050.0000 1.0000e0040.0000 0.2943 0.2943 1.0000e0050.0000 0.2944 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Off-Road 1.8000e0030.0168 0.0177 3.0000e0058.8000e0048.8000e0048.2000e0048.2000e0040.0000 2.3481 2.3481 6.8000e0040.0000 2.3652 Paving 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 1.8000e0030.0168 0.0177 3.0000e0058.8000e0048.8000e0048.2000e0048.2000e0040.0000 2.3481 2.3481 6.8000e0040.0000 2.3652 Mitigated Construction On-Site
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3.7 Architectural Coating - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Archit. Coating 4.2200e0030.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 5.5000e0043.8200e0034.5400e0031.0000e0052.4000e0042.4000e0042.4000e0042.4000e0040.0000 0.6383 0.6383 4.0000e0050.0000 0.6394 Total 4.7700e0033.8200e0034.5400e0031.0000e0052.4000e0042.4000e0042.4000e0042.4000e0040.0000 0.6383 0.6383 4.0000e0050.0000 0.6394 Mitigated Construction On-Site
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4.0 Operational Detail - Mobile

4.1 Mitigation Measures Mobile

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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Mitigated 0.1067 0.7111 0.8355 2.7100e0030.1691 2.3700e0030.1715 0.0455 2.2200e0030.0477 0.0000 250.1873 250.1873 0.0151 0.0000 250.5645 Unmitigated 0.1067 0.7111 0.8355 2.7100e0030.1691 2.3700e0030.1715 0.0455 2.2200e0030.0477 0.0000 250.1873 250.1873 0.0151 0.0000 250.5645

4.2 Trip Summary Information

4.3 Trip Type Information
Average Daily Trip Rate Unmitigated Mitigated
Land Use Weekday Saturday Sunday Annual VMT Annual VMT
Fast Food Restaurant with Drive Thru 451.47 657.05 493.88 454,919 454,919 Total 451.47 657.05 493.88 454,919 454,919
Miles Trip % Trip Purpose %
Land Use H-W or C-W H-S or C-C H-O or C-NW H-W or C-W H-S or C-C H-O or C-NW Primary Diverted Pass-by Fast Food Restaurant with Drive
Thru

9.50 7.30 7.30 2.20 78.80 19.00 29 21 50

5.0 Energy Detail

4.4 Fleet Mix
Land Use LDA LDT1 LDT2 MDV LHD1 LHD2 MHD HHD OBUS UBUS MCY SBUS MH Fast Food Restaurant with Drive
Thru

0.499712 0.039404 0.220288 0.124864 0.021993 0.006021 0.030614 0.046741 0.001428 0.001188 0.005840 0.000765 0.001142 CalEEMod Version: CalEEMod.2016.3.2 Page 20 of 29 Date: 12/2/2020 10:23 AM W-20 Coffee Shack - Placer-Sacramento County, Annual

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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Electricity
Mitigated

0.0000 0.0000 0.0000 0.0000 0.0000 10.2720 10.2720 3.8000e0048.0000e00510.3045 Electricity
Unmitigated

0.0000 0.0000 0.0000 0.0000 0.0000 10.2720 10.2720 3.8000e0048.0000e00510.3045 NaturalGas
Mitigated

5.4000e0044.8800e0034.1000e0033.0000e0053.7000e0043.7000e0043.7000e0043.7000e0040.0000 5.3131 5.3131 1.0000e0041.0000e0045.3446 NaturalGas
Unmitigated

5.4000e0044.8800e0034.1000e0033.0000e0053.7000e0043.7000e0043.7000e0043.7000e0040.0000 5.3131 5.3131 1.0000e0041.0000e0045.3446

5.1 Mitigation Measures Energy
Historical Energy Use: N
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5.2 Energy by Land Use - NaturalGas
NaturalGa
s Use
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Land Use kBTU/yr tons/yr MT/yr
Fast Food
Restaurant with
Drive Thru
99563.1 5.4000e0044.8800e0034.1000e0033.0000e0053.7000e0043.7000e0043.7000e0043.7000e0040.0000 5.3131 5.3131 1.0000e0041.0000e0045.3446 Total 5.4000e0044.8800e0034.1000e0033.0000e0053.7000e0043.7000e0043.7000e0043.7000e0040.0000 5.3131 5.3131 1.0000e0041.0000e0045.3446 Unmitigated
NaturalGa
s Use
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Land Use kBTU/yr tons/yr MT/yr
Fast Food
Restaurant with
Drive Thru
99563.1 5.4000e0044.8800e0034.1000e0033.0000e0053.7000e0043.7000e0043.7000e0043.7000e0040.0000 5.3131 5.3131 1.0000e0041.0000e0045.3446 Total 5.4000e0044.8800e0034.1000e0033.0000e0053.7000e0043.7000e0043.7000e0043.7000e0040.0000 5.3131 5.3131 1.0000e0041.0000e0045.3446 Mitigated
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6.1 Mitigation Measures Area

6.0 Area Detail

5.3 Energy by Land Use - Electricity
Electricity
Use
Total CO2 CH4 N2O CO2e
Land Use kWh/yr MT/yr
Fast Food
Restaurant with
Drive Thru
28528.5 10.2720 3.8000e0048.0000e00510.3045
Total 10.2720 3.8000e0048.0000e00510.3045
Unmitigated
Electricity
Use
Total CO2 CH4 N2O CO2e
Land Use kWh/yr MT/yr
Fast Food
Restaurant with
Drive Thru
28528.5 10.2720 3.8000e0048.0000e00510.3045
Total 10.2720 3.8000e0048.0000e00510.3045
Mitigated
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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category tons/yr MT/yr
Mitigated 3.9800e0030.0000 1.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0052.0000e0050.0000 0.0000 2.0000e005 Unmitigated 3.9800e0030.0000 1.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0052.0000e0050.0000 0.0000 2.0000e005

6.2 Area by SubCategory
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
SubCategory tons/yr MT/yr
Architectural
Coating

4.2000e0040.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Consumer
Products

3.5500e0030.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Landscaping 0.0000 0.0000 1.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0052.0000e0050.0000 0.0000 2.0000e005 Total 3.9700e0030.0000 1.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0052.0000e0050.0000 0.0000 2.0000e005 Unmitigated
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7.1 Mitigation Measures Water

7.0 Water Detail

4.2000e0040.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Consumer
Products

3.5500e0030.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Landscaping 0.0000 0.0000 1.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0052.0000e0050.0000 0.0000 2.0000e005 Total 3.9700e0030.0000 1.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0052.0000e0050.0000 0.0000 2.0000e005 Mitigated
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Total CO2 CH4 N2O CO2e
Category MT/yr
Mitigated 0.6480 9.0200e0032.2000e0040.9381
Unmitigated 0.6480 9.0200e0032.2000e0040.9381

7.2 Water by Land Use
Indoor/Out
door Use
Total CO2 CH4 N2O CO2e
Land Use Mgal MT/yr
Fast Food
Restaurant with
Drive Thru

0.276216 /

0.0176308

0.6480 9.0200e0032.2000e0040.9381
Total 0.6480 9.0200e0032.2000e0040.9381
Unmitigated
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8.1 Mitigation Measures Waste

7.2 Water by Land Use
Indoor/Out
door Use
Total CO2 CH4 N2O CO2e
Land Use Mgal MT/yr
Fast Food
Restaurant with
Drive Thru

0.276216 /

0.0176308

0.6480 9.0200e0032.2000e0040.9381
Total 0.6480 9.0200e0032.2000e0040.9381
Mitigated

8.0 Waste Detail
Total CO2 CH4 N2O CO2e
MT/yr
Mitigated 2.1274 0.1257 0.0000 5.2704
Unmitigated 2.1274 0.1257 0.0000 5.2704
Category/Year
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8.2 Waste by Land Use
Waste
Disposed
Total CO2 CH4 N2O CO2e
Land Use tons MT/yr
Fast Food
Restaurant with
Drive Thru

10.48 2.1274 0.1257 0.0000 5.2704
Total 2.1274 0.1257 0.0000 5.2704
Unmitigated
Waste
Disposed
Total CO2 CH4 N2O CO2e
Land Use tons MT/yr
Fast Food
Restaurant with
Drive Thru

10.48 2.1274 0.1257 0.0000 5.2704
Total 2.1274 0.1257 0.0000 5.2704
Mitigated

9.0 Operational Offroad
Equipment Type Number Hours/Day Days/Year Horse Power Load Factor Fuel Type CalEEMod Version: CalEEMod.2016.3.2 Page 28 of 29 Date: 12/2/2020 10:23 AM W-20 Coffee Shack - Placer-Sacramento County, Annual

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11.0 Vegetation

10.0 Stationary Equipment
Fire Pumps and Emergency Generators
Equipment Type Number Hours/Day Hours/Year Horse Power Load Factor Fuel Type Boilers
Equipment Type Number Heat Input/Day Heat Input/Year Boiler Rating Fuel Type User Defined Equipment
Equipment Type Number
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Project Characteristics - Start of construction and operational year are estimated.

Land Use - Proposed use is a drive thru coffee shop.

Energy Use -

1.1 Land Usage
Land Uses Size Metric Lot Acreage Floor Surface Area Population Fast Food Restaurant with Drive Thru 0.91 1000sqft 0.02 910.00 0

1.2 Other Project Characteristics
Urbanization
Climate Zone
Urban
2 Wind Speed (m/s) 2.2 Precipitation Freq (Days) 74

1.3 User Entered Comments & Non-Default Data

1.0 Project Characteristics

2.0 Emissions Summary
Utility Company Roseville Electric
Operational Year 2022
CO2 Intensity
(lb/MWhr)
793.8 CH4 Intensity 0.029
(lb/MWhr)
N2O Intensity 0.006
(lb/MWhr)
Table Name Column Name Default Value New Value
W-20 Coffee Shack
Placer-Sacramento County, Summer
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2.1 Overall Construction (Maximum Daily Emission)
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Year lb/day lb/day
2021 1.9060 7.9850 7.8385 0.0128 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,226.417 4 1,226.417
4 0.3568 0.0000 1,231.808
4 Maximum 1.9060 7.9850 7.8385 0.0128 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,226.417 4 1,226.417
4 0.3568 0.0000 1,231.808
4 Unmitigated Construction
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Year lb/day lb/day
2021 1.9060 7.9850 7.8385 0.0128 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,226.417 4 1,226.417
4 0.3568 0.0000 1,231.808
4 Maximum 1.9060 7.9850 7.8385 0.0128 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,226.417 4 1,226.417
4 0.3568 0.0000 1,231.808
4 Mitigated Construction
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio-CO2 Total CO2 CH4 N20 CO2e
Percent
Reduction

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 CalEEMod Version: CalEEMod.2016.3.2 Page 2 of 23 Date: 12/2/2020 10:25 AM W-20 Coffee Shack - Placer-Sacramento County, Summer

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2.2 Overall Operational
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Area 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Energy 2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 Mobile 1.0014 5.2262 6.0915 0.0213 1.3106 0.0173 1.3279 0.3512 0.0162 0.3675 2,170.861 1 2,170.861
1 0.1183 2,173.819
0 Total 1.0262 5.2530 6.1141 0.0215 1.3106 0.0193 1.3299 0.3512 0.0182 0.3695 2,202.952 5 2,202.952
5 0.1189 5.9000e0042,206.101
2 Unmitigated Operational
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Area 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Energy 2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 Mobile 1.0014 5.2262 6.0915 0.0213 1.3106 0.0173 1.3279 0.3512 0.0162 0.3675 2,170.861 1 2,170.861
1 0.1183 2,173.819
0 Total 1.0262 5.2530 6.1141 0.0215 1.3106 0.0193 1.3299 0.3512 0.0182 0.3695 2,202.952 5 2,202.952
5 0.1189 5.9000e0042,206.101
2 Mitigated Operational
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3.0 Construction Detail
Construction Phase
Phase
Number
Phase Name Phase Type Start Date End Date Num Days
Week
Num Days Phase Description
1 Demolition Demolition 6/1/2021 6/14/2021 5 10
2 Site Preparation Site Preparation 6/15/2021 6/15/2021 5 1 3 Grading Grading 6/16/2021 6/17/2021 5 2
4 Building Construction Building Construction 6/18/2021 11/4/2021 5 100 5 Paving Paving 11/5/2021 11/11/2021 5 5
6 Architectural Coating Architectural Coating 11/12/2021 11/18/2021 5 5 OffRoad Equipment
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio-CO2 Total CO2 CH4 N20 CO2e
Percent
Reduction

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Residential Indoor: 0; Residential Outdoor: 0; Non-Residential Indoor: 1,365; Non-Residential Outdoor: 455; Striped Parking Area: 0 (Architectural Coating ±sqft)
Acres of Grading (Site Preparation Phase): 0.5
Acres of Grading (Grading Phase): 0
Acres of Paving: 0
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Phase Name Offroad Equipment Type Amount Usage Hours Horse Power Load Factor Architectural Coating Air Compressors 1 6.00 78 0.48
Paving Cement and Mortar Mixers 4 6.00 9 0.56
Demolition Concrete/Industrial Saws 1 8.00 81 0.73
Grading Concrete/Industrial Saws 1 8.00 81 0.73
Building Construction Cranes 1 4.00 231 0.29
Building Construction Forklifts 2 6.00 89 0.20
Site Preparation Graders 1 8.00 187 0.41
Paving Pavers 1 7.00 130 0.42
Paving Rollers 1 7.00 80 0.38
Demolition Rubber Tired Dozers 1 1.00 247 0.40
Grading Rubber Tired Dozers 1 1.00 247 0.40
Building Construction Tractors/Loaders/Backhoes 2 8.00 97 0.37 Demolition Tractors/Loaders/Backhoes 2 6.00 97 0.37
Grading Tractors/Loaders/Backhoes 2 6.00 97 0.37
Paving Tractors/Loaders/Backhoes 1 7.00 97 0.37
Site Preparation Tractors/Loaders/Backhoes 1 8.00 97 0.37 Trips and VMT
Phase Name Offroad Equipment
Count
Worker Trip
Number
Vendor Trip
Number
Hauling Trip
Number
Worker Trip
Length
Vendor Trip
Length
Hauling Trip
Length
Worker Vehicle
Class
Vendor
Vehicle Class
Hauling
Vehicle Class
Demolition 4 10.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Site Preparation 2 5.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Grading 4 10.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Building Construction 5 0.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Paving 7 18.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Architectural Coating 1 0.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT CalEEMod Version: CalEEMod.2016.3.2 Page 5 of 23 Date: 12/2/2020 10:25 AM W-20 Coffee Shack - Placer-Sacramento County, Summer

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3.2 Demolition - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Total 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Unmitigated Construction On-Site

3.1 Mitigation Measures Construction
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3.2 Demolition - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0361 0.0191 0.2694 7.9000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 78.9836 78.9836 1.8000e00379.0287 Total 0.0361 0.0191 0.2694 7.9000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 78.9836 78.9836 1.8000e00379.0287 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Total 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Mitigated Construction On-Site
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3.3 Site Preparation - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.5303 0.0000 0.5303 0.0573 0.0000 0.0573 0.0000 0.0000 Off-Road 0.6403 7.8204 4.0274 9.7300e0030.2995 0.2995 0.2755 0.2755 942.5842 942.5842 0.3049 950.2055 Total 0.6403 7.8204 4.0274 9.7300e0030.5303 0.2995 0.8297 0.0573 0.2755 0.3328 942.5842 942.5842 0.3049 950.2055 Unmitigated Construction On-Site
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3.3 Site Preparation - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0181 9.5700e0030.1347 4.0000e0040.0411 2.5000e0040.0413 0.0109 2.3000e0040.0111 39.4918 39.4918 9.0000e00439.5143 Total 0.0181 9.5700e0030.1347 4.0000e0040.0411 2.5000e0040.0413 0.0109 2.3000e0040.0111 39.4918 39.4918 9.0000e00439.5143 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.5303 0.0000 0.5303 0.0573 0.0000 0.0573 0.0000 0.0000 Off-Road 0.6403 7.8204 4.0274 9.7300e0030.2995 0.2995 0.2755 0.2755 0.0000 942.5842 942.5842 0.3049 950.2055 Total 0.6403 7.8204 4.0274 9.7300e0030.5303 0.2995 0.8297 0.0573 0.2755 0.3328 0.0000 942.5842 942.5842 0.3049 950.2055 Mitigated Construction On-Site
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3.4 Grading - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.7528 0.0000 0.7528 0.4138 0.0000 0.4138 0.0000 0.0000 Off-Road 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Total 0.7965 7.2530 7.5691 0.0120 0.7528 0.4073 1.1601 0.4138 0.3886 0.8024 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Unmitigated Construction On-Site
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3.4 Grading - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0361 0.0191 0.2694 7.9000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 78.9836 78.9836 1.8000e00379.0287 Total 0.0361 0.0191 0.2694 7.9000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 78.9836 78.9836 1.8000e00379.0287 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.7528 0.0000 0.7528 0.4138 0.0000 0.4138 0.0000 0.0000 Off-Road 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Total 0.7965 7.2530 7.5691 0.0120 0.7528 0.4073 1.1601 0.4138 0.3886 0.8024 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Mitigated Construction On-Site
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3.5 Building Construction - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Total 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Unmitigated Construction On-Site
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3.5 Building Construction - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 0.0000 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Total 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 0.0000 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Mitigated Construction On-Site
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3.6 Paving - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7214 6.7178 7.0899 0.0113 0.3534 0.3534 0.3286 0.3286 1,035.342 5 1,035.342
5 0.3016 1,042.881
8 Paving 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.7214 6.7178 7.0899 0.0113 0.3534 0.3534 0.3286 0.3286 1,035.342 5 1,035.342
5 0.3016 1,042.881
8 Unmitigated Construction On-Site
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3.6 Paving - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0650 0.0344 0.4849 1.4300e0030.1479 9.1000e0040.1488 0.0392 8.4000e0040.0401 142.1705 142.1705 3.2400e003142.2516 Total 0.0650 0.0344 0.4849 1.4300e0030.1479 9.1000e0040.1488 0.0392 8.4000e0040.0401 142.1705 142.1705 3.2400e003142.2516 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7214 6.7178 7.0899 0.0113 0.3534 0.3534 0.3286 0.3286 0.0000 1,035.342 5 1,035.342
5 0.3016 1,042.881
8 Paving 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.7214 6.7178 7.0899 0.0113 0.3534 0.3534 0.3286 0.3286 0.0000 1,035.342 5 1,035.342
5 0.3016 1,042.881
8 Mitigated Construction On-Site
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3.7 Architectural Coating - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Archit. Coating 1.6871 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 0.2189 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 281.4481 281.4481 0.0193 281.9309 Total 1.9060 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 281.4481 281.4481 0.0193 281.9309 Unmitigated Construction On-Site
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3.7 Architectural Coating - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Archit. Coating 1.6871 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 0.2189 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 0.0000 281.4481 281.4481 0.0193 281.9309 Total 1.9060 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 0.0000 281.4481 281.4481 0.0193 281.9309 Mitigated Construction On-Site
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4.0 Operational Detail - Mobile

4.1 Mitigation Measures Mobile

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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Mitigated 1.0014 5.2262 6.0915 0.0213 1.3106 0.0173 1.3279 0.3512 0.0162 0.3675 2,170.861 1 2,170.861
1 0.1183 2,173.819
0 Unmitigated 1.0014 5.2262 6.0915 0.0213 1.3106 0.0173 1.3279 0.3512 0.0162 0.3675 2,170.861 1 2,170.861
1 0.1183 2,173.819
0 4.2 Trip Summary Information

9.50 7.30 7.30 2.20 78.80 19.00 29 21 50

5.0 Energy Detail

4.4 Fleet Mix
Land Use LDA LDT1 LDT2 MDV LHD1 LHD2 MHD HHD OBUS UBUS MCY SBUS MH Fast Food Restaurant with Drive
Thru

0.499712 0.039404 0.220288 0.124864 0.021993 0.006021 0.030614 0.046741 0.001428 0.001188 0.005840 0.000765 0.001142 CalEEMod Version: CalEEMod.2016.3.2 Page 19 of 23 Date: 12/2/2020 10:25 AM W-20 Coffee Shack - Placer-Sacramento County, Summer

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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
NaturalGas
Mitigated

2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 NaturalGas
Unmitigated

2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820

5.1 Mitigation Measures Energy
Historical Energy Use: N
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6.1 Mitigation Measures Area

6.0 Area Detail
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Mitigated 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Unmitigated 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004

0.272776 2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 Total 2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 Mitigated
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7.0 Water Detail

6.2 Area by SubCategory
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
SubCategory lb/day lb/day
Architectural
Coating

2.3100e0030.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Consumer
Products

0.0195 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Landscaping 1.0000e0050.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Total 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Unmitigated
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
SubCategory lb/day lb/day
Architectural
Coating

2.3100e0030.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Consumer
Products

0.0195 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Landscaping 1.0000e0050.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Total 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Mitigated
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8.1 Mitigation Measures Waste

7.1 Mitigation Measures Water

7.0 Water Detail

8.0 Waste Detail

11.0 Vegetation

9.0 Operational Offroad
Equipment Type Number Hours/Day Days/Year Horse Power Load Factor Fuel Type

10.0 Stationary Equipment
Fire Pumps and Emergency Generators
Equipment Type Number Hours/Day Hours/Year Horse Power Load Factor Fuel Type Boilers
Equipment Type Number Heat Input/Day Heat Input/Year Boiler Rating Fuel Type User Defined Equipment
Equipment Type Number
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Project Characteristics - Start of construction and operational year are estimated.

Land Use - Proposed use is a drive thru coffee shop.

Energy Use -

1.1 Land Usage
Land Uses Size Metric Lot Acreage Floor Surface Area Population Fast Food Restaurant with Drive Thru 0.91 1000sqft 0.02 910.00 0

1.2 Other Project Characteristics
Urbanization
Climate Zone
Urban
2 Wind Speed (m/s) 2.2 Precipitation Freq (Days) 74

1.3 User Entered Comments & Non-Default Data

1.0 Project Characteristics

2.0 Emissions Summary
Utility Company Roseville Electric
Operational Year 2022
CO2 Intensity
(lb/MWhr)
793.8 CH4 Intensity 0.029
(lb/MWhr)
N2O Intensity 0.006
(lb/MWhr)
Table Name Column Name Default Value New Value
W-20 Coffee Shack
Placer-Sacramento County, Winter
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2.1 Overall Construction (Maximum Daily Emission)
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Year lb/day lb/day
2021 1.9060 7.9850 7.8090 0.0127 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,217.752 7 1,217.752
7 0.3568 0.0000 1,223.139
4 Maximum 1.9060 7.9850 7.8090 0.0127 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,217.752 7 1,217.752
7 0.3568 0.0000 1,223.139
4 Unmitigated Construction
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Year lb/day lb/day
2021 1.9060 7.9850 7.8090 0.0127 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,217.752 7 1,217.752
7 0.3568 0.0000 1,223.139
4 Maximum 1.9060 7.9850 7.8090 0.0127 0.8349 0.4475 1.2428 0.4356 0.4117 0.8246 0.0000 1,217.752 7 1,217.752
7 0.3568 0.0000 1,223.139
4 Mitigated Construction
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio-CO2 Total CO2 CH4 N20 CO2e
Percent
Reduction

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2.2 Overall Operational
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Area 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Energy 2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 Mobile 0.7560 5.2655 6.7742 0.0195 1.3106 0.0180 1.3286 0.3512 0.0169 0.3681 1,985.742 3 1,985.742
3 0.1311 1,989.019
7 Total 0.7808 5.2922 6.7967 0.0197 1.3106 0.0200 1.3306 0.3512 0.0189 0.3701 2,017.833 8 2,017.833
8 0.1317 5.9000e0042,021.301
9 Unmitigated Operational
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Area 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Energy 2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 Mobile 0.7560 5.2655 6.7742 0.0195 1.3106 0.0180 1.3286 0.3512 0.0169 0.3681 1,985.742 3 1,985.742
3 0.1311 1,989.019
7 Total 0.7808 5.2922 6.7967 0.0197 1.3106 0.0200 1.3306 0.3512 0.0189 0.3701 2,017.833 8 2,017.833
8 0.1317 5.9000e0042,021.301
9 Mitigated Operational
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Phase Name Offroad Equipment Type Amount Usage Hours Horse Power Load Factor Architectural Coating Air Compressors 1 6.00 78 0.48
Paving Cement and Mortar Mixers 4 6.00 9 0.56
Demolition Concrete/Industrial Saws 1 8.00 81 0.73
Grading Concrete/Industrial Saws 1 8.00 81 0.73
Building Construction Cranes 1 4.00 231 0.29
Building Construction Forklifts 2 6.00 89 0.20
Site Preparation Graders 1 8.00 187 0.41
Paving Pavers 1 7.00 130 0.42
Paving Rollers 1 7.00 80 0.38
Demolition Rubber Tired Dozers 1 1.00 247 0.40
Grading Rubber Tired Dozers 1 1.00 247 0.40
Building Construction Tractors/Loaders/Backhoes 2 8.00 97 0.37 Demolition Tractors/Loaders/Backhoes 2 6.00 97 0.37
Grading Tractors/Loaders/Backhoes 2 6.00 97 0.37
Paving Tractors/Loaders/Backhoes 1 7.00 97 0.37
Site Preparation Tractors/Loaders/Backhoes 1 8.00 97 0.37 Trips and VMT
Phase Name Offroad Equipment
Count
Worker Trip
Number
Vendor Trip
Number
Hauling Trip
Number
Worker Trip
Length
Vendor Trip
Length
Hauling Trip
Length
Worker Vehicle
Class
Vendor
Vehicle Class
Hauling
Vehicle Class
Demolition 4 10.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Site Preparation 2 5.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Grading 4 10.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Building Construction 5 0.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Paving 7 18.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT Architectural Coating 1 0.00 0.00 0.00 10.80 7.30 20.00 LD_Mix HDT_Mix HHDT CalEEMod Version: CalEEMod.2016.3.2 Page 5 of 23 Date: 12/2/2020 10:25 AM W-20 Coffee Shack - Placer-Sacramento County, Winter

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3.1 Mitigation Measures Construction
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3.2 Demolition - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0350 0.0240 0.2399 7.1000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 70.3189 70.3189 1.6300e00370.3597 Total 0.0350 0.0240 0.2399 7.1000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 70.3189 70.3189 1.6300e00370.3597 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Total 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Mitigated Construction On-Site
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3.3 Site Preparation - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.5303 0.0000 0.5303 0.0573 0.0000 0.0573 0.0000 0.0000 Off-Road 0.6403 7.8204 4.0274 9.7300e0030.2995 0.2995 0.2755 0.2755 942.5842 942.5842 0.3049 950.2055 Total 0.6403 7.8204 4.0274 9.7300e0030.5303 0.2995 0.8297 0.0573 0.2755 0.3328 942.5842 942.5842 0.3049 950.2055 Unmitigated Construction On-Site
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3.3 Site Preparation - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0175 0.0120 0.1200 3.5000e0040.0411 2.5000e0040.0413 0.0109 2.3000e0040.0111 35.1595 35.1595 8.2000e00435.1798 Total 0.0175 0.0120 0.1200 3.5000e0040.0411 2.5000e0040.0413 0.0109 2.3000e0040.0111 35.1595 35.1595 8.2000e00435.1798 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.5303 0.0000 0.5303 0.0573 0.0000 0.0573 0.0000 0.0000 Off-Road 0.6403 7.8204 4.0274 9.7300e0030.2995 0.2995 0.2755 0.2755 0.0000 942.5842 942.5842 0.3049 950.2055 Total 0.6403 7.8204 4.0274 9.7300e0030.5303 0.2995 0.8297 0.0573 0.2755 0.3328 0.0000 942.5842 942.5842 0.3049 950.2055 Mitigated Construction On-Site
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3.4 Grading - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0350 0.0240 0.2399 7.1000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 70.3189 70.3189 1.6300e00370.3597 Total 0.0350 0.0240 0.2399 7.1000e0040.0822 5.1000e0040.0827 0.0218 4.7000e0040.0223 70.3189 70.3189 1.6300e00370.3597 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Fugitive Dust 0.7528 0.0000 0.7528 0.4138 0.0000 0.4138 0.0000 0.0000 Off-Road 0.7965 7.2530 7.5691 0.0120 0.4073 0.4073 0.3886 0.3886 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Total 0.7965 7.2530 7.5691 0.0120 0.7528 0.4073 1.1601 0.4138 0.3886 0.8024 0.0000 1,147.433 8 1,147.433
8 0.2138 1,152.779
7 Mitigated Construction On-Site
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3.5 Building Construction - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Total 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Unmitigated Construction On-Site
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3.5 Building Construction - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 0.0000 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Total 0.7750 7.9850 7.2637 0.0114 0.4475 0.4475 0.4117 0.4117 0.0000 1,103.215 8 1,103.215
8 0.3568 1,112.135
8 Mitigated Construction On-Site
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3.6 Paving - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0629 0.0431 0.4319 1.2700e0030.1479 9.1000e0040.1488 0.0392 8.4000e0040.0401 126.5740 126.5740 2.9400e003126.6474 Total 0.0629 0.0431 0.4319 1.2700e0030.1479 9.1000e0040.1488 0.0392 8.4000e0040.0401 126.5740 126.5740 2.9400e003126.6474 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Off-Road 0.7214 6.7178 7.0899 0.0113 0.3534 0.3534 0.3286 0.3286 0.0000 1,035.342 5 1,035.342
5 0.3016 1,042.881
8 Paving 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.7214 6.7178 7.0899 0.0113 0.3534 0.3534 0.3286 0.3286 0.0000 1,035.342 5 1,035.342
5 0.3016 1,042.881
8 Mitigated Construction On-Site
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3.7 Architectural Coating - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Archit. Coating 1.6871 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 0.2189 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 281.4481 281.4481 0.0193 281.9309 Total 1.9060 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 281.4481 281.4481 0.0193 281.9309 Unmitigated Construction On-Site
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3.7 Architectural Coating - 2021
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Hauling 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Vendor 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Worker 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Total 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Unmitigated Construction Off-Site
ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Archit. Coating 1.6871 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000 Off-Road 0.2189 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 0.0000 281.4481 281.4481 0.0193 281.9309 Total 1.9060 1.5268 1.8176 2.9700e0030.0941 0.0941 0.0941 0.0941 0.0000 281.4481 281.4481 0.0193 281.9309 Mitigated Construction On-Site
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4.0 Operational Detail - Mobile

4.1 Mitigation Measures Mobile

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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
Mitigated 0.7560 5.2655 6.7742 0.0195 1.3106 0.0180 1.3286 0.3512 0.0169 0.3681 1,985.742 3 1,985.742
3 0.1311 1,989.019
7 Unmitigated 0.7560 5.2655 6.7742 0.0195 1.3106 0.0180 1.3286 0.3512 0.0169 0.3681 1,985.742 3 1,985.742
3 0.1311 1,989.019
7 4.2 Trip Summary Information

9.50 7.30 7.30 2.20 78.80 19.00 29 21 50

5.0 Energy Detail

4.4 Fleet Mix
Land Use LDA LDT1 LDT2 MDV LHD1 LHD2 MHD HHD OBUS UBUS MCY SBUS MH Fast Food Restaurant with Drive
Thru

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ROG NOx CO SO2 Fugitive
PM10
Exhaust
PM10
PM10
Total
Fugitive
PM2.5
Exhaust
PM2.5
PM2.5
Total
Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Category lb/day lb/day
NaturalGas
Mitigated

2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820 NaturalGas
Unmitigated

2.9400e0030.0267 0.0225 1.6000e0042.0300e0032.0300e0032.0300e0032.0300e00332.0913 32.0913 6.2000e0045.9000e00432.2820

5.1 Mitigation Measures Energy
Historical Energy Use: N
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6.1 Mitigation Measures Area

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7.0 Water Detail

2.3100e0030.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Consumer
Products

0.0195 0.0000 0.0000 0.0000 0.0000 0.0000 0.0000
Landscaping 1.0000e0050.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Total 0.0218 0.0000 9.0000e0050.0000 0.0000 0.0000 0.0000 0.0000 2.0000e0042.0000e0040.0000 2.1000e004 Mitigated
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8.1 Mitigation Measures Waste

7.1 Mitigation Measures Water

7.0 Water Detail

8.0 Waste Detail

11.0 Vegetation

9.0 Operational Offroad
Equipment Type Number Hours/Day Days/Year Horse Power Load Factor Fuel Type

10.0 Stationary Equipment
Fire Pumps and Emergency Generators
Equipment Type Number Hours/Day Hours/Year Horse Power Load Factor Fuel Type Boilers
Equipment Type Number Heat Input/Day Heat Input/Year Boiler Rating Fuel Type User Defined Equipment
Equipment Type Number
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Environmental Noise Assessment
Parcel W-20 Coffee Kiosk
Roseville, California
BAC Job # 2020-166
Prepared For:

JMC Homes
Prepared By:

Bollard Acoustical Consultants, Inc.

Dario Gotchet, Senior Consultant
November 3, 2020
Attn: Ryan Biziewski
1430 Blue Oaks Boulevard, Suite 190
Roseville, CA 95747
Bollard Acoustical Consultants, Inc. ● 3551 Bankhead Road, Loomis, CA 95650 ● Phone: (916) 663-0500 ● bacnoise.com IS/MND ATTACHMENT 3

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 1 ends

Introduction
The Parcel W-20 Coffee Kiosk (project) is located on the southeast corner of Pleasant Grove Boulevard and Upland Drive in Roseville, California. The project proposes the construction of a coffee kiosk that would include drive-through services. Existing land uses in the immediate project vicinity include single-family residential to the north and west, and future residential to the south and southwest. The project site is located within the West Roseville Specific Plan. The project area and site plan are shown on Figures 1 and 2, respectively.

Due to the proximity of the proposed project to existing and future residential uses, Bollard Acoustical Consultants, Inc. (BAC) was retained to prepare an assessment of potential noise impacts associated with the project. Specifically, the purposes of this assessment are to quantify noise levels associated with project operations, to assess the state of compliance of those noise levels with applicable City of Roseville and West Roseville Specific Plan Mitigation Monitoring Program noise criteria, and if necessary, to recommend measures to reduce those noise levels to acceptable limits at the nearest existing and future residential uses.

Noise Fundamentals and Terminology
Noise is often described as unwanted sound. Sound is defined as any pressure variation in air that the human ear can detect. If the pressure variations occur frequently enough (at least 20 times per second), they can be heard, and thus are called sound. Measuring sound directly in terms of pressure would require a very large and awkward range of numbers. To avoid this, the decibel scale was devised. The decibel scale allows a million-fold increase in pressure to be expressed as 120 dB. Another useful aspect of the decibel scale is that changes in levels (dB) correspond closely to human perception of relative loudness. Appendix A contains definitions of Acoustical Terminology. Figure 3 shows common noise levels associated with various sources.

The perceived loudness of sounds is dependent upon many factors, including sound pressure level and frequency content. However, within the usual range of environmental noise levels, perception of loudness is relatively predictable, and can be approximated by weighing the frequency response of a sound level meter by means of the standardized A-weighing network.

There is a strong correlation between A-weighted sound levels (expressed as dBA) and community response to noise. For this reason, the A-weighted sound level has become the standard tool of environmental noise assessment. All noise levels reported in this section are in terms of A-weighted levels in decibels.

Community noise is commonly described in terms of the “ambient” noise level, which is defined as the all-encompassing noise level associated with a given noise environment. A common statistical tool to measure the ambient noise level is the average, or equivalent, sound level (Leq) over a given time period (usually one hour). The Leq is the foundation of the Day-Night Average Level noise descriptor, DNL or Ldn, and shows very good correlation with community response to noise.

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Legend
0 100 Figure 1
Scale (Feet)
Project Parcel Boundaries (Approximate)
Parcel W-20 Coffee Kiosk
Roseville, California
Project Site Location & Adjacent Land Uses
Residential
Future
High-Density Residential
Future
Commercial
Horton Ln
Long-Term Noise Survey Locations
LT-1
50 LT-2
Future
Medium-Density Residential
Residential

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Legend
040 Figure 2
Scale (Feet)
Parcel W-20 Coffee Kiosk
Roseville, California
Project Site Plan
Coffee Kiosk Building
20 Drive-Through SpeakerDelivery Area (Assumed)
APN: 490-190-011
Existing SFR
APN: 490-100-031
Residential
APN: 490-010-026
Future MDR
APN: 490-010-024
Future HDR
On-Site Delivery Truck Circulation Route (Assumed)
Existing 6’ Solid Wall
Existing 7’ Solid Wall
Drive-Through Operations Noise Mitigation
10’ Solid Noise Barrier (Nighttime Compliance Only)

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 4 ends

Figure 3
Typical A-Weighted Sound Levels of Common Noise Sources The Day-Night Average Level (DNL or Ldn) is based upon the average noise level over a 24-hour day, with a +10-decibel weighting applied to noise occurring during nighttime (10:00 p.m. to 7:00 a.m.) hours. The nighttime penalty is based upon the assumption that people react to nighttime noise exposures as though they were twice as loud as daytime exposures. Because DNL represents a 24-hour average, it tends to disguise short-term variations in the noise environment.

DNL-based noise standards are commonly used to assess noise impacts associated with traffic, railroad, and aircraft noise sources.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 5 ends

Existing Ambient Noise Environment within Project Vicinity The existing ambient noise environment in the immediate project vicinity is defined primarily by traffic on Pleasant Grove Boulevard. To generally quantify the existing ambient noise level environment within the project vicinity, BAC conducted long-term (24-hour) noise level measurements at two (2) locations on October 27, 2020. The noise survey locations are shown on Figure 1, identified as sites LT-1 and LT-2. Measurement sites LT-1 and LT-2 were selected to be representative of the ambient noise level environment at the nearest existing residential uses to the west and north of the project parcel, respectively. Photographs of the noise level survey locations are provided in Appendix B.

Larson Davis Laboratories (LDL) Model 820 precision integrating sound level meters were used for the ambient noise level survey. The meters were calibrated immediately before and after use with an LDL Model CAL200 acoustical calibrator to ensure the accuracy of the measurements.

The equipment used meets all pertinent specifications of the American National Standards Institute for Type 1 sound level meters (ANSI S1.4).

The results of the long-term ambient noise level survey are shown numerically and graphically in Appendices C and D (respectively) and are summarized below in Table 1.

Table 1
Summary of Long-Term Ambient Noise Measurement Results – October 27, 20201 Site Description2
DNL,
dB
Average Measured Hourly Noise Levels, dB
Daytime3 Nighttime4
Leq Lmax Leq Lmax
LT-1: West of project site along residential
boundary of APN: 490-190-011 65 61 77 57 74
LT-2: North of project site along residential
boundary of APN: 490-100-031 69 67 81 61 78
1 Detailed summaries of the noise monitoring results are provided in Appendices C and D. 2 Long-term ambient noise monitoring locations are identified on Figure 1. 3 Daytime: 7:00 a.m. to 10:00 p.m. 4 Nighttime: 10:00 p.m. to 7:00 a.m.

Source: Bollard Acoustical Consultants, Inc. (2020)
As indicated in Table 1, average measured hourly noise levels were higher at site LT-2. This was likely due to the proximity of the site relative to Pleasant Grove Boulevard.

Criteria for Acceptable Noise Exposure
City of Roseville General Plan Noise Element 2035
The Noise Element of the City of Roseville General Plan establishes non-transportation noise exposure limits as summarized below in Table 1 (Table IX-3 of the Noise Element). These limits are applicable to non-transportation noise sources, such as those proposed by project on-site operations. The General Plan noise level criteria is presented in Table 2.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 6 ends

Table 2
Performance Standards for Non-Transportation Sources
(As Measured at the Property Line of Noise-Sensitive Uses) Noise Level (dBA)
Noise Level Descriptor (dBA)
Daytime
(7:00 a.m. to 10:00 p.m.)
Nighttime
(10:00 p.m. to 7:00 a.m.)
Hourly Leq 55 45
Maximum Level Lmax 75 65
Notes:
-Each of the noise level standards specified above shall be reduced by 5 dB for pure tone noises, noise consisting primarily of speech or music, or for recurring impulsive noises. Such noises are generally considered by residents to be particularly annoying and are a primary source of noise complaints. -These noise level standards do not apply to residential units established in conjunction with industrial or commercial uses (e.g., caretaker dwellings).
-No standards have been included for interior noise levels. Standard construction practices should, with exterior noise levels identified, result in acceptable interior noise levels.

Source: City of Roseville General Plan, Noise Element 2035, Table IX-3 West Roseville Specific Plan Mitigation Monitoring Program The project is located on a commercially zoned parcel within the West Roseville Specific Plan (WRSP). The WRSP Mitigation Monitoring Program contains commercial noise and operationsrelated criteria that would be applicable to the project. That criteria is provided below.

MM 4.5-3 Commercial noise control
For all commercial uses within 150 feet of residential uses, implement the following or equally effective measures:
a. For commercial loading docks and on-site truck circulation areas that are planned to be within 150 feet of sensitive receptors (including backyards), the following measures shall be implemented:

1. Loading docks and on-site truck circulation routes shall be designed to ensure that noise levels do not exceed 50 dB Leq or 70 dB Lmax at the nearest residence. An acoustic analysis shall demonstrate that the loading area design, including any noise attenuation features (e.g., covering, sound walls, orientation) would be adequate to achieve these standards; and

2. Deliveries shall generally be limited to the hours between 7:00 a.m. to 10:00 p.m. b. For all commercial buildings, roof-top HVAC shall be oriented away from residential areas and systems shall not produce noise levels that exceed 50 dB at a distance of 25 feet. In addition, roof-top parapets shall block line-of-sight of equipment from noise-sensitive uses. c. Setbacks or enhanced barriers (e.g., 8 feet tall) as needed to achieve City standards.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 7 ends

Noise Standards Applicable to the Project
The primary noise sources associated with the project have been identified as drive-through operations (e.g., drive-through menu speaker board / post and vehicle idling / passbys), delivery truck loading area activities, delivery truck on-site circulation, and rooftop mechanical equipment (HVAC).

Pursuant to MM 4.5-3(a)(1) of the WRSP Mitigation Monitoring Program, commercial truck deliveries shall be limited to daytime hours (7:00 a.m. to 10:00 p.m.). In addition, because the hours of operation of the project drive-through operations are not known at this time, it was conservatively assumed for the purposes of this assessment that drive-through operations could potentially occur during both daytime and nighttime hours. Finally, the footnote in Table 2 states that each of the noise level limits shall be reduced by 5 dB for noises consisting of speech or music, which would be applicable to the project drive-through menu speaker post. Based on the information above, the City of Roseville and WRSP Mitigation Monitoring Program noise level standards applied to the project are provided in Table 3.

Table 3
Noise Level Standards Applied to the Project
Applicable Noise Level Standard (dBA)
Noise Source
Daytime
(7:00 a.m. to 10:00 p.m.)
Nighttime
(10:00 p.m. to 7:00 a.m.)
Leq Lmax Leq Lmax
Drive-Through Menu Speaker 50 70 40 60
Drive-Through Vehicle Passbys 55 75 45 65
Delivery Truck Loading Area 55 75 -- --
Delivery Truck Circulation 55 / 501 75 / 701 -- --
Rooftop HVAC Equipment 55 75 45 65
1 Pursuant to MM 4.5-3(a) of the WRSP Mitigation Monitoring Program, commercial truck circulation shall not exceed 50 dB Leq and 70 dB Lmax at the nearest residential uses.

Source: City of Roseville General Plan Noise Element 2035 (Table IX-3), WRSP Mitigation Monitoring Program The noise level standards shown in Table 3 were applied at the property line of the nearest existing and future residential uses to the project. Satisfaction with the General Plan and WRSP Mitigation Monitoring Program noise level standards at the nearest residential uses would ensure compliance with the noise level criteria at residential uses located farther away.

Evaluation of Project-Generated Noise Levels
As mentioned previously, the primary noise sources associated with the project have been identified as drive-through operations, delivery truck loading area activities, delivery truck on-site circulation, and rooftop mechanical equipment (HVAC). Predicted noise levels resulting from each of these sources are evaluated in the following sections.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 8 ends

Predicted project-generated noise level exposure at the nearest existing residential uses to the north and west of the project takes into consideration the screening that would be provided by existing solid walls along the property boundaries of those uses. The locations of the existing noise barriers are shown on Figure 2. According to BAC field observations, the existing solid noise barriers to the west and north were estimated to be approximately 7’ and 6’ in height, respectively. The screening provided by the existing 7’ and 6’ barriers are expected to provide approximately 6 dB and 5 dB of project-generated noise level reduction at the nearest existing residential uses to the west and north, respectively.

Drive-Through Operations
The project coffee kiosk proposes to include a drive-through lane at the location identified on Figure 2. At the time of writing this report, it is unknown whether the drive-through will have an amplified speaker menu board / post. For the purposes of this analysis, it was conservatively assumed that the coffee kiosk would have an amplified drive-through speaker menu post.

To quantify the noise emissions of the proposed drive-through speaker usage and vehicle passages, BAC utilized noise measurement data collected for similar drive-through operations in the greater Sacramento area. Reference drive-through noise level data is presented in Table 4.

In addition, reference noise level data for a commonly used drive-through speaker, HME SPP2 speaker post, is provided as Appendix E. The manufacturer’s noise data sheet shows good agreement with measurements conducted by BAC.

Table 4
Reference Drive-Through Noise Levels
Noise Source
Measured Reference Noise Levels, dBA
Average (Leq) Maximum (Lmax)
Vehicles1 60 dB at 5 feet 70 dB at 5 feet
Speaker2 63 dB at 10 feet 67 dB at 10 feet
1 Vehicle noise level data obtained from previous drive-through noise studies. 2 Speaker noise level data obtained from measurements conducted at a representative drive-through parcel located at 2845 Bell Road in Auburn, California.

Source: Bollard Acoustical Consultants, Inc. (2018)
The Table 4 data were used to predict drive-through generated noise levels at the nearest existing and future residential uses. Assuming standard spherical spreading loss (-6 dB per doubling of distance), the drive-through operations noise levels at the nearest existing and future residential uses were predicted and the results of those predictions are shown in Table 5.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 9 ends

Table 5
Predicted Drive-Through Operations Noise Levels at Nearest Residential Property Lines APN1 Land Use
Distance (feet)2
Predicted Noise Levels (dBA)3
Vehicles Speaker
Vehicles Speaker Leq Lmax Leq Lmax
490-190-011 Existing SFR 110 120 27 36 35 39
490-100-031 Existing SFR 155 265 25 31 30 34
490-010-026 Future MDR 135 150 31 40 39 43
490-010-024 Future HDR 12 50 52 50 49 53
Applicable General Plan Daytime Noise Standards 55 75 50 70 Applicable General Plan Nighttime Noise Standards 45 65 40 60 1 Locations of nearest residential uses are shown on Figures 1 and 2. 2 Distances scaled from center of proposed drive-through lane and speaker location to residential property lines using the provided site plans. Drive-through lane and speaker location are shown on Figure 2. 3 Predicted noise levels at nearest existing residential uses include consideration of the screening provided by existing sound walls, as discussed in this report.

Source: Bollard Acoustical Consultants, Inc. (2020)
As indicated in Table 5, project drive-through operations are predicted to satisfy the applicable City of Roseville General Plan daytime hourly average (Leq) and maximum (Lmax) noise level standards at the nearest existing and future residential property lines. However, project drivethrough operations noise levels are predicted to exceed the applicable General Plan nighttime hourly average noise level standards at the future high-density residential (HDR) property line to the south (APN: 490-010-024). Therefore, should drive-through hours of operation extend into nighttime hours (10:00 p.m. to 7:00 a.m.), additional consideration of mitigation measures would be warranted for this aspect of the project.

In order to satisfy the applicable General Plan nighttime hourly average noise level standards, one of the following mitigation measures would be required:

1. The construction of a 10’ solid noise barrier along the southern project property boundary.

Figure 2 shows the location of the noise barrier recommended for nighttime compliance.

The solid barrier could consist of either masonry or precast concrete panels. The construction of a 10’ solid noise barrier at the location illustrated on Figure 2 would reduce predicted drive-through operations noise levels to 43 dB Leq (vehicles) and 40 dB Leq (speaker) at the property line of APN: 490-010-024, which would satisfy the applicable City of Roseville General Plan nighttime hourly average noise level standards.

2. Limit all drive-through operations to daytime hours only (7:00 a.m. to 10:00 p.m.).

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 10 ends

Truck Delivery Activities
It is the experience of BAC that deliveries of product to drive-through businesses such as the one proposed by the project occur with medium-duty vendor trucks/vans. The primary noise sources associated with delivery activities are trucks stopping (air brakes), trucks backing into position (back-up alarms), and pulling away from the loading/unloading area (revving engines). Based on a review of the site plan, the project does not propose a loading dock. Due to site design constraints indicated in the site plan, it was reasonably assumed for the purposes of this analysis that deliveries would occur on the north side of the kiosk building, illustrated on Figure 2.

For a conservative assessment of daily delivery truck noise levels at this coffee kiosk business, it was assumed that 4 medium duty trucks/vans would deliver products to the store on a typical busy day. For the purposes of predicting hourly average noise levels for comparison against the City’s hourly average (Leq) noise standards, it was assumed that 2 medium duty trucks could have store deliveries during the same worst-case hour.

BAC file data indicate that noise levels associated with medium-duty truck deliveries (including side-step vans) are approximately 66 dB Lmax and 76 dB SEL at a distance of 100 feet. Based on 2 medium duty truck deliveries during any given hour and an SEL of 76 dB, the hourly average noise level computes to 43 dB Leq at a reference distance of 100 feet during the worst-case hour of deliveries. Assuming standard spherical spreading loss (-6 dB per doubling of distance), onsite delivery truck activity noise exposure at the nearest existing and future residential uses was calculated and the results of those calculations are presented in Table 6.

Table 6
Predicted Truck Delivery Activity Noise Levels at Nearest Residential Property Lines APN1 Land Use
Distance from
Delivery Area (feet)2
Predicted Noise Levels (dBA)3
Leq Lmax
490-190-011 Existing SFR 170 33 55
490-100-031 Existing SFR 200 32 55
490-010-026 Future MDR 210 37 60
490-010-024 Future HDR 60 48 70
Applicable General Plan Daytime Noise Standards 55 75
1 Locations of nearest residential uses are shown on Figures 1 and 2. 2 Distances scaled from (assumed) delivery area to residential property lines using the provided site plans. Delivery area shown on Figure 2.
3 Predicted noise levels at nearest existing residential uses include consideration of the screening provided by existing sound walls, as discussed in this report.

Source: Bollard Acoustical Consultants, Inc. (2020)
Pursuant to MM 4.5-3(a)(1) of the WRSP Mitigation Monitoring Program, commercial truck deliveries shall be limited to daytime hours (7:00 a.m. to 10:00 p.m.). As a result, project truck delivery activity noise exposure was assessed relative to the City of Roseville General Plan daytime noise level standards only.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 11 ends

As indicated in Table 6, project truck delivery activity noise exposure is predicted to satisfy the applicable City of Roseville General Plan daytime hourly average (Leq) and maximum (Lmax) noise level standards at the nearest existing and future residential uses. As a result, no further consideration of noise mitigation measures would be warranted for this aspect of the project.

On-Site Delivery Truck Circulation
As mentioned in the previous section, it is the experience of BAC that deliveries of product to drive-through businesses such as the one proposed by the project occur with medium-duty vendor trucks/vans. The assumed on-site delivery truck circulation route is shown on Figure 2.

On-site delivery truck passbys are expected to be relatively brief and will occur at low speeds. To predict noise levels generated by on-site delivery truck circulation, BAC utilized file data obtained from measurements conducted by BAC of medium duty truck passbys. According to BAC file data, single-event medium truck passby noise levels are approximately 66 dB Lmax and 76 SEL at a distance of 50 feet.

For the purposes of this analysis, it was assumed that 2 medium duty trucks could have store deliveries during the same worst-case hour. Based on a conservative 2 medium truck trips per hour, and an SEL of 76 dB per passby, the combined hourly average noise level generated by project delivery truck circulation computes to 43 dB Leq at a reference distance of 50 feet from the passby route during the worst-case hour of deliveries (maximum noise level of 66 dB Lmax).

Based on the above reference noise levels and truck trip assumptions above, and assuming standard spherical spreading loss (-6 dB per doubling of distance), on-site delivery truck circulation noise exposure at the nearest existing and future residential uses was calculated and the results of those calculations are presented in Table 7.

Table 7
Predicted On-Site Delivery Truck Circulation Noise Levels at Nearest Residential Property Lines APN1 Land Use
Distance from
Circulation Route (ft)2
Predicted Noise Levels (dBA)3
Leq Lmax
490-190-011 Existing SFR 165 27 50
490-100-031 Existing SFR 160 28 51
490-010-026 Future MDR 210 31 54
490-010-024 Future HDR 30 48 70
Applicable General Plan Daytime Noise Standards 55 75
Applicable WRSP Noise Standards 50 70
1 Locations of nearest residential uses are shown on Figures 1 and 2. 2 Distances scaled from (assumed) on-site truck circulation route to residential property lines using the provided site plans. On-site truck circulation route shown on Figure 2. 3 Predicted noise levels at nearest existing residential uses include consideration of the screening provided by existing sound walls, as discussed in this report.

Source: Bollard Acoustical Consultants, Inc. (2020)

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 12 ends

The Table 7 data indicate that project on-site delivery truck circulation noise exposure is predicted to satisfy the applicable City of Roseville General Plan daytime hourly average (Leq) and maximum (Lmax) noise level standards at the nearest existing and future residential uses. In addition, project on-site delivery truck circulation noise levels are also predicted to satisfy the hourly average and maximum noise level standards identified in MM 4.5-3 of the WRSP Mitigation Monitoring Program. As a result, no further consideration of noise mitigation measures would be warranted for this aspect of the project.

Mechanical Equipment (HVAC)
Heating, ventilating, and air conditioning (HVAC) requirements for the proposed coffee kiosk building will most likely be met using a packaged roof-mounted system. The location of the coffee kiosk building is shown on Figure 2.

Pursuant to MM 4.5-3(b), roof-top HVAC equipment shall be oriented away from residential areas and systems shall not produce noise levels that exceed 50 dB at a distance of 25 feet. In addition, roof-top parapets shall block line-of-sight of HVAC equipment from noise-sensitive uses.

Assuming that the project HVAC equipment has reference noise level of 50 dB at 25 feet, and assuming standard spherical spreading loss (-6 dB per doubling of distance), project HVAC equipment noise exposure at the property lines of the nearest existing and proposed residential uses was calculated and the results of those calculations are presented in Table 8.

To account for the screening that would be provided by the building parapets that would break line-of-sight of the equipment (as required by MM 4.5-3), HVAC equipment noise levels at the nearest existing and future residential uses have been adjusted by -5 dB.

Table 8
Predicted Rooftop HVAC Equipment Noise Levels at Nearest Residential Property Lines APN1 Land Use
Distance from
Building (feet)2 Predicted Noise Levels, Leq (dBA)3
490-190-011 Existing SFR 175 22
490-100-031 Existing SFR 200 22
490-010-026 Future MDR 200 27
490-010-024 Future HDR 40 41
Applicable General Plan Daytime Noise Standard 55
Applicable General Plan Nighttime Noise Standard 45
1 Locations of nearest residential uses are shown on Figures 1 and 2. 2 Distances scaled from coffee kiosk building roof (elevated position) to residential property lines (ground level) using the provided site plans. Building location is shown on Figure 2. 3 Predicted noise levels at nearest existing residential uses include consideration of the screening provided by existing sound walls, and an offset of -5 dB to account for building parapet screening, as discussed in this report.

Source: Bollard Acoustical Consultants, Inc. (2020)
Because mechanical equipment operation typically generates sustained, steady-state noise levels, impacts of project rooftop mechanical equipment are assessed in this study relative to the applicable City of Roseville General Plan hourly average (Leq) noise level standards.

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Bollard Acoustical Consultants, Inc. (BAC)
Environmental Noise Assessment
Parcel W-20 Coffee Kiosk – Roseville, California

Page 13 ends

As indicated in Table 8, project HVAC equipment noise exposure is predicted to range from 22- 41 dB Leq at the property lines of the nearest existing and future residential uses, and would satisfy the City of Roseville General Plan daytime and nighttime hourly average noise level standards.

Therefore, provided that the project complies with the HVAC equipment and orientation criteria identified in MM 4.5-3 of the WRSP Mitigation Monitoring Program (as required), additional consideration of mitigation measures would not be warranted for this aspect of the project.

Conclusions
Provided that the project complies with the commercial land use criteria identified in MM 4.5-3 of the West Roseville Specific Plan Mitigation Monitoring Program (as required), noise levels associated with operations at the proposed Parcel W-20 Coffee Kiosk are predicted to comply with the daytime hourly average and maximum noise level criteria contained in the City of Roseville General Plan and the West Roseville Specific Plan Mitigation Monitoring Program.

However, it is possible that project drive-through operations noise level exposure could exceed the applicable City of Roseville General Plan nighttime hourly average noise level standards at the adjacent future high-density residential parcel (APN: 490-010-024) should they occur during nighttime hours (10:00 p.m. to 7:00 a.m.).

In order to satisfy the applicable City of Roseville General Plan nighttime hourly average noise level standards at APN: 490-010-024, one of the following specific noise mitigation measures are recommended:

1. The construction of a 10’ solid noise barrier along the southern project property boundary.

Figure 2 shows the location of the recommended noise barrier. The solid barrier could consist of either masonry or precast concrete panels.

2. Limit drive-through operations to daytime hours only (7:00 a.m. to 10:00 p.m.).

These conclusions are based on the site plan shown on Figure 2, BAC reference noise level measurements conducted at a similarly configured drive-through restaurants in the Sacramento area in recent years, and noise level data from equipment manufacturers. Deviations from the above-mentioned resources could cause actual noise levels to differ from those predicted in this assessment.

This concludes BAC’s environmental noise assessment of drive-through operations for the proposed Parcel W-20 Coffee Kiosk located in Roseville, California. Please contact BAC at (916) 663-0500 or [email protected] with any questions regarding this assessment.

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Appendix A
Acoustical Terminology
Acoustics The science of sound.

Ambient Noise The distinctive acoustical characteristics of a given space consisting of all noise sources audible at that location. In many cases, the term ambient is used to describe an existing or pre-project condition such as the setting in an environmental noise study.

Attenuation The reduction of an acoustic signal.

A-Weighting A frequency-response adjustment of a sound level meter that conditions the output signal to approximate human response.

Decibel or dB Fundamental unit of sound. A Bell is defined as the logarithm of the ratio of the sound pressure squared over the reference pressure squared. A Decibel is one-tenth of a Bell.

CNEL Community Noise Equivalent Level. Defined as the 24-hour average noise level with noise occurring during evening hours (7 - 10 p.m.) weighted by a factor of three and nighttime hours weighted by a factor of 10 prior to averaging.

Frequency The measure of the rapidity of alterations of a periodic signal, expressed in cycles per second or hertz.

IIC Impact Insulation Class (IIC): A single-number representation of a floor/ceiling partition’s impact generated noise insulation performance. The field-measured version of this number is the FIIC.

Ldn Day/Night Average Sound Level. Similar to CNEL but with no evening weighting.

Leq Equivalent or energy-averaged sound level.

Lmax The highest root-mean-square (RMS) sound level measured over a given period of time.

Loudness A subjective term for the sensation of the magnitude of sound.

Masking The amount (or the process) by which the threshold of audibility is for one sound is raised by the presence of another (masking) sound.

Noise Unwanted sound.

Peak Noise The level corresponding to the highest (not RMS) sound pressure measured over a given period of time. This term is often confused with the “Maximum” level, which is the highest RMS level.

RT60 The time it takes reverberant sound to decay by 60 dB once the source has been removed.

STC Sound Transmission Class (STC): A single-number representation of a partition’s noise insulation performance. This number is based on laboratory-measured, 16-band (1/3- octave) transmission loss (TL) data of the subject partition. The field-measured version of this number is the FSTC.

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Legend
A: LT-1: Facing south along Upland DriveB: LT-1: Facing north along Upland DriveC: LT-1: Existing 7’ solid wall along residential property boundaryD: LT-2: Facing south towards Pleasant Grove Boulevard near 6’ existing solid wall A B
C D
Appendix B
Parcel W-20 Coffee Kiosk
Roseville, California
Photographs of Survey Locations

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Hour Leq Lmax L50 L90
12:00 AM 50 75 43 37
1:00 AM 46 65 36 30 High Low Average High Low Average
2:00 AM 48 73 34 29 Leq (Average) 64 59 61 64 46 573:00 AM 49 66 41 32 Lmax (Maximum) 86 71 77 86 65 744:00 AM 55 75 48 40 L50 (Median) 63 57 59 62 34 485:00 AM 60 74 56 50 L90 (Background) 59 45 50 56 29 416:00 AM 64 86 62 567:00 AM 64 78 63 59 Computed DNL, dB 658:00 AM 63 74 62 56 % Daytime Energy 80%9:00 AM 61 76 59 49 % Nighttime Energy 20% 10:00 AM 60 75 58 4611:00 AM 60 71 58 4512:00 PM 61 86 58 46 1:00 PM 61 80 59 462:00 PM 61 83 58 463:00 PM 61 73 59 484:00 PM 61 73 60 515:00 PM 62 75 61 536:00 PM 63 84 61 547:00 PM 61 72 59 528:00 PM 60 79 58 539:00 PM 59 72 57 52 10:00 PM 58 78 55 5111:00 PM 56 75 53 48
GPS Coordinates 38°45'59.79" N 121°21'45.76" W
Daytime (7 a.m. - 10 p.m.) Nighttime (10 p.m. - 7 a.m.) Statistical Summary
Appendix C-1
Ambient Noise Monitoring Results - Site LT-1
Tuesday, October 27, 2020
Parcel W-20 Coffee Kiosk - Roseville, California

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Hour Leq Lmax L50 L90
12:00 AM 56 80 46 41
1:00 AM 53 72 37 28 High Low Average High Low Average
2:00 AM 55 79 32 29 Leq (Average) 68 63 67 67 52 613:00 AM 52 70 38 31 Lmax (Maximum) 92 77 81 90 70 784:00 AM 58 75 47 39 L50 (Median) 66 57 64 64 32 475:00 AM 62 77 56 47 L90 (Background) 57 49 51 54 28 406:00 AM 67 90 64 547:00 AM 68 82 65 57 Computed DNL, dB 698:00 AM 67 80 65 55 % Daytime Energy 87%9:00 AM 67 84 64 50 % Nighttime Energy 13% 10:00 AM 66 78 64 4911:00 AM 67 77 65 5212:00 PM 68 86 65 51 1:00 PM 67 80 65 492:00 PM 68 92 65 493:00 PM 67 80 65 514:00 PM 67 79 65 525:00 PM 68 82 66 536:00 PM 67 82 65 527:00 PM 65 80 61 498:00 PM 64 82 60 509:00 PM 63 77 57 49 10:00 PM 61 85 53 4711:00 PM 58 75 49 44
GPS Coordinates 38°46'01.16" N 121°21'42.60" W
Appendix C-2
Ambient Noise Monitoring Results - Site LT-2
Parcel W-20 Coffee Kiosk - Roseville, California
Tuesday, October 27, 2020
Statistical Summary
Daytime (7 a.m. - 10 p.m.) Nighttime (10 p.m. - 7 a.m.)

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65 dB
Ambient Noise Monitoring Results - Site LT-1
Tuesday, October 27, 2020
Appendix D-1
Parcel W-20 Coffee Kiosk - Roseville, California
Computed DNL =
2030405060708090
100
12:00 AM 4:00 AM 8:00 AM 12:00 PM 4:00 PM 8:00 PM 11:00 PM Sound Pressure Level, dBA
Time of Day
Average (Leq) Maximum (Lmax) Median (L50) Background (L90)

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69 dB
Appendix D-2
Ambient Noise Monitoring Results - Site LT-2
Parcel W-20 Coffee Kiosk - Roseville, California
Tuesday, October 27, 2020
Computed DNL =
2030405060708090
100
12:00 AM 4:00 AM 8:00 AM 12:00 PM 4:00 PM 8:00 PM 11:00 PM Sound Pressure Level, dBA
Time of Day
Average (Leq) Maximum (Lmax) Median (L50) Background (L90)

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Memorandum
Date: January 13, 2021
To: Jack Varozza, City of Roseville
From: Greg Behrens, John Gard, Tinotenda Jonga, Emily Alice Gerhart, Fehr & Peers Subject: Traffic Study for Coffee Shack Project in Roseville, CA RS20-3985
This memorandum presents the analysis and conclusions of our traffic study for the proposed Coffee Shack project, which would be located at 1875 Pleasant Grove Boulevard in the southeast quadrant of the Pleasant Grove Boulevard/Upland Drive intersection. The proposed project would be a drive-through coffee store with a single drive-through window and no indoor seating.

Project Site Setting
Figure 1 shows the project site location and study area. The project site is located on a vacant lot at the southeast corner of the Pleasant Grove Boulevard/Upland Drive intersection, approximately 750 feet west of Fiddyment Road.

Along the project site frontage, Pleasant Grove Boulevard consists of four lanes and has a posted speed limit of 45 miles per hour (MPH). Base on engineering speed surveys provided by the City, a design speed of 50 MPH was chosen based on the 85th percentile speed. The City of Roseville General Plan identifies Pleasant Grove Boulevard as a minor arterial within the vicinity of the project site.

Upland Drive is a two-lane collector located on the western edge of the project site. Upland Drive will eventually extend south into the Sierra Vista Specific Plan area, but is currently a stub street ending approximately 180 feet south of Pleasant Grove Boulevard. The Pleasant Grove Boulevard/Upland Drive intersection is side-street stop controlled and includes left-turn lanes in the northbound and westbound directions. The intersection is planned for signalization in the future.

Sidewalks and Class II bike lanes are provided on both sides of Pleasant Grove Boulevard and Upland Drive within the project site vicinity.

IS/MND ATTACHMENT 4

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Mr. Jack Varozza
January 13, 2021

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Methodology
This study analyzes traffic conditions at the study intersection using Level of Service (LOS) as a measure of operational performance. LOS is a qualitative measure of traffic flow from the perspective of motorists and is an indication of the comfort associated with driving. Typical factors that affect LOS include speed, travel time, and traffic interruptions. Empirical LOS criteria and methods of calculation have been documented in the Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016). LOS is a letter classification system, from A (representing free-flow traffic conditions) to F (oversaturated conditions where traffic demand exceeds capacity, resulting in long queues and delays). These methodologies were implemented using Synchro 10 software.

This study analyzes AM and PM peak hour operations at the following intersection:

1. Pleasant Grove Boulevard/Upland Drive
This study reports several maximum queue lengths for critical turning movements at and near the project site, including the following:
• Westbound left-turn at Pleasant Grove Boulevard/Upland Drive • Northbound right-turn at the Pleasant Grove project driveway Traffic operations for this study were analyzed using SimTraffic 10 simulation software, which accounts for interactions between intersections, queue spillback, vehicle platooning, etc. The program also produces more accurate estimates of vehicular queuing (when compared to more deterministic methods).

Applicable LOS Policies
Per the City of Roseville General Plan Circulation Element, a LOS "C" standard at a minimum of 70 percent of all signalized intersections and roadway segments in the City during the AM and PM peak hours ought to be maintained. Exceptions to the LOS “C” standard may be considered where improvements required to achieve the standard would adversely affect pedestrian, bicycle, or transit access, and where feasible LOS improvements and travel demand-reducing strategies have been exhausted.

Data Collection
Peak hour intersection turning movement counts at Pleasant Grove Boulevard/Fiddyment Road and Pleasant Grove Boulevard/Monument Drive were obtained from the City of Roseville Turning Movement Volume/Occupancy Report online database to determine existing peak hour traffic volumes at Pleasant Grove Boulevard/Upland Drive and on Pleasant Grove Boulevard along the project site frontage. Weekday peak hour intersection turning movement counts were derived from an average of Tuesdays, Wednesdays, and Thursdays during October 2019 to represent pre-COVID conditions.

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Analysis Scenarios
The study considers the effects of the project under both Existing Plus Project and Cumulative Plus Project conditions. The Existing Plus Project scenario considers the development of the project without any additional changes to the surrounding land use and transportation characteristics.

The Cumulative Plus Project scenarios considers the development of the project alongside land use and transportation system changes through 2035 as identified in the City of Roseville General Plan. Notably, this scenario includes the extension of Upland Drive south into the Sierra Vista Specific Plan area as well as the signalization of the Pleasant Grove Boulevard/Upland Drive intersection.

Project Site Plan
Figure 2 shows the project site plan (Preliminary Site Plan, Baker Williams Engineering Group, October 2020). The proposed project would be a drive-through coffee store with a single drive-through window and no indoor seating. The project would provide 14 on-site vehicle parking spaces. Access to the project site would be provided via a single right-in/right-out (RIRO) driveway on Pleasant Grove Boulevard. The driveway would be side-street stop-controlled.

Project Travel Characteristics
Trip Generation
Table 1 presents the estimated project trip generation.

Project trip generation was estimated based on data collected at Dutch Bros drive-through coffee stores in the Sacramento region. PM peak period trip generation counts were collected at the following two facilities on Wednesday, February 5, 2020 from 2:45 PM to 5:30 PM (in order to capture both spikes in attendance after nearby high schools had released, as well as when adjacent street traffic is busiest):
• Dutch Bros coffee store located at 1225 Baseline Road in Roseville, CA • Dutch Bros coffee store located at 8610 Elk Grove Boulevard in Elk Grove, CA Amongst many drive-through coffee stores that exist in the Sacramento region, these facilities are appropriate for this study because they share similar operating/design characteristics to that of the proposed project. They both consist of a single drive-through window, provide no indoor seating, and have building sizes that are very similar to that of the proposed project (less than 1,000 square feet). By controlling for these variables, any uncertainties associated with the effects of multiple service windows and smaller/larger building sizes are eliminated.

These sites yielded nearly identical PM peak hour trip generation totals of 162 trips (gross).

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The February 2020 trip generation counts did not include AM peak hour observations. Therefore, additional data collection was completed in November 2020 to estimate project trip generation during the AM peak hour. Drive-through counts were collected from 7 AM to 7 PM at the following two facilities on Thursday, November 5, 2020:
• Dutch Bros coffee store located at 1225 Baseline Road in Roseville, CA • Dutch Bros coffee store located at 715 Sunrise Avenue in Roseville, CA Because the November 2020 data was collected during the COVID-19 pandemic, adjustments were required in order to estimate pre-COVID conditions. To accomplish this, the November 2020 trip generation data was used to establish an AM-to-PM peak hour trip generation factor. Based on this process, the AM-to-PM peak hour trip generation factor was determined to be 1.1 (i.e., 11 AM peak hour trips for every 10 PM peak hour trips). This factor was applied to the PM peak hour trips derived from the February 2020 trip generation data, which yielded an AM peak hour trip generation estimate of 180 trips (gross).

Table 1 includes reductions for pass-by trips. Pass-by trips are trips already on the network that are diverted to and from a commercial or retail land use, and therefore would not be considered as new trips generated by the project. Pass-by trips were estimated from data presented in the Trip Generation Handbook, 3rd Edition (Institute of Transportation Engineers, 2017). For the drive-through, the relevant ITE land use category (Coffee/Donut Shop with Drive-Through Window) has a pass-by rate of 89 percent. However, the studies used for this calculation are dated (around 20 years old), so a pass-by rate of 70 percent was applied for drive-through trips. This approach is conservative because fewer pass-by trips implies a greater percentage of project trips are “new,” which means they are added to the surrounding roadway system.

After accounting for pass-by trip reductions, the project would generate an estimated 54 net new external vehicle trips during the AM peak hour and 48 net new vehicle trips during the PM peak hour.

Table 1: Project Trip Generation
Land Use
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Dutch Bros Coffee DriveThrough (observed) 1
90 90 180 81 81 162
Total Gross Trips 90 90 180 81 81 162
Pass-By Trip Reduction 2-63 -63 -126 -57 -57 -114
Net New External Trips 27 27 54 24 24 48
Notes:

1. Derived from trip generation observations at comparable drive-through coffee stores in February and November 2020.

2. Pass-by trips estimated by Fehr & Peers and applied on similar drive-through coffee store studies.

Source: Fehr & Peers, 2020.

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Trip Distribution and Trip Assignment
The trip distribution and assignment of the project under Existing Plus Project conditions was estimated based on current travel patterns, permitted turning movements, and complementary land uses. For Cumulative Plus Project conditions, project trip distribution was estimated by performing a select zone analysis of the project site using the City of Roseville cumulative year travel demand model. These processes considered the opportunity for westbound U-turn movements at the Pleasant Grove Boulevard/Upland Drive intersection for inbound project trips traveling from the east.

Pass-by trip assignments considered the relative volume of traffic on Pleasant Grove Boulevard and Fiddyment Road, and the ease of performing pass-by movements.

Table 2 summarizes the estimated project trip distribution.

Table 2: Project Trip Distribution
Direction
Existing Plus Project Cumulative Plus Project

AM PM AM PM
In Out In Out In Out In Out
Pleasant Grove Blvd to/from the east 71% 86% 83% 72% 66% 78% 66% 67% Pleasant Grove Blvd to/from the west 29% 14% 17% 28% 24% 15% 24% 24% Upland Drive to/from the south - - - - 10% 7% 10% 9%
Source: Fehr & Peers, 2020.

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Intersection Operations
Table 3 presents the peak hour average delay and LOS at the Pleasant Grove Boulevard/Upland Drive intersection. The intersection would operate at LOS C or better during both the AM or PM peak hours under Existing Plus Project and Cumulative Plus Project conditions.

Table 3: Pleasant Grove Boulevard/Upland Drive - Peak Hour Intersection Operations Intersection Traffic Control
AM PM
Delay1 LOS2 Delay1 LOS2
Existing Plus Project Conditions
Pleasant Grove Boulevard/Upland Drive
Side Street Stop
Control (WB
Left/U-Turn)
16 C 12 B
Cumulative Plus Project Conditions
Pleasant Grove Boulevard/Upland Drive Signal 13 B 11 B
Notes:

1. Delay is reported as seconds per vehicle. Values are rounded to the nearest whole number so the same delay may represent two different LOS conditions if the delay is within 0.5 seconds of the LOS. Average control delay for signalized intersections is the weighted average for all movements. Delay for side street stop controlled intersections is reported by movement.

2. “LOS” represents level of service, calculated based on methodologies contained in the Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016).

Source: Fehr & Peers, 2020.

Table 4 presents the peak hour maximum queue for the critical westbound left-turn movement at the Pleasant Grove Boulevard/Upland Drive intersection. The peak hour maximum queue would be accommodated within the available storage during both the AM and PM peak hours under Existing Plus Project and Cumulative Plus Project conditions.

Table 4: Pleasant Grove Boulevard/Upland Drive – Maximum Queue Lengths Intersection Movement Storage
Maximum Queue (vehicles)
AM PM
Existing Plus Project Conditions
Pleasant Grove Boulevard/Upland Drive WB Left/U-Turn 250 ft. 75 ft. (3 vehicles) 75 ft. (3 vehicles) Cumulative Plus Project Conditions
Pleasant Grove Boulevard/Upland Drive WB Left/U-Turn 250 ft. 100 ft. (4 vehicles) 150 ft. (6 vehicles) Note: Queue lengths are rounded up to the nearest 25 feet.

Source: Fehr & Peers, 2020.

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Project Access and On-Site Circulation
This section evaluates the access and on-site circulation components of the project relative to standards established in the City of Roseville Design and Construction Standards from January 2020.

Project Driveway Design
Driveway Spacing
The project driveway would be located 280 feet east of the Pleasant Grove Boulevard/Upland Drive intersection, as measured from the intersection centerline to the driveway centerline. According to City staff, driveways on arterial streets must be placed at least 250 feet from the adjacent upstream intersection (refer to Section 5-3). Therefore, the project driveway would meet the City’s minimum driveway spacing requirement.

Driveway Throat Width
The project driveway would have a throat width of 35 feet. The City requires that driveways for commercial uses have a minimum throat width of 35 feet (refer to Section 7-14). Therefore, the project driveway would meet the City’s minimum driveway throat width requirement.

Driveway Throat Depth
It is important that driveways be designed with adequate throat depth to accommodate exiting traffic, such that blockages to incoming traffic are minimized. Such blockages could cause inbound traffic to spill back onto public streets, which could increase conflicts with other vehicles and modes of travel.

Based on the configuration of the driveway and its placement relative to the on-site drive-through exit and drive aisles, the driveway would provide approximately 100 feet of storage for outbound vehicle queues. In other words, the outbound vehicle queue could extend 100 feet before interfering with on-site circulation.

Table 5 displays the estimated peak hour maximum queue for outbound vehicle movements at the project driveway. The peak hour maximum queue would be accommodated within the available storage during both the AM and PM peak hours under Existing Plus Project and Cumulative Plus Project conditions. Note that the AM peak hour maximum queue would decrease between Existing Plus Project and Cumulative Plus Project conditions due to the planned traffic signal at the Pleasant Grove/Upland Drive intersection. The signalization of this intersection would increase the gaps in eastbound traffic on Pleasant Grove Boulevard along the project site frontage, improving the ease with which vehicles could exit the project site.

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Table 5: Project Driveway – Outbound Maximum Queue Lengths Intersection Movement Storage
Maximum Queue (vehicles)
AM PM
Existing Plus Project Conditions
Pleasant Grove Boulevard Driveway NB Right-Turn 100 ft. 100 ft. (4 vehicles) 75 ft. (3 vehicles) Cumulative Plus Project Conditions
Pleasant Grove Boulevard Driveway NB Right-Turn 100 ft. 75 ft. (3 vehicles) 75 ft. (3 vehicles) Note: Queue lengths are rounded up to the nearest 25 feet.

Source: Fehr & Peers, 2020.

Driveway Corner Sight Distance
The City requires that corner sight distance be provided for vehicles exiting intersections and driveways (refer to Section 7-12). Figure 3 illustrates the corner sight distance for vehicles exiting the project driveway onto Pleasant Grove Boulevard. As shown this line of sight is generally unobstructed except for the landscape strip immediately west of the project site. The recommended right-turn deceleration lane (refer to “Need for Right-Turn Deceleration” section) would eliminate the landscape strip on the project frontage west of the project driveway, thus clearing the potential line of sight obstruction shown in Figure 3.

Other Driveway Design Considerations
The site plan does not provide sufficient detail to determine the driveway treatment at the point at which it meets Pleasant Grove Boulevard. The City requires that commercial driveways on arterial streets be designed as Type A-7 driveways (refer to Section 7-14 and Detail ST-22). Therefore, the following is recommended:
• Construct the driveway as a Type A-7 driveway (refer to Detail ST-22). • Construct the driveway with a corner radius of 25 feet to accommodate large truck maneuvers in/out of the project site, as discussed below in the “Large Truck Circulation” section. Note that this corner radius is recommended in combination with the construction of a right-turn deceleration lane, as discussed below in the “Need for Right-Turn Deceleration” section. A wider corner radius of 30 feet would be necessary to accommodate large truck maneuvers without the provision of a right-turn deceleration lane.

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Drive-Through Queue Storage
The project site plan states that the drive-through lane would provide 395 feet of storage. However, the project site plan illustrates that the vehicle queue would extend past the drive-through lane entry point.

The last vehicle shown in this queue (labeled #22 on the project site plan) would impede the path of travel for vehicles entering the site as they travel towards parking located on the westerly portion of the project site. A measurement of the drive-through lane storage between the entry point (located approximately at the rear of vehicle #21 labeled on the project site plan) and the service window indicates that the drivethrough lane would provide 380 feet of storage.

The City requires that the storage requirements for drive-through projects be evaluated at 25 feet per vehicle (refer to Section 4-5). However, queue observations at existing Dutch Bros stores in Roseville indicate that drive-through queues for comparable drive-through coffee stores measure at approximately 20 feet per vehicle. This closer vehicle spacing could be attributed to the longer waits, stop-and-go queue progression, extremely low truck/large vehicle percentage (if any), and very low travel speeds of drivethrough operations when compared to typical vehicle operations on public roadways. Therefore, for the purposes of this analysis, it is recommended that project drive-through queue storage needs be evaluated at 20 feet per vehicle. Based on this methodology, the project drive-through lane would provide 380 feet of storage for up to 19 vehicles.

To estimate maximum queue lengths for the project drive-through lane, maximum drive-through queue observations were conducted between 7 AM and 7 PM on Thursday, November 5, 2020 at the following locations:
• Dutch Bros coffee store located at 1225 Baseline Road in Roseville, CA • Dutch Bros coffee store located at 715 Sunrise Avenue in Roseville, CA The maximum drive-through queue observed at the Sunrise Avenue Dutch Bros store was 13 vehicles and the maximum drive-through queue observed at the Baseline Road Dutch Bros store was 21 vehicles.

Therefore, if the project would be expected to generate levels of customer activity (and on-site employee order fulfillment efficiency) similar to the Sunrise Avenue Dutch Bros store, the project would provide sufficient drive-through storage to accommodate the maximum queue. However, if the project would be expected to generate levels of customer activity similar to the Baseline Road Dutch Bros store, the maximum drive-through queue would exceed the available storage by two vehicles.

Vehicles that exceed the drive-through queue storage would impede the path of travel for vehicles entering the project site. It is important to note that the maximum drive-through queue at the Baseline Road Dutch Bros store exceeded 19 vehicles (the available drive-through storage for the proposed project) for only two five-minute intervals during the entirety of the 7 AM to 7 PM observation period. This represents just over

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Mr. Jack Varozza
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one percent of the 145 five-minute intervals recorded during the maximum drive-through queue observations. Therefore, while it is conceivable that the maximum drive-through queue would exceed the available drive-through storage for the proposed project, this condition would likely occur only during brief periods of heavy visitation and would not persist for extended periods of time.

In order to reduce the likelihood of the drive-through queue extending back onto Pleasant Grove Boulevard, the following is recommended:
• Widen the project driveway to a width of 40 feet and provide two inbound lanes and one outbound lane. Install “Drive Thru” pavement markings in the westerly inbound lane.

Westbound U-Turn Movements at Pleasant Grove Boulevard/Upland Drive The location of the project site combined with its right-in/right-out driveway would require inbound vehicles traveling from the east to complete a westbound U-turn movement at the Pleasant Grove Boulevard/Upland Drive intersection in order to access the site. As such, the project would add considerable traffic volumes to this U-turn movement.

U-Turn Turning Radius
The geometry of this U-turn movement was reviewed to evaluate its consistency with City standards. The distance between the left lane line of the westbound left-turn pocket (from which U-turns would be completed) to the southerly face of curb on Pleasant Grove Boulevard is 33 feet (refer to Figure 4). The distance between the right lane line of the westbound left-turn pocket to the southerly face of curb on Pleasant Grove Boulevard is 44 feet. The radius of the southeast corner of the Pleasant Grove Boulevard/Upland Drive intersection is 51 feet. These conditions satisfy City standards for permitted U-turn movements for westbound Pleasant Grove Boulevard at Upland Drive (refer to Detail TS-15).

U-Turn Sight Distance
Pursuant to City standards (refer to Section 7-12) and the 2011 American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets Chapter 9.5.3 Case F, the required westbound U-turn sight distance is 530 feet. This is measured from the location of a driver preparing to begin a U-turn movement to the location of an object (i.e., an oncoming vehicle) in the center of the approaching lane on eastbound Pleasant Grove Boulevard. As shown in Figure 4, the existing median landscaping on the west leg of the Pleasant Grove Boulevard/Upland Drive intersection would obstruct this line of sight due to the horizontal curvature of Pleasant Grove Boulevard. Therefore, the westbound U-turn sight distance would not be adequate.

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The following is recommended:
• Maintain the existing median landscaping on the west leg of the Pleasant Grove Boulevard/Upland Drive intersection and routinely prune the existing trees and vegetation to maintain a six-inch to six-foot clear line of sight within the green area shown on Figure 4.

Note that this sight distance issue will be resolved in the future with the installation of a traffic signal at the Pleasant Grove Boulevard/Upland Drive intersection because westbound left- and U-turn movements would be separated from eastbound through movements through signal phasing. However, the precise timing of this signalization is not yet known, and it is conceivable that the project is constructed and operational prior to the installation of the traffic signal.

Need for Right-Turn Deceleration
The City requires provision of right-turn deceleration in circumstances where all of the following conditions are met (refer to Section 5.5):
• The driveway is located on an arterial or expressway. • Right turn ingress volume is expected to exceed fifty (50) during peak hour flows on the roadway.

For right turn ingress volumes between ten (10) and fifty (50) a right turn curb taper shall be constructed in conformance with the Standard Drawings.
• There is ample room and frontage to fit a deceleration lane as determined by the City Engineer. • The travel speed of the roadway, as determined by the City Engineer, equals or exceeds 45 MPH.

The project driveway meets all applicable conditions warranting construction of a right-turn deceleration lane. The standard right-turn deceleration lane is 200 feet in length plus a 60-foot taper (refer to Detail ST25). However, there is not adequate distance between the project driveway and the near curb return at the Pleasant Grove Drive/Upland Drive intersection to accommodate the standard right-turn deceleration lane.

Therefore, the following is recommended:
• Construct a right-turn deceleration lane on eastbound Pleasant Grove Boulevard approaching the project driveway that is 135 feet in length plus a 60-foot taper.

While this would not adhere to the City standard for a right-turn deceleration lane, it would still provide operational benefit and would be preferred to a right-turn curb flare.

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Internal Vehicle Circulation
Passenger Vehicle Circulation
Several on-site parking stalls would be placed in locations that would not be easily accessible for passenger vehicles or that when occupied would impede the path of travel for passenger vehicles circulating within the project site. These include the following:
• Parking stall #10 is situated at an acute angle relative to the westbound parking lot drive aisle. This would require ingressing vehicles to complete a sharp turning maneuver to access the parking stall, while larger vehicles would likely be required to complete a multi-point turn to access the paring stall. These conditions would adversely affect the flow of vehicle traffic within the project site parking lot.
• Parking stalls #11 and #12 are situated immediately in front of the drive-through exit. When occupied, these parking stalls would impede the flow of traffic exiting the drive-through and impede vehicles reversing out of parking stalls #13 and #14. Additionally, parking stalls #11 and #12 are placed in locations that would be more ideally suited for outbound vehicle queues exiting the project driveway.

The following modifications to the site plan are recommended:
• Eliminate parking stalls #10, #11, and #12 shown on the project site plan.

This modification would reduce the number of on-site parking spaces from 14 to 11 spaces. City Code Chapter 19.26.030 requires fast food with drive through establishments to provide one parking space per 100 square feet, equal to nine parking spaces when applied to the project. Therefore, even with the proposed on-site parking reduction, the project would still satisfy City parking requirements.

Large Truck Circulation
Figure 5 illustrates turning movements for refuse trucks (25-foot inside radius and 45-foot outside radius) and Figure 6 illustrates turning movements for fire and organics trucks (30-foot inside radius and 50-foot outside radius). Large truck movements into the project site would need to be completed from the outside eastbound through lane. The truck swept paths would conflict with the sidewalk and landscape strip immediately west of the project site.

As shown in Figure 6, fire and organics truck paths would conflict with parking stalls #10, #11, and #12 shown on the project site plan.

Large trucks that enter the project site would require multi-point turns using the westerly portion of the project parking lot in order to reverse direction and exit the site facing forward. Similar maneuvers would

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be necessary for refuse and organics trucks to access bins located at the southwest corner of the project site. While these maneuvers would be disruptive to circulation patterns within the project parking lot, they would not disrupt parking lot operations for extended durations given the relatively infrequent trips to and from the project site by large trucks.

The following modifications are recommended to better accommodate large truck maneuvers:
• Construct the driveway as a Type A-7 driveway (refer to Detail ST-22). • Construct the driveway with a corner radius of 25 feet to accommodate large truck maneuvers in/out of the project site (refer to previous note regarding right-turn deceleration lane). • Eliminate parking stalls #10, #11, and #12 shown on the project site plan.

Vehicle Miles of Travel (VMT)
On September 27, 2013, Governor Jerry Brown signed Senate Bill (SB) 743 into law and started a process intended to fundamentally change transportation impact analysis as part of CEQA compliance. These changes include elimination of auto delay, LOS, and other similar measures of vehicular capacity or traffic congestion as a basis for determining significant impacts. The LOS results presented earlier in this memorandum were prepared to evaluate compliance with the City of Roseville General Plan LOS policy and for informational purposes, but not to determine significant impacts under CEQA per se.

SB 743 contained language directing the Governor’s Office of Planning and Research (OPR) to update the CEQA Guidelines to include new criteria (e.g., metrics) for determining the significance of transportation impacts. OPR selected vehicle miles of travel (VMT) as the transportation impact metric, recommended its application statewide, and submitted updates to the CEQA Guidelines that were certified by the Natural Resources Agency in December 2018. The requirements of SB 743 became effective statewide on July 1, 2020. To help aid lead agencies with SB 743 implementation, OPR produced the Technical Advisory on Evaluating Transportation Impacts in CEQA (December 2018). The Technical Advisory helps lead agencies think about the variety of implementation questions they face with respect to shifting to a VMT metric.

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square feet as locally-serving. And in the context of CEQA, it concludes that locally-serving retail may be found to cause less-than-significant transportation impacts. The proposed project clearly falls well below this building size threshold. Moreover, given the prevalence of coffee stores (drive-through and walk-in) throughout the City of Roseville and the broad distribution of these coffee stores throughout the City’s residential and employment areas, it is expected that the project would similarly cater to local residents and employees and function as a locally-serving establishment. For these reasons, the project is presumed to have a less-than-significant impact to the transportation system on the basis of project-generated VMT, pursuant to guidance provided in the Technical Advisory.

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Summary & Conclusions
In summary, the analysis of the proposed project revealed the need for the following modifications to the project site plan and surrounding roadway network:
• Construct a right-turn deceleration lane on eastbound Pleasant Grove Boulevard approaching the project driveway that is 135 feet in length plus a 60-foot taper. • Construct the driveway as a Type A-7 driveway (refer to Detail ST-22) with a corner radius of 25 feet to accommodate large truck maneuvers in/out of the project site. • Widen the project driveway to a width of 40 feet and provide two inbound lanes and one outbound lane. Install “Drive Thru” pavement markings in the westerly inbound lane. • Maintain the existing median landscaping on the west leg of the Pleasant Grove Boulevard/Upland Drive intersection and routinely prune the existing trees and vegetation to maintain a six-inch to six-foot clear line of sight within the green area shown on Figure 4. • Eliminate parking stalls #10, #11, and #12 shown on the project site plan.

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References
City of Roseville (January 2020). City of Roseville Design and Construction Standards.

Institute of Transportation Engineers (2017). Trip Generation Handbook, 3rd Edition.

Institute of Transportation Engineers (2017). Trip Generation Manual, 10th Edition.

Governor’s Office of Planning and Research (December 2018). Technical Advisory on Evaluating Transportation Impacts in CEQA.

Transportation Research Board (2016). Highway Capacity Manual, 6th Edition.

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Appendix A. Figures

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Market St
Baseline Rd
F di dyment Rd
Upland Dr
Sun City Blvd
Vista Grande Blvd
Bob Doyle Dr
Junction Blvd
Del Webb Blvd
Pleasant Grove Blvd
Village Green Dr
Westhills Dr
Morningstar Dr
Monument Dr
Village Center Dr
1 N:\2020 Projects\3985.00_Roseville_Coffee_Shack_Traffic_Study\Graphics\GIS\MXD\Fig01_StudyArea.mxd Study Area
Study Intersection
Project Location
City Boundary
Park/Open Space
Figure 1
Future Roadway Extension ProjectLocation
1

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Project Site Plan
Figure 2
N:\2020 Projects\3985.00_Roseville_Coffee_Shack_Traffic_Study\Graphics\AI\Fig02_SitePlan.ai

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4 5 3 2 1 7 8
13 14
9 11
12 10
CORNER SIGHT DISTANCE = 480'

LINE OF SIGHT
15' 5 13 14 9 1112 10
Corner Sight Distance Analysis
Project Driveway at Pleasant Grove Boulevard
Figure 3 1"=40' PLEASANT GROVE BLVD UPLAND DR LEGEND LEFT TURN SIGHT DISTANCE TRIANGLE - DESIGN OF VERTICAL ELEMENTS IN THIS AREA TO BE CONSISTENT WITH HIGHWAY DESIGN MANUAL TOPIC 405.1 (2) AND CITY OF ROSEVILLE DESIGN STANDARDS SECTION 7-12 (C)1. DESIGN SPEED 1: SHADED GREEN AREA REPRESENTS PORTION OF PROJECT FRONTAGE SITUATED BETWEEN THE FACE OF CURB AND THE REQUIRED LINE OF SIGHT. CORNER SIGHT DISTANCE DRIVEWAY PROJECT 1"=40' PLEASANT GROVE BLVD PLEASANT GROVE BOULEVARD - 50 MPH (BASED ON SPEED SURVEY PERFORMED BY THE CITY ON 12/9/2015) CORNER SIGHT DISTANCE CORNER SIGHT DISTANCE = 480' CALCULATED PER HIGHWAY DESIGN MANUAL TOPIC 405.1 (2).

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LEFT TURN SIGHT DISTANCE = 530'
FIRST 8-10 TREES IN MEDIAN PARTIALLY OBSTRUCT LEFT TURN SIGHT DISTANCE LINE OF SIGHT 4 5 3 2 1 33'44' R51'
Left Turn Sight Distance Analysis and U-Turn Dimensions Upland Drive at Pleasant Grove Boulevard
Figure 4 1"=40' PLEASANT GROVE BLVD UPLAND DR 1"=40' PLEASANT GROVE BLVD UPLAND DR LEGEND LEFT TURN SIGHT DISTANCE TRIANGLE - DESIGN OF VERTICAL ELEMENTS IN THIS AREA TO BE CONSISTENT WITH 2011 AASHTO GEOMETRIC DESIGN OF HIGHWAYS AND STREETS CHAPTER 9.5.3 CASE F AND CITY OF ROSEVILLE DESIGN STANDARDS SECTION 7-12 (B)1. DESIGN SPEED PLEASANT GROVE BOULEVARD - 50 MPH (BASED ON SPEED SURVEY PERFORMED BY THE CITY ON 12/9/2015) LEFT TURN SIGHT DISTANCE LEFT TURN SIGHT DISTANCE = 530' CALCULATED PER 2011 AASHTO GEOMETRIC DESIGN OF HIGHWAYS AND STREETS CHAPTER 9.5.3 CASE F. 1: SHADED GREEN AREA REPRESENTS PORTION OF MEDIAN SITUATED BETWEEN THE FACE OF CURB AND THE REQUIRED LINE OF SIGHT. U-TURN DIMENSIONS U-TURN DIMENSIONS ARE PROVIDED TO CONFIRM ADEQUACY OF U-TURN MOVEMENT WITH CITY OF ROSEVILLE DESIGN STANDARDS SECTION 6-2 (O) AND CITY OF ROSEVILLE STANDARD DETAIL TS-15. U-TURN DIMENSIONS LEFT TURN SIGHT DISTANCE

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N O P A R K I N G

N O P A R K I N G
TRASH RECYCLE 4 5 3 2 1 6 7 8
13 14
9 11
12 10
R25' (TYP INSIDE RADIUS) R45' (TYP OUTSIDE RADIUS) Refuse Vehicle Path of Travel Project Driveway at Pleasant Grove Boulevard Figure 5 1"=40' PLEASANT GROVE BLVD UPLAND DR REFUSE VEHICLE PATH OF TRAVEL DRIVEWAY PROJECT REFUSE VEHICLE PATH OF TRAVEL REFUSE VEHICLE PATH OF TRAVEL IS PROVIDED TO CONFIRM ADEQUACY OF SOLID WASTE DESIGN WITH CITY OF ROSEVILLE DESIGN STANDARDS SECTION 15-3 (G). DASHED LINE REPRESENTS PATH OF TRAVEL OBSTRUCTED BY RAISED CURB

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N O P A R K I N G

N O P A R K I N G
TRASH RECYCLE 4 5 3 2 1 6 7 8
13 14
9 11
12 10
R30' (TYP INSIDE RADIUS) R50' (TYP OUTSIDE RADIUS)
Organics/Fire Vehicle Path of Travel
Project Driveway at Pleasant Grove Boulevard
Figure 6 1"=40' PLEASANT GROVE BLVD UPLAND DR ORGANICS/FIRE VEHICLE PATH OF TRAVEL DRIVEWAY PROJECT ORGANICS/FIRE VEHICLE PATH OF TRAVEL ORGANICS/FIRE VEHICLE PATH OF TRAVEL IS PROVIDED TO CONFIRM ADEQUACY WITH CITY OF ROSEVILLE DESIGN STANDARDS SECTION 15-3 (K). DASHED LINE REPRESENTS PATH OF TRAVEL OBSTRUCTED BY RAISED CURB

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Appendix B. Technical Appendix

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Existing Plus Project Conditions Volume and Delay by Movement AM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 1,175 1,059 90.2% 2.1 0.2 A
Right Turn
Subtotal 1,175 1,059 90.2% 2.1 0.2 A
Left Turn 60 46 76.2% 16.3 6.8 C
Through 553 510 92.2% 0.9 0.2 A
Right Turn
Subtotal 613 556 90.7% 2.2 0.7 A
Total 1,788 1,615 90.3% 2.2 0.2 A

16.3 Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 90 78 86.4% 13.0 4.7 B
Subtotal 90 78 86.4% 13.0 4.7 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 1,145 1,013 88.5% 1.7 0.2 A
Right Turn 90 85 94.4% 0.6 0.2 A
Subtotal 1,235 1,098 88.9% 1.6 0.2 A
Left Turn
Through 613 560 91.4% 0.8 0.2 A
Right Turn
Subtotal 613 560 91.4% 0.8 0.2 A
Total 1,938 1,736 89.6% 1.8 0.3 A

13.0 EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 12/9/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Existing Plus Project Conditions Volume and Delay by Movement PM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 789 728 92.3% 1.5 0.1 A
Right Turn
Subtotal 789 728 92.3% 1.5 0.1 A
Left Turn 67 56 83.8% 11.7 3.5 B
Through 1,323 1,183 89.4% 2.0 0.2 A
Right Turn
Subtotal 1,390 1,239 89.1% 2.5 0.3 A
Total 2,179 1,967 90.3% 2.1 0.2 A

11.7 Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 81 74 91.6% 6.8 1.4 A
Subtotal 81 74 91.6% 6.8 1.4 A
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 775 711 91.8% 1.5 0.2 A
Right Turn 81 78 96.9% 0.4 0.2 A
Subtotal 856 790 92.3% 1.4 0.2 A
Left Turn
Through 1,390 1,241 89.3% 1.7 0.2 A
Right Turn
Subtotal 1,390 1,241 89.3% 1.7 0.2 A
Total 2,327 2,105 90.5% 1.7 0.2 A

6.8 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 12/9/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Existing Plus Project Conditions Queue Length AM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Side-street Stop Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream U/Left Turns 225 50 8 75 20 75 26 0% 0%
Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream Through 225 25 2 25 8 25 10 0% 0%
Through/Right 225 25 5 25 19 25 22 0% 0%
Right Turn 600 50 9 75 22 100 23 0% 0%
WB
EB
NB
Fehr & Peers 12/9/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Existing Plus Project Conditions Queue Length PM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Side-street Stop Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream U/Left Turns 225 50 7 75 16 75 15 0% 0%
Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream Through/Right 225 25 1 25 7 25 13 0% 0%
Right Turn 600 50 6 75 13 75 17 0% 0%
WB
EB
NB
Fehr & Peers 12/9/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Cumulative Plus Project Conditions Volume and Delay by Movement AM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Signal Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 53 46 86.3% 19.5 4.1 B
Through
Right Turn 101 102 101.2% 13.9 3.3 B
Subtotal 154 148 96.1% 15.7 2.2 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 1,347 1,267 94.0% 14.3 1.9 B
Right Turn 76 71 92.8% 12.5 2.0 B
Subtotal 1,423 1,337 94.0% 14.2 1.9 B
Left Turn 91 59 64.9% 24.7 2.9 C
Through 530 360 67.9% 4.2 1.1 A
Right Turn
Subtotal 621 419 67.4% 7.1 0.9 A
Total 2,198 1,904 86.6% 12.7 1.4 B

24.7 Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 90 82 90.8% 11.4 3.0 B
Subtotal 90 82 90.8% 11.4 3.0 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 1,417 1,314 92.7% 3.7 0.2 A
Right Turn 90 90 100.0% 2.1 0.3 A
Subtotal 1,507 1,404 93.2% 3.6 0.2 A
Left Turn
Through 621 412 66.3% 0.9 0.2 A
Right Turn
Subtotal 621 412 66.3% 0.9 0.2 A
Total 2,218 1,898 85.6% 3.3 0.1 A

11.4 EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 12/10/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Cumulative Plus Project Conditions Volume and Delay by Movement PM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Signal Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 102 103 101.3% 20.9 4.2 C
Through
Right Turn 39 41 106.2% 7.1 2.6 A
Subtotal 141 145 102.6% 17.4 3.4 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 810 715 88.2% 11.9 1.7 B
Right Turn 89 75 84.5% 8.9 2.6 A
Subtotal 899 790 87.9% 11.6 1.6 B
Left Turn 162 109 67.1% 36.4 11.4 D
Through 1,343 977 72.8% 7.3 0.8 A
Right Turn
Subtotal 1,505 1,086 72.2% 10.3 1.6 B
Total 2,545 2,021 79.4% 11.3 0.9 B

36.4 Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 81 85 104.4% 6.2 1.2 A
Subtotal 81 85 104.4% 6.2 1.2 A
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 831 732 88.1% 3.0 0.3 A
Right Turn 81 64 79.6% 1.7 0.4 A
Subtotal 912 797 87.4% 2.9 0.3 A
Left Turn
Through 1,505 1,078 71.6% 2.7 0.3 A
Right Turn
Subtotal 1,505 1,078 71.6% 2.7 0.3 A
Total 2,498 1,959 78.4% 2.9 0.2 A

6.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 12/10/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Cumulative Plus Project Conditions Queue Length AM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Signal Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream Through 725 150 30 225 61 225 68 0% 0%
Through/Right 725 200 27 300 53 300 62 0% 0%
Left Turn 500 50 9 75 16 75 17 0% 0%
Right Turn 500 75 10 100 21 100 26 0% 0%
U/Left Turns 225 75 7 100 13 100 35 0% 0%
Through 225 50 13 100 27 100 28 0% 0%
Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream Through/Right 225 25 4 25 21 25 29 0% 0%
Right Turn 600 50 7 75 15 75 16 0% 0%
EB
NB
WB
EB
NB
Fehr & Peers 12/10/2020

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SimTraffic Post-Processor Roseville Coffee Shack
Average Results from 10 Runs Cumulative Plus Project Conditions Queue Length PM Peak Hour
Intersection 3 Pleasant Grove Boulevard/Upland Drive Signal Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream Through 725 100 17 150 27 150 21 0% 0%
Through/Right 725 150 20 225 43 225 39 0% 0%
Left Turn 500 75 15 125 26 125 30 0% 0%
Right Turn 500 50 13 50 17 50 21 0% 0%
U/Left Turns 225 100 23 150 50 150 51 0% 1%
Through 225 100 14 175 35 175 51 0% 0%
Intersection 4 Coffee Shack Driveway/Pleasant Grove Boulevard Side-street Stop Storage Average Queue (ft) 95th Queue (ft) Maximum Queue (ft) Block Time Direction Lane Group (ft) Average Std. Dev. Average Std. Dev. Average Std. Dev. Pocket Upstream Through/Right 225 25 1 25 7 25 9 0% 0%
Right Turn 600 50 4 75 9 75 9 0% 0%
Through 425 25 3 25 13 25 18 0% 0%
EB
NB
WB
EB
NB
WB
Fehr & Peers 12/10/2020

Page 1218 of 1218 ends

Roseville City CouncilOctober 21, 2026

Roseville City Council
October 21, 2026